TACR: India: Preparing the Bihar State Highways II Project

Technical Assistance Consultant’s Report

This consultant’s report does not necessarily reflect the views of ADB or the Government concerned, and ADB and the Government cannot be held liable for its contents. (For project preparatory technical assistance: All the views expressed herein may not be incorporated into the proposed project’s design.

Project Number: 41629 October 2010

India: Preparing the Bihar State Highways II Project

Prepared by Sheladia Associates, Inc. Maryland, USA

For Road Construction Department Government of Bihar

TA No. 7198-INDIA: Preparing the Bihar State Highways II Project Final Report

i SHELADIA Associates Inc. USA

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1 INTRODUCTION .............................................................................................................................. 8

1.1 INTRODUCTION .............................................................................................................................. 8

1.2 PROJECT APPRECIATION............................................................................................................. 8

1.2.1 Project Location and Details 9 1.2.2 Road Network of Bihar 11

1.3 PERFORMANCE OF THE STUDY ................................................................................................ 14

1.3.1 Staff Mobilization 14 1.3.2 Work Shop 14

1.4 STRUCTURE OF THE FINAL REPORT ....................................................................................... 14

2 SOCIO ECONOMIC PROFILE OF PROJECT AREA ................................................................... 16

2.1 LOCATION AND DEMOGRAPHICS ............................................................................................. 16

2.2 ECONOMY OF BIHAR ................................................................................................................... 18

2.2.1 Sectoral Share and Growth 19 2.2.2 The Fiscal Situation 20

2.3 SOCIO ECONOMIC PROFILE OF PROJECT INFLUENCE AREA .............................................. 22

2.4 TRANSPORT IN THE STATE ....................................................................................................... 33

3 GEOMETRIC STANDARDS AND DESIGN CONSIDERATIONS ................................................ 35

3.1 APPROACH AND DESIGN STANDARDS .................................................................................... 35

3.2 ROAD CLASSIFICATION .............................................................................................................. 35

3.3 DESIGN CONSIDERATIONS ........................................................................................................ 36

3.4 ROAD RIGHT OF WAY ................................................................................................................. 36

3.5 TERRAIN ....................................................................................................................................... 37

3.6 DESIGN SPEED ............................................................................................................................ 37

3.7 DESIGN CROSS SECTIONS ........................................................................................................ 38

3.8 GEOMETRIC DESIGN, ALIGNMENT & PROFILE ....................................................................... 39

3.9 VERTICAL ALIGNMENT ................................................................................................................ 41


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3.10 SIDE SLOPES ............................................................................................................................... 42

3.11 INTERSECTIONS .......................................................................................................................... 43

3.12 ROAD FURNITURE ....................................................................................................................... 43

4 TRAFFIC STUDIES AND FORECAST ......................................................................................... 44

4.1 GENERAL ...................................................................................................................................... 44

4.2 TRAFFIC AND TRANSPORT SURVEYS ...................................................................................... 44

4.2.1 Classified Traffic Volume Count Surveys 45 4.2.2 Origin & Destination Surveys 45 4.2.3 Turning Movement Count Surveys 46 4.2.4 Axle Load Surveys 46 4.2.5 Journey Speed Surveys 46 4.2.6 Passenger Car Units 46 4.2.7 Survey Locations 47

4.3 AVERAGE DAILY TRAFFIC .......................................................................................................... 50

4.3.1 Bihta - Sarmera (SH-78) 50 4.3.2 Bhabhua – Aghaura (SH-80) 52 4.3.3 Sakkadi – Nasriganj (SH-81) 53 4.3.4 Kadriganj – Sono (SH-82) & Bagi - Barbigha (SH-83) 54 4.3.5 Ghogha – Barahat (SH-84) 55 4.3.6 Akbarnagar – Arnapur (SH-85) 55 4.3.7 Saraiya - Motipur (SH-86) 56 4.3.8 Runisaidpur – Bhiswa (SH-87) 57 4.3.9 Varuna Bridge (NH 103) - Rasiyari (SH-88) 57 4.3.10 Siwan - Siswan (SH-89) 58 4.3.11 Mohammadpur – Chapra (SH-90) 59 4.3.12 Birpur - Udakishunganj (SH-91) 59 4.3.13 Peak Hour Traffic (%) 61

4.4 SEASONAL FACTOR AND ANNUAL AVERAGE DAILY TRAFFIC ............................................. 62

4.5 TURNING MOVEMENT COUNT SURVEY ................................................................................... 66

4.6 JOURNEY SPEED ......................................................................................................................... 68

4.7 ALTERNATIVE ROUTE AND TRAFFIC DIVERSIONS ................................................................. 68

4.8 AXLE LOAD SURVEY ................................................................................................................... 69

4.9 TRAFFIC GROWTH FORECAST .................................................................................................. 71

5 ENGINEERING REVIEW ............................................................................................................... 73

5.1 DPR PREPARATION ..................................................................................................................... 73

5.2 ENGINEERING FIELD SURVEYS ................................................................................................ 74


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5.3 ROAD ALIGNMENT AND HIGHWAY DESIGN REVIEW .............................................................. 76

5.3.1 Alignment Selection Philosophy 76 5.3.2 Description of Alignment Options 76 5.3.3 Study of Alignment Options 77 5.3.4 SH 78 Bihta – Sarmera (100 Km) 78 5.3.5 SH 80 Bhabhua – Adhaura (53 Km) 83 5.3.6 SH 81 Sakkadi – Nazirgunj (84.63 Km) 84 5.3.7 SH 82 Kadirgunj – Sonoho (94.32 Km) 88 5.3.8 SH 83 Bagi – Barbiga (37.3 Km) 89 5.3.9 SH 84 Ghogha - Barahat (54.6 Km) 91 5.3.10 SH 85 Akbhar Nagar -Amarpur (34 Km) 95 5.3.11 SH 86 Saraiya - Motipur (28.33 Km) 100 5.3.12 SH 87 Runnisaidpur - Bhiswa (67.787 Km) 105 5.3.13 SH 88 Baruna Bridge - Rasiyari (124.2 Km) 108 5.3.14 SH 89 Siwan - Siswan (33.221 Km) 108 5.3.15 SH 90 Mohammadpur - Chapra (68.5 Km) 116 5.3.16 SH 91 Birpur – Udai Kishanganj (101.704 Km) 118

5.4 ROAD CROSS SECTION ............................................................................................................ 122

5.5 MATERIAL AND GEOTECHNICAL INVESTIGATIONS .............................................................. 123

5.5.1 GEOLOGY OF THE STATE OF BIHAR 123 5.5.2 Methodology 126 5.5.3 Slope Protection & Erosion Controls 130

5.6 PAVEMENTS AND MATERIALS ................................................................................................. 133

5.6.1 Proposed Pavement Types 133 5.6.2 Subbase Materials 133 5.6.3 Pavement Base Courses 134 5.6.4 Materials 134 5.6.5 Source of material 136 5.6.6 Field Sampling 136 5.6.7 Field Tests along the existing pavement 137 5.6.8 Survey and Investigation of Borrow Materials for Construction 140 5.6.9 SH 80: Bhabhua-Aghaura 141 5.6.10 SH81: Sakkadi – Nasirganj 144 5.6.11 SH 82: Kadirganj - Sono 149 5.6.12 SH 83: Bagi – Barbigha 151 5.6.13 SH 84 Ghogha – Barahat 153 5.6.14 SH85 Akbar Nagar – Amarpur 157 5.6.15 SH86 Saraiya - Motipur 160 5.6.16 SH87: Runnisaidpur - Bhiswa 164 5.6.17 SH 88: Baruna Bridge - Rasiyari 167 5.6.18 SH89 Siwan - Siswan 169 5.6.19 SH90 Mohammadpur-Chapra 171 5.6.20 SH 91 Birpur to Udaikishanganj 173

5.7 REVIEW AND ANALYSIS OF HYDROLOGY, DRAINAGE AND STRUCTURES ...................... 176

5.7.1 General Approach 176 5.7.2 Basis of Study: Review of Hydrology 177 5.7.3 Design Standards 178


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5.7.4 Hydraulics 179 5.7.5 Review of GADs and Recommendations 180 5.7.6 New Structures 180 5.7.7 Improvement Proposals for Existing Bridges: Recommendations 181 5.7.8 Improvement Proposals for Existing Culverts 181 5.7.9 Additional Structures 181 5.7.10 Review for existing Drainage Structures & Recommendations 184 5.7.11 Photo illustrations showing important features and findings pertaining to bridges on various vulnerable flood prone State Highways under the scope of study 198

5.8 MISCELLANEOUS ITEMS .......................................................................................................... 204

5.8.1 Road Furniture & Traffic Control Devices 204 5.8.2 Busbays 205 5.8.3 Summary of Miscellaneous Item 205

6 ROAD SAFETY AUDIT ............................................................................................................... 207

7 PRELIMINARY COST ESTIMATES FOR CIVIL WORKS .......................................................... 208

7.1 GENERAL .................................................................................................................................... 208

7.2 UNIT COST ESTIMATION ........................................................................................................... 208

7.3 BILL OF QUANTITIES ................................................................................................................. 208

7.4 PROJECT CONSTRUCTION COST ........................................................................................... 208

7.5 COMPARISION OF ESTIMATES FOR SH 86 AND SH 87 ......................................................... 215

7.6 COST IMPLICATION OF DESIGNING FOR SEVERE FLOODS ............................................... 216

8 ECONOMIC ANALYSIS AND PRIORITIZATION ....................................................................... 217

8.1 GENERAL CONSIDERATIONS .................................................................................................. 217

8.2 PROJECT ROAD DETAILS ......................................................................................................... 218

8.3 TRAFFIC GROWTH FORECAST ................................................................................................ 219

8.4 IMPROVEMENT STANDARDS AND CONSTRUCTION COSTS ............................................... 220

8.5 OTHER INPUT DATA FOR HDM ANALYSIS .............................................................................. 222

8.6 ECONOMIC ANALYSIS ............................................................................................................... 222

8.7 PRIORITIZATION ........................................................................................................................ 224

9 PROJECT PACKAGING AND IMPEMENTATION ..................................................................... 226

9.1 GENERAL .................................................................................................................................... 226

9.2 CONTRACT PACKAGING ........................................................................................................... 226


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9.3 PROJECT IMPLEMENTATION ................................................................................................... 226

9.4 PROJECT MONITORING ............................................................................................................ 227

VOLUME – II ANNEXURE

ANNEXURE 5.1 – Review of DPRs

ANNEXURE 6.1 – Road Safety Audit for Roads

ANNEXURE 7.1 – Cost Comparison of Major Items


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ABBREVIATIONS

ADB Asian Development Bank ADT Average Daily Traffic AADT Annual Average Daily Traffic BAS Budget & Accounting System CDB Construction Development Board CF Conversion Factors DOR Department of Roads DPA Department of Public Accounts EA Executing Agency ESAL Equivalent Standard Axle Load EIRR Economic Internal Rate of Return FAR Fixed Asset Regulation FRR Financial Rules & Regulations GoB Government of Bhutan GDP Gross Domestic Product ha Hectare HHI Household Interview HDM Highway Design Management Kg Kilogram LCV Light Commercial Vehicle MAV MDR

Multi Axle Vehicle Major District Road

MEDAC Ministry of Economic Cooperation and Development MW Mega watts MoWHS Ministry of Works and Human Settlement MT Metric Tons NPV Net Present Value Nu Ngultrum OD / O& D ODR

Origin and Destination Other District Road

PIC Project Implementation Cell PIU Project Implementation Unit PIMF Project Impact Monitoring Framework PPPD Public Procurement Policy Division


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PPTA Project Preparatory Technical Assistance PRR Procurement Rules & Regulations RAA Royal Audit Authority RMA Royal Monetary Authority RSI Road Side Interview RNP Road Network Project SCF Seasonal Correction Factor / Standard Conversion Factor TA Technical Assistance TW Two Wheeler

VOT Value of Time VOC VR

Vehicle Operation Cost Village Road


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1.1 INTRODUCTION 1. Asian Development Bank is supporting the preparation of State Highways II project in the

state of Bihar, which are programmed to be processed for implementation in 2010 with funding support from ADB. The consulting services required for the project preparation are financed as Project Preparatory Technical Assistance (PPTA) from the Technical Assistance Special Fund of ADB. The PPTA is to assist in preparation of State Highways II project to improve key state road sections for possible financing by the ADB.

2. The executing agency (EA) of the PPTA is the Road Construction Department (RCD) of Government of Bihar (GOB). The Bihar State Road Development Corporation (BSRDC) is given the responsibility of the implementation of the Bihar State Highway Project (BSHP). BSHP I is under implementation and the proposed BSHP II project is to take up rehabilitation of additional state highways as per the road network development plan being implemented by the Government of Bihar to rehabilitate all state highways in Bihar.

3. To assist the Executing Agency in the preparation of the Bihar State Highways II projects, ADB has engaged SHELADIA Associates, Inc. (Consultant) to provide the required consulting services under the PPTA. A consultancy contract was signed on June 25, 2009 following contract negotiations in the period 22-24 June 2009. The Consultant team has mobilized on July 06, 2009 at Patna for the project preparation activities.

4. The PPTA is expected to contribute to investment promotion and capacity building in the road sector of Bihar.

5. Bihar is located in the eastern part of the country (between 83°-30' to 88°-00' longitude). It is an entirely land locked state. Total population of the State according to 2001 Census is 8,28,78,796 having the sex ratio of 921 males to 1000 females. The state is large in size and rich in forests, rivers, fertile alluvial plains occupying the Gangetic Valley with paddy, wheat, lentils, sugarcane, and jute as major crop produce. The principal fruits produced are mangoes, banana, jack fruit and litchis. The state also has minerals like Pyrites, Quartzite, Limestone and Crude with potential for development.

6. In addition to the Consultant team, ADB has engaged individual consultants in the fields of (a) poverty and social analysis, (b) resettlement and (c) initial environmental examination who will undertake the related studies and prepare the documentation. The SHELADIA team have coordinated with the individual consultants in overall project preparation.

7. ADB has also engaged Consultants for supporting institutional strengthening of the RCD under ADB TA- 7130 IND who is undertaking the related studies and preparing the documentation.

1.2 PROJECT APPRECIATION 8. The technical assistance project involved the following main groups of activity:

Preparation of a prioritised list of road sections for improvement from the 13 roads suggested for study by RCD in order to improve the road network connectivity to promote economic growth and social development

Engineering and implementation arrangement study involving review and finalization of traffic forecast and design standard, assessment of technical feasibility of project design, review of DPR designs for appropriateness of design details, review and



update of bill of quantities and cost estimate, implementation arrangement and schedule and, finalization of standard bid documents.

Coordinate with other ADB Consultants including that of ADB TA 7130 to identify institutional and financial requirements for the project roads. Also documents for relevant ADB loan processing have been prepared.

An economic analysis was undertaken after a thorough review of available data including construction and maintenance costs. A project impact-monitoring framework was developed with appropriate indicators and baseline data.

Assessment of RCD capacity for project delivery and handling of externally funded projects with focusing on institutional arrangements for a sustainable road investment.

9. During contract negotiation, it was suggested that a program of conducting a training workshop during the TA to disseminate the project preparation activities and impart training on project preparation and implementation to the RCD staff. The Consultant team has incorporated this in the work program. The Consultant team have conducted a 2-day workshop on 10 and 11th of March 2010.

1.2.1 Project Location and Details 10. Bihar is located in the eastern part of the country and is an entirely land–locked state,

although the outlet to the sea through the port of Kolkata is not far away. Bihar lies mid-way between the humid West Bengal in the east and the sub humid Uttar Pradesh in the west which provides it with a transitional position in respect of climate, economy and culture. It is bounded by Nepal in the north and by Jharkhand in the south. The Bihar plain is divided into two unequal halves by the river Ganga which flows through the middle from west to east. Physical, administrative and statistical details of the state are given in Table 1-1 Details of Bihar.

Table 1-1 Details of Bihar Physical Features Latitude 21°-58'-10" ~ 27°-31'-15" NLongitude 82°-19'-50" ~ 88°-17'-40" ERural Area 92,257.51 sq. kmsUrban Area 1,095.49 sq. kmsTotal Area 94,163.00 sq. kmsHeight above Sea-Level 173 FeetNormal Rainfall 1,205 mmAvg. Number of Rainy Days 52.5 Days in a Year Administrative Units Divisions 9Districts 38Sub-Divisions 101CD Blocks 534Panchayats 8,471Number of Revenue Villages 45,103Number of Urban Agglomerations 9Number of Towns 130 - Statutory Towns 125 - Non-Statutory Towns 5



Police Stations 853 - Civil Police Stations 813 - Railway Police Stations 40Police Districts 43 - Civil Police District 39 - Railway Police District 4 Key Statistics - as per 2001 Census (Provisional) Population 8,28,78,796 - Male 4,31,53,964 - Female 3,97,24,832Population (0~6 Years Group) - In Absolute Numbers 1,62,34,539

83,75,532 78,59,007

- Percentage of Total Population 19.59% 19.41%

19.78%Literacy - In Absolute Numbers 3,16,75,607 2,09,78,955

1,06,96,652 - Percentage of Total Population 47.53% 60.32%

33.57%Decadal Population Growth (1991-2001)

130

- Absolute 1,83,48,242 - As Percentage 28.43%Highest Decadal Growth at Sheohar District (36.16%)Lowest Decadal Growth at Nalanda District (18.64%) - Civil Police Stations 813 - Railway Police Stations 40Density of Population 880 per sq kms - Highest Density Patna, 1471 per sq kms - Lowest Density Kaimur, 382 per sq kmsSex Ratio (Females/Thousand Males) 921 - Highest Ratio (Siwan) 1,033 - Lowest Ratio (Patna) 873Highest Literacy Rate Patna, 63.82%Lowest Literacy Rate Kishanganj, 31.02%Average Population of a District 22,39,967

11. The Bihar State Highway Project (BSHP), Phase-II includes roads spread over the entire

extent of Bihar and is further divided into Phase IIA and Phase IIB. Phase IIA consist of SH78 and Phase IIB consist of 12 road sections. The detailed design for Phase IIB is being carried out by two consulting firms with the 12 road sections grouped into two packages namely, Package I – North Bihar and Package II South Bihar. The Packages I and II consist of six roads each aggregating total length approximately 425 km and 404 km resepectively. The project road details are listed in Table 1-2 Project Road Details and the index map given in Figure 1-1 shows the Project Roads along with the road network in the area.



Table 1-2 Project Road Details S.No Name of the Road Length

in KM Districts RCD

Jurisdictions Phase A – SH 78 1 SH 78 Bihta – Sarmera 100.00 Patna & Nalanda

Phase B – Package II South Bihar

1 SH 80 Bhabhua - Aghaura 53.00 Kaimur Bhabhua

2 SH 81 Sakkadi - Nasrigunj 83.225 Rohtas & Bhojpur Ara & Dehri-

onSon 3 SH 82 Kadirgunj - Sonho 94.32 Nawada & Jamui Nawada & Jamui

4 SH 83 Bagi - Barbigha 37.30 Nawada & Sheikpura

Nawada & Sheikhpura

5 SH 84 Ghogha - Barahat 53.073 Bhagalpur & Banka Bhagalpur &

Barahat 6 SH 85 Akbarnagar - Arnapur 29.305

Bhagalpur & Banka Bhagalpur & Banka

Phase B – Package I North Bihar

7 SH 86 Saraiya - Motipur 28.204 Muzaffarpur Muzaffarpur

8 SH 87 Runisaidpur - Bhiswa 57.114 Sitamarhi Muzaffarpur

9 SH 88 Varuna Bridge (NH 103) - Rasiyari

124.20 Samastipur, Darbhanga

Muzaffarpur

10 SH 89 Siwan - Siswan 33.221 Siwan Hajipur

11 SH 90 Mohammadpur - Chapra 68.50 Gopalganj,Saran Hajipur

12 SH 91 Birpur - Udakishunganj 101.704 Supal, Madhepura Araria

1.2.2 Road Network of Bihar 12. The road network in Bihar in 2007 is described in Table 1-3. Not all roads are of the same

type in terms of either width or quality. Most of the higher class roads have been provided with a sealed (bitumen or concrete) surface while the less important ones remain unsealed (metalled or gravel).



Figure 1-1 Index Map BSHP II Roads

Table 1-3 Roads in Bihar No. Class of Road Paved Gravel/Earth Total Percent

Share

1 National Highways (NH) 3734 0 3734 4.5

2 State Highways (NH) 3989 0 3989 4.8

3 Major District Roads (MDR) 8156 0 8156 9.8

4 Other District Roads (ODR) 2828 990 3818 4.6

5 Village Roads (VR) 27400 35862 63262 76.3

Total Length 46107 36852 82959

Source: Government of Bihar, Economic Survey 2009-10, February 2010

13. The road network is poorly developed, and for years has been underfunded and

experienced extensive damage due to lack of maintenance, overloading, and frequent



floods. The road density in Bihar is only 861 kilometers (km) per million population compared with the national average of 2,828. About half of villages lack all-weather road connectivity. The road network needs major investment to provide good connectivity and to restore the road network to acceptable level of service.

14. The carrying capacity of a road is governed by its carriageway width. About 55 % of the National Highways have 2 or more lanes (of which 20 % have 4 or more lanes). An additional 25% of the National Highways are proposed for widening in Phase III of National Highway Development Project, which is underway. In the last 3 years, about 72% of the State Highways have been taken up for widening to 2 lanes under the Rasthtriya Sam Vikas Yojana (2035 Km) and the ADB funded BSHP I (820 Km) projects. Major improvements are underway in the case of MDRs also with 4851 km taken up for widening to intermediate lane width in the last 3 years thus only about 25% of MDRs remaining as single lane.

15. Vehicle registrations increased from 0.95 million in 2001 to 2.29 million in 2010, an annual averaging increase of 10.2%. The highest increase was in the case of 2-wheelers and three wheelers; excluding the 2- wheelers and 3-wheelers, the increase is still 7.1%. The year 2009-10 saw an increase of 14% in number of vehicles (excluding 2- wheelers and 3-wheelers). Trucks have been growing at a low rate of 3.6 % over the 10 year period but have shown a substantial increase in growth in the last two years (6.6% in 2008-09 and 14.6% in 2009-10. The tractors and trailers have been growing at a much higher rate of over 6%.

16. The vehicle growth trend in the last few years reflects the growth in the economy as a whole. According to the Economic Survey 2009-10, Bihar's economy registered an annual growth rate of 11.35 percent over a five-year period from 2004-05 to 2008-09 against 3.5 percent per year in the previous five years. The growth rate increase is reflected in all vehicle categories including trucks.

17. The major project benefit and beneficiaries are listed below Improving management of the state highway network through the institutional

development component and the TA, and the improvement to the road network under the Project will enhance the overall road condition and usability of state trunk roads.

The Project will increase travel speeds, and reducing travel time, accidents, overloading, and vehicle emissions.

Enhance RCD capacity for road asset development and management. Improve governance in road administration and accountability, and create an

environment encouraging competition and efficiency within RCD and the construction industry.

Ensure more efficient road asset development and management, and higher quality of construction and maintenance, resulting in decreased recurrent costs over the medium and long term.

Overall, the project will accelerate the social and economic development in Bihar. Poverty is high in Bihar, among the highest of all India’s states. The Project will

improve access to socioeconomic services, increase employment opportunities, and improve transport services. This will reduce poverty in the region, and stimulate economic growth and human development in the state. Improved mobility will provide households with better-paying jobs outside of their villages.



1.3 PERFORMANCE OF THE STUDY

1.3.1 Staff Mobilization 18. The SHELADIA Team was mobilized on July 6, 2009 as agreed with the ADB. A project

kick-off meeting was held with BSRDC officials where the work program and data requirements were discussed. The staff schedule has been planned assuming that all DPR’s will be available by early August 2009. However only 3 of the 13 DPR’s have been submitted by the DPR Consultants by October 2009. After assessing the DPR submission schedule with the DPR Consultants, the TA team has submitted a proposal for some adjustments in the staff input and schedule, which has been agreed in principle and the variation request have been approved. The staff schedule was adjusted according to the DPR submissions by the Consultants engaged by RCD and until end of May 2010, 11 out of 13 DPR’s have been submitted. This Draft Feasibility Report has been prepared based on the review of 11 DPR’s and the Feasibility study reports for the remaining two roads. The Consultant team has completed the review of available DPR’s and communicated to the DPR Consultant’s the suggestions for revisions/modifications. The team has also visited all the 13 project roads and collected additional information and conducted additional investigations as required. The Team have also finalized the standard bid document and assisted BSRDC in finalizing the bid document for SH-78.

1.3.2 Work Shop 19. A Two-day workshop was organised in the month of March 2010. About 60 engineers from

RCD / BSRDL participated in the workshop and had useful discussions on various aspects of project implementation, value engineering, contracting etc. Topics covered in the two workshop session is listed below:

Session 1: Engineering and Implementation Arrangement study: Presented the details of BSHP II projects, the methodology and the salient observations of the engineering review.

Session 2: Feasibility Study and Ecconomic Analysis: Conducted an illustrative training section on the traffic analysis, forecast, economic analysis using HDM 4 and preparation of feasibility study report.

Session 3: Standard Bidding documents: Discussed in details various aspects of FIDIC contracts and issues, which are relevant in the BSHP contact.

Session 4: Social and R&R: Various issues relating to social and R&R including details of Socio economic profile of the project area is presented in this section.

Session 5: Environment Aspects: Details of environmental clearance and other environmental impact mitigation aspects were discussed.

Session 6: Output and Performance Based Contracts: Detailed information of this type contacts and its advantage and disavatages were explained.

1.4 STRUCTURE OF THE FINAL REPORT 20. This Final Report comprises of nine chapters. Brief description of the content of each

chapter is given below

Chapter 1: Introduction - Gives a brief introduction on project background and performance of the study.



Chapter 2: Socio Economic Profile of the Project Area - Explains the socio economic profile of the project area.

Chapter 3: Geometric Standards and Design Considerations - Describes engineering design standards and the project specific design consideration.

Chapter 4: Traffic Studies and Traffic Forecast - Traffic survey, analysis and forecast are given in this chapter.

Chapter 5: Engineering Review - Review of DPRs, assessment of alignment alternatives, material investigations, and pavement design and cross drainage structures are presented in this chapter.

Chapter 6: Road Safety Audit - This provides details of road safety review and recommendations.

Chapter 7: Preliminary Cost Estimates for Civil Works – Review and update of BOQ, rate analysis and cost estimates are given in Chapter 7.

Chapter 8: Economic Analysis and Prioritization Study - Economic analysis and prioritization are explained in this chapter.

Chapter 9: Project Packaging and Implementation - In this chapter contract packaging and project implementation are discussed.



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2.1 LOCATION AND DEMOGRAPHICS 21. Bihar, located in the eastern part of the country (between 83°-30' to 88°-00' longitude) is

entirely a land–locked state. The nearest seaport for the State is in Kolkata, West Bengal. Due to its location, Bihar lies mid-way between the humid West Bengal in the east and the sub humid Uttar Pradesh in the west and Jharkhand in the south, which provides it with a transitional characteristics in respect of climate, economy and the culture.

22. The state has international boundary to Nepal in the north. The Bihar geographically can be considered into two parts separated by the Ganges (river Ganga), which flows through from west to east across the state.

23. Ancient Bihar (which consisted of Anga (East Bihar), Videha (North Bihar), Magadha (South Bihar) and Vaishali (North Bihar) was considered as center of power, learning and culture in ancient and classical India. Magadha, first greatest empire, the Maurya Empire as well as one of the world's most widely adhered-to religions, Buddhism has their origins in the State.

24. The capital Patna, earlier known as Pataliputra, was an important center of Indian civilization. Nalanda a recognized University in Bihar was centre for learning and was established sometime in 5th century in Bihar.

25. Bihar is the third populous state of the country total population of 82,998,509 (43,243,795 male and 39,754,714 female). Nearly 90 per cent of Bihar's population lives in rural areas. Almost 58 per cent of the population are below 25 years age, which is highest in India. Hinduism is practiced by 83.2% of the population and forms the majority religion in the state. Islam is practiced by 16.5% of the population, and other religions less than 0.5%. Since ancient times Bihar has attracted migrants and settlers including Aryans, Bengalis, Turks from Central Asia, Persians, Afghans and Punjabi Hindu Refugees during the Partition of British India in 1947.

26. The state registered a total literacy rate of 47%. Overall Males and Female literacy rate was registered as 59.7% and 33.1% respectively. Patna has highest Literacy Rate of 63.82% followed by Rohtas (62.36%) and Munger (60.11%). Kishanganj has lowest Literacy Rate of 31.02% followed by Araria (34.94 %) and Katihar (35.29%).

27. The growth in state population in the period from 1901 to 2001 was presented in Table 2.1.

Table 2-1 Decadal Population Growth Sl No

State/ District Percentage decadal variation

1901-11

1911-21

1921-31

1931-41

1941-51

1951-61

1961-71

1971-81

1981-91

1991-01

1 2 3 4 5 6 7 8 9 10 11 12

Bihar State 1.52 -0.97 9.74 12.22 10.58 19.79 20.91 24.16 23.38 28.43

Source: www.gov.bih.nic.in



28. From the decade 1921-31 onwards, no district in the state registered a negative growth rate,

i.e. decline in population, although fluctuations were noticed in the population growth rate among the districts in all the succeeding decades. From the decade 1951-61, almost all the districts had started showing substantial increase in the growth rate of population. In the decade 1991-2001, as many as 22 districts have recorded population growth rate higher than the state average (28.43%) among which the newly created district of Sheohar ranks first (36.16%). The district with lowest population growth rate during the decade is Nalanda (18.64%) which, in fact, has shown a decline in the population growth rate vis-à-vis 1981-91 (21.73%).

29. The density of population, that is, number of persons per sq. km. in Bihar is 880 during 2001 Census as against 685 at the time of 1991 Census. After bifurcation of the state of Bihar and creation of the new state of Jharkhand, the density of this state has considerably increased, since Bihar possesses comparatively less geographical area to its share in proportion to population size, while Jharkhand state is much sparsely populated in comparison to the area that has come to its share. This has resulted in sudden rise in population density of the left over Bihar state. Bihar now ranks second in density of population among the 28 states of the country and comes only after the state of West Bengal which has a population density of 904. All other states have lower densities in varying degrees. The density of population in comparison with India for urban as well as rural areas is given below:

Table 2-2 Population Density

Density Population (per sq.km) Bihar India

1991 2001 1991 2001

a. Total 685 881 273 325

b. Urban 3523 4809 2784 3660

c. Rural 627 803 202 238

Source: www.gov.bih.nic.in

30. Urbanization: The Census of 2001 has demonstrated that urban centers in India are continuing to grow at a pace faster than rural areas. Comparing with other states and union territories, Bihar occupies a place second from the bottom with respect to the level of urbanization which is only 10.5% compared to the national average of 27.8%. The pace of urbanization has also been slower in India as compared to other countries in the world.

31. Sex Ratio: From the 2001 census, sex ratio of Bihar at 921 is lower as compared to the national sex ratio of 933.

32. Geography: Bihar State has soils that are very fertile. The land is drained by the Ganges, and the northern tributaries of Gandak and Koshi originating in the Nepal Himalayas and the Bagmati originating in Kathmandu Valley that regularly flood parts of the Bihar plains. The total area covered by the state of Bihar is 94,163 km². the state is located between 21°-58'-10" N ~ 27°-31'-15" N latitude and between 82°-19'-50" E ~ 88°-17'-40" E longitude. Its average elevation above sea level is 173 feet (53 m). The Himalayas begin at foothills a short distance inside Nepal but influence Bihar's landforms, climate, hydrology and culture. Central parts of Bihar have some small hills, such as the Rajgir hills. The Himalayan Mountains are to the north of Bihar. To the south is the Chota Nagpur plateau, which was part of Bihar until 2000 and now under Jharkhand.



33. Climate: Bihar is mildly cold in the winter (the lowest temperatures being around 4 to 10

degrees Celsius; 40 to 50 degrees Fahrenheit). Winter months are December and January. It is hot in the summer (with average highs around 35-40 Celsius; 95-105 Fahrenheit). April to mid June is the hot months. The monsoon months of June, July, August, and September see good rainfall. October & November and February & March have pleasant climate.

34. Tourism: Bihar is one of the oldest inhabited places in the world, with a history spanning 3,000 years. The rich culture and heritage of Bihar is evident from the innumerable ancient monuments spread throughout the state. Bihar is visited by scores of tourists from all over the world, with around 6,000,000 (6 million) tourists visiting Bihar every year. In earlier days, tourism in the region was purely educational tourism, as Bihar was home of some prominent ancient universities like Nalanda University and Vikramasila University. Bihar is one of the most sacred place for various religions like Hinduism, Buddhism, Jainism, Sikhism and Islam. Mahabodhi Temple, a Buddhist shrine and UNESCO World Heritage Site is also situated in Bihar.

2.2 ECONOMY OF BIHAR 35. The economy of Bihar is largely service oriented, but it also has a significant agricultural

base. The state also has a small industrial sector. As of 2008, agriculture accounts for 35%, industry 9% and service 55% of the economy of the state. Manufacturing has performed very poorly in the state between 2002–2007, with an average growth rate of 0.38% compared to India's 7.8%. Bihar has the lowest GDP per capita in India, although there are pockets of higher than the average per capita income. Between 1999 and 2008, GDP grew by 5.1% a year, which was below the Indian average of 7.3%. More recently, Bihar's state GDP recorded a higher growth trend. In 2008-09, the economy grew at 11.4% making Bihar one of the fastest growing major state in India. In actual terms, Bihar state GDP is ranked 14th out of 28 states. Despite many recent economic gains, significant challenges remain to do business in the state.

36. Bihar has significant levels of production for the products of mango, guava, litchi, pineapple, brinjal, cauliflower, bhindi, and cabbage in India. Despite the states leading role in food production, investment in irrigation and other agriculture facilities has been inadequate in the past. Historically, the sugar and vegetable oil industries were flourishing sectors of Bihar. Until the mid fifties, 25% of India's sugar output was from Bihar. Dalmianagar was a large agro - industrial town. Hajipur, near Patna, remains a major industrial town in the state, linked to the capital city through the Ganga Bridge and good road infrastructure.

37. The Gross Domestic Product (GSDP) for Bihar state for the year 2002-2003 to 2008-2009 with 1999-2000 prices are depicted in Table 2-3.



Table 2-3 GSDP for Years 2002-03 to 2008-09

2.2.1 Sectoral Share and Growth 38. The above GSDP reveals that the gross state domestic product (GSDP) growth rate was

10.5 percent for Bihar, between 2004-05 and 2008-09. Though, this does not provide ample evidence of a major turnaround, but at least it can be considered as a signal for changing Bihar.

39. The sectoral composition of GSDP of Bihar is given in Table 2-4. The share of secondary sector in GSDP of Bihar was 12 percent in 1999-00 which went up to 18 percent in 2008-09, a rise of 6 percent. Similarly, the share of tertiary sector went to 56 percent in 2008-09 compared to 54 percent in 1999-00, an increase of 2 percent. But the share of primary sector fell by 8 percent in 2008-09 compared to 1999-00. The fall in share of primary sector was mainly due to higher growth rate of secondary sector for the period 2000-01 to 2008-09 (Table 2-4). The average annual growth rate, for the period 2000-01 to 2008-09, of primary sector was 6.6 percent, for secondary sector was 12.9 percent and for tertiary sector 8.3

Gross State Domestic Product (GSDP) at Factor Cost by Industry of Origin (At 1999-2000 Prices) in Bihar(2002-2003 to 2008-2009)

(Rs.in Lakh)Sector 2002-03 2003-04 2004-05 2005-06 2006-07 2007-08 2008-09Agriculture 2066582 1689904 1942019 1698125 2279409 2047657 2320556Forestry & 102316 106604 111676 116600 121134 126292 131518Fishing 106927 109147 109534 114470 106906 114874 122284Agriculture and 2275825 1905655 2163229 1929195 2507449 2288823 2574358Mining & 6795 5570 4649 8039 7055 7422 7380Manufacturing 338611 328480 352707 348714 394077 438458 461821Manu-Registered 84162 62180 79051 56967 63234 66398 69780Manu- 254449 266300 273656 291748 330843 372060 392041Construction 254120 247942 352612 565019 861412 1048647 1195607Electricity, Gas 61570 63168 65452 72771 77184 84028 85273Industry 661096 645160 775420 994543 1339727 1578555 1750082Transport, 435724 407063 439113 482664 528614 561472 603497Railways 183662 138312 148520 161319 169766 171770 173798Transport by 152601 154121 161512 155324 165166 170059 180439Storage 4943 4080 4110 4738 4741 4756 4863Communication 94518 110550 124971 161283 188941 214887 244397Trade, Hotels and 1135730 1142426 1388261 1356901 1756746 2165979 2483406 Banking & 236669 229532 242491 260262 315848 341750 369776 Real Estate, 239993 250881 263797 278257 293515 310732 331464 Public 384602 436253 458763 443199 457492 558226 564381Other Services 832868 866336 868475 952899 972244 1023442 1162301Services 3265586 3332491 3660900 3774181 4324459 4961601 5514825State Domestic Product (Rs. Lakh)

6202508 5883306 6599548 6697919 8171636 8828979 9839264

GSDP Growth (%) -5.15 12.17 1.49 22.0 8.04 11.44



percent. Whereas, the average annual growth rate, for the period 2004-05 to 2008-09, of primary sector remained 7.3 percent, but for secondary sector and tertiary sector it went up to 22.5 percent and 10.7 percent, respectively.

40. The data reflects that for the period 2000-01 to 2008-09 or 2004-05 to 2008-09, the average annual growth rate was fairly high for secondary sector in Bihar compared to primary and tertiary sector. Given these data we can conclude that the high GSDP growth rate in Bihar during 2004-05 to 2008-09 was mainly driven by secondary sector which was mainly driven by the construction industry.

Table 2-4 Composition of GSDP & Sectoral Annual GSDP Growth Sectoral Composition of GSDP (in percent) Sectoral Annual GSDP Growth

Year Primary Secondary Tertiary Primary Secondary Tertiary GSDP

1999 - 00 0.34 0.12 0.54 - - - - 2000 - 01 0.39 0.10 0.51 34.4% -2.3% 8.8% 16.0% 2001 - 02 0.33 0.11 0.56 -18.6% -3.5% 5.7% -4.7% 2002 - 03 0.37 0.11 0.53 23.4% 11.3% 5.0% 11.8% 2003 - 04 0.32 0.11 0.57 -16.3% -2.2% 2.0% -5.1% 2004 - 05 0.33 0.12 0.55 13.4% 20.5% 9.9% 12.2% 2005 - 06 0.29 0.15 0.56 -10.6% 28.0% 3.1% 1.5% 2006 - 07 0.31 0.16 0.53 29.8% 35.1% 14.6% 22.0% 2007 - 08 0.26 0.18 0.56 -8.7% 17.9% 14.7% 8.0% 2008 - 09 0.26 0.18 0.56 12.4% 10.9% 11.2% 11.4%

Source: Central Statistical Organization.

2.2.2 The Fiscal Situation 41. The bifurcation of Bihar took place on 15th November 2000. The separation of Jharkhand

was an obvious loss of a major source of minerals and industrialized regions. Concerns were put-up that Bihar will suffer a certain loss of revenue, or an addition to the burgeoning revenue deficit.

42. The fiscal performance of Bihar has improved in recent years (Figure 2.3 and Table 2-5). The growth rate of own tax revenue of Bihar was 7 percent in 2005-06, 13 percent in 2006-07 and 26 percent in 2007-08. In 2001-02 Bihar was having Rupees 23 billion as revenue deficit but the situation started improving from 2004-05. In 2007-08 Bihar had a revenue surplus of Rupees 46 billion.



Figure 2-1 Bihar Revenue Receipts, Revenue Expenditure and Revenue Surplus Source: Reserve Bank of India, (Fig are in billions of Rupees)

43. In recent years, the Government of Bihar had increased the total capital expenditure significantly (Table 2.5). Total capital expenditure increased by 73 percent in 2005-06, 150 percent in 2006-07 and by 17 percent in 2007-08. The capital expenditure on economic services increased by 68 percent in 2005-06, 165 percent in 2006-07 and by 14 percent in 2007-08. On the other hand the government of Bihar was able to keep a check on its fiscal deficit. The fiscal deficit of Bihar dropped by 18 percent in 2006-07 and further by 44 percent in 2007-08.

Table 2-5 Components of Total Capital Expenditure and Fiscal Deficit Year Social

Services Economic Services

General Services

Capital Expenditure Fiscal deficit

2001 - 02 1.3 9.8 0.1 11.2 -40.1 2002 - 03 2.1 13.6 0.9 16.6 -49.1 2003 - 04 2.7 14.5 1.4 18.6 -41.1 2004 - 05 1.4 10.0 0.7 12.0 -12.4 2005 - 06 3.3 16.8 0.7 20.8 -37.0 2006 - 07 6.0 44.6 1.6 52.1 -30.2 2007 - 08 8.0 50.8 2.2 61.0 -17.1

Source: Reserve Bank of India, (Fig are in billions of Rupees). 44. The GSDP data analysis reveals that the tertiary sector has major contribution in the recent

growth of Bihar. For the period 2004-05 to 2008-09, when the average GSDP growth rate of Bihar was 11 percent, weighted average growth rate of primary sector was 2 percent; secondary sector was 3.1 percent and tertiary sector 5.9 percent. Further, it was trade, hotels and restaurants sector whose contribution in overall GSDP growth rate remained utmost and the contribution of construction sector stands second and agriculture third, after trade, hotels and restaurants sector. The state finance data highlights that in the past few years Bihar had done well on the Fiscal front also. The overall economy of Bihar indicates a significantly positive change and the major investment in the infrastructure will help growth in all economic sectors.



2.3 SOCIO ECONOMIC PROFILE OF PROJECT INFLUENCE AREA

45. The socio economic profile for the 13 road sections are discussed in detailed for each road in the following paragraphs.

(a) Bihta - Sarmera (SH-78) 46. The proposed subproject SH 78 is planned as a new alignment of total length of 100 km,

passes through two districts of Patna and Nalanda. The subproject road section starts about 30 km south west of Patna, the state capital and traverse through Patna and Nalanda districts. The proposed road stretch consists of two sections separated by NH 30A. One section starts from Bihta and ends at Daniawan, at the Junction with National Highway 30A. The other section starts from NH 30A about 20 km away from the end point of the first section and terminates at Sarmera, the junction with NH 82. The subproject road section lies within the jurisdiction of State Highway Division, Bihar Sharif. The road section connects Bihta, Punpun, Fatuha, Daniawan, Chandi, Bindi, Asthawan and Sarmera. The table below depicts some socio-economic and demographic statistics of the concerned districts.

Table 2.6: Socio-Demographic Profile pf Project Districts District /State

Total Population

Dens-ity

Sex Ratio

Literacy SC (%) ST (%)

Total (%)

Male (%)

Female (%)

Year 2001 Bihar State 82,998,509 880 919 47.3 60.3 33.6 15.7 0.9Patna 36,18,211 1130 873 63.2 73.8 52.7 15.5 0.2Nalanda 23,68,327 1006 915 53.6 66.9 39.0 19.5 0.02Source: Census 2001, Bihar and Bihar Govt.web site. SC&ST data of districts are of 1991 census. 47. Land Utilization: The following are the land utilization particulars of districts in 1998-99. Table 2.7: Land Utilization of Project Influence Area (1998-99) (Area in 000 hectare)

Source: Directorate of Statistics and Evaluation (Forcast section, Bihar)

Sl.No Item Patna Nalanda Bihar State

1 Total Geographical area by village paper 317 234 9360 2 Forests 0 5 616 3 Barren & Uncultivable land 13 1 437 4 Land put to non Agricultural use 75 41 1635 5 Cultivable Waste 1 0 48 6 Permanent Pastures and other grazing lands 0 0 18

7 Land under Misc. Tree crops & Groves 1 1 230 8 Other fallow Lands 2 0 141 9 Current fallow 10 6 595 10 Net area sown 216 180 5638



(b) Bhabhua – Aghaura Road Section (SH – 80) 48. The total length of proposed alignment is 53.00 km and entirely is within the district of

Kaimur. The district of Kaimur came into existence in the year 1991, carved out of the erstwhile Rohtas district. The present district of Kaimur consists of two Subdivisions, viz Bhabua and Mohania. The district has 11 CD Blocks and 1 town (Census Town) with district headquarters at Bhabua.

49. The project road passes through the major villages namely Adhaura, Bhagwanpur and

Bhabua and it will connect the NH 2 and NH 30 on northern side and jharkhand state on southern side.

50. Bihar had an overall 28.47% rise in its population density in last one decade. The

percentage of increased population density in Kaimur district is not available as it came into existence in the year 1991.

Table 2.8: Population Details of Kaimur District

District /State Total Population Dens-ity Sex Ratio

Year 2003 Kaimur 12,89,000 382 907

51. In the state of Bihar, 89.54% of total population is rural population and only 10.46% is urban

(Table 2.9). This trend is also reflected in the affected districts. Rural population percentage of the Kaimur district is even higher than the state (96.76%).

Table 2.9: Percentage Distribution of Urban and Rural Population

State/ District Rural Population

Urban Population

Total Population

% of Rural Population

% of Urban Population

Bihar 74316709 8681800 82998509 89.54 10.46

Kaimur 1289074 41775 1247299 96.76 3.24

52. Agriculture is the main component of the economy in the district. Rice, wheat, telhan, dalhan and maize are the main crops. Industries located in the district include Vanaspati Oil Ltd. and the Power Grid Corporation of India's high voltage direct current (HVDC) grid station at Pusauli.

(c) Sakkadi – Narsigunj (SH 81) 53. The total length of proposed alignment is 85.100 km. The road passes through two districts

namely- Bhojpur and Rohtas. The present Bhojpur came into existence in 1992. Earlier this district was part of old Shahabad. In the year 1972 Shahabad district was divided in two parts namely Bhojpur and Rohtas. Buxar was a subdivision of old Bhojpur district. In 1992, Buxar became a separate district and rest of Bhojpur district has now three sub-divisions - Ara Sadar, Jagdishpur and Piro. Ara town is the headquarters of the district



and also its principal town. It is located at a Longitude of 83º45' to 84º45' east and the latitude is 25º10' to 25º40' north. The Bhojpur district is situated at height of 192.989 meters above sea level. Bohjpur district shares it boundary with other districts. In north Bhojpur is bounded by Chhapra and Balia district of Uttar Pradesh, Rohtas district in south, Patna, Jahanabadand and Uarwal District in east and Buxar District in west side.

54. There are three Sub Divisions in Rohtas district named Sasaram, Dehri and Bikramganj.

There are nineteen blocks in district named Nauhatta, Chenari, Nasriganj, Rohtas, Shivsagar, Dawath, Karakat, Nokha, Vikramganj, Kargahar, Sasaram, Dihri, Dinara, Kochas, Akorhigola, Rajpur, Tilauthu, Suryapura and Sanjhauli. The Rohtas district is a part of Patna Division, and it has an area of 3850 km² (square kilometres), a population of 2,448,762 (2001 census), and a population density of 636 persons per km². The administrative headquarters of the district, Sasaram is a place of historical importance. Rohtas is located at a Longitude of 83-14” to 83-20” East and the latitude is 24-30” to 25-20” north.

55. Population density of the two affected districts is significantly different (Table 2.10). Bihar

had an overall 28.47% rise in its population density in last one decade. The percentage of increased population density in Rohtas district is nearly equivalent to the state.

Table 2.10: Population density of the affected districts.

State/ District Population Density Percentage increase in

population density 1991 2001

Bhojpur 725 903 24.55

Rohtas 498 636 27.71

56. Rural population percentage of the Bhojpur and Rohtas districts are lower than the Bihar

state (89.5%). The details are summarized in the Table 2.11.


STATE/ District

Rural Population

Urban Population

Total Population

Percent of Rural

population

Percent of Urban

population

Bhojpur 1930730 312414 2243144 86.07 13.93

Rohtas 2123942 326806 2450748 86.67 13.33

Source: PCA, Census of India 2001

57. Mines and minerals resources in new Bhojpur district are very little. The only mineral product in this district is the sand from Sone River. About 40 km length of Sone River forms the part of southern and eastern and eastern boundary of the district of Bhojpur. The



only managed sand - collecting centre is Koilwar, which are about 5 km strips. 58. After division of the old Shahabad district in the new district of Bhojpur and Rohtas the

large scale industries generally fell in Rohtas district. There are, however, different types of small & cottage industries other than some agro-based industries located in the district of Bhojpur.

59. The District Statistical Report shows that between Apr-1992 and Aug-2000, 1085 small

and cottage industries were registered with the District Industry Centre, Bhojpur. Altogether the capital invested in these industries is Rs-869.19 Lacs. and 1858 persons are employed in these industries. There is an industrial area located at Gidha (Koilwar) spread in an area of 30-40 acres of land under the Patna Industrial Development Authority. A bottling plant of Indane Gas (LPG) was also started in this area. The development of industries depends on the regular supply of power but the district gets very short supply of the electricity against the required energy. The industrialization of the district badly hampered due to this problem

(d) Kadirgunj – Sonho (SH 82) 60. The total length of proposed alignment is 94.320 km. The road passes through two

districts, Nawada and Jamui. Project road section stats from Kadirgunj near Nawada on NH 30 in Nawada district and passes through Pakribarawan, Sikandra and ends near Jamui in Jamui district.

61. Nawada covers an area of 2,494 sq. kms. It lies between 24º 53' N Latitude and between

85º 35' E longitude. The district is surrounded by Gaya, Nalanda, Lakhisarai & Jamui districts of Bihar and Koderma district of Jharkhand.

62. The demographic details of the Jamui district are presented in the table below

Table 2.12: Population Details of Jamui District

Population Total 10,51,527 Rural 9,76,960 Urban 74,567

SC Population Total 1,88,666 Rural 1,78,574 Urban 10,092

ST Population Total 51,490 Rural 51,285 Urban 205

63. The rural and urban population distribution in the districts is given in Table below:



Urban Population

Total Population



Bihar 74316709 8681800 82998509 89.54 10.46

Nawada 1265138 94556 1359694 93.04 6.96

Jamui 976960 74567 1051527 92.91 7.09

64. Nawada district had good sugarcane farming activities though the single sugar mill of the



district located in Warisaliganj is currently not functioning. Kadirganj, located 10 km from Nawada, has a very old and famous silk small scale industry where many workers carry out the activities of cleaning and weaving of silk. It has commercial and trading linkages with Bhagalpur, a city famous for its silk business including export of silk from India. Nuclear Power Corporation of India Ltd has identified Rajauli in Nawada district of Bihar as the possible site for creating additional 2,000-MW nuclear power capacity in the state.

(e) Bagi – Barbiga (SH 83) 65. The total length of proposed alignment is 37.300 km. The road traverses through two

districts, Nawada and Shaikhpura. Project road section starts from Bagi in Nawada district and passes through Waris Aliganj and ends near Barbiga in Shaikpura district.

66. Nawada district details are discussed in the previous project road section. The district

Sheikhpura is situated at the boundary of four districts Nalanda, Nawada, Jamui and Lakhisarai of the Bihar State. It lies between 24º 09' N Latitude and between 85º 53' E longitude. The Sheikhpura is bifurcated from Nalanda and Lakhisarai districts. This district has only six blocks. Area wise Sheikhpura district is one of the smaller district of Bihar.

67. The demographics of the district are presented in the Table below

Table 2.14: Population Details of Sheikhpura District

Population Total 3,93,283 Rural 3,28,706 Urban 64,577

SC Population Total 81,728 Rural 71,623 Urban 10,105

ST Population Total 45 Rural 9 Urban 36

68. The rural and urban population distribution in the districts is given in Table below:



Urban Population

Total Population



Nawada 1265138 94556 1359694 93.04 6.96

Shekhpura 328706 64577 393283 83.58 16.42

(f) Ghogha – Barahat (SH 84) 69. The total length of proposed alignment is 54.500 km. The road traverses through two

districts, Bhagalpur and Banka. Project road section stats from NH 80 near Ghoga town and passes through Sonahula, Amarpur and ends near Barahat in Banka district.

70. Bhagalpur is one of the oldest districts of Bihar located in the Southern region. It is

situated in the plane of Ganga basin at height of 141 feet above sea level. It covers an area of 2569.50 sq. km. It lies between 25o-07' - 25o30' N Latitude and between 86o 37' - 87o 30' E longitude. The district is surrounded by Munger, Khagaria, Madhepura, Purnea, Katihar & Banka districts of Bihar and Godda & Sahebganj districts of Jharkhand.



71. The district of Banka is situated in far south - east of the State Bihar. The eastern and

southern border of the district coincides with district Godda of the state Jharkhand. In west and north east it connects Jamui and Munger districts respectively. The old district Bhagalpur is situated in the north side of Banka. Banka district is a part of Bhagalpur Division. The geographical area of district is 3018 Sq. km. The population of district is 16, 08,778 (2001).

72. Population density of the two districts is presented in Table below.

Table 2.16 : Population Density of the Affected Districts

State/ District Population Density %age increase in

population density 1991 2001

Bhagalpur 743 946 27.32

Banka 428 533 24.54

Source: Census of India 2001

73. Rural population percentage of the Banka district is higher than the state (96.49%).



Urban Population

Total Population

% of Rural population

% of Urban population

Bhagalpur 1970745 452427 2423172 81.33 18.67

Banka 1552353 56420 1608773 96.49 3.51

74. Bhagalpur is known as Silk City as it is famous for its silk production. The silk industry in

this city is 200 years old and a whole clan exists that has been producing silk for generations. Bhagalpur is well known for its sericulture, manufacture of silk yarn and weaving them into lovely products. This silk is of a distinct known as Tussah or Tusser Silk and is of special category.

75. Silk weaving is an age-old traditional household industry of Bhagalpur. There is a Silk

Institute and Agricultural college here as well as a University and Engineering, Medical and Homeopathty colleges. In Bhagalpur the weavers’ service centre was established in the year 1974 with a view to develop handloom industry in the state of Bihar. The Silk sarees produced in Bhagalpur are more popular in the domestic market. The Bhagalpur cluster is the second largest in silk fabric production and exports after the Karnataka state.

76. Town Amarpur is the densily-populated block of Banka district. There are numbers of

Khandsari mills here in Amarpur. It is one of the important trade centere of Banka district and the important crops are Paddy, Wheat, Maize, and Lentil.

(g) Akbarnagar – Arnapur (SH 85) 77. The total length of proposed alignment is 29.500 km. The road traverses through two



districts, Bhagalpur and Banka. The socio economic profile for these districts is already discussed in the above section.

(h) Saraiya – Motipur (SH 86) 78. The total length of proposed alignment is 28.33 Km. The road is entirely within

Muzaffarpur district. The project road (SH-86) connects NH-102 and NH-28. It passes through the blocks of Saraiya, Paru and Motipur. Some approach roads coming from the villages are connected with this highway. Saraiya and Motipur towns have a major rail connection and are popular stations on the Howrah-Raxual rail route. Motipur is an important agricultural trade centre and is also having small and medium sized industries.

79. The stretch of the SH from Saraiya to Motipur passes through a plain terrain. The

demographics for the Muzaffarpur district is presented in Table 2.18.

Table 2.18General Demographic Scenario in the District

Characteristics District

Total Population 3,746,714

Urban Population 348353

Rural Population 3398361

Urban Population (% to total population) 9.3

Household size 6.0

SC Population (%) 16.0

ST Population (%) 0

Density (sq km) 1180

Sex Ratio 920

Decadal Growth Rate (%) 26.74

Literacy Rate (%) 48.0

Male Literacy (%) 60.19

Female Literacy (%) 35.20

80. Muzaffarpur is famous for exporting Lichi. Historically; the area was also famous for hand-

woven textiles, sugar cane, Indigo, Opium etc. The district has a few sugar mills though old and dilapidated. It is the commercial hub of North Bihar.

81. Muzaffarpur area is largely an agricultural based economy. The principal agricultural crops

are rice, wheat, pulses, jute, maize and oil seeds. Cauliflower, cabbage, tomato, radish, carrot, beet-root etc. are some of the vegetables. Rice and wheat account for the major portion of the gross area sown. Maize is the next important crop for the district. Sugar cane, potato and barley are some of the non-cereal crops grown. The district is famous for its delicious-mango and lichi, which are exported to other parts of the country and markets overseas.

82. Muzaffarpur Town has several industries, big and small. Prabhat Zarda Factory, Bharat



Wagon and Engineering Ltd., 220 MW thermal power plant, at present defunct, Bihar Drugs & Organic Chemicals Ltd., Muzaffarpur - a unit of IDPL, units of Leather Development Corporation, Muzaffarpur Dairy, a unit of the Bihar State Dairy Corporation unit Bihar State Cooperative Milk Producers' Federation Ltd, producing Sudha brand packaged milk are the major industries located in Muzaffarpur town and its periphery. The above industries have generated considerable employment and have also been helpful in establishing a number of small industries and a few cottage industries. The most important item that is manufactured in Muzaffarpur town is railway wagon. Muzaffarpur town is a important centre for the wholesale cloth trade.

(i) Runisaidpur – Bhiswa (SH 87) 83. The total length of the proposed alignment is 64.750 km. The stretch of the State

Highways 87 starts from the junction with NH 77 at its chainage 33+600 and ends at its chainage 64+750 near Nepal Border. Entire section of project road passes through the plain terrain and is entirely within Sitamarhi district. Demographics of the district are presented in Table below.

Table 2.19 General Demographic Scenario in the District



Urban Population 1,53,313

Rural Population 25,29,407

Urban Population (% to total population) 5.7

Household size 5.0


ST Population (%) 0


Sex Ratio 893


Literacy Rate (%) 38



84. The project road connects NH 77 and NH 104 and provides access to Nepal. (j) Varuna Bridge (NH 103) – Rasiyari (SH 88) 85. The total length of the proposed alignment is 124.200 km. The project road section passes

through districts namely Darbhanga and Samstipur. The demographics of the district are presented below




CHARACTERISTICS DISTRICT-DARBHANGA DISTRICT-SAMSTIPUR Total population 3,295,789 3,394,793Urban population 2,67,348 32,71,338Rural population 30,28,441 1,23,455Urban Population (% to total population) 8.1 3.6Household size 5.0 6.0Sc population (%) 16.0 19.0St population (%) 0 0Density (sq km) 1,101 1,169Sex ratio 914 928Decadal growth rate (%) 30.85 25.63Literacy rate (%) 44.0 45.1Male literacy (%) 45.32 57.59Female literacy (%) 24.58 31.67

86. Darbhanga - The major crop of this district is rice. Other crops produced in this district are wheat, maize, pulses, oil seeds and sugarcane. The district also has many mango orchards. Agriculture is the primary occupation of the majority of the population of this district.

87. Samastipur is rich in agriculture, because of its fertile plain. Tobacco, maize, rice and wheat are the main crop. Leechi and mango fruits are grown in abundant. Samsastipur hosts a jute mill at Muktapur Village providing employment to about 5000 people. Samastipur is also a major producer of potatoes. The district is observed to have more than 20 cold storage locations for storing potatoes with a total capacity of about 65,000 Tons.

(k) Siwan – Siswan (SH 89) 88. Total length of the proposed alignment is 33+300 Km and the road is located in Siwan

district in its entierity. Project road section passes through a plain terrain. The demographic details of the district are presented below.




Urban Population 1,49,489

Rural Population 2,564,860

Urban Population (% to total population)

5.5

Household size 7.0





ST Population (%) 1.0


Sex Ratio 1031


Literacy Rate (%) 52.0



89. Siwan district is located between the Bhanger plain of Uttar Pradesh and Khader plain of West Bengal. ‘Bhanger’ (or Banger) is the older alluvium containing heavier soil with greater clay proportion, while Khader is the newer alluvial deposit by river floods, both types of soils are found in the district. The soil is in many places sulfurous and extraction of saltpeter has long been an important industry. The saltpeter industry has disappeared with the march of time and changing phase of development.

(l) Mohammadpur – Chapra (SH 90) 90. The project road Mohammadpur to Chapra (SH-90) constitutes a very important

connection between NH-101 at Mohammadpur and terminates at Chapra Bazar Samity on NH-19 Bypass serving as an alternative route and a shortcut route for vehicles traveling from NH-101 to NH-19 and vice versa. The road falls under the jurisdiction of six Police Stations under Saran District & three Police Stations under Gopalganj District.The project section takes off from NH-101 at Mohammadpur and travels at a Southerly direction to end at Chappra Bazar Samity on NH-19 Bypass. The overall terrain is predominantly flat throughout with gradual rise in ground elevations from south to north. Road elevations vary from ground level to typically 1.5 metres above ground.

91. The stretch of the SH 90 from Mohammadpur to Chappra passes through a plain terrain

and traverse through the districts namely Gopalganj & Saran. The demographics of the districts are presented in Table below.


Characteristics District –Saran District –Gopalganj

Total Population 3,248,701 2,152,638

Urban Population 298637 2022048

Rural Population 2950064 130590

Urban Population (% to total population) 9.2 6.1

Household size 7.0 7.0



Characteristics District –Saran District –Gopalganj

SC Population (%) 12.0 12.0

ST Population (%) 0 0

Density (sq km) 1231 1057

Sex Ratio 966 1001

Decadal Growth Rate (%) 26.37 26.11

Literacy Rate (%) 52.0 47.0

Male Literacy (%) 67.81 63.81

Female Literacy (%) 35.74 32.81

92. Saran district has the main sources of economy as agriculture and industries. Paddy, wheat, and sugarcane are grown in the district. The Ganges, Ghaghra, and Gandak are the important rivers of the district. Sonepur Cattle Fair held at Sonepur is Asia's largest international cattle fair. The Kosalananda Kavya of Kavi Gangadhara Mishra, written in 1664, describes the temple city of Sonepur as the second Varanasi. A religious festival, Kartik Poornima, (full moon in the Hindu month of Kartik) attracts millions for a holy dip at the confluence of the Ganges and Gandak.

93. Gopalganj has main agricultural production of sugarcane, pulses, paddy, wheat and

vegetables. Limited horticulture activities take place in Gopalganj. Gopalganj has few secondary and tertiary industries based on agriculture, such as cold storage. Gopalganj also has sugarcane production.

(m) Birpur - Udakishunganj (SH 91) 94. The stretch of the SH 91 starts from Birpur at Km 0+000 and end near Udakishanganj at

Km 104+040 passes through a plain terrain. Project stretch passes through the districts namely Supual and Madhepura. The demographics of the districts is presented in Table below.



Supaul Madhepura

Total Population 1,732,578 1,526,646

Urban Population 88208 67967

Rural Population 1644370 1458679

Urban Population (% to total population) 5.1 4.5

Household size 6.0 6.0

SC Population (%) 15.0 17.0




Supaul Madhepura

ST Population (%) 0 1.0

Density (sq km) 724 853

Sex Ratio 920 915

Decadal Growth Rate (%) 29.95 29.45

Literacy Rate (%) 37.0 36.0

Male Literacy (%) 53.23 48.87

Female Literacy (%) 21.02 22.31

95. Supaul district is a part of Koshi division. Agriculture is the major occupation of this district and paddy is the main crop. Durga-sthan famous for piligrimage exists in the district, 10 km (6 mi) away from the district headquarters. The Koshi River flows through this district, which is regularly affected by the flood caused by this river.

96. Madhepura is located in the northeastern part of Bihar and is situated in the plains of river

Koshi. Madhepura district is surrounded by Araria and Supaul district in the north, Khagaria and Bhagalpur district in the south, Purnia district in the east and Saharsa district in the West.

2.4 TRANSPORT IN THE STATE

97. Bihar has two operational airports: Lok Nayak Jayaprakash Airport, Patna, Gaya Airport, Gaya. Patna airport is connected to Delhi, Mumbai, Kolkata, Lucknow, and Ranchi. It is categorized as a restricted international airport, with customs facilities to receive international chartered flights. Gaya Airport is an international airport connected to Colombo, Singapore, Bangkok, Paro (Bhutan) and more.

98. Bihar is well-connected by railway lines to the rest of India. Most of the towns are

interconnected among themselves, and they also are directly connected to Kolkata, Delhi and Mumbai. Patna, Gaya, Muzaffarpur, Darbhanga, Katihar, Barauni, Chhapra and Bhagalpur are Bihar's best-connected railway stations. All the trains from Delhi to Kolkata pass through Bihar. There are direct trains to north and south like Chennai, Kolkata, Mumbai and important cities like Hyderabad, Gauhati, Banglore, Jaipur, Srinagar.

99. The state has 1200 Km of rivers – 375 Km of canals. The Ganga-Gandak, Gharga are the

only rivers navigable and some other channels are Patna, Ara Buxar canals. The Kasi, Sone, Borhi are navigable during monsoon only.

100. The Ganges — navigable throughout the year — was the principal river highway across

the vast north Indian Gangetic plain. Vessels capable of accommodating five hundred merchants were known to navigate in this river in the ancient period; it served as a conduit for overseas trade, as goods were carried from Pataliputra (Patna) and Champa (Bhagalpur) out to the seas and to ports in Sri Lanka and Southeast Asia. The role of Ganges as a channel for trade was enhanced by its natural links - it embraces all the



major rivers and streams in both north and south Bihar. In recent times Inland Waterways Authority of India has declared Ganga, between Allahabad and Haldia, national inland waterway and has taken steps to restore its navigability.

101. The state has a vast network of National and State highways. Roads are the most

important means of transport in Bihar. The State depends on road transport for the movement of agricultural and industrial produce and raw and finished materials.

102. The number of registered motor vehicles in the state from the year 2000 to year 2009 are

obtained from the www.indianstat.com web site. Recent years have shown substantially higher growth rates and reflecting the higher economic growth. The collected data along with the observed growth is set out in Table 2.24.

Table-2.24 State Registered Motor Vehicles in Bihar

Year Truck Bus Car Taxi Jeep Three

WheelerTwo

Wheeler Tractor Trailer Other Total

2000 46636 14493 50376 16067 29498 26009 538337 89438 52399 5106 868,359

2001 47650 15092 54657 20163 31014 28345 589987 99413 59244 3298 948,863

2002 48060 15365 58335 20703 32560 30787 644477 107049 63855 3483 1,024,674

2003 48180 15472 61354 20962 33388 31915 608899 110147 65764 4962 1,001,043

2004 48592 15820 64939 21641 35731 34554 767480 116090 67584 6759 1,179,190

2005 49437 16158 71834 22271 39542 39823 903261 125968 73154 7263 1,348,711

2006 50016 16271 76896 22698 41863 43096 964594 129477 75594 8569 1,429,074

2007 52005 17192 84305 24024 46293 48123 1077579 135637 80875 10350 1,576,383

2008 54414 18533 92528 27066 50522 54153 1197875 143801 86233 13015 1,738,140

2009 58012 19654 103077 30857 56270 62576 1364757 155004 93743 14603 1,958,553

Growth Rate (%) 2000-2004

1.0 2.2 6.5 7.7 4.9 7.4 9.3 6.7 6.6 7.3 7.9

2005-2009

4.1 5.0 9.4 8.5 9.2 12.0 10.9 5.3 6.4 19.1 9.8

2008-2009

6.6 6.0 11.4 14.0 11.4 15.6 13.9 7.8 8.7 12.2 12.7



333 GGGEEEOOOMMMEEETTTRRRIIICCC SSSTTTAAANNNDDDAAARRRDDDSSS AAANNNDDD DDDEEESSSIIIGGGNNN CCCOOONNNSSSIIIDDDEEERRRAAATTTIIIOOONNNSSS

3.1 APPROACH AND DESIGN STANDARDS

103. The methodology adopted by the Consultant for the feasibility study has been based on sound professional practice widely followed for similar upgrading / rehabilitation proposals. The existing standards in the country in respect of design, construction and maintenance of roads, and the resource availability constraints, have been duly kept in view while reviewing the improvement options. The design of various components including bridges, in general are based on provisions of IRC / IS codes. Wherever IRC code is silent on any aspect, reference is made to AASHTO, ASTM, BS codes and other standards. Suitable modifications/additions have been incorporated to suit local conditions and study requirements.

104. The various design elements and factors, which govern the functioning of any

highway, can be broadly grouped under the following requirements.

Road Classification Design Considerations Road Right of Way Terrain Design Speed Design Cross-sections Land use Geometric Design, Alignment and Profile Side Slopes Traffic Capacity Pavement Cross Drainage Works and Structures JIntersections Traffic control and safety measures Roadside facilities Pedestrian facilities

105. The designs prepared by the DPR Consultants have been reviewed based on the

consideration of providing suitable alignment, cross-sectional layout, geometric features, safety and operational control, and cost optimization and modifications were suggested for incorporating in the final design.

3.2 ROAD CLASSIFICATION

106. All the project roads considered as part of BSHP II are classified as State Highways. The classification and standards of the rural roads can be found in the IRC 73 Geometric Design Standards for Rural Highways-1980 published by the



Indian Road Congress. Design consideration discussed in the subsequent sections refers to the standards of State Highways.

3.3 DESIGN CONSIDERATIONS

107. Design of roads in plan terrain has to be carefully carried out to align the road to provide comfort, economy and safety. The following parameters have to be considered for design.

Classification of Road Design Speed Horizontal Alignment Formation and Cross Section Sight Distance Super elevation Vertical alignment Grade

108. Where the project alignment is passing through flood prone low lying areas,

suitable drainage measures in the form of balancing culverts with intersecting side drains are to be provided to ensure the natural drainage pattern of project area is unaffected. As the project roads are generally in plan terrain, road on embankment is desirable. High embankment are generally observed on approaches to bridges and ROBs and may require additional land for accommodating construction width or retaining structures, which are to be decided based on socio economic considerations. Cutting of trees is kept to a minimum and within the road corridor only. Marshy areas are to be drained before excavation and is allowed through the construction of water management structures such as French drains, catch drains etc.

3.4 ROAD RIGHT OF WAY

109. Road right of way is the land acquired for road purpose and also to accommodate future road connections or changes in alignment, road width or junction layout in existing roads and to enhance the safety, operation and appearance of the roads.

110. Construction of temporary, semi- permanent and permanent structures shall not be

permitted within the road right of way and building control area except for the purposes of road construction and maintenance. The road right of way shall be varying between 30m to 60m for national highways and state highways. The horizontal distance between the centre of carriageway and the boundary of the building line shall be 40m on both sides.

111. The Consultant will use the appropriate road right of way widths varying from 30 to

60m depending upon future widening needs. However, reduced widths will be considered when it is found necessary for economic, financial, social and/or environmental reasons.



3.5 TERRAIN

112. The terrain classification adopted for the project design is presented in Table 3.1.

Table 3-1 Terrain Classification Terrain % Cross-slope Plain < 10 Rolling 10-25 Mountainous 25-60 Steep > 60

113. The roads covered under this study are located in primarily plain and rolling terrain.

However, a part of SH 80 passes through rolling/mountainous terrain. The project roads are generally rural roads except for sections passing through small towns, settlements and villages

3.6 DESIGN SPEED

114. The ruling design speed is the guiding criteria for correlating features such as sight distance, curvature and super elevation upon which the safe operation of the vehicle depends. Reduced minimum design speed, however, be adopted in sections where site conditions do not permit adoption of the absolute minimum design speed specified in the standard.

115. The class of the road and the terrain influence the design speed for the particular

section of the road. The design speeds for terrain and road class as applicable to the project is presented in Table 3-2.

Table 3-2 Design Speed versus Road Class and Terrain

Class of Road

Design Speed (Km/Hr) for Terrain Category:

(Minimum Curve Radius in meters)

Plain Rolling Mountainous Steep

Ruling Min Ruling Min Ruling Min Ruling Min

NH/SH 100

(360)

80

(230)

80

(230)

65

(155)

50

(80)

40

(50)

40

(50)

30

(30)

116. For safety and economic considerations however, a speed limit of 40 Km/Hr is

adopted for sections with physical restrictions including: Sharp horizontal and vertical alignment curvatures in approaches of existing

structures. Steeper vertical alignment gradients. Places of worship, school etc



Stopping and passing sight distances restricted due to reduced ROW and setback distance

Towns/markets/villages with substantial pedestrian and slow moving vehicles Accident-prone Junctions.

3.7 DESIGN CROSS SECTIONS

117. The general principle adopted was to follow the existing alignment as much as possible in order to limit the extent of land acquisition and earth works and to maximize the use of the existing road formation. Where the existing alignment proved unsafe for suggested traffic speeds, minor horizontal realignments are proposed for some of the sections to improve safety and general drivability. The major geometric design elements constituting the cross section are the carriageway, the shoulders and the side drain. The carriageway includes the travelled way and passing bays.

118. The width of pavement and formation is determined by the lane width which

depends on: The dimension of the vehicle Speed of travel Traffic volume Width of shoulder

119. The desirable standard cross section requirements as per the IRC specification is

given in Table 3-3.

Table 3-3 Details of Standard Cross Sections

Road Class Specifications

Road element Dimensions (m)

National Highway/ State Highway

Lane Width Paved Shoulder Earthen Shoulder Median for 4 Lane Shy Away for 4 Lane Formation 2 Lane Formation 4 Lane Open Side Drain Utility Reserve Embankment Slope Camber Carriageway Camber Paved Shoulder Camber Earthen Shoulder Maximum Super elevation

3.5 1.5 1.0 4.5 0.5 12 24 3.5 2.0

2 H : 1 V 2.5% 2.5%

3 to 3.5%

7%



120. The choice of the cross section elements depends on a number of factors, the

most important of which are: The traffic volume, which the road will have to accommodate The selected design speed The road function that is the predominant type of traffic that the road serves.

For example “long distance” versus “access”, or “heavy goods” versus “passenger cars”

Provision of safe accommodation of non motorized traffic (NMT) The terrain and cost of formation cutting which has a major influence on the

economic viability of the particular cross section 121. Paved shoulders are proposed in heavily trafficked roads (ie DSV>15000PCU) due

to the following advantages: Space available to pass two light vehicles easily without compromising speed Increase the design service volume by 15% Facilitate easy overtaking and also generally found used by the slow moving

vehicles.

Figure 3-1 Standard 2L Typical Cross Section

3.8 GEOMETRIC DESIGN, ALIGNMENT & PROFILE 122. The horizontal curves for this project will be designed in accordance with the

requirements stipulated in the IRC 73 Geometric Design Standard for Rural Highways. Horizontal alignment essentially comprises three major elements: tangent section, circular and transition curve portions. A balanced control on the above elements is required to provide safe and continuous flow of vehicle under general traffic conditions. The horizontal curve design data suggested for the project are given in Table 3-4 & Table 3-5.



123. Maximum super elevation, however, has been restricted to a value of 0.07 (7%) in

the plain and rolling terrain and 0.10 (10%) in mountainous section. The maximum value of the coefficient of side friction adopted is 0.15.

124. Transition curves in the form of spiral between the tangent section and circular

curve element shall be designed to satisfy the requirements of allowable rate of change in experiencing centrifugal acceleration by the user and attaining super-elevation on carriageway for the circular curve.

125. The transition length for circular cum spiral curves shall be adopted as per

recommendation given in IRC 73.

Table 3-4 Horizontal Transition Curve Length Minimum Transition Lengths for Different Speeds and Curve Radii

Design Speed = 100 80 65 50 40 30

Rad

ius

of C

urve

(m)

30 30

40 25

50 20

60 75 20

90 75 50

100 70 45

150 80 45 30

170 70 40 25

200 60 35 25

240 90 50 30 20

300 75 40 25

360 130 60 35 20

400 115 55 30 20

500 95 45 25

600 80 35 20

700 70 35 20

800 60 30

900 55 30

1000 50 30

1200 40

1500 35

1800 30

2000



Table 3-5 Horizontal Curve Design Data Horizontal Curve Design Data

Radius (m)

Design Speed (Km/h)

Sight Distance Extra Widening

(m)

Set Back Distance (m)

Stopping(m) Overtaking (m) Stopping(m)

Intermediate (m)

30 30 30 1.5 5.64 16.24 40 35 45 8.18 25.30 50

40 45 165 1.2 6.90 21.26

60 6.04 18.28 90

50 60 235 0.9 6.80 21.37

100 6.29 19.51 150

65 90 340

0.6 8.53 28.24 170 7.73 25.25 200 6.84 21.83 240

80 120 470 9.27 31.34

300 7.76 25.57 360

100 180 640

NR 13.00 46.03 400 11.88 41.74 500 9.86 33.91 600 8.51 28.63 700 7.54 24.82 800 6.82 21.96 900 6.25 19.72

1000 5.80 17.93 1200 5.13 15.24 1500 4.45 12.55 1800 4.00 10.75 2000 3.78 9.85

3.9 VERTICAL ALIGNMENT 126. The design elements of the vertical alignment are straight grades and vertical

curves. Almost all the Project roads are on embankments and therefore, generally no major changes to the natural vertical alignment except at locations of proposed bridges or other major structures. The following criteria for the design of the vertical alignment are proposed.

127. Parabolic vertical curves will be provided at all changes in grade except where the

changes are more than the value given in Table 3-6. General maximum grades for each design speed are the steepest grades that the majority of cars can travel in a high gear without loss of speed up hill and without gain downhill. It varies with the design speed and with the terrain also.

128. The vertical design parameters adopted are in accordance with IRC SP 23 and is

given in Table 3-6 &Table 3-7.



Table 3-6 Vertical Curve Design Data Design Speed (Km/h)

Max Grade Change (%) not

requiring a vertical Curve

Minimum Length of Vertical Curve (m)

K Value for SSD

Summit Curve

Valley Curve

30 1.5 15 2.0 3.5

35 1.5 15 3.6 5.5

40 1.2 20 4.6 6.6

50 1.0 30 8.2 10.0

60 0.8 40 14.5 15.0

65 0.8 40 18.4 17.4

80 0.6 50 32.6 25.3

100 0.5 60 73.6 41.5

Table 3-7 Gradient for Roads in Different Terrains

S No. Terrain Gradient

Ruling Limiting Exceptional

1. Plain and Rolling 3.3% (1 in 30)

5% (1 in 20)

6.7% (1 in 15)

2. Mountainous terrain, and steep Terrain

having elevation more than 3000m above the mean sea level

5% (1 in 20)

6% (1 in 16.7)

7% (1 in 14.3)

3. Steep terrain upto 3,000m height above mean sea level

6% (1 in 16.7)

7% (1 in 14.3)

8% (1 in 12.5)

129. In general the project road is in plain terrain and hence the maximum gradient is

not observed as a major concern. 130. Summit curves should be designed for safe stopping distance. Valley curves to be

designed for headlight sight distance.

3.10 SIDE SLOPES

131. All embankment slopes shall be constructed as per the guidelines given in the IRC 36 “Recommended practice for the construction of earth embankment road works” and the MoRTH specifications. Generally an embankment side slope of 1:2 recommended. On cut sections side slope depend on the nature of the cut section and the following side slope is suggested.

Hard Rock 1V: 0.12H Soft Rock 1V: 0.25H Hard Soil 1V: 0.50H



Ordinary Soil 1V: 1H to 1 V : 2H

132. It is proposed to use these slopes as a general guide but to also carry out stability assessment based on actual soil properties, and also critically assess the performance of slopes on nearby roads in similar soil and geological conditions and modify the side slopes as needed.

3.11 INTERSECTIONS

133. Intersection design shall ensures adequate capacity at the intersections to avoid bottlenecks that would result in extended delays and also safe operation to traffic by reducing the number of conflict points and conflict area. Drivers should be able to make merging, diverging or crossing manoeuvres at intersections with minimal risk when the intersection is properly designed.

134. For the design of intersections, items considered include design speeds and the

principles adopted in the design included the following: Traffic movements channelized to eliminate dangerous manoeuvres; Layout assists the driver to quickly discern his path in merging and diverging; Minimize the number of conflict points and conflict area; Provide adequate storage for right turners and other vehicles crossing the

stream. Provide proper line marking and traffic signs including advanced direction

markers. 135. Typical intersection drawings shall be adopted for the minor intersections and the

major intersections shall be designed as per the site condition.

3.12 ROAD FURNITURE

136. Road furniture represents a collection of roadside elements intended to improve the driver’s perception and comprehension of the continually changing appearance of the road. Road markings and road signs standards shall be provided as per IRC: 35 -1997 and IRC: 67 -2001 respectively. Road and traffic signs will be provided at appropriate places to give caution and to inform the traffic (vehicular and pedestrians) for safe and smooth movement and the provision will be made based on the IRC guidelines. Normally signs are placed on the left side of the road in the direction of travel; in certain cases however these may be placed overhead or on either side of the road depending upon the site condition, for clear uninterrupted visibility. All signs shall be of Retro-reflective grade, for undisturbed traffic movement in the night times.

137. Wherever applicable, roadside landscaping will be planned. But care would be

taken not to reduce the sight distance at any of the intersections.



444 TTTRRRAAAFFFFFFIIICCC SSSTTTUUUDDDIIIEEESSS AAANNNDDD FFFOOORRREEECCCAAASSSTTT

4.1 GENERAL

138. The traffic volume data forms an important input to economic analysis that is required for economic justification of the project roads and their subsequent prioritization. It is also a major input for deciding improvement strategies for road sections and carrying out design for road/ bridges. Through traffic surveys, the extent of traffic diversion on to the project road (in the event of their being improved/ upgraded) can be ascertained, quantified and used for economic analysis and road design.

139. The road sections for carrying out feasibility study are scattered in various parts

Bihar state. It was understood from RDC that there is no regular past traffic count data available for any road sections in the state.

140. Traffic surveys are an essential task to assess the likely quantum and composition

of traffic on the project road. The details of various traffic surveys conducted, methodologies adopted and collection of data in understandable formats and analysis, including traffic projections are discussed in detail in subsequent paragraphs.

4.2 TRAFFIC AND TRANSPORT SURVEYS

141. The main objectives of the traffic and transport surveys are:

To assess the volumes of traffic flows on the existing stretches of project road and their characteristics including potential for traffic diversion.

To assess the origin and destination of passenger flow by mode and to assess flows by commodity transported.

To assess the turning movement characteristics. To assess the axle load spectrum. To assess the speeds in the network and establish the possible savings in time

and distance due to the project roads.

142. Traffic surveys were carried out on various project road sections to capture the above said parameters. The traffic survey locations were selected keeping in view respective project road alignments, requirements of the studies to determine local, long distance and diversion traffic flows and to study the characteristics of traffic flows. The DPR Consultants have carried out field surveys to collect the traffic and transport information in the project influence area. The field surveys included:

Seven/Three Days Classified Traffic Volume Counts. Origin and Destination Survey for 24 hours



Turning Movement Count Survey for 24 hours. Axle Load Survey for 24 hours Journey Speed Surveys

143. The above surveys were conducted in the project influence area at several

locations. In addition to this, the TA Consultants carried out 1 to 3 days traffic count at some of the locations to reconfirm the traffic data after a thorough reconnaissance of the road stretches and review of traffic data from Feasibility reports prepared by the DPR consultants.

4.2.1 Classified Traffic Volume Count Surveys

144. Manual traffic counts were conducted at selected locations to assess the traffic on various project road sections. Considering condition of the road, available alternatives in the network, additional traffic counts for one day as required were carried out. The supervisors checked the traffic counts carried out by the enumerators periodically to ensure the data quality.

145. Traffic counts were carried out for seven/three continuous or one day for 24 hours

in a day at selected locations. At each identified station, both directional counts were carried out by vehicle type, i.e. two & three wheeler, cars, utility vehicles, mini bus, standard bus, light commercial vehicle, two axle truck, three axle tuck, multi axle vehicle, and tractor trailers, and non-motorized or slow moving vehicles. The traffic data collected from the field was scrutinized and processed and the results were prepared in tabular forms in spreadsheets. The survey data collected was analyzed for the daily variations, hourly variations, peak hour volumes, traffic composition, directional split, average daily traffic and annual average daily traffic.

4.2.2 Origin & Destination Surveys

146. Origin-destination (O&D) surveys were carried out for one day along with manual counts in order to determine the existing pattern of travel in the project area and identify potential diverted traffic. The project influence area for the project road was divided into zones comprising villages, towns, districts or groups of both such that the travel pattern in the influence area can be established. The interview was carried out on a sample basis for 24 hours by stopping the vehicles with help of police as required. The objective was to achieve minimum sample coverage of 15 to 20 percent.

147. The O&D survey combined with volume count data was used to calculate the

expansion factors. The information collected includes origin and destination of trip, occupancy, and trip purpose and in case of goods vehicles goods type was enquired. The collected data was processed and expanded to total traffic using the expansion factors for each vehicle type. Trip matrices were developed for each vehicle type interviewed and were used to determine the traffic diversion for each road. The results are discussed in the subsequent sections of this chapter.



4.2.3 Turning Movement Count Surveys

148. Manual traffic counts were conducted at selected intersection/junction locations to assess the turning movement characteristics on various project road sections. Based on the turning movement traffic justification for proper at grade or grade seprater at the respective intersection/junction will be identified. The supervisors checked the traffic counts carried out by the enumerators periodically to ensure the data quality.

149. Turning Movement Count Surveys were carried out for one day (12 hours) in a day

at selected intersections. At each identified intersection all the turning movements counts were carried out by vehicle type mentioned in the above section. The traffic data collected from the field was scrutinized and processed and the results were prepared in tabular forms in spreadsheets. The survey data collected was analyzed for the hourly variation, peak hour volumes, traffic composition.

4.2.4 Axle Load Surveys

150. Axle load surveys were conducted to estimate the cumulative number of equivalent standard axles based on the survey of goods vehicles flows and axle weight distribution.

151. Axle load surveys were carried out using portable axle load pad by stopping all categories of vehicles randomly, which are more than 3 tonnes in weight per axle (both full and empty). The vehicles in both directions were stopped and weighing done. Police assistance was taken during survey to stop the commercial vehicles. Standard axle load weights are from IRC: 3-1983 guidelines are considered for further analysis. The standard axle loads for single axle, i.e. Rear Axle and for Tandem Axle group considered are as given below:

Dual wheel, single axle (Front & Rear Axle) : 6.60 tones Dual wheel, per rear axle : 8.16 tones Dual wheel, per tandem axle group : 14.96 tones

152. The load equivalency factors were calculated using the 4th power rule, i.e. (Axle

load/Standard Axle load) 4 for the each axle load individually to estimate the realistic values of Vehicle Damage Factors. Along with axle load survey classified traffic volume count has been carried out to establish the percentage of sample captured.

4.2.5 Journey Speed Surveys

153. Speed surveys were undertaken along the existing sections of Project roads and also along the other major alternative roads that connect to the project road.

4.2.6 Passenger Car Units

154. Data collected from the site fed to the computer and complied for the base year. The various vehicle types having different size and characteristics were converted



into a standard unit called Passenger Car Unit (PCU). Passenger car equivalents for various vehicles are adopted based on recommendations of India Road Congress prescribed in “Guidelines for Capacity of Roads in Rural Areas”. IRC – 64-1990. The passenger car unit values (PCU) used is presented in Table 4.1.

Table 4-1 PCU Factors Adopted for the Study (IRC:64-1990) Fast Vehicles Slow Vehicles

Vehicle Group PCU Factor Vehicle Group PCU Factor

Car, Jeep, Van and Taxi 1.0 Bicycle 0.5

Auto Rickshaw/Tempo 1.0 Cycle Rickshaw 2.0

2 wheelers 0.5 Animal Drawn 6.0

Mini Bus 1.5

Hand Cart 3.0

Standard Bus 3.0

Light Goods Vehicle (LGV) 1.5

2-Axle Truck 3.0

3 Axle Truck 3.0

Multi Axle Truck 4.5

Agriculture Tractor 1.5

Agriculture Tractor & Trailer 4.5

4.2.7 Survey Locations

155. Traffic survey locations on the project road sections which were carried out by DPR consultants are given in Table 4.2. In addition to this TA consultant revalidated the traffic at some locations.

TA No. 7198-INDIA: Preparing the Bihar State Highways II Project Draft Final Report


Table 4-2 Traffic Survey Locations for (DPR) Sl.No

Project Name Seven Days Traffic Volume

Count

Three Days Traffic Volume

Count

Turning Movement

Count Survey

Origin & Destination

Survey

Axle Load Survey

Pedestrian Count Survey

Speed & Delay Survey

1 Bhabhua – Aghaura (SH-80) [Length 53+000 Km]

Km 8+000 Km 29+500

Km 29+500 Km 0+000 Km 8+900

Km 8+000 Km 8+000 Km 8+900 All Along the Project Road

2 Sakkadi - Nasrigunj (SH-81) [Length 86+800 Km]

Km 23+000 Km 81+000

Nil Km 0+000 Km 12+000 Km 22+000 Km 65+000 SH 15 Bypass

Km 12+500 Km 81+000

Km 12+500 Km 81+000

Km 0+000 All Along the Project Road

3 Kadirgunj - Sonho (SH-82) [Length 94+000]

Km 26+500 Km 62+500

Nil Km 0+000 Km 32+000

Km 26+500 Km 62+500

Km 26+500 Km 32+000 All Along the Project Road

4 Bagi - Barbigha (SH-83) [ Length 37+300 Km]

Km 7+600 Km 28+00

Nil Km 7+600 Km 28+00


5 Ghogha - Barahat (SH-84) [Length 54+600]

Km 8+000 Km 47+000

Nil Km 0+000 Km 14+000 Km 41+000 Km 54+600


6 Akbarnagar - Arnapur (SH-85) [ Length 34+000 Km]

Km 8+000 Km 28+000

Nil Km 0+000 Km 29+500


7 Saraiya - Motipur (SH-86) [Length 28+300 Km]

Km 5+000 Km 18+000

Km 0+000 Km 8+600 Km 12+600 Km 16+400 Km 25+175 Km 27+250 Km 28+475

Km 5+000 Km 18+000


8 Runisaidpur - Bhiswa (SH-87) [Length 64+750]

Km 2+600 Km 56+900

Nil Km0+000, Km1+860, Km18+200, Km26+400, Km26+500,

Km 2+600 Km 56+900

Km 2+600

Km 47+550, Km 57+125

Not Carried out



Sl.No

Project Name Seven Days Traffic Volume

Count

Three Days Traffic Volume

Count

Turning Movement

Count Survey

Origin & Destination

Survey

Axle Load Survey

Pedestrian Count Survey

Speed & Delay Survey

Km47+550, Km 57+125

9 Varuna Bridge (NH 103) - Rasiyari (SH-88) [Length 124+200 Km]

Km 27+000 Km 43+000 Km 88+123

Nil Km 0+000 Km 20+200 Km 21+400 Km 39+245 Km 46+181 Km 84+302 Km 103+153

Km 27+000 Km 43+000

Km 27+000 Km 43+000

Km 20+200 Km 84+300

All Along the Project Road

10 Siwan – Siswan (SH-89) [Length 33+000]

Km 3+000 Km 27+065

Nil Km 0+000 Km 0+800 Km 1+500 Km 17+125 Km 27+065 Km 33+221

Km 3+000 Km 27+065


11 Mohammadpur – Chapra (SH-90) [Length 68+500 Km]

Km 8+500 Km 64+000

Nil Km 0+000 Km 20+330 Km 30+000 Km 30+419 Km 53+133 Km 58+413 Km 65+316

Km 8+500 Km 64+000


12 Birpur - Udakishunganj (SH-91) [Length 104+040 Km]

Km 51+200 Km 79+500 Km 105+100

Nil Km 0+835, Km 11+900 Km 21+500 Km 51+200 Km 75+768 Km 79+500 Km 100+093 Km 108+500

Km 51+200 Km 79+500

Km 51+200 Km 79+500

Km 79+500 Km 100+093

All Along the Project Road



4.3 AVERAGE DAILY TRAFFIC 156. The Average Daily Traffic (ADT) from the DPR consultant has been reviewed and to

revalidate the traffic surveys data TA consultant carried out traffic surveys for one/three days at each project road. Comparison has been made with DPR consultant data with TA consultant data and recommended the appropriate one to adopt for further traffic estimation in subsequent paragraphs.

4.3.1 Bihta - Sarmera (SH-78) 157. The Project Road starts near NH-30, crosses NH-98, NH-83, SPM road going to Gaya and

Dobhi on Golden Quadilateral (old NH-2), NH-30A, NH-31 and ends at NH-82. This proposed alignment of the project road will serve as Ring Road to Greater Patna starting from Bihta and ending at Fatuha thus reducing traffic congestion between Bihta, Patna and Fatuha, as the distance between outskirt of Fatuha to Bihta will be reduced by 15 Km. The traffic on this route going beyond Fatuha will use this Project Road. Similarly, traffic going towards Ranchi towards Bhagalpur, Munger & then to Khagaria through under construction Ganga Bridge at Munger and to North Bihar shall also use this Project Road through Bhaganbigha and Sarmera respectively.

Diverted Traffic 158. A significant component of the traffic expected on the project road on completion is the

diverted traffic since there is no connectivity at present. The project road links about 6 major NH/SH and acts as a southern bypass for Patna. DPR rationale of 50% manual count as diverted traffic and 25% for generated traffic need review and reassessment. Accordingly, TA consultant further carried out Origin and Destination surveys at the following sections to figure out the possible diversions as part of updating.

I. Section of Bihta – Bikram on NH 98 near Amhara Village on 08.09.2009.

II. Section of Punpun – Masaurhi of NH 83 near Barni village on 08.09.2009.

III. Section of Ara – Bitha at Km 1+000 of NH 30 near Koelwara village on 08.09.2009.

Bihta – Bikram of NH 98 Section:

159. From the OD matrix the possible diverted traffic from NH 98 to the proposed SH 78 alignment has been estimated and given in Table 4.3.

Table 4-3 Divert Traffic from Bihta-Bikram Section of NH 98 Vehicle Type Possible Diverted

Traffic Total Traffic Volume % of Possible

Diverted Traffic Car/ 4WD 8 221 3.70

Van 46 328 14.00 LCV 7 55 13.51

Truck - 2A 30 130 22.86 Truck - 3A 40 216 18.42

MAV 14 41 33.33



Punpun – Masaurhi of NH 83 Section:


Table 4-4 Divert Traffic from Punpun - Masaurhi of NH 83 Vehicle Type Possible Diverted



Van 95 254 37.50

LCV 123 252 48.98

Truck - 2A 154 322 47.95

Truck - 3A 106 365 29.11

MAV 6 122 5.26

Ara – Bihta of NH 30 Section:


Table 4-5 Divert Traffic from Punpun-Masaurhi of NH 30 Vehicle Type Possible Diverted



Van 65 327 20.00

LCV 29 146 20.00

Truck - 2A 71 1091 6.50

Truck - 3A 167 399 41.83

MAV 10 57 18.18

162. From Origin-Destination survey analysis, amount of traffic diverted is presented below:

Table 4-6 Summary of Divertible Traffic Vehicle Type NH 98 NH 83 NH 30 Total

Car/ 4WD 8 382 38 428

Van 46 95 65 206

LCV 7 123 29 159

Truck - 2A 30 154 71 255

Truck - 3A 40 106 167 313

MAV 14 6 10 30

Total 145 866 380 1391



Generated Traffic 163. The project road in its entirety does not exist in the present date. The new section with

provision of full connectivity will generate additional traffic on the project road. This additional traffic expected is the “generated” traffic component of the project road. The estimation of this component was based on the overall traffic scenario of the region.

164. The observed traffic details on all the project roads under TA were considered to estimate

person trips and the ton trips on each of the project roads by applying the occupancy of the passenger vehicles and the tonnage capacity of the commercial vehicles. This estimate was utilized in determining the persons/km and tons/km for each of the project roads and averaged for each districts in the state for a representative value. Further in order for estimation of the generated traffic on the project road, the length of the road was divided into two sections based on the length of its traverse in Patna and Nalanda districts and the respective value for these districts was utilized. Considering the proximity of the project road to Patna the state capital an increase of 10% was assumed to the average persons/km and tons/km estimated.

165. The derived figure of tons/km and persons/km by vehicle type for the project road was

then converted into number of vehicles in the same proportion as the observed average vehicle composition on all project roads. The generated traffic thus estimated on the project road upon completion is presented below.

Table 4-7 Summary of Generated Traffic Vehicle Type Generated Traffic Estimate

Two Wheeler 1060

Auto Rickshaw 57

Car / Jeep / Van 338

Tempo 80

Mini / RTVs 25

Standard Bus 19

LCV 135

2-Axle 102

3-Axle 50

MAV 2

Agriculture Tractor 429

Agriculture Tractor withTrailer 90

Total 2387

4.3.2 Bhabhua – Aghaura (SH-80) 166. DPR consultants carried out seven days traffic volume count at two locations at Km 8/0

and Km 29/5 in July 2009. The average daily traffic observed is given in Table 4.8.



Table 4-8 Average Daily Traffic on SH 80

Sl. No

Vehicle Type SH 80 (DPR)

Km 8/0 Km 29/5

1 Two Wheeler 734 602

2 Car/Van/Jeep 374 298

3 Three Wheeler 4 4

4 Std.Bus 21 12

5 Tractor-Trailer 121 114

6 Truck Light (2A) 10 8

7 Truck Medium (2A) 4 5

8 Truck Heavy (3A) 4 5

9 Truck Artic (MAV) 0 0

10 Mini Bus 11 16

11 Total Vehicles 1283 1064

Total PCU (motorized) 1047 878

Total Slow Veh's 832 682

Survey Month July

4.3.3 Sakkadi – Nasriganj (SH-81) 167. DPR consultants carried out seven days traffic volume count at two locations at Km 23/0

and 81/0. TA consultant also carried out one day traffic volume count at Km 23+000. Though there is some variation, the one day count indicate that the traffic is in close range and it is proposed to use the traffic data collected as part of DPR study for further traffic estimate. The summary of both counts data is presented in Table 4.9.

Table 4-9 Average Daily Traffic on SH 81 Sl.

No Vehicle Type

SH 81 (DPR) SH 81TA

Km 23/0 Km 81/0 Km 23/0

1 Two Wheeler 680 532 671

2 Car/Van/Jeep 234 342 128

3 Three Wheeler 144 78 46

4 Std.Bus 20 20 70

5 Tractor-Trailer 374 198 0

6 Truck Light (2A) 79 123 87

7 Truck Medium (2A) 107 152 101

8 Truck Heavy (3A) 50 100 91

9 Truck Artic (MAV) 0 0 8



Sl.

No Vehicle Type

SH 81 (DPR) SH 81TA

Km 23/0 Km 81/0 Km 23/0

10 Mini Bus 81 63 71

11 Total Vehicles 1769 1608 1273

Total PCU (motorized) 2274 2193 2099

Total Slow Veh's 1358 612 1253

Survey Month June September

168. At present SH 81 is in a very poor condition and through traffic mostly use the alternate route through alternate routes, which are longer. Based on local enquiries and the examination of the OD survey results, through traffic have been assessed as about one-third of traffic observed at Km 81 and have been considered in the AADT calculation.

4.3.4 Kadriganj – Sono (SH-82) & Bagi - Barbigha (SH-83)

169. Upon site visit it was observed that the traffic in the sections on SH 82 and SH 83 to be very less as the connecting bridge between Nawad and Kadriganj and Bagi had collapsed due to heavy rains in the month of September. Therefore, no additional traffic counts were carried out. The traffic data from the DPR study is given below:

Table 4-10 Average Daily Traffic on SH 82 & 83

Sl.No Vehicle Type SH 82 SH 83

Km 26/0 Km 62/0 Km 7/0 Km 28/0

1 Two Wheeler 291 261 606 485

2 Car/Van/Jeep 83 118 344 220

3 Three Wheeler 80 0 57 7

4 Std.Bus 37 0 15 53

5 Tractor-Trailer 33 84 66 210

6 Truck Light (2A) 12 3 70 32



9 Truck Artic (MAV) 0 0 2 0

10 Mini Bus 0 0 25 60

11 Total Vehicles 538 466 1339 1140

Total PCU (motorized) 533 379 1590 1891

Total Slow Veh's 242 534 346 336

Survey Month July June

170. As explained in the DPR study report, in the southern half of SH 82, there are five bridges under construction and no through traffic is currently using the road. The intersection count at Kadirganj has been used as a base to assess the likely traffic level once the road



is rehabilitated and the AADT has been worked out with this consideration.

4.3.5 Ghogha – Barahat (SH-84) 171. DPR consultants have carried out seven days traffic volume count at Km 8+000 and Km

47+000. The summary of the ADT is given below:


No Vehicle Type

SH 84 (DPR)

Km 8/0 Km 47/0



3 Three Wheeler 410 696

4 Std.Bus 14 174



7 Truck Medium (2A) 448 1688 Truck Heavy (3A)


10 Mini Bus 0 0




Survey Month June

4.3.6 Akbarnagar – Arnapur (SH-85) 172. DPR consultant carried out seven days count at Km 8+000 and Km 28+000. The TA

consultants also carried out three days count at Km 8+000. The later count by TA Consultant was adopted for further traffic estimation based on site reconnaissance. The summary of DPR count data and TA count data is presented in Table 4.12.


No Vehicle Type

SH 85 (DPR) SH 85 (TA)

Km 8/0 Km 28/0 Km 8/0

1 Two Wheeler 676 1747 514

2 Car/Van/Jeep 178 344 174


4 Std.Bus 38 49 31




Sl.

No Vehicle Type


Km 8/0 Km 28/0 Km 8/0

6 Truck Light (2A) 143 115 179


188

8 Truck Heavy (3A) 175


10 Mini Bus 0 0 29


Total PCU (motorized) 1646 2947 2396


Survey Month June September

4.3.7 Saraiya - Motipur (SH-86) 173. DPR consultant carried out seven days traffic volume count at Km 5+000 and Km 18+000.

To revalidate the traffic data TA consultant carried out three days traffic volume count survey at Km 5+000. Based on field assessment the recent count at Km 5/0 was adopted for the first section and adjusted DPR traffic for second section. The summary of ADT for both counts is presented in Table 4.13.


No Vehicle Type

SH 86(DPR) SH 86 (TA)

Km 5/0 Km 18/0 Km 5/0

1 Two Wheeler 669 731 2430

2 Car/Van/Jeep 322 430 691


4 Std.Bus 14 7 27


6 Truck Light (2A) 97 77 185

7 Truck Medium (2A) 255 220 348

8 Truck Heavy (3A) 268 236 493


10 Mini Bus 40 25 73


Total PCU (motorized) 2554.5 2424 5466


Survey Month March 2009 March 2010



174. Possibility of traffic diversions to the project road is assessed and estimated. NH 28 connects Muzaffarpur and UP state and up to Nepal Border. TA consultants carried out OD survey on NH 28 to identify the possible diversions. From the O&D survey analysis it was observed that there is scope for traffic diversion. The traffic presently using NH 28 up to Muzaffarpur and then Hazipur will divert to the project road due to reduction in distance and hence cost due to time and fuel.

175. The possible diversions along with the number of vehicles and percentage from NH 28 traffic is given below: (a) Car/Van/jeep : 4.59% from 1806 vehicles (58 numbers) (b) LCV : 1.96% from 409 vehicles (8 numbers) (c) Truck 2 Axle : 3.76% from 1091 vehicles 41 numbers) (d) Truck 3 Axle : 3.19% from 1879 vehicles (60 numbers) (e) MAV : 4.76% from 567 vehicles (27 numbers)

4.3.8 Runisaidpur – Bhiswa (SH-87)

176. DPR consultant carried out seven days traffic volume count at Km 2+600 and Km 56+900. The summary of ADT is given in Table 4.14.


No Vehicle Type SH 87 (DPR)

Km 2/6 Km 56/9




4 Std.Bus 74 54






10 Mini Bus 36 17




Survey Month May

4.3.9 Varuna Bridge (NH 103) - Rasiyari (SH-88) 177. DPR consultant carried out seven days traffic volume count at Km 27+00, Km 43+000 and



Km 88+100. To revalidate the traffic data TA consultant carried out one-day traffic volume counts at first two locations (27+000 & 43+000) and three days count at Km 88+000. The summary of both counts was presented in Table 4.15.


No Vehicle Type


Km 27/0

Km 43/0

Km 88/1

Km 27/0

Km 43/0

Km 88/1

1 Two Wheeler 1711 1523 1845 1504 1510 2350

2 Car/Van/Jeep 667 612 662 424 562 450

3 Three Wheeler 8 2 69 47 82 186

4 Std.Bus 43 87 63 44 119 42

5 Tractor-Trailer 33 172 121 62 297 91

6 Truck Light (2A) 226 343 197 110 107 155

7 Truck Medium (2A) 105 242 315 342 430 261

8 Truck Heavy (3A) 229 109 324 217 592 166

9 Truck Artic (MAV) 4 7 9 23 0 9

10 Mini Bus 118 125 91 64 98 28

11 Total Vehicles 3148 3227 3696 2775 3500 3737

Total PCU (motorized) 3253 3687 4448 3424 5140 10401

Total Slow Veh's 1701 966 1701 2028 1769 3395

Survey Month June March

4.3.10 Siwan - Siswan (SH-89)

178. DPR consultant carried out seven days traffic volume count at Km 3+00 and Km 27+600 which indicate the variation observed along the road. The summary is presented below in Table 4.16.


No Vehicle Type

SH 89 (DPR)

Km 3/0 Km 27/6




4 Std.Bus 18 35








10 Mini Bus 48 15




Survey Month March

4.3.11 Mohammadpur – Chapra (SH-90)

179. DPR consultant carried out seven days traffic volume count at Km 8+50 and Km 64+000. The summary of counts is presented below in Table 4.17. The last few km’s of the road is within Chapra town and has substantially higher traffic due to local activity.


No Vehicle Type

SH 90 (DPR)

Km 8/5 Km 64/0




4 Std.Bus 21 175






10 Mini Bus 38 260




Survey Month June

4.3.12 Birpur - Udakishunganj (SH-91) 180. DPR consultant carried out seven days traffic volume count at three locations at Km

51+200, Km 79+500 and Km 105+100. To revalidate the traffic data, TA consultant carried out one-day traffic volume count at Km 105+100 and three days volume count at Km 79+500. The summary of both counts was presented in Table 4.18.




No Vehicle Type


Km 51/2 Km 79/5 Km 105/1 Km 79/5 Km 105/1

1 Two Wheeler 930 2142 893 1889 1173

2 Car/Van/Jeep 242 440 345 461 326

3 Three Wheeler 0 0 0 327 286

4 Std.Bus 12 37 49 35 55

5 Tractor-Trailer 75 156 55 137 54

6 Truck Light (2A) 47 426 287 61 40

7 Truck Medium (2A) 31 208 108 276 158

8 Truck Heavy (3A) 6 81 38 209 122

9 Truck Artic (MAV) 0 3 2 17 0

10 Mini Bus 112 51 65 9 21

11 Total Fast Vehicles 1466 3556 1855 3420 2235

Total PCU (motorized) 1216 7112 3710 4088 2538

Total Slow Veh's 608 1272 949 4706 1313

Survey Month November March

181. During reconnaissance, the potential for significant diverted traffic was identified from NH 57 and NH 57A going to Nepal border. TA consultant explored this issue and collected the vehicle origin and destination data from Jogbani check post at Nepal Border. Further Project influence area has been divided in to 13 zones is given below:

Zoning System

1. Nepal

2. Jogbani

3. Araria, Purnia, Kathihar, Kishan ganj

4. Bihar ganj, Udaikishan ganj, Bihpur, Naugachhia, Bhagalpur, Banka

5. Mungeer, Khagaria,Saharsa,Madhepura

6. Luckeesarai, Shaikipura and Rest of south Bihar

7. Supaul

8. Rest of North Bihar

9. Patna & Hajipur

10. West Bengal

11. Jharkhand



12. Uttar Pradesh

13. Rest of India

The details of all vehicles collected at Jogbani check post from their records on 8th march 2010(Monday) for 24 hours is given below:

Table 4-19 Detail of Sample collected at Jogbani Check Post Vehicle Type ADT No. of Sample Collected

Car/4wd 230 230

2 Axle 228 228

3 Axle 1061 1061

MAV 1170 1170

BUS 54 54

2743 2743

182. From the road network it is understood that the traffic from Nepal border to various parts of Bihar using NH 57 A and NH 57 up to Purnia NH 107 up to Madhepura and disperse there from to various parts of Bihar. Where as traffic destined to West Bengal will be using same route up to Purnia and then take NH 31 further to West Bengal. There is a possibility of traffic diversion from NH 57A and NH 57 as the travel length from Forbeganj (which is 20 km away from Jogbani check post) to Muraliganj is around 140 Km where as the distance through the project road from Forbesganj to Muraliganj will be around 80 km only. From the above discussions the percentage of possible diversions are computed from zone 1& 2 to zone 4,5,6,9,11,12 and 13. The computed possible diversions are in the range of 35% from the Jogbani check post, the vehicle wise diversions are given in Table below:

Table 4-20 Percentage of Diverted Traffic Vehicle Type ADT Diverted Traffic Percentage of Diverted Traffic

Car/4wd 230 128 55.65

2 Axle 228 21 9.21

3 Axle 1061 421 39.68

MAV 1170 389 33.25

BUS 54 18 33.33

2743 977 35.6%

183. For the analysis and design of the project, therefore a traffic diversion of 25% is considered.

4.3.13 Peak Hour Traffic (%) 184. Peak hour traffic data observed from DPR for each project road observed is presented in

Table Below:



Table 4-21 Peak Hour Traffic on the Project Road Sections. Sl.No Project Name Locations Peak Hour % & Duration

1 Bhabhua – Aghaura (SH-80) [Length 53+000 Km]

Km 8+000 9.83% (11AM to 12 Noon)

Km 29+500 13.50% (9 AM to 10 AM)

2 Sakkadi - Nasrigunj (SH-81) [Length 86+800 Km]

Km 23+000 7.20% (11 Am to 12 Noon)

Km 81+000 6.40% (7 AM to 8 AM)

3 Kadirgunj - Sonho (SH-82) [Length 94+000]

Km 26+500 9.83% (5 PM to 6 PM)

Km 62+500 13.50% (12 Noon to 1 PM)

4 Bagi - Barbigha (SH-83) [ Length 37+300 Km]

Km 7+600 8.05% (2 PM to 3 PM)

Km 28+00 10.12% (9 AM to 10 AM)

5 Ghogha - Barahat (SH-84) [Length 54+600]

Km 8+000 6.75% (10 AM to 11 AM)

Km 47+000 7.00% (6 PM to 7 PM)

6 Akbarnagar - Arnapur (SH-85) [ Length 34+000 Km]

Km 8+000 6.45% (9 AM to 10 AM)

Km 28+000 8.94% (8 AM to 9 AM)

7 Saraiya - Motipur (SH-86) [Length 28+300 Km]

Km 5+000 7.54% (10AM to 11PM)

Km 18+000 7.94% (9 Am to 10 PM)

8 Runisaidpur - Bhiswa (SH-87) [Length 64+750

Km 2+600 7.94% (4 PM to 5 PM)

Km 56+900 8.18% ( 6 PM to 7 PM)

9 Varuna Bridge (NH 103) - Rasiyari (SH-88) [Length 124+200 Km]

Km 27+000 6.60% (10 AM to 11 AM)

Km 43+000 8.80% (11AM to 12 Noon)

Km 88+123 7.80% (5PM to 6 PM)

10 Siwan - Siswan (SH-89) [Length 33+000]

Km 3+000 9.25% (9 AM to 10 AM)

Km 27+065 8.81% (4PM to 5 PM)

11 Mohammadpur – Chapra (SH-90) [Length 68+500 Km]

Km 8+500 8.58% (6PM to 7PM)

Km 64+000 7.52% (9AM to 10AM)


Km 51+200 8.62% (6PM o 7PM)

Km 79+500 7.16% (6PM to 7PM)

Km 105+100 9.27% (4PM to 5PM)

4.4 SEASONAL FACTOR AND ANNUAL AVERAGE DAILY TRAFFIC 185. The Consultants have obtained the details on the sales of the petrol and diesel for Bihar

state from Indian Oil Corporation Ltd for 2008-2009 and 2009-2010. This information was used in determining the seasonal correction factor for the traffic data to determine the annual average daily traffic. The survey was carried out predominantly in the months of March, June July and November. The seasonal correction factor calculated for the respective months is given in Table 4.22.



Table 4-22 Seasonal Correction Factor

Sl.No

Year 2009-2010 (FY) SCF

Month MS (Petrol) HSD (Diesel) MS (Petrol) HSD (Diesel)

1 April 34032 267078 1.01 0.84

2 May 39585 231973 0.87 0.97

3 June 34513 218824 0.99 1.03

4 July 30470 220221 1.13 1.02

5 August 29820 149021 1.15 1.51

6 September 31181 147357 1.10 1.52

7 October 34037 200539 1.01 1.12

8 November 34014 246335 1.01 0.91

9 December 34301 278938 1.00 0.80

10 January 32020 222237 1.07 1.01

11 February 35394 242828 0.97 0.92

12 March 41999 268672 0.82 0.84

186. The seasonal correction factor was applied to the Average Daily Traffic to obtain the

Annual Average Daily Traffic (AADT). The traffic data from DPR or validation counts was adopted based on the field reconnaissance and traffic diversions were added and seasonal correction factor applied to arrive at the AADT. Traffic is averaged over multiple count locations to get the representative traffic on project roads except in case of SH 88, SH 90 and SH 91. The AADT on project roads thus estimated is given in Table 4.23.



Table 4-23 Annual Average Daily Traffic at Survey Locations Sl.No Vehicle Type SH 78 SH 80 SH 81 SH 82 SH 83 SH 84 SH 85 SH 86 SH 87

1 Two Wheeler 1060 752 666 582 546 1399 511 1983 1051

2 Three Wheeler 57 5 116 90 32 549 88 442 24

3 Car / Jeep / Van 869 404 367 359 284 546 179 577 506

4 Truck Light (2A) 294 11 129 107 51 517 184 155 292

5 Mini Bus 128 16 89 68 43 0 30 61 35

6 Standard Bus 19 25 25 131 34 14 32 23 72

7 Truck Medium (2A) 357 6 165 81 67 316 193 291 150

8 Truck Heavy (3A) 363 6 106 7 45 316 180 412 160

9 Truck Artic (MAV) 32 1 0 8 1 23 86 4 27

10 Tractor-Trailer 519 141 295 57 138 311 0 9 88

Total Vehicles 3698 1367 1958 1490 1240 3991 1483 3957 2405



Table 4.23 Annual Average Daily Traffic at Survey Locations (Contd.,)

Sl.No Vehicle Type

SH 88 SH 89 SH 90 SH 91

Km 27/0 Km 43/0 Km 88/1 Km 8/5 Km 64/0 Km

51/20 Km 79/5 Km 105/1

1 Two Wheeler 1699 1513 1833 1579 2272 5211 937 2159 900

2 Three Wheeler 8 2 69 110 4 52 0 0 0

3 Car / Jeep / Van 684 628 679 479 803 1650 221 401 314

4 Truck Light (2A) 232 352 202 67 65 898 43 388 262

5 Mini Bus 121 128 93 33 39 267 102 46 59

6 Standard Bus 44 89 65 21 22 29 11 34 45

7 Truck Medium (2A) 108 248 323 55 29 47 85 247 155

8 Truck Heavy (3A) 235 112 332 19 34 34 271 339 300

9 Truck Artic (MAV) 4 7 9 1 2 0 293 295 294

10 Tractor-Trailer 33 176 124 176 94 53 68 142 50

Total Vehicles 3168 3255 3729 2540 3364 8241 2031 4051 2379



4.5 TURNING MOVEMENT COUNT SURVEY 187. DPR consultants carried out turning movement count survey at various major junctions on

all the project roads. TA consultant have reviewed the collected data and the summary of peak hour information including vehicles and peak hour pcu values are summarized in the Table 4.24 for all the roads.

Table 4-24 Peak Hour Traffic Location Peak Hour Traffic Flow

Number PCU Bhabhua – Adhura (SH-80) Patel Chawk Km 0+000 1608 1492 Bhagwanpur Chawk Km 8+900 541 327 Sakkadi - Nasirgunnj (SH-81) Sakkadi junctionKm 0+000 1576 3443 Akagaon Km 12+000 618 661 Sandes junctionKm 22+000 2323 3299 Bihta junction Km 65+000 201 264 SH-15 Bypass 407 563 Kadirganj – Sono (SH-82) Roh More Km 0+000 610 686 Kauwakhol Km 32+000 766 721 Bagi Bardiha - Barbigha (SH-83) Mulla Chowk (Km 9+850) 492 471 Mission Chowk (Km 37+300) 618 733 Ghogha – Barahat (SH-84) Ghoga Junction (0+000) 1676 3149 Sonahaula Junction (14+00) 2081 3152 Panjwara Junction (41+00) 873 734 Barhat Junction (47+00) 1090 1306 Akbarnagar - Amarpur (SH-85) Akbarnagar Junction (0.000) 620 659 Amarpur Junction (29.500) 2298 2231 Saraiya – Motipur (SH-86) Saraiya 0+000 km 1350 1008 Jaintpur 8+600 km 540 343 Jagria 12+612 km 383 317 Hardi 16+243 km 396 285 Dhumnagar Chawk 25+175 km 509 301 Mishrolia Chawk 27+250km 558 397 Motipur 28+475 km 1082 1214 Runnisaidpur – Bhiswa (SH-87) Runnisaidpur ( 0+000) 1015 904 Balighar Naya Toli (1+860) 316 253



Location Peak Hour Traffic Flow Number PCU

Jagahari chawk (18+200) 242 182 Pupri chawk (26+400) 639 441 Kapuri Chawk (26+500) 1759 1251 Sursand (47+550) 1200 1021 Parhar Chawk (57+125) 814 624 NH-103 (Baruna Bridge) – Rasiyari (SH-88) Baruna chowk (0+000) 607 508 Dalsingh Sarai Chawk (20+200) 2600 3662 Dalsingh Sarai Rly Crossing ( 21+400) 1431 1360 Singhaighat (39+245) 838 685 Rosera (46+181) 1471 1389 Baheri (84+302) 1433 1620 Ashapur (103+153) 2204 2411 Siswan – Siwan (SH-89) Hardia More Siwan 0+000 Km 1450 1506 Harijantoli More 0+800 Km 1208 1179 Near Railway Crossing 1+500 Km 1718 1916 Hassanpura 17+125 Km 914 743 Chainpur 27+065 Km 870 646 Siswan 33+221Kmp 825 637 Mohammadpur - Chhapra(SH-90) Pandeytala 0+000 Km 665 563 Rajapatty 20+800 Km 693 588 Mahabir Chawk 30+000 Km 602 460 Taraiya more 30+419 Km 971 734 Nagar Chawk 53+133 Km 1849 1464 Krishna Chawk 58+413 Km 1007 729 Sadha Matia 65+316 km 1811 1729 Birpur – Udakshanganj (SH-91) Baramachell Chawk 0+835 km 831 609 Belua Chawk 11+900 km 531 371 Vimpur 21+500 km 813 867 Jadia 51+200 km 775 564 Mirganj Chawk 75+768 km 832 766 Muraliganj 79+500 km 1698 1319 Bihariganj 100+093 2679 2167 Udakshiganj 108+500 1150 1431

188. From the above table, it was observed that none of the above junctions warrant any grade

separator at present.



4.6 JOURNEY SPEED 189. Journey speeds were recorded on each project road and the summary is given below:

Table 4-25 Journey Speed Sl.No Project Name Average Journey

Speed (Kmph) 1 Bhabhua – Aghaura (SH-80) [53+000 Km] 33.6 2 Sakkadi - Nasrigunj (SH-81) [86+800 Km] 25.4 3 Kadirgunj - Sonho (SH-82) [94+000] 33.1 4 Bagi - Barbigha (SH-83) [37+300 Km] 27.5 5 Ghogha - Barahat (SH-84) [54+600] 64.5 6 Akbarnagar - Arnapur (SH-85) [34+000 Km] 46.0 7 Saraiya - Motipur (SH-86) [28+300 Km] 22.2 8 Runisaidpur - Bhiswa (SH-87) [64+750] 26.4 9 Varuna Bridge (NH 103) - Rasiyari (SH-88) [124+200 Km] 28.5 10 Siwan – Siswan (SH-89) [33+000] 22.4 11 Mohammadpur – Chapra (SH-90) [68+500 Km] 25.7 12 Birpur - Udakishunganj (SH-91) [104+040 Km] 31.3

190. Form the above data it is observed that the average journey speed is around 32.7 kmph

only. Speeds are high only on SH 84 and SH 85 which are under rehabilitation nearing completion.

4.7 ALTERNATIVE ROUTE AND TRAFFIC DIVERSIONS 191. Alternative routes and traffic diversions were studied for each project road. Except SH 81,

SH 86, SH 90, SH 91 and SH 89 the other road sections does not have any alternative routes. The alternative route name and classifications along with the start and end points are given below:

Table 4-26 Alternative Roads Sl.No Project Road Alternative Route 1 Sakkadi - Nasrigunj (SH-81) [Length 86+800 Km] NH 30 from Ara to

Bikramganj 2 Saraiya - Motipur (SH-86) [Length 28+300 Km] NH 28 and NH 102 from

Chhapra to Muzafarpur 2 Siwan – Siswan (SH-89) [Length 33+000] NH 85 from Chhapra to

Gopalganj 3 Mohammadpur – Chapra (SH-90) [Length 68+500

Km] NH 101 & NH 28 from Chhapra to Piprakothi.


NH 106 from Birpur to Madhepura

192. The possibility of traffic diversions are less in case of SH 89 and SH 90 as the alternative

routes are in good condition and not much distance saving. For other roads, the possibility have been explored and included in the traffic estimates.



4.8 AXLE LOAD SURVEY 193. Axle load surveys are carried out by DPR consultants at various locations on the project

road sections. The Vehicle Damage Factors (VDF) are computed for standard Bus, Light Goods Vehicle (LCV), Two Axle Trucks, Three Axle Trucks and Multi Axle Trucks (MAV). The summary of VDF values for each road sections are given in Table 4.27.

Table 4-27 Vehicle Damage Factors (VDF) Location Vehicles VDF

Bhabhua – Adhura (SH-80) At Palampur Km 8+000

Light Goods 0.352-Axle Trucks 6.57Bus 3.883-Axle Trucks 7.58

Sakkadi - Nasirgunnj (SH-81) AT After Jalpur Km 12+500

Light Goods 0.5682-Axle Trucks 18.5833-Axle Trucks 59.023Bus 0.073

Sakkadi - Nasirgunnj (SH-81) At Near Mednipur Km 81+000

Light Goods 0.1232-Axle Trucks 10.9343-Axle Trucks 2.780Bus --

Kadirganj – Sono (SH-82) AT Kolhaur Km 26+500

Light Goods 0.862A 11.96Tractor with trailer 1.69Bus 0.46

Bagi Bardiha - Barbigha (SH-83) AT Lalabigha Km 7+600

Light Goods 0.0352-Axle Trucks 14.903-Axle Trucks 5.025Bus 1.685Tractors with Trailer -

Ghogha – Barahat (SH-84) At After Panjwara Km4 7+600

Light Goods 0.082-Axle Trucks 6.073-Axle Trucks 26.93Bus 1.24Tractors with Trailer 0.46

Akbarnagar - Amarpur (SH-85) At Near Shahkund Km 8+000

Light Goods 0.082-Axle Trucks 9.073-Axle Trucks 16.14Bus -Tractors with Trailer -

Saraiya – Motipur (SH-86) At Raghunathpur 5+000 kmp

Light Goods 1.262-Axle Trucks 3.323-Axle Trucks 3.91Bus 0.77MAV 3.06

Runnisaidpur – Bhiswa (SH-87) At Balighar 2+600 km

Light Goods 1.222-Axle Trucks 3.323-Axle Trucks 3.81Bus 0.81MAV -



Location Vehicles VDF

NH-103 (Baruna Bridge) – Rasiyari (SH-88) At Mustafapur (27+000)

Light Goods 1.252-Axle Trucks 3.303-Axle Trucks -Bus 0.79MAV 3.99

NH-103 (Baruna Bridge) – Rasiyari (SH-88) At Naudega (88+123)


Siswan – Siwan (SH-89) At Surapur 3+000 Kmp

Light Goods 1.192-Axle Trucks 3.253-Axle Trucks 3.62Buses 0.76MAV 0.00

Mohammadpur - Chhapra(SH-90) At Sadha 64+000 km

Light Goods 1.232-Axle Trucks 3.223-Axle Trucks 3.88Bus 0.84MAV 2.71

Birpur – Udakshanganj (SH-91) At Jadia 51+200 km


Birpur – Udakshanganj (SH-91) At Muraliganj 79+500 km


Bihta - Sarmera (SH-78) At Bihta Chowk (NH-30)Ch:- 1+ 000

Light Goods -2-Axle Trucks 4.213-Axle Trucks 7.84Bus -MAV 14.05

Bihta - Sarmera (SH-78) At Daniyawan (NH-30A)

Ch:- 52+000


Bhaganbigha (NH-31)

Ch:- 72+000


194. The average VDF values for each vehicle type are computed from the above data as these VDF values are not uniform. The average VDF values are given in Table 4.28.



Table 4-28 Vehicle Damage Factors (VDF) Sl.No Vehicle Type Minimum VDF Average VDF Maximum VDF 1 Standard Bus 0.07 1.05 3.88 2 LCV 0.035 0.79 1.29 3 Two Axle Trucks 2.78 6.21 18.58 4 Three Axle Trucks 2.78 5.90 12.00 5 MAV 0.00 6.50 17.64

4.9 TRAFFIC GROWTH FORECAST 195. Both economic growth and population growth contribute to the traffic growth. According to

the economic survey1, Bihar's economy registered an annual growth rate of 11.35 percent over a five-year period from 2004-05 to 2008-09 compared to 3.5 percent per year in the previous five years. The population of Bihar is estimated to grow at an annual rate of 1.65 percent this decade.

196. There are no reliable past traffic data on the project roads and hence no assessment could

be made of past traffic growth on the project roads. The vehicle registration growth also gives indication of the traffic growth. The vehicle registration data for the past have been obtained from Transport Department, Government of Bihar and “indiastat.com” and is given in Table 4.29.

Table 4-29 Registered Vehicles in Bihar


WheelerTwo

Wheeler TractorTraile

r Other Total

2000 46636 14493 50376 16067 29498 26009 538337 89438 52399 5106 868,359

2001 47650 15092 54657 20163 31014 28345 589987 99413 59244 3298 948,863

2002 48060 15365 58335 20703 32560 30787 644477 107049 63855 3483 1,024,674

2003 48180 15472 61354 20962 33388 31915 608899 110147 65764 4962 1,001,043

2004 48592 15820 64939 21641 35731 34554 767480 116090 67584 6759 1,179,190

2005 49437 16158 71834 22271 39542 39823 903261 125968 73154 7263 1,348,711

2006 50016 16271 76896 22698 41863 43096 964594 129477 75594 8569 1,429,074

2007 52005 17192 84305 24024 46293 48123 1077579 135637 80875 10350 1,576,383

2008 54414 18533 92528 27066 50522 54153 1197875 143801 86233 13015 1,738,140

2009 58012 19654 103077 30857 56270 62576 1364757 155004 93743 14603 1,958,553


1.0 2.2 6.5 7.7 4.9 7.4 9.3 6.7 6.6 7.3 7.9

1 Economic Survey of Bihar 2009-10, February 2010, Government of Bihar




WheelerTwo

Wheeler TractorTraile

r Other Total

2005-2009

4.1 5.0 9.4 8.5 9.2 12.0 10.9 5.3 6.4 19.1 9.8

2008-2009

6.6 6.0 11.4 14.0 11.4 15.6 13.9 7.8 8.7 12.2 12.7

197. The overall growth in the total number of vehicles have substantially increased over the recent years and is in line with the trend the higher economic growth in last 5 years. The analysis of vehicle growth in relation to economic growth indicates a vehicle growth elasticity of 1.22 during 2000-09 period. For the latest year (2008-09), the elasticity works out to 1.11 whereas for the 2000-05 period when the growth rate was low, the elasticity observed is almost 1.8. Prior to the recent spurt in the economic growth, the economy of Bihar has been lagging far behind national economic growth whereas in the last 4 years it is ahead of the national economic growth rate. For the forecast, it is assumed that the higher than national growth rate will continue few more years and then the growth rate will become closer to the national economic growth rate. It is interesting to note that trucks have grown at a very low rate whereas tractors and Trailers have grown at a higher rate prior to 2005. This may be mainly due to the poor road network where Tractors and Trailors are preferred for goods transport, especially agricultural produce, with agriculture being the mainstay of the rural economy.

198. Based on the economic growth outlook, economic growth rate for the forecast period is assumed and using transport elasticities derived for different vehicle categories, future traffic growth has been derived as given in the table below:

Table 4-30 Adopted Growth Rates (%) for Motorized Traffic

PERIOD

GSDP GROWTH

RATE ASSUMED

(%)

VEHICLE TYPE

CAR TWO

WHEELER

3 WHEELER BUS GOODS

VEHICLES TRACTOR &TRAILER

2010-2015 10 10.3 11.2 11.2 5.2 7.5 6.0

2015-2020 9 8.2 6.8 6.8 4.4 5.6 4.0

2020-2025 7 5.4 4.0 3.5 3.0 4.2 2.4

2025-2035 6 4.2 2.9 2.1 2.4 3.5 2.0 Source: Consultant estimate

199. There is potential for generated traffic with road sections mostly in poor condition. The road sections in fair to good condition are also rehabilitated recently. With improved road and reduced vehicle operating cost and reduced travel time, traffic generation is considered in the range of 10 to 20 % depending on the condition of the road, current traffic level and traffic potential in the road influence area. For all roads, generated traffic is assumed to realize within two 2 years of construction.



555 EEENNNGGGIIINNNEEEEEERRRIIINNNGGG RRREEEVVVIIIEEEWWW

5.1 DPR PREPARATION 200. The Road Construction Department (RCD), Bihar on behalf of the Government of Bihar,

has entrusted three consulting agencies the task of preparing the detailed project report of the candidate roads identified for taking up in BSHP Phase II. The details of the consultancy contracts awarded by RCD is as below:

Phase-IIA, DPR for SH78: The preparation of Detailed Project Report has been entrusted to Planning & Infrastructural Development Consultant (PIDC), Patna on11.09.2006.

ACPL-CETEST JV, a Joint Venture between Archtech Consultants Pvt. Ltd. (ACPL), Kolkata and C. E. Testing Company Pvt. Ltd., Kolkata has been awarded the work of Consultancy Services for Preparation of Detailed Project Report for BSHP Phase-IIB Roads, Package-I, North Bihar.

Intercontinental Consultants and Technocrats Pvt. Ltd. in association with Planning & Infrastructure Development Consultant (PIDC) has been appointed as Consultants by agreement dated 29th May 2009 for carrying out the Consultancy Services for “Preparation of Detailed Project Report” under Phase-IIB (Package-2, South Bihar) of Bihar State Highways Project.

201. The status of DPR preparation and review as of May 2010 is summarized in Table 5.1

Table 5-1 Status of DPR Submission SH No

Feasibility Report

Draft DPR

Final DPR Remarks

78 Yes Yes No Full reports were not provided to the TA consultant. Draft DPR review completed

80 Yes No No 81 Yes yes Yes Draft DPR review completed 82 Yes No No 83 Yes Yes No Draft DPR review completed 84 Yes Yes No Draft DPR review completed 85 Yes Yes No Draft DPR review completed 86 Yes Yes Yes Draft DPR review completed 87 Yes Yes No Draft DPR review completed 88 Yes No No 89 Yes Yes Yes Draft DPR review completed 90 Yes Yes No Draft DPR review completed 91 Yes Yes No Draft DPR review completed

202. In order to gather the necessary information for the feasibility study and to ensure the

project DPR’s are in line with the overall project requirements, the ADB TA Consultants have taken up a review of the DPR’s prepared. The DPR review report of SH 78, SH 81, SH 84, SH 85, SH 86, SH 87, SH 89, SH 90 and SH 91 are given as Annexure 5-1.1 to



5-1.9 respectively. This is an overall review focused on design principles and approaches and to finalize the overall project parameters and project costs and not a full technical review of detailed design of all elements. The review reports are forwarded to BSRDC for necessary further action.

203. Design and survey details from the draft DPR report were used for the preparation of this

report except for Road Nos. SH 80, 82, 83 and 88 and for these roads details from respective feasibility reports were used. As part of the PPTA study, the Consultant have carried out additional surveys and investigations where needed.

5.2 ENGINEERING FIELD SURVEYS 204. Various engineering surveys carried out as part of the DPR studies are as follows

Topographic Survey Road Inventory Survey Pavement Condition Survey Culverts Inventory and Condition Survey Bridge Inventory and Condition Survey Sub Soil investigation. Benkelman Beam Deflection test Material Investigation

205. Topographic Survey: The procedure and details collected as part of the topographic surveys by the DPR Consultants are summarized below:

As part of the topographic survey, primary control was established using base-GPS equipment in differential mode. This provided a network of concrete encased monuments in the form of pairs of points (about 400-500m apart and generally located near to or beyond the existing RoW boundaries) at regular 5 to 6 Km intervals throughout the corridor. After any necessary adjustments and transformations were complete, ‘x’ and ‘y’ co-ordinates were assigned to each point and recorded in a topographical survey report.

Using the above a ‘Total Station’ traverse was run to establish secondary control points at 250-500 m spacing along the route. Points were placed in most cases adjacent to the existing roadway and ‘x’ and ‘y’ coordinates were again assigned.

The third stage in the process was to carry out a closed leveling survey at which time elevations (‘z’ co-ordinates) were established for all primary and secondary points using Geodetic Triangulation Survey (GTS) benchmarks previously established and maintained by Survey of India.

Finally, a tertiary control system in the form of a system of ‘temporary benchmark’ points was created. These were invariably placed on recognizable and immovable features (such as bridge parapets, steps into public buildings etc) and control elevations/‘z’ co-ordinates were again assigned. These TBMs were intended for use during the construction phase in support of the secondary control system previously created in the corridor.

206. Inventory and Condition Survey of Road: Inventory survey of the Project Road was carried out by measurement and visual inspection. Features like station chainage, terrain,



land-use, height of fill or depth of cut, width of pavement and shoulders, railway crossings, important road junctions and geometric deficiencies, utilities etc., were recorded for 1km interval. The road inventory (permanent features) data are also included in. Station chainage of kilometer stone pillars were used as the location reference for the inventory survey.

207. Pavement Condition Survey: Pavement Condition Survey conducted as part of the DPR study was mainly collected information on the project stretch such as the type of distress, the extent of distress indicators, viz Cracking, Raveling, Rutting, Pot-holes, and Patching. The distress on the existing pavement was noted for every 1000 m interval.

208. Culvert Inventory and Condition Survey: Inventory survey involved actual measurement recording and visual inspection of the various elements of culverts like C.D.No., type, span length, width, vertical clearance, details of super structure, foundation protection works. The condition of parapets, vent ways etc were also recorded as part of condition survey.

209. Bridge Inventory and Condition Survey: Inventory survey involved actual measurement recording and visual inspection of the various elements of culverts like C.D.No., type, span length, width, vertical clearance, details of super structure, foundation protection works. The conditions of the bridges have been prepared including all the parameters given in the Inspection Performa of IRC – SP: 35-1990.

210. Sub Soil Investigation: Procedure and details of sub soil investigation carried out are summarized below:

Insitu-density tests were carried out on sub-grade in a pit of size 1m x 1m after preparing the sub-grade top by trimming the soil upto 25mm depth, using sand replacement method. Core soil samples were also taken to determine moisture content. Moisture content of subgrade soil was determined in the laboratory using core soil samples by oven dry method.

DCP test were also carried out inside the pit. The pit size was 1m x 1m and depth upto subgrade top. The test was carried out with measurement of penetration depth for each blow using a hammer of weight 8kg and height of fall 575 mm.

Representative soil samples were collected from the test pit at a depth of 0.25-0.50m below sub-grade top. Soil samples were tested in the laboratory for gradation, Atterberg’s limits, and Modified Proctor test to determine OMC-MDD and Soaked/Unsoaked CBR.

211. Benkelman Beam Deflection test: The Benkelman Beam Deflection Test was carried out according to IRC: 81-1997. Temperature correction factor to a standard temperature of 35oC and moisture correction factor are applied to the deflection results. The test points were normally located 0.9m from the edge of the pavement for the two-lane road.

212. In addition to the DPR surveys necessary check surveys were also carried out during the current study. The check surveys carried out as part of this study include road inventory, pavement condition, alignment assessment and bridge inventory.



5.3 ROAD ALIGNMENT AND HIGHWAY DESIGN REVIEW

5.3.1 Alignment Selection Philosophy

213. The selection of the optimum Alignment is intended to meet the objectives of the project. This normally implies a balance between maintaining user benefits by providing the shortest route consistent with engineering constraints of topography, ground conditions, drainage, structures and the location of road construction materials. Any possible environmental impacts including changes to surrounding land use posed by the upgrading of the road must also be considered.

214. Accordingly, Alignment selection consists of choosing the best compromise between 'demand' factors and 'terrain' factors. Demand factors determine the areas to be served and the road standard, and terrain factors influence the engineering cost. The principal terrain factors are: ground conditions as they influence the strength of the subgrade or presence of instability or natural hazards, materials used in construction, including quarried rock, earthworks (the volume and stability of cuttings and embankments), surface and sub-surface drainage, including erosion, and the need for structures.

215. The extent to which the alignment has avoided or minimized land acquisition and displacement of people and businesses is also an important factor to be taken into consideration.

216. In choosing the alignment, it should be borne in mind that the basic function of an upgraded road is to serve the populace living in the vicinity of the road and that in most places where a road has been in existence for decades it is unrealistic for the designer to propose a completely new alignment or corridor bypassing the people who will benefit most by the road being upgraded.

217. The Consultant has considered all the above factors in reviewing the proposed project road alignments with a view to identify any alignment improvement needed.

5.3.2 Description of Alignment Options

5.3.2.1 Proposed Alignment Options

218. As the project mainly involves improvements to the existing road, inherited deficiencies are considered and deficiencies are mostly eliminated in the final options recommended. The engineering factors considered are project length, its plan & profile, sight distance & visibility in horizontal, vertical profiles, carriageway, shoulder and roadway width, cross drainage structures, road side drainage provisions & area drainage considerations and safety features. Any disregard to the above aspects may lead to unnecessary expenditure in the future, since at a later date the alignment may again have to be improved at considerable extra cost. It is therefore imperative that the final centre line of the road with respect to which the improvements are designed and are to be carried out is fixed with great care for ultimate geometric requirements and economy.

219. Apart from the aspects discussed above, environmental impact and social aspects, disruption of local communities are also considered in making the final recommendations.

220. The following alignments are considered in Alignment selection as discussed below



5.3.2.2 Option I

221. This option is an improvement to the existing alignment with realignments kept to a minimum.

222. The proposed realignments consist of removal of some existing “kinks” and sub – standard curves in the horizontal alignment through provision of straights. Broken back curves are removed to enhance safety to the road users.

5.3.2.3 Option II

223. This option is through the existing alignment with most review comments incorporated.

224. Option II alignment is an improvement over Option I in respect of horizontal alignment, adopting mostly a design speed of 80kmph in rural sections and a design speed of 50kmph in town/village sections. Major horizontal alignment improvement and re-grading of the vertical alignment has been applied to the existing road in developing this alternative option. The methodology adopted and details of alternatives studied are discussed in following sections of this chapter.

5.3.3 Study of Alignment Options

225. The two alternatives have been studied in detail and analyzed based on the DPR horizontal and vertical alignment designs. Segments are analyzed with a wider perspective so that the alignment selection would be made based on engineering consideration, social and environmental factors. The following aspects were considered in improving the existing road:

Horizontal Alignment Criteria o Substandard curves o Kinks in horizontal alignment o Broken back curves in rural areas o Visibility o Settlements

Vertical Alignment Criteria o Substandard Curves o Steep Gradients o Low Points o Visibility o Settlements

226. A desk review of road alignment was carried out to verify the proposed DPR design meets the project design criteria detailed in Chapter 3. The review reports for each road were issued to the DPR consultants for incorporating those recommendations in the final DPR. Apart from the DPR review, the TA consultants also examined feasibility of improving selected stretches for improving the geometry, safety, economy and social and environmental impacts. The analysis carried out for each road is briefly discussed in the subsequent sections in the chapter.



227. All the 13 roads, which are part of this study, are newly declared state highways. All these new state highways were formed by converting lower category roads such as MDR, ODR and VR. The design standards for these roads are inferior to the requirement of state highways and hence geometric correction is needed for almost all the roads. The major areas concern common for all the roads are listed below. Individual road specific issues other than listed below are discussed in the following sections.

Sharp curves are found in many places along the project stretch, which are to be realigned to ensure adequate visibility for the drivers.

All roads are single/intermediate lane with narrow shoulder and hence carriageway and shoulders should be widened.

Lack of delineation is observed in many locations for which delineator posts and guard stones with reflectors and road studs are to be installed.

Deficient in standard road signs and markings which are to be rectified by marking the chainage, edge line, pedestrian crossings and installing standard road signs at proper locations like school zones, bus bays, cross roads, toll plaza, sumps and end of medians to warn and inform the drivers.

A number of electric, telephone posts and trees are seen adjacent to the carriageway edge which are to be removed or provided with hazard markers, reflectors and by using reflective paints etc.

Many junctions are to be adequately treated. Foot paths, zebra crossings and pedestrian guard rails are to be provided.

Culverts shall be treated with hazard markers / reflectors. Standard bus bays are needed in many locations. Drains are to be covered in many places and parking facilities are to be provided at

junctions and village areas. Crash barriers and delineator posts are to be provided at the approach of the bridge.

Narrow bridges are to be replaced with new 2lane bridges. Project roads passing through many small villages where acquisition of right of way will

involve substantial rehabilitation and resettlement. To mitigate this social cost, measures such as reduction in design speed, bypasses, and reduction in ROW are examined.

228. As all the project road except SH80, passing through plain terrain, vertical alignment is not major concern. However the formation levels of substantial sections of the roads are below the required free board criteria of IRC. Hence rising of embankment is needed for those sections.

5.3.4 SH 78 Bihta – Sarmera (100 Km)

229. State Highway No. SH 78 is a newly declared state highway by connecting parts of many ODR and Village roads. As it was formed from inferior category roads, its condition and the geometry was not upto the required standards of a state highway. Hence it is proposed to strengthen / upgrade the SH-78 with approx. length of 100 Km to 4-lane SH Standard. The Road Construction Department, Government of Bihar has entrusted the work of preparation of Detailed Project Report for the above project to Planning & Infrastructural Development Consultant (PIDC), Patna. The DPR study consists of preparation of Feasibility Study and Detailed Project Report (DPR) for four laning of Bihta



Naubatpuur Daniwan and Chandi Bhaganbigha Sarmera –Bihta Daniwan section about 53Km and Chandi Sermera section 47 Km. Considering the forecast traffic and lane requirement, it was later decided to prepare the DPR in two stages with two lane plus paved shoulder combination in the first phase and widening to four lane divided carriage way in the second phase. Accordingly the DPR consultant has prepared a two stage DPR and submitted estimate for phase 1 with acquisition proposal of 60m right of way considering the requirement of four lane road.

230. The alignment proposed in the DPR is approved by the GoB and hence the review was mainly focused on the adequacy and other provision of the engineering proposals given in the DPR.

231. The geometric improvements of the corridor include design of the horizontal and vertical alignment based on Digital Terrain Model (DTM) prepared from the topographic survey information of the entire project corridor. The horizontal geometry of the roadway includes design of curves based on design speed, sight distance, super elevation and aesthetics. The vertical alignment includes design of gradient, summit, and valley curves based on permissible safe sight distance and permissible gradients. As the horizontal and vertical geometry of the project road was carried out as part of the DPR study, the same was reviewed and the necessary modification to proposed design is created. Safety is considered a major thrust area while designing the project road as the alignment passes through many built-up areas. The major areas of concerns and remedy, which are not listed as general concerns, are summarized below. Proposals for improvements are suggested by keeping in mind to mitigate these concerns.

232. The existing alignment is passing through many villages and also having many substandard curves and hence requires substantial R&R for required improvement and also the overall alignment will be longer. Hence TA consultants also agree to the proposal of the DPR consultant to realign almost 92% of the existing road. As the alignment was already approved by the GoB, during the alignment review and modification, maximum emphasis was given to retain the proposed alignment. Accordingly changes were mainly suggested on design of super elevation without modifying the horizontal alignment so that acquisition process can proceed without any hindrance. The summary of the changes suggested is given in Table below:



Table 5-2 Summary of Geometric Improvements of SH 78 DPR Design Details

Proposed Improvement S No.

Radius (m)

Transition Length

(m)

Chainage (Km)

Design Speed-DPR

(Km/h)

Super elevation

(%) Bhita Daniyavan Section

1 500 95 0+219 80 5.7 Increase SE to 7% and design speed 100km/h

2 200 0 1+622 30 2 Provide transition and increase the SE to 7%. Design speed

65km/h 3 1000 50 2+592 20 0.2 Increase SE to 4.4% and design

speed 100km/h 4 1000 50 3+347 50 1.1 Increase SE to 4.4% and design

speed 100km/h 5 400 0 3+824 50 2.8 Increase SE to 7% & provide

Transition to increase design speed to 80 km/h.

6 400 120 5+006 80 7.1 Change SE to 7% to increase design speed to 100km/h.

7 230 135 8+294 40 3.1 Increase SE to 7% to increase design speed to 80km/h



10 350 60 38+160 30 2.5 Increase SE to 7% and modify transition for design speed 80

km/h 11 350 60 38+558 30 2.5 Increase SE to 7%. for design

speed 80 km/h 12 2000 0 38+900 30 2.5 Design speed can be 100km/h. 13 2000 0 40+076 30 2.5 Design speed can be 100km/h. 14 360 135 40+849 30 2.5 Increase SE to 7% for design

100 km/h 15 360 135 41+318 30 2.5 Increase SE to 7% for design

speed 100 km/h Chandi - Sermera All horizontal curves meet required geometric standards

233. As the alignment passes through flat terrain, the proposed vertical gradient meets the

design criteria. Wherever minimum length of vertical curve for the design speed is not provided, changes are suggested to increase the vertical curve length to the required minimum.

234. Bypasses: As the alignment is already approved, geometric parameter of the alignment only was reviewed. Modifications suggested as part of the alignment is given in Bypasses



were recommended in the DPR at Sadispour, Naubatpur, Punpun, Dumri, Kansari to Mohiuddinpur, Rahui, Bind and Gopalbad.

235. Intersections: A total of 9 major intersections are required and these have to be designed for compliance with IRC standards. Layouts should invariably feature separate left and right-turning lanes protected by raised (curbed) channelizing islands. The required taper and parallel lane (acceleration and deceleration) dimensions should conform to the above standards.

5.3.4.1 Evaluation of Alignment Option – General Procedure

236. The final evaluation and selection of the preferred alignment is by means of a decision matrix. In order to evaluate the alignments effectively, well defined criteria are needed against which the alignments can be evaluated in a quantitative fashion. Within a decision matrix presented below, the salient parameters of the alignments are compared to each other and these parameters become the criteria of evaluation.

237. The criteria provide a constant "yardstick" against which meaningful comparisons can be made. In this instance, the selection criteria for the decision matrix are based on the functional requirements of the available options. To rank the options for selection, weights have been assigned to the basic evaluation factors to reflect the importance of each factor, mainly on four important aspects. These criteria are

Engineering aspects of alignment & construction costs; Social & Administrative parameters ; Environmental Impact aspect ;and Safety aspects

238. This will guide for an unbiased recommendation as the respective parameters are logically assessed for each alignment and its final results are measurable.

Under Engineering aspects & construction costs, the factors considered are: o Project road length; o Road condition in terms of utilization of existing road and realignment; o Structures – major or minor bridges; o Approximate construction cost excluding price & physical contingencies;

Under Social & Administrative parameters, the factors considered are: o Land acquisition area; and o Connectivity to towns and villages;

Under Environmental Impact, the factor considered is: o Magnitude of environmental impact

Under Safety aspect, the factor considered is: o Average safe speed

239. The project quantities have been estimated and construction costs established using unit rates derived during DPR Review.

5.3.4.2 Selection of Alignment - Selection Matrix

240. As described above, a matrix incorporating the selection parameters and their respective



weightings was used to decide between the two identified options.

241. Establishing the criterion weighting factors is an important part of the decision matrix. The weighting is assigned as per the priority and gravity of the parameter in deciding the Alignment. The weights for each criterion quantitatively describe how important each criterion is with respect to the other criteria. Obviously required features, such as Engineering Parameters, (as determined by the analysis of design parameters) are of the greatest importance, so have the highest weight. There are many different scales that can be used for assigning weights, but very few hard and fast rules exist for deciding which scale is best. However, a weighting scheme is subjective and carries logical rationale. The choice between alignments is not always clear cut, and which of the factors should take precedence is often a matter of experience and judgement. In this instance the Consultant has used his experience and judgement to assign weights for each criterion as follows:

Engineering aspects of alignment & construction costs – 66%; Social & Administrative parameters – 15% ; Environmental Impact aspect – 4% ; and Safety aspects – 15%.

Table 5-3 Alignment Evaluation - SH78 ALIGNMENT EVALUATION OF SH 78 BHITA-DHANYAWAN & CHANDI-SARMERA SECTION USING

RELEVANT ENGINEERING,LAND ACQUISITION AND SAFETY PARAMETERS

ITEM Parameter Weight

Perc

enta

ge

Option I- Along Existing

Alignment with minor

realignments

Option II- Improved

DPR alignment.

Weight of Alignment Option I

Weight of Alignment Option II

A Engineering and Construction Cost

175 66%

1 Project Road Length 60 112 100 53.57 60.00 2 Road Condition 35

a Existing Road 0.7 80 25 24.50 7.66 b New Road 0.3 32 75 10.50 4.48

3 Structures a Major or minor

Bridge (Bridge >6m) & ROB

20 21 21

20.00 20.00

4 Approximate Construction cost (WITH OUT VAT) in Million INR

60

3,500.0 3,379.0

57.93 60.00

B Social & administrative parameters

40 15%

5 Approximate Land Acquisition Cost

20 1,958.4 1,665.0

17.00 20.00

6 Connectivity to towns/villages

20 8.0 8.0

20.00 20.00

C Environmental Impact

10 4%



ALIGNMENT EVALUATION OF SH 78 BHITA-DHANYAWAN & CHANDI-SARMERA SECTION USING RELEVANT ENGINEERING,LAND ACQUISITION AND SAFETY PARAMETERS


Perc

enta

ge



realignments

Option II- Improved

DPR alignment.



7 Least Environmental Impact

10 32.0 75.0 10.00 4.27

D Safety Aspect 40 15% 8 Average safe Speed 60 40 80 30.00 60.00

265 TOTAL WEIGHTED SCORE 243.5 256.4 RANK 2nd 1st

242. The analysis confirms that Option II is preferable.

5.3.5 SH 80 Bhabhua – Adhaura (53 Km)

243. The 53km long Bhabhua – Adhaura road falls in Kaimur district of south Bihar. The project road start at Patel Chowk in the 2nd Kilometer Bhabhua – Chand – Dharauli road and ends at Adhaura, block headquarter situated on the hillock of Vindya range. The project corridor runs on plain terrain from 0 to 15.3km, hilly from 15.3 to 27 and on rolling terrain from 27 to the end of the project road. The land use along the project road is mainly of agricultural. Traffic on this road reduces when the alignment progressing towards the end as the road terminate into Adhaura village without any further connectivity. The DPR is yet to be submitted and therefore, Feasibility Study Report (FSR) submitted by ICT-PIDC JV was the basis of this engineering assessment for the project preparation.

244. The alignment of SH 80 proposed is generally following existing road alignment. In order to validate/update the FSR data, the following engineering surveys were carried out

Road Inventory Survey Pavement Condition Survey Bridge Inventory Survey

245. The salient observation of the field surveys are summarized below Single to intermediate lane width carriageway exists. Bituminous carriageway exists for entire length of the project road. Pavement condition is poor for 20km, fair for 18km and the remaining 15km is in fair to

good condition.

246. Geometric Standards: A general review and a Road Safety Auditing of the road was conducted based on layout plan submitted as part of feasibility report.

247. There are number of substandard curves exist in the present alignment which needs to be improved. The FSR indicate the design speed on some builtup sections may be limited to 60km/hr depending on the social issues. Considering the environmental impact, high cost and low traffic, TA consultant is of the opinion of retaining the existing alignment with



minimum improvement for the road section from Km 15.3 to Km 27 going through forest and in hilly terrain.

5.3.6 SH 81 Sakkadi – Nazirgunj (84.63 Km)

248. Sakkadi to Nazirganj road (SH 81) connects NH 30 to SH 15. The project road will also act as a major connecting link to NH2, which is part of the NHDP Golden Quadrilateral. This road is passing through the western side of River Son. The terrain is predominantly flat throughout its length with gradual rise in ground elevations from start to end as the contour of the area is generally slopping towards the river Ganga in the northern side. Land use of the project corridor is mostly agricultural in rural areas with few commercial establishments in builtup areas. Four bypasses have been proposed as part of the project improvement Viz. Sakkadi, Akhgaon, Nannanur and Andheri. The DPR submitted by ICT-PIDC JV was the basis of this engineering assessment for the feasibility study.

249. The alignment of SH 81 proposed in the DPR is generally following existing road alignment except at 4 bypass locations. The proposed alignment consists of many substandard curves, which include high embankment ROB approaches, and hence improvement options of substandard curves were one of major aspects covered in this feasibility study. In order to validate/update the DPR data, the following engineering surveys were carried out


250. Salient observation of the field surveys are summarized below 38 km of intermediate lane carriageway and single lane width for the remaining length. Bituminous carriageway exists except for 30km where only earthen formation exists. Pavement condition is poor -54km, fair -12km and the remaining length is in fair to

good condition.

Junction at Sakkadi

Failed Culvert

251. In addition to the above surveys, field verification / comparison of data with available past records were also carried out for the DPR survey details. The various engineering surveys conducted during the DPR study include road inventory, pavement condition, bridge inventory and condition, topographic survey, sub soil investigation and geo technical



investigation. Review details of the DPR surveys are given in Annexure 5-1.1 to Annexure 5.1.9.

252. The geometry of the existing road is found generally satisfactory except at few locations. Hence the existing alignment with minor geometric improvement is considered appropriate. The changes suggested to improve the proposed geometry is given in Table 5.4.

Table 5-4 Summary of Geometric Improvements for SH 81 DPR Design Details Proposed

Improvement S No.

Radius (m)

Transition Length (m)

Chainage (Km)

Design Speed-DPR (Km/h)

Super elevation (%)

1 600 – 2+700

35 Realignment proposed for ROB with 80Km/h speed

2 11+700 – 13+800

Bypass

3 100,100 50 20+900 – 21+400

50,35 7,5 Increase the radius to 155m for design speed of 65km/h

4 35+200 – 36+600

Bypass

5 Transition design revised at 40+600-40+900, 47+000-47+300 and 73-73+400 6 55+400 –

57+000 Bypass alignment

alternative studied. 253. Realignment 600 – 2+700: Figure 5-1 illustrates DPR alignment and realignment option

suggested by TA consultant. The proposed DPR alignment is designed through the exiting level cross with an approach design speed of 35km/h. These sharp curves are located on the high embankment approach of the ROB posing serious safety concern. In order to improve the design speed, an alignment on the right side of the existing level crossing is designed with 80km/h design speed. This alignment option proposed by the TA also avoids traffic diversion and shifting of the LC during construction and hence it is recommended.



Figure 5-1 Realignment for Sakkadi ROB

254. Bypass Alternative 55+400 – 57+000: The existing road and the built-up area are on the left side of the irrigation canal which is running almost parallel to the existing road. The proposed DPR alignment for this bypass is on the right side and hence necessitating two additional bridges. Further the design speed is also compromised to limit the bridge skew angle. In order to avoid the bridges and also to have better geometry, an alignment alternative is studied on the left side of the canal. This alignment generally passing through open land except for length of about 200m, where it is running through built-up area. Though it is passing through built-up area, it is technically more valuable due to the better geometry and economic benefit of avoiding two bridges. Figure 5-2 shows proposed alternative bypass alignment.



Figure 5-2 Realignment at Km 55

255. As the alignment is passing through plain terrain, the vertical geometry meets the required IRC standards for state highways.

256. The route selection analysis matrix prepared based on criteria similar to SH 78 is presented in Table 5-5.

Table 5-5 Alignment Evaluation - SH 81 ITEM Parameter Weight

Perc

enta

ge

Option I- Existing


realignments

Option II- Improved

DPR alignment.




175 66%

1 Project Road Length 60 86.8 84.63 58.50 60.00 2 Road Condition 35

a Existing Road 0.7 79.8 74.78 24.50 22.96 b New Road 0.3 7 9.85 10.50 7.46

3 Structures




Perc

enta

ge

Option I- Existing


realignments

Option II- Improved

DPR alignment.



a Major or minor Bridge (Bridge >6m) & ROB

20 17 17

20.00 20.00


60

2,300.0 2,428.0

60.00 56.84


40 15%

5 Approximate Land Acquisition Cost in Million INR

20 200.0 245.0

20.00 16.33


20 15.0 15.0

20.00 20.00


10 4%


10 7.0 9.9 10.00 7.11

D safety Aspect 40 15% 8 Average safe Speed 60 60 85 42.35 60.00

265 TOTAL WEIGHTED SCORE 265.9 270.7 RANK 2nd 1st

257. The option 2 is recommended as it score is 4.8 point more than the option 1 and hence it justifies the proposed improvements.

5.3.7 SH 82 Kadirgunj – Sonoho (94.32 Km)

258. The Kadirgunj – Sonoho road runs west to east and passing through Nawada and Jamui districts. All the rivers in Bihar generally run towards Ganga and hence SH 82 crosses many such rivers as it traverse west to east. The existing road has reasonably fair alignment. At present the existing road is in poor condition between Km 32 and Km 52 as the bituminous surface is in totally worn-out condition. However in this section, average 7m wide formation width with about 1.5m high embankment is available. In the remaining section, 5.5m wide bituminous carriageway with an average 1.5m wide earthen shoulder is available. The Project Road predominantly traverses through plain and rolling terrain. The first seventy kilometers (up to Khaira) of the Project Road is on a normal (1.5m) embankment. The land use along the project road is mainly of agricultural. The Feasibility Report submitted by ICT-PIDC JV was the basis of this engineering assessment for the PPTA study.



259. The alignment of SH 82 proposed in the FSR was generally following existing road alignment. In order to validate/update the FSR data, the following engineering surveys were carried out


260. The salient observation of the field surveys are summarized below Single lane width for 30km and remaining length of the road is having intermediate

lane width. Bituminous carriageway exists for entire length of the project road however it is worn

out condition for about 30km. Pavement condition is very poor for 30km and the remaining 64km is in fair condition.

261. There are number of substandard curves existing in the present alignment which needs to be improved. The project road is also passing through many builtup locations where ROW is narrow and hence land acquisition is highly difficult. The improvement measures consider minor realignments on some of the locations. The alignment is passing through Khaira Bazar, where widening/improvement along the existing alignment will invite considerable R&R issues and hence a bypass option is considered for the route analysis.

262. In general vertical alignment of the existing road meets the required standards. Low embankment is found on the initial stretches. Minimum freeboard of 0.6 to 1m from the HFL to the bottom of the subgrade level is considered for fixing the vertical alignment of the project road. These are to be ensured in the detailed design which is yet to be submitted.

5.3.8 SH 83 Bagi – Barbiga (37.3 Km)

263. The Bagi – Barbiga road starts from SH 8 at Bagi and ends on NH 82 in Barbiga. The project road is passing through Nawada and Sheikpura districts. The exiting alignment crossing Gaya – Kiul BG line three times at Km 3+011, Km 10+805 and Km 16+920. The Project Road predominantly traverses through plain and rolling terrain and the land use along the project road is mainly of agricultural. The DPR submitted by ICT-PIDC JV was the basis of this engineering assessment for the feasibility study.

264. The alignment of SH 83 proposed in the DPR was generally following existing road alignment. In order to validate/update the DPR data, the following engineering surveys were carried out.


265. The salient observation of the field surveys are summarized below Intermediate lane carriageway width exist for the entire length of the alignment Improvement works are in progress and hence good bituminous pavement is assumed

for analysis.

266. There are 75 curves exist in the proposed DPR alignment which include 63 curves with



design speed 100/80 km/h, 10 curves designed for 65km/hr and 2 curves with 50km/h. Considering the socio economic constraints, TA consultant also agrees on the reduction in design speed proposed except Wasiliganj bypass. No ROBs are recommended in the DPR study at the three level crossings with rail line based on less number of trains passing per day.

267. DPR study proposed a bypass for Warsiliganj between Km 9+550 and Km 12+450. The alignment utilises the existing single lane road and hence land acquisition is minimised. Four curves in proposed bypass alignment are designed for 65 km/h. Improvement of these substandard curves in the bypass portion to 80 km/h design speed is considered in route selection analysis.

268. Minor realignment suggested by the DPR consultant at Amvar Village between Km 28+800 and Km 29+200 meets the required IRC standards.

269. In general vertical alignment of the existing road meets the required standards. Low embankment is found on the initial stretches. Minimum freeboard of 0.6 to 1m from the HFL to the bottom of the subgrade level is considered for fixing the vertical alignment of the project road.


Table 5-6 Alignment Evaluation - SH 83


Perc

enta

ge



realignments

Option II- Improved

DPR alignment.




175 66%


a Existing Road 0.7 35.3 34.4 24.50 23.88 b New Road 0.3 2 2.9 10.50 7.24



20 4 4

20.00 20.00


60

980.0 1,058.0

60.00 55.58


40 15%


20 117.9 120.6

20.00 19.55




Perc

enta

ge



realignments

Option II- Improved

DPR alignment.




20 11.0 11.0

20.00 20.00


10 4%


10 2.0 2.9 10.00 6.90


265 TOTAL WEIGHT SCORED 267.3 273.1 RANK 2nd 1st

271. The option 2 is recommended as it score is 5.8 point more than the option 1 and hence it justifies the proposed improvements.

5.3.9 SH 84 Ghogha - Barahat (54.6 Km)

272. The project road SH 84 start from Gogha at NH 80 in Bhagalpur district and ends at Barahat on SH23 in Banka district. Project road crosses double lane BG railway track at Km 0+870 and 52+2000. ROBs are proposed at both the locations. The overall terrain is predominantly flat throughout with gradual rise in ground elevations from start to end as the contour of the area is generally slopping towards the river Ganga in the southern side. Land use of the project corridor is mostly agricultural in rural areas with few commercial establishments in builtup areas. The project alignment passes through settlements like Ghoga, Kurma Hut and Bikrampur where bypasses are proposed to mitigate the R&R issues. The DPR submitted by ICT-PIDC JV was the basis of this engineering assessment for the feasibility study.

273. The alignment of SH 84 proposed in the DPR was generally following existing road alignment except at 3 bypass locations. The proposed alignment consists of many substandard curves which include high embankment ROB approaches and hence improvement options of substandard curves were one of major aspects covered in this feasibility study. In order to validate/update the DPR data, the following engineering surveys were carried out


274. Salient observation of the field surveys are summarized below 30.6 km of intermediate lane carriageway and single lane width for the remaining

length. Bituminous carriageway exists except for 24km where existing pavement is almost



worn out. Pavement condition is poor -24km, fair - 6.6km and the remaining 25Km is in good

condition.

Poor Pavement Condition Ongoing construction

Ongoing special repair works in progress

Level Cross at Ghogha 0+870

Level Cross at Barahat 52+200

275. In addition to the above surveys, field verification / comparison of data with available past



records were also carried out for the DPR survey details. The various engineering surveys conducted during the DPR study include road inventory, pavement condition, bridge inventory and condition, topographic survey, sub soil investigation and geo technical investigation. Review details of the DPR surveys are given in Annexure 5-1.

276. The geometry of the existing road is found generally satisfactory except at few locations. Hence the existing alignment with minor geometric improvement is considered appropriate. The changes suggested to improve the existing geometry is given in Table 5-7.

Table 5-7 Summary of Geometric Improvements for SH 84 DPR Design Details

Proposed Improvement S

No. Radius (m)


Chainage (Km)


Super elevation (%)

1 0 – 2+700 50 Realignment proposed for ROB with 80Km/h speed

2 130,150 35,30 17+800 50 7 Increase radius to 230m for design speed of 80km/h

3 25+650 – 27+150

80 Realignment

4 44+500 – 45+300

80 Realignment

4 300 80 48+300 60 7 Increase the design speed to 80

5 150 50 51+350 50 7 Increase the radius to 230m for design speed of 80 km/h.

6 TA consultant also concur the design speed/ROW is restrictions proposed at builtup locations 0-0+800, 2+800-3+300, 4+400-5+200, 5+500-5+70, 8+850-9+900, 11+400-11+800, 14+500-15+100, 19+300-21+200, 22+000-22+200, 27+500-27+800, 34+200-34+400, 43+000-43+800, 45+300 to 46+600, 50+300-50+800.

277. Realignment for Ghoga ROB (0+00 – 2+200): The proposed DPR alignment is passing through congested Gogha builtup and also design speed is compromised to 35 km/h at 0+460. On request of BSRDCL to improve the design speed, avoid the heavy builtup and skew proposed in the DPR alignment, an alignment on the left side of the existing road is examined. This alignment also shifts the Junction towards left so that social impact on Junction improvement also will be minimised. The alignment proposed by the TA also avoids traffic diversion and shifting of the LC during construction and hence it is recommended. Figure 5-3 illustrates the DPR alignment and realignment options suggested by the TA consultant.



View of Ghoga side alignment of SH 84 SH 84 alignment after LC at 0+870

Figure 5-3 Ghoga ROB realignment

278. As the alignment is passing through plain terrain, the vertical geometry meets the required IRC standards for state highways. Rising of formation level is recommended to ensure minimum free board above HFL.

279. The route selection analysis matrix prepared based on criteria similar to SH 78 is presented in

280. Table 5-8.

Start




Per

cent

age Option I- Along

Existing Alignment with minor minimum

realignments

Option II- Improved

DPR alignment.




175 66%


a Existing Road 0.7 51.6 50.6 24.50 24.03 b New Road 0.3 3 4 10.50 7.88


Bridge & ROB 20

14 16 17.50 20.00

4 Approximate Construction cost in Million INR

60 1,600.0 1,887.0

70.76 60.00


40 15%


20 112.2 113.2 20.00 19.82


20 7.0 7.0 20.00 20.00


10 4%


10 3.0 4.0 10.00 7.50



281. The Option 2 is recommended as it score 4.1 point more than Option 1.

5.3.10 SH 85 Akbhar Nagar -Amarpur (34 Km)

282. SH 85 starts from Akbarpur in Bhagalpur district and ends at Amarpur in Banka districts. This road is crossing major BG double line near Akbarpur. The overall terrain is predominantly flat throughout with gradual rise in ground elevations from start to end as the contour of the area is generally slopping towards the river Ganga in the southern side. Land use of the project corridor is mostly agricultural in rural areas with few commercial establishments in builtup areas. The project alignment passes through settlements like Sirampur, Pachrukhi, Sahkund, Kusmaha, Pawai, Bikrampur and Mahadevpur. Project



road crosses double lane BG railway line at Km 0+150 and about 40 trains are passing through this line hence an ROB alignment is examined. The DPR submitted by ICT-PIDC JV was the basis of this engineering assessment for the feasibility study.

283. The alignment of SH 85 proposed in the DPR is generally following existing road alignment except at 3 bypass locations. In order to validate/update the DPR data, the following engineering surveys were carried out


284. Salient observation of the field surveys are summarized below 18 km intermediate lane carriageway and remaining 16km single lane width. Bituminous carriageway exists for the entire length of the alignment. However

bituminous surface is in worn out condition for nearly 18 km Pavement condition is poor –18 km, fair – 7 km and 9 km is in good condition.

Akbar Nagar Junction

Amarpur Junction

Poor Pavement Condition Special Repair Works in Progress

285. In addition to the above surveys, field verification / comparison of data with available past



records were also carried out for the DPR survey details. The various engineering surveys conducted during the DPR study include road inventory, pavement condition, bridge inventory and condition, topographic survey, sub soil investigation and geo technical investigation. Review details of the DPR surveys are given in Annexure 5.1.1 to Annexure 5.1.9.

286. The geometry of the existing road is found generally satisfactory except at few locations. Hence the existing alignment with minor geometric improvement is considered appropriate.

287. TA consultant also concur the design speed/ROW restrictions proposed at built-up locations 5+800-6+500, 8+600-9+100, 9+600-10+550, 11+640-11+900, 15+530-16+000, 17+720-21+000, 23+000- 24+800.

288. ROB alignment for Akbar Nagar ROB (0+00 – 1+300): About 40 trains/day passing through this BG line and hence possibility of an ROB alignment is studied. The major constraint in fixing the alignment is the insufficient approach length on the Akbarnagar side of the crossing, which is only 150m and is not sufficient to accommodate the IRC stipulated gradient. Two options are studied by shifting the Akbar Nagar Junction towards right side of the alignment to obtain the required approach length. Among the two options illustrated in Figure 5-4 and Figure 5-5, Option 2 is recommended due to better design speed.

AkbarNagar Level Crossing

Figure 5-4 Alignment for Akhbar Nagar ROB Option 1



Figure 5-5 Alignment for Akhbar Nagar ROB Option 2

289. As the alignment is passing through plain terrain, the vertical geometry meets the required IRC standards for state highways. Rising of formation level is recommended to ensure minimum free board above HFL.






Perc

enta

ge Option I- Along

Existing Alignment with

minor minimum

realignments

Option II- Improved

DPR alignment.




175 66%

1 Project Road Length

60 34 34 60.00 60.00

2 Road Condition 35 a Existing Road 0.7 32.95 32.5 24.50 24.17 b New Road 0.3 1.05 1.5 10.50 7.35



20 5 6

16.67 20.00


60

820.0 924.0 60.00 53.25


40 15%


20 69.1 69.5 20.00 19.87


20 8.0 8.0 20.00 20.00


10 4%


10 1.1 1.5 10.00 7.00

D Safety Aspect 40 15% 8 Average safe

Speed 40 55 75 29.33 40.00


291. Both options scores are very close with changes in weighting can affect the outcome. Considering the need for ROB, Option 2 is recommended. The difference in score is marginal due to the increase in cost of option 2 due to ROB and the realignment.



5.3.11 SH 86 Saraiya - Motipur (28.33 Km)

292. The project road Saraiya to Motipur (SH-86) constitutes a very important connection between NH-28 and NH-102 serving as a bypass to Muzapharpur town. The project section takes off from NH-102 at Saraiya and travels towards south to end at Motipur on NH-28. The overall terrain is predominantly flat throughout with gradual rise in ground elevations. Land use on the project corridor is mostly agricultural in rural areas with few commercial establishments in built up areas. The DPR submitted by ACPL-CETEST JV was the basis of this engineering assessment for feasibility study.

293. The alignment of SH 86 proposed in the DPR is generally following existing road alignment except at some of the bridges. The proposed alignment consists of many substandard curves and hence improvement options of substandard curves were one of major aspects covered in this feasibility study. In order to validate/update the DPR data, the following engineering surveys were carried out


294. Salient observation of the field surveys are summarized below Single lane bituminous carriageway exists for the entire alignment. Bituminous pavement of poor to very poor condition is observed mostly. The carriageway widths of all the six existing bridges are less than 5m.

Poor pavement condition

Rehabilitation of Bridge at 25+550

295. In addition to the above surveys, field verification / comparison of data with available past records were also carried out for the DPR survey details. The various engineering surveys conducted during the DPR study include road inventory, pavement condition, bridge inventory and condition, topographic survey, sub soil investigation and geo technical investigation. Review details of the DPR surveys are given in Annexure 5.1.5.

296. The geometry of the existing road is found generally satisfactory except at few locations. Hence the existing alignment with minor geometric improvement is considered appropriate. The changes suggested to the DPR design to improve the existing geometry is given in Table 5-10.




Proposed Improvement S

No. Radius (m) Transition Length (m)

Chainage (Km)

Design Speed-DPR(Km/h)

Super elevation (%)

1 0 – 0+450 Realignment proposed.

2 110 55 1+825 50 7 Increase the radius to 230m.





7 300,200,250 12+900 – 13+275

80 7 Single curve with skew crossing on the d/s of existing bridge.

8 200,60,60,150 15+850 – 16+500

50 7 Skew crossing with flat curve.

9 75,90,150,300 23+350 – 23+950

50 7 Skew crossing with flat curve.

10 90 25+200 50 7 Increase the curve radius.

297. Realignment 0 – 0+450: Considerable parking and pedestrian movement is noticed at the Saraiya Junction. Improvement of this junction to meet the required IRC standards is practically impossible due to the presence of Saraiya River and bridge on the left side. Left side of the embankment needs to be protected for a length of 300m due the river Saraiya running on the left side of the project road. Further mix land use of residential and shops are observed along the right side of this stretch. Considering the above constraints, a realignment option on the right side of the project road by shifting the start junction by about 500m from the present junction is also examined. Final alternative of this stretch was identified based on the cost comparison, social issues on acquiring agricultural land etc. The proposed realignment is presented in the Figure 5-6.



Start point of SH 86 at Saraiya Km0/0

Embankment protection at Km 0/100

Start point of proposed Saraiya realignment

End point of the proposed Saraiya realignment



Figure 5-6 Realignment at Saraiya.

298. As alignment is passing through flat terrain, gradients of the present road meet the design standards except at approaches of few CD works. However minimum free board from the high flood level is not maintained in general and rising of the vertical profile is recommended at low embankment stretches.

299. Junctions: A total of 9 major junctions are required and these have to be designed for compliance with IRC standards. Four lane improvements are in progress on NH28. Coordination with NHAI is necessary for provision of median opening/VUP at the right location for Motipur junction.





Per

cent

age Option I- Along


realignments

Option II- Improved

DPR alignment.




175 66%


60 28.33 28.204 59.73 60.00

2 Road Condition 35 a Existing Road 0.7 27.8 26.454 24.50 23.31 b New Road 0.3 1.3 1.75 10.50 7.80



20 5 6

20.00 20.00


60

1,450.0 1,514.0

60.00 57.46


40 15%


20 182.4 179.7

20.00 20.30


20 8.0 8.0

20.00 20.00


10 4%


10 1.3 1.8

10.00 7.43

D Safety Aspect 40 15% 8 Average safe

Speed 40 45 76 23.68 40.00


301. Option II is recommended as it scores higher.



5.3.12 SH 87 Runnisaidpur - Bhiswa (67.787 Km)

302. SH 87 Runnisaidpur Bhiswa road connects many villages in northern portion of Bihar to Mohammadpur, Patna and other parts of the state through NH77. The project road starts at Runnisaidpur at NH77 and terminates at Bhiswa market en-route major settlements viz. Nanpur, Pupri, Bajpatti and Parihar. The terrain is predominantly flat throughout with gradual rise in ground elevations from start to end as the contour of the area is generally slopping towards the river Ganga in southern side. Land use on the project corridor is mostly agricultural. The project road is located in a moderate rain fall area and the annual rainfall ranges from 1100 to 1300mm. The temperature of the area varies from 9 to 40oC. Community settlements are noticed in 22 locations at Torma, Mahasol, Gourichatti, Sarifpur, Koyali, Mahabir, Nanpur, Chainpura, Balaha Muksudhan, Basudevpur, Rasulpur, Birak, Sursan, Barahi Market, Sisotia, Parihar Market, Sonapatti, Chantola, Sishua, Musharnia, Bhisnupur, Khairwa and Bhiswa aggregating 38.363 Km which is about 56.6% of the project road length. Existing road is of single lane to intermediate lane configuration and its condition is predominantly very poor. As the project road consists of many sharp curves and those are generally located at the builtup locations, design standards may required to be compromised for minimizing social impact. The DPR submitted by ACPL-CETEST JV was the basis of this engineering assessment for feasibility study.

303. The alignment of SH 87 proposed in the DPR is generally following existing road alignment. The proposed alignment consists of many substandard curves and hence improvement options of substandard curves were one of major aspects covered in this feasibility study. In order to validate/update the DPR data, the following engineering surveys were carried out


304. Salient observation of the field surveys are summarized below 55 km Single lane, 14 km of intermediate lane carriageway and 1 km two lane

carriageway exists. Pavement condition is poor -40km, fair - 24km and the remaining 3Km is in good

condition



Runnisaidpur Junction Poor Pavement Condition

View of Level Crossing


306. Geometric Standards - Review: The DPR study proposed 36 curves with design speed below 80 km/h which include 21 curves with 65 km/h design speed and 13 curves with 50km/h design speed. Considering the safety of pedestrian and social impacts on acquiring lands, the reduction in design speed at these locations is justified.


308. The route selection analysis matrix prepared based on criteria similar to SH 78 is



presented in Table 5-12.


Per

cent

age Option I- Along


realignments

Option II- Improved

DPR alignment.




175 66%


60 66 67.787 60.00 58.42

2 Road Condition 35 a Existing Road 0.7 58 54.537 24.50 26.06 b New Road 0.3 8 13.25 10.50 6.34



20 33 29

17.58 20.00


60

3,100.0 3,277.0

60.00 56.76


40 15%


20 369.6 380.0

20.00 19.45


20 22.0 22.0

20.00 20.00


10 4%


10 8.0 13.3

10.00 6.04

D safety Aspect 40 15% 8 Average safe

Speed 40 45 74 24.32 40.00


309. Option II is recommended as it scores higher and provides better level of service.



5.3.13 SH 88 Baruna Bridge - Rasiyari (124.2 Km)

310. SH 88 starts from Baruna Bridge on NH 103 in Samastipur district and run towards north to end at Rasiyari in Darbhanga district. The terrain is predominatly plain with gradual rise in elevation from south to north. As the project road has many sharp curves e generally located at built-up locations, design standards are compromised for minimizing social impact. The project road alignment overlaps with NH 28 at Dalsingh Sarai and with SH55 after Singhia Ghat Village. The project road pass through 15 villages covering a length about 37 km through the villages. The feasibility study report submitted by ACPL-CETEST JV was the basis of this engineering assessment for this study.

311. The alignment of SH 88 proposed in the FSR is mostly following existing road alignment. The proposed alignment consists of many substandard curves and hence improvement options of substandard curves were one of major aspects covered in this feasibility study. In order to validate/update the DPR data, the engineering surveys were carried out including road inventory survey, pavement condition survey and bridge inventory survey.

312. Salient observation of the field surveys are summarized below 71 km Single lane, 30 km of intermediate lane and 13 km two lane carriageway exists. Pavement condition is poor -42km, fair - 15km and the remaining 67Km is in fair to

good condition

313. In addition to the above surveys, field verification / comparison of data with available past records were also carried out for the DPR survey details. Various engineering surveys conducted during the DPR study include road inventory, pavement condition, bridge inventory and condition, topographic survey, sub soil investigation and geo technical investigation. Review details of the DPR surveys are given in Annexure 5.1.6.

314. Geometric Standards - Review: The feasibility study by the DPR consultant identified major areas of geometric improvements at bridge approaches and built-up locations.

315. In order to minimise sub standard curves and R&R issues, bypasses/ major realignments are required at Muktiyarpur(13-14), Dalsing Sarai(18-22.5), Kharaj Village(56-56.8), Mahesinghia Village(63.7-65.3), Jaganathpur Village(71-72.5), Behera Market(97.6-103) and Pohadi, Bharampura & Ghyanshyampur (114-123.35). In addition to above bypass locations, minor realignments are required at 32 locations aggregating 23.7km.


5.3.14 SH 89 Siwan - Siswan (33.221 Km)

317. The project road Siwan - Siswan (SH-89) constitutes a very important connection between NH 85 and the MDR, Tejpur – Majhi – Seiswan – Barauli road serving as a bypass. The terrain is wholly in plain terrain and is passing through Rural (Non-urban) as well as scanty urban to semi-urban areas. Land use on the project corridor constitutes 45% of urban to semi urban type comprising residential and commercial use and remaining 55% for



agricultural purposes. The DPR submitted ACPL-CETEST JV was the basis of this preliminary design.

318. The alignment of SH 89 proposed in the DPR is generally following existing road alignment. The proposed alignment consists of many substandard curves and hence improvement options of substandard curves were one of major aspects covered in this feasibility study. In order to validate/update the DPR data, the following engineering surveys were carried out


319. Salient observation of the field surveys are summarized below: Single lane bituminous carriageway exists for the entire alignment. Bituminous pavement of poor to very poor condition is observed for most of the project

stretch. Brick soling also observed at some builtup stretches. The carriageway widths of all four existing minor bridges are below 5m. Width of

major bridge at 28+400 is 7m.

Poor pavement condition at Km 3

Brick Soling at Km 9

320. In addition to the above surveys, field verification / comparison of data with available past records were also carried out for the DPR survey details. Various engineering surveys conducted during the DPR study include road inventory, pavement condition, bridge inventory and condition, topographic survey, sub soil investigation and geo technical investigation. Review details of the DPR surveys are given in Annexure 5.1.7.

321. The geometry of the existing road is found generally satisfactory except at few locations. Hence the existing alignment with minor geometric improvement is considered appropriate. The changes suggested to improve the existing geometry is given in the Table 5-13.




Proposed Improvement S No.

Radius (m)


Chainage (Km)


Super elevation (%)

1 0+0 – 2+250 50 Realignment recommended. Ref figure 5.7 and 5.8

2 200, 60,100

5+750 – 6+000

50 Realignment recommended. Ref figure 5.9

3 250,200 20 21+400 – 21+600

60 Proposed geometry is inferior to the existing. Construction of bridge on existing alignment recommended.

4 200 25 22+080 60 Proposed geometry is inferior to the existing. Construction of bridge on existing alignment recommended.

5 200 40 25+850 60 7 Proposed geometry is inferior to the existing. Construction of bridge on existing alignment recommended.

7 26+200 – 28+000 60 Speed restriction suggested by DPR is agreed with traffic calming measures.

Sharp Curve at Km 0+750

Sharp Curve at Km 1+35

322. Realignment for initial stretch from Km 0+00 to Km 2+225: The project road alignment at this stretch is passing through crowded market area and it is practically difficult to improve many substandard curves exist in this section due to the presence many shops and other buildings. Further this section pass through one railway level crossing and construction of ROB at this location is not recommended in the DPR due to lesser number of gate closures. The same railway line also crosses the NH85 about 400m from the project start junction at Km 0+00 with NH85. In order to avoid construction of separate ROB for NH and the project road, shifting of the start point before the railway crossing of NH85 is considered for the realignment option. Accordingly a realignment option mainly passing through open areas is identified with geometry satisfying the design standards. The



realignment proposed by the DPR consultant is presented in Figure 5-7 and the proposed realignment based on this study is presented in Figure 5-8.

Maharaja Gunj Market at 1+500

Railway Level Crossing at 1+900

Figure 5-7 Realignment options by DPR Consultant



Figure 5-8 Proposed Realignment

323. Realignment of stretch from Km 5+750 to 6+000: Presence of heavy builtup area, religious structures and narrow right of way limits the geometric improvement option of this section. Open land is available on the left side of the project road and hence realignment of this section on the left side of the project road is proposed to avoid the dangerous S-curve. The proposed alignment is presented in Figure 5-9.

324. As the alignment is passing through flat terrain, gradients of the present road meet the design standards. However minimum free board from the high flood level is not maintained at some stretches between Km 15 to 28 and hence raising of the vertical at these stretches are recommended



Sharp reverse curve and Mosque at Km 5+85

Figure 5-9 Realignment at Km 5+800 325. Junctions: A total of 5 major junctions are required and these have to be designed for

compliance with IRC standards. Layouts should invariably feature separate left and right-turning lanes protected by raised (curbed) channelizing islands. The required taper and parallel lane (acceleration and deceleration) dimensions should conform to the above standards. List of junctions along the project road is given in



326. Table 5-14.



Table 5-14 List of Junctions along SH89 Joining road Station (km) Junction Type Start of the Project Road at Siwan (NH-85) 0.000 X Junction.

At Siwan Market 1.855 T Junction

Daranda Andar road 16.995 X Junction

Chhapra Road 26.800 T Junction

End of the project road at siswan 33.221 T Junction

327. The route selection matrix prepared based on criteria similar to SH 78 is presented in Table 5-15.


Per

cent

age Option I- Along

Existing Alignment with minor minimum realignments

Option II- Improved

DPR alignment.



A Engineering and Construction Cost 175 66%

1 Project Road Length 60 34 32.5 57.35 60.00 2 Road Condition 35

a Existing Road 0.7 33.5 30.5 24.50 22.31 b New Road 0.3 0.5 2 10.50 2.63


Bridge & ROB 20 7 8 20.00 20.00


60 1,200.0 1,211.0 60.00 59.45


40 15%


20 313.9 292.2 18.62 20.00

6 Connectivity to towns/villages 20 19.0 18.0 20.00 18.95

C Environmental Impact 10 4%

7 Least Environmental Impact 10 98 94 10.00 9.5





5.3.15 SH 90 Mohammadpur - Chapra (68.5 Km)

328. SH 90 Mohammadpur – Chapra roads forms a shorter link between NH101 and NH19. Once developed the project road will act as better connectivity for traffic originating locally as well as long distance traffic from NH28, which is part of East-West corridor of NHDP. The overall terrain is predominantly flat throughout with gradual rise in ground elevations. Land use along the project corridor is mostly agricultural in rural areas with few commercial establishments in built up areas. The DPR submitted by ACPL-CETEST JV was the basis of this engineering assessment for feasibility study.

329. The alignment of SH 90 proposed in the DPR mostly follow existing road alignment. The horizontal alignment meets IRC requirement for the entire length of the alignment except at km 52/100 -52/500 where design speed is reduced to 65 kmph. Considering the nature of built-up area, the speed restriction proposed is agreed. In order to validate/update the DPR data, the following engineering surveys were carried out


330. Salient observation of the field surveys are summarized below Carriageway width of 52 km is single lane, 7 km is intermediate lane width and

remaining 10 km is having two lane width. Pavement condition of the project road is varying with 37 km poor, 27 km fair and

balance 6 km in good condition.

Poor pavement condition

View of Concrete Pavement


332. The TA consultant also concur the proposed horizontal alignment by the DPR consultant.

333. The proposed vertical alignment is agreeable except at the following locations. From Km 16/2 to 16/6, the proposed vertical alignment shall be revised to avoid ponding.



334. Junctions: 3 major junctions are required as part of the project road improvement. Based on the peak hour truning volume count, at grade intersections as per IRC guidelines are recommended.

View of Junction at Chapra




Perc

enta

ge



realignments

Option II- Improved

DPR alignment.





a Existing Road 0.7 68 67.98 24.50 24.49 b New Road 0.3 0.5 0.52 10.50 10.10


Bridge & ROB 20 13 13 20.00 20.00


60 2,410.0 2,420.0 60.00 59.75


40 15%


20 346.0 346.1 20.00 19.99




Perc

enta

ge



realignments

Option II- Improved

DPR alignment.




20 13.0 13.0 20.00 20.00


7 Least Environmental Impact 10 0.5 0.5 10.00 9.62



336. Option II is recommended as it provides better level of service.

5.3.16 SH 91 Birpur – Udai Kishanganj (101.704 Km)

337. SH 91 Birpur to Udakishanganj provides lifeline connectivity for many villages enroute by the project road. This road is passing through the Kosi river flooding zone and hence development of an all season road with high level bridges is one of the primary needs of the area. Once developed the project road will act as a better connectivity for traffic originating locally as well as long distance traffic from Nepal border to south Bihar and beyond. The terrain is predominantly flat throughout with gradual fall in ground elevations from start to end as the contour of the area is generally slopping towards the river Ganga in southern side. Land use along the project corridor is mostly agricultural. Community settlements are noticed in 13 locations at Birpur, Hridayanagar, Balua, Bhimpur Halt, Chhatapur, Kariyapatti, Jadia, Tikulia, Mirganj, Muraliganj Market, Bihariganj Market and Udakishanganj aggregating 8.67Km. The DPR submitted by ACPL-CETEST JV was the basis of this engineering assessment for feasibility study.

338. The alignment of SH 91 proposed in the DPR iss generally following existing road alignment. In order to validate/update the DPR data, the following engineering surveys were carried out


339. Observation of the field surveys are summarized below Carriageway width of 24km is single lane, 80 Km intermediate width and remaining

length is having two lane width. Pavement condition of the project road is varying with 42Km poor, 46Km fair and

balance in good condition.



Washed off road section

Washed Off Bridge


341. The DPR study proposed 49 curves with design speed below 80 km/h which include 36 curves with 65 km/h design speed and 13 curves with 50km/h design speed. Considering the safety of pedestrian and social impacts on acquiring lands, the TA also agrees on the reduced speed proposed where it is also recommended to improve the road safety by providing proper traffic control measures.

342. An alternative alignment is studied for bridge at 15+320 to improve speed and the skew angle. The alternative alignment designed by the TA consultant is shown as Figure 5-10. This alignment is designed for 80Km/h speed and also avoid the irrigation structure on the existing alignment.



Figure 5-10 Proposed alignment at Km 15+320

343. The vertical profile for the entire length of the alignment is found flat and the proposed gradient is below the IRC stipulated maximum gradient. It is noticed that the road profile is raised throughout the alignment including builtup locations. Rising of road profile in village areas will cause adverse environmental and social impact on people residing along the alignment and recommended to avoid. As the raising of road above the freak flood due to Kosi breach is considerably expensive, TA consultant is of the opinion that the road top level shall be fixed based on normal flood level with adequate free board to subgrade bottom. The flooding situation may later improve if proper flood control measures are built along Kosi River. The issue was further discussed in the joint meeting with BSRDCL and it was decided by the BSRDCL to consider only normal flood level for the design of vertical profile of the road.



View of Birpur Junction

344. The route selection matrix prepared based on criteria similar to SH 78 is presented in Table 5-17.



Perc

enta

ge Option I-

Along Existing Alignment with minor minimum

realignments

Option II- Improved

DPR alignment.




1 Project Road Length 60 103 101.704 59.25 60.00 2 Road Condition 35

a Existing Road 0.7 100 95.904 24.50 23.50 b New Road 0.3 3 5.8 10.50 5.43


Bridge & ROB 20 31 32 19.38 20.00


60 3,500.0 3,627.0 60.00 57.90


40 15%


20 536.0 549.1 20.00 19.52




Perc

enta

ge Option I-

Along Existing Alignment with minor minimum

realignments

Option II- Improved

DPR alignment.




20 13.0 13.0 20.00 20.00


7 Least Environmental Impact 10 3.0 5.8 10.00 5.17



5.4 ROAD CROSS SECTION

345. Standards adopted for road cross sections are explained in Chapter 2. Generally 2 lanes with 1.5m gravel shoulder and 1m earthen shoulder is adopted as the minimum cross sectional configuration for all the roads. However requirement of paved shoulder is analysed based on design service volume criteria and suggested paved shoulder for roads in which traffic exceed 15000 PCU within design period. The details of cross section adopted for each road are given in Table 5-18.

Table 5-18 Adopted Road Cross Section

Sl.No Road Number Name of The Project Road Section From To Option

Considered

1 SH 80 Bhabhua - Aghaura 0+000 53+000 2L+GS+ES 2 SH 81 Sakkadi - Nasrigunj 0+000 86+800 2L+GS+ES 3 SH 82 Kadirganj - Sono Road 0+000 94+000 2L+GS+ES 4 SH 83 Bagi - Barbigha 0+000 37+300 2L+GS+ES 5 SH 84 Ghogha - Barahat 0+000 54+600 2L+GS+ES 6 SH 85 Akbarnagar - Arnapur 0+000 34+000 2L+GS+ES 7 SH 86 Saraiya - Motipur 0+000 28+33 2L+PS+ES 8 SH 87 Runisaidpur - Bhiswa 0+000 64+75 2L+GS+ES 9 SH 88 Varuna Bridge (NH 103) - Rasiyari 0+000 39+245 2L+GS+ES

10 SH 88 Varuna Bridge (NH 103) - Rasiyari 39+245 84+302 2L+PS+ES 11 SH 88 Varuna Bridge (NH 103) - Rasiyari 84+302 127+373 2L+GS+ES 12 SH 89 Siwan - Siswan 0+000 33+000 2L+GS+ES 13 SH 90 Mohammadpur – Chapra 0+000 52+600 2L+GS+ES 14 SH 90 Mohammadpur – Chapra 52+600 64+700 2L+PS+ES 15 SH 91 Birpur - Udakishunganj 0+000 51+200 2L+PS+ES



Sl.No Road Number Name of The Project Road Section From To Option

Considered

16 SH 91 Birpur - Udakishunganj 51+200 79+500 2L+PS+ES 17 SH 91 Birpur - Udakishunganj 79+500 106+390 2L+GS+ES

Legend: 2L+GS+ES – 2 Lane with 1.5 Natural Gravel Shoulder and 1 m Earthen Shoulder; 2L+PS+ES – 2 Lane with 1.5 Paved Shoulders and 1 m Earthen Shoulder

5.5 MATERIAL AND GEOTECHNICAL INVESTIGATIONS

5.5.1 GEOLOGY OF THE STATE OF BIHAR

346. Bihar state is located in the eastern part of India between latitude 21°-58'-10" N ~ 27°-31'-15" N and longitude 82°-19'-50" E ~ 88°-17'-40" E. Bihar's land has average elevation above sea level is 173 feet. The Ganga basin in the Himalayan foreland is a part of the world’s largest area of modern alluvial sedimentation and supports over 200 million people. The Indo-Gangetic plain in Bihar consists of a thick alluvial mantle of drift origin overlying in most part the Shiwalik and older tertiary rock. The soil is mainly young loam rejuvenated every year by constant deposition of silt, clay and sand brought by different streams but mainly by floods in Bhar. The most common soil in Bihar is Gangetic alluvium of Indo-Gangetic plain region, Piedmont Swamp Soil which is found in northwestern part of West Champaran district and Terai Soil which is found in northern part of Bihar along the border of Nepal, clay soil, sand soil and loamy soil are common in Bihar. The state is drained by the Ganges River, including northern tributaries of other river. The Bihar plain is divided into two unequal halves by the river Ganga which flows through the middle from west to east. Other Ganges tributaries are the Son, Budhi, Gandak, Chandan, Orhani and Falgu. The Himalayas begin at foothills a short distance inside Nepal but significantly influence Bihar's landforms, climate, hydrology and culture. Central parts of Bihar have some small hills, for example the Rajgir hills. The Himalayan Mountains are to the north of Bihar, in Nepal.

347. The geology of the area constitutes the highest alluvial plain in the domain of the Himalayan Rivers to the north of the Ganga. It is a part of the Great Gangetic Basin. The basin was formed during late Paleogene-Neogene times and is related to the upheaval of the Himalayas vis a vis flexural down warp of the Indian Lithosphere under the supracrustal load of the Himalayas (Wadia, 1961). Geophysical studies and data available in the Ganga basin include gravity, seismic and aeromagnetic surveys coupled with some deep drilling carried out by ONGC for oil explorations. The thickness of the alluvium is nearly 6km near the foothill zone and decreases gradually towards the south. Geophysical surveys show that the metamorphic basement exhibits a number of ridges and basins (Figure 5-11).

348. The Ganga basin is characterized by three subsurface ridges, i.e., Delhi-Haridwar ridge in the west, Faizabad ridge in the middle and Monghyr-Saharsa ridge in the east. There are two important depressions in this area, namely the Gandak and the Sarda deep. The foreland sediments rest on these basement ridges. In the area between the Delhi-Haridwar ridge and the Faizabad ridge the sediments rest on Late Proterozoic unmetamorphosed sediments, which are part of Vindhyan basin in the south and the Krol basin sediments lie on a thick succession on Gondwana rocks.



Figure 5-11 Subsurface Geology and Tectonic framework of upper and middle Ganga basin; numbers indicate major subsurface faults identified by Geophysical surveys (based on Sastri et.al. 1971, Rao 1973, GSI 2000)

349. Relatively little is known about Quaternary alluvial history of the middle Ganga plains (Bihar region) and the organization of the deposits, in part because few natural exposures exist. The channels are not deeply incised in this area and exposed bank sediments are those of the modern, aggrading floodplain system, rather than that of earlier Holocene or late Pleistocene sediments. Subsurface data from the Kosi Fan show a sheet of gravel and sand >60m thick capped by a surficial unit of sand and mud, typically upto 10m thick but locally upto 40m. The lower units are interpreted as a braided-river deposit and the upper units are megafan sweeps succession, generated by migration of the active zone of smaller channels across the fan. No age dates presently constrain the timing of these events.

350. Shallow alluvial stratigraphy of the Baghmati river plains in the Kosi-Gandak interfluves reveals the presence of 30-50m of mud with thin sand layers (2-3m) representing crevasse deposits. Flood-plain accumulation estimates of 0.7-1.5mm/year in the north Bihar plains over the past about 2400 years imply rapid aggradations during late Holocene. These rates are much higher than those documented for the other near-surface parts of the Ganga plains.

351. Sinha et.al. analyzed borehole records down to about 100m and found that the modern anabranching reach of the Baghmati in north Bihar plains is underlain by thick sand units (typically 10-25m) and thick mud units (upto 25m), with widths of some channel bodies constrained to less than a few kilometers, probably much less. Extrapolation of near



surface flood plain accumulation rates to these mudstones suggest that channels were stably positioned for tens of thousands of years, allowing thick fine-grained units to build up. Repeated reoccupation of drainage lines with depths comparable to those of modern channels may have promoted the creation of thick channel bodies. The floodplain deposits probably include both repeated (seasonal) flood deposits, from floods such as those that inundate the Baghmati plains in most years, and avulsion deposits into floodplain lakes (Tals).

352. The flood plains south of Ganga, William and Clarke (1984, 1995) described alluvial sequences in the Belan and Son valleys ranging in the age from middle Pleistocene to Holocene. A comparison of these sequences with those in the upper Gangetic plains describes the recognition of a widespread discontinuity predation 10ka in the form of reworked Aeolian deposits capping the alluvial succession. It is suggested that bulk of Aeolian deposits accumulated during the LGM period when the river levels were low.

5.5.1.1 River Systems and Major Fluvial Processes in the Ganga Plains in Bihar

353. The east-west trending Ganga plains are the surface expression of the Himalayan foreland basin and are drained by a number of north-south trending river systems in a varied climatic setting (Figure 5-12). The normal annual rainfall in the Ganga plain varies from 600mm to more than 1600mm. In general, the western part of the Ganga plains receives less rainfall (from 600 – 1400mm) in comparison to the eastern parts (900 - >1600mm). Further, the northern part of the plains area receives higher rainfall than the southern part. The temperature in Ganga plains varies from 5 to 25 C in the winter and from 20 to more to more than 40 C during summer seasons.

Figure 5-12 Major drainage and rainfall distribution across the Upper (UGP), Middle (MGP) and Lower (LGP) Ganga plains (Singh 1994)

354. The primacy of three distinct types of fluvial systems in the evolution of Ganga plains has been recognized, each characterized by different source area characteristics, viz mountain-fed, foothills-fed and plains-fed. Mountain-fed rivers such as the Ganga, Gandak and Kosi are generally multi-channel, braided systems, characterized by discharge and sediment loads that are many times higher than those of the single-channel, sinuous foothills-fed and plains-fed river systems. They also transfer a large quantity of sediments from their high relief catchments to the plains and consequently



form large depositional areas (megafans). The foothills-fed (e.g., Baghmati, Rapti) and plains-fed (e.g., Buri Gandak, Gomti) rivers derive their sediments from the foothills and from within the plains and a large proportion of this material is re-deposited in the plains after local reworking (Figure 5-13).

Figure 5-13 The Gandak river bank in north Bihar plains as an example of attached floodplains

355. In a geomorphic perspective, each of these fluvial systems has characteristics geomorphic units, such as channel belt, floodplain, dissected plain and piedmont plain. These units themselves consist of different geomorphic elements, e.g. active/inactive channels, lake/swamps, gullies and eolian features. This consequently characterizes the plains to be dominantly aggradational or degradational. Such geomorphic diversity is attributed to differences in stream power of the rivers draining the plains and sediments supply from the catchment areas which, in turn are controlled by varied climatic and tectonic settings.

356. The alluvial rivers in the Ganga plains occupy narrow valleys which are separated by large interfluves. The process of controlling the valley formation and filling in the Gangetic plains are extremely variable in space. Near the Himalayan front, both tectonic and climatic factors have been responsible for valley formation and incison. On the contrary the strong incised valleys in the western and southern plains have mainly been controlled by climatic factors since tectonic activity and subsidence have been minimal in these regions.

5.5.2 Methodology

5.5.2.1 Geotechnical Investigations

357. In order to evaluate subsoil characteristics and to establish engineering properties of the soils encountered within the zone of influence of foundations of various structures along all the proposed state highways, subsoil investigation programs had been devised and



carried out by the DPR consultants.

358. Subsoil exploration works have been primarily undertaken by conducting boreholes generally using Shell and Auger method, with few exceptions where shallow depth Trial Pits have been undertaken. Chiseling has not been required since the boreholes have been advanced maximum up to depth of 30-35m whereby rock strata is not encountered in none of the projects envisaged by BSRDCL Phase II projects. Diameter of the boreholes adopted were 150mm and size of the drill holes were standard NX size.

359. During the advancement of the boreholes the investigation comprised of field studies by conducting Standard Penetration Tests and collecting disturbed soil samples from various strata at regular intervals for identification, classification logging and further laboratory test on the samples. Undisturbed samples are also collected at suitable intervals or change of strata locations wherever found relevant and preserved for further laboratory tests.

360. Trial pits (typically 3-4m depth) have also been undertaken occasionally as evident from the draft DPR at some of the culvert locations where deeper subsoil conditions are presumed to be competent enough to support the superimposed loads from the proposed structure and the backfill materials including pavement and live loads.

361. The following Table summarizes overall subsoil investigation works undertaken by the DPR Consultants:

Table 5-19 Summary of overall subsoil investigation - DPR consultants Sr. No.

State Highway

Location (Ch) Structure No. of Boreholes

Depth of Boreholes (m)

South Bihar 1 SH 80 Yet to be reported 2 SH 81 Ch km 1.735

Ch km 6.400 Ch Km 8.230 Ch km 9.595

Ch km 34.550 Ch km 40.065 Ch km 43.320 Ch km 46.703 Ch km 51.597 Ch km 62.240 Ch km 64.350 Ch km 67.950 Ch km 72.150 Canal Bridge Ch km 84.585

ROB Bridge Bridge Bridge Bridge Bridge Bridge Bridge

Canal Bridge Canal Bridge Canal Bridge Canal Bridge Canal Bridge Canal Bridge Canal Bridge

4 1 2 2 1 1 1 1 1 2 1 2 2 1 1

30 15 15 15

25 / 30 12 12 12 12 15 12 12 15 12 15

3 SH 82 Yet to be reported 4 SH 83 Ch km 1.300

Ch km 24.400 Bridge Bridge

1 2

15 30

5 SH 84 Ch km 0.850 Ch km 19.080

ROB Bridge

4 1

30 15



Sr. No.

State Highway



Ch Km 23.540 Ch km 26.370 Ch km 27.710 Ch km 31.420 Ch km 42.300 Ch km 43.520 Ch km 46.000 Ch km 52.480

Bridge Bridge Bridge Bridge Bridge Bridge Bridge ROB

1 1 2 1 1 1 2 4

15 15 15 15 15 12 12

8 to 13

6 SH 85 Ch km 3.690 Ch km 12.110 Ch Km 21.495 Ch km 22.190

Bridge Bridge Bridge Bridge

6 1 1 1

15 15 15 15

North Bihar 7 SH 86 Ch km 8.764

Ch km 13.166 Ch km 16.184 Ch km 23.492 Ch km 25.361 Ch km 25.545

Bridge Bridge Bridge Bridge

T-beam Bridge T-beam Bridge

2 1 2 3 2 4

25 15 25 25 25 35

8 SH 87 Ch km 3.035 Ch km 3.406 Ch Km 5.316 Ch km 10.120 Ch km 14.896 Ch km 23.314 Ch Km 23.550 Ch km 26.833 Ch km 27.212 Ch km 29.542 Ch Km 29.690 Ch km 30.188 Ch km 31.346 Ch km 38.018 Ch Km 38.358 Ch km 39.584 Ch Km 39.712 Ch km 41.154 Ch km 44.814 Ch km 52.514 Ch Km 53.580 Ch km 28.940 Ch km 3.132

Ch km 29.828 Ch Km 31.900

Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge

1 1 1 1 1 2 2 2 3 3 2 2 2 3 2 2 3 2 2 1 3 1 1

2 Trial Pits 2 Trial Pits

25 25 20 20 20 20 25 20 25 25 20 20 20 25 20 20 25 20 20 20 20 15 25 3.5 3.5



Sr. No.

State Highway



Ch km 32.458 Ch km 36.670 Ch km 50.643

Bridge Bridge Bridge

2 Trial Pits 2 Trial Pits 2 Trial Pits

3.5 3.5 3.5

9 SH 90 Ch km 13.845 Ch km 16.150 Ch Km 16.675 Ch km 16.850 Ch km 20.300 Ch km 28.710 Ch km 32.365 Ch km 34.305 Ch km 44.725 Ch km 50.720 Ch km 55.480

RCC Slab Bridge Int. Slab Bridge Int. Slab Bridge T-Beam Bridge T-Beam Bridge T-Beam Bridge T-Beam Bridge Int. Slab Bridge Int. Slab Bridge

Bridge T-Beam Bridge

1 1 1 1 2 2 1 2 1 1 2

20 20 20 20 30 30 25 30 20 20 25

10 SH 91 Ch km 2.537 Ch km 7.169 Ch Km 7.575 Ch km 7.968 Ch km 9.953

Ch km 15.120 Ch km 15.321 Ch km 15.636 Ch km 27.960 Ch km 28.409 Ch km 33.480

Ch 38.474 Ch km 42.553 Ch km 42.957 Ch km 44.737 Ch km 57.223 Ch km 60.160 Ch km 60.506 Ch km 66.661 Ch km 68.452 Ch km 72.320 Ch km 83.743 Ch km 84.826 Ch km 85.768 Ch km 87.650 Ch km 89.614 Ch km 95.340 Ch km 99.300 Ch km 99.820 Ch km 100.125

Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge

1 3 4 3 4 2 5 2 1 3 1 2 1 1 1 1

2 Trial Pits 1 1

2 Trial Pits 2 Trial pits 2 Trial Pits

1 2 Trial Pits 2 Trial Pits

2 2 Trial Pits

1 2 Trial Pits

2

20 25

25 / 30 25

25 / 30 30 30 30 15 30 15 25 20 20 20 20 3.5 25 25 3.5 3.5 3,5 15 3.5 3.5 15 3.5 15 3.5 30



362. Review on the SI works undertaken as detailed in Table 5-19 above were forwarded to the DPR consultants (Detailed in review reports fgiven in Annexure 5.1). Further geotechnical investigations would be required at the construction stage in terms of confirmatory boreholes also in order to reestablish the founding levels and shear strength of the supporting soil stratas at proposed structure locations and also at critical high embankment locations as per recommendations in IRC 78: 2000 and MORT&H specifications. Comments on the Geotechnical aspects of foundation for the proposed structures and potential settlement and stability concerns of embankments are also communicated to the DPR consultants for further compliance in the final DPR.

5.5.2.2 Ground Improvement

363. From the subsoil exproation results, both from the field and laboratory, it is evident that subsoil stratification comprises of soft to stiff deposits of alluvium silty clay / clayey silt deposites at shallow depths. Such soft / compressible stratifications are more pronounced on the north Bihar project areas (SH86, SH 87, SH88, SH89, SH89 and SH91) and also in SH81 in the south Bihar. A close study of the borehole information from these areas need to be further evaluated and reviewed along with the surcharge height of the embankment to be newly laid / built in those specific areas.

364. Accordingly suitable ground improvement measures, e.g., in terms of partial or complete replacement of such compressible deposits shall be recommended in order to avoid noticeable longterm settlements which would other wise affect the riding quality of the project roads. Such ground improvement measures are recommended to adopt more importantly on the bridge (minor or major) approaches whereby stiffness of road surface changes abruptly from very hard (Deck concrete) to mild stiff embankment soils. In order to optimise such ground improvement measuers it is suggested to incorporate all the geotechnical investigations to be mapped over the plan and profile drawings in order to appreciate the subsoil conditions and the surcharge heights to be built together.

365. Such subsoil conditios would be more pressing on slope stability requirements of the high embankments, e.g., bridge approaches during the construction stage. The pore water pressure regime of the soft subsoil strata would increase according to the height of embankment being built which may reach to a threshold when the factor of safety becomes less than one and thereby instability condition would arise. Therefore it would be prudent to either adopt staged construction if excavate and replace option is not workable else alternatively length of the viaduct could also be increased. One such typical situation is found at the approaches to a ROB at the beginning of the project whereby height of the bridge approach is recommended to adopt reinforced soil retaining structure where maximum height is of the order of 12-13m above existing ground level and the susoil is having 6-8m deep soft soil deposites evident from the borelog informations. It has been recommended to increase the length of viaduct in order to bypass the instability condition of the RE wall and also probably the cost and time of ground improvement measures would work out more uneconomical. Similar situation shall need further review during the final detailed design stage of all the projects.

5.5.3 Slope Protection & Erosion Controls

366. All the roads proposed under the BSHP Phase II are required to be built either on the grade or over the earthen embankments. None of the state highways proposed are passing through any cut slope areas and hilly terrains.



367. It is essential that the slopes of embankments are required to be protected adequately against potential soil erosion due to rains and flood water in compliance to Clauses 306 and 307 of “Specifications for Road and Bridge Works, 2001, Ministry of Road Transport and Highways”. Suitable vegetation over the earthen embankment slopes as preventive and remedial measure to stabilize slopes is of paramount significance to upkeep the long and sustainable performance of the pavement and the shoulders. Hydrological and mechanical mechanism contributes beneficial influence of vegetation on slope stability and soil erosion control measures. Vegetation modifies the moisture content profile of the soil, influencing soil shear strength and the presence of roots in the soil increase soil strength and, therefore, its stability.

Figure 5-14 View of a typical vegetated highway slope



Figure 5-15 Typical root system from vegetation

368. Careful selection of various species in a highway situation is of paramount importance, which potentially depends upon climatic conditions of the project area and sustainability of vegetations under the highway environment. The climate of Bihar state is typically a part of the climatic pattern of the Indian subcontinent. It enjoys a continental monsoon type of climate owing to its great distance from the sea. The state is mildly cold in the winter (the lowest temperatures being around 4 to 10 degrees Celsius). Winter months are December and January. It is hot in the summer (with average highs around 35-40 Celsius). April to mid June is the hot months. The monsoon months of June, July, August, and September see good rainfall. October & November and February & March have pleasant climate.

369. The structure of the root system of the plants and vegetation is very diverse, varying from very fine fibrous systems through branched systems to those with a dominant vertical tap root. The spatial distribution of the root system is usually influenced by both the genetic character of the plant and localized soil conditions, and may vary over time. Most roots are usually found in the upper 0.5m of the soil under herbaceous vegetation, and upto 3m deep under trees and shrubs. Therefore careful selection of the vegetation root type is of paramount importance keeping in view the highway environment where they are intended to perform.

370. Functions of the vegetation in slope stability: Soil moisture depletion Root reinforcement Buttressing and arching Surface cover shading the soil erosion

371. Suitably established vegetation over the highway embankment slopes play an important role in preventing shallow slip failures by removing excess moisture and providing tensile



reinforcement through the roots. It is recommended to construct suitable top soil and establish local vegetation and shrubs uniformly over the slopes in order to prevent the soil erosion and maintain the designed slopes in the long term. Long-term maintenance of such vegetated slopes also need be considered during the design stage itself.

5.5.3.1 Slope / Bed Protection – Rock Armour

372. Embankment slopes exposed to water fronts and high embankment slopes in heavy rain areas would required to be protected against soil erosion problems. IRC 89: 2000 guidelines shall be adopted under such conditions for design of the slope protection measures.

Figure 5-16 Typical detail of Rock armor protection & toe details

373. Filter blanket shown underneath the rock pitching can be alternatively replaced and as suitable geotextile in compliance to specifications of MORT&H. The geotextile filters provide ease of construction and better assurance in terms of intended filtration performance.

5.6 PAVEMENTS AND MATERIALS

5.6.1 Proposed Pavement Types

374. Flexible pavement is recommended except some stretches in the built up areas where raising of the road level is not feasible apart from issues on the local conditions like drainage etc. Flexible pavements are considered to include the pavements which have bituminous surfacing and granular base and subbase courses confirming to the IRC standards or Specification for Road and Bridge works, Ministry of Road Transport and Highways.

375. Occasionally rigid pavements are also recommended for the projects where raising of road levels is not possible, e.g., in heavily congested built up areas and also where the local drainage conditions are found poor which can not be economically improved with regular / popular techniques.

5.6.2 Subbase Materials

376. The material envisaged to be used for the projects shall be natural sand, or gravel, crushed stone, meeting the grading requirements and physical requirements. If subbase material warrants combination of materials, mixing is recommended to be undertaken mechanically either using a suitable mixer or adopting mix in-place method. The materials



are to be free from organic or other deleterious constituents and conform to one of the three grading given in Section 401 of MORT&H specifications.

377. Physical requirements: The material shall have a 10 per cent fines value of 50 kN or more (for sample in soaked condition) when tested in compliance with BS: 812 (Pan 111). The water absorption value of the coarse aggregate shall be determined as per IS: 2386 (Pan 3); if this value is greater than 2 per cent, the soundness test shall be carried out on the material delivered to site as per IS: 383. For Grading II and III materials, the CBR shall be determined at the density and moisture content likely to be developed in equilibrium conditions, which shall be taken as being the density relating to a uniform air, voids content of 5 per cent.

378. Thickness of subbase recommended of minimum thickness of 150mm for design traffic less than 10msa and of 200mm for design traffic of 10msa and above. From drainage considerations the granular subbase is recommended to be extended over the entire formation width in case the subgrade soil is relatively low permeability.

5.6.3 Pavement Base Courses

379. Unbound granular bases which comprise conventional Water Bound Macadam (WBM), Wet Mix Macadam (WMM) or any other any other equivalent granular construction is recommended to be adopted for the projects, confirming to the IRC/MORT&H specifications.

380. Recommended minimum thickness of granular base is 225mm for traffic upto 2msa and 250mm for the traffic exceeding 2msa. Materials recommended for use shall satisfy grading and physical requirements as per IRC/MORT&H specifications. Where WBM construction is recommended in the base course for roads carrying traffic more than 10msa, the thickness of WBM base shall be increased from 250mm to 300mm (i.e., 4 layers of WBM grades II and III each of 75mm compacted thickness) for each construction with corresponding reduction in the subbase thickness keeping the overall pavement thickness unchanged as deduced from the design charts.

5.6.4 Materials

381. This work shall consist of clean, crushed aggregates mechanically interlocked by rolling and bonding together with screening, binding material where necessary and water laid on a properly prepared subgrade/ sub-base/ base or existing pavement, as the case may be.

382. Coarse aggregates shall be either crushed or broken stone, crushed slag, over-burnt (Jhama) brick aggregates only. The crushed or broken Stone shall be hard, durable and free from excess flat, elongated, soft and disintegrated particles, dirt and. other deleterious material. If water absorption value of coarse aggregate is greater than 2%, soundness test shall be carried out on the material delivered to site as per IS: 2386 (Part 5).

383. Grading requirement of coarse aggregates: The coarse aggregates shall conform to one of the Gradings given in Section 500 of MORTH specifications, provided, however, the use of Grading No.l shall be restricted to sub-base courses only.



5.6.4.1 Screenings

384. Screenings to fill voids in the coarse aggregate shall generally consist of the same material as the coarse aggregate. However, where permitted, predominantly non-plastic material such as moorum or gravel (other than rounded river borne material) may be used for this purpose provided liquid limit and plasticity index of such material are below 20 and 6 respectively and fraction passing 75 micron sieve does not exceed 10 per cent. Screenings shall conform to the grading as shown in MORT&H specifications.

5.6.4.2 Binding material

385. Binding material to be used for water bound macadam as a filler material meant for preventing raveling, shall comprise of a suitable material approved having a Plasticity Index(PI) value of less than 6 as determined in accordance with IS: 2720 (Part-5). Quantity of the binding material depends upon the type of screenings. As a guide, the quantity required for 75mm compacted thickness of water bound macadam will be 0.06-0.09 m3 / 10m2 and 0.08-1010m3 / 10m2 for 100mm compacted thickness of WBM.

5.6.4.3 Bituminous Base & Surface Courses

386. The existing surface shall be ensured firm and clean, and treated with Prime or Tack coat as specified on the drawings and as otherwise stated in the project specifications.

5.6.4.4 Binder

387. The binder shall be an appropriate type of bituminous material complying with the relevant Indian Standard (IS), as defined in the appropriate Clauses of the specifications, or as otherwise specified in MORT&H specifications.

5.6.4.5 Coarse Aggregates

388. The coarse aggregates shall consist of crushed rock, crushed gravel or other hard material retained on the 2.36 mm sieve. They shall be clean, hard, and durable, of cubical shape, free from dust and soft or friable matter, organic or other deleterious matter. Where crushed gravel is proposed for use as aggregate, not less than 90% by weight of the crushed material retained on the 4.75 mm sieve shall have at least two fractured faces. The aggregates shall satisfy the physical requirements specified for the individual relevant layer for the material in question.

5.6.4.6 Fine Aggregates

389. Fine aggregates shall consist of crushed or naturally occurring material, or a combination of the two, passing 2.36mm sieve and retained on the 75 micron sieve. They shall be clean, hard, durable, dry and free from dust, and soft or friable matter, organic or other deleterious matter.



5.6.5 Source of material

390. The source of all materials to be used on the projects shall be tested in accordance to the specifications and be expressly approved by the Engineer.

391. Other construction and materials related guidelines for the projects shall adopt IRC standards and Specification for Road and Bridge Works, Ministry of Road Transport and Highways (MORT&H).

5.6.6 Field Sampling

392. Existing subgrade investigations have been carried out to know the strength properties of the existing soil. Visual inspection of the existing pavement condition has also been undertaken by the DPR consultants prior to commencement of sub-grade investigation work. Based on the data derived from condition (surface condition, roughness) and structural strength surveys, the project road section has been divided into eleven different numbers of homogeneous sections with respect to pavement condition and strength. The testing scheme envisaged for the widening areas and the existing road section within the ROW included testing of at least three subgrade soil samples for each homogeneous road segment or three samples for each soil type encountered, whichever was more as per the requirements of the TOR. While collecting samples, it was ensured that at least one representative sample was collected generally from a stretch of 5 km irrespective of the length of the homogeneous section. Various in-situ tests conducted and laboratory tests included in the testing program on soil samples along the alignment as per the requirements are summarized in Table 5-20.

Table 5-20 Site Sampling and Testing Criteria

Sl. No.

Type of Soil Sample Sampling Criteria

Testing Criteria

Description of Test Standard Code Applicable

i) Subgrade soil samples from existing pavement along the project road

Test pits to obtain at least three subgrade soil samples for each homogeneous road segment or three samples for each soil type encountered, whichever was more as per the requirements of the TOR

In-situ Density IS 2720(Part 29) In-situ Moisture Content IS 2720(Part 2) Dynamic Cone Penetration Test

TRRL (U.K.) vide Road Note No. 31

Soil Classification IS 1498 Sieve Analysis IS 2720 (Part – 4) Atterberg’s Limits IS 2720 (Part – 5) Laboratory Compaction Test (Modified Proctor) IS 2720 (Part – 8)

4-day soaked CBR at 3 energy levels corresponding to 10, 35 & 65 blows of heavy compaction rammer.

IS 2720 (Part – 16)

Free Swelling Index IS 2720 (Part - 40) ii) Subgrade soil

samples from the widening area

Test pits to obtain at least three subgrade soil samples for each

Soil Classification IS 1498 Sieve Analysis IS 2720 (Part – 4) Atterberg’s Limits IS 2720 (Part – 5)



Sl. No.

Type of Soil Sample Sampling Criteria

Testing Criteria

Description of Test Standard Code Applicable

along the project road

homogeneous road segment or three samples for each soil type encountered, whichever was more as per the requirements of the TOR

Free Swelling Index IS 2720(Part 40)

ii) Soil samples from borrow areas

Representative samples were collected from each of the identified borrow areas within reasonable lead.

Soil Classification IS 1498 Sieve Analysis IS 2720 (Part – 4) Atterberg’s Limits IS 2720 (Part – 5) Laboratory Compaction Test (Modified Proctor) IS 2720 (Part – 8)

Free Swelling Index IS 2720(Part 40)

4-day soaked CBR IS 2720 (Part – 16) Direct Shear Test on selected samples IS 2720 (Part – 13)

iii) Stone metal samples from crushers/quarries

Samples of various sizes of stone including stone dust were collected from crusher/quarry located within reasonable lead of the project road.

Sieve Analysis IS 383 – 1997 Flakiness and Elongation Index IS 2386 (Part – 1)

Specific Gravity and Water Absorption IS 2386 (Part – 3)

Aggregate Impact Value (AIV) IS 2386 (Part – 4)

Soundness Test IS 2386 (Part – 5) Alkali Aggregate Reactivity Test IS 2386 (Part – 7)

iv) Fine Aggregates Samples were collected from different sources located within the vicinity of project road.

Grain Size Analysis IS 383 – 1997 Specific Gravity and Water Absorption

IS 2386 (Part – 3)

Sand Equivalent Test ASTM D 2419-95 v) Water sample One sample from each

source like tube wells and rivers located within the project influence area.

pH Value, Chlorides, Sulphates (SO4), Acidity, Alkalinity, Organic, Inorganic impurities and suspended matter

MOSRT&H Specification Clause 1010; IS 456 (2000)

5.6.7 Field Tests along the existing pavement

393. Field tests have been conducted as per the requirements of TOR to determine the subgrade characteristics and strength. Tests undertaken on existing subgrade soil along the roads includes:

In-situ density and moisture content at each test pit Field CBR using DCP at each test pit

394. The results of the field tests and laboratory tests thus undertaken have been analyzed and discussed for further recommendations.



395. Field sampling of subgrade materials along each of the routes was based on excavated test pits of nominal 0.5m x 0.5m size. In some locations it was also possible to use existing agricultural or irrigation trenches, excavations for village houses, or scour cuttings to assess a deeper profile. All pits were logged manually and samples taken for laboratory testing. Pits were typically spaced at about 5 kilometer intervals or marked change in soil type.

5.6.7.1 Dynamic Cone Penetration Test

396. Dynamic Cone Penetration tests have been conducted at the test pit locations to assess the in-situ CBR at subgrade and below subgrade level at various locations as reported in the respective draft project reports of the proposed state highways.

397. DCP equipment as recommended by TRRL (U.K.) vide Road Note No. 31 comprises of a 60º cone with a base diameter of 20 mm and 8 kg hammer dropping from a height of 575 mm was used for the DCP test. A typical sketch of the instrument is shown in Figure 5-17.



Figure 5-17 TRL Dynamic Cone Penetrometer

398. Number of blows and corresponding values of penetration in mm were recorded to a depth of about 850 mm.

399. The CBR value is assessed based on different soil layers encountered. The slope change in the graph (Penetration Vs Number of Blows) indicates the interface of two layers of different penetration resistance. From the graph, thickness of layer and slope (penetration mm/blow) were calculated. The following TRRL equation has been used to calculate the layer DCP-CBR value for each layer:

400. log10 (CBR) = 2.48 - 1.057 * log10 (mm/Blow)



401. These layered CBR values have been converted to overall CBR value using Japanese formula for the purpose:

Overall CBR = ⎡Σ (Layer thickness (DCP-CBR)1/3)⎤ 3

⎣ Σ (Layer thickness) ⎦

5.6.7.2 Laboratory Tests

402. The laboratory testing for subgrade includes: Characterization (Grain size and Atterberg’s limits at each test pit) Laboratory moisture-density characteristics) Laboratory CBR (4-day soaked compacted at three energy levels) and swell).

403. Approximate 40 kg of soil sample is collected in a bag from each test pit from the existing road and the widening portion for testing purposes. The identification mark and location of the samples are recorded and sent to the laboratory for conducting the tests indicated in Table 1.7. The results thus recorded are analyzed and discussed to ascertain in-situ condition (compacted density and CBR value) and engineering properties of the existing subgrade soils.

5.6.8 Survey and Investigation of Borrow Materials for Construction

404. Materials commonly required for the highway construction works comprise of the following broad items:

Borrow materials like soil and gravel Quarry materials like hard stone metal (aggregates) and sand (fine aggregates) Manufactured materials like cement, steel, and bitumen Other construction materials like water fly ash, etc.

405. It is a paramount task to identify the potential sources of these materials in compliance to the requirements of specifications and near to the project site in order to economize the cost of construction besides timely completion of the project.

5.6.8.1 Borrow Area Soil

406. Surveys have been conducted to locate the potential sources of borrow area soil required for the construction of embankment shoulder and subgrade for each proposed highways. Number of borrow areas located on both sides along the project each road have been identified. The locations, lead, owner and quantity of borrow soil are given available in respective draft DPRs. The distance of these borrow areas from the project road alignment are identified and reported in terms of tables and lead charts.

407. Soil samples from the potential borrow areas thus identified are collected in bags weighing approximately 40kg from each and send for laboratory tests in order to establish their engineering characteristics and CBR value. These parameters are further assessed in order to further ascertain their workability in terms of embankment fill, fill behind the structures, shoulder and the subgrade construction. The test results are used for the pavement design and also to make decisions on deployment of type of construction equipments needed to achieve design specification of the projects.



408. Generally only the materials satisfying the density requirements as in Section 300 of MORT&H specifications shall is used for the construction of the embankment and the subgrade. It shall be further ensured that the subgrade material when compacted to the density requirements as per Section 300 of MORT& specifications.

409. Earthen shoulders on either side of the road is recommended be of selected earth/ granular material/ paved conforming to the requirements of Clause 305/401 and the median may be of selected earth conforming to the requirements of Clause 305 of MORT&H.

410. Paved shoulders shall consist of sub-base, base and surfacing courses, as per the drawings and materials for the same shall conform to relevant Specifications of the corresponding items. Where paved or hard shoulders are not provided, the pavement shall be provided with brick/stone block edgings as shown in the drawings. The bricks shall conform to Clause 1003 of MORT&H Specifications. Stone blocks shall conform to Clause 1004 of MORT&H Specifications and could be of, size 225 mm 110 mm x 75 mm.

5.6.8.2 Quarry Materials

411. Stone Metal: In general there is scarcity of rock quarries in Bihar state. There are only two designated quarries available in the state one at Sheikhpura and the other one named Pakur. Stone quarries have been identified for each of the proposed state highway projects involved and the materials have been evaluated in term of their availability and their vicinity of all the proposed project areas. The samples were collected from the quarry and from respective crushers as well and sent for relevant laboratory tests for relevant engineering parameters for use as aggregate for pavement and structural concrete works in order to assess their compliance to MORT&H specifications. The crushed or broken Stone shall be hard, durable and free from excess flat, elongated, soft and disintegrated particles, dirt and. other deleterious material.

412. Sand: Sand is one of the important constituent materials required for any highway construction project. River sands available all over the state are generally of good quality. Nearby potential sand quarries for each of the project have been investigated and samples collected for evaluation of all relevant engineering characteristics as per IRC, IS standards and MORT&H specifications.

413. Sand / fine aggregate shall consist of clean, hard, strong and durable pieces of crushed stone, crushed gravel, or a suitable combination of natural sand, crushed stone or gravel. The material should not contain dust, lumps, soft or flaky, materials, mica or other deleterious materials in such quantities as to reduce the strength and durability of the concrete, or to attack the embedded steel.

5.6.9 SH 80: Bhabhua-Aghaura

414. The project road traverses in plain terrain from km. 0.000 to km. 15.300 and from km. 49.000 to km. 53.000, in hilly terrain from km. 15.300 to km. 27.000 and in rolling terrain from km. 27.000 to km. 49.000. Substantial length of the project road passes through reserved forest area. Existing formation width varies from location to location and is from 4.8 m. to 10.0 m. In hilly stretch the road is in cut and fill. Side slope of embankment are found on an average 1V:1H or steeper at places. Alignment of the project road is fairly acceptable in entire stretch except at a few locations where it requires improvement.



Condition of the road in general is varying from good / fair to poor.

415. Geotechnical investigations works are in progress and analysis of the subsoil conditions are expected to be similar to that of typical of Gangetic plains except in stretches on the hilly terrains along the alignment.

5.6.9.1 Road Condition Survey

416. The existing road is of nearly fair alignment and built of flexible pavement sections. Detailed pavement investigations including condition surveys by visual inspection, examination of pavement composition by excavating test pits and testing the properties of the existing subgrade soil and Benkelman Beam Deflection (BBD) are carried out to determine the extent and nature of pavement distress of the existing carriageway.

417. Form the project feasibility study surveys existing subgrade soil is determined as clayey silt or silty clay type of material having 4-day soaked CBR value of 5.6 to 6.5% when compacted to 97% of MDD. Laboratory test results on MDD and FMC of the subgrade material are 16.2 to 18.6kn/cum and 3.86 to 10.4% respectively. Indicative DCP-CBR test results of existing subgrade soils at the project feasibility stage are found to be in the range of 7% to 22%.

418. Total thickness of the existing pavement varies from 80mm to 340mm comprising varying thickness of GSB, base course and bituminous layers. It is worth noting that subbase layer GSB is generally non existent along the project road. In general the condition of the existing pavement is dilapidated in stretches both sides before and after the hilly terrain.

5.6.9.2 Borrow Materials for Construction

419. Total fifteen (15) numbers of potential soil borrow areas have been identified on both sides of the road. Lead distance of these borrow areas vary from 0.2km to 1km from the project road alignment. Evaluations of engineering properties of potential borrow area materials are yet to be conducted and can be analyzed once the test results are available. However design 4 day soaked CBR value of the soils from the potential borrow areas is taken 8% in the plain areas and 10% in the hilly terrain for the pavement design purposes. Design CBR value recommended shall be further assessed upon availability of the detailed laboratory results.


420. Potential stone / aggregate quarry for the project is identified at 11th km of Bhabua-Chairpur road with average total lead distance of 36 to 38km for the project works. Engineering properties of the aggregate materials available from the quarry will be established and reported at the detailed design stage.

5.6.9.4 Sand

421. Potential source of sand material for the project road construction is identified from river Durgawati at an average lead distance of about 27km from the project road. Engineering properties of the sand materials available from the source will be established and reported at the detailed design stage.



5.6.9.5 Pavement Design

422. Design life of the flexible pavement is considered as 15 years from base year of completion of construction in 2012. 4-day soaked CBR value of the borrow area soils indicate that a design CBR value of 8% and 10% can be reasonably achieved from the borrow sources when compacted to more than 97% of MDD required as per MORT&H specifications.

423. Design of new flexible pavement adopts guidelines as per IRC: 37-2001. Layer composition of the pavement for new construction on main carriageway (widened portion and realigned stretches, if any) and bypass sections are given hereunder works out as shown in Table 5-21.

Table 5-21 Pavement Section for New Construction (ADB-TA) (2012 – 2026)

Section Chainage (km) Design Traffic (msa)

Design CBR (%)

Pavement Composition (mm)

BC DBM WMM GSB

1 0.00– 15.500 10 6 40 65 250 260

2 15.500-27.000 10 8 40 60 250 200

3 27.000-53.000 10 6 40 65 250 260

5.6.9.6 Rigid Pavements

424. The option of rigid pavement has been envisaged to be built only in heavily congested areas whereby bypass is not warranted and it is difficult to improve the local drainage due to low lying areas or poor subgrade conditions. IRC 58: 2002 guidelines are adopted for the design with an aim of design life of 28 years.

425. For a subgrade soil having 4-day soaked CBR value of 8 % or 6%, Modulus of Subgrade Reaction, k of 25.3 or 20.6 kg/cm2 /cm deflection can be adopted (Modified for 100 mm thick sub-base of dry lean cement concrete). Design traffic and axle load spectrum described in the DPR appears reasonable to adopt for the rigid pavement design recommended as 300mm thick M45 concrete in 6% CBR areas or 280mm thick in areas having subgrade CBR of 8% underlain by 100 thick dry lean concrete and 150mm of GSB with other construction joint details and dowels.

5.6.9.7 Overlay and Strengthening

426. It is envisaged from the test pits that in stretches where work of strengthening appears to have been completed thickness of bituminous layer is less than desired designed thickness. This is more in Section 1 km0.00 to km15.500. Therefore it is proposed to lay 90 mm DBM and 40 mm. BC in entire width of 7.00 m. (Carriageway width). BBD test is being carried out by the consultants and strengthening design of pavement need be further reviewed after completion of BBD test and change if required will be incorporated at the detailed design stage.



5.6.10 SH81: Sakkadi – Nasirganj

427. Proposed SH81 takes off from Sakkadi on NH-30 and proceeds upto its end at Nasirganj in km 86. The project developments envisaged include widening of SH-81 complete road of a length of 83.5 km (including connectivity to SH-15) Vikramgunj – Nasriganj- Dehri road to a 2-lane state highway. The project road runs almost parallel to River Son.

428. Geotechnical investigations conducted at the bridge locations (kilometers 1.735, 6.400, 8.230, 9.595, 34.550, 40.065, 43.320, 46.703, 51.597, 62.240, 64.350, 67.950, 72.150, 78.184 and 84.585) reveal the subsoils along the proposed route primarily constitute of alluvial deposits of silty clay or silty sand classifications of varying thicknesses and consistency. These soil deposits are typical of Gangetic plains of Bihar and are generally stable in terms of supporting the road embankments and related structures.


429. Existing Carriageway width is varying from 3.05m to 5.5m. Bituminous surface is generally in deteriorated condition from km 35 to 62. There is concrete road in few settlement areas. Road is in good condition from km 0 to 21 and km 68 to 79 whereas the same is in poor condition in remaining portion. The project road is generally traversing in embankment along the canal. There are four major and thirty five minor junctions on the road.

430. The pavement is mostly single/ intermediate lane from km 0.00to 86.00. One metre wide earthen shoulder exists along the project road except some reaches. The road is in embankment along the canal in major stretches & remaining stretches are in embankment having height 0.5 to 1.00m. Test pits have been dug at every 500 m and also along each homogeneous road segment to obtain pavement composition details (pavement course, material type, and thickness). The existing pavement section is flexible. The pavement composition comprises of bituminous layer (BC or SDBC and DBM), WMM, granular subbase (GSB), boulders and sand / murram. The thickness of bituminous layer ranges between 10 mm and 120 mm, GSB ranges from 50 mm to 550 mm, boulders range from 50 mm to 200 mm and Sand layer thickness varies from 30 mm to 200 mm. Total thickness of flexible section of the pavement of the main carriageway varies from 50 mm to 630 mm.

5.6.10.2 Soils and Materials Investigations

431. The objectives of the soils and materials investigation (including road and pavement condition surveys) were as follows:

To assess the condition of the existing road; To assess the composition of existing road pavement To determine the material characteristics of the base / subbase and strength of

subgrade materials; To investigate availability of potential embankment construction, pavement and

structural concrete materials and their engineering properties in compliance to IRC standards and MORT&H specifications;

To investigate availability and engineering properties of other construction materials, e.g., water, cement steel, flyash etc.



432. The following investigations have been carried out by the DPR consultants and evaluated by the TA consultants:

Visual observations of the road conditions and noting/measuring its in-situ conditions with typical photographs;

Test pits at the pavement edge or on proposed widened alignment upto likely subgrade levels;

Collection of samples from the test pits for laboratory tests and further evaluations Collection of soil samples from the potential borrow areas and conducting laboratory

tests to evaluate the materials properties in terms of their suitability for construction of embankment, subgrade, shoulder and other backfill materials.

Collection of stone and aggregate materials, sand from existing base / subbase and potential quarry areas.

Collection of potential source of Flyash material available near the project alignment and conducting laboratory tests to evaluate their suitability of the project road.

Collection of water samples from potential sources along the project alignment and carry out relevant laboratory test to assess suitability in the project construction.

TRL dynamic cone penetration tests in test pits along the edge of the road in order to evaluate in-situ condition (CBR, compaction conditions) of the existing subgrade.

433. Details of the test pit locations and composition of the existing pavement crust is illustrated in the draft DPR of the consultants. Variation of the field dry density and moisture content of the subgrade material found in-situ is as shown in Figure 5-18 and Figure 5-19.

434. Predominant soil encountered along the project corridor is of the ML-CL to CL type of low to medium plasticity. The relative compaction level varies from 75 % to 97 %. At some locations, especially where the relative compaction of the subgrade is lower than 97% of MDD, the CBR at FDD gives low value. The laboratory soaked CBR at 97 % MDD varied in the range of 3 % to 25 % with an average value of 10 %. MDD was found to range in 1.8 to 2.0 gm/cc. Thus, the existing subgrade exhibits poor to excellent quality along the project corridor. The above characteristics of soil and its grading properties indicated that the soil encountered at the sub-grade level is not a fully impermeable layer. DCP tests were conducted at 37 locations between 0 km and 87 km. The DCP-CBR values vary in the range of 4 % to 35 % while the average DCP-CBR value determined to approximate 15%. Since the tests were carried out during peak summer, the subsoil condition is assumed to be unsaturated and so it is not a representative under worst conditions. It is inferred that CBR obtained from DCP test is higher than the corresponding 4-days laboratory soaked CBR values and this is typically due to unsaturated condition of the sub-grade soil during the peak summer when the DCP Tests were performed.



SH - 81

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Figure 5-19 Variation of field moisture content of existing subgrade soil along SH81

435. A total of 26 soil samples were collected along the proposed area of widening from the natural ground at the toe of the existing embankment. The soil samples exhibit ML, CL, and CI type of soils with non-plastic to low to medium plasticity exhibiting that the existing soil in the widening area is suitable for supporting the widened embankment.

436. The results of the in-situ tests and laboratory tests conducted on existing sub-grade soil along the road indicate that it can be considered as suitable sub-grade material, 4-days soaked CBR (at 97% of MDD) of which is more than 10% in majority of the cases. Due to less compaction of the existing sub-grade than the desired level, the likely CBR at present compaction level of sub-grade can not be considered as the value obtained in the laboratory. Depending on the degree of compaction, the strength of existing sub-grade in terms of CBR will be abnormally low in some sections, especially where high deflection values (from BBD test) are obtained more than 2.0 mm. This situation may be considered as sub-grade failure for the purpose of pavement design. In the sections of sub-grade failure, the pavement is required to be built up from sub-grade level and in that case loosening and re-compaction of existing sub-grade soil (which has 4-days soaked CBR more than design CBR) will be required. The soil type encountered is consistent with those obtained from the other stretches and is of the ML and CL type predominantly.

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437. Potential soil borrow areas available along the alignment are identified and soil properties investigated to substantiate their suitability for various earthworks involved with project. A total of 17 borrow areas located on both sides along the project road have been identified. The types of soil available from the identified borrow areas are of the type ML, ML-CL, CI and CL of non-plastic to low to intermediate plasticity. The CBR (4-days soaked at 100 % of MDD) varies in the range of 5.2 % to 14.6 %. Considering other engineering properties and range of CBR values of the material from the prospective borrow pits, 4 day soaked CBR value of 8 % is considered reasonable for designing pavement for new carriageway/new alignment.


438. Only one (1) stone quarry has been identified within the near vicinity of the project area. The samples was collected at quarry as well as at crusher located at a distance of 5km from quarry. Test results show that the stone metal is suitable for construction of road work and other structures as all properties except flakiness and elongation are satisfactory with respect to their specified / desired values. Flakiness and Elongation are affected by stratification of the rock and method of crushing. This property can be improved considerably by adopting suitable technique of crushing.

5.6.10.5 Sand

439. Only one (1) source was identified as potential source for sand. Four samples were collected from the same source at different locations. Properties of the sand material are found in general to be in compliance to requirements of MORT&H for pavement and concrete works.

5.6.10.6 Water

440. Ten (10) samples of water from hand pump and one (1) sample of water from Son River were collected from different locations of project-influenced area. Test results on the water samples conducted demonstrate that the in general the water from the sources are suitable for the construction of the pavement and structural concrete at large except for the alkalinity characteristics from some of the sources investigated.


441. The flexible pavement for the project road has to be designed for fifteen (15) years and for concrete pavement twenty eight (28) years.

442. Projection of traffic and the Vehicle Damage Factor (VDF) of various types of commercial vehicles, Cumulative Standard Axles (CSA) during the period of design life has been analyzed and presented under the Traffic section of this report. Design cumulative standard axles (CSA) as adopted by the DPR consultant is as shown in

443. 444. Table 5-22.



Table 5-22 Traffic (As per DPR consultants) S. No. Section Length

(Km) Design

Year Traffic in MSA (Calculated)

Adopted Traffic (MSA) From To

Main Carriageway

1 0.000 23.000 23.0 2026 26.14 30

2 23.000 87.000 54.0 2026 23.87 30

Bypasses

B-1 0.000 1.600 1.6 2029 41.2 45

B-2 11.700 13.900 2.2 2029 10.3 30

B-3 35.300 36.750 1.45 2029 10.3 30

B-4 55.452 57.150 1.7 2029 16.94 30

445. The DPR consultants recommend adoption of design traffic as 45msa for kilometers 0.00 to 1.600 and 30msa for the rest of the road from kilometer 1.6 to 87. Whereas design cumulative standard axles from the results of traffic survey and data analysis by the TA consultants works out as 15msa as detailed under Traffic section of this report.

446. Majority of the laboratory test results available for the borrow area soils show 4-day soaked CBR of the borrow area soils are more than 8% (at 97% MDD), except some locations. The soils from borrow area having lesser values than recommended design CBR (8%) shall be restricted for use as subgrade construction material. Design CBR value of 8% for subgrade soil from the potential sources along the project influence area when compacted to more that 97% of MDD appears acceptable to adopt for the pavement design.

447. Design of new flexible pavement adopts guidelines as per IRC: 37-2001. The pavement is designed based on traffic forecast of 15 years with base year of completion of the project road construction stipulated to be year 2012. Layer composition of the pavement for new construction on main carriageway (widened portion and realigned stretches, if any) and bypass sections are given hereunder works out as shown in Table 5-23.


Section Chainage (km) Design Traffic (msa) Design CBR (%)Pavement Composition (mm)

BC DBM WMM GSB

1 0.000 – 87.000 20 8 40 85 250 200

Table 5-24 Pavement Section for New Construction (2012 – 2026) (DPR Consultant)

Section Chainage (km) Design Traffic (Msa)

Design CBR (%)


BC DBM WMM GSB

1 0.000 – 1.600 45 8 40 115 250 200

2 1.600 – 87.000 30 8 40 100 250 200




448. The option of rigid pavement has been envisaged to build the road only in heavily congested areas whereby raising the existing road pavement level is not an option and bypass is not warranted. IRC 58: 2002 guidelines have been primarily adopted for the design with an aim of design life of 28 years.

449. For a subgrade soil having 4-day soaked CBR value of 8 %, Modulus of Subgrade Reaction, k of 20.8 kg/cm2 /cm deflection has been adopted (Modified for 100 mm thick sub-base of dry lean cement concrete). Design traffic and axle load spectrum described in the DPR appears reasonable to adopt for the rigid pavement design.

5.6.10.9 Strengthening of Existing Pavements

450. Strengthening option of existing flexible pavements is not recommended due to thickness of vertical profile corrective courses, minimum free board of 600mm requirement involved and poorly compacted condition / CBR of the existing subgrade soils. Therefore in the present case the pavement crust shall be build beginning from the subgrade level.

5.6.11 SH 82: Kadirganj - Sono

451. The Project Road predominantly traverses the plain and rolling terrain. The first seventy kilometers (up to Khaira) of the Project Road is on a normal (1.5m) embankment. Generally pavement condition is poor in km 32.000 to km 50.000, whereas pavement is in good condition in remaining section.

452. Geotechnical investigations works along the project road is to be confirmed upon completion. However the subsoil stratification is expected to be typical of Gangetic plain deposits of Silty clay / Silty sand types. conducted at the bridge locations (kilometers 1.300 and 24.400) along the proposed route.


453. The project road is built of flexible pavement. Generally the existing road is built over embankment section of 1m to 2.5m height. Detailed pavement investigations including condition surveys by (a) visual inspection, (b) examination of pavement composition by excavating test pits and testing the properties of the existing sub grade soil to determine the extent and nature of pavement distress of the existing carriageway. From km 35 to km 50 pavement as the bituminous surface is totally worn-out under the specification of rural road of 3.0m wide. However in this section, average 7 m wide formation width with about 1.5m average embankment height is available. From km 0.000 to km 31.000, the pavement condition was better. Strengthening and widening of the stretch has been done recently by RCD.

454. The BBD tests are yet to be undertaken in view of on going strengthening works in progress by RCD, Govt. of Bihar. Equivalent CBR values based on DCP test results (18 locations) is found to vary from 6 and 20 percent for the existing subgrade soil. Average FDD and FMC of the existing subgrade soil are 18.2 kN/cum and 6.7%. Subgrade soil is identified as sandy clay. Index testing of the subgrade and analysis of the results is yet to be finalized.



455. In general average total thickness of existing pavement crust is varying from 0 (km 40 to 50) to 405mm and constitute of GSB, base course overlain by bituminous layers of varying thickness.


456. Total twelve (12) numbers of potential soil borrow areas have been identified and investigated to substantiate their suitability for various earthworks involved with the project. Lead distance of these borrow area are varying from 0.2km to maximum 1.2km from the project road alignment. Evaluation of soil materials available from the potential borrow areas is under evaluation. However 4 day soaked CBR value of 8 % is considered reasonable to achieve and recommended for designing pavement for improvement / widening / new alignment. Materials showing high clay content and low CBR values shall be restricted for use of subgrade construction.


457. Potential stone quarry for the project road is identified at Sheikhpura having a lead distance of about 100km from the project alignment. Stone from the Sheikhpura quarry is considered in compliance to MORT&H specification. However the same shall be further ascertained at the construction.

5.6.11.4 Sand

458. Sand material for the project works is proposed from the beds of Kiul River with an average lead distance of 30km from the project road. Three sources of sand have been identified as potential sources near the project alignment from river Kiul near the project road. The engineering properties of sand samples tested have been found in compliance to specifications for pavement and concrete works of the project.

5.6.11.5 Water

459. Nine (09) samples of water from hand pumps / wells were collected from different locations of project-influenced area. Test results on the water samples conducted demonstrate that the water is suitable for all construction works of the project.


460. Design life of the flexible pavement is considered as 15 years from base year of completion of construction in 2012. Majority of 4-day soaked CBR value of the borrow area soils indicate that a design CBR value of 8% can be reasonably achieved from the borrow sources from the vicinity of the project road when compacted to more than 97% of MDD required as per MORT&H specifications.

461. Design of new flexible pavement adopts guidelines as per IRC: 37-2001. The pavement is designed based on traffic forecast of 15 years with base year of completion of the project road construction stipulated to be year 2012. Layer composition of the pavement for new construction on main carriageway (widened portion and realigned stretches, if any) and bypass sections are given hereunder works out as shown in

462. Table 5-25.





Design CBR (%)


BC DBM WMM GSB

1 0.000 – 54.600 10 8 40 60 250 200




5.6.12 SH 83: Bagi – Barbigha

465. The Project Road predominantly traverses trough plain terrain. Allignment of the project road is fairly acceptable except few locations.

466. Geotechnical investigations conducted at the bridge locations (kilometers 1.300 and 24.400) along the proposed route. The depth of boreholes advanced up 15-30m. Primarily the subsoil deposits constitute of alluvial deposits of silty clay or silty sand classifications with some discrete presence of kankars occasionally of varying thicknesses and consistency as revealed from the borelogs. These soil deposits are typical deposits of Gangetic plains of Bihar and are generally stable in terms of supporting the road embankments and related structures.


467. The project road is built of flexible pavement. Generally the existing road is built over embankment section of 1m to 2.5m height. It is propose to raise the road level in line with requirements of IRC 37: 2001 to achieve difference in bottom level of subgrade and the level of flood water not less than 600mm to 1000mm. Also the road level is required to raise to accommodate Hume pipes and box culvert structures to IRC standards. Detailed pavement investigations including condition surveys by visual inspection, examination of pavement composition by excavating test pits and testing the properties of the existing subgrade soil and Benkelman Beam Deflection (BBD) are carried out to determine the extent and nature of pavement distress of the existing carriageway.

468. The BBD tests were not conducted between 0.00 km and 26.00 km due to deteriorated condition of the existing bituminous layer and on going maintenance activities. Total seven (07) numbers of test pits have been undertaken to investigate engineering characteristics of the existing subgrade soil and pavement composition. Field dry density and field



moisture content have been at the excavated pits is varying 16.2 to 18.6 kN/cum and 4 % to 10 % respectively.

469. Equivalent CBR values based on DCP test results is found to vary from 9 and 33 percent for the existing subgrade soil. Index test results of the subgrade soil indicate clayey silt ML, MI classifications having PI value NP to 9%. Compacted samples were tested after 4-days of soaking at three energy levels i.e. at three different dry densities. Soaked CBR at 97% of MDD for the subgrade material varies between 6.0% and 9%. Laboratory MDD and OMC of the existing subgrade soil is varying from 18.0 to 18.9 kN/cum and 9% to 13% respectively.

470. In general average total thickness of existing pavement crust is varying from 390 to 630mm and constitute of GSB, base course overlain by bituminous layers of varying thickness.

5.6.12.2 Borrow Materials For Construction

471. Total seven (07) numbers of potential soil borrow areas have been identified and investigated to substantiate their suitability for various earthworks involved with the project. Lead distance of these borrow area are varying from 0.2km to maximum 1km from the project road alignment. Majority of soil types available from the identified borrow areas are of Clayey silt or silty sand of ML, ML-CL or SM classifications of low to intermediate plasticity. The CBR (4-days soaked at 97 % of MDD) varies significantly from 5% to 20% of the borrow area soils identified.

472. 4 day soaked CBR value of 8 % is considered reasonable to achieve and recommended for designing pavement for improvement / new alignment. Materials showing high clay content and low CBR values shall be restricted for use of subgrade construction.


473. Three (3) stone quarries (Sheikhpura and Koderma) have been identified within the project area as the potential sources of coarse aggregates required for the project. The lead distance of these quarries from the project road is in the range of 40.0 km to 150.0 km. Engineering properties and compliance to MORT&H specifications of the stone samples from these quarries are yet to be established.

5.6.12.4 Sand

474. Three sources of sand have been identified as potential sources near the project alignment from river Kiul near the project road. The engineering properties of sand samples tested have been found in compliance to specifications for pavement and concrete works of the project.

5.6.12.5 Water

475. Five (05) samples of water from hand pump / wells were collected from different locations of project-influenced area. Test results on the water samples conducted demonstrate that the water is suitable for all construction works of the project.




476. Design life of the flexible pavement is considered as 15 years from base year of completion of construction in 2012. Majority of 4-day soaked CBR value of the borrow area soils indicate that a design CBR value of 8% can be reasonably achieved from the borrow sources from the vicinity of the project road when compacted to more than 97% of MDD required as per MORT&H specifications.




Design CBR (%)


BC DBM WMM GSB

1 0.000 – 54.600 10 8 40 60 250 200




5.6.13 SH 84 Ghogha – Barahat

480. The Project Road predominantly traverses in a plain terrain prone to floods. First thirty kilometres (up to Dharaua) of the Project Road is on a high embankment.

481. Geotechnical investigations conducted at the bridge locations (kilometers 0.850, 19.080, 23.540, 26.370, 27.710, 31.420, 42.300, 43.520, 46.000, 52.480) along the proposed route. The depth of boreholes advanced up 12-15m only except at proposed ROB location at Ch. Km 0.850 whereby 4 boreholes upto depth of 30m have been undertaken. Primarily the subsoil deposits constitute of alluvial deposits of silty clay or silty sand classifications with some discrete presence of kankars occasionally of varying thicknesses and consistency as revealed from the borelogs. These soil deposits are typical deposits of Gangetic plains of Bihar and are generally stable in terms of supporting the road embankments and related structures.


482. The existing road is of reasonably fair alignment and pavement section is flexible type.



Generally the existing road is built over embankment section The existing road in first 24 km is in poor condition and bituminous pavement is totally deteriorated and shoulder is also in poor condition in this section. From km 24 to km 53.35 existing road is in fair condition with 5.5 m wide carriageway and average 1.5m wide earthen shoulder in fair condition. Apparently inadequate compaction of the road embankment seems primary reason for poor road conditions in initial 30km length.

483. Detailed pavement investigations including condition surveys by visual inspection, examination of pavement composition by excavating test pits and testing the properties of the existing subgrade soil and Benkelman Beam Deflection (BBD) are carried out to determine the extent and nature of pavement distress of the existing carriageway. The BBD tests are carried out between section km 26.00 to km 54.60 only.

484. The BBD tests were not conducted between 0.00 km and 26.00 km due to deteriorated condition of the existing bituminous layer and on going maintenance activities. Average characteristic deflection value ranges between 1.4 mm and 2.3 mm, indicating performance problem of the subgrade.

485. Total 29 numbers of test pits have been undertaken to investigate engineering characteristics of the existing subgrade soil and pavement composition. Field dry density and field moisture content have been at the excavated pits is varying 17.3 to 19.5 kN/cum and 7 % to 16 % respectively.

486. Equivalent CBR values based on DCP test results is found to vary from 7 and 50 percent for the existing subgrade soil. Index test results of the subgrade soil indicate clayey. Out of 29 samples, 59 % corresponds to CL (low compressible clay) group of soil type, 14 % corresponds to CI (intermediate compressible clay), 14 % corresponds to ML (low compressible silt), 10 % corresponds to ML-CL (low compressible clay with silt) and 3 % corresponds to SM (silty sand) group of soil type. Compacted samples were tested after 4-days of soaking at three energy levels i.e. at three different dry densities. Soaked CBR at 97% of MDD for the subgrade material varies between 4.0% and 18.6%. Graphical presentation of the FDD and the moisture content of the subgrade soil is shown in Figure 5-20 and Figure 5-21.

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Figure 5-20 Variation of FDD of existing subgrade along SH84 road

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Figure 5-21 Variation of field moisture content of existing subgrade along SH84 road

487. It is observed that FDD, on an average, is about 95% of MDD of the subgrade material at majority of the stretches suggesting the existing sub-grade is close to desired compaction levels. Laboratory CBR at FDD of existing sub-grade soil is found to be above 7% at more than 65 % of the locations investigated along the project road. Therefore, the soil in the present situation can be used as the subgrade soil with the 4-days soaked CBR at present FDD (Field Dry Density) adopted for pavement design of overlay and/or partial reconstruction sections whichever is deemed necessary as per design requirements of project road profile.

488. In general average total thickness of existing pavement crust is varying from 275 to 420mm and constitute of GSB overlain by bituminous layers of varying thickness.

5.6.13.2 Borrow Materials forConstruction

489. Total of 12 numbers of potential soil borrow areas have been identified and investigated to substantiate their suitability for various earthworks involved with project. Lead distance of these borrow area are varying from 0.1km to maximum 2km from the project road alignment. Majority of soil types available from the identified borrow areas are of the type Clayey silt or silty clay of ML, ML-CL, CL classifications of low to intermediate plasticity. The CBR (4-days soaked at 97 % of MDD) varies significantly of the borrow area soils identified.

490. 4 day soaked CBR value of 8 % is considered reasonable to achieve and recommended for designing pavement for improvement / new alignment. Materials showing high clay content and low CBR values shall be restricted for use of subgrade construction.




491. Three (3) stone quarries have been identified within the project area as the potential sources of coarse aggregates required for the road construction. The lead distance of these quarries from the project road is in the range of 25.0 km to 66.0 km. The samples collected have been tested for specific gravity, water absorption, flakiness, elongation, alkali reaction and AIV. In general the stone aggregates satisfy the IRC/MORT&H specification standards fro use of aggregated in concrete and pavement works except for flakiness and elongation characteristics which are possible to achieve when crusher jaws are adjusted to produce desired product at the time of construction. Apparently high AIV values (13 to 18%) are observed from the samples collected and thereby the material need further investigation in order to establish their suitability for wearing course constructions.

5.6.13.4 Sand

492. Three sources of sand has been identified as potential sources near the project alignment, two from Gherwa river and one from Sukanya river with lead distance from 03km to 6km. The gradations of the sand sample indicate lying within Zone I or Zone II of MORT&H specifications and other test results confirm the materials are suitable for concrete and pavement works.

5.6.13.5 Water

493. Eight (8) samples of water from hand pump / wells were collected from different locations of project-influenced area. Test results on the water samples conducted demonstrate that the in general the water from the sources are suitable for concrete and pavement works except for their alkalinity and acidity characteristics from some of the hand pump sources investigated. Possibly this could be augmented by further boring to retrieve water from deeper depths.

5.6.13.6 Fly Ash

494. NTPC Kahalgaon located at is one of the potential sources of flyash material for embankment construction and back fill material. Two samples were collected and tested for their engineering properties. PI value found as non-plastic for one sample whereas the other has a value of 13%. Average 4-day soaked CBR value is of the order of 13% demonstrating the flyas material could be potentially good for embankment constructions.


495. Projection of traffic and the Vehicle Damage Factor (VDF) of various types of commercial vehicles, Cumulative Standard Axles (CSA) during the period of design life has been analyzed and presented under the Traffic section of this report. Design life of the flexible pavement is considered as 15 years from base year of completion of construction in 2012.

496. Majority of 4-day soaked CBR value of the borrow area soils indicate that a design CBR value of 7% can be reasonably achieved from the borrow sources from the vicinity of the project road when compacted to more than 97% of MDD required as per MORT&H



specifications.




Design CBR (%)


BC DBM WMM GSB

1 0.000 – 54.600 40 7 40 120 250 230





500. Strengthening option of existing flexible pavements is recommended where thickness of vertical profile corrective courses and minimum free board of 600mm requirements are achievable. The strengthening overlay design recommended in the draft DPR appears acceptable.

5.6.14 SH85 Akbar Nagar – Amarpur

501. The Project Road predominantly traverses through a plain terrain prone to floods. At present SH-85 takes off from Akbarnagar on NH-80 and proceeds up to its end at Amarpur Market in km 29.30. Condition of road in general is varying from good to poor, recently between km 2.40 to 29.30 pavement is in good condition after strengthening and widening works undertaken by RCD.

502. Geotechnical investigations conducted at the bridge locations (kilometers 3.690, 2.110, 21.495 and 22.190) along the proposed route. The depth of boreholes advanced up 15m only. The subsoil deposits constitute of alluvial deposits of silty clay / silty clay or silty sand classifications of varying thicknesses and consistency as revealed from the borelogs. Such subsoil stratification are typical of Gangetic plains of Bihar and are generally stable in terms of supporting the road embankments and related structures.




503. The existing road is of nearly fair alignment and built of flexible pavement section. Generally the existing road is built over low embankment sections. From km 0.00 to km 18.00, the pavement condition was very poor; from km 0.00 to km 5.00, fine cracks with extent up to 5% of area, average area affected by pot holes of 15 %, rut depth varying from 5 cm to 30 cm, edge break of up to 200 m per km and raveling of up to 5% in area were observed. From km 18.00 to km 30.00, the pavement condition was very good with no cracking, rutting, patching, edge breaks or pot holes.

504. Detailed pavement investigations including condition surveys by visual inspection, examination of pavement composition by excavating test pits and testing the properties of the existing subgrade soil and Benkelman Beam Deflection (BBD) are carried out to determine the extent and nature of pavement distress of the existing carriageway.

505. The BBD tests have been carried out between section km 18.00 to km 30.00 only. The BBD tests were not conducted between 0.00 km and 18.00 km due to deteriorated condition of the road. Average characteristic deflection value ranges between 1.081mm and 2.627mm and except one section between Km28 and Km., all the sections have shown deflections more of than 1.5 mm indicating inadequate strength of existing pavement layers and subgrade. So it would be prudent if the pavement is rebuilt from the subgrade levels.

506. Total of 18 numbers of test pits have been undertaken to investigate engineering characteristics of the existing subgrade soil and pavement composition. Field dry density and field moisture content have been at the excavated pits is varying 17.8 to 19.6 kN/cum and 10 % to 25 % respectively. Relative compaction state of the subgrade soil is of the order of 77% to 95%/ therefore the existing subgrade is in general good to poor state of compactness. Out of 18 samples tested, 72% are of Clay type corresponding to CL classification (low compressibility) and the remainders are of CI or ML-CL classification. The subgrade CBR (soaked) has been found to be less than 5 % in more than 50 % of the project corridor. It is attributable to the presence of clayey soil and poor compaction effort.

507. DCP-CBR is varying in the range of 4% to 26 with considerable scatter along the project road. 4-day soaked CBR of the existing subgrade material is found of the order of 3% to 10% with a considerable wide scatter along the project road. Therefore it would prudent and economical to build the proposed road from the subgrade level using good quality subgrade material available within reasonable lead distance from the project alignment.


508. Total of 7 numbers of potential soil borrow areas have been identified and investigated to substantiate their suitability for various earthworks involved with project. Lead distance of these borrow area are varying from 0.3km to maximum 2km from the project road alignment. Majority of soil types available from the identified borrow areas are of the type Clayey silt or silty clay of ML, ML-CL, CL classifications of low to intermediate plasticity. The CBR (4-days soaked at 97 % of MDD) varies significantly of the borrow area soils identified.



509. From the range of 4 day soaked CBR value exhibited by the potential borrow area soils 10 % is considered reasonable to achieve and recommended for designing pavement for improvement / new alignment. Materials showing high clay content and low CBR values shall be restricted from use of subgrade construction.


510. Two (2) stone quarries have been identified within the project area as the potential sources of coarse aggregates required for the road construction. The lead distance from the project road is found in the range of 1.5 km to 2.0 km. In general the stone aggregates satisfy the IRC/MORT&H specification standards fro use of aggregated in concrete and pavement works except for flakiness and elongation characteristics which were not carried out because of only big size of samples available from the sources.

5.6.14.4 Sand

511. Total four (04) quarries of sand / stone dust have been identified as potential sources near the project alignment, three from Gherwa River and one from Sukanya River with lead distance varying from 10km to 55km from the project road alignment. The gradations of the sand sample indicate falling within Zone I, II or Zone II of MORT&H specifications and other test results confirm the materials are suitable for concrete and pavement works.

5.6.14.5 Water

512. Five (5) samples of water from hand pumps were collected from different locations of project-influenced area. Test results on the water samples conducted demonstrate that the in general the water from the sources are suitable for concrete and pavement works except for their alkalinity and acidity and Sulphate content characteristics from some of the hand pump sources investigated. Possibly these restraints could be augmented by further boring to in order to retrieve water from deeper depths.

5.6.14.6 Fly Ash

513. NTPC Kahalgaon located at is one of the potential sources of flyash material for embankment construction and back fill material. Two samples were collected and tested for their engineering properties. PI value found as non-plastic for one sample whereas the other has a value of 13%. Average 4-day soaked CBR value is of the order of 13% demonstrating the flyas material could be potentially good for embankment constructions.



515. 4-day soaked CBR value of the borrow area soils indicate that a design CBR value of 10% can be reasonably achieved from the borrow sources available in vicinity of the project road when compacted to more than 97% of MDD required as per MORT&H specifications.






Design CBR (%)


BC DBM WMM GSB

1 0.000 – 34.000 20 10 40 75 250 200



518. For a subgrade soil having 4-day soaked CBR value of 10 %, Modulus of Subgrade Reaction, k of 27.8 kg/cm2 /cm deflection has been adopted (Modified for 100 mm thick sub-base of dry lean cement concrete). Design traffic and axle load spectrum described in the DPR appears reasonable to adopt for the rigid pavement design recommended as 300mm thick M45 concrete underlain by 100 thick dry lean concrete and 150mm of GSB with other construction joint details and dowels.


519. Strengthening option of existing flexible pavements is not recommended due to status and type of existing subgrade materials along the project.

5.6.15 SH86 Saraiya - Motipur

520. The project section is in predominantly plain terrain with mild sloping from north to south. The proposed road runs through an alluvial terrain underlain by soft quaternary formations, which includes highest level of alluvial terraces. The project road is in embankment throughout the entire length with average height of embankment varying from 0.50 m to 3.00 m, except for the high embankment of 5.00 m in approaches to a major bridge.

521. Geotechnical investigations conducted at the bridge locations (kilometers 8.764, 13.166, 16.184, 23.492, 25.361 and 25.545) along the proposed route. The depth of boreholes advanced from 15m to 35m. The subsoil deposits constitute predominantly of alluvial deposits of silty clay / clayey silt clay or occasional silty sand deposits of varying thicknesses and consistency as revealed from the borelogs. Such subsoil stratifications are typical of Gangetic plains of Bihar and are generally considered stable in terms of supporting the road embankments and related structures.




522. The existing road has few sharp curves including reverse S-curves and built of flexible pavement section. Generally the existing road is built over low embankment sections. The existing road surface appears fair to very poor condition at stretches and also completely failed at many places as observed during reconnaissance survey. The width of pavement is generally 3.00 m to 5.00 m with thickness varying from 250 mm to 300 mm. The pavement composition indicates stage construction over the years in rehabilitation and widening / strengthening works.

523. Detailed pavement investigations including condition surveys by visual inspection, examination of pavement composition by excavating test pits and testing the properties of the existing subgrade soil and Benkelman Beam Deflection (BBD) are carried out to determine the extent and nature of pavement distress of the existing carriageway.

524. The BBD tests have been carried out between section km 18.00 to km 30.00 only. The BBD tests were not conducted between 0.00 km and 18.00 km due to deteriorated condition of the road. Average characteristic deflection value ranges between 1.081mm and 2.627mm and except one section between Km28 and Km., all the sections have shown deflections more of than 1.5 mm indicating inadequate strength of existing pavement layers and subgrade. So it would be prudent if the pavement is rebuilt from the subgrade levels.

525. Total of 56 numbers of test pits have been undertaken to investigate engineering characteristics of the existing subgrade soil and pavement composition. State of field dry density and field moisture content data is not available, however, modified Proctor’s laboratory test results of the existing subgrade soil shows MDD varying from 17.9 to 19.6 kN/cum and OMC from 9.8% to 13.2% respectively. Out of 56 samples tested, majority are of CL type and only few are found as CL-ML classification indication existing subgrade is of Clay type corresponding to CL classification (low compressibility). Existing subgrade CBR (soaked) has been found to be in the range of 7% to 19% at compacted density of 95% of MDD. It is attributable to the presence of clayey soil and poor compaction effort.


526. Total of 5 numbers of potential soil borrow areas have been identified and investigated to substantiate their suitability for various earthworks involved with project. Lead distance of these borrow areas is about 0.1km from the project road alignment. Majority of soil types available from the identified borrow areas are of Clayey silt, silty clay or Silty sand type of ML, ML-CL, CL classifications of low to intermediate plasticity. The CBR (4-days soaked at 97 % of MDD) varies significantly from 8% to 23% of the borrow area soils identified.

527. From the range of 4 day soaked CBR value exhibited by the potential borrow area soils 6% is considered reasonable and practically acceptable to achieve at 97% compaction of respective MDD and recommended for designing the pavement for improvement / new alignment. Materials showing high clay content values shall be restricted from use of subgrade construction.




528. Two (2) stone quarries (Pakur and Shiekhpura) have been identified nearest to the project road alignment as potential sources of coarse aggregates required for the road construction. Lead distance of the potential aggregate quarries from the project road is found in the range of 180km (Shiekhpura) to 460km (Pakur). In general the stone aggregates satisfy the IRC/MORT&H specification standards fro use of aggregated in concrete and pavement works except for flakiness and elongation characteristics of some of the samples tested which could be made within acceptable range by suitable adjustment of crusher’s jaws and screens during the manufacturing.

5.6.15.4 Sand

529. Potential source of sand material for the SH86 project is from Son river bed at Koilwar claimed suitable both for pavement and concrete works. Requisite test results for the sand samples from the source are yet to be established.

5.6.15.5 Water

530. Tests on water samples are yet to be carried out for the project. Water table as observed from the borelogs is quite near the ground level in the range of 1.5m to 2.5m depth. Quality of water is to be ensured at the construction stage.

5.6.15.6 Fly Ash

531. NTPC, Kanti is at distance of 18 km from Motipur on NH-28. However due to on going projects of NH-28 and other National Highways in and around Muzaffarpur, currently there is a shortage of bottom ash/pond ash and the same may not be available for this project. However availability of fly ash for the project road can be further explored at the construction stage subject to its compliance to MORT&H specifications for earthworks.



533. 4-day soaked CBR value of the borrow area soils indicate that a design CBR value of 10% can be reasonably achieved from the borrow sources available in vicinity of the project road when compacted to more than 97% of MDD required as per MORT&H specifications.

534. Design of new flexible pavement adopts guidelines as per IRC: 37-2001. The pavement is designed based on traffic forecast of 15 years with base year of completion of the project road construction stipulated to be year 2012. Layer composition of the pavement for new construction on main carriageway (widened portion and realigned stretches, if any) and bypass sections are given hereunder works out as shown in



Table 5-29.



Table 5-29 Pavement Section for New Construction (ADB-TA) (2012 – 2026) Section

Chainage (km)

Design Traffic (msa)

Design CBR (%)


BC DBM WMM GSB

1 0.000 – 28.3 35 8 40 110 250 200

5.6.16 SH87: Runnisaidpur - Bhiswa

535. The project road predominantly traverses through a plain terrain with gradual rise in ground elevations from south towards north. The project road is on embankment throughout with height of embankment typically varies from 0.5m to 1.5m except at bridge approaches where the height of embankment is upto 3.5m. In general present condition of the road is varying from good to poor and fair to very poor with wide spread of alligator cracklings, pot holes and undulating surface. The project rod is also subject to frequent flooding due to rains and flood water in northern Bihar.

536. Geotechnical investigations conducted at the bridge locations (kilometers 3.035, 3.406, 5.316, 10.120, 14.896, 23.314, 23.550, 26.833, 27.212, 29.542, 29.690, 30.188, 31.346, 38.018, 38.358, 39.584, 39.712, 41.154, 44.814, 52.514, 53.580, 28.940, 3.132, 29.828, 31.900, 32.458, 36.670, 50.643. The depths of boreholes advanced are 15m to 25m and few trial pits upto depth of 3.5m. The subsoil deposits constitute of alluvial deposits of silty clay / silty clay or occasionally of silty sand classifications of varying thicknesses and consistency as revealed from the borelogs. Such subsoil stratifications are typical of Gangetic plains of Bihar and are generally stable in terms of supporting the road embankments and related structures.

537. It is emphasized that slope stability and long term settlement are found critical in some of the sections along the project alignment whereby soft alluvial deposits are observed. Necessary soil improvement measures, e.g., excavate and replace technique would be required to implement at the construction stage in order to proceed safely and better performance of the road pavement.


538. The existing road is of nearly fair alignment and built of flexible pavement section. Generally the existing road is built over low embankment sections subject to frequent flooding upto the road levels. Detailed pavement investigations including condition surveys by visual inspection, examination of pavement composition by excavating test pits and testing the properties of the existing subgrade soil and Benkelman Beam Deflection (BBD) are carried out to determine the extent and nature of pavement distress.

539. The BBD tests have not been considered, as the entire length of road requires full reconstruction in view of vertical profile corrections and raising of the subgrade levels minimum 600mm to 1000mm above the HFL.

540. Total of 134 numbers of test pits have been undertaken along the road to investigate engineering characteristics of the existing subgrade soil and pavement composition. Field



dry density and field moisture results of the subgrade material is unavailable. Laboratory MDD and OMC of the subgrade material is in the range of 17 kN/cum to 2.02 kN/cum and 9 to 15% respectively. Majority (60 to 70%) of the subgrade material is of silty clay (CL, CI) classification and the rest are of sandy silt / silty sand (SM, ML / MI) classifications with PI value ranging between 7 to 17% except those of ML classification along the road. Therefore the existing subgrade soil at most of the places is of high clay size content with PI value upto 17% which are considered unsuitable for subgrade. Poor performance of the road pavement is attributable to the presence of clayey soil, poor compaction efforts and drainage condition. 4-day soaked CBR results at 95% compaction are found with significant wide scatter and in the range of 3% to 30%.

541. Therefore it would prudent and economical to build the proposed road from the subgrade level using good quality select subgrade material available within reasonable lead distance from the project alignment and which are in compliance to specifications of MORT&H.


542. Total of ten potential soil borrow areas have been identified and investigated to substantiate their suitability for various earthworks involved with project. Lead distance of these potential borrow areas are less than 5km from the project road alignment. Majority of soil types available from the identified borrow areas are of silty clay of CL / CI classifications of low to intermediate plasticity and two sources from the Chainage km 59 and km 63 areas are having silty sand (SM). The CBR (4-days soaked at 97 % of MDD) results reported varies significantly of the borrow area soils identified (3% to 30%).

543. From the range of 4 day soaked CBR value reported by the potential borrow area soils 6% design CBR for Km 0.00 to km 45.000 and 8% design CBR for the remainder stretch from km 45.000 to km 67.000 is considered reasonable to achieve when compacted to more than 97% of respective MDD values and recommended for designing pavement for improvement / new alignment. Materials showing high clay content and low CBR values shall be restricted from use of subgrade construction.


544. Two (2) stone quarries (Pakur and Sheikhpura) have been identified as potential source of stone aggregates for the project area for the road construction. The lead distance from the project road would be of the order of 250 to 500km range from the project road. In general the stone aggregates from Pakur and Sheikhpura quarries satisfy the IRC/MORT&H specification standards fro use of aggregated in concrete and pavement works except for elongation and flakiness index characteristics which could potentially be ascertained at the time of construction.

5.6.16.4 Sand

545. Potential source of sand materials for the project are identified from Koliwar river with a lead distance of the order of 200km from the project road. Engineering characteristics of the source material need to be established for suitability in pavement and concrete works.





547. 4-day soaked CBR value of the borrow area soils indicate that a design CBR value of 6% (km 0.00 to km 45.00) and 8% (km 45.000 to km 67.00) can be reasonably achieved from the potential borrow sources available in vicinity of the project road when compacted to more than 97% of MDD required as per MORT&H specifications.



Chainage (km)


Design CBR (%)


BC DBM WMM GSB

1

2

0.00– 45.000

45.00 – 67.00

15

15

6

8

40

40

80

75

250

250

260

200





551. Strengthening option of existing flexible pavements is not recommended due to status and type of existing subgrade materials along the project.



5.6.17 SH 88: Baruna Bridge - Rasiyari

552. The project road primarily traverses through plain terrain and commences from Baruna Bridge to Rasiyari. Existing formation width varies from location to location and found in the range of 2.8 to 3.75m with earthen shoulders. Alignment of the project road is fairly acceptable in entire stretch except a few locations where it requires improvement. Condition of the road in general is varying from good / fair to poor.

553. Geotechnical investigations works are in progress and analysis of the subsoil conditions are expected to be similar to that of typical stratification of Gangetic plains comprising silty clay or clayey silt layers of varying consistency with interlayers of silty sand.


554. The existing road is of nearly fair alignment and built of flexible pavement sections. Detailed pavement investigations including condition surveys by visual inspection, examination of pavement composition by excavating test pits and testing the properties of the existing subgrade soil and Benkelman Beam Deflection (BBD) are carried out to determine the extent and nature of pavement distress of the existing carriageway. BBD test results show typical characteristics deflection of the order of 1.4mm to 2.5mm demonstrating poor condition of the existing subgrade and pavement crust thickness.

555. Form the project feasibility study surveys existing subgrade soil is determined as clayey silt or silty clay type of material. Test results of 4-day soaked CBR value and field density are to be evaluated upon availability of the reslts during the detailed design stage.

556. Total thickness of the existing pavement varies from 300mm to 340mm comprising varying thickness of GSB, base course and bituminous layers. In general the condition of the existing pavement is dilapidated in stretches apparently due to poor subgrade condtions and prevailing poor drainage conditions.


557. Total fifteen (15) numbers of potential soil borrow areas have been identified on both sides of the road. Lead distance of these borrow areas are within 5km from the project road alignment. Evaluations of engineering properties of potential borrow area materials are yet to be conducted and can be analyzed once the test results are available. However design 4 day soaked CBR value of the soils from the potential borrow areas is taken 8% throughout the length of the project. Design CBR value recommended shall be further assessed upon availability of the detailed laboratory results.


558. Potential stone / aggregate quarry for the project is identified at Pakur and Jamalpur quarries with respective lead diastances of approximately 355km and 111km. Engineering properties of the aggregate materials available from the quarry will be established and reported at the detailed design stage.



5.6.17.4 Sand

559. Potential source of sand material for the project road construction is identified from Koilwar quarry with approxiamate lead distance of 66km from the project road. Engineering properties of the sand materials available from the source will be established and reported at the detailed design stage.


560. Design life of the flexible pavement is considered as 15 years from base year of completion of construction in 2012. 4-day soaked CBR value of the borrow area soils indicate that a design CBR value of 8% can be reasonably achieved from the borrow potentialsources when compacted to more than 97% of MDD required as per MORT&H specifications.



Chainage (km)


Design CBR (%)


BC DBM WMM GSB

1 0.00– 125 30 8 40 100 250 200


562. The option of rigid pavement has been envisaged to be built only in heavily congested areas whereby bypass is not warranted and it is difficult to improve the local drainage due to low lying areas or poor subgrade conditions. IRC 58: 2002 guidelines are adopted for the design with an aim of design life of 28 years.

563. For a subgrade soil having 4-day soaked CBR value of 8 % Modulus of Subgrade Reaction, k of 25.3 kg/cm2 /cm deflection can be adopted (Modified for 100 mm thick sub-base of dry lean cement concrete). Design traffic and axle load spectrum described in the DPR appears reasonable to adopt for the rigid pavement design recommended as 280mm thick in areas having subgrade CBR of 8% underlain by 100 thick dry lean concrete and 150mm of GSB with other construction joint details and dowels.

5.6.17.7 Overlay and Strengthening

564. In view of raise of road level involved due to flooding and vertical profile corrections involved, it is envisaged that strengthening / overlaying of the existing pavement would not be a viable alternative. However slavaged materials from the existing pavement shall be duly evaluated in terms of their further use on the main line or service roads of the project.



5.6.18 SH89 Siwan - Siswan

565. The Project Road predominantly traverses through a plain terrain with mild rise in ground elevations from south to north. The project road is predominantly on low embankment of height varying from 0.5 to 1.5m. Proposed SH89 takes off from NH85 at Siwan and end at Siswan MDR. Condition of the road in general is varying from fair to poor and occasionally it has failed due to inappropriate drainage conditions and pavement crust thickness.

566. Geotechnical investigations conducted along the project route at proposed bridge locations (kilometers 1.241, 5.016, 5.107, 16.963, 21.342, 21.938, 25.698 qnd 27.568) along the proposed route. The depth of boreholes advanced varies from 15 to 35m. The subsoil deposits constitute of alluvial deposits of silty clay / silty clay or silty sand classifications of varying thicknesses and consistency as revealed from the borelogs. Generally such soil stratifications are typical of Gangetic plains of Bihar and are generally stable in terms of supporting the road embankments and related structures.


567. The existing road is of nearly fair alignment with deficient road geometries at few locations and built of flexible pavement sections. Present road is prone to submergence during rains and flood in North Bihar. Therefore it is advisable to raise the current road levels such that the subgrade level is minimum 600mm above the HFL. Detailed pavement investigations including condition surveys by visual inspection, examination of pavement composition by excavating test pits and testing the properties of the existing subgrade soil and Benkelman Beam Deflection (BBD) are carried out to determine the extent and nature of pavement distress of the existing carriageway. However it is proposed to adopt a complete new pavement construction due to flood conditions and requirements of subgrade level to minimum 600mm above the HFL.

568. The BBD tests have been carried out between section km 0.00 to km 65.000. Average characteristic deflection value ranges between 1.41mm and 2.29mm indicating inadequate strength of existing pavement layers and subgrade. So it would be prudent to rebuild the pavement from the subgrade levels.

569. Total of 67 numbers of test pits have been undertaken to investigate engineering characteristics of the existing subgrade soil and pavement composition. Out of 130 samples tested, more than 80% locations are of Clay type corresponding to CL or CI classification (low to intermediate compressibility) and the remainders are of ML or CL-ML classification. FDD and FMC test results are of the order of 14.5 to 18.0 kN/cum and 3 to 15% with majority having degree of compaction in the range of 73 to 90%. Laboratory 4-day soaked CBR (soaked) values are interpreted varying from 4 to 22% with majority of the order of 5 to 15% at 95% of MDD. Present poor condition of the road is attributed primarily presence of clayey subgrade material, low relative compacted density, prevailing poor drainage conditions and also overloading of the vehicles.

5.6.18.2 Borrow Materials For Construction

570. Total six (06) numbers of potential soil borrow areas have been investigated in order to substantiate their suitability for various earthworks involved with the project. Lead distance of these borrow areas are less than 5km from the project road alignment. Majority of soil



types available from the identified borrow areas are of the type Clayey silt or silty clay of CL or CI classification with 75 micron passing more than 80%. The CBR (4-days soaked) value of the potential borrow soils vary from 9% to 19% at 95% compacted density. These materials may need some improvement by way of blinding with coarse materials in order to improve their workability and to achieve more than 97% compaction density as per requirements of MORT&H specification. Amount of percent addition and necessary blinding shall be established at the construction stage in order to achieve recommended density and 4-day soaked CBR value.

571. From the range of 4 day soaked CBR value exhibited by the potential borrow area soils 8% when compacted to minimum 97% of MDD is considered reasonable to achieve and recommended for designing the pavement for improvement / new alignment. Materials showing high clay content and low CBR values shall be restricted from use of subgrade construction.


572. Two (2) stone quarries (Pakur and Sheikhpura) have been identified suitable for aggregate source for the project. Lead distance of these quarries would be of the order of 200 to 500km respectively from the project road. In general the stone aggregates have been found satisfying the IRC/MORT&H specification standards for use of aggregates in concrete and pavement works.

5.6.18.4 Sand

573. Potential source of sand material for the project road construction is identified from Doriganj (10km from project road). Though the sand from the source is reported being used frequently for the road and concrete works, engineering properties of the sand from Doriganj source is yet to be established for its use in construction of different pavement layers and concrete works for the project.

5.6.18.5 Water

574. Ground water level along the project road is varying typically from 1m to 2.5m below the ground level as evident from the borelogs. Qualitative analysis of water from the project area is yet to be established and the same shall be ensured at the construction stage in compliance to the MORT&H specifications.


575. Design life of the flexible pavement is considered as 15 years from base year of completion of construction in 2012. 4-day soaked CBR value of the borrow area soils indicate that a design CBR value of 6% can be reasonably achieved from the borrow sources with or withought blinding with suitable coarse material available in the vicinity of the project road when compacted to more than 97% of MDD required as per MORT&H specifications.





Chainage (km)


Design CBR (%)


BC DBM WMM GSB

1 0.000 – 34.000 20 6 40 90 250 260


577. The option of rigid pavement has been envisaged to be built only in heavily congested areas whereby raising the existing road pavement level is not an option and bypass is not warranted. IRC 58: 2002 guidelines have been primarily adopted for the design with an aim of design life of 28 years.

578. For a subgrade soil having 4-day soaked CBR value of 8 %, Modulus of Subgrade Reaction, k of 25.3 kg/cm2 /cm deflection can be adopted (Modified for 100 mm thick sub-base of dry lean cement concrete). Design traffic and axle load spectrum described in the DPR appears reasonable to adopt for the rigid pavement design recommended as 300mm thick M45 concrete underlain by 100 thick dry lean concrete and 150mm of GSB with other construction joint details and dowels.

5.6.19 SH90 Mohammadpur-Chapra

579. The Project Road predominantly traverses through a plain terrain with mild rise in ground elevations from south to north. The project road is predominantly on low embankment of height varying from 0.5 to 2.5m. Proposed SH90 takes off from Mohammad on NH101 and proceeds up to its end at Chhapra Bazar on NH19. Condition of the road in general is varying from fair to poor and occasionally it has failed due to inappropriate drainage conditions and pavement crust thickness.

580. Geotechnical investigations conducted along the project route at proposed bridge locations (kilometers 13.845, 16.150, 16.675, 16.850, 20.300, 28.710, 32.365, 34.305, 44.725, 50.720and 55.480) along the proposed route. The depth of boreholes advanced varies from 20 to 30m. The subsoil deposits constitute of alluvial deposits of silty clay / silty clay or silty sand classifications of varying thicknesses and consistency as revealed from the borelogs. Generally such soil stratifications are typical of Gangetic plains of Bihar and are generally stable in terms of supporting the road embankments and related structures.


581. The existing road is of nearly fair alignment and built of flexible pavement sections. Present road is prone to submergence during rains and flood in North Bihar. Therefore it is advisable to raise the current road levels such that the subgrade level is minimum 600mm above the HFL. Detailed pavement investigations including condition surveys by visual inspection, examination of pavement composition by excavating test pits and testing the properties of the existing subgrade soil and Benkelman Beam Deflection (BBD) are carried out to determine the extent and nature of pavement distress of the existing carriageway. However it is proposed to adopt a complete new pavement construction.



582. The BBD tests have been carried out between section km 0.00 to km 65.000. Average characteristic deflection value ranges between 1.11mm and 1.62mm indicating inadequate strength of existing pavement layers and subgrade. So it would be prudent if the pavement is rebuilt from the subgrade levels.

583. Total of 130 numbers of test pits have been undertaken to investigate engineering characteristics of the existing subgrade soil and pavement composition. Out of 130 samples tested, more than 70% are of Clay type corresponding to CL or CI classification (low to intermediate compressibility) and the remainders are of ML or ML-CL classification. Laboratory 4-day soaked CBR (soaked) values are interpreted varying from 7 to 28% with majority of the order of 8 to 12% at 95% of MDD. Present poor condition of the road is attributed primarily presence of clayey subgrade material and prevailing poor drainage conditions.


584. Total five (05) potential soil borrow areas have been investigated to substantiate their suitability for various earthworks involved with the project. Lead distance of these borrow areas are less than 5km from the project road alignment. Majority of soil types available from the identified borrow areas are of the type Clayey silt or silty clay of CL or CI classification with 75 micron passing more than 80%. The CBR (4-days soaked) value of the potential borrow soils vary from 7% to 19%. These materials need some improvement by way of blinding with coarse materials in order to improve their workability and to achieve more than 97% compaction density as per requirements of MORT&H specification. Amount of percent addition and necessary blinding shall be established at construction stage in order to achieve recommended density and 4-day soaked CBR.

585. From the range of 4 day soaked CBR value exhibited by the potential borrow area soils 8% % is considered reasonable to achieve and recommended for designing the pavement for improvement / new alignment. Materials showing high clay content and low CBR values shall be restricted from use of subgrade construction.


586. Two (2) stone quarries (Pakur and Sheikhpura) have been identified suitable for aggregate source for the project. Lead distance of these quarries would be of the order of 200 to 500km respectively from the project road. In general the stone aggregates have been found satisfying the IRC/MORT&H specification standards for use of aggregates in concrete and pavement works.

5.6.19.4 Sand

587. Potential source of sand material for the project road construction is identified from Doriganj (10km from project road). Though the sand from the source is used frequently for the road and concrete works, engineering properties of the sand from Doriganj source is yet to be established for its use in construction of different pavement layers and concrete works for the project.



5.6.19.5 Water

588. Ground water level along the project road is varying from 1m to 2.5m below the ground level as evident from the borelogs. Qualitative analysis of water from the project area is yet to be established and the same shall be ensured at the construction stage in compliance to the MORT&H specifications.


589. Design life of the flexible pavement is considered as 15 years from base year of completion of construction in 2012. 4-day soaked CBR value of the borrow area soils indicate that a design CBR value of 6 to 8% can be reasonably achieved from the borrow sources with or withought blinding with suitable coarse material available in the vicinity of the project road when compacted to more than 97% of MDD required as per MORT&H specifications.



Chainage (km) Design

Traffic (msa) Design

CBR (%) Pavement Composition (mm)

BC DBM WMM GSB

1 0.000 – 52.600 10 6 40 60 250 260

2 52.600 – 64.700 65 8 40 130 250 200


591. The option of rigid pavement has been envisaged to be built only in heavily congested areas whereby raising the existing road pavement level is not an option and bypass is not warranted. IRC 58: 2002 guidelines have been primarily adopted for the design with an aim of design life of 28 years.

592. For a subgrade soil having 4-day soaked CBR value of 8 %, Modulus of Subgrade Reaction, k of 25.3 kg/cm2 /cm deflection can be adopted (Modified for 100 mm thick sub-base of dry lean cement concrete). Design traffic and axle load spectrum described in the DPR appears reasonable to adopt for the rigid pavement design recommended as 300mm thick M45 concrete underlain by 100 thick dry lean concrete and 150mm of GSB with other construction joint details and dowels.

5.6.20 SH 91 Birpur to Udaikishanganj

593. The Project Road predominantly traverses through a plain terrain prone to flash floods from Kosi River. Condition of road in general is varying from average to very poor, with breached embankment at many places between Ch km 0.00 to Ch km 50.00 due to 2008 flood. Road conditions from Ch km 50.00 to Ch 106.00 are fair with intermittent



undulations and breached embankments.

594. Geotechnical investigations conducted at the proposed bridge / culvert locations (kilometers 2.537, 7.169, 7.575, 7.968, 9.953, 15.120, 15.321, 15.636, 27.960, 28.409, 33.480, 38.474, 42.553, 42.957, 44.737, 57.223, 60.160, 60.506, 66.661, 68.452, 72.320, 83.743, 84.826, 85.768, 87.650, 89.614, 95.340, 99.300, 99.820 and 100.125) along the proposed route. The depth of boreholes advanced from 15m to 30m depth and some trial pits at the culvert locations upto depth of 3.5m have been undertaken. The subsoil deposits constitute of alluvial deposits of Silty sand, silty clay / clayey silt classifications of varying thicknesses and consistency as revealed from the borelogs and trial pits. Such subsoil stratifications are typical of Gangetic plains of Bihar and are generally stable in terms of supporting the road embankments and related structures.

5.6.20.1 Embankment Slope Protection

595. In view of flood condition and available borrow area soils prevailing along the project road, the embankment slopes are to be securely protected by way of growing green vegetation and occasionally by adopting Rock Armour pitching as described under previous Sections. Such protection measures would also be required at the entry and exit location of all the drainage culverts in order to safeguard the foundation of these structures. It is further envisaged that it would be prudent if growth of local vegetation and shrubs are encouraged within the lands available between toe of the embankment and ROW of the project road in order to restrain / mitigate erosion forces of the sheet flow conditions observed during the floods. Such protection measures would benefit performance of the project road in the long term.


596. The existing road is of nearly fair alignment with few exceptions at the bridge approaches and in built-up areas and built of flexible pavement section. Generally the existing road is built over low embankment sections of height varying from 1.0m to 3.5m reaching maximum average height near the bridge location upto 5m.

597. Detailed pavement investigations including condition surveys by visual inspection, examination of pavement composition by excavating test pits and testing the properties of the existing subgrade soil and Benkelman Beam Deflection (BBD) are carried out to determine the extent and nature of pavement distress of the existing pavement.

598. The BBD tests have been carried out between section km 53.500 to km 106.00 only as condition of the road surface from Ch km 0.00 to Ch km 53.00 is very poor and deteriorated. However, since it is proposed to raise the road level all through due to requirement of minimum free board of 600mm above the subgrade level, so it would be prudent if the pavement is rebuilt from the subgrade levels.


599. Total sixteen (16) numbers of potential soil borrow areas have been investigated to substantiate their suitability for various earthworks involved with the project. Lead distance of these borrow area are varying from 0.1km to maximum 2km from the project road alignment. Majority of soil types available from the identified borrow areas are of the Sandy silt / silty sand type with SM or SI classifications except two numbers which are of



CL and CI classifications. The CBR (4-days soaked at 95 % of MDD) varies significantly in the range of 3% to 29% of the borrow area soils identified.

600. From the range of 4 day soaked CBR value exhibited by the potential borrow area soils 8 % is considered reasonable to achieve and recommended for designing pavement for improvement / new alignment. Materials showing high clay content and low CBR values shall be restricted from use of subgrade construction.


601. Two (2) stone quarries (Pakur and Shiekhpura) have been identified nearest to the project road alignment as potential sources of coarse aggregates required for the road construction. In general the stone aggregates satisfy the IRC/MORT&H specification standards fro use of aggregated in concrete and pavement works except for flakiness and elongation characteristics of some of the samples tested which could be made within acceptable range by suitable adjustment of crusher’s jaws and screens during the manufacturing.

5.6.20.5 Sand

602. Source of the sand material for the project road is identified from the local river beds. Tests results of the sand materials sources shall be ascertained at the time of construction in compliance to the MORT&H specifications.

5.6.20.6 Water

603. Potential sources of water for the project are not established. However from the borelogs details it is evident that ground water table is available generally at a depth of 1-2m below the ground level. All engineering parameters as per requirements of MORT&H and IS specification need be established prior to use at the construction stage.



605. 4-day soaked CBR value of the borrow area soils indicate that a design CBR value of 8% can be reasonably achieved from the borrow sources available in vicinity of the project road when compacted to more than 97% of MDD required as per MORT&H specifications. Else suitable material for the subgrade construction shall be transported and used for subgrade construction.

606. Design of new flexible pavement adopts guidelines as per IRC: 37-2001. The pavement is designed based on traffic forecast of 15 years with base year of completion of the project road construction stipulated to be year 2012. Layer composition of the pavement for new construction on main carriageway (widened portion and realigned stretches, if any) and bypass sections are given hereunder works out as shown in Table 5-34. The DPR suggested adopting a 5 to 6% CBR for design and the design traffic is lower in the DPR as



diverted traffic is not considered. An adoption of 8% CBR will result in using better material brought in for subgrade as embankment is raised. Based on a comparison of all aspects, a final choice can be made by BSRDC.


Chainage (km)


Design CBR (%)


BC DBM WMM GSB

1 0.000 – 51.500 40 8 40 110 250 200

2 51.500 – 79.500 30 8 40 100 250 200

3 79.500 – 106.390 20 8 40 85 250 200


607. The option of rigid pavement has been envisaged to build only in heavily congested areas whereby raising the existing road pavement level is not an option and bypass is not warranted. IRC 58: 2002 guidelines have been primarily adopted for the design with an aim of design life of 28 years.



609. Strengthening option of existing flexible pavements is not recommended due to raise in road level involved with subgrade level minimum 600mm above the HFL and vertical profile recommended.

5.7 REVIEW AND ANALYSIS OF HYDROLOGY, DRAINAGE AND

STRUCTURES

5.7.1 General Approach

610. The state of Bihar experiences various climatic hazards at different parts as well as different point of time in every year. The Northern Bihar (predominantly defined by the North of River Ganges), in general is susceptible to extreme flood and Seismic calamities. Vulnerable flooding zones are shown in the following Map, published by UNDP. Due importance have been given while reviewing the DPRs to assess flood intensities and dealing with the requirement of waterways for the bridges on Project Roads in the Northern Region in particular.



5.7.2 Basis of Study: Review of Hydrology

611. The TA Consultant reviewed the Hydrology and Hydraulic submissions of DPRs and Feasibility Study Reports submitted by the Design Consultants in order to verify the estimated discharge of the streams, vis-à-vis the size of structures for preliminary designing and costing. The various methods and principles followed in DPRs are as follow:

Discharge calculations by Rational Method, Empirical formula methods like Ryve’s method, Inglis method etc. and Method of Area – Velocity, using Manning’s Formula. Synthetic Unit Hydrograph Method as recommended by IRC: 5-1998.

612. Basic inputs for all the above discharge calculation methods are Catchment Area, slope characteristics, vegetation and soil cover; and the peak hourly rainfall intensity and peak of 24 hour point rainfall intensity. The catchment areas were obtained from the 1:50,000 and 1:250,000 topographic maps for medium and large catchments with vegetation and soil cover assessed from the field reconnaissance. Rainfall intensity data is available from meteorological Department, published gazettes of the State and or as given in IRC: SP-13. The Percentage Coefficient of Run-off P and f, the spatial distribution coefficient was adopted from SP-13.

Figure 5-22 Flooding zones of Bihar

613. Discharges derived from various methods by the DPR Consultants are thoroughly reviewed and the review methodology primarily is based on following principle:



Methodologies followed by the DPR Consultants are as depicted under relevant clauses of IRC: 5 – 1998, under Section-General Features of Design.

Synthetic Unit Hydrograph Method followed is in accordance with Flood estimation reports in respect of climatic sub-zones in the country based on the Hydro-Meteorological data collected by the DPR Consultants for selected catchments as stated in IRC: 5-1998.

Methodologies followed by the DPR Consultants are in line with Indian Roads Congress (IRC) Special Publication 13 – “Guidelines for the Design of Small Bridges and Culverts.

Criteria set forth by the latest Bridge Engineers’ Hand-book in order to decide well conceived and ill conceived crossings.

Verification of hydraulic parameters by Stage-Discharge and other relationship, wherever, data is available from utility Department or CWC.

Extensive site visit, to visualise flooding patterns and to validate DPR findings and supplement, vide illustrations of major features and observations with photographs.

5.7.3 Design Standards

614. While reviewing Designs and Drawings of the DPR Consultants, the design basis of various components of the structures adopted by DPR Consultants is reviewed on the basis of following codes and sound engineering practice:

IRC: 5-1998 Standard Specifications and Code of Practice for Road Bridges, Section I

– General Features of Design.

IRC: 6-2000 Standard Specifications and Code of Practice for Road Bridges, Section-II – Loads and Stresses.

IRC: 21-2000 Standard Specifications and Code of Practice for Road Bridges, Section-III – Cement Concrete.

IRC: 18-2000 Design Criteria for Prestressed Concrete Road Bridges (Post Tensioned Concrete) (Third Revision).

IRC: 22-1986 Standard Specifications and Code of Practice for Road Bridges, Section-VI – Composite Construction.

IRC: 24-2001 Standard Specifications and Code of Practice for Road Bridges, Section-V – Steel Road Bridges.

IRC: 89-1997 Guidelines for Design and Construction of River Training and Control Works for Road

IRC: SP-13-2004 Guidelines for the Design of Small Bridges and Culverts.

IRC: SP-33 Guidelines on Supplemental Measures for Design, Detailing & Durability of Important Bridge Structures.

IRC: SP-40 Guidelines on Techniques for Strengthening and Rehabilitation of Bridges.

IRC:83 (Part I) 1999 Section IX (Part I), Metallic Bearings

IRC:83 (Part II) 1999 Section IX (Part II), Elastomeric Bearings



IRC:83 (Part III) 2002

Section IX (Part III), POT, Pot cum PTFE, Pin and Metallic Guide Bearings.

IRC:89 – 1997 Guide lines for design and construction of River Training and Control Works for Road Bridges (Ist Revision)

IRC:SP:64-2005 Guidelines for Analysis and Design of cast in place voided slab superstructure

IRC:SP:69-2005 IS:2911 (Part I/Sec-2) -1979 IS:456-2000

Guidelines and Specifications for Expansion Joints Code of Practice for Design and Construction of Pile Foundations, Concrete, Bored cast-in-situ Indian Standard, Plain and Reinforced Concrete, Code of Practice

The Standard Drawings of the MORTH

The Specifications for Road and Bridge Works (Third Revision), MORTH.

Loading - The Design and Drawings are reviewed for the following loadings:

Dead Load (DL) - Unit weight for Dead loads shall be considered as per IRC: 6-2000.

Super Imposed Dead Load (SIDL) - Unit weight for superimposed dead load shall be in conformity with IRC: 6-2000.

Carriageway and Footpath Live Load (LL) - Since the State Highways are proposed to be upgraded to 2-Lane standard including structures, the minimum Carriageway Live Loadings are considered are as follow:

• 1 Lane of Class 70R (Wheel or Track)/ 2 lane of Class A Conforming to IRC 6-2000 shall be considered in analysis and whichever producing severe effect shall be considered in design. Pedestrian live load in conformity with clause 209.4 shall be considered over the footpath, wherever applicable.

Seismic Load - The alignments (SH-78) are falling in Seismic Zone – V, Zone – IV and also some sections in Zone – III. Seismic coefficients are reviewed in accordance with IRC: 6-2000 (Fourth Revision). To prevent dislodgement of superstructures, reaction blocks are ensured on the top of Pier and Abutment caps for bridges in Zone - V and Zone – IV.

Wind and Temperature

Relevant clauses are applied in accordance with IRC: 6 - 2000 (Fourth Revision), to arrive at Design Loadings.

Coefficient of thermal expansion 11.7x10-6/C as per IRC: 6 - 2000 (Fourth Revision).

Coefficient of shrinkage 2.0x10-4/C as per IRC: 6 - 2000 (Fourth Revision).

Modulus of Elasticity as per Table 8 of IRC: 21-2000.

For post tensioned superstructures: Relevant provisions of IRC: 18-2000 have been used.

5.7.4 Hydraulics

615. Hydraulic calculations for large crossings carried out by the DPR Consultants are verified



in accordance with relevant clauses of IRC: 5 – 1998, under Section-I, General Features of Design. Hydraulic calculations are to ensure primarily the following design parameters:

Linear Waterway requirement of the bridges are not compromised. Founding Levels are proposed below Estimated Scour depths around Abutments and

Piers with grip length in accordance with IRC: 78. Where waterway is constricted, 33% constriction is accepted in accordance with the

recommendations of Bridge Engineers Hand Book. Afflux is worked out and added to the HFL or ignored if negligible.

616. Once the above criteria of Hydrology and Hydraulics are satisfied, the GADs are agreed upon.

5.7.5 Review of GADs and Recommendations

617. Reviewing of DPR Consultants’ proposals is the basis of TA Consultant’s Feasibility Study. Review of GADs for bridges is done on the basis of satisfactory hydrology and hydraulics, vis-à-vis, linear waterway. Once the Linear waterway is decided by hydraulics and Hydrology, the types of bridge as a whole and different component of the structures are reviewed so as to ensure that all aspects follow provisions of IRC codes and sound engineering practice.

5.7.5.1 Identification of Seismic Zone

618. While reviewing the design basis and standards, the seismic zone of each project road was identified from the Seismic Map of India, published in latest version of IRC: 6. Northern and Southern Bihar are bifurcated by the River Ganges. In general, all roads in Northern Bihar fall predominantly under Zone-IV and a few close to Nepal Border at extreme North also fall in Zone-V also. In high seismic zones, the following structures are permitted:

Simply supported structures with Seismic Reaction Blocks on substructures. Integral or Portal structures with adequate ductility detailing.

619. For North Bihar, a few State Roads pass through both Zones V and IV. Similarly in South Bihar, both seismic Zone-III and Zone-IV are found applicable to some of the roads. Roads which are falling in two different zones, TA Consultant advised DPR Consultants to review and redesign structures under respective zones in view of economy.

5.7.6 New Structures

5.7.6.1 Type of Superstructures

620. Type of superstructures proposed by the design consultants which are reviewed and found acceptable are as follows:

Simply supported spans upto 10.0 m, RCC solid slab. Simply supported spans between 10.0 m to 20.0 m RCC T-Girder and slab or RCC

voided slab superstructures. Simply supported spans between 20.0 m to 24.0 m with RCC T-Girder and slab. RCC multi-cell Box on ground bridges.



Multispan portal bridges with small individual spans. For ROBs, having individual spans more than 24.0 m, precast PSC Girders plus cast-

in-place RCC deck slabs or composite steel Girder and RC deck slab superstructures..

5.7.6.2 Type of substructures

621. RCC solid wall type Abutments and Piers and also RCC circular Piers

5.7.6.3 Type of Foundations

622. Where good bearing strata is available, open foundations and Else, Pile foundations. All proposals were reviewed in accordance with the provisions of relevant codes of IRC.

5.7.7 Improvement Proposals for Existing Bridges: Recommendations

623. Existing Bridges on State Highways are mostly proposed to be reconstructed/ replaced. The proposals are examined on desk and subsequently validated on site and agreed upon when the following criteria are fulfilled:

The Bridges are narrow and functionally not qualified to cater for 2-Lane traffic. Those which are narrow, about single or intermediate lanes, besides being old, also

are not able to sustain under projected/induced 2- Lane traffic due to upgradation. Structurally fatigued and distressed. Bridges have insufficient waterway and vertical clearance rendering hydraulic

inadequacy. Bridges are replaced due to geometric improvement of the road due to realignment. Many existing bridges have old RR masonry or brick masonry substructures and

foundations which are normally not encouraged in seismic Zone-V and Zone-IV, with distresses and joints opened up.

624. The bridges which do not come under above category and widths are close to 2-Lanes are recommended for retention with rehabilitation and/or widening.

5.7.8 Improvement Proposals for Existing Culverts

625. The culverts on existing sections are proposed to be reconstructed/ replaced and rehabilitated due to same reasons as described above.

5.7.9 Additional Structures

626. During review and site inspection, proposal of additional structures are studied with particular emphasis on the overtopped sections of the project road. In such sections additional structures are recommended simultaneous with the road raising.

627. Road wise details of existing and proposed structures are given in



Table 5-35.



Table 5-35 Details of Structures State Highway No. Existing Structures Proposed Structures

Type Number Type Number SH - 78 Major Bridges Nil Major Bridges 1 SH - 78 Minor Bridges 4 Minor Bridges 17 SH - 78 Culverts 130 Culverts 185 SH - 78 ROBs Nil ROBs 3

SH – 80 Major Bridges Nil Major Bridges 1 SH – 80 Minor 3 Minor Bridges 2 SH – 80 Culverts 90 Culverts 90 SH - 80 ROBs Nil ROBs Nil

SH - 81 Major Bridges Nil Major Bridges Nil SH - 81 Minor Bridges 17 Minor Bridges 17 SH - 81 Culverts 230 Culverts 237 SH - 81 ROBs Nil ROBs Nil

SH-82 Major Bridges 1 Major Bridges 6 SH-82 Minor Bridges 8 Minor Bridges 8 SH-82 Culverts 261 Culverts 261 SH-82 ROBs Nil ROBs Nil

SH-83 Major Bridges Nil Major Bridges Nil SH-83 Minor Bridges 4 Minor Bridges 4 SH-83 Culverts 102 Culverts 102 SH-83 ROBs Nil ROBs Nil

SH – 84 Major Bridges Nil Major Bridges Nil SH – 84 Minor Bridges 13 Minor Bridges 13 SH – 84 Culverts 105 Culverts 127 SH - 84 ROBs Nil ROBs 2

SH – 85 Major Bridges 1 Major Bridges 1 SH – 85 Minor Bridges 4 Minor Bridges 4 SH – 85 Culverts 76 Culverts 85 SH - 85 ROBs Nil ROBs Nil

SH – 86 Major Bridges Nil Major Bridges 1 SH – 86 Minor Bridges 6 Minor Bridges 7 SH – 86 Culverts 52 Culverts 87 SH - 86 ROBs Nil ROBs 1

SH – 87 Major Bridges 0 Major Bridges 2 SH – 87 Minor Bridges 24 Minor Bridges 29 SH – 87 Culverts 87 Culverts 136



State Highway No. Existing Structures Proposed Structures Type Number Type Number

SH - 87 ROBs Nil ROBs 1 SH - 87 Underpass Nil Underpass 2

SH – 88 Major Bridges 3 Major Bridges 2 SH – 88 Minor Bridges 21 Minor Bridges 29 SH – 88 Culverts 161 Culverts 136 SH - 88 ROBs Nil ROBs 1

SH – 89 Major Bridges 1 Major Bridges 1 SH – 89 Minor Bridges 6 Minor Bridges 7 SH – 89 Culverts 41 Culverts 95 SH - 89 ROBs Nil ROBs Nil

SH – 90 Major Bridges Nil Major Bridges Nil SH – 90 Minor Bridges 11 Minor Bridges 6 SH – 90 Culverts 67 Culverts 166 SH – 90 ROBs Nil ROBs 1

SH – 91 Major Bridges Nil Major Bridges 2 SH – 91 Minor Bridges 19 Minor Bridges 29 SH – 91 Culverts 228 Culverts 273 SH – 91 ROBs Nil ROBs 1

5.7.10 Review for existing Drainage Structures & Recommendations

628. For each road, review report consisting of identified list of discrepancies and anomalies and recommendations are forwarded to the respective DPR Consultants to attend. These are discussed in meetings and the Consultants are expected to modify and fine tune their proposals when they submit their Final Report. These review reports are presented in Annexure 5.1.1 to Annexure 5.1.9.

629. Major observations of the Review Reports for each of the Project Roads are presented below:

SH -78

Structure Proposal of DPR Consultants

TA Consultants’ observation

TA Consultants recommendation

Remarks

Major Bridge Punpun

6 x 21.65 = 129.90. Effective Linear Waterway = 120.0 m

Aidth of spread at HFL = 130.0 m decided to be proposed as clear waterway

Additional of 10.0 m equally on either Approach in the form of Box shall be proposed.

Decided in a meeting in Team Leader’s office.

Bridge across river Dardha

Located on Sharp curve with no bank protection, vide Photo-2.

Banks to be protected

Banks to be protected adequately both u/s and d/s

Safety of the structure shall be ensured



General Other drawing and design observations in overall proposal are provided in the Annexure 5.1.1

To attend in final submission

Ensure in final submission

SH-81




Remarks

Bridges Bridges are designed for Seismic Zone – IV

The TA Consultants feels structures are predominantly in Zone-III.

To review Seismic Zoning of the Project Road and redesign structures during final submission

This may reduce cost and lead to value Engineering.

Bridges Thickness of wearing course = 56 mm

24 hr. point rainfall intensity = 260 mm for 50 year recurrence interval is high

Rainfall intensity being high it is recommended to adopt 65

This will ensure more impermeability to deck slab and life of structure enhanced

Bridges Bridge Hydraulics Bridge wise Calculation of discharge and hydraulics not traced. Particularly back up for Regression equations for discharge for relevant sub-zones.

To submit the same in the final DPR

Pending submissions, TA Consultant assumes calculations justify requirements. Ensure in final submission

Bridges Pot cum PTFE Bearings

As zone – IV is likely to change into Zone – III, Pot cum PTFE may be replaced by Elastomeric Bearings

To review and make changes in Final DPR

This approach will lead to a lot of cost reduction and value engineering

Bridges Wall Type Pier Designed as Plate type

To modify design and detailing according to proposed Wall Type Pier in the final submission

Modifications necessary to follow provisions of IRC: 21 – 2000.

Bridges Width of Heel and Toe Slab to Depth ratio

Width of Heel and Toe Slab are more than 3 times

To be restricted to 1:3 ratio


Rehabilitation of Retained Bridges

Integral widening of Substructures and Foundations proposed

No rehabilitation and preparation of Joint shown for Substructures and Foundations

Special mechanical joint treatment with provision of shear keys etc. with appropriate detailing to be prepared

Widening Details and Rehabilitation proposals shall be prepared as per practice






Remarks

ROBs Normal Crash barriers proposed

High- Containment Barriers shall be proposed


Ensure Railway norms

ROBs Composite Overhang of slab more than Girder depth

Restrict overhang upto depth of Girder


Ensure practice

Culverts No schedule submitted

Schedule be submitted in the Drawing vol. including widening details



Culverts Additional culverts proposed

No Hydrological justification found

Hydrological justifications necessary

To justify need of additional culverts

Culverts Individual catchment analysis as per FHWA method

Details of analysis not furnished

Analysis need to be furnished for review


General Other drawing and design discrepancies in overall proposal and identified in the list of observations in the Annexure 5.1.2



SH-84




Remarks


TA Consultants felt a major part of alignment falls in Zone-III.

To review Seismic Zoning of the Project Road and redesign relevant structures in zone – III, during final submission





This will ensure more damp – proof arrangement and life of structure enhanced






Remarks

Bridges Bridge Hydraulics and Hydrological calculations

Bridge wise Calculation of discharge and hydraulics not found. Particularly back up for Regression equations for discharge for relevant sub-zones.


Pending submissions, TA Consultant assumes calculations justify requirements.





Bridges Pot cum PTFE Bearings in Zone - IV

As Seismic reaction blocks proposed to prevent dislodgement, Pot cum PTFE be avoided by Elastomeric Bearings



Bridges Wall Type Pier Designed as Plate type

To modify design and detailing according to proposed Wall Type Pier in the final submission




To be restricted to 1:3 ratio


Rehabilitation of Retained Bridges

Integral widening of Substructures and Foundations proposed

No rehabilitation and preparation of Joint shown for Substructures and Foundations

Special mechanical joint treatment with provision of shear keys etc. with appropriate detailing to be prepared

Widening Details and Rehabilitation proposals shall be prepared as per practice

ROBs Normal Crash barriers proposed

High- Containment Barriers shall be proposed


Ensure Railway norms

ROBs Solid wall Abutment and RE Walls to retain embankment

Solid Abutment may be replaced by Abutment Piers

Be reviewed and submitted the same in the final DPR

This will reduce cost and lead to value engineering






Remarks

ROBs Composite Overhang of slab more than Girder depth

Restrict overhang upto depth of Girder


Ensure practice





Culverts Additional culverts proposed



Vindicate need of additional culverts








SH-85




Remarks


TA Consultants felt a major part of alignment falls in Zone-III.

To review Seismic Zoning of the Project Road and redesign relevant structures in zone – III, during final submission











Remarks

Bridges Bridge Hydraulics and Hydrological calculations

Bridge wise Calculation of discharge and hydraulics not found. Particularly back up for Regression equations for discharge for relevant sub-zones.


Pending submissions, TA Consultant assumes calculations justify requirements.

Bridges Total catchment is distributed amongst individual minor streams

No supportive Contour survey Plan/Topo sheets found showing the Main flow and the Branches

Rationale needs to be supported by drawings showing main and branches and delineated catchments

The same needs to be submitted for review





Bridges Pot cum PTFE Bearings in Zone - IV

As Seismic reaction blocks proposed for dislodgement, Pot cum PTFE be avoided by Elastomeric Bearings





To be restricted to 1:3 ratio and final submissions made






Culverts Additional 9 culverts proposed



To vindicate need of additional culverts










Remarks




SH – 86




Remarks

Bridges

Approach geometry on sharp curves to avoid skew in Minor Bridges

Approach geometry shall not be compromised

Bridges to be proposed in skew orientation

Minor Bridges shall follow road alignment

Bridges

Proposed T-Girder and slab superstructure is of M-25

Superstructures is preferred to have richer mix

Superstructure Grade be M-30

From Durability criteria. May be modified in Final DPR

Box structures Followed MOST standard drawings

SBC requirement does not match with requirement

Need to be made consistent with the standard drawings

Explanations needed or modified in the final submission

Box structures Followed MOST standard drawings

Some of the dimensions are not in agreement with standard drawings

Need to be made consistent with the standard drawings

Explanations needed or modified in the final submission

Bridges Structures designed for seismic zone - IV

Seismic Reaction Blocks not proposed

Reaction blocks need be proposed to prevent dislodgement

To be designed and incorporated as per IRC : 6, in the final submission

Bridges Notes on Detailed Drawings

Some essential notes are missing, e.g. Splice length, anchorage length etc.



Bridges Other essential Features in GADS

Bore logs and level blocks are missing





SH -87




Remarks

Bridges Bridges are designed for Seismic Zone – V

TA Consultants felt a major part of alignment falls in Zone-IV

To review Seismic Zoning of the Project Road and redesign relevant structures in zone – IV, during final submission


Bridges For multi-cell Box bridges hydraulic calculations not submitted in the Draft

Hydraulic justification of the proposals is necessary

To furnish reasons for the same in the final DPR


Bridges Existing bridges at Km. Ch. 23.314, 26.833 and 32.458

Proposed waterways found less than the existing



Bridges

Proposed T-Girder and slab superstructure is of M-25

Superstructures is preferred to have richer mix

Superstructure Grade be M-30

From Durability criteria. May be modified in Final DPR

Bridges Proposed Bed Protection

Configuration of rigid and flexible protection does not match with codal provisions

Proposals of bed protection shall be as per IRC:89


Bridges Other essential Features in GADS

Bore logs, level blocks, design discharges to appear in the notes etc.



Culverts Culvert Schedule in the Drawing volume

Needs to show more comprehensive information, e.g. existing configuration, improvement proposals etc.

To fine tune in the final DPR


Culverts All drainage elements are proposed for replacement

Culverts with large vents may be retained and rehab

To review and submit the same in the final DPR

Ensure in final submission. This will lead to value engineering

General Other drawing and design discrepancies in overall proposal and identified in the list of observations/suggestions in the Annexure 5.1.6





SH -89



TA Consultants’ recommendation

Remarks

Bridges Reconstruction of Minor bridges at Km. 5+308 and at Km. 21+480

Reconstruction justified.

Multi-cell box may be looked into in place of proposed single span Girder for 21+480

DPR Consultants agreed to review and submit alternative in Final DPR

Bridges Reconstruction of Minor bridges at Km. 22+082

Reconstruction justified.

Multi-cell box may be looked into in place of proposed single span Girder

DPR Consultants agreed to review and submit alternative in Final DPR

Bridges Proposed major bridge at Km. 27+725

Existing 2-Ln bridge is in very good condition

No need to replace

Agreed by DPR Consultants to submit in Final DPR

Bridges Bridge Hydraulic calculations

The ventways obtained from Hydraulic calculations are restricted to about 50% – 60%

Constriction upto 33% may be permitted as per site conditions and if Afflux issues are taken care of


Bridges Proposed Bridges at chainages 5+308, 21+480, 22+082 and 25+850 are having right angled crossing

This leads to unsatisfactory road geometrics inferior to existing geometry

Needs to be improved.


Bridges

Structures designed for seismic zone - IV

Seismic Reaction Blocks not proposed

Reaction blocks need be proposed to prevent dislodgement


Culverts All existing culverts, proposed to be replaced/reconstructed by Boxes, vents much in excess.

It is observed that each drainage element is proposed for reconstruction/replacement.

To review Draft submission again whether some the balancing pipe culverts can be retained

This will lead to substantial savings and provide value engineering.

Culverts Culvert Schedule in the Drawing volume

Needs to show more comprehensive information, e.g. existing configuration, improvement proposals etc.

To fine tune in the final DPR


Culverts No. of culverts Density of culvert appears less than required.

To review and augment if necessary

DPR Consultants agreed to review and submit in Final DPR






Remarks

Other structures

Proposed Retaining Walls

Observed some of them in Plan n Profile but no schedule in the Drawing vol

Drawing vol. needs to have the schedule

DPR Consultants agreed to provide in Final DPR

Road Submergence

Overtopped section between Km. 25 & 26

Severely flood prone due to major river Daha. Estimation of overtopped discharge is necessary.

Road raising and additional culverts proposed based on overtopped discharge





SH – 90




Remarks

Bridges Proposed No. is 25 against only 13 existing bridges

To be justified Detailed hydraulic calculations necessary


Bridges For some Minor bridges, hydraulic calculations not submitted in the Draft

Hydraulic justification of the proposals is necessary



Bridges Bridge Hydraulics

Discrepancies observed, e.g. VC is not as per IRC:5, Afflux not worked out for constricted waterways and waterways considered in the skew direction etc.

To correct the errors and resubmit



Intensity of rainfall is high Rainfall intensity being high it is recommended to adopt 65







Remarks

Bridges Camber of Girder Bridges

Attained by wearing course

Need to be attained by varying thickness of deck slab


Bridges Use of TMT bars,

HYSD Fe-415 used as reinforcing steel

To explore possibility of using Fe-500

Use of Fe-500 is popular in HW bridges in India and will bring in substantial economy and value engineering

Bridges Adoption of Bridge Bearings

Pot cum PTFE bearings used

With seismic reaction blocks Elastomeric Bearings may be adopted

May be reviewed for adoption or else reasons furnished. This will give substantial economy

Bridges skew angles of bridges

Some of them are Very High, > 450

To explore possibility of marginal realignment for reduction of skew to < 450

May be reviewed for adoption or else reasons furnished. This will give substantial economy

Bridges Proposed Bed Protection

Configuration of rigid and flexible protection has to be consistent with codal provisions

Proposals of bed protection shall be as per IRC:89


Bridges Approach slab of skew Bridges

Length of 3.5 m shown in the square orientation

Length shall be in skew direction


Bridges Essential Features of GADs, e.g. Index Plan, level blocks, quadrant pitching, toe walls etc.

Not indicated in the GADs

Need to be clearly indicated, bridge by bridge


Rehabilitation Bridge at Km. 52+650 is proposed for rehabilitation

No drawings provided Detailed drawings need to be provided







Remarks




Culverts No. of c-ds Proposed are 3 times more than existing

Hydraulic justification necessary


Culverts Proposed culverts

All drainage elements of existing are replaced

Existing balancing pipes may be retained

To review and explore some retention. This will add on to value engineering.

Culverts General

Standard MOST Box structures

Dimensional Parameters are not always matching with the standard sections

To be made consistent with, else separate designs to be submitted





SH -91




Remarks

Bridges Proposed No. is 32 against only 20 existing bridges

To be justified Detailed hydraulic calculations necessary

DPR Consultants agreed to review and submit the same in Final DPR

Bridges Proposed Structures are designed for seismic zone - IV

Significant sub section towards North, falls in zone-V

Seismic zone boundary be demarcated and accordingly the relevant structures shall be designed

DPR Consultants agreed to review and submit the same in Final DPR

Bridges Use of TMT bars,

HYSD Fe-415 used as reinforcing steel

To explore possibility of using Fe-500

Use of Fe-500 is popular in HW bridges in India and will bring in substantial economy and value engineering






Remarks

Bridges No Bridge proposed

There is an active channel found during joint site visit near Km. 7.475 where no opening proposed

As per DPR Consultants’ response that this was decided with the Client and a proposal with

TA Consultant feels that some opening is required as the river may change its course in future. However, if found not required, the Client and DPR Consultant to take responsibility

Bridges Proposed multi-cell bridge has waterway = 5 x 4.5

Existing collapsed bridge is 5 x 7.5

Proposed waterway shall be reviewed.

DPR Consultants proposes the same waterway with justification.

Culverts Road raising and additional culverts proposed as the Road is flood prone

History of flooding and overtopping was confirmed by local enquiry during site visit. Therefore proposal somewhat logical.

Justify by calculation of overtopped discharges, and propose raising with additional culverts


Culverts Substantial road raising and additional culverts, throughout

It was informed by local people during inquiry that flood overtopping problem is at discreet locations

Review profile raising and propose raising only for overtopped sub-sections with corresponding increase in the number of culverts


Culverts Proposed culverts

All drainage elements of existing are replaced

Existing balancing pipes/Good condition pipes may be retained

To review and explore some retention. This will add on to value engineering.

Other structures

Retaining Walls in the flood-prone areas

Km. 7-8 and Km. 15 – 16 are flood prone. Embankment protection measures, e.g. Retaining walls

Drawing vol. needs to have the schedule


Culverts General

General features

Discrepancies in terms of practice pointed out in the culvert comments

To be made consistent with, practice







Remarks




SH-80, 82, 88

630. DPR Consultants are yet to submit their Draft DPR for SH 80, 82,88. For SH 83, DPR received in the month of May and review is in progress. Therefore, detailed designs and drawings are not reviewed for the above roads. Out of these four, only one belongs to North Bihar, i.e., SH-88. Remaining three roads are in the South Bihar where structures are exposed to lesser climatic hazard, in terms of severity of flood and seismicity. This can be verified from Table 7.1, showing Flooding zones of Bihar. These three roads therefore are not so flood prone. Based on the review of FSR Reports, the following are tabulated below

It appears that SH-80 falls in Seismic Zone-III and therefore DPR Consultant needs to verify the Zone. Presently, structures are proposed to be designed, according to FSR methodology in Zone – IV. In zone three, seismic coefficients being less, it may be possible to avoid Reaction Blocks, wider caps and Pot cum PTFE bearings. Sections of foundations and substructures also essentially reduced leading to great economy and value engineering.

Replaced/New HP culverts shall be of 1200 dia. instead of 1000 as per FSR of SH-80. The same is applicable to other roads also.

For SH-80, no additional culvert is proposed. Further to confirm by DPR Consultant. For SH-80, the slab culvert at Km. 8.62 may come under bridge category. Similarly reviewing and zone verification are recommended to the DPR Consultant if

the designs are done in Zone – IV alone for SH-82 and 83. However, in Zone – IV also by proposing appropriate reaction blocks, the DPR Consultant may avoid costly Pot cum PTFE. Elastomeric bearings shall be tried instead.

SH-88, on the other hand is in North Bihar and hence severity in terms of both seismicity and flood disaster exist. The structures proposed to be designed for Seismic Zone –IV is justified.

631. As the report is prepared based on FSR but not DDPR, therefore, it is anticipated that the number of culverts may undergo some change during final DPR submissions. Accordingly final list of structures shall be modified.



5.7.11 Photo illustrations showing important features and findings

pertaining to bridges on various vulnerable flood prone State Highways under the scope of study

SH - 78

Photo 1

This is unbridged crossing across Punpun River. Punpun is a perennial river. The river is the mightiest river on the alignment of SH – 78. The alignment crosses the river near the tree in the photograph. Proposed span arrangement of the major bridge is 6 x 21.65 m and additional relief vents of 5.0 m each on either approach recommended to take care of clear waterway requirement . Though natural spread, high bank to high bank is 150 m and a constriction of 20% which is less than 33% and is adopted as per site condition and is acceptable as per provision of standards

`

Photo 2 Photo 3 Gauge versus discharge relationship collected by the TA Consultants, videPhoto -2 and Photo – 3, to verify design discharge and other hydraulic parameters worked out by the DPR Consultants. This is collected from Sripalpur Gauging station of CWC, Patna and is located little downstream of the proposed crossing.



This is an unbridged crossing across river Dardha River, takes a sharp turn and the bridge is located very close to the bend. Banks shall be necessarily protected for the safety of the bridge. Draft proposal does not propose any protective measures and therefore it is recommended to propose bank protection in the final proposal.

Photo 5

High level Bridge across river Punpun at Sripalpur Gauging station. This is located little downstream of the proposed crossing on NH-83. Total length of this bridge is about 130.0 m, similar to the adopted proposed span arrangement



SH – 89

Similarly as in previous photo, the narrow and distressed brick masonry Arch bridge at Km. 22+082 of SH-89 also have same characteristics. Against a single span of Girder proposal the TA Consultant recommends muti-cell box bridge

Photo 7

Photo 6

Very old single lane stone masonry arch bridge at Km. 21.480 of SH-89 has been proposed for replacement. DPR consultant has proposed replacement by superstructure with single span RCC T-Girder and slab. TA consultant however, recommended multi-cell RCC Box bridge which upon site visit found more suitable with flat bed and will reduce the cost of bridge as well as road due to shallow approaches



SH – 86

Photo 8

Severely distressed and narrow bidges, vide Photo – 8, are characteristics for SH -86. This is a typical example for such a case at Km. 16.275. The bridge is proposed for reconstruction

This is a frequently overtopped section between Km. 25 and 26 of SH-89. Condition of pavement/black top is deplorable as is visible in the photograph. Cross-drainage openings are also less. Road raising is recommended along with additional Culverts. Mighty river Daha is very close to this location, adds to the woe by flooding almost every year. The narrow and very old brick masonry bridge seen in the photograph – 9, is grossly undersized and being replaced by a high level girder bridge

Photo 9



During site visits, the TA Consultants conducted local enquiry with experienced and senior residents to arrive at conclusions about the veracity of flooding effects, historical floods and identification of overtopped sub-sections and extents for the State Highways. One such local team being interviewed has been displayed in the photograph-10.

Photo 10

Photo 11

Major Bridge, span arrangement 5 x 16.0 across river Daha. This is in very good overall condition for all parts of the visible components. The DPR Consultants proposed for replacement on the basis of 6.8 m carriageway width and brick masonry substructures, which are also found in good and robust shape. The bridge also reported to be adequate from Hydraulic point of view. This bridge is recommended for retention with minor rehabilitation like minor repair of RCC wearing coat and spalled hand-railings and expansion joints as seen in the photographs 12 and 13.

Photo 12

Photo 13



SH - 91

Photo 14

This road is one of the worst flood affected road in Nort Bihar. The road is the catchment of unpredictable and disastrous floods of the Koshi river. The captioned bridge stands testimony of nature’s fury. It collapsed by the 2008 historical flood. DPR Consultants recommended a multi-cell box bridge of 5 x 4.5, against existing span arrangement of 5 x 7.5, on the basis of observation that the main flow is now deflected due to change of course. However, TA Consultants have observed during site visit that existing waterway cannot be compromised and therefore if justifiable at least the same waterway shall be provided and that is concurred by the DPR Consultants.

Photo 15

Old existing bridge at Km. 38.474 of SH-91, with severely distressed brick masonry substructures has developed dangerous vertical cracks. The bridge is almost in dilapidated condition. Weak structure coupled with aggressive flood situation is close to failure/collapse. All such cases are identified and reconstruction proposed.



Existing road of SH-91 does no longer exist at this location. This is completely washed out due to consecutive heavy floods of river Koshi and its tributaries. The path along which people are walking and the motorbike plying, would have been the State Highway once upon a time. Such sections are identified, raising recommended with additional culverts to drain the intercepted floods.

Photo 16

5.8 MISCELLANEOUS ITEMS

5.8.1 Road Furniture & Traffic Control Devices

632. Traffic signs and road markings are important features of traffic safety and control devices; they transmit visually vital information to drivers, and ensure increased safety and efficiency in free flow of traffic. The standard road markings and traffic signs give information about highway routes, directions, and destinations. These also give information on special obligations, prohibitions, and restrictions and caution about the existence of any hazardous conditions on or adjacent to the roadway. The consultants propose to use IRC standards for both markings and signs.

5.8.1.1 Road Markings

633. The ordinary paint for markings takes a long time to dry and has a short life (3/6 months). Thermoplastic paint mixed with retro-reflective beads has long life, night visibility and its drying period is very short. In view of these advantages retro-reflective thermoplastic paint is proposed for use. The specifications and standards for road markings are as per IRC: 35 1997.

634. Lane markings are provided both with Thermoplastic paint mixed with retro-reflective beads throughout and with Raised Pavement Markers (Cat’s eye) on curves. The lane markings are provided at 3.5m lane width, the markings are 1.5m continuous and 3m gap. The cat’s eyes at curves are provided at 9m intervals placed at the center of the gap. Cat’s eyes are also provided at all the stop markings.



635. Edge markings are provided at the pavement edge (7m) and at paved shoulder edges. The markings are continuous strip of painting with breaks at the junctions. Other markings, viz, island marking, warning lines, chevron markings and directional arrows, etc. are provided at suitable locations.

5.8.1.2 Traffic Signs

636. For the same reasons as mentioned in markings the recommended material for road signs is a retro-reflectorised plastic flexible sheet. The major advantage of this type of material is that the color and legend is as legible at night as during the daytime.

637. Various traffic signs, viz, regulatory, cautionary and information signs are provided in the project road at curves, intersections, median openings and at all necessary places. The specifications and standards for traffic signs are as per IRC: 67-2001.

5.8.1.3 Kilometer Stones

638. Kilometer stones and 200 m stones are provided on both directions of traffic to know the destination easily by the drivers. The standards and specification for the Highway Kilometer stones is as per IRC: 8-1980 and the 200m stone are provided as per IRC: 26-1967. Boundary stones are provided as per IRC: 25-1967.

5.8.1.4 Guard stones

639. The guard posts are provided at the locations where the height of embankment is between 2 and 3m.

5.8.1.5 Metal Beam Crash Barrier

640. Metal beam crash barriers are proposed on the locations where height of embankment is more than 3m. Stone Pitching is proposed in these embankment locations. Chute drains proposed at an interval of 5m with an energy dissipation basin at the bottom.

5.8.2 Busbays

641. The typical design shall be followed for all locations. Generally, the bus bays shall provide safe entry and exit of buses from Project Highway and also safe boarding and alighting of passengers. The shelter structure shall be structurally safe and functional so as to protect the waiting passengers adequately from sun, rain, and wind. The Bus Bay area shall be provided with an effective drainage system.

642. Considering the overall safety of traffic and minimum hindrance to through traffic, bus bays with pick-up bus stop has been proposed at major towns, villages, and adjacent to major industries along the project road.

5.8.3 Summary of Miscellaneous Item

643. Summery details of miscellaneous item proposed as part of the project improvements are given Table 5-36.



Table 5-36 Summary Details of Miscellaneous Item

S.No.

SH

- 78

SH -

80

SH -

81

SH -

82

SH -

83

SH -

84

SH -

85

SH -

86

SH -

87

SH -

88

SH -

89

SH -

90

SH -

91

Length in Km 47. 4

82

53.00

0

84.29

0

94.00

0

37.30

0

54.60

0

34.00

0

28.20

3

64.75

0

127.3

73

33.06

5

67.78

7

101.0

00

Item Description Unit

1 Concrete Crash Barrier LM 1577 270 613 1490 262 5038 179 2854 3200 377 1010 1874

2 Concrete Hand Railing Lm 1631 270 - 1490 262 75 2854 3200 1337 1010 1473

3 W-Beam Crash Barrier Lm 4360 860 8000 4850 2500 5640 1200 2510 23836 27880 1600 1632 11500

4 Traffic Sign Boards No 965 106 573 202 99 459 673 83 248 604 301 262 166

5

Road Delinators & Marker Studs No 108 860 4000 1350 1410 400 600 3350 4034 1661 3300 5050

6 Busbays No 10 6 12 15 12 35 23 11 10 15 10 8 28

7 Boundary Pillars No 500 270 838 450 330 540 300 - 340 1110 100 330 500

8 Guard Stones No 100 - 1084 520 500 300 50 25 100 400 50 25 300



666 RRROOOAAADDD SSSAAAFFFEEETTTYYY AAAUUUDDDIIITTT

644. Designing various components of the road to enhance the safety of the traffic and pedestrian movement is one of the main objectives of the design. Safety features applicable to a given type of road should be built into road during its initial construction.

645. The RSA (Road Safety Audit) is a systematic procedure that brings traffic safety knowledge into the road planning and design process to prevent traffic crashes. The RSA is a formal systematic road safety assessment or “checking” of a road or a road scheme. Safety consideration in road design has two different objectives:

To provide design features aimed at preventing accidents, and To provide design features aimed at reducing their seriousness when they occur.

646. Considering the above objectives the design approach has made allowance for necessary safety measures including provision of signs, road delineators, road markings, pedestrian crossings, parapets and metal beam crash barriers.

647. It is acknowledged that a significant proportion of road accidents involve pedestrians. Therefore, in any design, it is important to minimize conflict between NMT and vehicles. This will be particularly important where local villagers and children have had little or no exposure to motorized traffic, and for locations with schools, hospitals and clinics and market areas.

648. RSA audit was carried out using tool kit from the Asian Development Bank (ADB) for the Detailed Design Phase. At this stage, the focus of the RSA is on examining the detailed design of junctions, proposed road markings, road side equipment, and proposed alignment to identify potential hazards resulting from adverse combinations of design elements (e.g., vertical and horizontal alignment). Implications arising from drainage choice, traffic signing, etc. have been examined. The road safety audit report of each road is prepared and is given as Annexure 6-1 to 6-3.



777 PPPRRREEELLLIIIMMMIIINNNAAARRRYYY CCCOOOSSSTTT EEESSSTTTIIIMMMAAATTTEEESSS FFFOOORRR CCCIIIVVVIIILLL WWWOOORRRKKKSSS

7.1 GENERAL

649. The civil construction cost estimates have been prepared for widening / strengthening of the existing road including reconstruction of the existing pavement, strengthening / widening of existing bridge structures, construction of new bridges, rehabilitation and reconstruction / widening of cross drainage structures, longitudinal drains, underpasses, junction improvements, road furniture, bus bays etc.

7.2 UNIT COST ESTIMATION

650. The rate analysis has been carried on the basis of STANDARD DATA BOOK for analysis of rate (First revision) and adopting Schedule of rate provided by RCD Bihar. The basic rates for each construction items were analyzed on the basis of the material study undertaken, prices of construction materials collected from various sources and on the anticipated distance of source to the site of work. For items where these rates are not available, the rates were adopted as per previous experience of the consultant / Market rates and prevailing percentage over these rates were considered.

7.3 BILL OF QUANTITIES

651. The quantification of road works, Bridges and CD structures items are calculated from typical cross sections and drawings. The construction items covered in cost estimates are: site clearance; earthwork in new embankment, and widening; Pavement in carriageways and shoulders; culverts; Bridges, ROB s and under passes; Repair to bridges and culverts; Repair and Rehabilitation for structures; Road Junctions; Pavement markings, Signs and other Appurtenances; Drainage and Protective works; Service Roads, Miscellaneous items etc. Detailed Quantity Estimates of civil works for SH 78, 81, 83, 84, 85, 86, 87, 89, 90 91 prepared by DPR Consultants were verified and modified by the TA Consultant based on the suggestions for design modifications and given during Draft Final Report stage. Quantity estimates for SH 80, 82 and 88 were prepared based on the data collected from feasibility report. The summary cost estimate is given below.

7.4 PROJECT CONSTRUCTION COST

652. The civil work cost estimate is sub divided into following 11 items and day work item also included for emergency repair and other miscellaneous work.

Site Clearance and Dismantling Earthwork Granular Base Course and Sub Base Bituminous Course Concrete Pavement in Buitup Zone Culverts Bridges



Drainage Works Traffic Signs, marking and other road appurtenances. Miscellaneous. Day work

653. Summary of cost estimate of all the 13 roads are given in Tables below. Estimate for land acquisition, rehabilitation and resettlement, environmental management and utility relocation items worked out by DPR consultant is also presented in the following summary tables.

Summary Cost for SH 78

S.No. Bill No. Description

As per SoR 2010 As per Tender Document

Amount Amount

Million INR

In Million US $

Million INR

In Million US $

1 Bill No.1 SITE CLEARANCE AND DISMANTLING 6.65 0.15 10.24 0.23

2 Bill No.2 EARTH WORK 680.90 15.13 694.37 15.43

3 Bill No.3 GRANULAR BASE AND SUB-BASE 1170.52 26.01 985.71 21.90

4 Bill No.4 BITUMINOUS COURSE 1460.34 32.45 1540.94 34.24

5 Bill No.5 CONCRETE PAVEMENT IN BUILT – UP- ZONE 0.00 0.00 0.00 0.00

6 Bill No.6 CULVERTS 206.81 4.60 199.45 4.43

7 Bill No.7 BRIDGES 330.34 7.34 365.82 8.13

8 Bill No.8 DRAINAGE WORK 8.60 0.19 6.31 0.14

9 Bill No.9 TRAFFIC SIGNS MARKING AND OTHER ROAD APPURTENANCES 15.64 0.35 14.22 0.32

10 Bill No.10 MISCELLANEOUS 38.59 0.86 94.31 2.10

11 Bill No.11 DAYWORKS 0.00 0.00 6.25 0.14

COST OF CIVIL WORKS (IN Rupees) ------- (A) 3918.38 87.08 3917.63 86.92 Add 3.0 % of (A) Contingencies 118.00 2.62 118.00 2.62

Add 6 % Agency Charge 235.00 5.22 235.00 5.22

Sub Total --------- (B) 353.00 7.84 353.00 7.84

Total -------------- (A+B) 4271.00 95.00 4271.00 95.00

LAND ACQUISITION AND R & R COST (PROVISIONAL) 157.77 3.51 157.77 3.51



ENVIRONMENTAL COST (BILL No. 12, PROVISIONAL) 3.72 0.08 3.72 0.08

SHIFTING OF UTILITIES (PROVISIONAL) 2.37 0.05 2.37 0.05

Sub Total --------- (C) 163.86 3.64 163.86 3.64

GRAND TOTAL ---------- (A+B+C) 4435.00 99.00 4435.00 99.00

Project Cost Summary – SH 80 and SH 81

S.No. Bill No: Description

SH - 80 SH - 81 Amount Amount

Million INR

Million US $

Million INR

Million US $



3 Bill No.3 GRANULAR BASE COURSE AND SUB-BASE 292.41 6.50 616.17 13.69



6 Bill No.6 CULVERTS 33.60 0.75 82.10 1.82 7 Bill No.7 BRIDGES 76.50 1.70 311.37 6.92 8 Bill No.8 DRAINAGE WORK 76.92 1.71 324.72 7.22


10 Bill No.10 MISCELLANEOUS 10.95 0.24 13.25 0.29 11 Bill No.11 DAYWORKS - - - -

COST OF CIVIL WORKS (IN Rupees) ------- (A) 942.76 20.95 2427.91 53.95 Add 3.0 % of (A) Contingencies 28.00 1.00 73.00 2.00 Add 6 % Agency Charge 57.00 1.00 146.00 3.00 Sub Total --------- (B) 85.00 2.00 219.00 5.00

Total -------------- (A+B) 1027.76 22.95 2646.95 58.95

LAND ACQUISITION AND R & R COST (PROVISIONAL) 30.83 0.69 247.34 5.50 ENVIRONMENTAL COST (BILL No. 12, PROVISIONAL) 0.68 0.02 4.22 0.09 SHIFTING OF UTILITIES (PROVISIONAL) 1.58 0.04 20.00 0.44 Sub Total --------- (C) 33.09 0.74 271.56 6.03

GRAND TOTAL ---------- (A+B+C) 1060.85 23.69 2918.51 64.99



Project Cost Summary SH 82 and SH 83



Million INR

In Million US $

Million INR

In Million US $









COST OF CIVIL WORKS (IN Rupees) ------- (A) 1892.56 42.06 901.99 20.04

Add 3.0 % of (A) Contingencies 57.00 1.00 27.00 1.00


Sub Total --------- (B) 171.00 4.00 81.00 2.00 Total -------------- (A+B) 2063.56 46.06 983.00 22.04

LAND ACQUISITION AND R & R COST (PROVISIONAL) 103.14 2.29 35.02 0.78 ENVIRONMENTAL COST (BILL No. 12, PROVISIONAL) 1.10 0.02 1.10 0.02 SHIFTING OF UTILITIES (PROVISIONAL) 3.64 0.08 7.56 0.17 Sub Total --------- (C) 107.88 2.40 43.68 0.97 GRAND TOTAL ---------- (A+B+C) 2171.44 48.45 1026.68 23.02

****"$"---- Conversion Factor = 45.0






Million INR

In Million US $

Million INR

In Million US $










Add 3.0 % of (A) Contingencies 58.00 1.00 26.00 1.00


Sub Total --------- (B) 174.00 4.00 79.00 2.00

Total -------------- (A+B) 2106.92 46.95 954.76 21.46

LAND ACQUISITION AND R & R COST (PROVISIONAL) 81.66 1.81 38.27 0.85 ENVIRONMENTAL COST (BILL No. 12, PROVISIONAL) 4.10 0.09 2.70 0.06 SHIFTING OF UTILITIES (PROVISIONAL) 5.00 0.11 25.00 0.56 Sub Total --------- (C) 90.76 2.02 65.98 1.47

GRAND TOTAL ---------- (A+B+C) 2197.67 48.97 1020.74 22.93 ****"$"---- Conversion Factor = 45.0





SH - 86 SH - 87

Amount Amount

Million INR

In Million US $

Million INR

In Million US $



3 Bill No.3 GRANULAR BASE COURSE AND SUB-BASE 441.46 9.81 1,155.1

9 25.67







Add 3.0 % of (A) Contingencies 42.00 1.00 98.00 2.00 Add 6 % Agency Charge 84.00 2.00 196.00 4.00 Sub Total --------- (B) 126.00 3.00 294.00 6.00 Total -------------- (A+B) 1521.93 31.00 3568.46 78.77

LAND ACQUISITION AND R & R COST (PROVISIONAL) 176.80 3.96 381.84 8.49

ENVIRONMENTAL COST (BILL No. 12, PROVISIONAL) 4.13 0.06 3.68 0.08

SHIFTING OF UTILITIES (PROVISIONAL) 70.00 1.56 160.00 3.56

Sub Total --------- (C) 250.93 5.58 545.52 12.12

GRAND TOTAL ---------- (A+B+C) 1772.85 39.60 4114.47 90.90

**** "$"---- Conversion Factor = 45.0



Project Cost Summary for SH 88 and SH 89



Million INR

In Million US $

Million INR

In Million US $



3 Bill No.3 GRANULAR BASE COURSE AND SUB-BASE 2,101.51 46.70 560.02 12.44

4 Bill No.4 BITUMINOUS COURSE 1,322.46 29.39 301.29 6.70




10 Bill No.10 MISCELLANEOUS 40.28 0.90 11.08 0.25 11 Bill No.11 DAYWORKS - - - - COST OF CIVIL WORKS (IN Rupees) ------- (A) 5228.36 116.19 1211.06 26.91

Add 3.0 % of (A) Contingencies 157.00 3.00 36.00 1.00 Add 6 % Agency Charge 314.00 7.00 73.00 2.00 Sub Total --------- (B) 471.00 10.00 109.00 3.00

Total -------------- (A+B) 5699.36 126.19 1320.06 29.91

LAND ACQUISITION AND R & R COST (PROVISIONAL) 341.85 7.60 416.07 9.25 ENVIRONMENTAL COST (BILL No. 12, PROVISIONA) 11.40 0.25 3.01 0.07 SHIFTING OF UTILITIES (PROVISIONAL) 85.46 1.90 83.05 1.85 Sub Total --------- (C) 438.71 9.75 502.14 11.16

GRAND TOTAL ---------- (A+B+C) 6138.08 135.94 1822.20 41.07

****"$"---- Conversion Factor = 45.0



Project Cost Summary for SH 90 and SH 91 S.No. Bill No: Description SH – 90 SH - 91

Amount Amount Million

INR In Million

US $ Million

INR In Million

US $ 1 Bill No.1 SITE CLEARANCE AND DISMANTLING 12.95 0.29 21.53 0.48 2 Bill No.2 EARTH WORK 199.34 4.43 273.65 6.08 3 Bill No.3 GRANULAR BASE AND SUB-BASE 1,065.38 23.68 1,274.87 28.33 4 Bill No.4 BITUMINOUS COURSE 576.22 12.80 1,174.04 26.09



9 Bill No.9 TRAFFIC SIGNS, MARKING AND OTHER ROAD APPURTENANCES 15.99 0.36 21.87 0.49


COST OF CIVIL WORKS (IN Rupees) ------- (A) 2420.80 53.80 3627.99 80.62 Add 3.0 % of (A) Contingencies 73.00 2.00 109.00 2.00 Add 6 % Agency Charge 145.00 3.00 218.00 5.00 Sub Total --------- (B) 218.00 5.00 327.00 7.00 Total -------------- (A+B) 2638.80 58.80 3954.99 87.62 LAND ACQUISITION AND R & R COST (PROVISIONAL) 432.80 9.62 700.00 15.56 ENVIRONMENTAL COST (BILL No. 12, PROVISIONA) 5.15 0.11 5.40 0.12 SHIFTING OF UTILITIES (PROVISIONAL) 182.00 4.04 307.37 6.83 Sub Total --------- (C) 619.94 13.78 1012.77 22.51 GRAND TOTAL ---------- (A+B+C) 3258.75 72.57 4967.76 110.13 ****"$"---- Conversion Factor = 45.0

7.5 COMPARISION OF ESTIMATES FOR SH 86 AND SH 87

654. In order to assess the variation of engineers estimates prepared based on the SOR-2010 rates of RCD, Bihar with the prevailing market rate, an analysis was carried out by the TA consultant. The methodology adopted for this cost comparison is briefly explained below.

655. TA consultant after preparing BOQ has determined the cost based on market rate by applying the escalated unit rate of ongoing BSHP1 project adjacent to the project roads. This exercise was carried for SH 86 and SH-91 by applying the rates of SH-77 and SH-74 respectively. It is observed that market rates for ongoing projects are higher by 10-15% (after price adjustment).



656. In order to have current market trend, a cost comparison was made with the market rates for SH-78 (recently tendered) by applying the lead adjusted rates of SH 78 to BOQ items. It is observed that the rates and overall costs are almost at par and this gives the inference that the cost estimate is in agreement with the current market assessment.

657. As per kilometre cost of SH 86 and SH 87 are more than the normal rate of similar projects and hence cost comparison of SH 86 and SH 91 & SH 87 and SH 91 are carried out for each individual bills and arrived a conclusion that the cost estimate of SH 86 & SH 87 are in order and the variation is mainly due to the following reasons

SH 86 Paved shoulder is proposed for the entire length of SH 86 where as only part SH 91 is

proposed with paved shoulders. Number of cross drainage works in SH 86 is more. Presence of one ROB and one major bridge for 28km long road also is factored in

higher in per km cost. SH 87

Lead of SH 87 is 260 whereas SH 91 lead is 200km. Due to this, rates of major items such as GSB, WMM, bituminous and concrete items are increased by about Rs 500 to 800/cum.

Thickness of GSB in SH 87 is 260 and that of SH 91 is 200. Presence of one ROB in SH 87. In SH 91, there is no ROB.

658. Details of market rate comparison of SH 81, SH 86, SH 87, SH 90 & SH 91 and per km cost comparison of SH 86 and SH 87 are given in Annexure 7-1.

7.6 COST IMPLICATION OF DESIGNING FOR SEVERE FLOODS

659. During the review of SH 90 and SH 91, one issue raised was the design flood to be considered for embankment and drainage design, which has major cost implication. Consideration of flood level as observed during Kosi breach would require substantially more raising than as required by the 25 year flood design as required by the IRC as also many times culvert openings. The project design adopted the 25 year flood level as well as local enquiry of normal flood levels to arrive at the road design level. A rough estimate of additional cost to provide for very severe floods as observed during Kosi breach would require an additional INR 1260 million for SH 91 – that is a 25% cost increase. The adopted design accommodate the 25-year design flood levels and for this the road embankment has been raised about 1 m on average which is estimated to cost an additional INR 450 million or about 10% increase in costs.



888 EEECCCOOONNNOOOMMMIIICCC AAANNNAAALLLYYYSSSIIISSS AAANNNDDD PPPRRRIIIOOORRRIIITTTIIIZZZAAATTTIIIOOONNN

8.1 GENERAL CONSIDERATIONS

660. The state government has taken up road network development as a high priority. The state government is currently upgrading about 820 km with assistance from the Asian Development bank and another 2035 km with state funds. Further the state government has declared 4880 km as new state highways. The proposed rehabilitation and upgrading of the selected state highways under the Phase II of the ADB assisted road project will further improve the accessibility of the rural areas and significantly reduce the vehicle operating costs and thereby transport costs and support the government initiative in various sectors for economic growth.

661. Bihar State Roads Development Corporation (BSRDC), who are entrusted with the development of state highways with ADB assistance, have short-listed nearly 900 km of roads consisting of 13 roads for inclusion in the proposed project to be funded by ADB and have undertaken project preparation studies for these road sections through Consultants. The feasibility analysis for all road sections under consideration has been completed and detailed project preparation is nearing completion. An economic evaluation of these road sections was made based on the estimated savings in vehicle operating costs and travel time against the investment needed for the proposed improvement. The proposed improvement is also expected to provide shorter alternative routes for some traffic (eg. SH 78 and SH 91) and associated savings in vehicle operating costs savings have been considered in the economic analysis. The improvement option was defined based on the traffic capacity analysis and pavement condition assessment.

662. The economic analysis of the proposed road projects was carried out using HDM4 model. The model requires input data on traffic, road geometry, condition, pavement structure and material characteristics of the existing road as well as maintenance and road improvement costs and vehicle operating cost parameters for representative vehicles in Bihar. The basic input required for the economic analysis has been taken from the Consultant’s reports and additional field studies as described in the earlier chapters and other previous study reports from BRCD. The results of the economic analysis for the 13 road sections are presented in this section.

663. In terms of transport economics, the proposed road projects will result in savings to road users and the society as a whole in the form of reduced transport costs for passengers and freight as well as additional developmental benefits. These benefits, calculated over the project life, are compared with construction costs for each road improvement option (including the cost of environmental and social impact mitigation measures). The results are expressed in Economic Internal Rates of Return (EIRRs) and ratios between Net Present Value (NPV) and capital costs of the proposed road improvement. NPV/capital cost ratios are used in choosing between various improvement options. The basic concept is to maximize the returns on investment.

664. To be acceptable for implementation, the proposed investments have to result in an EIRR of at least equal to the opportunity cost of capital, which is set at 12 percent. NPV's are



calculated using opportunity cost of capital as the discount rate. In terms of funding and implementation capacity, the cutoff rates of return shall be higher than 12 percent.

665. Costs and benefits are valued in monetary terms and expressed in economic prices to avoid distortions in the input prices of labor, materials, equipment and foreign exchange due to market imperfections. In calculating the road agency economic costs (construction and maintenance), a Conversion Factor (CF) of 0.9 was used as adopted for road investment projects in India to derive economic costs from the estimated financial cost. The economic cost of vehicle operation and time costs (VOCs) are calculated separately for each individual component and therefore, a CF has not been used for these costs.

8.2 PROJECT ROAD DETAILS

666. The details of project road sections considered for implementation under this project are given in Table 8.1. The road sections under consideration are single lane or intermediate lane roads in generally poor condition. Some sections of the roads have undergone periodic maintenance work and this has been considered in the improvement proposal.

Table 8-1 List of Project Road Sections and Base Year Characteristics Road No. Road Name Districts Length

(km) Road Width

(m)

Road condition

rating

Base year

Traffic

1 SH 78, Bihta – Sarmera Patna and Nalanda 100.0 - Mostly not

existing 3788

2 SH 80 Bhabhua - Aghaura Kaimur 53.0 4.9 Poor to fair 1365

3 SH 81 Sakkadi - Nasrigunj Bhojpur and Rohtas 84.6 3.5 and

5.5 Mostly poor 1958

4 SH 82 Kadirgunj - Sonho Nawada and Jmui 94.3 3.0 and

5.5 Mostly fair 1490

5 SH 83 Bagi - Barbigha Nawada, Shaikhpura 37.3 5.5 Fair to good 1253

6 SH 84 Ghogha - Barahat Bhagalpur, Banka 54.6 5.5

Poor to good (currently under rehabilitation)

4123

7 SH 85 Akbarnagar - Arnapur

Bhagalpur, Banka 34.0 3.0 and

5.5

Mostly poor (currently under rehabilitation)

1481

8 SH 86 Saraiya - Motipur Muzaffarpur 28.3 3.5 Poor to fair 3967

9 SH 87 Runisaidpur - Bhiswa Sitamari 64.75 3.5 and

5.5 Poor to fair 2407


Darbhanga, Samstipur 124.2 3.5, 5.5

and 7.0 Poor to good 3384

11 SH 89 Siwan - Siswan Siwan 33.0 3 Poor to fair 1853

12 SH 90 Mohammadpur - Chapra

Saran, Gopalganj 68.5 3.5 and


13 SH 91 Birpur - Udakishunganj

Supaul, Madhepura 104.04 3.5 and


Total Road Length 880.6 Note – Traffic figures given are averages for the whole road



667. Base year traffic volumes were obtained from the classified traffic counts carried out on project road sections in 2009 and 2010. Diverted traffic estimates have been made based on origin-destination survey data, which indicated traffic diversion potential for SH 78 and SH 91. Seasonal correction factors have been derived using statewide fuel consumption figures and applied to to derive the annual average daily traffic.

8.3 TRAFFIC GROWTH FORECAST

668. Both economic growth and population growth contribute to the traffic growth. According to the economic survey2, Bihar's economy registered an annual growth rate of 11.35 percent over a five-year period from 2004-05 to 2008-09 compared to 3.5 percent per year in the previous five years. Bihar population has been growing at 1.65 % annually in this decade.

669. There are no reliable past traffic data on the project roads and hence no assessment could be made of past traffic growth trends. The vehicle registration growth also gives indication of the traffic growth. The vehicle registration data for the past have been obtained from Transport Department, Government of Bihar and “indiastat.com” and is given in Table 8-2.

Table 8-2 Registered Vehicles in Bihar


WheelerTwo

Wheeler Tractor Trailer Other Total

2000 46636 14493 50376 16067 29498 26009 538337 89438 52399 5106 868,359

2001 47650 15092 54657 20163 31014 28345 589987 99413 59244 3298 948,863

2002 48060 15365 58335 20703 32560 30787 644477 107049 63855 3483 1,024,674

2003 48180 15472 61354 20962 33388 31915 608899 110147 65764 4962 1,001,043

2004 48592 15820 64939 21641 35731 34554 767480 116090 67584 6759 1,179,190

2005 49437 16158 71834 22271 39542 39823 903261 125968 73154 7263 1,348,711

2006 50016 16271 76896 22698 41863 43096 964594 129477 75594 8569 1,429,074

2007 52005 17192 84305 24024 46293 48123 1077579 135637 80875 10350 1,576,383

2008 54414 18533 92528 27066 50522 54153 1197875 143801 86233 13015 1,738,140

2009 58012 19654 103077 30857 56270 62576 1364757 155004 93743 14603 1,958,553


1.0 2.2 6.5 7.7 4.9 7.4 9.3 6.7 6.6 7.3 7.9

2005-2009

4.1 5.0 9.4 8.5 9.2 12.0 10.9 5.3 6.4 19.1 9.8

2008-2009

6.6 6.0 11.4 14.0 11.4 15.6 13.9 7.8 8.7 12.2 12.7

2 Economic Survey of Bihar 2009-10, February 2010, Government of Bihar



670. The overall growth in the total number of vehicles have substantially increased over the recent years and is in line with the trend the higher economic growth in last 5 years. The analysis of vehicle growth in relation to economic growth indicates a vehicle growth elasticity of 1.22 during 2000-09 period. For the latest year (2008-09), the elasticity works out to 1.11 whereas for the 2000-05 period when the growth rate was low, the elasticity observed is almost 1.8. Prior to the recent spurt in the economic growth, the economy of Bihar has been lagging far behind national economic growth whereas in the last 4 years it is ahead of the national economic growth rate. For the forecast, it is assumed that the higher than national growth rate will continue few more years and then the growth rate will become closer to the national economic growth rate. It is interesting to note that trucks have grown at a very low rate whereas tractors and Trailers have grown at a higher rate prior to 2005. This may be mainly due to the poor road network where Tractors and Trailors are preferred for goods transport, especially agricultural produce, with agriculture being the mainstay of the rural economy.

671. Based on the economic growth outlook, economic growth rate for the forecast period is assumed and using transport elasticities derived for different vehicle categories, future traffic growth has been derived as given in the table below:

Table 8-3 Adopted Growth Rates (%) for Motorized Traffic

PERIOD

GSDP GROWTH

RATE ASSUMED

(%)

VEHICLE TYPE

CAR TWO

WHEELER

3 WHEELER BUS GOODS

VEHICLES TRACTOR &TRAILER

2010-2015 10 10.3 11.2 11.2 5.2 7.5 6.0

2015-2020 9 8.2 6.8 6.8 4.4 5.6 4.0

2020-2025 7 5.4 4.0 3.5 3.0 4.2 2.4

2025-2035 6 4.2 2.9 2.1 2.4 3.5 2.0

Source: Consultant estimate

672. There is potential for generated traffic with road sections mostly in poor condition. The road sections in fair to good condition are also rehabilitated recently. With improved road and reduced vehicle operating cost and reduced travel time, traffic generation is considered in the range of 10 to 20 % depending on the condition of the road, current traffic level and traffic potential in the road influence area. For all roads, generated traffic is assumed to realize within two 2 years of construction. In addition to this the SH 78 and SH 91 will attract diverted traffic, which is added. The diverted traffic will benefit from distance saving and this is included in the analysis. Both the generated and diverted traffic are assumed to grow at the same growth rate as the normal traffic.

8.4 IMPROVEMENT STANDARDS AND CONSTRUCTION COSTS

673. All project road sections are in poor or fair condition and needs rehabilitation or reconstruction in addition to widening for capacity augmentation. Based on the pavement condition assessment, the option of strengthening or reconstruction has been selected for the road sections. All roads are proposed for widening to two lanes with hard shoulders.



This will form the “with project” case. The “without project” case involves routine maintenance and limited repair of damaged areas.

674. Detailed cost estimates using bill of quantities generated based on detailed design have been prepared for the widening and reconstruction and the summary financial cost is given in Table 8-4. The cost given includes civil works cost, land acquisition and resettlement costs, environmental impact mitigation costs, utility shifting costs, quality control and construction supervision costs (3%) and physical contingencies (5%). A conversion factor of 0.90 was adopted to estimate the economic cost from the financial cost.

675. In the “with project” scenario, the maintenance regime will involve annual routine maintenance and periodic maintenance with asphalt overlay when the road roughness reaches 4.0. In the “without project” scenario, it is assumed that routine maintenance and repair of the most damaged area will be carried out every year and the road condition will gradually deteriorate to very poor condition.

Table 8-4 Project Cost

Road No. Road Name Construction

Period in years

Total Financial Cost (INR Million)

Financial Cost per Km (INR Million)

1 SH 78, Bihta – Sarmera 3 5560.2 55.40

2 SH 86 Saraiya - Motipur 2 1645.9 58.36

3 SH 91 Birpur - Udakishunganj 3 5382.6 50.62

4 SH 80 Bhabhua - Aghaura 2 1141.5 21.54

5 SH 81 Sakkadi - Nasrigunj 3 2893.8 33.33

6 SH 82 Kadirgunj - Sonho 3 3147.1 36.4

7 SH 83 Bagi - Barbigha 3 1189.1 31.88

8 SH 84 Ghogha - Barahat 3 2128.9 38.9

9 SH 85 Akbarnagar - Arnapur 2 902.3 30.8

10 SH 87 Runisaidpur - Bhiswa 3 4084.8 60.25

11 SH 88 Varuna Bridge (NH 103) - Rasiyari 3 8377.6 67.45

12 SH 89 Siwan - Siswan 2 1721.9 51.86

13 SH 90 Mohammadpur - Chapra 3 3234.0 49.98

Source: Consultants estimates



8.5 OTHER INPUT DATA FOR HDM ANALYSIS

676. Information required to update the main vehicle operating cost parameters such as vehicle prices, crew and maintenance labour cost, tire, oil and fuel costs were obtained from local enquiries and data collected in Patna. The prices of fuel considered in the analysis are as given in the table below. The economic price is roughly adjusted to reflect the crude oil price in the near term (assumed at $85) in comparison to fuel price break-down reported in “Report of the Committee on Pricing and Taxation of Petroleum Products, Government of India, February 2006”.

Fuel FINANCIAL PRICE (INR)

Economic Price (INR)

Petrol 49.56 32.7

Diesel 37.43 33.0

677. The proposed improvement will increase the travel speeds and thus will save travel time for all passengers. The average value of time was approximately estimated at Rs. 20 per hour from the per capita income per employed person. Based on this, value of work time for passengers of bus, two wheelers and cars have been taken as Rs. 15, Rs. 30 and Rs. 60 per hour respectively. Value of non-work time is taken as 25% of the value of work time.

678. Parameters like period of analysis, discount rate, salvage value, construction period and the year of opening the road for traffic after construction is presented in the table below. As all roads involve widening and land acquisition costs, a higher salvage value have been considered where reconstruction and land acquisition cost forms a higher proportion.

Other Input Parameter Value

Analysis period (Years) 20

Discount rate (%) 12

Construction period (Years) 2/3

Construction start year 2010-11

Opening year for traffic 2013-14

Salvage Value (%) 20 to 30

8.6 ECONOMIC ANALYSIS

679. An economic evaluation was undertaken for each of the road sections by comparing the “with” and “without” project options and the output from the HDM4 analysis is summarized in Table 8-5 which, gives Economic Internal Rate of Return (EIRR) and Net Present Value (NPV in Rs. millions) for the proposed project improvement option. Benefits considered include the vehicle operating cost savings and value of time savings.



Table 8-5 Economic Analysis Results

Road No. Road Name EIRR (%) NPV (INR Million)

NPV/Capital Cost Ratio

1 SH 78, Bihta – Sarmera 18.1 2237.9 0.45

2 SH 86 Saraiya - Motipur 19.1 938.1 0.63

3 SH 91 Birpur - Udakishunganj 20.0 2572.7 0.62

4 SH 80 Bhabhua - Aghaura 20.1 628.0 0.72

5 SH 81 Sakkadi - Nasrigunj 28.8 3596.2 1.48

6 SH 82 Kadirgunj - Sonho 24.4 1922.6 1.07

7 SH 83 Bagi - Barbigha 15.8 245.1 0.29

8 SH 84 Ghogha - Barahat 6.2 -930.8 -0.36

9 SH 85 Akbarnagar - Arnapur 5.2 -350.0 -0.41

10 SH 87 Runisaidpur - Bhiswa 15.9 1026.9 0.30

11 SH 88 Varuna Bridge (NH 103) - Rasiyari 19.7 3852.0 0.70

12 SH 89 Siwan - Siswan 10.1 -195.7 -0.13

13 SH 90 Mohammadpur - Chapra 19.1 1794.5 0.66

680. The economic analysis indicate that the proposed improvements of the project roads are economically viable yielding an EIRR well above the opportunity cost of capital of 12% in the case of 10 roads. In the case of SH 84, SH 85 and SH 89, the EIRR is below 12%. It is to be noted here that SH 84 and SH 85 have been rehabilitated to intermediate carriageway only recently and thus have good surface and can serve the current traffic with good level of service for many more years before embarking on widening. Most of the road sections under consideration are therefore justified in social cost benefit terms.

681. Further, sensitivity analysis was carried out over the base case with respect to adverse changes in the costs and benefits. The following cases were analysed.

Case-I Base Case

Case-II Cost increased by 15 %

Case-III Time benefits reduced by 50%

Case-IV Total benefits decreased by 15%

Case-V Cost increased by 15 %, and benefits decreased by 15%

682. The results of Sensitivity analysis are presented in Table 8.6 below. The analysis shows that except 3 roads, all other roads have an EIRR more than 12% in all sensitivity tests



indicating the economic viability within the range of variability anticipated for those roads. In the case 2 of the 3 roads (SH 84 and SH 85) investment can be postponed as they have been recently rehabilitated as intermediate lane roads. In the case of SH 89 widening may be delayed.

Table 8-6 Results of Sensitivity Analysis

Road No. Road Name EIRR (%)

Case I Case II Case III Case IV Case V

1 SH 78, Bihta – Sarmera 18.1 16.2 16.8 16.0 14.2

2 SH 86 Saraiya - Motipur 19.1 17.1 17.2 17.0 15.2

3 SH 91 Birpur - Udakishunganj 20.0 17.9 19.0 17.5 15.6

4 SH 80 Bhabhua - Aghaura 20.1 18.0 16.8 18.0 16.0

5 SH 81 Sakkadi - Nasrigunj 28.8 26.0 26.0 25.6 23.1

6 SH 82 Kadirgunj - Sonho 24.4 22.0 20.6 21.7 19.5

7 SH 83 Bagi - Barbigha 15.8 13.9 12.8 13.8 12.1

8 SH 84 Ghogha - Barahat 6.2 5.0 4.4 4.9 3.7

9 SH 85 Akbarnagar - Arnapur 5.2 4.0 3.9 3.9 2.8

10 SH 87 Runisaidpur - Bhiswa 15.9 14.2 14.1 14.0 12.4


19.7 17.8 17.4 17.5 15.7

12 SH 89 Siwan - Siswan 10.1 8.7 8.4 8.6 7.3

13 SH 90 Mohammadpur - Chapra 19.1 17.2 16.3 16.9 15.2

8.7 PRIORITIZATION

683. The economic analysis indicates that 10 of the 13 roads have acceptable economic rate of return to take up the rehabilitation and widening immediately. The funding available will not allow taking up all of the roads immediately and therefore prioritisation of investment is needed. The NPV/Capital cost ratio provide a good basis for prioritisation based on economic criteria. The ranking of the project roads based on this is given in Table 8.7.

684. It is also to be noted that the project roads spread all over the state has a significantly varying per km construction cost mainly due to material availability (lead distance) as explained in Chapter 7. In order to neutralize the effect of cost variation, NPV/Capital cost



ratio was also worked out with average per km cost and is given in the last column of Table 8.7. Based on both values, the roads which have a high NPV/Capital cost ratio are SH 78, SH 81, SH 86, SH 87, SH 88, SH 90 and SH 91 and it is recommended to take up these roads on priority based on project readiness, social and environmental aspects.

Table 8-7 Results of Sensitivity Analysis

Road No. Road Name

EIRR (%)

NPV (INR Million)

NPV/ Capital

Cost Ratio

NPV/Capital Cost with Average per

Km cost 5 SH 81 Sakkadi - Nasrigunj 28.8 3596.2 1.48 0.68

6 SH 82 Kadirgunj - Sonho 24.4 1922.6 1.07 0.26

4 SH 80 Bhabhua - Aghaura 20.1 628 0.72 -0.26

11 SH 88 Varuna Bridge (NH 103) - R i i

19.7 3852 0.7 1.18

13 SH 90 Mohammadpur - Chapra 19.1 1794.5 0.66 0.69

2 SH 86 Saraiya - Motipur 19.1 938.1 0.63 1.03

3 SH 91 Birpur - Udakishunganj 20 2572.7 0.62 0.67

1 SH 78, Bihta – Sarmera 18.1 2237.9 0.45 0.72

10 SH 87 Runisaidpur - Bhiswa 15.9 1026.9 0.3 0.69

7 SH 83 Bagi - Barbigha 15.8 245.1 0.29 -0.15

12 SH 89 Siwan - Siswan 10.1 -195.7 -0.13 0.02

8 SH 84 Ghogha - Barahat 6.2 -930.8 -0.36 -0.52

9 SH 85 Akbarnagar - Arnapur 5.2 -350 -0.41 -0.55



999 PPPRRROOOJJJEEECCCTTT PPPAAACCCKKKAAAGGGIIINNNGGG AAANNNDDD IIIMMMPPPEEEMMMEEENNNTTTAAATTTIIIOOONNN

9.1 GENERAL

685. Within the framework of expected budgetary constraints for the project, it is recommended that full implementation proceed for the priority project roads based on project readiness.

9.2 CONTRACT PACKAGING

686. Packaging for the proposed contracts is proposed as International Competitive Bidding. The civil works cost for the 7 roads on priority range from US$ 31 to 116 million and the project road length vary from 28 to 124 km. With the capacity and expertise of Contractors available in India as well with ICB, the project sizes are suitable for attracting large Contractors with the implementation capacity for such projects. Therefore each road is considered as a single package with construction period defined based on the size of the project and complexity. The projects in the North with higher embankment heights and very high lead distances may require longer construction period. The proposed project contract packaging is given in Table 9.1 below.

Table 9-1 Proposed Project Contract Packaging

Road

Length

(Km)

Estimated Civil Works

Cost

(US$)

Proposed Duration (Months)

SH 78, Bihta – Sarmera 100 86.9 36

SH 81 Sakkadi - Nasrigunj 84.6 54.0 30

SH 86 Saraiya - Motipur 28.3 31.0 18

SH 87 Runisaidpur - Bhiswa 64.8 72.8 24

SH 88 Varuna Bridge (NH 103) - Rasiyari 124.2 116.2 36

SH 90 Mohammadpur - Chapra 68.5 53.8 24

SH 91 Birpur - Udakishunganj 104.0 80.6 36

9.3 PROJECT IMPLEMENTATION

687. The project readiness in case of SH 78 is most advanced with Resettlement Plan prepared and land acquisition in progress. Also the DPR is complete and bids have been received. The other roads for which Land Acquisition Plans are ready and Resettlement plan submitted are SH 81 and SH 86. The DPR’s are also ready and is being finalized. For other roads, Land Acquisition Plans and Resettlement plans are under preparation. The critical aspect of implementation is the land acquisition and the R&R process as well as



environmental clearances and utility shifting. With the DPR’s under finalization, bidding process can take place in the last quarter of 2010. On most roads, construction width is available where there is no alignment improvement and it may be possible to go ahead with bidding and start of construction provided large scale coordinated effort is placed for expediting land acquisition and R&R so that project is not delayed on that account. Also advance action is needed on utility shifting and tree cutting in the construction width. It is suggested that BSRDC prepare a realistic plan for land acquisition and R&R based on resources that can be allocated which can form the basis for preparing a project implementation schedule for each road.

9.4 PROJECT MONITORING

688. The project monitoring framework for the project have the following performance indicators:

Road traffic

District GDP

Vehicle travel time

Road signage

689. The road traffic data for base year is given in Chapter 4. From the base year traffic data, vehicle km driven on the project roads in the base year was estimated by multiplying the ADT by each vehicle category by the length of the respective project road section. On the project roads, one or more traffic counts are carried out depending on the project road length and traffic variation. If only one traffic count is available on a project road, the ADT from that count location is taken to represent the entire project road and Vehicle-KM driven is calculated for each vehicle category by multiplying the project road length which will give the Average Annual Daily Vehicle Km. If there are more than one count on a project road, then each count is assigned to a portion of the road called homogenous traffic section. A particular count will be representing the traffic between two major intersections. The count locations, month of count and traffic section length and estimated Vehicle-KM by each vehicle type is given in Table 9.2. For monitoring the traffic growth, it is suggested to conduct the traffic counts at the same count location and same month and multiply section length by the ADT to obatain the Vehicle-KM by each vehicle type. The improvement of the road may result in change in the vehicle mix and therefore Passenger-KM and Ton-KM are better indicators of traffic growth. These are calculated by multiplying Vehicle-KM by occupancy in the case of passenger vehicles and load in tonnes in the case of goods vehicles. The estimates for the base year are given in Table 9.2. The occupancy factors used for passenger vehicles are 1.1 for two wheelers, 1.5 for three wheelers, 4 for car/jeep/van and 30 for buses (standard and mini-buses together). Average tonnage carried (including empty vehicles) is taken as 4 for Tractor-trailers, 4 for LCV, 9 for Medium Trucks, 12 for Heavy Trucks (3 axle) and 18 for Multi-axle trucks.

690. The district, state and national GDP data as obtained from the “Economic survey Bihar 2010” have been used as the basis for monitoring economic growth in the project area. The data used is given in Table 9.3. The base year vehicle travel time data is given in Chapter 4, Table 4-25. Road signage is mostly absent and inventory is given in DPR’s.



Table 9-2 Vehicle-KM, Passenger-KM and Ton-KM Estimates

Project Road

Traffic Section Vehicle km (passenger Vehicles) Vehicle km (Goods Vehicles)

Passenger Km Ton Km

Count Location Month

Section Length

(km) Two

WheelerCar/Van/

Jeep Three

Wheeler

Bus (Standard and mini buses)

Tractor-Trailer

Truck Light (LCV)

Truck Medium

(2A)

Truck Heavy (3A)

Truck Artic

(MAV)

SH 78, Bihta – Sarmera Km 50/0 August 100 106,000 86,900 5,700 14,700 51,900 29,400 35,700 36,300 3,200 924,350 1,139,700

SH 80 Bhabhua - Aghaura

Km 8/0 9 6,606 3,366 36 288 1,089 90 36 36 - 30,085 5,472 Km 29/5 44 26,488 13,112 176 1,232 5,016 352 220 220 - 121,458 26,092

Total July 53 33,094 16,478 212 1,520 6,105 442 256 256 - 151,543 31,564

SH 81 Sakkadi - Nasrigunj

Km 23/0 65 44,200 15,210 9,360 6,565 24,310 5,135 6,955 3,250 - 324,870 219,375 Km 81/0 19.6 10,427 6,703 1,529 1,627 3,881 2,411 2,979 1,960 - 90,423 75,499

Total June 84.6 54,627 21,913 10,889 8,192 28,191 7,546 9,934 5,210 - 415,293 294,874

SH 82 Kadirgunj - Sonho

Km 26/0 32 9,312 2,656 2,560 1,184 1,056 384 - - - 61,158 5,760 Km 62/0 62.3 16,260 7,351 - - 5,233 187 - - - 48,918 21,680

Total July 94.3 25,572 10,007 2,560 1,184 6,289 571 - - - 110,076 27,440

SH 83 Bagi - Barbigha

Km 7/0 10 6,060 3,440 570 400 660 700 940 600 20 33,887 21,460 Km 28/0 27.3 13,241 6,006 191 3,085 5,733 874 1,638 792 - 132,746 50,669

Total June 37.3 19,301 9,446 761 3,485 6,393 1,574 2,578 1,392 20 166,633 72,129

SH 84 Ghogha - Barahat

Km 8/0 41 29,356 10,865 16,810 574 16,646 20,664 18,368 - 615 121,122 325,622 Km 47/0 13.6 28,587 10,866 9,466 2,366 2,734 8,133 2,285 - 408 162,961 71,373

Total June 54.6 57,943 21,731 26,276 2,940 19,380 28,797 20,653 - 1,023 284,083 396,995

SH 85 Akbarnagar - Arnapur

Km 8/0 20 13,520 3,560 2,840 760 2,100 2,860 2,840 - 20 57,524 45,760 Km 28/0 14 24,458 4,816 6,748 686 2,674 1,610 1,848 - 14 79,316 34,020

Total June 34 37,978 8,376 9,588 1,446 4,774 4,470 4,688 - 34 136,840 79,780

SH 86 Saraiya - Km 5/0 16 10,704 5,152 32 864 224 1,552 4,080 4,288 16 59,421 95,568



Project Road

Traffic Section Vehicle km (passenger Vehicles) Vehicle km (Goods Vehicles)

Passenger Km Ton Km

Count Location Month

Section Length

(km) Two

WheelerCar/Van/

Jeep Three

Wheeler

Bus (Standard and mini buses)

Tractor-Trailer

Truck Light (LCV)

Truck Medium

(2A)

Truck Heavy (3A)

Truck Artic

(MAV)

Motipur Km 18/0 12.3 8,991 5,289 25 394 283 947 2,706 2,903 12 43,790 64,329

Total March 28.3 19,695 10,441 57 1,258 507 2,499 6,786 7,191 28 103,211 159,897

SH 87 Runisaidpur - Bhiswa

Km 2/6 26 31,564 13,598 728 2,860 2,366 7,254 3,588 3,692 728 179,161 128,180

Km 56/9 38.75 134,036 17,166 349 2,751 5,425 4,573 2,906 2,093 39 312,569 91,954

Total May 64.75 165,600 30,764 1,077 5,611 7,791 11,827 6,494 5,785 767 491,730 220,134

SH 88 Varuna Bridge (NH 103) - Rasiyari

Km 27/0 39 66,729 26,013 312 6,279 1,287 8,814 4,095 8,931 156 372,965 187,239

Km 43/0 45 68,535 27,540 90 9,540 7,740 15,435 10,890 4,905 315 478,737 255,240

Km 88/1 40.2 74,169 26,612 2,774 6,191 4,864 7,919 12,663 13,025 362 385,337 327,911

Total June 124.2 209,433 80,165 3,176 22,010 13,891 32,168 27,648 26,861 833 1,237,039 770,390

SH 89 Siwan - Siswan

Km 3/0 12 24,792 7,464 2,148 792 3,108 1,488 756 144 84 86,588 28,428

Km 27/6 21 23,541 5,565 147 1,050 1,344 1,218 1,176 861 21 82,230 31,542

Total March 33 48,333 13,029 2,295 1,842 4,452 2,706 1,932 1,005 105 168,818 59,970

SH 90 Mohammadpur - Chapra

Km 8/5 60 137,220 46,440 240 3,540 5,520 3,780 1,680 1,980 540 456,984 85,800

Km 64/0 8.5 44,591 13,668 442 3,698 1,904 7,438 5,848 4,131 85 219,769 141,100

Total June 68.5 181,811 60,108 682 7,238 7,424 11,218 7,528 6,111 625 676,753 226,900

SH 91 Birpur - Udakishunganj

Km 51/2 51 47,430 12,342 - 6,324 3,825 2,397 1,581 306 - 296,004 42,789

Km 79/5 29 62,118 12,760 - 2,552 4,524 12,354 6,032 2,349 87 202,142 151,554

Km 105/1 24.4 21,789 8,418 - 2,782 1,342 7,003 2,635 927 49 143,267 69,101

Total Nove-mber 104.4 131,337 33,520 - 11,658 9,691 21,754 10,248 3,582 136 641,413 263,444



Table 9-3 Base year and projected State and District GDP data for Monitoring

Project Districts PCSDP (INR)

Nalanda 7102

Rohtas 8611

Bhojpur 7604

Muzaffarpur 8803

Supal 6004

Madhepura 5603

Sitamarhi 5688

Gopalganj 6788

Saran 6177

Average 6931

Source: Economic survey Bihar

Note: PCNDP – Per Capita Net District Product

Year Percapita Net Domestic Product

PCNCDP of Project Districts (3)

Ratio (3/2)

Bihar (1) India (2) Ratio (1/2) Base 2007 9432 29524 0.32 6931 0.23 Base Base 2008 10570 33283 0.32 7624 0.23 Projection Projection 2009 11627 35946 0.32 8387 0.23 2010 12790 38821 0.33 9225 0.24 2011 14069 41927 0.34 10148 0.24 2012 15476 45281 0.34 11163 0.25 2013 17023 48904 0.35 12279 0.25 2014 18725 52816 0.35 13507 0.26 2015 20598 57041 0.36 14857 0.26 2016 22658 61605 0.37 16343 0.27 2017 24924 66533 0.37 17978 0.27 2018 27416 71856 0.38 19775 0.28 2019 30157 77604 0.39 21753 0.28 2020 33173 83812 0.40 23928 0.29 Note: Source: Economic survey, Bihar 2010 State and District GDP projected assuming 2% higher growth rate in Bihar in relation to India

TA No. 7198-INDIA: Preparing the Bihar State Highways II Project

Review of DPR for SH 78 Bihta- Daniyawan and Chandi - Sarmera Sections

Sheladia Associates, Inc. USA August2009, RCD, Bihar

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Annexure 5.1.1 SH 78- Bihta-Daniyawan and Chandi-Sarmera Road Sections

Introduction

Thirteen State Highways are under consideration for preparing the Bihar State Highways II Project. The DPR’s for these roads are under preparation by the Consultants engaged by the RCD (DPR Consultants). The ADB has engaged Sheladia Associates Inc. (TA Consultants) for preparing the feasibility study for these projects roads and the main basis for the feasibility study is the DPR’s being prepared. In order to gather the necessary information for the feasibility study and to ensure that the project DPR’s are in line with the overall project requirements, the TA Consultants have taken up a review of the DPR’s prepared. This is an overall review focused on design principles and approaches and to finalize the overall project parameters and project costs and not a full technical review of detailed design of all elements. Our observations and findings from the review of DPR for SH 78 are given in this Note.

1.Details of the Project Road

The Project Road has been divided into 2 segments one falling in Patna District - (Bihta-Naubatpur-Newa-Dumri-Beldarichak-Kansari-Daniawan) and the other in Nalanda District (Chandi-Noorsarai-Bhaganbigha-Rahui-Bind-Gopalbad-Sarmera).

The project corridor runs mostly in plain terrain. The land use along the project road is mainly agricultural.

2. Proposed Configuration

The proposal is to widen the road to 4 lane divided highway with two carriageways of 7.0 m width each separated with a 4.5.m wide median including the kerbs on either side. For the structures 4 Lane standard configuration with independent 7.0 m carriageways on either side is proposed. However, in the first phase to be taken up now Civil road works for two lane facility and two-lane structures except for ROB’s is proposed for construction and later on to be extended and developed to four lane. For ROB locations, it will be a four lane facility from start as ROB approval at a later stage will be difficult. Paved shoulder of 1.5m width is recommended on both sides of carriageway in built up sections.

3.DPR Road Design in 2007 & Other Relevant Issues

Community Bypasses- Provisions are made for bypasses to the following communities.

Location Approximate

Length Location

Approximate Length

Location Approximate

Length

Sadisopur bypass

0.750 Km

Dumri bypass 2.0 Km Bind bypass: 2.5 Km

Naubatpur bypass

1.0 Km Kansari to

Mohiuddinpur 6.0 Km

Gopalbad bypass

1.0 Km

Punpun Bypass 4.0 Km Rahui bypass 2.0 Km

4. Traffic

The traffic expected on the project road on completion is all diverted traffic as there is no continuity at present. The project road links about 6 major NH or SH’s and act as a southern bypass for Patna. DPR rationale of 50% manual count as diverted traffic and 25% for generated traffic need review and reassessment. TA Consultants propose to review the available O-D survey data from the DPR survey as well as any other available O-D survey data and if needed will carry out additional traffic studies to establish the potential traffic. For Vehicle Damage Factor (VDF) estimation, lane distribution factor (LDF) is taken as 75% of one directional traffic. For the initial period till 4 lane development (assuming 10 years from 2013, the opening year), the facility will be acting as two lane single carriageway road, an LDF of 75% of total number of commercial vehicles in both directions is recommended as per IRC 37/2001 and for the period from 2023 to 2028, when the facility is acting as 4 lane divided carriageway (dual two lane carriageway), an LDF of 75% of total number of commercial vehicles in each direction is recommended. Hence the design traffic is to be modified as above for the pavement design. Slow moving traffic is not considered in the design though it is a major aspect in urban areas for smooth traffic flow and road safety – TA Consultant submit for RCD consideration the need for cycle path/walk path in urban areas and incorporate this in the project design.




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5.Alignment.

5. 1 Standards & Design Criteria

The 2007 DPR is reportedly based upon then current IRC, BIS and MORT&H standards - with other international versions (American, British etc.) used where necessary. The bridges are to be designed as per provisions of latest seismic zone IV requirement.

5. 2 Right of Way Width

The minimum RoW width at some high embankment locations would otherwise exceed the stipulated minima for 4 lane divided carriageway and hence retaining structures are recommended to confine the works to the standard RoW dimension if required in high embankment section.

5.3 Project Roadway Alignment

Geometric design standards shall be as per IRC 73-1980 for ‘plain / rolling’ terrain as applicable to State Highways. The following other parameters have been used:

- Road classification SH - Ruling design speed 100 km/h - Minimum design speed 80 km/h - Adopted design speeds 100 km/h & 50 km/h desirable minimum on restricted

RoW/Urban areas

5.3.1Review of Horizontal Alignment The design speed proposed for the project road at the substandard curves are much below the maximum speed possible for the radius proposed in those locations. The design speed at these curve locations can be improved by redesigning the super elevation in those locations. 5.3.2 Review of Vertical Alignment

The minimum gradient required for the drainage requirement is not followed as needed. Hence, TA Consultant

recommends that a minimum drainage gradient of 0.5% be provided on kerbed locations and superelevated sections

with raised median and according profile redesigned.

5.3.3 Cross Section Details

The typical sections need to be modified for eccentrically placed 2 lane facility to suit the future widening on the other side with in the RoW of 60m as required. It is not clear whether extra widening at curves is included in the DPR. This is to be ensured as not done.

5.3.4 Prism Side Slope Treatment

The DPR recommendation of providing a drainage layer as part of GSB along the exposed edges on the fore slopes was investigated from a sustainability angle, by the TA Consultant. As there is a strong possibility of erosion of drainage layer in flood plain (bottom 150mm of GSB layer) as there is no side protection considered in design. Since flooding over the existing road has been observed in most cases, it is recommended that topsoil cover (using suitable organic material) be placed there to a depth of 50mm and addition of grass seed or turf or similar preventive measures for the slope. As the majority of alignment is situated in flood plains, the design rationale to protect the embankment from erosion need to be clarified and the design forwarded for review.

5.3.5 Side Drainage Ditch Depth

Road side drains [ditches] recommended in the DPR to be provided with a minimum depth measured from top of sub-grade level to ditch invert not specified. It is deemed to be essential to provide a minimum of 750mm in order to




3

accommodate 1.2 m diameter pipe culvert crossings as required for maintenance under MORTH standards and current practice except on black cotton soil areas. This provision be incorporated in the typical cross section.

5.4 Road Intersections

Detailed layouts for the road intersections for the following need to be provided in the DPR. The locations for 9 major junctions and 91 minor junctions in the DPR seems as per the requirement. Layouts should invariably feature separate left and right-turning lanes protected by raised (curbed) channelizing islands. The required taper and parallel lane (acceleration and deceleration) dimensions should conform to the IRC standards.

Feature Approx. Station (km) Proposed Design Features

Bhita – Daniyawan Section

Start of the Project Road at Bihta Chowk (NH-30) 0.00 Design drawing not yet submitted

Kanhauli Bazar Chowk 5.40 Design drawing not yet submitted

NH-83 Junction 33.00 Design drawing not yet submitted

Junction with SPM Road 41.90 Design drawing not yet submitted

NH-30 A Junction at Daniyawan 56.392(52.298) Design drawing not yet submitted

Chandi – Sarmera Section

NH-30 A Junction at Jaitipur more 0.000 Design drawing not yet submitted

NH-31 Junction at Bhaganbigha 17.500 Design drawing not yet submitted

Junction with Bihar – Nijai Road 26.300 Design drawing not yet submitted

NH-82 Junction 56.439(47.482) Design drawing not yet submitted

Minor Intersections 91 Typical drawings not yet submitted

Vehicular Under Pass 1 Along with Jat Dumri ROB

Pedestrian / Animal Underpasses None

Service Roads None

5.5 Topographic Survey Details

The 2007 report doesn’t provide the details of control point coordinates and details and value of GTS benchmarks from which the levels were transferred to the control points. Therefore details of control point including x, y, z and location reference, traverse error computation, GTS benchmark details and closing error and location details of tertiary control points need to be furnished in the final documentation. Different coordinate systems are followed for Bhita – Daniawan section and Chandi – Samera section resulting in overlapping of project alignments which is not matching with existing physical features. Hence single coordinate system need to be followed for entire project corridor. Use of UTM coordinate system will provide easy verification of survey using DGPS. Survey corridor is not fully extended up to the realigned portion and the levels were interpolated and used for design. This may lead to variations in earthwork quantities during construction. Hence additional ground survey to cover realigned potions is recommended and revised DTM to be developed.

5.6 Use of Existing Subgrade

In general, the sub-grade compaction is reported to be inadequate and therefore loosening and re-compaction of existing subgrade need to done if it is to be used as new formation level. As there is a need to raise the road formation level for most of the alignment situated in flood plains from consideration of overtopping and submergence, the TA consultant concur with DPR consultants approach that reconstruction will be a better approach.

5.7 Inventory & Condition Survey of Culverts

The details of culverts category wise are as shown in the following table.




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Dimensions (m) Number

Slabs Various sizes 61

Concrete Pipes Various diameter 146

Box Culvert 1

Arches Various sizes 3

TOTAL INVENTORY = 211

The details of culverts condition wise are reported below.

Number

Good Condition 42 Fair Condition 57 Poor Condition 24

Very poor Condition 88 TOTAL INVENTORY = 211

The DPR recommends 53 box culverts and 132 numbers pipe culverts totaling 185 numbers against 211 numbers existed between same ends points. As most part of alignment is situated in flood plain, there is a need to increase the number of culverts than reducing, because of the increased obstruction caused by new raised formation levels and the need in existing overtopping sections. In addition TA consultant recommend that side road culverts shall be required in 9 major junctions and 91 minor junctions to deal with storm water run-off from intersecting roads to effectively deal with surface drainage.

5.8 Inventory & Condition Survey of Bridges

The existing and proposed bridge summary with recommended configuration is reported below:

Type Existing Retained New

Major Bridge 1

Minor Bridge 4 1 17

ROB 3

Regarding the retained minor bridge, DPR should specify how it is utilized to meet the functional and structural needs. Rehabilitation proposal if needed to be included.

5.9 Road Drainage Investigations

As per DPR, no proper drainage exists in the entire stretch of the project road either in inhabited area or in rural area. Hence suitable drainage provision shall be designed based on detailed hydrological design from contours, characteristics of catchment, location of outfall points, rain fall intensity and need to furnish the open drainage design, schedule. In rural stretches, longitudinal side drains are recommended, by the TA Consultants, to be intercepted by ‘mitre’ drains serving as outlet channels to reduce the erosion.

6.0 Soil Investigation

The soil investigation on existing subgrade soil by visual inspection divided the project road into 4 homogenous sections viz Bihta to Newa, Newa to Daniawan, Chandi to Bhaganbigha & Bhaganbigha to Sarmera. These are mostly with Gangetic Alluvium soil in large areas under southern portion of Gangetic belt which primarily belong to the CL and ML-CL category dominated by black cotton type soil.




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The result of IS soil classification tests conducted on sub grade soil on the project route shows that dominant soil type are CL to ML-CL category as presented in the DPR. The CL type of soil covers almost 57 % of the road section, the ML soil type about 30 %. ML-CL soil type covers 9% and the remaining 4 % sections are covered with SM type of soils. A general performance rating of these soil as subgrade as per IS is poor to good. 6.1 Physical Characteristics of Subgrade Soil Samples

(A) Subgrade Soil Plasticity Index (PI)

The results of the Atterberg limit tests indicate that the majority of the subgrade soil has Plasticity Index less than 13. Sections with PI between 16 to 18 constitute about 7% of the project length. The distribution of PI values with respect to existing chainages is presented in Figure below.

Figure 0-1: Distribution of PI values with respect to stations

(B) Subgrade laboratory CBR values

The majority of the subgrade soil shows CBR values between 4.1 and 4.4 %. The variation of CBR values along the project are presented in Figure below. The swell percentage is not reported. During discussions with DPR consultant, it is informed that present road bed and subgrade is mostly black cotton soil with swelling properties. But an analysis of soil properties does not indicate any such confirmation. DPR Consultant should clearly indicate the swelling problem if it is relevant and corrective measures adapted in case of soil showing medium to high expansiveness.




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© Subgrade Maximum Dry density

The variation of maximum dry density by heavy compaction of existing subgrade soil tested in the laboratory is presented in Figure below.

The recommended subgrade soil with 4% CBR is not having MDD of >1.75gm/cc as required by Project Specification for 2/3 project length even though the IS soil classification indicate ML to CL as poor to good rating for use of subgrade soil.

6. 2 Pavement Design

Updated pavement designs for new carriageway and reconstruction sections based on IRC 37-2001 need to be

modified for the new design traffic.

6.2.1 Design Traffic Loading A pavement design life of 15 years was used for the 2007 pavement design in accordance with paragraph 3.3.3 of the IRC guidelines for the design of flexible pavements in IRC 37:2001. The traffic assessment need to be reviewed as mentioned earlier. Even though the proposal is for 4 lane development in future (assuming 10 years from 2013, the opening year), the facility will be acting as two lane single carriageway roads, an LDF of 75% of total number of commercial vehicles in both directions is recommended as per IRC 37/2001 for the first 10 years and for the period from 2023 to 2028, when the facility will be 4 lane divided carriageway (dual two lane carriageway), an LDF of 75% of




7

total number of commercial vehicles in each direction is recommended. The design traffic is to be revised with these considerations.

6.2.2 Sub-grade Strength

From the test results included in the 2007 DPR, the average MDD of the existing sub-grade along the alignment was 1.73 gm/cc. The sub-grade for State Highway category roads is stipulated to have MDD values of 1.75gm/cc [per IRC 37-2001] minimum.

Further, all subgrade locations are having soaked CBR less than 5% (i.e. in the range of 3.96 to 4.52%) with soils of average Liquid Limit values of <33.5 % and average Plasticity Indices of < 11.7 %. The TA consultant also notes that when the MDD is maximum, the CBR is in its minimum at Km 25+250.

Further it should be checked by DPR Consultant that the laboratory MDD and CBR adopted is with heavy compaction corresponding to IS: 2720 (Part 8) as required by project specification since the DPR values for CBR and MDD are not as expected in line with other engineering properties like LL, PI.

The current subgrade CBR of 4% warrants for consideration of an alternative pavement design option of introduction of 500 mm thick new subgrade layer with minimum CBR 7%, as the construction of new subgrade layer has following advantageous; (1) Will reduce construction cost considerably due to better use of local material, (2) protect earthwork, (3) will reduce the need for a thicker costly subbase, DBM, (4) improve compaction of upper pavement layers,(5) act as a filter layer for existing poor subgrade, and (7) accommodate construction traffic. New Subgrade Material above shall be natural material or in the absence mixing and blending with sand may be explored. The TA Consultant shall include this option in the feasibility study. The TA Consultant concurs with DPR proposal that the profile be raised by a minimum of 1m using imported material as majority of alignment is in flood plains. Based on the pavement costing done, layer thickness design for assumed design traffic of 56MSA( to be updated in DPR report), the TA Consultants find the option of providing with 500mm thick new subgrade layer having CBR >5% and revising the pavement design is a cost effective option. This will be confirmed after feasibility study.

The TA Consultant concur with DPR recommendation for the extension of the new subgrade and sub-base layer across the full width of the road prism thereby avoiding the ‘trench’ type situation on ‘eccentric’ widening cases. This approach will promote drainage of the pavement thereby maintaining its structural strength and designed life in the long term.

Also for drainage continuity reasons, in areas of pavement widening if any, it is important to coordinate new layer thicknesses with any structurally sound existing layers to avoid creating ‘trench’ conditions. This shall be addressed in the updated design as possible by DPR Consultant.

6.2.3 Layer Thickness Design - New Construction/Reconstruction*

Alternative layer thickness requirements (expressed in mm) based on assumed design traffic loading of 56.0 MSA is reported below for a range of CBR values. Different pavement design combinations [based on IRC 37-2001] with different design CBR were therefore considered and evaluated as presented below.

Design CBR 4%

5% 6% 7% 8% 10%

BC 40

40 40 40 40 40

DBM 165

145 130 130 125 120

WMM 250

250 250 250 250 250

GSB 330

300 260 230 200 200

Sub-grade 500

500 500 500 500 500

* Pavement Design based on IRC 37-2001 to be confirmed by DPR Consultant.




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The summary of costing is presented below for the changing DBM and GSB quantities for a length of 1km for different subgrade CBR.

Amount Total Design Subgrade

CBR DBM qty GSB qty Amount (Rs.)

(CBR 4) 1650 8679000 4369.2 3451668 12,130,668.00

(CBR 5) 1450 7627000 3951 3121290 10,748,290.00

(CBR 7) 1300 6838000 3029.1 2392989 9,230,989.00

(CBR 10) 1200 6312000 2634 2080860 8,392,860.00 This is based on the principle that the use of a superior subgrade is often the most economical and reliable solution for pavement construction in existing low strength subgrade soils as available.

To accommodate the slow moving traffic in the built-up areas, to improve overall safety and level of service in the main carriageway, the TA Consultant recommends pedestrian walkways/cycle paths as follows:

(i) Construction of pedestrian walkway/ cycle path (2.0+1.0 m wide) on built up sections on both side of the road.

(ii) Concrete kerb with CC M20 to separate fast and slow moving traffic to channelize the fast and slow moving

traffic

(iii) Pavement for pedestrian walkways/cycle paths shall be 250mm Granular gravel base course with PCC

7.0 Structures

The adequacy of the designed waterway of major bridge at Punpun needs to be revisited considering the following critical areas:

1. During site visit of the proposed crossing, the bank to bank distance of Punpun River visually appeared in

excess of the proposed length of 6 x 21.6 m. This was verified from the bridge survey data for the Bridge site c/s and from the Plan and Profile which is found to be about 160.0 m.

2. The DPR calculated catchment area in the Hydraulic calculation needs to be corrected from 5981 sq. km to

8530 sq. Km., which was obtained from the Sripalpur CWC Gauging station at the existing bridge site on NH-83 which is a little downstream, (about 2.5 Km) of the proposed crossing. The catchment area of 8530 km

2 is matching with the reviewer’s calculation. Hence adoption of 8530 sq. Km as catchment area at the

proposed location shall be more appropriate considering the massive flood plains.

3. Total vents provided on the adjoining railway bridges parallel to NH-83 are much in excess of the proposed vent of Punpun Bridge. The existing railway bridge referred above have three closely spaced openings as below in the main course (2 x 15.697 + 5x 15.090) and other two are multi-cell arch bridges on its adjoining spilled flood zone (36 x 5.5 and 23 x 5.5 respectively).

4. The existing bridge on NH-83 running parallel to the above railway line has a total length of about 130 m in

the main course as High level bridge plus large vented causeway of multiple pipes at corresponding location of above railway Arch bridges.

5. The citing of the proposed bridge found acceptable. However, the banks to be protected up to a reasonable

distance both u/s and d/s as there are bends on both sides of the bridge site for which protective works need to be done.

Recommendation




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• To work out design discharge and linear waterway, relevant methods based on hydro metrological

homogeneous sub-zones for larger catchments like the Unit Hydrograph method or Regional Flood Frequency analysis shall be preferred than Rational Method, which is applicable to smaller catchments. Also the scour need to be reassessed for the safety of structure during the design period.

• Adoption of 1976 historic flood as the design flood discharge can be considered to work out linear waterway

if there is enough evidence to show that this flood is not resulted as an exceptional discharge of high intensity or freak flood. The assessment based on CWC data by extrapolation of Stage-Discharge relationship of CWC, Sripalpur, collected during Joint visit with the DPR consultant indicates that the historic flood discharge is about 1240 cumec. Provision of additional balancing structures shall also be considered at close intervals near the vicinity of the main bridge, in the spilled zone of the river for the design discharge as appropriate.

• Bank protection for sufficient length on both on u/s and d/s side shall be decided.

Hydraulic Design of bridges other than at Punpun

1. Rational method is not relevant for large catchments to work out discharge. For large catchments, Time of

Concentration (Tc) is also large. It is unlikely to have a storm duration = Tc with uniform rainfall intensity over the entire catchments and hence the basic premise on which Rational Method works, gets diluted leading to erroneous results for large catchments. Therefore, for the rivers with catchments larger than 400 Sq. Km, Rational Method shall not be used for discharge calculation.

2. In Gangetic plains, due to extreme planicity, major rivers are branching into off-shoots. These off–shoots do not have defined catchments. Some of the project river-crossings are across off-shoots. Assigning catchments to these off-shoots as percentage of total will be simplification. Therefore, discharge calculations may be erroneous. This shall be avoided.

3. A comparison of proposed vent area against existing vent area in the same stream crossings in the vicinity of proposed structure having similar catchment area is reported in the table below. It has been noticed that proposed vent ways are less than that of the existing high level bridges at little u/s and d/s on the same stream crossings in case of following six bridges .

4. The proposed crossing across Dardha River at Km 41 of Section-1 is cited on a sharp bend of the river. If

realignment is not feasible to any existing guide bunds, protected banks etc, bank protection including river training works is recommended to avoid possible meandering in such alluvial plains.

Comparison table for proposed vent area against existing vent area in vicinity.

Sl

No. Name of

River Section DPR

Chainage (Km)

C.Area (Sq. Km.)

Existing Span (m)**

Proposed Span (m)

Ratio-proposed vent to existing -%

1. Sansai 2 6+150 164

6 x 7.0 4 x 6.42 61

2. Goithwa 2 29+400 554 5 x 18.9 3x 14.65 47 3. Gerain 2 33+850 818 7x 10.06 4x 14.65 83 4. Kumhari 2 34+600 1226 5 x 8.69 3x 12.65 87 5. Nonai 2 37+200 56.84 3 x 7.01 3 x 6.42 91 6. Dhowa 1 46 th Km. 693 11 x 14.0 3x 12.65 27

** Source – RCD data base

In view of above, the following recommendations are made:

1. The rationale to reduce the existing waterway is unacceptable unless it is clearly supported by unbiased and acceptable design discharge calculations relevant to large catchment areas like Synthetic Unit Hydrograph applicable to the subzones and compare with Area-Velocity Method already done. Kindly support the design as above or redesign accordingly.

2. Adopted waterways shall not be less than the existing high level crossings in the vicinity which were not

reported to have hydraulic deficiency. New High Level bridge under construction on NH-30A (Fatuha-Daniyawan




10

section), very close to Dhowa in Section 1, can be referred to guide for need of additional balancing structures in flood plains.

3. It is observed that the linear waterways of the most of the major rivers are bank to bank. Therefore, bank to

bank bridge lengths are preferred during formulation of revised proposals.

4. For proposed minor bridge in Dardha River, bank protection including river training works is recommended to avoid possible meandering in such alluvial plains. The details are to be included in the Final DPR design.

Observations on ROB GADs

1. Footpath is essential for ROB and hence be incorporated in GAD and design. 2. Vertical clearance of 6.5 m is not as per Railway norms, it shall be 7.445 m. If bridging freight corridor, the

clearance required is further more. 3. ROW shall be ascertained from the Railways and indicated in the drawing. Structure shall clear the ROW. 4. Minimum distance between track centers shall be in square orientation. At present it is not so. This will

change the total length. 5. Approach slab shall not directly rest on RE walls. 6. If RE walls can be used at the end in lieu of proposed RW, it will be more economical. 7. Seismic restrainer provided in underside of superstructure may raise erection problem with pedestals.

Please clarify how this can be avoided. 8. Gap between RE wall and Dirt wall shall be indicated in the GAD. 9. ROB at Km. 31+100, four girders are shown in Plan and 5 girders section – need to be corrected. 10. Pile spacing minimum c/c distance criteria is not adhered. (< 3 x dia). 11. No. of piles appears to be more. 12. In ROB at Km. 31+100, min. vertical clearance shall be provided for entire structure.

Observations on General aspects of Drawings and Designs.

13. The bridges are to be designed as per provisions of latest seismic zone IV requirement. Please include

longitudinal and transverse seismic restrainer on abutment and pier caps or otherwise in accordance with IRC: 6, to prevent the tendency of dislodgement of superstructure. These are not proposed for minor bridges without pile foundations, to be designed and incorporated in the drawings.

14. It is observed in the general design data sheet that for bridges on Pile foundations, Pot cum PTFE bearings have been provided, whereas with open foundations, Elastomeric Bearings proposed. However all the drawings show Elastomeric Bearings only, vide Abutment Drawing (A-02), Detail-A and Pier Drawing (P-02). Please clarify and modify drawings/designs accordingly.

15. Elastomeric Bearings may not be safe in Seismic Zone-IV for Girder bridges. Please consider this in DPR design and modify accordingly.

16. Seismic restrainers shall be included in the GADs for Girder bridges. 17. Structural Drawings shall have Notes on reference to codes being used and Seismic Zone in which Bridges are

located. 18. Please furnish Design and Drawings for Multi-cell Box on ground. 19. The Canal Bridges at Km. 16+805, 16+845 and 16+885, are on open foundations without Bed Protection.

Please ensure the foundations are safe against scour. 20. In general, the final Drawings to be forwarded against old dated and Tender purpose Drawings. 21. All the 3 bridges at Km. 16+805, 16+845 and 16+885 are of same FRL and Founding levels. Please confirm the

design. There are conflicts in the GADs and Detailed drawings of substructures and also in the relevant designs.

22. Filter Media be shown in the drawings and specifications mentioned in the notes. 23. In some drawings, e.g. bridge at Km. 16+805, GADs show Launching Apron starts behind Abutment. The

dimension of the Cantilever return may be restricted to the extent required for the embankment spill to terminate at the water face of Abutment.

24. Aprons are observed resting on the bed and the thickness projected above bed level. This will cause obstruction to flow. It is preferred to be 300 mm below bed level.

25. Provision of Toe wall at the end of pitching not shown in the drawing. This may be provided in accordance with IRC: 89 when designed.

26. It is observed in general that hydraulic calculation of Launching Apron is not incorporated. In the level block FRLs shall be provided.

27. Thickness of Returns and butterfly for bridges need be consistent with designs. For example, the thicknesses of the Returns and butterfly wings for Canal Bridges at Km. 16+805, 16+845 and 16+885 are not in agreement with design data.




11

28. Designed reinforcement bar of dirt wall is with Tor 16 @ 150 c/c, shall be on the earth face. Other face shall have only minimum reinforcement. Please modify.

29. In bridge at Km. 16+805, earth face and water face bars of abutments are not in agreement with design calculation.

30. It has been observed that abutments with pile foundations have generally both earth face and water face have the same bars, i.e. 90 nos Tor 16. Abutments with open foundations have mostly the same bars; earth face 142 nos Tor 32 and water face 142 nos Tor 25, Piers with open foundations have the same bars, Abutment piles have the same longitudinal bars. Please check and modify as per actual requirement. In specific, reinforcement in the water face, 142 nos Tor 25 is very high.

31. If the piles derive capacity from skin friction, the spacing in between shall be minimum 3 x dia. Please review and correct as required.

32. Reinforcement details of abutment earth face for Punpun shows Tor 16, please revisit the design. 33. For all detailed drawings anchorage length and splice length shall be mentioned. Please also indicate the

maximum proportion of splicing permissible at a particular section. 34. Detailing of Pile vertical bars shall be corrected. It needs to be fully anchored into the cap, preferably up to top

minus cover. 35. Pier pile cap and pile reinforcement details not provided for Punpun bridge. Please provide drawings. 36. It is assumed in the design and drawings of Morhar river, at Km 36 of first section that scour around abutment

piles will be fully protected by launching apron and accordingly equivalent depth of fixity worked out, ignoring 4.0 m scour. But flexible aprons are unstable. Therefore please ensure stability of launching apron by appropriate method. If apron is eroded, Pile capacity, vis-à-vis design will change. This may lead to instability of the pile system and serious consequences. All similar cases shall be addressed appropriately.

37. Bore logs shall be preferred in the GAD. 38. Pier cap will be subjected to bracket action. Detailing of Pier cap is not done keeping in mind the bursting forces

and bracket action. Horizontal stirrups as required shall be designed and detailed. 39. Bridge at Km. 14 of Chandi – Sarmera section, the pier shall be designed as Wall type. It appears that

horizontal steel is designed as Plate Type. Design needs to be reviewed to cater for wall type requirements and drawings modified.

40. While detailing the depth requirement at critical section for open foundations for abutments and piers, the dispersion requirements shall be checked in accordance with Clause 707.2.4 of IRC: 78. The bridge at 38+750 of second section, the effective depth of toe slab shall be 1000 mm, irrespective of Overall depth provided 1400 mm. This needs to be addressed with detailing in all relevant bridges.

41. For bridge at Km. 17 of first section, base pressure being 213.77 KN/Sq. m and sbc being 200 KN/sq. m, clarify how the foundation will be safe from sbc criteria.

42. All structures including culverts shall be distinctly marked on Plan and Profile with structure Nos, chainage and other salient features. As the most part of alignment is situated in flood plain, there is a need to increase the main culverts than reducing it, because of the increased obstruction caused by new raised formation levels and the need in existing overtopping sections.

43. On Rehabilitation of Sansai existing bridge at Km. 6+150 of Section-1, widening shall be done to an overall width of 12.0 m. However, assessment of load carrying capacity shall be done prior to widening and rehabilitation

8.0 Construction Materials Adequacy.

The details of construction material survey, assessment of quantities available for sub-grade quality materials,

Sub-base and Aggregates for Asphalt, WMM, and Concrete need to make available by DPR Consultant for review for

materials. Sand and water to aid construction are enough along the project site at reasonable distances as assessed

during site visit but the details shall be furnished.

9.0 Miscellaneous works

• Street Furniture

Details of items of street furniture (e.g. traffic signs, road markings and various roadway appurtenances) recommended complying with IRC standards shall be made available.

• Retaining Walls

In addition to the walls needed in some high embankment locations of ROB etc, retaining structures shall be required where roadside drainage features are likely to cause erosion eg Km 0 to Km 5.8 of 1 st section of SH 78:




12

• Road Safety Audit

As part of the Road safety audit, the DPR should include the issues recommended below.

- Local alignment;

- Junctions- The configurations need to be submitted for review.

- Road users’ provisions- The truck parking can be provided in abandoned sections due to realignment as this constitutes about 90 % of project length near to built up areas and this will give better economic benefit to the adjoining communities. More over the DPR recommended truck lay-bye on one side need to be demolished while four lining and hence wasteful.

- A detailed review of the updated design will be conducted by the road safety expert in due course. One

aspect that will receive particular attention will be the possible need for the positive segregation of non-motorized traffic from the through lanes in urban areas.

• Traffic Management

Traffic management, signage, signaling arrangement, barricading, and lighting arrangement shall be in accordance with Section 100 of MORTH specifications and shall be considered as incidentals to work.

• Utilities

The DPR contained a tocken provision of impacted utility installations needing to be shifted complete under site clearance. This clearly needs to be updated and the RCD should take up the matter with the respective utility owners for updating the data. An important consideration for the RCD at this time is the aspect of funding. In particular whether some or all of the relocation / protection works that may be necessary, can be completed in advance of the main contract start date and how it could be funded.

10 Cost Estimates

The 2007 study featured the development of a detailed design cost estimate that covered the following main components:

• Computation of BOQ and cost of roadwork, bridges, ROB and culverts from detailed design drawings; • Inclusion of subsidiary works like site clearance, earthworks, paving, bridge and culver repairs and

rehabilitation, drainage and protection works, signs, markings, street furniture, utility shifting etc; Other factors further to be considered in the project cost include, • Land acquisition, resettlement and rehabilitation; • Cost of utility shifting; • Environmental mitigation measures; • Miscellaneous features including truck parking areas / lay-bys, site maintenance temporary diversions and

traffic control; • Quality control.

With no allowances made for contingencies, engineering supervision or administrative costs (reportedly on the direction of the RCD), the derived cost estimate prepared in 2007 was Rs. 333.16 crores. At present day exchange rates this equates to approximately US$70.1 million. An updated unit rates shall be prepared by the TA Consultant for the major construction items taking the DPR unit rate as a basis. The updated cost estimate shall be worked out following the design modifications by the DPR consultants and shall be used for the feasibility studies.


Review of DPR for SH 81 Sakkadi to Nasirganj Sections

Sheladia Associates, Inc. USA March 2010, RCD, Bihar 1

SH 81- Sakkadi - Nasirganj Road Sections. Introduction

Thirteen State Highways are under consideration for preparing the Bihar State Highways II Project. The DPR’s for these roads are under preparation by the Consultants engaged by the RCD (DPR Consultants). The ADB has engaged Sheladia Associates Inc. (TA Consultants) for preparing the feasibility study for these projects roads and the main basis for the feasibility study is the DPR’s being prepared. In order to gather the necessary information for the feasibility study and to ensure that the project DPR’s are in line with the overall project requirements, the TA Consultants have taken up a review of the DPR’s prepared. This is an overall review focused on design principles and approaches and to finalize the overall project parameters and project costs and not a full technical review of detailed design of all elements. Our observations and findings based on the review of DPR for SH 81 are given in this Note.

1. Details of the Project Road

SH 81 Sakkadi to Nasirganj road connects NH 30 to SH 15. The project road will also act as a major connecting link to NH2, which is part of golden quadrilateral. This road is passing through the western side of Son River.

The overall terrain is predominantly flat throughout with gradual rise in ground elevations from start to end as the contour of the area is generally slopping towards the river Ganga in the northern side. Land use of the project corridor is mostly agricultural in rural areas with few commercial establishments in builtup areas. 4 bypasses have been proposed as part of the project improvement Viz. Sakkadi, AKhgaon, Nannanur and Andheri.


It is proposed to convert the newly declared state highway to 2 Lane configurations consisting of 7m wide carriageway and 2.5m wide earthen shoulder. For the Structures, new 2 Lane standard configuration with or without footpaths have been proposed for 15 locations and the widening of existing structures are suggested on the remaining two locations.

3. Traffic

The DPR included extensive traffic survey program to determine the existing traffic volumes in a number of vehicular categories. The Average Daily Traffic obtained from the field surveys is presented in the Table below.

Location Chainage - Km ADT (PCU)

After Sandes 23+000 3936

Near Mednipur Village 81+000 2916

Major traffic is observed at Km 23, where slow moving traffic has substantial contribution of about 43%.

The peak and seasonal correction factors were worked out and applied on the Average Daily Traffic to obtain the Annual Average Daily Traffic on the project road as reported below.

Location Chainage - Km AADT (PCU)

After Sandes 23+000 3936

Near Mednipur Village 81+000 2916

Seasonality factors were worked out and shown in Table 5.8. However no seasonal correction is applied to the ADT and this need to be clarified in final DPR.

The origin destination is conducted at Km 12.5 and Km 81. From the OD survey it is noticed that local traffic is predominant.

Total junction peak hour flow of 5 junctions where intersection turning movement survey was conducted varies from 201 to 2323 PCU.

The speed and delay study conducted along the project gives an average running speed of 35kmph for section 0 – 22; 31.7kmph for 22-50 and 16.36 for the last section. Low running speed in the last section is mainly attributed to the poor condition of the project road in that stretch.




Axle load survey was conducted on the project road to obtain the axle load spectrum and it varies from 0.123 to 59.023. The higher values obtained from the test seems to be unrealistic and this aspect needs further clarifications in the final DPR.

5. Alignment.


The 2010 Jan DPR was reportedly based upon the IRC, BIS and MORT&H standards - with other international versions (American, British etc.) used where necessary. The bridges are to be designed as per provisions of latest seismic zone IV requirement.

5. 2 Right of Way Width `

ROW of 6 to 30m is reported in the DPR based on data collected from RCD. The available ROW is ranging from 6 to 10m for most of the builtup section. Varying ROW is adopted in the DPR depending upon the requirement/RR issues. In high banks, deep cuts and at intersections, wider land width is required and the same is to be taken care.



- Road classification SH - Ruling design speed 80 km/h against 100km/h as per IRC - Minimum design speed 80km/h & 50 km/h desirable minimum on restricted

RoW/Urban areas. Based on feasibility option studies by the DPR Consultant, the minimum design speed is limited to 50km/h in few locations.

The DPR study adopted a reduced ruling and minimum design speed considering the adverse social impact and the economical benefits of utilizing existing road assets to its maximum. Considering the safety of the pedestrians and slow moving vehicles and also due to the presence of many intersections, the reviewer’s concur with DPR recommendation to adopt a lower design speed.

5.3.1Review of Horizontal Alignment The DPR study proposed 47 curves with design below 80 km/h which include 20 curves with 60 km/h, another 20 curves with 50km/h and remaining curves are having design speed ranging from 40 to 35Km/h. Considering the safety of pedestrian and social impacts on acquiring lands, the TA also agrees on the substandard curves proposed except at the locations listed below. Design speed needs to be further checked based on the available set back distance as right of way at builtup locations where mostly the design speed is reduced is restricted. Salient observations of the horizontal alignment review is listed below.

1. Many transition curves are not designed as per IRC requirement (Like Curve No 45). This needs to be rectified in the final DPR.

2. Bridge locations marked in the plan and the profile is not matching in majority of the bridge locations. 3. Existing ROW marked in the plan drawing is not following the existing road at most of the realignment

sections. 4. Sakkadi Realignment: Possibility of providing a T junction and shifting of ROB location towards right side of

the LC shall be examined to avoid the substandard geometry proposed at the high embankment approaches.

5. Improve the reverse curve between 6+150 and 6+400 6. Super elevation / transition curve length shall be reviewed for the proposed design speed at builtup sections

at 9+400 - 10+000, 14+700 - 16+000, 17+700 – 18+300, 53+400 – 54+00, 61+800-61+900, 65+200 – 65+600, and may adopt a lower design speed if needed.

7. Shifting of alignment towards right at 63+700-64+500, 65+900-67+700, 69+100-71+400, 73+300- 82+700 shall be justified.

8. Design speed for the realignment 20+900 – 21+400 shall be increased to 80kmph. 9. Transition design at the realignment at Km 40+600 – 40+900, 47+000-47+300, 73+000 – 73+400 is not

meeting the required IRC standard and hence the design needs to be further improved. 10. Realignment at Km 78+000 – 78+600 can be further improved. 11. Km 55+400 to 57+000 possibility of accommodating the realignment on the left side of canal shall be

explored.




List of Sub standard Curves

S No HIP No HIP CH Radius LS SE Design Speed in Kmph

1 3 1793.36 150 80 7 60

2 5 1967.76 125 15 7 35

3 6 2174.94 100 20 7 35

4 8 2777.43 125 55 7 50

5 9 3000.93 200 60 7 60

6 15 4311.58 200 60 7 60

7 21 5608.36 500 2.5 50

8 22 5687.49 500 2.5 50

9 26 6224.16 125 55 7 50

10 27 6347.74 160 60 6.9 50

11 60 15777.4 125 55 7 50

12 74 18049.5 125 55 7 50

13 75 18180.4 125 35 7 50

14 76 18249.3 500 2.5 50

15 92 21034 100 50 7 50

16 93 21210.7 100 50 5 35

17 113 28278.7 170 40 7 60

18 115 28590.4 200 60 7 60

19 117 29242.5 180 40 7 60

20 139 36250.8 230 90 4.8 50

21 154 39264 400 20 4 60

22 155 39326.2 400 20 4 60

23 162 40105.6 400 20 4 60

24 163 40191.2 400 20 4 60

25 166 40705 100 30 7 50

26 167 40824.6 90 25 7 50

27 168 40974.9 1200 2.5 50

28 175 43906.7 90 30 7 40

29 176 44017 90 30 7 40

30 186 47036.2 100 25 7 50

31 187 47219.1 90 25 7 40

32 199 51962.1 150 35 5 40

33 200 52118.6 150 45 7 50

34 205 53559 170 25 7 60

35 206 53625.5 200 35 7 60

36 215 55458.8 300 5 60

37 219 56606.6 300 5 60

38 247 61642.2 150 50 7 50

39 250 62425.8 100 40 7 50

40 251 62656.3 125 55 7 50




S No HIP No HIP CH Radius LS SE Design Speed in Kmph

41 265 65484.3 200 35 7 60

42 286 70895.7 250 50 7 60

43 288 71385.1 270 90 7 60

44 290 72624.4 125 55 7 60

45 312 78382.8 220 60 5.1 50

46 327 81935.2 900 30 3.2 60

47 328 82390.3 500 45 5.7 60 5.3.2 Review of Vertical Alignment The vertical profile for the entire length of the alignment is found flat and the proposed gradient is below the IRC stipulated maximum gradient. It is noticed that the road profile is raised in majority of the project road alignment. Length of bridges marked in the road profile is longer that is given in the plan. TA consultant also concur the view of DPR consultant regarding the raising the road where ever the pavement composition is not meeting the IRC requirement. However profile optimization needs to be carried out on stretches where overlays are proposed and decision on overlay/ reconstruction to be carried out on economic consideration.


10 different typical cross sections are proposed as part of the project road improvement. Typical cross sections are generally in line with IRC/Morth specifications. The salient observations/recommendations on typical cross sections are listed below:

• Review recommend to limit the thickness of GSB layer extended beyond the paved shoulder to 150mm as per IRC from economical consideration

• Gravel shoulder proposed on urban sections in between main concrete pavement and built drain to be replaced with concrete pavement of same configuration of main carriageway.

• In the DPR, the maximum discharge levels of the builtup drain is above the ground level and hence drain length to be extended to ensure that it will discharge to a lower level.

• Proposed CBR value of the selected subgrade to be shown in the typical drawing.


Road side drains [ditches] recommended in the DPR to be provided with a minimum depth measured from top of sub-grade level to ditch invert not specified. It is deemed to be essential to provide a minimum of 750mm in order to accommodate 1.2 m diameter pipe culvert crossings for main road and 1.0m diameter pipe for access culverts (side road culverts) as required for maintenance under MORTH standards and current practice except on black cotton soil areas. This provision need to be incorporated in the typical cross section.


Project road improvements consist of 4 major junctions and 35 minor junctions and the review details of the drawings submitted are given in the table below.

Joining road Station (km) Design features

Start at Sakkadi 0.000 Y Junction

Pero Road 62+600 Y Junction

Bikramganj – Jamalpur road 82+700 Roundabout

Dehri Road (SH-15) 83+225 T Junction




At Sakkadi Junction, left turn width towards Aara shall be limited to 5.5m. Lane balancing at junctions shall be further reviewed.

Roundabout at 82+700: Location of the give way sign shall be reviewed. Proper drainage arrangement shall be provided at the roundabout. Roundabout entry side island radius shall be tangential to the central island.

Turning roadway width shall be limited to 5.5m.

All junction design shall be as per the guide guidelines of IRC-SP-41, IRC-62 and MOSRT&H standard drawings for intersections. Signs and line markings shall be designed as per IRC 67 and IRC 35.

5.5 Project Topographic Survey

For the 2010 DPR study, survey primary control was established using base-GPS equipment in differential mode. This provided a network of concrete encased monuments in the form of pairs of points (about 200-250 meters apart and generally located near to or beyond the existing RoW boundaries) at regular 5 to 6 Km intervals throughout the corridor. After any necessary adjustments and transformations were complete, ‘x’ and ‘y’ co-ordinates were assigned to each point and recorded in a topographical survey report.




The review recommend that verification BM pillars before the execution is to be carried out as any changes in BM levels have major impact on the bituminous quantity especially on profile corrective course. Further DPR consultants are advised to examine the present condition of the pillars and reestablish the pillars if any found damaged.

5.7 Culverts and Bridges

1. The designs of all important structures, Bridges and ROB, are carried out for Zone – IV. However, the road

seems to be falling in Zone – III. The reviewer recommends thorough review of Seismic Zoning for the

Project Road and revisiting structural designs and detailing if necessary.

2. GADs do not indicate in which Seismic Zone, the structures do belong to. This needs to be incorporated.

3. Bridge wise Calculation of discharge and other hydraulics regarding waterway requirement, scour, afflux etc.

could not be traced. Please let us know specifically where the calculations are located in the DDPR or a

separate copy of Bridge hydraulics may be forwarded for review. We will offer Additional

comments/observations on the same if necessary.

4. Details of Hydrological analysis for individual catchments and delineation of small catchments for undersized

culverts by FHWA Methods and by application of Software are also could not be traced similarly. Please let

us know and if necessary we will offer comments subsequently.

5. It is not clear about the smaller dia. Pipes catering to the Irrigation supplies to the local farmers. These are

large in number and may be about 100 in nos.? Typical details showing General Arrangement together with

the Inlet and Outlet structures for these needs to be submitted for review.

6. As a few Km. in the beginning may be encroaching into Zone – IV and therefore it is recommended to

superimpose the Seismic Map and identify whether the ROB comes under Zone – IV or not.

7. As there is a change in the Seismic Zoning, then that is likely to bring plethora of changes in design

concepts and detailing as well. It is recommended to work out requirement of Elastomeric Bearings to

replace Pot cum PTFE as proposed in the Design Standards, under chapter – IV, as this may become

redundant for small bridges in Zone-III and so are the reaction blocks.




8. It is recommended to fine tune large skew angles, above 450, to restrict to 45

0, if possible, by marginally

realigning the road.

9. As the Project Road lies in high rainfall area, vide pg, 6-17, maximum 24 hour rainfall with 100 year

recurrence interval = 300 mm. Therefore it is recommended to adopt 65 mm wearing course instead of 56

mm, as per MORTH specifications.

10. Width of Carriageway for Bridges is proposed 8.0 m, instead of 7.5 m, why?

11. Drainage Spouts are located at Girder fillets. There will be obvious conflict with haunch bars and even

Girder Stirrups. This will lead to drastic adjustment or even cutting of few important bars during construction

stage. It is better to have the detailing little away, within the deck slab. As the spouts are normally to be

detailed just in the immediate neighbourhood of Footpath, reduction in Carriageway width from 8.0 m to 7.5

m will widen the Footpath and this will make the spouts accommodated in the slab comfortably.

12. The designs of bridges are adequate for 3 – Lane loading as per Main Report. However, notes of GADs

clearly speak for 2-Lanes. This may be clarified and made consistent in the Final submission.

13. Leveling course below Approach slab is recommended 100 mm instead of 150 mm.

14. Bore-logs are missing in GADs. This is to be displayed in the GADs.

15. The piers are found to be designed as Wall Type. The provision ties therefore shall be 0.25% of cross-

section of stem in accordance with the provision of IRC:78. Stirrups provided seem to be lesser than that.

Please review and modify as required.

16. Dimension of Foundations are not in agreement with codal provision. According to the latest

recommendations of IRC: 78, Width of each of the Heel and Toe slab shall be in 3:1 ratio, with respect to its

foundation thickness to ensure dispersion. This has to be taken care of.

17. For large skew, there may be a tendency of uplift at acute corner during service condition. Some anchoring

arrangement need to be considered between Cap and superstructure to avoid out of contact.

18. There are conflicts in different parts of the Main Report. The Design section under Chapter 6, in Article

6.1.11, it is written that the Project Road lies in Zone-III. Again in 6.4.9, it states that the Project Road lies in

Zone-IV. All design calculations are done accordingly. This is to be reviewed and corrected as already

mentioned in item 1.

19. In many cases, sand blanket of 1.0 m thick found below Founding Level. Stability of sand under heavy

ground water flow/seepage is doubtful. Therefore, option of taking the foundations deeper at desired sbc

level may be considered.

20. For widening of Bridges, widening is found integral for substructures; however no special interface detailing

is shown in the drawing, the joint shall be treated for mechanical bonding. Reviewer feels that the sections

shall clearly indicate the details.

21. Other than visual inspection, is it not necessary to assess quantitatively the load carrying capacity of the old

structure is adequate?

22. A gap of 20 mm is shown at Deck slab level at the interface. This needs clarification.

23. Pier caps may be necessary to be reinforced as brackets with horizontal stirrups in the shorter direction,

depending upon a/d ratio. This detailing is not found.

24. For ROB, ROWs both in Plan and Elevation of the GAD, minimum distance of railway track, from nearest

Pier or Abutment, and minimum c/c distance of future and existing track, and type of Crash Barrier (High

Containment), as per Railway norms shall be indicated in the drawing.




25. The solid wall Abutment may be replaced by Pier Abutment from economy point of view, unless there is a

requirement from the Railways.

26. Which Codes to be referred to are not mentioned in the General Notes. Need to be indicated.

27. As per detailing practice the length of Overhang shall be normally restricted to Girder Depth for composite

steel+RCC deck slab construction. Please review.


The project road on side of River Sone and hence the drainage characteristics of the area is influenced by the River Sone. Provisions for road drainage facilities such as longitudinal drains and CD works are designed as per IRC guidelines.


It is observed that design CBR of subgrade is arrived as 8% in Section 6.3 of Vol. I-Main Report, whereas, the same in pavement and layout drawings is mentioned as 7%. Necessary clarification / correction are required in this regards. Form BBD test results in Appendix 3.3(a) it is noted that type of soil, PI value of 8% and MC of 11% of the subgrade soil have been shown the same at all the location whereas these parameters in Vol. III Material report are varying at different chainage locations from where the samples are collected for existing subgrade evaluation. Necessary justifications are required to be incorporated in the DPR in this regards. CBR value of 8% recommended for the borrow area soils identified appears in order to be adopted for design of new flexible pavements. However, borrow area soils identified in Vol. III materials report in Chainages km50.00 to km60.000 and km80.000 to km87.000 whereby 4-day soaked CBR value is found as 6% has been recommended to be discarded and thereby suitable borrow material in these stretches need be insured during construction of CBR value not less than 8% adopted in the design. Considering future traffic growth (2027, 15 years after completion of construction in year 2012 envisaged in the DPR) with base traffic survey data taken in year 2009, recommended design traffic for the main carriage way including by-passes is estimated at 30msa (Table 6.11 of Vol.-I) except proposed bypass from km0.00 to km1.6 whereby recommended design traffic worked out is 45msa. These design parameters appears reasonable to be adopted for new flexible pavement constructions on the project road. The following corrections / clarifications are identified in Vol.-I Main Report:

• Annexure 3.24 – Summary Test Results for Bituminous Samples for SH84 is mentioned • Annexure 3.28 – Physical Characteristics of Borrow Area soils samples SH84

7.0 Provision for slow moving traffic To accommodate the slow moving traffic in the built-up areas where ROW can be acquired, to improve overall safety and level of service in the main carriageway, the TA Consultant recommends pedestrian walkways/cycle paths as follows:


(ii) Concrete kerb with CC M20 to separate fast and slow moving traffic to channelize the traffic


8.0 Geo Technical Investigation

The following bridges have been identified for foundation design considerations and subsoil investigations by deep boreholes works have been undertaken along the project road: ROB at Ch km 1.735 – 4 boreholes of 30m depth each Bridge at Ch km 6.400 – 1 borehole of 15m depth Bridge at Ch Km 8.230 – 2 boreholes of 15 depths each Bridge at Ch km 9.595 – 2 boreholes of 15m depth each Bridge at Ch km 34.550 – 1 borehole of 25m/30m depth each




Bridge at Ch km 40.065 – 1 borehole of 12m depth Bridge at Ch km 43.320 – 1 borehole of 12m depth Bridge at Ch km 46.703 – 1 borehole of 12m depth each Canal Bridge at Ch km 51.597 – 1 borehole of 12m depth Canal Bridge at Ch km 62.240 – 2 boreholes of 15m depth each Canal Bridge at Ch km 64.350 – 1 borehole of 12m depth Canal Bridge at Ch 67.950 – 2 boreholes of 12m depth each Canal Bridge at Ch km 72.150 – 2 boreholes of 15m depth each Canal Bridge at Ch km 78.184 – 1 borehole of 12m depth Canal Bridge at Ch km 84.585 – 1 borehole of 15m depth It is noted that SI data for the proposed structures 22/1 (1x18.2m, New alignment) and 57/1 (2x19m, Chainage km 56.650) is unavailable. Similarly requisite SI data for the other important structures envisaged for the project is to be ensured for safe and economical foundations. Based on review of laboratory and field test results available from the samples collected at various depths from the boreholes the choice of foundation for various structures envisaged along the project road are either piles or open foundations as recommended and in the SI reports and GAD of the structures. As a general practice, it would be prudent if all the subsoil bore-logs are incorporated in the GA drawings of the structures. Founding level of open foundation for different structures need be further ascertained considering the scour depth at respective locations as may be applicable. Variation of SPT ‘N’ values with respect to depth below GL at a site having more than one borehole is shown the soil exploration reports. However it would be prudent if these plots are shown in terms of SPT ‘N’ Vs reduced level in order to get better appreciation of subsoil stratification and strength parameters below the foundation level recommended for the foundation soils. This is a standard general practice. Attention is drawn to the type of foundations recommended in the soil exploration reports (Vol. IIB Part-I & Part-II) and in GADs for the structures Bridges at km9.595, km34.550, km40.065 and km51.597. In general the founding level and estimated long term settlement of the soft alluvium encountered need be further reviewed based on the loading conditions from the piers / abutments. Given the strengths and nature of subsoil stratification and type of structures recommended on these locations it would be prudent to reconsider the type of foundation in view of the long-term consolidation settlements inevitable from such underlying soft alluvium clay deposits. Though it is noted that assessment of time-rate of settlement is not available from the soil exploration reports for these soft materials, however open foundation as recommended would attract long-term settlements which would not be acceptable and viable from structural point of view. Therefore economical options of ground improvement by excavate & replace with good soil method or alternately pile foundation option may need be worked out and recommended accordingly for case specific situations. It is noted from SI data of the Bridge at km67.950 that the boreholes are terminated at a depth of 12m below ground level and piles of 15m length are recommended. As per IRC and MoRTH the depth of exploration should extend minimum 2 times the pile diameter below tip of the piles. Similar observations for the other bridge locations may further be checked and suitable clarification notes may be incorporated in relevant drawings. Though the working capacity of the piles would be based on the results of static load test, it would be prudent to incorporate estimated vertical and lateral capacities of the piles envisaged for all the bridges be included in the drawings along with the borehole details showing type of subsoil stratification, depth and SPT ‘N’ values. Similarly, relevant borehole details and founding soil details are preferred to be shown on drawings for the referred sites along with recommended allowable bearing capacity for the type of foundation recommended. Liquefaction potential of the subsoil strata be also be evaluated and accordingly necessary correction to the estimated pile load capacity need be considered keeping in view depth of water table (varying from 0.5m to 6.7m below EGL) observed at different location and seismic zone of the project road. 8.1 Stability and Settlement of Highway Embankment Please refer to the subsoil exploration data from proposed ROB structure at km1.735 whereby the subsoil is clayey of SPT ‘N’ values are of the order of 3 to 9 up to depth of 8m from existing ground level. Such subsoil deposits will have long term settlement and stability concerns of structures built over. Referring to the alignment drawings of the ROB approaches, it is noted that design of RE wall approaches up to maximum height of 12m are recommended for the ROB. Settlement and stability aspects considerations of the approaches are not available in the DPR. It is envisaged that suitable ground improvement measures or alternatively extension of the structure would be required in order to limit the height of the RE walls to safe and stable limits.




It is further envisaged from the soil exploration reports that soft soil deposits are encountered intermittently of varying depths along the project road. Suitable ground improvement measures (e.g. excavate & replace with good soil, if feasible) need be considered in order to avoid impact of long-term consolidation settlement behavior of such deposits on the road embankment. Theses will have long term impact on riding quality of the highway. After review of spread of soft soil deposits along the project road which are likely to impact on long term settlement and stability concerns on the embankment, the same need be tabulated and necessary ground improvement measures shall be incorporated in the alignment drawings with details of typical cross-sections applicable.


9.1 Soil Borrow areas

The borrow areas (17 Nos.) identified in the DPR Volume III in Table 1.6 showing location, lead, owner and quantity of borrow soil available are within maximum lead distance of 1.5km from project alignment and respective lead chart of these are shown in Fig. 1.4 Test results of engineering properties of borrow soils are presented in Table 1.7. Majority of the soils from identified borrow areas the particle sizes (range more than 66 to 97 percent) are passing 75 micron sieve size having LL value ranging 22 – 37% and PI value in the range of NP to 21%. MDD and OMC of the soils from the borrow areas identified vary from 1.82 – 1.94g/cc and 10.8 – 15.2%. Therefore the soil from the borrow areas are in compliance to MoRTH recommendations for the construction of embankment and earthen shoulder involved if any. Majority of laboratory test results show 4-day soaked CBR of the borrow area soils are more than 7% (at 97% MDD), except those located at Chainages km 18.000 (5.2%), km21.500 (5.8%), km29.800 (5.5%), km72.000 (6.2%) and km81.500 (6.8%). The soils from borrow area having lesser values than recommended design CBR (7%) shall be restricted for use as subgrade construction material. 9.2 Existing Subgrade Evaluation of subgrade soil along the existing road pavement has been undertaken by taking trial pits at regular intervals of the order of 2km to 3km spacing as shown in Tables 1.2 and 1.3. DCP, Field density and moisture content tests have been performed and subgrade soil samples collected for necessary laboratory tests. It is observed that at places the FMC of the subgrade material is found higher than its OMC even during dry season when the tests were conducted. Majority of spot checks reveal that relative compacted density of existing subgrade material is in the range of 70 to 90 percent of MDD of respective materials. DCP-CBR test results also indicate similar pattern confirming varying states of compaction of the subgrade material (Equivalent DCP-CBR ranges from 4 to 30% during dry season). Therefore it would be prudent to rebuild the pavement crust from its subgrade level for the full stretch or alternatively the DPR consultant could also work out and recommend the stretch wise where existing subgrade is in good conditions that could be retained and provision of compensating additional BM layer over the rest of the areas. This aspect should be presented in a tabular format and also in pavement cross-section drawings. Sieve analysis test results of existing subgrade materials (Table 1.3) shows passing 75 micron size is varying 60 to 90 percent indicating the soil is primarily silty / clayey at majority of locations along the project road, except say from Ch 14.00 to Ch 17.00. Results of laboratory 4-day soaked CBR value (at 97 percent of MDD) of the existing subgrade soils collected at range of intervals varying from 500m to 3km are found generally more than 7% except samples from Chainages km19.500, km37.000, km42.500, km49.000, km52.500, km78.000, km83.000 and km86.000. Deficiency in the design CBR value of the subgrade materials evident from these locations need rigorous revaluation in terms of delineation of their coverage and provision for laying suitable BM layer if recommended to retain them as they found under in-situ conditions. 9.2 Sand, Aggregates and Water As the project road runs along the Son River on its left hand side, lead distance of four different sand quarries identified are as close as 100m to maximum 6km (Fig. 1.5?) from the alignment. Generally sand materials are found suitable for any kind of back fill works and all kinds of concrete and pavement works for the project as evident from the test results available from the sand samples collected. One rock quarry has been identified at Village Karawandia near Ch km87.000 at a lead distance of about 35km from the alignment. Properties of aggregate samples are found in compliance to MoRTH and IRC specifications for pavement and structural concrete works except for Flakiness and Elongation characteristics of the samples tested. As reported in the DPR (Vol. III) Flakiness & Elongation properties of the aggregates can be improved to comply with the specification requirements by making suitable adjustments to the crushers when engaged in production of different stone metals for the project.




Water from Son River and hand pumps at different locations along the project road are identified for usage on the project and shown Table 1.11 of Vol. III of the DPR. Generally the ground water from hand pumps and River Son appear satisfactory for their use on the project except alkalinity concerns as noted in Table 1.12 of Vol. III.



As part of the Road safety audit


aspect that will receive particular attention will be the possible need for the positive segregation of non-motorized traffic from the through lanes in urban areas as discussed above.



• Utilities

The DPR contained a tocken provision of impacted utility installations needing to be shifted (2 Crores). This clearly needs to be updated and the RCD/ DPR Consultant should take up the matter with the respective utility owners for updating the data and get a realistic estimation for utility shifting. An important consideration for the RCD at this time is the aspect of funding. In particular whether some or all of the relocation / protection works that may be necessary, can be completed in advance of the main contract start date and how it could be funded.

11 Cost Estimates


• Computation of BOQ and cost of roadwork, bridges and culverts from detailed design drawings; • Inclusion of subsidiary works like site clearance, earthworks, paving, bridge and culver repairs and

rehabilitation, drainage and protection works, signs, markings, street furniture, Bus Shelters etc;

Other factors considered in the project cost based on preliminary assessment basis include, • Land acquisition, resettlement and rehabilitation; • Cost of utility shifting; • Environmental mitigation measures;

With allowances made for contingencies 3%, supervision charges 6% including departmental cost for LA, R& R, EIA and utility shifting etc, prepared in 2009 was Rs. 249.11 crores. At present day exchange rates this equates to approximately US$ 54.15 million.

Observations on BOQ & Quantity Calculations

1. Average widths of WMM layers to be change to 7.225m ( 7.15m II layer & 7.30m I Layer)

2. Tack Coat is only required for laying BC layer. If DBM II layer is laid within 48 hours tack coat is not required. Contractors are encouraged to lay DBM II layer immediately (within 48 hours) after I layer.

3. As per Chapter - 7.2.5, Table - 7.7 of “Preliminary Engineering Designs”, crust composition is same for new construction from Km 0.00 to Km87. whereas thickness of DBM for TCS Type-I is considered as 115mm instead of 100mm.

4. Item 4.08 width of Dry Lean Cement Concrete is 8m for a carriage width of 7m.


Review of DPR for SH 84 Gogha Barahat Sections


Annexure 5.1.3 SH 84- Ghoga - Barahat Road Sections. Introduction



SH 84 start from Gogha at NH 80 in Bhagalpur district and ends at Barahat at SH23 in Banka districts. This road is crossing major BG double line near Gogha.

The overall terrain is predominantly flat throughout with gradual rise in ground elevations from start to end as the contour of the area is generally slopping towards the river Ganga in the southern side. Land use of the project corridor is mostly agricultural in rural areas with few commercial establishments in builtup areas. The project alignment passes through settlements like Ghoga, Kurma Hut and Bikrampur where bypasses are proposed to mitigate the R&R issues.


It is proposed to convert the newly declared state highway to 2 Lane configurations consisting of 7m wide carriageway and 2.5m wide earthen shoulder. For the Structures, 2 Lane standard configuration with or without footpaths have been proposed.

3. Traffic



Maheshpur 8+000 8203

After Panjwara 47+000 8189

Major truck traffic is observed at Km 8 and more two wheelers and other passenger vehicles are observed in the second location near Km 47+000.



Homogeneous Section1 0 -14 9321

Homogeneous Section2 14-41 9409

Homogeneous Section2 41-end 10556

Capacity analysis shall be carried out based on design service volume at it meet the requirement of end of the design period. Paved shoulder requirement shall be further reviewed in light of this.

Axle load survey was conducted on the project road to obtain the axle load spectrum and it varies from 0.08 to 26.93. VDF value of 3 axle truck is found on considerably higher side. This needs to be further verified.




5. Alignment.


The 2010 March DPR was reportedly based upon the IRC, BIS and MORT&H standards - with other international versions (American, British etc.) used where necessary. The bridges are to be designed as per provisions of latest seismic zone requirement.


ROW of 25m is reported in the DPR based on data collected from RCD. The available ROW is ranging from 6 to 10m for most of the builtup section. Varying ROW is adopted in the DPR depending upon the requirement/RR issues. In high banks, deep cuts and at intersections, wider land width is required and the same needs to be taken care.




RoW/Urban areas. Based on feasibility option studies by the DPR Consultant, the minimum design speed is limited to 50km/h to 35km/h in few locations.


5.3.1Review of Horizontal Alignment The DPR study proposed 53 curves with design below 80 km/h which include 13 curves with 80 km/h but with substandard transition length, 21 with 60km/h, another 13 curves with 50km/h and remaining curves are having design speed ranging from 45 to 35Km/h. Considering the safety of pedestrian and social impacts on acquiring lands, the TA also agrees on the substandard curves proposed except at the locations listed below. Design speed needs to be further checked based on the available set back distance as right of way at builtup locations where mostly the design speed is reduced is restricted. Salient observations of the horizontal alignment review are listed below:

1. Project road crosses double lane BG railway line at Km 0+870 and 52+2000. ROBs are proposed at both the location.

2. TA consultant also concur the design speed/ROW is restrictions proposed at builtup locations 0-0+800, 2+800-3+300, 4+400-5+200, 5+500-5+70, 8+850-9+900, 11+400-11+800, 14+500-15+100, 19+300-21+200, 22+000-22+200, 27+500-27+800, 34+200-34+400, 43+000-43+800, 45+300 to 46+600, 50+300-50+800. During the site visit, we noticed that many shops and residence abutting project road and hence availability of minimum construction width will also be a major constrain. This issue to be addressed appropriately in the final DPR.

3. Realignments proposed at Km 25+650 to 27+150, Km 44+500 to 45+300 meets the IRC requirement. 4. Possibility of improving the curves at 17+800, 48+300 and 51+350 shall be explored.

List of substandard Curves

S No I.P. Chainage

(m) Radius (m) Length of Spiral (m)

Speed (kmph) SE (%)

1 50.1 300 80 -2.5

2 344.2 500 50 50 -2.5

3 490.8 50 50 35 -2.5

4 2987.3 100 45 50 7

5 3150.7 150 45 60 7

6 3929.8 300 40 80 7

7 4671.6 150 45 60 7




S No I.P. Chainage


Speed (kmph) SE (%)

8 5067.1 150 45 60 7

9 5576.7 200 60 65 7

10 8997.3 100 45 50 7

11 9153.5 100 45 50 7

12 9435.3 400 20 80 7

13 9698.3 200 35 65 7

14 9790.0 200 35 65 7

15 11415.8 500 25 80 5.7

16 11513.1 130 40 50 7

17 11648.0 400 30 80 7

18 12180.7 200 40 60 7

19 14693.0 200 60 60 7

20 14992.3 80 30 45 7

21 17806.3 130 35 50 7

22 17893.7 150 30 60 7

23 19425.3 100 45 50 7

24 19786.3 200 60 60 7

25 20344.4 180 40 60 7

26 20520.5 400 30 80 7

27 21113.0 400 30 80 7

28 22082.6 300 30 80 7

29 22177.2 350 30 80 7

30 24285.7 800 65 -2.5

31 25411.4 700 60 -2.5

32 27635.1 600 50 -2.5

33 27755.5 500 50 -2.5

34 32310.0 300 40 80 7

35 34281.6 200 40 60 7

36 35349.6 800 65 -2.5

37 35477.8 800 65 -2.5

38 40197.6 400 30 80 7

39 41964.3 360 40 80 7

40 43088.2 200 35 60 7

41 43553.2 200 35 60 7

42 45398.7 150 45 50 7

43 45665.3 100 45 -2.5

44 45757.6 100 45 -2.5

45 45878.1 200 35 60 7

46 46098.5 600 20 80 4.7

47 46242.3 50 50 35 7

48 46439.2 50 50 35 7




S No I.P. Chainage


Speed (kmph) SE (%)

49 46524.6 125 20 50 7

50 48317.5 200 80 60 7

51 50402.7 200 70 60 7

52 50620.0 150 60 50 7

53 51379.1 150 50 50 7

5.3.2 Review of Vertical Alignment The vertical profile for the entire length of the alignment is found flat and the proposed gradient is below the IRC stipulated maximum gradient. It is noticed that the road profile is raised in majority of the project road alignment and this will necessitate the scarification of existing bituminous surface / very high profile corrective thickness. Profile optimization and judicious decision of overlay / reconstruction options are to be carried out in the final DPR based on the economic and pavement structural aspects. During the site visit, it is also noticed that special repair works were going on at some stretched of the alignment (initial stretches). DPR consultants are also advised to consider the special repair works in the final DPR design and estimate.










Project road improvements consist of 8 important junctions and 32 minor junctions and the review details of the drawings submitted are given in the table below.


Start at Ghogha 0+000 T Junction

ROB Réalignement end 1+960 T Junction

Jagadishpur Road 15+290 Y Junction

Kumarghat Realignment 25+730 T Junction

Kurma – Fatuchak Road 26+345 X Junction

Kurmaghat Rd 27+030 T Junction

Kachmaka - Panjwara 43+352 X Junction

Bharaghat 53+073 T Junction




Chainage shown in Bharaghat Junction to be corrected.









1. As pointed out in SH-85 and SH-81, the Seismic Zone boundaries for this road also needs to be

demarcated. It seems that South of Bhagalpur City falls in Zone – III. If so, the zoning will change and it will

be necessary to revisit structural designs and detailing. In case the alignment lies in both the zones, it may

be prudent to design the structures for the respective zones, as this may lead to substantial value

engineering.


3. Methodology of Hydrological Study and mode of calculations are generally well taken. But, the abstract of

The Hydrological Tables furnished under Annexure 5.5, is not reviewable in absence of detailed calculations

of Catchment characteristics, e.g. Slope, Catchment Areas, discharges by different methods in accordance

with the Methodology and relevant hydraulics, i.e. Waterway, scour, afflux, velocity of flow etc.

4. It also please be explained how catchments under hilly region and plains are bifurcated on the basis of slope

2 m/Km, as postulated?

5. In finalizing the design discharge normally the maximum discharge is adopted so far it is within 1.5 x next

highest discharge. Please be clarify, why it is not the same here?

6. Please substantiate assumed values of Silt Factor from S.I. Report and Bore logs and as per IRC: 5

recommendations.

7. It seems that Lacey’s Regime Theory of linear waterway is not applicable in these calculations. Please

explain the phenomenon?

8. Please submit the complete Hydrological Report for culverts as carried out by FHWA Method/GIS analysis,

catchment delineation etc. for reviewing.

9. It is not very clear the reason of hydraulic inadequacy of culverts presented in the Table 3.16. If it due to

breaching of Garua river embankment, then it is an inter Departmental issue to repair the Breach before the




construction works proceed? There is no guarantee that there will not be a bigger breach in future to

produce bigger catastrophe.

10. Please substantiate the basis of additional 22 culverts, newly proposed in the Table 5.8.

11. As the Project Road lies in high rainfall area, vide 5.2.3 of the Main Report, maximum 24 hour point rainfall

with 100 year recurrence interval = 320 mm. Therefore it is recommended to adopt 65 mm wearing course

instead of 56 mm, as per MORTH specifications.

12. It seems that the location of the Drainage Spouts at Girder haunches will have conflict with haunch bars and

even Girder Stirrups. This will lead to drastic adjustment or even cutting of few important bars during

construction stage. This may be reviewed. One suggestion is propose 7.5 m carriageway width; instead of

8.0 m. Wider Footpaths will shift the Drainage Spouts and can be accommodated in the slab comfortably.



15. For widening of Bridges, widening seems to be integral for substructures and foundations; however no

special interface detailing is shown in the drawing, the joint shall be treated for mechanical bonding.

Reviewer feels that the sections shall clearly indicate the details.

16. Other than visual inspection, is it not necessary to assess quantitatively the load carrying capacity of the old

structure is adequate?

17. A clear gap of 20 mm at the interface is shown at Deck slab, which seems to be monolithically widened as

per Note No. 10 of Structure No. 44/1. This needs clarification.

18. As suggested anchoring of Existing and proposed slab by welding of reinforcement. Is it permitted to weld

reinforcing Hysd bars, if so please include additional notes on weldability.

19. Please clarify (for Structure No. 27/1) why the area between quadrant pitching on upstream and downstream

shall not be protected with Rigid Apron, followed by Flexible Apron with curtain walls in between as

recommended by IRC: 89?

20. The piers are designed as Wall Type. The provision ties therefore shall be 0.25% of cross-section of stem in

accordance with the provision of IRC: 78. Please review and modify if required.

21. Dimension of Foundations are not in agreement with codal provision. According to the latest


foundation thickness to ensure dispersion. This has to be taken care of.




23. For bridges in Zone – IV, Seismic reaction blocks will prevent dislodgement and absorb the seismic shocks.

Therefore, it may be possible to avoid costly Pot-cum-Ptfe Bearings and replaced by cheaper Elastomeric

Bearings. This is in line with IRC: 6 recommendations also. Please review.

24. Please explore the possibility and explain whether the Dirt Wall can itself be designed for Longitudinal

Reaction Blocks by locally strengthening with extra reinforcement or even extra thickening, as the case may

be, instead of proposing separate restrainer which demand much wider Caps to be accommodated.

25. There is no provision for Drainage layer (Filter Media), and Weep Holes in the back of Abutment and Return

Walls. Please clarify.

26. Relevant notes on Back fill materials, Filter Media and Weep-holes also shall be provided.




27. For ROB, type of Crash Barrier to be used as per Railway norms shall be High Containment type. Please

review and do the needful as the ones shown in the drawings, vide ROB at Ch. 0.870 are shallow.

28. The solid wall Abutment may be replaced by Pier Abutment from economy point of view as there are RE

Walls in the background, unless there is a requirement from the Railways.

29. Which Code to be referred to for Composite Construction needs to be mentioned in the General Notes.

30. As per detailing practice the length of Overhang shall be normally restricted to Girder Depth for composite

steel+RCC deck slab construction. Please review.

31. Culvert schedule including widening details, Access pipe culvert drawing and schedule and Index plan for

bridges needs to be added in the drawing volume.


Possible overtopping sections are identified in 3 stretched aggregating 1.8m and road embankment is raised at these locations.


From review of the 4-day soaked CBR value of the potential borrow area soils (Appendix 3.21 of Vol.-I(A) and inferences made under Section 3.8.4.3 of Vol.-I of the draft DPR it would be prudent if design CBR of 7% is adopted for the overall stretch of new flexible pavements. Disregarding the material from potential borrow areas which have shown lower values of CBR and construction related issues it appears that attaining a CBR value of 7% would be more pragmatic from the overall characteristics of the potential borrow materials investigated along the project corridor. Provided traffic survey data is in order, design of new flexible pavements recommended appears in order for 15 years life as shown in Table 5.21 of Vol.-I of the draft DPR. Keeping in view recent overlay and widening works undertaken by the RCD Government of Bihar to convert the road from single lane to intermediate traffic lane standards, design of the pavement strengthening sections envisaged for the project adopts Structural Number approach and recommendations of IRC: 37-2001. Layer and drainage coefficients assigned to different layers of existing pavement are shown in Table 5.22 Vol.-I, what could be the criteria to adopt such values for different layers of existing pavements? It is noted that location of flexible pavement overlay sections as described in Table 5.28 should be reviewed based on raise in road levels identified in the drawings and accordingly the Tables 5.29 through 5.32. Considering the raise in the road levels proposed in the plan and profile drawings, details of pavement strengthening sections identified in the draft DPR shall also be suitably incorporated in the plan and layout drawings. 7.0 Provision for slow moving traffic To accommodate the slow moving traffic in the built-up areas where ROW can be acquired, to improve overall safety and level of service in the main carriageway, the TA Consultant recommends pedestrian walkways/cycle paths as follows:





The following bridges have been identified for foundation design considerations and subsoil investigations by deep boreholes or by Trial pit works have been undertaken along the project road: ROB at Ch km 0.850 – 4 boreholes of 30m depth each Bridge at Ch km 19.080 – 1 borehole of 15m depth




Bridge at Ch Km 23.540 – 1 borehole of 15 depths Bridge at Ch km 26.370 – 1 borehole of 15m depth Bridge at Ch km 27.710 – 2 boreholes of 15m depth each Bridge at Ch km 31.420 – 1 borehole of 15m depth Bridge at Ch km 42.300 – 1 borehole of 15m depth Bridge at Ch km 43.520 – 1 borehole of 12m depth Bridge at Ch km 46.000 – 2 boreholes of 12m depth each ROB at Ch km 52.480 – 4 boreholes of varying depths from 8 to 13m depth It is noted that SI data for some of the proposed structures is unavailable. Requisite SI data for all the important structures envisaged for the project is to be ensured for safe and economical foundations. Based on review of laboratory and field test results available from the samples collected at various depths from the boreholes the choice of foundation for various structures envisaged along the project road are either piles or open foundations as recommended and in the SI reports and GAD of the structures. As a general practice, it would be prudent if all the subsoil bore-logs are incorporated in the GA drawings of the structures. Founding level of open foundation for different structures need be further ascertained considering the scour depth at respective locations as may be applicable. Attention is drawn to the type of foundations recommended in the soil exploration reports (Vol. IIB ) and in GADs for the structures Bridges. In general the founding level and estimated long term settlement of the soft alluvium encountered need be further reviewed based on the loading conditions from the piers / abutments. Given the strengths and nature of subsoil stratification and type of structures recommended on these locations it would be prudent to reconsider the type of foundation in view of the long-term consolidation settlements inevitable from such underlying soft alluvium clay deposits. Though the working capacity of the piles would be based on the results of static load test, it would be prudent to incorporate estimated vertical and lateral capacities of the piles envisaged for all the bridges be included in the drawings along with the borehole details showing type of subsoil stratification, depth and SPT ‘N’ values. Similarly, relevant borehole details and founding soil details are preferred to be shown on drawings for the referred sites along with recommended allowable bearing capacity for the type of foundation recommended. The subsoil stratifications evident from the SI report are generally not susceptible to the liquefaction affecting support to the structures and the road embankment. Stability and Settlement of Highway Embankment A mark of SI works with respective identification numbers undertaken for the project should be superimposed over the plan profile drawings showing their locations. This would facilitate as reference subsoil stratification at critical embankment locations. From the plan and profile drawings the following is observed in terms of raise in road level with respect to current road / ground level along the center line: Chainage limits (km) (approximate) Rise in Road level (m) (approximate)

0.480 to 2.000 2 - 11 15.440 to 16.640 2 - 3 25.640 to 27.120 2 - 4 27.660 to 28.020 2 - 4 31.080 to 32.360 2 - 5 34.220 to 35.380 2 - 3 42.260 to 42.600 2 - 3 44.180 to 45.640 2 - 3 47.180 to 47.440 1.5 - 2 51.620 to 52.740 2 - 11 Chainage limits and raise in road levels noted above are approximate, exact values are subject to further verification from the plan-profile drawings. On the above locations settlement, differential settlement and stability aspects shall be assessed considering the characteristics of the subsoil formations (SI report) and these aspects need be suitably incorporated in the DPR and drawings. Wherever necessary, suitable ground improvement measures shall be suggested in order to improve the stability and long term differential settlement considerations of the road embankment maintaining design gradient of the road. These aspects are found critical at high embankment / retaining structure locations envisaged for the project road whereby increase in road levels is of the order of 11m as noted.




It is noted from Section 3.8.3.4 of draft DPR Vol.-I whereby it is envisaged that high embankment shall not be built over the in-situ clayey strata (CI) encountered at certain locations. Please include suggested alternative design measures that would be adopted during the construction. These suggested alternatives shall also be incorporated in BOQ of the project.



Potential soil borrow areas (12 Nos.) identified in the DPR Volume I(A) in Appendix 3.19 showing location, lead, owner and quantity of borrow soil available are within maximum lead distance of 2km from project alignment. Test results of engineering characteristics of the borrow soils are presented in Appendix 3.21 of Vol.-I(A). Majority of the soils from identified borrow areas are having the particle sizes (range more than 66 to 98 percent) passing 75 micron sieve size with LL value ranging 20 – 50% and PI value in the range of 11 to 26%. Other potential borrow area soils identified at Chainages km 20.00, km 25.500, km 53.110 and km 54.500 are having passing 75 micron sieve size from 26 to 38%, LL 20.38% and PI value in the range of NP-14%. MDD and OMC of the soils from the borrow areas identified vary from 17.8 – 19.8 kN/cum and 7.6 – 13%. Therefore the soil from the borrow areas are in compliance to MoRTH recommendations for the construction of embankment, subgrade and earthen shoulders from compacted density considerations. Majority of laboratory test results show 4-day soaked CBR of the borrow area soils are more than 7% (at 97% MDD), except those identified at Chainages km 8.000 (4.9%), km41.400 (2.2%) and km 54.500 (3.4%). The soils from the borrow areas having lesser values than recommended design CBR (7%) shall be restricted for use as subgrade construction material. Based on CBR test results from the borrow areas, design CBR recommended from Ch km 0.00 to km 26.000 is 7% and from Ch km 26.000 to km 54.000 as 8% appears in order.

Fly Ash Potential source of Fly ash material is identified from Kahalgaon NTPC station which is about at a 12km lead distance from Ch km 0.00 of the project road. Two numbers of samples of Fly Ash are have been collected and their results shown in Appendix 3.25 of Vol.-I(A). These results as shown appears erroneous please check that sample having 75 micron passing value of 59% but its LL is reported nil and as a NP material whereas the sample with 75 micron passing value of only 17% has LL of 33% and PI values of 13%, these are some unusual characteristic for the fly ash materials. Similar discrepancy in permeability characteristic values is also observed keeping in view the grading test results of the samples as shown. A line of clarification and necessary retest / correction in the test report is required. Considering MDD of the fly ash material samples investigated in the range of 13 to 17 kN/cum which are good as compared to normal natural soils in order to reduce load on the ground. Therefore it would be prudent to use fly ash at embankment fill where ever soft compressible grounds are likely to affect long-term settlement of the embankment. Wherever Fly ash material where proposed for use in embankment construction shall follow recommendations outlined in IRC SP 58. Moreover, fly ash material can also be recommended as back fill soil in excavate and replace areas for ground improvement purposes. Reference to the Dwg. No. RCD/SH-84/TCS/06/R0, Detail-B, it inferred that 300mm thick hand placed stone pitching would suffice the requirement of embankment slope protection measure against flood at all the places along the project alignment. 150mm thick filter layer suggested may be considered to be replaced by suitable filter grade geotextile as per recommendations of MoRTH in order to facilitate ease of construction and better quality control of filter system. 9.2 Existing Subgrade Evaluation of subgrade soil along the existing road pavement has been undertaken by taking test pits at regular intervals of the order of 1km to 3km spacing as shown in Appendix 3.10. Results of DCP, Field density and moisture content tests are reported from the subgrade soil samples collected. It is observed that the subgrade soil is having relative compacted density in the range of 90 to 100% at most of the places with few exception as observed from the results at Ch km 10.500, km 28.500 and km 54.500. The FMC of the subgrade soil at places is generally within +/- 2% range of OMC of respective subgrade materials. As a result field measured CBR (DCP) is also observed good demonstrating current condition of subgrade conditions is quite satisfactory. Sieve analysis test results of existing subgrade materials (Appendix 3.12) shows passing 75 micron size is varying 70 to 97 percent indicating the soil is primarily silty / clayey (CL /CI) at majority of locations along the project road, except some sections from Ch km 19.000 to km 28.500 and Ch km 47.000 to km 54.500 whereby silt/clay size content is of the order of 40 to 70% indicating higher content of sand size materials. Results of laboratory 4-day soaked CBR




value (at 97 percent of MDD) of the existing subgrade soils collected at range of intervals varying generally from 7 to 13% except at some of the intermittent location where soaked CBR at 97% of MDD is found 6% or less. Deficiency in the design CBR value of the subgrade materials evident from these locations need rigorous revaluation in terms of delineation of their coverage and provision for laying suitable BM layer as it is recommended to retain them as they are found under in-situ conditions. 9.3 Sand, Aggregates and Water Appendix 3.22 shows lead chart for the potential sources for sand and aggregates identified for the project road. Three numbers of potential sand quarries and three numbers of aggregate quarries are identified and investigated for the project works. Generally sand materials are found suitable for any kind of back fill works and all other kinds of concrete and pavement works for the project as evident from the test results available from the samples collected (Appendix 3.24). Lead distance for potential rock quarries identified varies minimum 25km to 66km from the project road alignment. Results of grading tests (from one source only), specific gravity, water absorption, flakiness index, Elongation index and alkali reaction as shown in Appendix 3.23 are generally in order as per requirements of MoRTH and IRC for pavement and structural concrete works except some of the results shown for 75 micron passing, flakiness and elongation index. AIV test results are reported, what are this test and its significance? And its references need be provided. Please note that results of Loss Angeles abrasion test for the suggested stone metals are not available. Flakiness & Elongation properties of the aggregates can be improved to comply with the specification requirements by making suitable adjustments to the crushers when engaged in production of different stone metals for the project. Potential sources of water (8 numbers) identified for the project are wells and hand pumps. Results of various tests from the water samples collected show that water from most of these sources does not meet acidity and alkalinity criteria specified in MoRTH / IS codes except from two hand pumps near Ch km 16.500 and km 44.000. Alternative sources of water need be established; probably water from deeper strata in the project influence zone need be further explored for their suitability.








• Utilities

The DPR contained a token provision of impacted utility installations needing to be shifted (0.5 Crores). This clearly needs to be updated and the RCD/ DPR Consultant should take up the matter with the respective utility owners for updating the data and get a realistic estimation for utility shifting. An important consideration for the RCD at this time is the aspect of funding. In particular whether some or all of the relocation / protection works that may be necessary, can be completed in advance of the main contract start date and how it could be funded.

11 Cost Estimates







Other factors considered in the project cost based on preliminary assessment basis include, • Land acquisition, resettlement and rehabilitation; • Cost of utility shifting; • Environmental mitigation measures;







Review of DPR for SH 85 Akbarnagar Amarpur Sections


Annexure 5.1.4 SH 85- Akbarnagar - Amarpur Road Sections. Introduction



SH 85 starts from Akbarpur in Bhagalpur district and ends at Amarpur in Banka districts. This road is crossing major BG double line near Akbarpur.

The overall terrain is predominantly flat throughout with gradual rise in ground elevations from start to end as the contour of the area is generally slopping towards the river Ganga in the southern side. Land use of the project corridor is mostly agricultural in rural areas with few commercial establishments in builtup areas. The project alignment passes through settlements like Sirampur, Pachrukhi, Sahkund, Kusmaha, Pawai, Bikrampur and Mahadevpur.


It is proposed to convert the newly declared state highway to 2 Lane configurations consisting of 7m wide carriageway and 2.5m wide earthen shoulder. For the Structures, new 2 Lane standard configuration with or without footpaths have been proposed for 15 locations and the widening of existing structures are suggested on the remaining two locations.

3. Traffic



Near Shahkund 8+000 2805

Before Amarpur 28+000 5718

Major traffic is observed at Km 28, which will also include localized Amarpur urban traffic.



Near Shahkund 8+000 2805

Before Amarpur 28+000 5718

Seasonality factors were worked out and shown in Table 4.8. However no seasonal correction is applied to the ADT and this need to be clarified in final DPR.

The origin destination is conducted at Km 8.0. From the OD survey it is noticed that majority of the trucks are having trip length more than 50km and this indicates that they are through traffic.

Total junction peak hour flow of 2 junctions where intersection turning movement survey was conducted varies from 659 to 2231 PCU.

The speed and delay study conducted along the project gives an average running speed of about 12kmph for section 0 – 10; 23kmph for 10-20 and 34 for the last section. Low running speed in the first section is mainly attributed to the poor condition of the project road in that stretch.

Axle load survey was conducted on the project road to obtain the axle load spectrum and it varies from 0.08 to 16.14.




5. Alignment.


The 2010 Jan DPR was reportedly based upon the IRC, BIS and MORT&H standards - with other international versions (American, British etc.) used where necessary. The bridges are to be designed as per provisions of latest seismic zone requirement.


ROW of 25m is reported in the DPR based on data collected from RCD. The available ROW is ranging from 12 to 18m for most of the builtup section. Varying ROW is adopted in the DPR depending upon the requirement/RR issues. In high banks, deep cuts and at intersections, wider land width is required and the same is to be taken care.




RoW/Urban areas. Based on feasibility option studies by the DPR Consultant, the minimum design speed is limited to 50km/h to 25km/h in few locations.


5.3.1Review of Horizontal Alignment The DPR study proposed 39 curves with design below 80 km/h which include 15 curves with 60 km/h, another 11 curves with 50km/h and remaining curves are having design speed ranging from 45 to 25Km/h. Considering the safety of pedestrian and social impacts on acquiring lands, the TA also agrees on the substandard curves proposed except at the locations listed below. Design speed needs to be further checked based on the available set back distance as right of way at builtup locations where mostly the design speed is reduced is restricted. Salient observations of the horizontal alignment review are listed below:

1. Project road crosses double lane BG railway line at Km 0+150. About 40 trains are passing through this line hence requirement ROB to be studied and if ROB is needed realignment of the approach also to be considered.

2. TA consultant also concur the design speed/ROW is restrictions proposed at builtup locations 5+800-6+500, 8+600-9+100, 9+600-10+550, 11+640-11+900, 15+530-16+000, 17+720-21+000, 23+000- 24+800. During the site visit, we noticed that many shops and residence abutting project road and hence availability of minimum construction width will also be a major constrain. This issue to be addressed appropriately in the final DPR.

3. Curve at Km 7+500 can be improved. List of substandard Curves

SE (%)

S No Start of Circular

Radius (m)

Length of

Spiral (m)

L total (m)

Speed (kmph)

Provided

1 0+038.703 100 25 54.109 40 2.50

2 3+819.520 5000 106.817 60 2.50

3 3+988.006 5000 8.746 60 2.50

4 5+818.986 150 30 133.464 60 7.00

5 6+080.631 200 35 108.451 60 7.00

6 6+309.246 60 55 123.434 35 2.50




SE (%)

S No Start of Circular

Radius (m)

Length of

Spiral (m)

L total (m)

Speed (kmph)

Provided

7 7+522.780 100 70 144.465 50 7.00

8 8+827.279 130 35 154.243 45 2.50

9 9+613.611 80 55 130.286 40 5.00

10 9+779.701 80 60 185.330 40 2.50

11 11+294.644 170 40 140.904 60 7.00

12 12+188.956 200 40 129.735 60 7.00

13 12+936.158 120 60 130.009 50 7.00

14 13+114.002 200 60 130.371 60 7.00

15 15+848.981 150 30 73.620 60 7.00

16 16+680.735 150 45 106.955 60 7.00

17 17+284.204 150 45 109.674 60 7.00

18 17+853.570 125 40 114.123 50 7.00

19 18+272.462 150 45 163.969 40 4.70

20 18+417.095 200 25 251.228 65 7.00

21 18+932.345 150 50 163.620 50 7.00

22 19+423.799 100 70 151.937 50 7.00

23 19+779.561 200 50 145.927 60 7.00

24 19+946.047 100 35 103.430 50 7.00

25 20+173.308 100 40 86.471 50 7.00

26 20+388.026 80 45 118.729 40 7.00

27 20+604.167 125 35 150.362 50 7.00

28 23+128.062 100 50 123.230 50 7.00

29 23+278.145 120 116.682 50 2.50

30 23+513.678 60 40 107.299 35 2.50

31 23+618.694 150 30 136.941 50 7.00

32 23+911.467 150 30 87.525 25 2.50

33 24+053.433 125 35 135.726 25 2.50

34 24+202.626 170 30 124.770 60 7.00

35 24+465.163 150 30 82.793 60 7.00

36 24+595.792 200 60 405.167 60 7.00

37 28+799.177 30 29.588 25 2.50

38 28+840.654 100 50.486 40 2.50

39 28+980.482 100 30 79.686 40 2.50




5.3.2 Review of Vertical Alignment The vertical profile for the entire length of the alignment is found flat and the proposed gradient is below the IRC stipulated maximum gradient. It is noticed that the road profile is raised in majority of the project road alignment and this will necessitate the scarification of existing bituminous surface / very high profile corrective thickness. Profile optimization and judicious decision of overlay / reconstruction options are to be carried out in the final DPR based on the economic and pavement structural aspects. During the site visit, it is also noticed that special repair works were going on at some stretched of the alignment (0 to 18Km). DPR consultants are also advised to consider the special repair works in the final DPR design and estimate.










Project road improvements consist of 6 important junctions and 41 minor junctions and the review details of the drawings submitted are given in the table below.


Start at Akbarnagar 0.000 T Junction

Shivrampur Road – Goraisi Road 8+428 X Junction

Shahkund Market 9+950 Y Junction

Pavai Village 22+980 T Junction

Naya Chek Road 24+280 T Junction

Local Road 24+650 T Junction

Nasri Ganj – Sakkadi is marked as alignment direction in all junction drawings. This needs to be rectified in the final DPR.

Y junction at 9+950, intersecting angle of the junction is not shown. Intersecting angle shall not be less than 60o. Island

formation in the Junction also required to be properly modified as per the relevant IRC standards (refer IRC drawing no.28).












1. As pointed out in SH-81, the Seismic Zone boundaries for this road also needs demarcated. It seems that

South of Bhagalpur falls in Zone – III. If so, it will be necessary to revisit structural designs and detailing. In

case the alignment lies in both the zones, it may be prudent to design the structures for the respective

zones, as this may lead to substantial value engineering.


3. Please clarify whether Belasi and Kochhi dams are one of the same. Similarly, the Spillway of Belasi and the

weir named Badibundh, found in the general discussion under chapter 3.9.2 of Main Report, also seem to be

not different. This is important to understand the flow pattern in the hydrologically sensitive zone of 12 Km.

to 22 Km. It also remains to be understood whether the Badibundh weir is across Belasi river or not. Please

be explained with an integrated drawing.

4. In Hydrological discussions under Chapter 5.2.2 of the Main Report, it is understood that attempt has been

made to rationally distribute the catchments into 4 minor rivers. This indicates that these 4 are branching off

from one main. Please submit drawings of topographical plans to understand the main rivers and branching

off. Also submit relevant Topo- sheet soft/Hard copy with the overall catchment of 624 sq. km. delineated.

5. The Hydrological Tables furnished under Annexure 5.3, is found in agreement with the methodology in

general. However, please submit a sample detailed calculations of discharge by different methods,

(presentation shall be in accordance with the methodology), clearly showing the parametric values like S, A,

R, how derived, for reviewing. Catchments delineated on Topo-sheets are also required for reviewing.

Tables in the present format are not reviewable.

6. It seems that Lacey’s Regime Theory of linear waterway is not applicable in the calculations. Please explain

why?

7. Though it is not very clear, does this flood analysis is sufficient to take care “without weir situation”? If no,

why not this be referred to as an inter departmental issue to repair the Breach before the construction works

proceed? There is no guarantee that the breach in future will not further open up to produce bigger

catastrophe.

8. Please explain why the conventional method of Area-Velocity is not adopted in these alluvial river beds as

one more method of discharge checking. In my opinion, with L-section and C-sections and HFL data, it

needs to be checked.




9. Please substantiate assumed values of Silt Factor from S.I. Report and Bore logs and as per IRC: 5

recommendations.

10. The depth of overtopping derived from HFL and Road Top Level, provided in the Table 3.13 of Main Report

is not consistent with the historic flood overtopping of 1995, stated in the Main Report under 3.9.2. What

does again the col. 17 mean, where Vertical Clearances are found more than desirable? These need

clarifications.

11. For Hydrological analysis for individual catchment of culvert, please submit the complete report for FHWA

Method/GIS analysis, catchment delineation etc. for reviewing.

12. There is no hydrologic calculation for the overtopped discharge in the overtopped sections. This needs to be

substantiated and submitted for review.

13. As the Project Road lies in high rainfall area, vide 5.2.3 of the Main Report, maximum 24 hour point rainfall

with 100 year recurrence interval = 320 mm. Therefore it is recommended to adopt 65 mm wearing course

instead of 56 mm, as per MORTH specifications.

14. Width of Carriageway for Bridges is proposed 8.0 m, instead of 7.5 m, why?

15. Drainage Spouts are located at Girder fillets. There will be obvious conflict with haunch bars and even

Girder Stirrups. This will lead to drastic adjustment or even cutting of few important bars during construction

stage. It is better to have the detailing little away, within the deck slab. As the spouts are normally to be

detailed just in the immediate neighbourhood of Footpath, reduction in Carriageway width from 8.0 m to 7.5

m will widen the Footpath and this will make the spouts accommodated in the slab comfortably.

16. The designs of bridges are adequate for 3 – Lane loading as per Main Report. However, notes of GADs

clearly speak for 2-Lanes. This may be clarified and made consistent in the Final submission.



19. The piers are found to be designed as Wall Type. The provision ties therefore shall be 0.25% of cross-

section of stem in accordance with the provision of IRC:78. Please review and modify if required.

20. Dimensioning of Foundations is not in agreement with codal provision. According to the latest


foundation thickness to ensure proper load transfer. This has to be taken care of.




22. For bridges in Zone – IV, Seismic reaction blocks will prevent dislodgement and absorb the seismic shocks.

Therefore, it may be possible to avoid costly Pot-cum-Ptfe Bearings and replaced by cheaper Elastomeric

Bearings. This is in line with IRC: 6 recommendations also. Please review.

23. In the general elevation of GADs Cross-Girder is shown with same depth as that of the longitudinal girder,

whereas, in Section A-A, this is at little higher level, which may be more convenient for working with Jacks.

Please make it consistent. This may lead to raise the reaction blocks which abut with the Cross-Girders and

eventually design also be checked.

24. There is no Drainage layer (Filter Media), and Weep Holes in the back of Abutment and Return Walls.

Please provide.

25. Relevant notes on Back fill materials, Filter Media and Weep-holes also shall be provided.




26. As is being felt for the Bridges in Zone – IV, the thickness of the End Cross-Girder (400 mm) for T-Girder

and Slab superstructures may need reviewing as it has to withstand very high Longitudinal seismic impact

against Reaction Blocks.


Past overtopping is reported in the low lying area between Km 11.9 to 23. However the locations where road section is raised to counter the overtopping issue of the project road is not reported in the draft DPR. This issue needs to be clarified in the final DPR.


Assessment of pavement composition has been carried out by taking test pits at every 500m interval along the project road and details of the survey is presented in Appendix 3.8 and summarized in Sec 3.8.4 of Vol.-I. Current pavement is flexible type and layer thickness is varying significantly. Bituminous crust is unavailable from about Ch km 5.00 to Ch km 18.000, whereas thickness of the bituminous crust in the remainder areas is varying significantly (10 – 100mm) and the similar variations are observed in overall thickness of the pavement. Please refer to few of the chainage sections identified above under “Stability and Settlement of Highway

Embankment” whereby rise in road levels (center line) observed are of the order of 2 to 5m. Discrepancies from these chainage and information provided in Tables 5.26, 5.27, 5.28 and 5.29 need be corrected and updated in the DPR. Likewise raise road levels at other locations also as observed in the project plan and profile drawings are required to be reassessed and update information further summarized in tabular form and also in the drawings and BOQ. Please refer to the typical cross-section Dwg.No.RCD/SH85/TCS-05 (R0), chainage limits on rise in road levels need be reviewed and corrected accordingly in the Table. Benkelman Beam Deflection (BBD) tests have been undertaken from Ch km 18 to Ch km 30.00 in order to evaluate structural strength of existing pavement. Due to deteriorated condition of the existing rod, BBD tests have not been undertaken from Ch km 0.00 to Ch km 18.000. In general all the sections tested show BBD deflection of more than 1.5mm confirming inadequate strength of the pavement layers and existing subgrade. And therefore average design CBR of 4% recommended for the pavement strengthening sections appear in order for the entire stretch of the highway where overlaying is proposed. Potential borrow area soils identified in the draft DPR have varying 4-day soaked CBR values from 4% to 30% and therefore recommended design CBR value of 10% for the new pavement and widened pavement section appear reasonable to achieve from locally available soils. Flexible pavement design for 15 years life based on IRC 37-2001 appears in order. As per Table 5.27 of Vol.-I in the draft DPR, final thickness of pavement summarized for the new construction at the embankment raising areas is presented as 1775mm to 2125mm, what is the basis of such pavement thicknesses mentioned? Rigid pavements are recommended to be built in habitat areas. For a design subgrade CBR of 10% for a predominantly clayey sub formations, value of modulus of subgrade reaction of 27.8 kg/cu-cm has been considered in the design, which is considered a high value for such formations. A review and justification is required in case existing pavement layers are taken into account for such high values. Design of rigid pavements recommended is based on subgrade design CBR value of 10% uniformly with a high value of modulus of subgrade reaction, what would happen for the design of pavement over the widened areas. Assessment on the existing subgrade CBR in the widened portions shall be further ascertained in the built up areas that recommended design CBR of minimum 10% adopted is achievable and an appropriate note need be incorporated in relevant drawings for further recommended construction details. 7.0 Provision for slow moving traffic To accommodate the slow moving traffic in the built-up areas where ROW can be acquired, to improve overall safety and level of service in the main carriageway, the TA Consultant recommends pedestrian walkways/cycle paths as follows:








The following bridges have been identified for foundation design considerations and subsoil investigations by deep boreholes works have been undertaken along the project road: Bridge at Ch km 3.690 – 6 boreholes of 15m depth each Bridge at Ch km 12.110 – 1 borehole of 15m depth Bridge at Ch Km 21.495 – 1 borehole of 15m depth Bridge at Ch km 22.190 – 1 borehole of 15m depth each It is noted that SI data for the proposed structures 22/1 (1x18.2m, New alignment) and 57/1 (2x19m, Chainage km 56.650) is unavailable. Similarly requisite SI data for the other important structures envisaged for the project is to be ensured for safe and economical foundations designs. Based on review of laboratory and field test results available from the samples collected at various depths in the boreholes, the choice of foundation for the structures envisaged along the project road are either piles or open foundations as recommended and in the SI reports and GAD of the structures. As a general practice, it would be prudent if all the subsoil bore-logs are incorporated in the GA drawings of the structures. Founding level of open foundation for different structures need be further ascertained considering the scour depth at respective locations as may be applicable. Reference to the Bridge No.4/2 km 3.6 Chanan Pul, whereby six numbers of boreholes is carried out up to depth of 15m each. However pile foundation shown as per Dwg. No. RCD/SH-85/AKB-AMAR/BR-4/2/R0 typically is of 20m length. The boreholes have been terminated in subsoil strata of silty Clay having SPT ‘N’ values in the range of 25 – 35. All these boreholes carried out are of insufficient depths (IRC 78) to signify the pile foundation design recommended. From the GAD drawing it is also noted that estimated vertical load carrying capacities of the piles as shown are 210 tones without any supporting calculations and requisite subsoil information. Pile load carrying capacities, both vertical as well as horizontal need be further ascertained based on factual and adequate subsoil data be made available in the final DPR in compliance to IRC 78 and MoRTH specifications. SI data for the proposed structure at Ch km 21.626 (new) is unavailable; similarly SI data for other proposed structured need be ensured and made available on the respective GA drawings. Though the working capacity of the piles would be based on results of static load tests, it would be prudent to incorporate estimated vertical and lateral capacities of the piles envisaged for all the bridges be included in the GA drawings along with the borehole details showing type of subsoil stratification, depth and SPT ‘N’ values. Similarly, relevant borehole details, reduced levels and founding soil details are preferred to be shown on the drawings for the referred sites along with recommended allowable bearing capacity for the type of foundation recommended.

8.1 Stability and Settlement of Highway Embankment It is envisaged from the soil exploration reports that soft to firm clayey soil deposits are encountered intermittently of varying depths along the project road. Though slope stability concerns are perceived no-critical, however it would be prudent to check the same at location where embankment heights are likely to be raised of the order of 2 to 5m from existing current road levels. Suitable ground improvement measures (e.g. excavate & replace with good soil, if feasible) may also be considered in order to avoid impact of long-term consolidation settlement behavior of such deposits on the road embankment. Theses will have long term impact on riding quality of the highway. After review of spread of soft soil deposits along the project road which are likely to impact on long term settlement and stability concerns on the embankment, the same need be tabulated and necessary ground improvement measures shall be incorporated in the alignment drawings with details of typical cross-sections applicable. It is noted from the plan & profile drawings that rise in road levels are recommended at various locations, some of such rise (center line) observed are: From Ch km 7.610 to Ch km 7.760 From Ch km 8.300 to Ch km 8.600 (2 to 2.5m) From Ch km 9.300 to Ch km 9.650 (2 to 2.5m) From Ch 11.360 to Ch km 11.620 From Ch km 11.900 to Ch km 13.000 (2 to 3m) From Ch km 21.300 to Ch km 22.220 (2 to 4m) From Ch km 24.680 to Ch km 25.660 (2 to 5m)




The chainages and the raise in road levels indicated above are approximate only, however these sections may require further assessment in relation to stability and settlement perspective of the embankment from geotechnical considerations.



The borrow areas (7 Nos.) identified in the DPR Volume III in Table 1.8 showing location, lead, owner and quantity of borrow soil available are within maximum lead distance of 1.5km from project alignment and respective lead chart of these are shown in Fig. 1.7 Test results of engineering properties of borrow soils are presented in Tables 1.9 and 1.10. The soils from four number of prospective borrow areas are having particle sizes (ranging 14 to 35 percent) passing 75 micron sieve size whereas 75 micron sieve size passing percentage for the other three borrow areas are in the range of 52% to 91%. LL value of all the borrow soils indentified varying between 24 – 38 percent and PI value in the range of NP to 16%. It is imperative to recheck plasticity and PSD by hydrometer analysis of soils from the borrow area having 75 micron passing percentage of 52.8, 90.9 and 60.5 with LL values 26, 38 and 24 percent but they are classified as Non-plastic materials. Henceforth these materials may not be recommended suitable for embankment and earthen shoulder constructions without blinding to improve their plasticity, alternatively the embankment would require encapsulation similar to recommendations in IRC 58. 4-day soaked CBR values for the perceived borrow soils are found between 10.4 to 30 percent at 97% compacted MDD except from two sources whereby CBR values found are 4.5 and 5.6 percent. Considering recommended CBR of 10% for the pavement design, soil from the borrow areas identified at Ch km 7.500 and Ch km 16.250 shall not be used for subgrade construction. MDD and OMC of the borrow area soils are varying from 18 to 22 kN/cum and 6.5 to 14% respectively, whereby these materials are found suitable for embankment, shoulder and subgrade construction from compacted density perspective as recommended in MoRTH.

Fly Ash Two numbers of sources of Fly Ash are identified in the DPR for their potential use in the embankment construction. Requisite chemical results of the fly ash from these sources also need to be insured in order to ascertain in order to ensure their long-term impact on performance of pavement and concrete structures. Though density test results are not available from these potential fly ash sources, however MDD of fly ash materials as found are generally in the range of 4 to 16 kN/cum which are good as compared to normal natural soils in order to reduce load on the ground. Therefore it would be prudent to use fly ash at embankment fill where ever soft compressible grounds are likely to affect long-term settlement of the embankment. Fly ash material where proposed shall follow recommendations outlined in IRC SP 58. Moreover, fly ash material can also be recommended as back fill soil in excavate and replace areas for ground improvement purposes. 9.2 Existing Subgrade Evaluation of subgrade soil along the existing road pavement has been undertaken by taking trial pits at regular intervals of the order of 500m to 2.5km spacing as detailed in Appendix 3.10 of Vol.I-(A) of the draft DPR. All the physical and index test results are also shown in Appendix 3.10. Degree of compaction of the subgrade soil is varying significantly when compared to its MDD, very often in the range of 75 to 85 percent of MDD. Similar variation is also evident from TRL DCP tests. FMC of the existing subgrade material observed is also generally high when compared to corresponding OMC of respective materials evident from Fig. 3.4 in Vol.-I Main report. In general it can be inferred that some of the predominant reason for poor performance of the current road could be poorly compacted subgrade conditions and its high moisture content which would have further aggravated due to poor drainage functions of the road base / subbase materials. It is noted from Sec. 3.8.3.4 of draft DPR Vol.-I, that recommendation are made to loosen & recompact the top 500mm of existing ground (foundation base) prior to taking up construction works of embankment widening sections. From the SI reports it is evident that the existing soil along the project corridor is predominantly clayey type and water table is nearly on the ground or standing water at places. Please explain how this loosening and re-compaction of the same material could affect improving the performance of the embankment and the pavement. If warranted, an appropriate note shall affect in the drawings.




9.3 Sand, Aggregates and Water Four numbers of potential sand sources are identified from local river beds and their lead chart is detailed in 1.8 of DPR Vol.-III. The lead distances of these sources are varying from 10 to 55km. From the test results of sand samples it is evident that generally sand materials are found suitable for any kind of back fill works and all kinds of concrete and pavement works for the project. Two numbers of potential rock quarries have been identified at lead distance of 1.5 to 2km from the project road alignment and lead chart presented in Fig. 1.8 of DPR Vol.-III. Generally properties of aggregate samples are found in compliance to MoRTH and IRC specifications for pavement and structural concrete works except for Flakiness and Elongation characteristics, results are not found in the DPR as the stone samples tested were of representative boulders from the quarries. However, Flakiness & Elongation properties of the aggregates are manufacturing controlled parameters and could be accomplished to MoRTH specifications by suitable adjustments to the crushers when engaged in production of different size stone metals for the project. Potential sources of water perceived for the project usage are from the hand pumps bored to varying depths. From the chemical test results conducted on the water samples collected from potential hand pumps it is evident that the water from three out of total five numbers of hand pumps are unsuitable for use on the project from acidic, sulphate & alkaline content perspectives. It could be inferred that the ground water in general along the project corridor is having high in alkalinity and acidity contents and therefore alternate suitable sources of water need be further explored. Bore depth of the hand pumps are varying from 30 to 150 feet only, so there are likely chances that water from deeper strata may have better properties suitable for use in concrete and other pavement works.








• Utilities

The DPR contained a tocken provision of impacted utility installations needing to be shifted (2.5 Crores). This clearly needs to be updated and the RCD/ DPR Consultant should take up the matter with the respective utility owners for updating the data and get a realistic estimation for utility shifting. An important consideration for the RCD at this time is the aspect of funding. In particular whether some or all of the relocation / protection works that may be necessary, can be completed in advance of the main contract start date and how it could be funded.

11 Cost Estimates




Other factors considered in the project cost based on preliminary assessment basis include, • Land acquisition, resettlement and rehabilitation; • Cost of utility shifting;




• Environmental mitigation measures;







Review of DPR for SH 86 Saraiya - Motipur Sections


1

Annexure 5.1.5 SH 86- Saraiya - Motipur Road Sections. Introduction



The project road Saraiya to Motipur (SH-86) constitutes a very important connection between NH-28 and NH-102 serving as a bypass. The project section takes off from NH-102 at Saraiya and travels towards south to end at Motipur on NH-28. The overall terrain is predominantly flat throughout with gradual rise in ground elevations. Land use on the project corridor is mostly agricultural in rural areas with few commercial establishments in built up areas.


It is proposed to convert the present MDR to a new state highway with 2 Lane consisting of 7m wide carriageway and 1.5m wide paved shoulder. For the Structures, new 2 Lane standard configuration with or without footpaths have been proposed for all six locations.

3. DPR Road Design in 2009 & Other Relevant Issues

Community settlements are in the following locations like built up area in Saraiya (Km 0.00) and intermediate semi urban settlements of Jaintpur, Basra, Rasalpur, Distolia Chawk, Bagahi, Dhumnagar and Mishrolia Chawk.

4. Traffic

The project road starting at Saraiya Kothi Market on NH-102 and connecting Motipur on NH 28 acts like a bypass to the Muzaffarpur town. The Design Consultants considered the project road into two homogenous sections; Saraiya( km 0.0 ) to Hardi (16.000 km) and Hardi (km 16.000) to Motipur (28.500 km) The DPR included extensive traffic survey program to determine the existing traffic volumes in a number of vehicular categories. The Average Daily Traffic obtained from the field surveys is presented in the Table below.

Location Chainage - Km ADT

Raghunathpur 5+000 2651

Distaulia Chawk 18+000 2965

Slow moving traffic has major share in the traffic up to 39% which comprises of cycles, cycle rickshaws and carts, two wheelers with 25%, auto rickshaws and the tempos 4%, Cars being 10% , 21% is the commercial traffic and 1% comprising Buses. The traffic on the project roads has no significant peak hours and non commercial traffic significantly reduces during the night hours. Seasonal correction factors were worked out and applied on the Average Daily Traffic to obtain the Annual Average Daily Traffic on the project road as reported below.

Location Chainage - Km AADT

Raghunathpur 5+000 2693

Distaulia Chawk 18+000 3038




2

Diverted Traffic The traffic road is connecting NH28 and NH 102 and acts as bypass to Muzaffarpur. The DPR study has included the diverted traffic in the estimation of the traffic on the project corridor. Although the amount of diverted traffic maybe less it is important to consider the same. This can be estimated from the OD Surveys if carried on the NH28 (west of Motipur) and NH 102 (south of Saraiya). The above data if available from the NH Division with details on the location by name and district within Bihar could be utilized. We request RCD’s assistance in obtaining the data from NH Divisions for the above locations. If not a fresh survey be carried out on NH’s for estimation of possible traffic diversion to project road. Traffic Forecast The exercise of traffic forecast was carried out considering socio economic variables such as population, vehicle registrations, and net state domestic product. An optimistic, most likely and a pessimistic scenarios of growth have been estimated for the indicators and the traffic growth rates were established. However, the growth rates need to be revised considering the current status of the state with several districts declared as those facing drought. The traffic forecast need to be revised with diverted traffic .

5.Alignment.


The 2009 June DPR was reportedly based upon then current IRC, BIS and MORT&H standards - with other international versions (American, British etc.) used where necessary. The bridges are to be designed as per provisions of latest seismic zone IV requirement.


Varying ROW is adopted in the DPR with 45m on rural area, realignment and bypasses and 30m on urban areas. In high banks, deep cuts and at intersections, wider land width is required and the same is taken into account by the DPR.






5.3.1Review of Horizontal Alignment The horizontal design parameters considered in the DPR design was for the reduced design speed and accordingly all the horizontal curves are designed for speed range varying from 80 to 40km/h. 17 % of the curves are designed with adopted design speed far less than 80Km/h. Sudden design speed change from 80 to 40 km/h is observed in few cases. Such sudden design speed change more than 20% is not desirable and hence reviewers recommend adopting suitable traffic calming measures and mandatory signs in sharp curves. Design speed proposed for curves with radius between 90 and 60 shall be reduced from 50km/h to 40 km/h as per IRC standard for plain and rolling. Similarly proposed design speed for other curves are also to be modified as per IRC requirement. Superelevation runoff and run out is accommodated within the transition portion. This needs to be modified as per the IRC method of attaining super elevation on curves. Provision for extra widening shall be considered for curves with radius below 300m. The proposed horizontal alignment in terms of the curve radius is found generally agreeable considering the socioeconomic parameters of the road except at the following stretches.




3

The S curves and bridges in following locations having right angled crossing caused unsatisfactory road geometrics which may lead to major accidents. The review recommends priority to road geometrics with skew crossing for bridges which will ensure traffic safety.

• S curve location from 1800 to 2200 and 8500 to 9450. Review recommends providing large radius curves with proper transition in between.

• The bridges at Km13.160, Km16.150, Km23.500, Km25.350 have the right angled crossing caused unsatisfactory road geometrics, shall be with skew crossing.

5.3.2 Review of Vertical Alignment The DPR vertical profile is having kinks and drops which will prevent the achievement of design speed. Hence vertical profile should be redesigned with long, continuous grades with proper consideration for the speeds of buses and commercial vehicles, surface drainage requirements to conform to IRC 73 and IRC SP 23. The vertical alignment design is shown only on few stretches of the project highway. The project road is passing through the flood plains and the existing road prism is on a low embankment of about 0.3 to 1m height. It is noted that the condition of pavement on low embankment sections are in extremely bad condition with cracks and deep potholes and hence review recommend to raise the embankment on low lying areas so as to get enough free board for sub grade from the HFL. Rigid pavement proposed on low lying urban areas, it appears that it is irrational and uneconomical as it cannot be permanent. Balancing culverts are also not found in some low embankment sections and even the spacing ranging up to 1km to 2km in flood plain and hence not acceptable. Provision of adequate CD structures with smooth vertical geometry is recommended.


Review recommend to limit thickness of top GSB layer extended beyond the paved shoulder to 150mm as per IRC in lieu of full depth GSB layer in DPR from economical consideration. Also for drainage continuity reasons, in areas of overlay or pavement widening, it is important to coordinate new layer thicknesses with all structurally sound existing layers to avoid creating ‘trenched’ conditions. This shall be effectively addressed in the updated design with modified cross section especially in overlay sections to avoid future pavement failures. Side drains are not shown in the typical cross sections. Toe drains shall be shown in the typical sections and the requirement of the side drains shall be assessed as per the road drainage design and schedule of road drainage be forwarded.


The DPR recommendation of providing a drainage layer as part of GSB along the exposed edges on the fore slopes was investigated from a sustainability angle, by the TA Consultant. There is a strong possibility of erosion of drainage layer in flood plain as there is no side protection considered in design. Since flooding over the existing road has been observed in most cases, it is recommended that topsoil cover (using suitable organic material) be placed there to a minimum depth of 50mm and addition of grass seed or turf or similar preventive measures for the slope. As the majority of alignment is situated in flood plains, the design rationale to protect the embankment from erosion need to be clarified and the design forwarded for review.






Start at Saraiya (NH-102) 0.000 T Junction.




4


At Jaintpur 8.550 4 legged Junction

Shaebgaj - Muzaffarpur 12.495 4 legged Junction

Hardi road 16.115 T Junction

Dumn Nagar Road 24.845 T Junction

Baraj - Motipur 27.175 4 Legged Junction

End of Project road with NH 28 28.406 T Junction

Pedestrian / Animal Underpasses None

Service Roads The need to be clarified

All junction design shall be as per the guide guidelines of IRC-SP-41, IRC-62 and MOSRT&H standard drawings for intersections. Signs and line markings shall be designed as per IRC 67 and IRC 35. Layouts should invariably feature separate left and right-turning lanes protected by raised (curbed) channelizing islands. The required taper and parallel lane (acceleration and deceleration) dimensions should conform to the IRC standards. Four lane improvements are in progress on NH28. Coordination with NHAI is necessary for provision of median opening/VUP at the right location for Motipur junction.


For the 2009 DPR study, survey primary control was established using base-GPS equipment in differential mode. This provided a network of concrete encased monuments in the form of pairs of points (about 400-500 metres apart and generally located near to or beyond the existing RoW boundaries) at regular 5 to 6 Km intervals throughout the corridor. After any necessary adjustments and transformations were complete, ‘x’ and ‘y’ co-ordinates were assigned to each point and recorded in a topographical survey report. Using the above a ‘Total Station’ traverse was run to establish secondary control points at 250-500 m spacing along the route. Points were placed in most cases adjacent to the existing roadway and ‘x’ and ‘y’ coordinates were again assigned. The third stage in the process was to carry out a closed leveling survey at which time elevations (‘z’ co-ordinates) were established for all primary and secondary points using Geodetic Triangulation Survey (GTS) benchmarks previously established and maintained by Survey of India. Finally, a tertiary control system in the form of a system of ‘temporary benchmark’ points was created. These were invariably placed on recognizable and immovable features (such as bridge parapets, steps into public buildings etc) and control elevations/‘z’ co-ordinates were again assigned. These TBMs were intended for use during the construction phase in support of the secondary control system previously created in the corridor. The review recommend that verification BM pillars before the execution is to be carried out as any changes in BM levels have major impact on the bituminous quantity especially on profile corrective course.


In general, the sub-grade field compaction is not reported and therefore loosening and re-compaction of existing subgrade need to done if it is to be used as new formation level other than overlay sections. As the existing base type is granular type and mode of distress is cracking, the preferred rehabilitation is by structural number method as compared to maximum deflection method. Hence the DPR Consultant has to furnish the SN for any overlay section considering the structural data of existing pavement structure from Test Pits and compare with SN of new construction or SN required.


The details of culverts category wise are as shown in the following table.


Slabs Various sizes 9

HP culverts Various diameter 28

Box Culvert Nil




5


Brick Arches Various sizes 12

TOTAL INVENTORY = 49

In the DPR, based on inventory and condition survey of culverts recommended replacing most of the structures as they are not effective and functional.

The DPR recommended 45 existing culverts to be replaced by RCC box culverts and 6 new main road box culverts totaling 51 numbers against 49 numbers existed between same ends points.4 existing culverts are to be removed. As most part of alignment is situated in flood plain, there is a need to increase the number of culverts, because of the increased obstruction caused by new revised formation levels and the need in existing overtopping sections. The following locations Km3, 5.5, 9.2 to 11.5, 12 to 13.2, 16 to 17.7, 23 to 24 and 25 to 28.4 needs to reconsider for main road culverts. In addition TA consultant recommend that side road culverts shall be required in3 major junctions and 4 minor junctions to deal with storm water run-off from intersecting roads to effectively deal with surface drainage. In addition, all commercial access or village access shall be included with provision of access culverts without which the needs of surface drainage cannot be met and the designed life of pavement ensured. Hence the culvert schedule for main road culverts and access culverts need to be furnished.



Type Existing Retained New/ Reconstruction

Major Bridge 1- to

be replaced

1(Km 25.545)

Minor Bridge 6- all to be replaced

0 6

Road Bridge Crossing

1 level crossing 0

Regarding any of the retained minor bridge, DPR should specify how it is utilized to meet the functional and structural needs. Rehabilitation proposal if needed to be included. Please clarify if GOB’s policy on level crossing is considered in the above case to convert to ROB or the DPR recommendation is based on TVU.


As per DPR, no proper drainage exists in the entire stretch of the project road either in inhabited area or in rural area. Hence suitable drainage provision shall be designed based on detailed hydrological design from contours, characteristics of catchment, location of outfall points, rain fall intensity and need to furnish the open drainage design and schedule. In rural stretches, longitudinal side drains are recommended, by the TA Consultants, to be intercepted by ‘mitre’ drains serving as outlet channels to reduce the erosion.


The soil investigation on existing subgrade soil by visual inspection divided the project road into single homogenous sections viz Saraiya to Motipure. These are mostly with Gangetic Alluvium soil in large areas under northern portion of Gangetic belt. The result of IS soil classification tests conducted on sub grade soil on the project route shows that dominant soil type are CL, CLML to ML category as presented in the DPR. The CL type of soil covers almost 73 % of the road section, the ML soil type about 12% and CLML soil type covers 15%. A general performance rating of these soil as subgrade as per IS soil classification is poor to good. 6.1 Physical Characteristics of Subgrade Soil Samples




6


The results of the Atterberg limit tests indicate that the majority of the subgrade soil has Plasticity Index less than 11 with average value of 9% in the range of 4 to 14. The distribution of PI values with respect to existing chainages is presented in Figure below.



The majority of the subgrade soil shows CBR values between 7 and 14 %. The variation of CBR values along the project are presented in Figure below. The DPR Consultant for arriving a design CBR used minimum CBR derived by standard deviation in a normal distribution which gave an excessively conservative result. Hence the adopted design CBR in the DPR is 7%. The review recommends a direct use of measured CBR values at 90%-ile value (i.e. 10% of test results fall below-which shall be replaced during construction-{d=0.1(n-1), where n is the number of tests}, optimizes the pavement design, as mostly the embankment need to be lifted up and the existing crust cannot be rehabilitated. Hence a minimum design CBR of 9 % is recommended where only about 1.5km to 2 km of project length (nearly 5%) is expected with CBR less than the new recommended design CBR of 9%. This gives a better option from economical view.


The variation of maximum dry density by heavy compaction of existing subgrade soil tested in the laboratory for DPR is presented in Figure below.




7

The recommended subgrade soil is having MDD of >1.75gm/cc as required by Project Specification for complete project length. The average MDD value is 1.86 gm/cc from the range of 1.78 to 1.95gm/cc. A comparison with IS soil classification indicate ML to CL as poor to good rating for use of subgrade soil. All the above analysis indicates that the material is good for use as subgrade.


Updated pavement designs for new carriageway and reconstruction sections based on IRC 37-2001 need to be

modified for the new design traffic.

6.2.1 Design Traffic Loading A pavement design life of 15 years was used for the 2009 pavement design in accordance with paragraph 3.3.3 of the IRC guidelines for the design of flexible pavements in IRC 37:2001. The design traffic of 12.4 MSA need to be confirmed based on the 1 Day (24 Hours) OD Survey agreed by DPR Consultant during the meeting on 21 August 2009.


From the test results included in the 2009 DPR, the average MDD of the existing sub-grade along the alignment is > 1.75 gm/cc. The sub-grade for State Highway category roads is stipulated to have MDD values of 1.75gm/cc [per IRC 37-2001] minimum. The majority of the subgrade soil shows CBR values between 7 and 14 %. The DPR Consultant for arriving a design CBR used minimum CBR derived by standard deviation in a normal distribution gave an excessively conservative result with adopted design CBR of 7%. The review recommends a direct use of measured CBR values with exclusion of 10% of the number of tests {d=0.1(n-1), where n is the number of tests}, as mostly the embankment need to be lifted up and the existing crust cannot be rehabilitated. Hence a minimum design CBR of 9% is recommended. This is based on the principle that the use of a superior subgrade is often the most economical and reliable solution for pavement construction. The TA Consultant recommend that the profile be raised by a minimum of 1m using imported material as majority of alignment is in flood plains and mostly no major road prism exist now. The Benkelman Beam Deflection work done is deemed to be largely irrelevant now due to the major structural damages present in BT surface with extensive cracks and pot holes, the granular base course, the design traffic is >10msa and the need to raise the vertical profile on the overtopping sections, the need of offset for vertical profile from HFL as noted during site visit of TA Consultant in August 2009.

The TA Consultant concur with DPR recommendation for the extension of the new subgrade and sub-base layer across the full width of the road prism thereby avoiding the ‘trench’ type situation on ‘eccentric’ widening cases. This




8

approach will promote drainage of the pavement thereby maintaining its structural strength and designed life in the long term.

6.2.3 Constructability on overlay and new construction in Concentric/ Eccentric widening

( Type C,D & E Cross Sections).

The layer thickness requirements for the above cases are reported in the following table based on DPR design.

New Construction Overlay design

Adopted Design CBR 7%

BC 40 40

DBM 60 50

WMM 250 75 BM

GSB 230

Sub-grade 500

The Pavement design with different DBM thickness (60mm- new construction and 50 mm-overlays) lack easiness in constructability and hence will increase cost due to increase in operation and will induce construction joints, reducing structural DBM layer strength. However with the revised vertical design, this aspect has to be avoided by DPR Consultant as appropriate. Rigid pavement is not justified in many places due to selective use of principles and thickness adopted is 500mm, need justification by Life Cycle Cost Analysis. The need and adoption of CBR 5% for service roads to be clarified. To accommodate the slow moving traffic in the built-up areas, to improve overall safety and level of service in the main carriageway, the TA Consultant recommends pedestrian walkways/cycle paths as follows:




7.0 Structures

1. Please clarify on the Design loading standards adopted for structures as contradiction exists as follows. In Chapter-1 of Final Draft DPR, Vol. 2, Part-II-CD & Bridge, Design Basis, it states structures shall be designed for 2-Lane loadings, whereas Vol.1, Main Report, Chapter 5, under section 5.8 (b), states that adopted loading is 3-Lane loading. The design loading shall be examined on the basis of functional requirement supported by traffic projections justifying the need for 3 lane.

2. Hydraulic adequacy of the bridges in terms of vent requirements could not be checked as Hydrological Document and Hydraulic calculations are not enclosed.

3. Since catchments are not enclosed, it could not be decided the applicability of discharge calculations by

Rational Method, vide discussions under Vol.1, Main Report, Chapter 5, under section 5.8 (f). However, Rational Method shall not be used for catchments greater than 400 Sq. Km.

4. Refer Vol.1, Main Report, Chapter 5, under section 5.8 (g), iii). Please note that for simply supported span

more than 20.0 m RC voided slab superstructure is not suitable.

5. Refer Vol.1, Main Report, Chapter 5, under section 5.8 (g), iii). Composite superstructure shall be avoided for new ROB. Preferred practice is to use precast PSC Girders.




9

6. As mentioned in the Final Draft DPR, under discussions of existing features, inventory could not be found in Appendix to Vol. 1. Please furnish same for review.

7. For superstructure of T-Girder bridges it may be preferable to adopt M-30 grade concrete for superstructure

with min. cement content shall not be less than 400 Kg/ cum.

8. For box culverts it has been observed that requirement of SBC is underestimated, e.g. for 2x2 Box, max. base pressure developed is 11.5 t/sq.m and hence SBC > 11.5 is necessary, whereas in the drawing the requirement has been indicated only 10 t/sq. m. These details need to be reviewed for the culverts and effect the correction.

9. The u/s and d/s scour for Box culverts have been ignored. Even flexible Apron is also not proposed. This

also needs to be addressed and proposal for suitable Apron and curtain wall may be framed. 10. Thickness requirement of both the members e.g. Return and base slab of Trough at junction in general

expected to be the same as the same moment shall be transferred at joint. Please review the design and drawings accordingly for any discrepancy. For example drawing. No. CET/2302/SH86/2009/BC/GA-2, Sheet No. 02 of 02, where thickness of Trough is less than Return.

11. Leveling course below Approach Slab shall be 150 mm thickness consistent with the design report and

MORTH Standard drawings.

12. On Plan X-X, in the same drawing, as in 13, the Base slab not shown. Please correct.

13. It is understood that MORTH Standard Box designs are adopted for culverts. But detailing in some cases are not matching with the relevant standard drawing. There are conflicts in the slab and wall thicknesses and also in the projection. These shall be reviewed and made consistent with standard drawing, unless separately designed.

14. Splicing scheme, anchorage and lap length shall be mentioned in the structural details for Box bridges.

15. Lap length for T-Girder Bridges shall be corrected in the General Notes. Relevant for Grades of concrete

and steel and max. percentage of splicing allowed at a section shall be indicated.

16. Level blocks to be provided to indicate Bed profile, Chainage and FRL for multi-cell box bridges.

17. For multi-cell box bridge at Km. 16.184, it is proposed to construct bridge on shallow pre-cast piles 300 x 300 square section. IRC-78, specifies minimum precast pile dia. in river bridges as 1000 mm. Please furnish reasons of provision.

18. Suitable Drainage arrangement in the foot-path area shall be proposed for Girder bridges.

19. GAD of bridges shall contain bore logs.

20. It appears that the provision of number of piles in Abutments and Piers are too heavy. Please review.

21. It is learnt that refinement of vertical alignment is now under active consideration, In case the crossings

become skew ones, modified designs and drawings shall be submitted. 22. It shall be ensured that the FRL matches with the deck top level in case of all structures.

23. The bridges are to be designed as per provisions of latest seismic zone IV requirement. Please include

longitudinal and transverse seismic restrainer on abutment and pier caps or otherwise in accordance with IRC: 6, to prevent the tendency of dislodgement of superstructure.



Sub-base and Aggregates for Asphalt, WMM, and Concrete need to make available by DPR Consultant for review of

adequacy of materials. Sand and water to aid construction are enough along the project site at reasonable distances

as assessed during site visit but the details shall be furnished by DPR Consultant.




10


• Retaining Walls In addition to the walls needed in some high embankment locations of ROB etc, retaining structures shall be required where roadside drainage features are likely to cause erosion eg Km 0 to Km 5.8 of SH 86.







• Utilities

The DPR contained a tocken provision of impacted utility installations needing to be shifted. This clearly needs to be updated and the RCD/ DPR Consultant should take up the matter with the respective utility owners for updating the data and get a realistic estimation for utility shifting. An important consideration for the RCD at this time is the aspect of funding. In particular whether some or all of the relocation / protection works that may be necessary, can be completed in advance of the main contract start date and how it could be funded.

10 Cost Estimates



rehabilitation, drainage and protection works, signs, markings, street furniture, etc; Other factors further to be considered in the project cost include, • Land acquisition, resettlement and rehabilitation; • Cost of utility shifting; • Environmental mitigation measures; • Miscellaneous features including truck parking areas / lay-bys, site maintenance temporary diversions and


With allowances made for contingencies, administrative costs (reportedly on the direction of the RCD) including departmental cost for LA, R& R, EIA and utility shifting etc, prepared in 2009 was Rs. 134.38crores. At present day exchange rates this equates to approximately US$ 28.6 million. An updated unit rates shall be prepared by the TA Consultant for the major construction items taking the DPR unit rate as a basis. The updated cost estimate shall be worked out following the design modifications by the DPR consultants and shall be used for the feasibility studies.


Review of DPR for SH 87 Runnisaidpur to Bhiswa Sections


Annexure 5.1.6 SH 87- Runnisaidpur Bhiswa Road Sections. Introduction



SH 87 Runnisaidpur Bhiswa road connect many villages in northern portion of Bihar to Mohammadpur, Patna and other part of the state through NH77. The project road starts at Runnisaidpur at NH77 and terminates at Bhiswa market en-route major settlement viz. Nanpur, Pupri, Bajpatti and Parihar. The overall terrain is predominantly flat throughout with gradual rise in ground elevations from start to end as the contour of the area is generally slopping towards the river Ganga in southern side. Land use on the project corridor is mostly agricultural in rural areas with few commercial establishments in builtup areas. The project road located on a moderate rain fall area and it ranges from 1100 to 1300mm. The temperature of the area varies from 9 to 40

oC. Community settlements are noticed in 22 locations at

Torma, Mahasol, Gourichatti, Sarifpur, Koyali, Mahabir, Nanpur, Chainpura, Balaha Muksudhan, Basudevpur, Rasulpur, Birak, Sursan, Barahi Market, Sisotia, Parihar Market, Sonapatti, Chantola, Sishua, Musharnia, Bhisnupur, Khairwa and Bhiswa aggregating 38.363 Km which about 56.6% of the project road length.

Existing road is of single lane to intermediate line road and its condition is predominantly very poor. As the project road consist of many sharp curves and those are generally located at the builtup locations, design standards may be required to compromise for minimizing social impact.


It is proposed to convert the newly declared state highway to 2 Lane configurations consisting of 7m wide carriageway and 1.5m wide paved shoulder. DPR consultants are advised to assess the requirement of paved shoulder based on the forecasted traffic. For the Structures, new 2 Lane standard configuration with or without footpaths have been proposed.

3. Traffic



Baligarah Chawk 2+600 3754

Pariharpur 56+900 5886

Major traffic is observed at Pariharpur, where slow moving traffic has substantial contribution of about 31%.

The peak and seasonal correction factors were worked out and applied on the Average Daily Traffic to obtain the Annual Average Daily Traffic on the project road as reported below. As the average seasonal correction factor was 0.63 for diesel vehicles and 0.64 for petrol vehicles, the AADT obtained by applying the peak factor of 1 and season factors 0.63 and 0.64 is about 36% lower than the ADT. This result needs to be further verified.


Baligarah Chawk 2+600 2809

Pariharpur 56+900 4751

The origin destination is conducted at the above two locations. From the OD matrix it can be seen that over 80% of vehicles are local traffic from Sitamarhi district and no major diversion of traffic is expected.




Total junction peak hour flow of 7 junctions where intersection turning movement survey was conducted varies from 182 to 1251 PCU. Based on the traffic, no signalized / grade separated junction is needed in the project road.


Traffic Forecast The exercise of traffic forecast was carried out considering socio economic variables such as population, vehicle registrations, and net state domestic product. An optimistic, most likely and a pessimistic scenarios of growth have been estimated for the indicators and the traffic growth rates were established. However, the base year AADT need to be revised considering the current status of the state with several districts declared as those facing drought.

5. Alignment.


The 2010 Feb DPR was reportedly based upon the IRC, BIS and MORT&H standards - with other international versions (American, British etc.) used where necessary.


ROW of about 15 to 18m is reported in the DPR based on revenue map measurements. Minimum ROW of 30m is adopted in the DPR depending upon the requirement. In high banks, deep cuts and at intersections, wider land width is required and the same is taken into account by the DPR. The land to be acquired for the proposed widening and strengthening works are estimated in the DPR as 126.158 hectors.






5.3.1Review of Horizontal Alignment The DPR study proposed 36 curves with design below 80 km/h which include 21 curves with 65 km/h design speed and 13 curves with 50km/h design speed. Considering the safety of pedestrian and social impacts on acquiring lands, the TA also agrees on the substandard curves proposed at the following locations where it is recommended to improve the road safety by providing proper traffic control measures. Design speed needs to be further checked based on the available set back distance as right of way at builtup locations where mostly the design speed is reduced is restricted.

S No

HIP / CURVE NO.

START CHAINAGE (Km)

LENGTH (M)

Transition Length (M)

RADIUS (M) SE (%)

DESIGN SPEED (KM/HR)

EXTRA WIDENING (M)

1 2 871.986 63.075 80 150 7 65 0.6

2 3 1217.079 39.556 80 150 7 65 0.6

3 4 1524.265 83.493 40 300 6.3 65 --NR--

4 5 1793.308 23.824 70 170 6.5 50 0.6

5 6 1944.601 234.472 600 NC 50 --NR--

6 7 2307.315 57.826 74 90 7 50 0.9

7 8 2556.418 29.245 60 200 7 65 0.6

8 9 2971.43 105.377 1200 NC 65 --NR--

9 51 17111.498 41.53 60 200 7 65 0.6




S No

HIP / CURVE NO.

START CHAINAGE (Km)

LENGTH (M)

Transition Length (M)

RADIUS (M) SE (%)

DESIGN SPEED (KM/HR)

EXTRA WIDENING (M)

10 58 19516.154 75.917 80 150 7 65 0.6

11 63 21216.22 45.041 50 250 7 65 0.6

12 64 21466.395 30.693 74 90 7 50 0.9

13 65 21683.353 35.378 60 200 7 65 0.6

14 66 21869.771 33.922 35 350 5.4 65 --NR--

15 67 22263.672 140.47 80 150 7 65 0.6

16 122 43041.47 40.619 25 500 3.8 65 --NR--

17 123 43208.79 143.066 40 170 6.5 50 0.6

18 124 43489.414 44.025 55 125 7 50 0.6

19 125 43750.594 35.362 1200 NC 65 --NR--

20 137 49925.418 159.638 60 200 7 65 0.6

21 138 50253.579 29.126 45 150 7 50 0.6

22 139 50398.287 72.17 1200 NC 65 --NR--

23 140 50710.299 15.29 70 100 7 50 0.6

24 141 50884.776 20.865 35 200 5.6 50 0.6

25 142 51039.023 60.829 45 150 7 50 0.6

26 143 51292.189 20.868 45 150 7 50 0.6

27 144 51514.829 95.377 80 150 7 65 0.6

28 147 52569.367 88.836 80 150 7 65 0.6

29 148 52929.563 53.037 70 100 7 50 0.6

30 149 53222.224 32.692 30 250 4.4 50 0.6

31 150 53410.035 86.028 70 170 7 65 0.6

32 151 53698.473 23.237 70 170 7 65 0.6

33 162 56763.45 12.161 40 300 6.3 65 --NR--

34 163 56948.717 17.979 80 150 7 65 0.6 5.3.2 Review of Vertical Alignment The vertical profile for the entire length of the alignment is found flat and the proposed gradient is below the IRC stipulated maximum gradient. However vertical curve length and K value at the bridge approaches of the Bridges at Km 27+212, Km 30+188 and 38+020 needs to increased to confirm the IRC design standards.


The salient observations/recommendations on typical cross sections are listed below:

• Drain cover slab is shown extending towards the road, which needs to be trimmed to the inner edge of the kerb / drain outer edge on carriageway side (Type C)

• Longitudinal drain (earthen) to be shown Type A and embankment side of type C and D.







Project road improvements consist of 10 important junctions and the review details of the drawings submitted are given in the table below.


Start at Runnisaidpur 0.000 T Junction

Nagpurand Road 1.800 Y Junction

Sitamarhi Road 17.690 T Junction

Bhishwa Road 22.350 T Junction

Sitamarhi Road 24.640 X Junction

Ram Nagar 28.090 T Junction

Sursand Village 45.475 T Junction

Sitamarhi 47.360 X Junction

Sursand Village 49.425 T Junction

Parihar Village 57+114 T Junction

Junction No 1 to 7, 9,10: Requirement of 4 lane Junctions needs to be justified. If not essential to be 4 lane, design 2 lane junctions so that land acquisition also can be avoided.

All junction design shall be as per the guide guidelines of IRC-SP-41, IRC-62 and MOSRT&H standard drawings for intersections. Signs and line markings shall be designed as per IRC 67 and IRC 35. The required taper and parallel lane (acceleration and deceleration) dimensions should conform to the IRC standards.







5.6 Bridges and Culverts

Bridges

1. The seismic zone boundary, between Zone-V and Zone-IV, for this road needs to be demarcated as it is felt

that southern part falls in Zone –IV. In case the alignment lies in both the zones, it may be prudent to design

the structures for the respective zones, as this may lead to substantial savings vis-a-vis value engineering.




2. There are 33 Existing bridges according to inventory, whereas the proposed number is 29. Please justify the

reason of reduction.

3. GADs should display clearly in a block or in the General Notes depicting the seismic zones in which the

structures belong to. This is not available.

4. As per practice, it is necessary to provide an Index Plan for all the bridges in the GADs.

5. As per practice, it is necessary to mention Original Ground Levels and Finished Road Levels for all the

bridges at regular interval. For that generally we prepare a level block indicating chainage, OGLs and

Finished Road Level for all the bridges.

6. GADs must show the Design Discharge in the Notes.

7. For multi-cell Box Bridges with 3, 4, 5 cells on an average, no hydraulic calculations found to review. Please

submit.

8. There are at least 3 bridges, vide Ch. 23.314, 26.833 and 32.458, where the proposed lengths are less the

existing. What is the reason for it?

9. Bed protection, rigid, flexible and the curtain wall shall be in accordance with the latest provisions of IRC: 89.

Please review.

10. It is observed in the Hydraulics of the Girder bridges, that 30-35% constriction is made in formulating

ventway proposals. This may be acceptable. However calculated afflux shall be added to HFL under such

cases. It is necessary to check whether afflux is negligible or not. No afflux calculations found for review.

11. IRC: 78-2000 governs that min. dia. of Bored cast-in situ piles for Bridges is 1200 mm. However, the

proposed dia. is 1000 mm. Please explain, if this is due to recent notification and substantiate by document

reference.

12. Bed protection shown in front of Pile caps by dry rip-rap may not be trusted to provide stable and effective

erosion protection measure permanently. Such loose rip-rap is generally temporary and requires scrupulous

maintenance. Therefore, horizontal capacity of the piles if calculated on this basis assuming bed is

permanently protected may be risky and that shall be avoided or very clearly indicated in the Notes.

13. As mentioned in your Design Standards, under chapter-2 of Project Background in the Main Report, vide

2.1.11.2, (n), “Grades of concrete for superstructures shall be as per MOSRTH specifications & IRC ……

The grades shall be M40 for PSC decking & M35 for T-beam slab respectively….” needs clarifications.

However It is recommended to have minimum Grade of concrete for superstructures for bridges as M-30, as

per common practice. Also minimum grade of RCC elsewhere is recommended as M-25, irrespective of

bridge or culvert. This is in line with the DPR proposals of the other Consultants also.

14. Explore the possibility of provision of Fe–500 instead of Fe-415, which are nowadays popular and much in

use for Highway Bridges in India? This will bring in substantial economy.

15. Please explain why for simply supported spans on U trough type substructures, Seismic Reaction Blocks are

not provided. The superstructures need to be locked in position and prevented from dislodgement due to

seismic shocks. Please review and modify the drawings as required.

16. In a few multi-cell box bridges, a gap at central span is provided, where the gap seems insufficient and the

pressure bulbs from either side theoretically may overlap. Please ensure that there is no adverse implication

due to undesirable stress concentration in the overlapped zone.

17. It is necessary to propose and indicate the quadrant filling and pitching which is not shown in the Plan and

Elevation of the GAD of the box bridges. Pitching shall be supported by Toe Walls in accordance with the

latest provisions of IRC: 89.




18. It is anticipated that the large number of piles may be attributed to the High Seismic Force and lower

Horizontal Capacity. However calculations may be verified once.

19. In addition there are a few more general suggestions to DPR Consultants regarding structural report. These

are presented below:

i. It is suggested that Executive Summary to contain a Chapter showing the cost of road and structures and

cost per Km.

ii. It is also suggested a chapter in Executive summary to dedicate “Inventory and Condition of structures and

Improvement proposals in nut-shell, may be in a tabular form.

iii. It is also suggested to review the Structural Report thoroughly to avoid conflicts in the different parts of the

Reports. To say for a few, for example, in the Executive summary, vide chapter 1 of Main Report, under 5 (i)

which says “There is no ROB required as per accumulation survey analysis.” Again in the same Chapter,

under 6 (k), 3 says “Proposed ROB to be provided at the existing position depending upon accumulation of

survey data”. Finally in Chapter–2, in “Project Background” under “Conclusions from Inventory and Condition

Study (Bridges/ROBs)”, it is confirmed that, “There is 1 Level crossing near Pupri, which has been taken

care of by providing a ROB”. These are dialectic. Next, in the Main Report, the seismic zone of the road has

been stated as Zone-IV, whereas the designs are presented for Zone-V. Under Chapter-2, O, Planning of

New Structures, it is mentioned that “linear waterway and span arrangement should match each other”.

When all bridges are reconstructed then it seems to matter little whether the spans of the new structure are

identical or not. There are some conflicts also. Therefore, it is requested to review the document and such

inconsistencies and refine the Report.

iv. As in the different parts of the Report, it is indicated that best efforts shall be given to retain structures and

methodology also provided how to rehabilitate. This approach is appreciated. But, in fact none of the

structures are retained. Even at different parts it is found to be written that the hydraulics is ok and

foundations are found ok in twenty years of service also. Width may be narrow. But, that may be widened.

Please review these areas to substantiate that replacement/reconstruction for all cases are imperative,

without ambiguity.

v. It is assumed by the word “Dismantled” under Remarks column that the proposal for all the bridges is

“Reconstruction”. This table needs more information about major deficiencies, e.g.

Structural/Hydraulic/Functional etc., so as to prove the requirement of replacement or reconstruction is

beyond doubt.

Culverts

1. In the Culvert Schedule of Drawing Volume, please provide a Comprehensive Table for review showing both

Existing Culverts, Improvement proposal like Rehab/widening/replacement/reconstruction and proposed

configuration, if replaced or reconstructed, the reasons thereof, in nut-shell.

2. Table 1.1 of Design Report, Vol-II, displays a number of higher dia. HPC and all of them replaced to Box

Culverts. Is it possible to utilize some of the existing assets, which are as per standards? It is observed that

each drainage element is proposed for reconstruction/replacement. Please review your submission again

whether some the balancing pipe culverts can be retained or not. This will lead to substantial savings in time

and money and provide value engineering.

3. When existing small vents of single or double pipes are proposed for reconstruction by Box Culverts with

vents much in excess, hydraulic calculation is necessary to justify.

4. A schedule of Retaining Walls, chainage wise, shall be included in the Structure Drawing as some Retaining

Wall proposals found in the Plan and Profile. The Standard sections to be adopted also need to be indicated

in the list.

5. Some of the Box culverts may be in skew in line with the natural stream direction. But no skew detail found

in the Drawing volume. Please review.




6. Existing Culverts are not found in Plan and Profile to compare location of the new ones w.r.t. the existing

ones. Please include.

7. It may be necessary to propose and indicate the quadrant filling and pitching which is not shown in the Plan

and Elevation of the GAD of the culverts. Pitching shall be supported by Toe Walls in accordance with the

latest provisions of IRC: 89.


The project road falls in high rain fall area and hence suitable drainage provision shall be designed based on detailed hydrological design from contours, characteristics of catchment, location of outfall points, rain fall intensity and need to furnish the open drainage design and schedule. In rural stretches, longitudinal side drains are recommended, by the TA Consultants, to be intercepted by ‘mitre’ drains serving as outlet channels to reduce the erosion.


In the DPR Vol.I Pavement Design Section – borrow area soils as mentioned are mostly handy in contrary to what it is noticed from the DPR Vol.III whereby most of the borrow area soils are of cohesive type evident from the results of sieve analysis. Only two borrow areas out of ten numbers identified near Chiantola & Parsa are categorized as sandy materials. When chainage of the borrow areas identified is unknown in the DPR, please explain the criteria of proposing design CBR of 5% and 9% for section Ch 0.00 to Ch 47.00 and Ch 47.00 to Ch 67.00 respectively. Design CBR adopted for the pavement design as recommended in IRC shall generally be based on most likely value achievable from the borrow area soils as against merely a statistical value derived from the results available. Overlaying/strengthening of existing pavements is ruled out as per recommendations in the DPR on the grounds that the formation level is subject to regular flooding and it has been envisaged that the current road level need to be raised by 1-1.5m. Provisions for the recycling and reuse of the salvaged pavement materials need be identified and quantified in the DPR. Pavement design components (recommended layer thicknesses) all need be incorporated in the relevant plan and profile drawings of the DPR. 7.0 Provision for slow moving traffic To accommodate the slow moving traffic in the built-up areas, to improve overall safety and level of service in the main carriageway, the TA Consultant recommends pedestrian walkways/cycle paths as follows:



(iii) Pavement for pedestrian walkways/cycle paths shall be 250mm Granular gravel base course with PCC DPR accommodated this provision in the urban sections. Availability of ROW also to be verified on stretches where provisions for slow moving vehicles are proposed.


The following bridges / structures have been identified for foundation design considerations and subsoil investigations by conducting deep boreholes along the project road: Bridge at Ch km 3.035 – 1 borehole of 25m depth Bridge at Ch km 3.406 – 1 borehole of 25m depth Bridge at Ch Km 5.316 – 1 borehole of 20m depth Bridge at Ch km 10.120 – 1 borehole of 20m depth each Bridge at Ch km 14.896 – 1 borehole of 20m depth Bridge at Ch km 23.314 – 2 boreholes of 20m depth each




Bridge at Ch Km 23.550 – 2 boreholes of 25m depth each Bridge at Ch km 26.833 – 2 boreholes of 20m depth each Bridge at Ch km 27.212 – 3 boreholes of 25m depth each Bridge at Ch km 29.542 – 3 boreholes of 25m depth each Bridge at Ch Km 29.690 – 2 boreholes of 20m depth each Bridge at Ch km 30.188 – 2 boreholes of 20m depth each Bridge at Ch km 31.346 – 2 boreholes of 20m depth each Bridge at Ch km 38.018 – 3 boreholes of 25m depth each Bridge at Ch Km 38.358 – 2 boreholes of 20m depth each Bridge at Ch km 39.584 – 2 boreholes of 20m depth each Bridge at Ch Km 39.712 – 3 boreholes of 25m depth each Bridge at Ch km 41.154 – 2 boreholes of 20m depth each Bridge at Ch km 44.814 – 2 boreholes of 20m depth Bridge at Ch km 52.514 – 1 borehole of 20m depth Bridge at Ch Km 53.580 – 3 boreholes of 20m depth each Bridge at Ch km 28.940 – 1 borehole of 15m depth Bridge at Ch km 3.132 – 1 borehole of 25m depth Bridge at Ch km 29.828 – 2Nos. Trial Pits of 3.5m depth each Bridge at Ch Km 31.900 – 2 Nos. of Trial Pits of 3.5m depth each Bridge at Ch km 32.458 – 2 Nos. of Trial Pits of 3.5m depth each Bridge at Ch km 36.670 – 2 Nos. of Trial Pits of 3.5m depth each Bridge at Ch km 50.643 – 2 Nos. of Trial Pits of 3.5m depth each Based on review of the laboratory and field test results available from the samples collected at various depths in the boreholes, the choice of foundation for the structures envisaged along the project road are either piles or open foundations recommended in the SI reports and GA Drawings of the proposed structures. In general it is noted that open foundations are recommended for most of the culverts and minor bridges which are supported over the soft to stiff clayey deposits which are susceptible to long-term consolidation settlements under sustained loading conditions. Though the load bearing pressure as observed would be of the order of 50 to 100 kPa from most of the proposed structure, their structural arrangements need be to ensure the differential movements under the main box and the return walls due regards to differential loading conditions. Suitable form of ground improvement measure, e.g., in the form of excavate and replaces with good compacted soil which might be most economical under the present project conditions, need be considered for the standards box culverts recommended along the project road. It is observed that the founding levels of these culverts are varying in the range of 0.75m to 1.2 below the existing ground level which is compressible by nature and will be subject to settlements over a period of time depending upon additional loading applied due to widening and increase in formation level of the project road. These aspects shall be taken into account at different places along the project road according to prevailing subsoil conditions and new road level envisaged. It would be also prudent to incorporate a layer of sand layer under the return walls of culvert structures in order to allow dissipation of any excess pore water pressure quickly. In view of characteristics of the subsoil, differential movements are envisaged between structural elements and the backfill soil near the approaches of these structures and therefore proper drainage arrangements are to be ensured in the drawings; e.g., in terms of providing a sand blanket under the back fill at the approach embankments. These details are to be suitably incorporated in relevant drawings. Foundation of the bridge at Ch km 39.712 need be further reviewed whereby an open foundation has been suggested. Considering nature of the subsoil stratification, it would be prudent to adopt pile foundations in order to avoid long-term consolidations associated with regards to the structural arrangements proposed for the superstructure. Likewise similar arrangements for any other proposed structures need be further reviewed and considered for change in type of foundations. Foundation for the structure proposed at Ch km 3.132 is recommended as pile foundation type whereby keeping in view the subsoil stratification and loadings from the structure, this foundation could be changed to open foundation type with some ground improvement measure of 1-2 depth by way of excavate and replace with good compacted soil. Liquefaction potential of the subsoil strata be also be evaluated and accordingly necessary correction to the estimated pile load capacity need be considered keeping in view depth of water table observed at different location and seismic zone of the project road.




Stability and Settlement of Highway Embankment

It is envisaged from the soil exploration reports that soft soil deposits are encountered of varying depths along the project road. Suitable ground improvement measures (e.g. excavate & replace with good soil, if feasible) need be considered in order to avoid impact of long-term consolidation settlement behavior of such deposits on the road embankment, either in terms of widened embankment or new alignments proposed. Theses will have long term impact on riding quality of the highway. After review of spread of soft soil deposits along the project road which are likely to impact on long term settlement and possible stability concerns of the embankments (high embankment at approach locations, e.g. Ch km 10.150, Ch km 27.212, Ch km 38.000 etc. and other locations of proposed raise in embankment height of the order of 3-4m), the same need be tabulated and necessary ground improvement measures shall be incorporated in the alignment drawings with details of typical cross-sections applicable.



Soil borrow areas (10 Nos.) identified in the DPR Volume III under Para B.1.3.1 states these are within maximum lead distance of less than 5km from the project road alignment. A lead chart showing haul distance of each borrow area identified with respect to the project road alignment (Chainage wise) need be incorporated in the DPR Vol.III. Also in details of these borrow pits, owners name, lead distance, name of the place, quantity available etc. are to be incorporated in the DPR. It is noted that most of the borrow area soils identified are clayey in nature (75 micron size passing are in the range of 65 to 100 percent) except two borrow pits at Ch km 59.310 and Ch km 63.000. Soil from these two borrow pits may not be suitable for widening, shoulder and subgrade construction without suitable blinding. Alternatively some other borrow area need be further identified where soil is of standard MoRTH / IRC specifications. LL (%) and PI (%) value of the borrow area soils are varying from 27 to 48 percent and 5 to 22 percent respectively. Modified Procter’s test results show, OMC of the order of 12-13 percent and MDD of the order of 18.5 – 19 kN/cum which are in compliance to MoRTH specification in terms of their suitability as embankment, shoulder and subgrade construction materials. From the results of 4-day soaked CBR tests, it is observed that 4-day soaked CBR values reported are at 95% MDD where as design CBR for the subgrade design required are at 97%. Necessary corrections in the DPR Vol.-III (graphs & tables) and also in the Appendices to the Vol.-I need be incorporated. 9.2 Existing Subgrade Evaluation of subgrade soil along the existing road pavement has not been found in the DPR. These data shall be made part of the DPR in order to assess suitability of existing subgrade soil for pavement construction. Though existing pavement levels have been proposed to be raised due to flood conditions prevalent in the project area, however data on evaluation of existing subgrade material is useful in terms of examining the suitability of the material (index properties) and there relative in-situ compact density (TRL DCP). These data will be more relevant and useful in order to access and design the new pavement whereby increase in height of road level is found insignificant / marginal. 9.3 Sand and Aggregates It is noted that sources of coarse and fine sand recommended in the draft DPR are from the local rivers. However necessary test results from the sand sources are not made available in the draft DPR Vol. III. However, it would be fruitful and necessary as per TOR that all necessary test results from the sand sources proposed by the DPR consultant are made available in the DPR. Rock quarries identified for the project road are from Pakur and Shiekhpura in Bihar. Lead distance Chart for these quarries is required to be included in the Vol.-III of DPR. It is observed that test results reported in the DPR Vol.III are from Jadavpur University reference taken from results of different projects. Moreover some of the results shown do not provide size of the aggregate tested. Therefore it would prudent if all relevant sizes of aggregates required for the current project are tested and their results are made available in the DPR for reference. However, some of the results of unknown size of aggregates test results shown are in non-compliance to the requirements of MoRTH specifications.




Water Sources of water for the project execution are not available in the DPR. All relevant tests on feasible sources of water proposed for the project shall be conducted in compliance to requirements MoRTH / IS codes and results shall be made available in the DPR.








• Utilities


11 Cost Estimates

The 2010 DPR study featured the development of a detailed design cost estimate that covered the following main components:




With allowances made for contingencies, administrative costs (reportedly on the direction of the RCD) including departmental cost for LA, R& R, EIA and utility shifting etc, prepared in 2009 was Rs. 347.87 crores. At present day exchange rates this equates to approximately US$ 75.62 million.


DPR Review Report on SH 89 Siwan - Siswan Section

Sheladia Associates, Inc. USA October 2009, RCD, Bihar

1

Annexure 5.1.7 SH 89 Siwan - Siswan Road Section. Introduction

Thirteen State Highways are under consideration for preparing the Bihar State Highways II Project. The DPR’s for these roads are under preparation by the Consultants engaged by the RCD (DPR Consultants). The ADB has engaged Sheladia Associates Inc. (TA Consultants) for preparing the feasibility study for these projects roads and the main basis for the feasibility study is the DPR’s being prepared. In order to gather the necessary information for the feasibility study and to ensure that the project DPR’s are in line with the overall project requirements, the TA Consultants have taken up a review of the DPR’s prepared. This is an overall review focused on design principles and approaches and to finalize the overall project parameters and project costs and not a full technical review of detailed design of all elements. Our observations and findings based on the review of DRAFT DPR for SH 89 are given in this Note.


The project road Siwan - Siswan (SH-89) constitutes a very important connection between NH 85 and the MDR, Tejpur – Majhi – Seiswan – Barauli road serving as a bypass.

The overall terrain is wholly in plain terrain and is passing through Rural (Non-urban) as well as scanty urban to semi-urban areas. Land use on the project corridor constitutes 45% of urban to semi urban type comprising residential and commercial use and remaining 55% for Agricultural purposes.


It is proposed to convert the present MDR to a new state highway with 2 Lane consisting of 7m wide carriageway and 1.5m wide paved shoulder. For the Structures, new 2 Lane standard configuration with or without footpaths have been proposed for all six locations.

3. DRAFT DPR Road Design in 2009 & Other Relevant Issues

Community settlements are in the following locations like built up area in Aradia Chowk, Horijontoli More & Siwan- near railway crossing and intermediate semi urban settlement Mahija Coloney, then road passes through villages Surapur, Chhapiya, Gopalpur, Sohuli, Nowada, Hasanpura, Jalalpur, Simri, Rajjanpura,Madhawapur, Rampur, Bhawanpur Ghurghar & Chandpur villages and ultimately it terminates at Siswan after crossing Daha River,

4. Traffic

The project road starting at Babunia More on NH 85 (Chappra – Gopalganj Route) and ends at Siswan meeting the Tejpur – Majhi – Seiswan – Barauli road (MDR). SH 89 was upgraded to SH standards due to heavy amount of traffic carried by this road. The road passes through several stretches of settlements in villages.

The DRAFT DPR included extensive traffic survey program to determine the existing traffic volumes in a number of vehicular categories. The Average Daily Traffic obtained from the field surveys is presented in the Table below.

Location Chainage - Km ADT

Surapur 3+000 3393

Chainpur 27+000 1662

Traffic surveys were carried out at two locations on the project road at km 3.00 and at km 27.00 and presented in the draft DPR. 60% of total traffic at km 3 on the project road is slow moving vehicles while this is 65% at km 27. Similarly 25% of total traffic on project road is two wheelers. This can be attributed that majority of the trips on the project road are for short distance. Seasonal correction factors were worked out and applied on the Average Daily Traffic to obtain the Annual Average Daily Traffic on the project road as reported below.




2


Surapur 3+000 2669

Chainpur 27+000 1310 Diverted Traffic The traffic road is connecting NH85 and MDR, Tejpur – Majhi – Seiswan – Barauli road and acts as bypass. The draft DPR study has not included the diverted traffic in the estimation of the traffic on the project corridor. Although the amount of diverted traffic maybe less it is important to consider the same. This can be estimated from the OD Surveys if carried on Surapur at Km 3 and Chainpur at Km 27. The above data available with details on the location by name and district within Bihar could be utilized. We request RCD’s assistance in obtaining the data from NH Divisions for the above locations. If not a fresh survey be carried out on NH’s for estimation of possible traffic diversion to project road. Traffic Forecast The exercise of traffic forecast was carried out considering socio economic variables such as population, vehicle registrations, and net state domestic product. An optimistic, most likely and a pessimistic scenarios of growth have been estimated for the indicators and the traffic growth rates were established. However, the growth rates need to be revised considering the current status of the state with several districts declared as those facing drought. The traffic forecast need to be revised with diverted traffic.

5.Alignment.


The 2009 June draft DPR was reportedly based upon then current IRC, BIS and MORT&H standards - with other international versions (American, British etc.) used where necessary. The bridges are to be designed as per provisions of latest seismic zone IV requirement.


Varying ROW is adopted in the draft DPR with 45m on rural area and 30m on urban areas. 45m wide ROW is also for realignment and bypasses. In high banks, deep cuts and at intersections, wider land width is required and the same is taken into account by the draft DPR.



- Road classification SH - Ruling design speed 80 km/h against 100km/h as per IRC - Minimum design speed 40 km/h against 80 km/h as per IRC

The DPR study adopted a reduced ruling and minimum design speed considering the adverse social impact and the economical benefits of utilizing existing road assets to its maximum. Considering the safety of the pedestrians and slow moving vehicles and also due to the presence of many intersections, we too recommend to adopt the same lower design speed as proposed in the draft DPR as posted design speed. However in general alignment can be designed for higher design speed and hence the design geometry shall be for 100 Km/h wherever possible.

5.3.1Review of Horizontal Alignment The horizontal design parameters considered in the draft DPR design was for the reduced design speed and accordingly all the horizontal curves are designed for speed range varying from 80 to 40km/h. Summary of the horizontal curve details of SH 89 is given in the table below. Summary of horizontal curves

Design Speed in km/h Number of curves % of curves 80 113 71




3

Design Speed in km/h Number of curves % of curves 60 40 25 40 5 3 30 1 1

71% of the curves are designed for the adopted ruling design speed of 80Km/h. Sudden design speed change from 80 to 40 is observed. Superelevation runoff and runout is accommodated within the transition portion. This needs to be modified as per the IRC method of attaining super elevation on curves. The provision for extra widening shall be provided for curves having radius below 300m. The proposed horizontal alignment in terms of the curve radius is found generally agreeable considering the socioeconomic parameters of the road except at the following stretches.

• Sharp curves and built-up location at Siwan. - Possibility of realignment to avoid the busy market area needs to be examined.

• Sharp kink exist at 5.8. Due to the presence of religious structures on both sides on the alignment, it is practically impossible to improve the geometry through the existing alignment. Minor realignment on the left side to be examined.

• Geometry of the alignment proposed for the bridges at 5+308, 21+480, 22+082, 25+850 are inferior to the existing geometry mostly due to right angled crossing caused unsatisfactory road geometrics and hence it is recommended to follow the existing alignment by reconstructing the bridges on the same location with skew crossing.

• In case the existing bridge at 27+725 needs replacement, realignment should meet the required ruling design speed.

5.3.2 Review of Vertical Alignment

The vertical profile should be redesigned with long, continuous grades with proper consideration for the speeds of

buses and commercial vehicles, surface drainage requirements to conform to IRC 73 and IRC SP 23. The project

road is passing through the flood plains and the existing road prism is on a low embankment of about 0.3 to 1m

height. It is noted that the condition of pavement on low embankment sections are in extremely bad condition with

cracks and deep potholes and hence review recommend to raise the embankment on low lying areas so as to get

enough free board for sub grade from the HFL. Balancing culverts are not found in some low embankment sections

and even the spacing ranging up to 1km to 2km in flood plain will not meet the hydrological needs. The proposed

vertical geometry is generally agreeable with proper rising of overtopping sections. Provision of adequate CD

structures with smooth vertical geometry is recommended.


Review recommend to limit thickness of GSB layer extended beyond the paved shoulder to 150mm as per IRC in lieu

of full depth GSB layer in draft DPR from economical consideration. Also for drainage continuity reasons, in areas of

overlay or pavement widening, it is important to coordinate new layer thicknesses with all structurally sound existing

layers to avoid creating ‘trenched’ conditions. This shall be effectively addressed in the updated design with modified

cross section especially in overlay sections to avoid future pavement failures.

Side drains are not shown in the typical cross sections. Toe drains shall be shown in the typical sections and the

requirement of the side drains shall be assessed as per the road drainage design and schedule of road drainage be

forwarded.

5.3.4 Road Prism protection

As the majority of alignment is situated in flood plains, the design rationale to protect the road prism/embankment from submergence/erosion need to be clarified and the design forwarded for review


Road side drains [ditches] recommended in the draft DPR to be provided with a minimum depth measured from top of

sub-grade level to ditch invert not specified. It is deemed to be essential to provide a minimum of 750mm in order to

accommodate 1.2 m diameter pipe culvert crossings for main road and 1.0m diameter pipe for access culverts (side




4

road culverts) as required for maintenance under MORTH standards and current practice except on black cotton soil

areas. This provision need to be incorporated in the typical cross section.




Start of the Project Road at Siwan (NH-85) 0.000 X Junction.

At Siwan Market 1.855 T Junction

Daranda Andar road 16.995 X Junction

Chhapra Road 26.800 T Junction

End of the project road at siswan 33.221 T Junction

All junction design shall be as per the guide guidelines of IRC-SP-41, IRC-62 and MOSRT&H standard drawings for intersections. Signs and line markings shall be designed as per IRC 67 and IRC 35. Layouts should invariably feature separate left and right-turning lanes protected by raised (curbed) channelizing islands. The required taper and parallel lane (acceleration and deceleration) dimensions should conform to the IRC standards.


For the 2009 DPR study, survey primary control was established using base-GPS equipment in differential mode.

This provided a network of concrete encased monuments in the form of pairs of points (about 400-500 metres apart

and generally located near to or beyond the existing RoW boundaries) at regular 5 to 6 Km intervals throughout the

corridor. After any necessary adjustments and transformations were complete, ‘x’ and ‘y’ co-ordinates were assigned

to each point and recorded in a topographical survey report.

Using the above a ‘Total Station’ traverse was run to establish secondary control points at 250-500 m spacing along

the route. Points were placed in most cases adjacent to the existing roadway and ‘x’ and ‘y’ coordinates were again

assigned.

The third stage in the process was to carry out a closed leveling survey at which time elevations (‘z’ co-ordinates)

were established for all primary and secondary points using Geodetic Triangulation Survey (GTS) benchmarks

previously established and maintained by Survey of India.

Finally, a tertiary control system in the form of a system of ‘temporary benchmark’ points was created. These were

invariably placed on recognizable and immovable features (such as bridge parapets, steps into public buildings etc)

and control elevations/‘z’ coordinates were again assigned. These TBMs were intended for use during the

construction phase in support of the secondary control system previously created in the corridor.

The review recommend that verification BM pillars before the execution is to be carried out as any changes in BM levels have major impact on the quantities especially on profile corrective course and earthworks.


In general, the sub-grade field density and compaction is not reported and therefore loosening and re-compaction of existing subgrade need to done if it is to be used as new formation level other than overlay sections. As the existing base type is granular type and mode of distress is cracking, the preferred rehabilitation is by structural number method as compared to maximum deflection method. Hence the draft DPR Consultant has to furnish the SN for any




5

overlay section considering the structural data of existing pavement structure from Test Pits and compare with SN of new construction or SN required.


There are 44 nos. of culverts existing in the project section. Almost all of these existing structures are proposed to be

replaced as all these structures are either Arch Type or Hume Pipe.

In the draft DPR, based on inventory and condition survey of culverts recommended replacing most of the structures as they are not effective and functional.

The DPR recommended 44 existing culverts to be replaced by RCC box culverts. As most part of alignment is situated in flood plain, there is a need to increase the number of culverts, because of the increased obstruction caused by new revised formation levels and the need in existing overtopping sections, where the culverts are not present for up to a spacing of 1 to 2km. The total culvert length is 647m for 46 culverts giving an average spacing of 720m is far below the requirement of such flood plains. An average spacing of 250m to 300m is more appropriate in such cases. In addition TA consultant recommend that side road culverts shall be required in 2major junctions and 2 minor junctions to deal with storm water run-off from intersecting roads to effectively deal with surface drainage. In addition, all commercial access or village access shall be included with provision of access culverts without which the needs of surface drainage cannot be met and the designed life of pavement ensured. Hence the culvert schedule for main road culverts and access culverts need to be furnished.



Type Existing Retained New/ Reconstruction

Major Bridge 1- to be

replaced

2-

1(Km 27.725)

Minor Bridge 5- all to be replaced 0 5

Road Bridge Crossing

1 level crossing 0

Regarding the level crossing, please clarify if GOB’s policy on level crossing is considered in the above case to convert to ROB or the DPR recommendation is based on TVU.


As per DPR, no proper drainage exists in the entire stretch of the project road either in inhabited area or in rural area. Hence suitable drainage provision shall be designed based on detailed hydrological design from contours, characteristics of catchment, location of outfall points, rain fall intensity and need to furnish the open drainage design and schedule. The provision of 3150m length of drain for 33km road including both sides is too insufficient. In rural stretches, longitudinal side drains are recommended, by the TA Consultants, to be intercepted by ‘mitre’ drains serving as outlet channels to reduce the erosion.


The soil investigation on existing subgrade soil by visual inspection divided the project road into single homogenous sections. These are mostly with Gangetic Alluvium soil in large areas under northern portion of Gangetic belt. The result of IS soil classification tests conducted on sub grade soil on the project route shows that dominant soil type are CL, CLML to ML category as presented in the draft DPR. The CL type of soil covers almost 73 % of the road




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section, the ML soil type about 12% and CLML soil type covers 15%. A general performance rating of these soil as subgrade as per IS soil classification is poor to good.

6.1 Physical Characteristics of Subgrade Soil Samples


The results of the Atterberg limit tests indicate that the majority of the subgrade soil has Plasticity Index less than 11 with average value of 13 % in the range of 0 to 18. The subgrade LL is less than 44%. All this indicate the presence of good quality subgrade soil. The distribution of PI values with respect to existing chainages is presented in Figure below.



The majority of the subgrade soil shows CBR values between 7 and 15 % with an average value of 13%. The variation of CBR values along the project are presented in Figure below. The DPR Consultant for arriving a design CBR used minimum CBR derived by standard deviation in a normal distribution which gave an excessively conservative result. Hence the adopted design CBR in the DPR is 6%. The review recommends to consider a direct use of measured CBR values at 90%-ile value (i.e. 10% of test results fall below-which shall be replaced during construction-{d=0.1(n-1), where n is the number of tests}, optimizes the pavement design, as mostly the embankment need to be lifted up and the existing crust cannot be rehabilitated. Hence a minimum design CBR of 7 % is recommended where only about 2.5km of project length (nearly 7%) is expected with CBR less than the new recommended design CBR of 7%. This gives a better option from economical view.




7



The recommended subgrade soil is having MDD of >1.75gm/cc as required by Project Specification for complete project length except 5km. The average MDD value is 1.98 gm/cc from the range of 1.67 to 2.05 gm/cc. A comparison with IS soil classification indicate ML to CL as poor to good rating for use of subgrade soil.

All the above analysis indicates that the material is good for use as subgrade.


Pavement designs for all sections based on IRC 37-2001 need to be modified based on the new design traffic. 6.2.1 Design Traffic Loading A pavement design life of 15 years was used for the 2009 pavement design in accordance with paragraph 3.3.3 of the IRC guidelines for the design of flexible pavements in IRC 37:2001. The design traffic of 5 MSA need to be confirmed based on the 1 Day (24 Hours) OD Survey agreed by DPR Consultant during the meeting on 21 August 2009.





8

From the test results included in the 2009 draft DPR, the average MDD of the existing sub-grade along most of the alignment is > 1.75 gm/cc. The sub-grade for State Highway category roads is stipulated to have MDD values of 1.75gm/cc [per IRC 37-2001] minimum. The majority of the subgrade soil shows CBR values between 7 and 15 %. The DPR Consultant for arriving a design CBR used minimum CBR derived by standard deviation in a normal distribution gave an excessively conservative result with adopted design CBR of 6%. The review recommends to consider a direct use of measured CBR values with exclusion of 10% of the number of tests {d=0.1(n-1), where n is the number of tests}, as mostly the embankment need to be lifted up and the existing crust cannot be rehabilitated. Hence a minimum design CBR of 7% is recommended. This is based on the principle that the use of a superior subgrade is often the most economical and reliable solution for pavement construction. The TA Consultant recommend that the profile be raised by a minimum of 1m using imported material as majority of alignment is in flood plains and mostly no major road prism exist now. The Benkelman Beam Deflection work done is deemed to be largely irrelevant now due to the major structural damages present in BT surface with extensive cracks and pot holes and the need of offset for vertical profile from HFL as noted during site visit of TA Consultant in August 2009.


The need for 1075m (Km 0.825 to Km 1.900) rigid pavement is not justified in many places due to selective use of principles and thickness adopted for PQC is 250mm. The same shall be justified with Life Cycle Cost Analysis if required in urban sections. The need and adoption of CBR 6% for service roads and same design traffic of 5 MSA need to be clarified.

To accommodate the slow moving traffic in the built-up areas, to improve overall safety and level of service in the main carriageway, the TA Consultant recommends pedestrian walkways/cycle paths as follows:

(i) Construction of pedestrian walkway/ cycle path (1.0+2.0 m wide) restricted to built up sections on both side of

the road.


(iii) Pavement for pedestrian walkways/cycle paths shall be 250mm Granular gravel base course with paved concrete blocks.

7.0 Structures

The reviewer has the following recommendations, bridge by bridge, on the proposals of the DPR Consultants. The reviewer has also discussed and communicated the recommendations to the Senior Structural Engineer of the DPR Consultant in a meeting on 07.09.09 in Patna Office, for implementation. 1. Minor Bridge at Km. 5+270:

The proposal is a new two lane RCC Box Bridge - 2 x 4.0 x 3.0 on realignment. During site inspection, the existing RCC solid slab bridge at Km. 5+270 is visually found in Fair condition for its visible components with no noticeable sign of distresses including brick masonry substructures and therefore felt acceptable for retention. The carriageway width found 6.6 m. This is being an irrigation structure, catering to controlled discharge essentially has adequate free board which was also validated with local enquiry during site visit. Therefore, it is difficult for the reviewer to fully agree with DPR consultant’s opinion of hydraulic inadequacy and overall poor condition of the structure as indicated in the Inventory and Condition Survey, unless it is proved by facts and figures. Reviewer recommends the Consultant to justify proposal of replacement on structural ground. If structurally found acceptable, as it looks like, a monolithic widening may be proposed. Possibility of a new bridge (may be an RCC Box, twin cell) as an independent Carriageway without disturbing the existing one may also be explored with a clear gap of 200 mm or so in between existing and the proposed with proper justification. The soffit of the new structure shall not be lower than the existing one.

2. Minor bridges at Km. 5+308 and at Km. 21+480




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The proposals are new 3 x 4.5 x 4.5 RCC Box Bridge and new 1 x 24.0 RCC T-Beam and slab Bridge respectively on realignment. The reviewer concurs with the DPR Consultant’s opinion of replacement of existing narrow brick masonry arch bridge. Though the nullah found charged but water was mostly stagnant with practically no flow. The bed appeared not much deep and therefore replacement by RCC multi cell box is acceptable for the first case.

However, for the latter, the reviewer recommends looking into multi-cell box on ground option instead of single span RCC Girder Bridge of 24.0 m. A Girder bridge will also raise the height of superstructure excessively and will also increase the approach length and cost.

The straight returns may be replaced by 45 degree splayed wing walls in order to protect and impart more stability to the approach embankments against erosive attack of flood waters. The bed also shall be protected by rigid aprons between the wing walls, followed by cut-off walls and Flexible aprons in accordance with IRC provisions.

3. Minor Bridge at Km. 22+082 The Proposal is RCC T- Beam and slab superstructure, 1 x 21.0 m on realignment. Existing structure is a narrow and old brick masonry high level arch bridge. The reviewer concurs with the proposal of replacement. However, the existing structure has a narrow, nearly dry and relatively flat channel bed. From local enquiry, it is found that the depth of seasonal discharge is also low. Therefore the reviewer recommends looking into multi-cell box on ground option instead of single span RCC Girder Bridge of 21.0 m. A Girder bridge will also increase the height of superstructure excessively and will also increase the approach length and cost.

4. Minor Bridge at Km. 25+850

The proposal is RCC T- Beam and slab superstructure, 2 x 16.0 m on realignment. The reviewer concurs with the DPR Consultants for replacement of narrow Brick masonry arch bridge at Km. 25+480. The existing bridge found undersized in terms of hydraulics and past flood actually overtopped the road as per local enquiry. Therefore, the proposal of Girder Bridge is acceptable in view of large volume of discharge and depth of flow. Hydraulic calculations may be verified as per HFL data collected during site visit which was handed over in the meeting.

5. For all the above 4 bridges, e.g. at Km. 5+308, 21+480, 22+082 and 25+850, it is observed that new bridges are affecting horizontal geometry. The existing geometry is better. Therefore, it is recommended to propose new bridges on the same location of the existing bridges only.

6. Major bridge at Km. Km. 27+725

The proposal is RCC T- Beam and slab superstructure, 4 x 21.0 m on realignment. This is the last and only major bridge and is found in sound condition. There is no noticeable distresses and hydraulic inadequacy observed. Exposed part of brick masonry substructures is also found good. Carriageway width is around 7.0 m. Therefore this may be prudent to retain as it is, instead of replacement proposal unless further investigations prove serious deficiencies.

General comments:

7. This road is in flood prone area. At several subsections, the existing road is very close to the mighty Daha

River. These stretches are exposed to erosive attack of overtopped floods and shall be identified carefully. Embankment of road in these stretches shall be protected adequately by pitching. One of such stretches is in the vicinity of the bridge at Km. 25+850. The approaches are overtopped at a number of occasions in the history. The road also needs raising also at this location.

8. It is felt from the local enquiry that number of c-d s are less than the requirement. Therefore number of c-d s

need to be increased and it is preferred to have at least 3 nos. per Km. Locations may be finalized from the ground topography. Wherever road is raised further additional culverts shall be proposed to drain the additional run-off intercepted by raising.

9. In order to have more stability to the approach embankments of minor bridges, against erosive attack, as

this is a flood prone area, 45 degree splayed wing walls are recommended with rigid aprons, cut-off walls and launching flexible aprons in accordance with practice.




10

10. Wherever, proposed new minor bridges are on realignment, geometry of the approaches shall not be compromised with. Priority shall be given on further improvement of geometrics. Skew bridges and reconstruction at the same locations as that of the existing bridges therefore may become unavoidable in most cases and proposals shall be framed accordingly.

11. Wherever, railway level crossings are encountered (in this road, it may be at about Km. 2+000.), closure

time shall be noted for documentation if no ROB is proposed, in accordance with the decision taken with the ADB mission.

12. In general, there are discrepancies in the presentation of Hydraulics. Calculations are only based on only

Area-Velocity method, instead of testing and comparing with other methods of calculations. This is not in agreement with codal practices. This needs justification.

13. Computation of Area-Velocity method is also not in agreement with the codal practice and therefore needs

correction. The design discharges shall be the highest or 1.5 X next highest where, 1.5 X next highest is less than the highest value computed from the individual cross-sections. Next, design discharge need not be multiplied by 30% for waterway calculation. 30% shall be increased for scour calculation. This may be corrected for Hydraulic calculations.

14. During joint visit, confirmatory HFL information was collected by local enquiry. At a number of bridges.

Hydraulic calculations may be revisited for those which have variations.

15. The ventways obtained from Hydraulic calculations are restricted to about 50% – 60% for the bridges. Please furnish necessary justification for the same compatible with the site conditions.

16. It is observed that both the bridges at Km. 21+480 and at Km. 22+082 have almost same discharges, 80 and 79 cumec respectively. However, waterways proposed are different. This needs to be revisited for consistency.

17. It is learnt that refinement of vertical alignment is now under active consideration, In case the crossings become skew ones, modified designs and drawings shall be submitted.

18. It shall be ensured that the FRL matches with the deck top level in case of all structures.

19. The bridges are to be designed as per provisions of latest seismic zone IV requirement. Please include longitudinal and transverse seismic restrainer on abutment and pier caps or otherwise in accordance with IRC: 6, to prevent the tendency of dislodgement of superstructure.





as assessed during site visit but the details shall be furnished by DPR Consultant.


• Retaining Walls/ Guard wall The draft DPR cost estimate reports the provision for 245m of retaining walls. The need, schedule and design shall be forwarded.






11

- A detailed review of the updated design will be conducted by the TA road safety expert in due course. One aspect that will receive particular attention will be the possible need for the positive segregation of non-motorized traffic from the through lanes in urban areas as discussed above.



• Utilities

The DPR contained a provision of Rs 1 lakh/km for impacted utility installations needing to be shifted. This clearly needs to be updated with provision of estimates from utility owners and the RCD/ DPR Consultant should take up the matter with the respective utility owners for updating the data and get a realistic estimation for utility shifting.

10 Cost Estimates



rehabilitation, drainage and protection works, signs, markings, street furniture, etc; Other factors further to be considered in the project cost include, • Land acquisition, resettlement and rehabilitation; • Cost of utility shifting; • Environmental mitigation measures, RAP,LA; • Miscellaneous features including truck parking areas / lay-bys, site maintenance temporary diversions and


Without allowances made for contingencies, administrative costs (reportedly on the direction of the RCD) including departmental cost for LA, R& R, EIA and utility shifting etc, prepared in 2009 was Rs. 157.83crores. This includes Rs 116.43 crores for civil works and Rs 41.4 Crores for departmental costs. At present day exchange rates this equates to approximately US$ 33.5 million. An updated unit rates shall be prepared by the TA Consultant for the major construction items taking the DPR unit rate as a basis. The updated cost estimate shall be worked out following the design modifications by the DPR consultants and shall be used for the feasibility studies.


Review of DPR for SH 90 Mohammadpur – Chappra Sections

Sheladia Associates, Inc. USA December 2009, RCD,

Bihar

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Annexure 5.1.8 SH 90- Mohammadpur - Chappra Road Sections. Introduction



SH 90 Mohammadpur – Chapra roads forms a shortest link between NH101 and NH19. Once developed the project road will act as better connectivity for traffic originating locally as well as long distance traffic from NH28, which is part of East-West corridor of NHDP project.

The overall terrain is predominantly flat throughout with gradual rise in ground elevations. Land use on the project corridor is mostly agricultural in rural areas with few commercial establishments in builtup areas. Community settlements are noticed in 13 location aggregating 4.45Km.


It is proposed to convert the newly declared state highway to 2 Lane road consisting of 7m wide carriageway and 1.5m wide paved shoulder. For the Structures, new 2 Lane standard configuration with or without footpaths have been proposed for all 13 locations.

3. Traffic

Apart from providing connecting link 13 community settlements it passes through, it also serve a bypass to NH101, which is also running between Mohammadpur – Chapra.



Shankarpur 8+500 3956

Sadha 64+000 14136

Major traffic is observed at Km 64, where slow moving traffic has major share in the traffic up to 36% which comprises of cycles, cycle rickshaws and carts, cars & two wheelers with 30%, truck about 24% and 3% comprising Buses. The peak and seasonal correction factors were worked out and applied on the Average Daily Traffic to obtain the Annual Average Daily Traffic on the project road as reported below.


Shankarpur 8+500 5200

Sadha 64+000 19711

The speed and delay study conducted along the project gives an average running speed of about 26km/h Axle load survey was conducted on the project road to obtain the axle load spectrum and it varies from 0.84 to 3.88. This indicates that no overloading is experiencing in the project road. Traffic Forecast




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The exercise of traffic forecast was carried out considering socio economic variables such as population, vehicle registrations, and net state domestic product. An optimistic, most likely and a pessimistic scenarios of growth have been estimated for the indicators and the traffic growth rates were established. However, the growth rates need to be revised considering the current status of the state with several districts declared as those facing drought.

5.Alignment.


The 2009 Dec DPR was reportedly based upon then current IRC, BIS and MORT&H standards - with other international versions (American, British etc.) used where necessary. The bridges are to be designed as per provisions of latest seismic zone IV requirement.


ROW of about 12 to 15m is reported in the DPR based on the field measurements. Varying ROW is adopted in the DPR with 45m on rural area, realignment and bypasses and 30m on urban areas. In high banks, deep cuts and at intersections, wider land width is required and the same is taken into account by the DPR.




RoW/Urban areas. Based on feasibility option studies by the DPR Consultant, the minimum design speed is limited to 40km/h in few locations. The DPR study adopted a reduced ruling and minimum design speed considering the adverse social impact and the economical benefits of utilizing existing road assets to its maximum. Considering the safety of the pedestrians and slow moving vehicles and also due to the presence of many intersections, the reviewer’s concur with DPR recommendation to adopt a lower design speed.

5.3.1Review of Horizontal Alignment The design speed is compromised to 65km/h for a short length of about 400m to mitigate the adverse social impact. The horizontal alignment meets IRC requirement for the entire length of the alignment except at km 52/100 -52/500. Considering the nature of builtup, the speed restriction is agreed. Provision for extra widening shall be considered for curves with radius below 300m. 5.3.2 Review of Vertical Alignment The vertical profile for the entire length of the alignment is found flat and the gradient does not exceed the IRC stipulated maximum gradient. The proposed vertical alignment is agreeable except at the following locations

• From Km 16/2 to 16/6, the proposed vertical alignment shall be reviewed on drainage consideration.



• Review recommend to limit thickness of top GSB layer extended beyond the paved shoulder to 150mm as per IRC in lieu of full depth GSB layer in DPR from economical consideration.

• For drainage continuity reasons, in areas of overlay or pavement widening, it is important to coordinate new layer thicknesses with all structurally sound existing layers to avoid creating ‘trenched’ conditions. This shall be effectively addressed in the updated design with modified cross section especially in overlay sections to avoid future pavement failures.

• Earthen shoulder to be removed from urban sections and all the pavement layers to be extended up to the built-up drain.

• Pavement layers to be properly extended for 2m wide paved shoulders proposed for slow moving vehicles.




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•


The DPR recommendation of providing a drainage layer as part of GSB along the exposed edges on the fore slopes was investigated from a sustainability angle, by the TA Consultant. There is a strong possibility of erosion of drainage layer in flood plain as there is no side protection considered in design. Since flooding over the existing road has been observed in most cases, it is recommended that topsoil cover (using suitable organic material) be placed there to a minimum depth of 50mm and addition of grass seed or turf or similar preventive measures for the slope. As the majority of alignment is situated in flood plains, the design rationale to protect the embankment from erosion need to be clarified and the design forwarded for review.






Start at Pandela (NH-101) 0.000 Y Junction.

Saraghat-Panapur road 20+155 Roundabout

Rajpatala railway station road 21+190 T Junction

Siuri Road 21+345 T Junction

Siwan Road 29+790 Y Junction

BT Road 30+140 T Junction

Baniyar – Pathari Road 52+600 X Junction

Jalapur Road 57+770 Y Junction

End of Project road with NH 19 bypass 64+715 T Junction

Four lane improvement is suggested for NH101at the start of the project road. It is recommended to limit the improvement on NH101 to its present 2-lane configuration. The island design of the junction shall be reviewed to ensure proper right turn movement from Chapra side of NH101. All junction design shall be as per the guide guidelines of IRC-SP-41, IRC-62 and MOSRT&H standard drawings for intersections. Signs and line markings shall be designed as per IRC 67 and IRC 35. Layouts should invariably feature separate left and right-turning lanes protected by raised (curbed) channelizing islands. The required taper and parallel lane (acceleration and deceleration) dimensions should conform to the IRC standards.






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Using the above a ‘Total Station’ traverse was run to establish secondary control points at 250-500 m spacing along the route. Points were placed in most cases adjacent to the existing roadway and ‘x’ and ‘y’ coordinates were again assigned. The third stage in the process was to carry out a closed leveling survey at which time elevations (‘z’ co-ordinates) were established for all primary and secondary points using Geodetic Triangulation Survey (GTS) benchmarks previously established and maintained by Survey of India. Finally, a tertiary control system in the form of a system of ‘temporary benchmark’ points was created. These were invariably placed on recognizable and immovable features (such as bridge parapets, steps into public buildings etc) and control elevations/‘z’ co-ordinates were again assigned. These TBMs were intended for use during the construction phase in support of the secondary control system previously created in the corridor. The review recommend that verification BM pillars before the execution is to be carried out as any changes in BM levels have major impact on the bituminous quantity especially on profile corrective course.


In general, the sub-grade field compaction is not reported and therefore loosening and re-compaction of existing subgrade need to be done if it is to be used as new formation level other than overlay sections. As the existing base type is granular type and mode of distress is generally cracking, the preferred rehabilitation is by structural number method as compared to maximum deflection method. Hence the DPR Consultant has to furnish the SN for any overlay section considering the structural data of existing pavement structure from Test Pits and compare with SN of new construction or SN required.

5.7 Culverts

• Existing frequency of culverts is nearly one per Km. This has been increased to 3 per Km. Based on probably effective drainage requirement. Please furnish design details.

• All culverts are replaced or reconstructed by Box. Cost of structures become very high. Please review provision of balancing culverts by cheaper option of pipe where there is no defined channel.

• Where skew angles are high, the minor drains may be slightly realigned within ROW to reduce the Skew angle up to 35 to 40 degree.

• SBC shall be mentioned in the notes of General Arrangement Drawings. • The General Arrangement Drawings of some Box culverts are shown without Approach Slabs, when some

of them have the same. It is necessary to have a consistent approach. • The Retaining/Return Wall foundations have same FL as that of the Box. This shall go deeper (min. 1.5 m

from Box Invert level) and the length of the same shall be extended to have the front spill to meet ground at the same Invert Levels of the Box.

• It is necessary to indicate the pitching of quadrant filling on Plan and Elevation on the GAD of the culverts. At the end of the pitching there shall be Toe Walls.

• The cut-off wall shall be enclosing the pitching from the face of the Toe Wall. • Please justify why there is no Bed protection for Box culverts. • Bed protection shown in some Box culverts shall have normally a Flexible Apron beyond Cut-off wall. This

does not exist in the proposal and therefore needs justification. Bed protection may be provided in accordance with MORTH requirements or as per Standard Drawings.

• Where in general MOST Standard Box has been adopted and SBC is not matching, it is necessary to vindicate that the Base Pressure is less than SBC indicated in the drawings.

• Invert Levels shall be marked on both upstream and downstream side of the box culvert.

5.8 Bridges

• There are 13 Existing bridges at present whereas the proposed number is 25. Please justify the reason of

increase in the number of bridges with Hydraulic calculation. • The Table showing “Details of Existing Minor Bridges”, vide pg 2-8 of Chapter 2 of Main Report, provides

Consultants’ recommendation, is appreciated. Similarly, please provide a Table for Culverts with improvement proposal to identify and review the number of culverts likely to be retained and rehabilitated as this may eventually reduce the overall cost.

• The presentation of Bridge Drawing Document needs to be in serial order in accordance with increasing chainage.




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• It is found that the vent-ways are provided in the skew direction for the skew bridges. These need to be corrected in the square direction. That means the calculated linear waterway required for the bridges shall be made available in the square orientation.

• Some minor bridges do not have supportive hydraulic calculations. Please submit the same for review. • Vertical clearance for bridges shall be in accordance with IRC: 5. There is a shortfall of 150 mm. This may

be due to the camber which is not accounted for. Please raise the Deck Levels for the High Level Bridges to accommodate the camber. This may affect the profile of the approaches also, please review and rectify.

• While constricting the waterway by 2/3 of calculated waterway, due consideration of Afflux shall be given. • The camber in superstructure shall be attained by concrete of deck slab but not by wearing course. The end

and central thickness of deck slab shall be shown in the drawings. • Explore the possibility of provision of Fe–500 instead of Fe-415, which are nowadays popular and much in

use for Highway Bridges in India? This will bring in substantial economy. • Proposal of 52 mm thk. Wearing Course may be reviewed as in high rainfall areas it may be 65 mm.

Wearing course shall be laid of uniform thickness as per practice. This applies to Culverts also. • Notes in the GADs shall include all the grades of concrete. It is observed in the Portal/Integral bridges with

piles, grades of concrete not mentioned for piles. It also include SBC requirement to be verified during execution.

• Where skew angles are very high, efforts may be given to realign the channels little bit, within ROW, to restrict the Skew angle up to 35 to 40 degree without much compromising with the geometry as well. This will also reduce the length of the bridges, vis-à-vis the cost.

• Please explain why is it not possible to avoid Pot cum PTFE Bearings together with Seismic Blocks for Skew Bridges? Try to Reduce skew angle as mentioned in 11 and this may eliminate the necessity of POT cum PTFE Bearings.

• If Pot cum PTFE is provided, their orientation on Plan for Fixed, Free and Sliding type shall be shown in the Drawing which is not available.

• The Seismic Restrainer may be better concentrically aligned with the Bearing for skew bridges to avoid very high effect of combined torsion and bending, which may lead to massive size of the Blocks.

• The Retaining/Return Wall foundations have shall go deeper (min. 1.5/2.0 m from Box Invert level) and the length of the same shall be extended to have the front spill meet ground at the same Invert Levels of the Box.

• It is necessary to indicate the pitching of quadrant filling on Plan and Elevation on the GAD of the culverts. At the end of the pitching there shall be Toe Walls.

• The cut-off wall shall be in front of pitching from the face of the Toe Wall. • Bed protection may be provided in accordance with MORTH requirements or as per Standard Drawings of

Box. • For skew bridges, length of Approach slab, 3.5 m shall be in the direction of traffic, instead of in square

direction. • It is necessary to provide an Index Plan for all bridges in the GADs. • It is necessary to mention Original Ground Levels and Finished Road Levels for all the Bridges at regular

interval. For that generally we prepare a level block indicating Chainage, OGLs and Finished Road Level. The same may be included for all the Bridges.

• There is no drawing for the Retained Bridge under Rehabilitation at Km. 52+650. The same shall be furnished.

• The depth of recess shown for Strip seal Block-out appears to be insufficient. Please review. • Mass concrete shown in elevation for bridge at Km. 28+710 appears hanging. The same also needs to be

shown in Plan for understanding. • Bed protection shown in front of Pile caps by dry rip-rap is not advisable to be trusted to provide stable and

effective erosion protection measure and Horizontal capacity of the piles if calculated on this basis assuming bed non-scourable may be risky.


As per DPR, no proper drainage exists in the entire stretch of the project road either in inhabited area or in rural area. Hence suitable drainage provision shall be designed based on detailed hydrological design from contours, characteristics of catchment, location of outfall points, rain fall intensity and need to furnish the open drainage design and schedule. In rural stretches, longitudinal side drains are recommended, by the TA Consultants, to be intercepted by ‘mitre’ drains serving as outlet channels to reduce the erosion.





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6

The soil investigation on existing subgrade soil by visual inspection divided the project road into single homogenous sections. These are mostly with Gangetic Alluvium soil in large areas under northern portion of Gangetic belt. The result of IS soil classification tests conducted on sub grade soil on the project route shows that dominant soil type are CL,CI, ML,CLML,MI to SM category as presented in the draft DPR. The CL/CI type of soil covers almost 57 % of the road section, the ML soil type about 17%, CLML soil type covers 11% and ML soil type covers 10%. The general performance rating of these soil to perform as subgrade as per IS soil classification is poor to good.

6.1 Physical Characteristics of Subgrade Soil Samples


The results of the Atterberg limit tests indicate that the majority of the subgrade soil has Plasticity Index less than the average value of 11 % mostly in the range of 0 to 20. The subgrade LL is generally less than 44%. About 3% of the area, the LL is > 44% and PI > 20%. All this indicate the presence of good quality subgrade soil except for the 3% area. The distribution of PI values with respect to existing chainages is presented in Figure below.



The majority of the subgrade soil shows CBR values between 8 and 17 % with an average value of 13%. The variation of CBR values along the project are presented in Figure below. The DPR Consultant for arriving a design CBR used minimum CBR derived by standard deviation in a normal distribution which gave an excessively conservative result. Hence the adopted design CBR in the DPR is 6%. The review recommends to consider a direct use of measured CBR values at 90%-ile value (i.e. 10% of test results fall below-which shall be replaced during construction-{d=0.1(n-1), where n is the number of tests}, optimizes the pavement design, as mostly the embankment need to be lifted up and the existing crust cannot be rehabilitated. Hence a minimum design CBR of 8 % is recommended where only about 5km of project length (nearly 7%) is expected with CBR less than the new recommended design CBR of 8%. This gives a better option from economical view.




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The recommended subgrade soil is having MDD of >1.75gm/cc as required by Project Specification for complete project length except 3km. The average MDD value is 1.86 gm/cc from the range of 1.73 to 2.02 gm/cc. A comparison with IS soil classification indicate some poor portion to good rating for use of subgrade soil.

All the above analysis indicates that the material is generally good for use as subgrade.


Updated pavement designs all sections based on IRC 37-2001 need to be modified based on the new design traffic

considering diverted traffic.

6.2.1 Design Traffic Loading A pavement design life of 15 years was used for the 2009 pavement design in accordance with paragraph 3.3.3 of the IRC guidelines for the design of flexible pavements in IRC 37:2001. The design traffic of 5 MSA need to be confirmed based on the 1 Day (24 Hours) OD Survey agreed by DPR Consultant during the meeting on 21 August 2009.




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8


From the test results included in the 2009 DPR, the average MDD of the existing sub-grade along the alignment is > 1.75 gm/cc. The sub-grade for State Highway category roads is stipulated to have MDD values of 1.75gm/cc [per IRC 37-2001] minimum. The majority of the subgrade soil shows CBR values between 8 and 17 %. The DPR Consultant for arriving a design CBR used minimum CBR derived by standard deviation in a normal distribution gave an excessively conservative result with adopted design CBR of 6%. The review recommends a direct use of measured CBR values with exclusion of 10% of the number of tests {d=0.1(n-1), where n is the number of tests}, as mostly the embankment need to be lifted up in overtopping sections and the existing crust cannot be rehabilitated. Hence a minimum design CBR of 8% is recommended. This is based on the principle that the use of a superior subgrade is often the most economical and reliable solution for pavement construction. The TA Consultant recommend that the profile be raised by a minimum of 1m using imported material as majority of alignment is in flood plains and mostly no major road prism exist now. The Benkelman Beam Deflection work done is deemed to be largely irrelevant now due to the major structural damages present in surface with extensive cracks and pot holes. Considering the need to raise the vertical profile on the overtopping sections, the TA Consultant recommend to offset for vertical profile from HFL as observed during site visit of TA Consultant.


The need for rigid pavement is not justified in many places due to selective use of principles and thickness adopted is 350mm, need justification by Life Cycle Cost Analysis. The need and adoption of design traffic of 5 MSA & subgrade CBR 6% for service roads to be clarified. To accommodate the slow moving traffic in the built-up areas, to improve overall safety and level of service in the main carriageway, the TA Consultant recommends pedestrian walkways/cycle paths as follows:





The following culverts and bridges have been identified for foundation design considerations and deep boreholes subsoil investigations works undertaken along the project highway: RCC slab bridge Ch km 13.845 – 1 borehole of 20m depth Integral Slab Bridge at Ch km 16.150 – 1 borehole of 20m depth Integral Slab Bridge at Ch Km 16.675 – 1 borehole of 20m depth T-Beam Bridge at Ch km 16.850 – 1 borehole of 20m depth T-Beam Bridge at Ch km 20.300 – 2 boreholes of 30m depth each T-Beam Bridge at Ch km 28.710 – 2 boreholes of 30m depth each T-Beam Bridge at Ch km 32.365 – 1 borehole of 25m depth Box Culvert at Ch km 34.305 – 2 boreholes of 30m depth each Integral Slab Bridge at Ch km 44.725 – 1 borehole of 20m depth Integral Slab Bridge at Ch km 50.720 – 1 borehole of 20m depth T-Beam Bridge at Ch km 55.480 – 2 boreholes of 25m depth each Based on description of the structures and chainages identified in the SI report Appendix to Volume II Design Report it is noted that location / chainages mentioned in the drawings of bridges / culverts / structures vide Volume – VI Part 2 are not matching with those where subsoil investigation works undertaken. Therefore, foundation designs as specified in the GAD of proposed bridges / structured could not be verified.




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As a general practice, it would be prudent if the drawings of all the proposed bridges / culverts / structures of SH90 could be organized in a sequential (ascending or descending) chainage manner which would be good reference during construction works also.


Soil Borrow areas

The borrow areas identified in the DPR are within distance of 5km from the project road alignment. Six numbers of borrow areas are identified, a location plan of these borrow areas with respect to project alignment is required to be incorporated in the DPR, so that to enable the lead distance of these materials. Also it would helpful to include a location plan with size of these borrow areas identified in order to establish quantity of the borrow soil available. Classification tests on the soil from the borrow areas need also include some of the hydrometer tests in order to establish clay size content. This would further assist in terms of deploying the compaction equipments during construction works. Sand and Aggregates




as assessed during site visit but the details of test results shall be furnished by DPR Consultant in compliance to the

requirements of MoRTH specifications.

Sources of aggregate identified from Pakur and Sheikhpura Lead distance of these quarry sources are preferred to be established with respect to the project highway. Test requirements on aggregates for their suitability as subbase and base courses materials as per requirements of Clauses 440.2.2 and 502.2.2 of MoRTH specification for Road and bridges are to be verified prior to recommendation of these materials for the pavement construction. Some of the test results are available in Volume III Materials report whereby it may be noted that combined flakiness and elongation (%) values are in non compliance to MoRTH specifications.








• Utilities

The DPR contained a tocken provision of impacted utility installations needing to be shifted. This clearly needs to be updated and the RCD/ DPR Consultant should take up the matter with the respective utility owners for updating the data and get a realistic estimation for utility shifting.




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An important consideration for the RCD at this time is the aspect of funding. In particular whether some or all of the relocation / protection works that may be necessary, can be completed in advance of the main contract start date and how it could be funded.

10 Cost Estimates





With allowances made for contingencies, administrative costs (reportedly on the direction of the RCD) including departmental cost for LA, R& R, EIA and utility shifting etc, prepared in 2009 was Rs. 317.85 crores. At present day exchange rates this equates to approximately US$ 68.35 million. An updated unit rates shall be prepared by the TA Consultant for the major construction items taking the DPR unit rate as a basis. The updated cost estimate shall be worked out following the design modifications by the DPR consultants and shall be used for the feasibility studies.


Review of DPR for SH 91Birpur to Udakishanganj Sections

Sheladia Associates, Inc. USA February 2010, RCD, Bihar 1

Annexure 5.1.9 SH 91- Birpur - Udakishanganj Road Sections. Introduction



SH 91 Birpur to Udakishanganj is the lifeline connectivity for many villages enroute by the project road. This road is passing through the Kosi river flooding zone and hence development of an all season road with high level bridges is one of the primary needs of the area. Once developed the project road will act as a better connectivity for traffic originating locally as well as long distance traffic from Nepal border to south Bihar and beyond.

The overall terrain is predominantly flat throughout with gradual fall in ground elevations from start to end as the contour of the area is generally slopping towards the river Ganga in southern side. Land use on the project corridor is mostly agricultural in rural areas with few commercial establishments in builtup areas. Community settlements are noticed in 13 locations at Birpur, Hridayanagar, Balua, Bhimpur Halt, Chhatapur, Kariyapatti, Jadia, Tikulia, Mirganj, Muraliganj Market, Bihariganj Market and Udakishanganj aggregating 8.67Km.


It is proposed to convert the newly declared state highway to 2 Lane configuration consisting of 7m wide carriageway and 1.5m wide paved shoulder. For the Structures, new 2 Lane standard configuration with or without footpaths have been proposed for all 29 locations.

3. Traffic

Apart from providing lifeline connecting link to 13 community settlements it passes through, it also serve as a major link connecting NH106 to NH107 which will connect the project road to Purnia in the east and Madhepura in the west.



Jadia 51+200 1829

Muraligunj 79+500 4861

Gorpar 105+100 2763

Major traffic is observed at Km 79, where slow moving traffic has substantial contribution of about 31%.



Jadia 51+200 1539

Muraligunj 79+500 3868

Gorpar 105+100 2234




The origin destination is conducted at the above three locations. However possibility of diverted traffic from Napal Border is not estimated. Possibility of diverted traffic if the existing link from Udakishan Ganj to NH31 is improved is also to be estimated.

Total junction peak hour flow of 8 junctions where intersection turning movement survey was conducted varies from 371 to 2167 PCU.. Based on the traffic, no signalized / grade separated junction is needed in the project road.

The speed and delay study conducted along the project gives an average running speed of about 30km/h


Traffic Forecast The exercise of traffic forecast was carried out considering socio economic variables such as population, vehicle registrations, and net state domestic product. An optimistic, most likely and a pessimistic scenarios of growth have been estimated for the indicators and the traffic growth rates were established. However, the growth rates need to be revised considering the current status of the state with several districts declared as those facing drought.

5. Alignment.


The 2010 Jan DPR was reportedly based upon the IRC, BIS and MORT&H standards - with other international versions (American, British etc.) used where necessary. The bridges are to be designed as per provisions of latest seismic zone IV requirement.


ROW of about 12 to 15m is reported in the DPR based on revenue map measurements. Varying ROW of 45/30m is adopted in the DPR depending upon the requirement. In high banks, deep cuts and at intersections, wider land width is required and the same is taken into account by the DPR. The land to be acquired for the proposed widening and strengthening works are estimated in the DPR as 123.7 hectors.






5.3.1Review of Horizontal Alignment The DPR study proposed 49 curves with design below 80 km/h which include 36 curves with 65 km/h design speed and 13 curves with 50km/h design speed. Considering the safety of pedestrian and social impacts on acquiring lands, the TA also agrees on the substandard curves proposed at the following locations where it is recommended to improve the road safety by providing proper traffic control measures. Design speed needs to be further checked based on the available set back distance as right of way at builtup locations where mostly the design speed is reduced is restricted.

Sno HIP /

CURVE NO.

START CHAINAGE

LENGTH M

RADIUS (M)

Transition M

Transition M

DESIGN SPEED (KM/H)

1 3 826.355 22.598 150 80 80 65

2 16 5491.445 41.32 150 80 80 65

3 33 11312.46 73.161 500 25 25 65




Sno HIP /

CURVE NO.

START CHAINAGE

LENGTH M

RADIUS (M)

Transition M

Transition M

DESIGN SPEED (KM/H)

4 34 11534.84 48.72 90 74 74 50

5 35 11806.98 47.457 90 74 74 50

6 36 12188.02 35.742 500 25 25 65

7 37 12394.87 46.604 350 60 60 65

8 38 12608.8 72.579 600 35 35 65

9 39 12941.33 46.886 90 74 74 50

10 40 13492.35 59.587 90 74 74 50

11 41 13764.83 23.64 150 80 80 65

12 42 14415.71 100.679 800 0 0 65

13 43 14914.94 39.209 300 40 40 65

14 44 15170.38 48.311 170 40 40 50

15 45 15390.63 51.327 100 70 70 50

16 46 15670.5 75.507 200 60 60 65

17 67 22216.64 42.723 200 60 60 65

18 68 22436.67 33.944 250 50 50 65

19 72 23273.5 102.198 250 50 50 65

20 73 23551.35 102.701 250 50 50 65

21 88 27892.31 155.266 200 60 60 65

22 113 35760.3 26.961 400 30 30 65

23 114 35932.38 29.428 125 55 55 50

24 115 36103.51 166.04 250 30 30 50

25 116 36352.76 32.023 600 20 20 65

26 144 45947.88 190.458 200 60 60 65

27 155 49069.14 23.59 800 0 0 65

28 156 49221.57 147.305 170 70 70 65

29 157 49563.64 78.814 170 70 70 65

30 158 49921.47 213.609 400 30 30 65

31 159 50337.61 18.581 150 80 80 65

32 53 70151.11 61.177 200 60 60 65

33 54 70457.21 77.139 150 80 80 65

34 67 74902.73 34.719 200 60 60 65

35 1 78462.36 34.012 300 25 25 50

36 2 78626.41 32.906 170 40 40 50

37 3 78827.46 197.324 170 70 70 65

38 4 79210.48 58.66 200 60 60 65

39 26 86842.69 64.185 150 80 80 65

40 27 87195.9 97.488 150 80 80 65

41 28 87574.87 39.99 200 60 60 65

42 29 87825.35 61.113 150 80 80 65

43 39 92200 113.089 150 80 80 65

44 40 92548.74 44.683 250 50 50 65

45 61 104250.7 22.424 600 20 20 65

46 62 104410.6 26.801 150 45 45 50

47 63 104563.6 19.354 150 45 45 50

48 64 104837.8 19.462 170 40 40 50

49 65 104982.2 25.571 300 40 40 65




5.3.2 Review of Vertical Alignment The vertical profile for the entire length of the alignment is found flat and the proposed gradient is below the IRC stipulated maximum gradient. It is noticed that the road profile is raised throughout the alignment including builtup locations. Recent directive of Hon High Court of Patna regarding rising of road profile in village areas are to be followed while fixing the road level along builtup areas. Details of high flood level along the alignment considered for fixing the road profile shall be submitted for review and also to be marked on the profile. The road top level shall be fixed based on the detailed hydraulic study and the impact of construction of any bund along the river Kosi also to be considered while fixing the RTL. As the raising of road above the freak flood due Kosi breach is considerably expensive, TA consultant is of the opinion that the road top level shall be fixed based on normal flood level with adequate free board to subgrade bottom. The flooding situation may later improve if proper flood control measures are built along Kosi River. The issue shall be further discussed in the joint meeting with RCD and a final decision can be taken after considering RCD view in this issue.

Position of bridges marked in the road profile is not properly tallying with existing ground profile at few bridges. Please review this aspect and position the bridges appropriately.



• Earthen shoulder to be removed from urban sections and all the pavement layers to be extended up to the built-up drain.

• Drain cover slab is shown extending towards the road, which needs to be trimmed to the inner edge of the kerb / drain outer edge on carriageway side.






Start at Birpur 0.000 5 leg Roundabout

Bhimnagar Road 0+835 T Junction

Bhatnaha Road 11+830 T Junction

Balua Chowk 12+970 T Junction

Shimrana - Forbishganj 21.275 X Junction

Jadiya Market 50+980 T Junction

Joda - Raniganj 52+390 X Junction

NH57 (Muraliganj) 75+040 T Junction

NH57 (Muraliganj) 78+342 Mini Roundabout

Bypass Start 96+200 T Junction

Bypass End 99+420 T Junction

Udaikishanganj 104+900 Mini Roundabout

End of SH91 at UdaKishanganj 106.388 T Junction

Roundabout design parameters such as entry width, entry angle, ICD etc to be provided as per standards. Line balancing is to be followed while fixing the junction islands. Many junction designs need to be simplified and minimum allowed angle of intersection of 60o shall be maintained.




Junction at 0+835: Possibility of providing proper T junction at Km 0+720 shall be examined.

All junction design shall be as per the guide guidelines of IRC-SP-41, IRC-62 and MOSRT&H standard drawings for intersections. Signs and line markings shall be designed as per IRC 67 and IRC 35. Layouts should invariably feature separate left and right-turning lanes protected by raised (curbed) channelizing islands. The required taper and parallel lane (acceleration and deceleration) dimensions should conform to the IRC standards.








In general, the sub-grade field compaction is not reported and therefore loosening and re-compaction of existing subgrade need to be done if it is to be used as new formation level other than overlay sections. As the existing base type is granular type and mode of distress is generally cracking, the preferred rehabilitation is by structural number method as compared to maximum deflection method. Hence the DPR Consultant has to furnish the SN for any overlay section considering the structural data of existing pavement structure from Test Pits and compare with SN of new construction or SN required.

5.7 Culverts

1. This road has serious overtopping problems due to frequent flash floods of Koshi and its tributaries. Therefore, your

proposal of additional culverts and road raising seems justified. However, as discussed during joint site visit, please

justify the basis of substantial increase in additional culverts and road raising throughout, by assessment of

overtopped flood discharge and HFL data/submergence report at regular interval.

2. As it was informed by local people during inquiry that flood overtopping problem seems at discreet locations and

therefore it is recommended to review profile raising and propose local raising of submergence prone sub-sections

to the extent of overtopped history with corresponding increase in the number of culverts.

3. It is observed in general that on Plan and Profile, many culverts are not located at the point of depression on the

profile. Instead they are shown little shifted location. This is not clear and may be reviewed and rectified and

located appropriately at depressed position.

4. It is necessary to indicate actions to be taken about retention or otherwise for existing culverts shown in Plan and

Profile and accordingly a note/block may be prepared and included in the culvert list of the Structure Drawing.

5. Some of the Pipe culverts which are performing satisfactorily may be retained. Also sub-sections which are not

susceptible to submergence, e.g. beyond Km. 50, Hume Pipe culverts may be considered as balancing culverts in

view of economy.




6. Provision of Retaining Walls shall be reviewed in the light of flood prone area. Particularly between Km. 7 and Km.

8 and also between Km. 15 and Km. 16.

7. A schedule of Retaining Walls, chainage wise shall be included in the Structure Drawing and in the Plan and Profile

as well. The sections to be adopted also need to be indicated in the list.

8. As observed commonly during site visit, the culverts at built up locations are blocked by residents forcibly causing

drainage nuisance. Therefore, unless unavoidable, the balancing culverts may be located out of village areas.

9. Some of the Box culverts may be in skew in line with the natural stream direction. But no skew detail found in the

Drawing volume. Please review.

10. As pointed out in the review of SH-90 previously, the Retaining/Return Wall open foundations shall go deeper (min.

1.5 m from Box Invert level, supposedly close to the Bed Level of Retaining Wall at Exp. joint location) as the

Boxes are founded at shallow depth. The length of the same shall be extended to have the front spill to meet

ground/Invert Levels of the Box.

11. It is necessary to propose and indicate the quadrant filling and pitching which is not shown in the drawings, on Plan

and Elevation of the GAD of the culverts. Pitching there shall be supported by Toe Walls in accordance with the

provisions of IRC: 89.

12. To avoid conflict with pitching, the curtain-walls shall normally be located at the end of quadrant pitching.

5.8 Bridges

1. There are 20 Existing bridges according to inventory, whereas the proposed number is 32. It is felt that some

of the existing culverts are converted into bridges. But, these are not identified precisely and dealt in the

Hydraulic Report. It is necessary to submit a hydraulic justification for the same giving dimensions of existing

and proposed ones.

2. There are as many as 14 proposed Box Bridges, out of 12 are multi-cell with 3 – 4 cells on an average. These

do not have supportive hydraulic calculations to review. Please submit.

3. Since this is a flash flood area with mighty sheet flow condition, therefore it is recommended for large multi-cell

Box Bridges to go for 45 degree splayed wing walls with rigid apron upto the end of wing walls with a terminal

curtain wall, followed by flexible apron.

4. There is an active channel found during joint site visit near Km. 7.475 (about 100 m before the proposed major

Bridge of 4 x 24.0 at Km. 7.575. This cannot be ignored. But no structure has been proposed at present. It is

necessary propose appropriate structure at this location with relevant hydraulic calculations.

5. Between Km. 7.000 and Km. 8.000, the river found to have branched into a number of independent

meandering channels. Some channels may get activated in one season and some remain dead. Sometimes

the channels are also changing course within the extreme khadirs. This extreme Khadirs is in between Km.

7.475 to Km. 8.000. Therefore, it is recommended to review the proposal of concentrated vent of 4 x 24.0 m.

This may be fine tuned to 60 – 70 m at the same location (Bank to Bank = 65 m approximately) and remaining

is necessary to distribute rationally in between the boundaries of khadir.

6. Proposal at Km. 7.968 is 5 x 4.5 x 4.5, is even less than the undersized collapsed bridge of 5 x 7.5m. As

discussed under 5, the channel which may appear dry now may become alive in some other season.

Therefore it may not be advisable to reduce the vent opening. Or else the additional vent opening may be

proposed in the close vicinity in a distributed manner as discussed under Serial No. 5.

7. Since the flow pattern and allocation of discharge in the individual channels are unpredictable and therefore,

there is a risk of bridge getting outflanked in future. It is recommended to propose some river training works in

the form of guide bunds and bank protection in order to have permanency of channel.

8. Flood devastation with sheet flow running parallel and occasionally overtopping shallow sub-sections of the

road with traffic disruption is found rampant and frequent, especially in the first 50 Km. The project road is




running within the basin of branches of rivers Sapt Koshi and Sursar. Therefore, submergence report and

assessment of overtopped discharge at regular interval is necessary (which not found in the present

submission) as the basis of road raising and additional structures. This has also been informed to the DPR

Consultant during joint site visit.

9. it is observed in the Hydraulics of the Girder bridges, that 30-40% constriction is made in formulating ventway

proposals. However no supplemental measure has been taken to take care of afflux. It is necessary to

establish by calculation that no harmful afflux is generated.

10. The skew angle may be reduced to less than 10 degree for the major bridge (5 x 21.0) across irrigation canal

at Km. 15.321, by realignment as discussed at site.

11. HFL and Free-Board for the above bridge is to be correctly adopted in consultation with Irrigation Department.

However, in absence of data, please ensure the soffit of the structure shall not be lower than the nearby bridge

upstream of the same irrigation canal, as a good practice.

12. As discussed during joint site visit, the proposed 2 x 16.0, skew bridge across narrow and deep and defined

canal at Km. 38.474, (Incidentally, the existing is a single span) needs to be reviewed for a proposal of a single

span, bank to bank. It seems that a single span of lesser overall length will suffice. Putting an obstruction at

the deepest flow, i.e. in the middle of the flow is better avoided. Furthermore, a single span will lead to

reduction of cost also.

13. Desk study of Plan and Profile shows many ditch-like discontinuities in the profile of existing road, leading to

confusion whether water courses exist or not at these locations. These need thorough reviewing and needful

corrections done. This has been discussed during joint visit.

14. Also at many locations, structures are sited at shifted position w.r.t. the ditch position shown on existing profile.

As discussed, this also needs reviewing and structures should be located appropriately.

15. As envisaged during site visit that 2008 floods of Koshi and its tributaries, had changed the shape of the river

basins and due to scouring there are formation of large local tanks and ponds which often appear to be natural

streams. One such case for example is proposed minor bridge 1 x 15.0 m at Km. 100.125. There is no

hydraulics calculation also in the DPR available for reviewing. Please re-examine whether the vent opening

can be downsized as per actual requirement. Also take corrective actions for similar structures across ponding

areas. This will also lead to cost reduction to a great extent.

16. Some sub-section of the Project Road traverses in Zone-V towards North. Therefore, it is necessary to identify

the seismic boundary and structures in Zone-V shall be designed for Zone-V.

17. Explore the possibility of provision of Fe–500 instead of Fe-415, which are nowadays popular and much in use

for Highway Bridges in India? This will bring in substantial economy.

18. Proposal of 52 mm thk. Wearing Course may be reviewed as in high rainfall areas it may be 65 mm. Wearing

course shall be laid of uniform thickness as per practice. This applies to Culverts also.

19. Notes in the GADs shall include all the grades of concrete. It is observed in the Portal/Integral bridges with

piles, grades of concrete not mentioned for piles. It also include SBC requirement to be verified during

execution. For bridges with Pile foundations, both vertical and horizontal capacities need be mentioned.

20. Where skew angles are very high, efforts may be given to realign the channels little bit, within ROW, to restrict

the Skew angle up to 35 to 40 degree without much compromising with the geometry as well. This will also

reduce the length of the bridges, vis-à-vis the cost.

21. In case of large skew is unavoidable, include additional diaphragms in the triangular part at the end of each

longitudinal girder to impart torsional stiffness.

22. Please explain why is it not possible to avoid Pot cum PTFE Bearings together with Seismic Blocks for Skew

Bridges? Try to Reduce skew angle as mentioned in 11 and this may eliminate , the necessity of POT cum

PTFE Bearings.




23. If Pot cum PTFE is provided, their orientation on Plan for Fixed, Free and Sliding type shall be shown in the

Drawing which is not available.

24. The Seismic Restrainer may be better concentrically aligned with the Bearing for skew bridges to avoid very

high effect of combined torsion and bending, which may lead to massive size of the Blocks.

25. The Retaining/Return Wall foundations have shall go deeper (min. 1.5/2.0 m from Box Invert level) and the

length of the same shall be extended to have the front spill meet ground at the same Invert Levels of the Box.

26. It is necessary to indicate the pitching of quadrant filling on Plan and Elevation on the GAD of the Box Bridges.

At the end of the pitching there shall be Toe Walls.

27. The curtain wall shall be in front of pitching from the face of the Toe Wall.

28. For skew bridges, length of Approach slab, 3.5 m shall be in the direction of traffic, instead of in square

direction.

29. It is necessary to provide an Index Plan for all bridges in the GADs.

30. It is necessary to mention Original Ground Levels and Finished Road Levels for all the Bridges at regular

interval. For that generally we prepare a level block indicating Chainage, OGLs and Finished Road Level. The

same may be included for all the Bridges.

31. Is it necessary to execute any minor repair or rehabilitation of the retained major bridge across river Sursar at

Km. 47+575? If so, details need to be furnished.

32. The depth of recess shown for Strip seal Block-out appears to be insufficient. Please review.

33. Bed protection shown in front of Pile caps by dry rip-rap is not advisable to be trusted to provide stable and

effective erosion protection measure and Horizontal capacity of the piles if calculated on this basis assuming

bed non-scourable may be risky.


The project road falls in Kosi flooding area and hence suitable drainage provision shall be designed based on detailed hydrological design from contours, characteristics of catchment, location of outfall points, rain fall intensity and need to furnish the open drainage design and schedule. In rural stretches, longitudinal side drains are recommended, by the TA Consultants, to be intercepted by ‘mitre’ drains serving as outlet channels to reduce the erosion.


Design CBR recommended in the DPR is as follows: Chainage (km) Design CBR (percent)

0.00 – 25.00 8 25.00 – 50.00 6 50.00 – 75.00 10 75.00 – 105.00 5

However as noted from the laboratory test results of 4 day soaked CBR values (Vol. III) of the soils from the identified borrow areas in Ch 50.00 to Ch 75.00, CBR value from some borrow area soil is found as low as 3.07% at 95% compaction of modified Proctor’s density. Therefore it would be prudent to review the 10% design CBR value recommended for Ch 50.000 to Ch 75.00 stretch. Further in the stretch from Ch 75.00 to Ch 105.00 also the 4-day soaked CBR values are of 4.39 and 3.49 percent at 95% modified Proctor’s density. Thus, it is advisable to consider a reasonable lower bound design CBR value for throughout length of the proposed road which DPR consultant can consider in pavement design. Alternatively use of soil as subgrade material from the borrow areas with 4 day soaked CBR values lower than the recommended design CBR value can be restricted. Traffic study conducted shows design traffic of 4 msa from Ch 00 to Ch 75.00 and 16msa from Ch 75.00 to Ch 106.388. As per IRC: 37 2001, design total thickness of pavement crust have been worked out based on CBR value of the




subgrade. However design subgrade CBR of 10% recommended from Ch 50.00 to Ch 75.00 may be further reviewed based on most optimistic minimum value which could be achieved in the field as recommended in IRC 37 and accordingly total pavement thickness could be reestablished. This may require further investigation on borrow areas for suitable subgrade material in this stretch. Thickness of different constituent pavement (GSB, WMM, DBM and SDBC/BC) layers for design traffic of 4msa from Ch 00 to Ch 75.00 and 16msa from Ch 75.00 to Ch 106.388 have been arrived as per recommendations of IRC: 37 2001. It is noted that road stretch from Ch 0.00 to Ch 75.00 where design traffic is worked out 4msa, the pavement crust design is recommended for minimum design traffic of 10msa and considering pavement design life of 15 years. It is envisaged by the DPR consultant that overlay design and construction is not warranted in this project. However attention is required on improvement of the pavement conditions in the built-up areas and other areas whereby raising of the embankment height may not be required and thereby strengthening measures of existing pavement need be worked out based on assessment results of existing pavement crust and design traffic and life of the roadway envisaged. Updated pavement designs all sections based on IRC 37-2001 need to be modified based on the new design traffic considering diverted traffic.

6.1 Earthworks for Roadway Embankment

Use of soils from the borrow areas identified along the project road alignment is considered suitable only when it is constructed with suitable surface protection measures identified in IRC. Surface protection measures need be worked out in terms of availability of suitable confining clayey soils overlain by grass turfing. Alternatively at critical flow locations protection of embankment slopes would also may require heavier protection measures using wire crated stone filled gabion boxes or stone rip-rap underlain by filter geotextile of suitable grade. Such protection measures thus identified shall be incorporated in earth work drawings with specific notes. 7.0 Provision for slow moving traffic To accommodate the slow moving traffic in the built-up areas, to improve overall safety and level of service in the main carriageway, the TA Consultant recommends pedestrian walkways/cycle paths as follows:





The following culverts and bridges have been identified for foundation design considerations and deep boreholes subsoil investigations works undertaken along the project highway: Bridge Ch km 2.537 – 1 borehole of 20m depth Bridge at Ch km 7.169 – 3 boreholes of 25m depth each Bridge at Ch Km 7.575 – 4 boreholes of 25/30m depth each Bridge at Ch km 7.968 – 3 boreholes of 25m depth each Bridge at Ch km 9.953 – 4 boreholes of 25m/30m depth each Bridge at Ch km 15.120 – 2 boreholes of 30m depth each Bridge at Ch km 15.321 – 5 boreholes of 30m depth each Bridge at Ch km 15.636 – 2 boreholes of 30m depth each Bridge at Ch km 27.960 – 1 borehole of 15m depth Bridge at Ch km 28.409 – 3 boreholes of 30m depth each Bridge at Ch km 33.480 – 1 borehole of 15m depth Bridge at Ch 38.474 – 2 boreholes of 25m depth each Bridge at Ch km 42.553 – 1 borehole of 20m depth Bridge at Ch km 42.957 – 1 borehole of 20m depth Bridge at Ch km 44.737 – 1 borehole of 20m depth Bridge at Ch km 57.223 – 1 borehole of 20m depth Bridge at Ch 60.160 – 2 Trial Pits of depth 3.5m each Bridge at Ch 60.506 – 1 borehole of 25m depth Bridge at Ch km 66.661 – 1 borehole of 25 depth




Bridge at Ch km 68.452 – 2 Trial Pits of 3.5m depth each Bridge at Ch km 72.320 – 2 Trial Pits of 3.5m depth each Bridge at Ch km 83.743 – 2 Trial Pits of 3.5m depth each Bridge at Ch 84.826 – 1 Borehole of depth 15m Bridge at Ch 85.768 – 2 Trial Pits of 3.5m depth each Bridge at Ch km 87.650 – 2 Trial Pits of 3.5m depth each Bridge at Ch km 89.614 – 2 Boreholes of 15m depth each Bridge at Ch km 95.340 – 2 Trial Pits of 3.5m depth each Bridge at Ch km 99.300 – 1 Borehole of 15m depth Bridge at Ch 99.820 – 2 Trial Pits of depth 3.5m each Bridge at Ch 100.125 – 2 Boreholes of depth 30m each Based on laboratory and field test results available from the samples collected at various depths in the boreholes the choice of foundation for various structures envisaged along the project road either pile or open foundation has been recommended. As a general practice, it would be prudent if all the subsoil bore-logs / Trial Pit information are incorporated in the GAD drawings of the structures. Founding level of open foundation for different structures need be further ascertained considering the scour depth at respective locations. It is emphasized that scour is quite critical and important criteria applicable as per IRC and MoRTH specifications keeping in view nature of flow velocity, flood conditions prevailing in this area and characteristics of the silty sand outcrop found in this area. As a general practice, it would be prudent to consider minimum one borehole instead of only trial pits of 3.5m depth at all the box culvert location whereby only trial pits have been undertaken as noted above. This is to ascertain any uncertainty in the subsoil conditions involved, if any. Termination depth of these boreholes could be 2 times the width of foundation adopted. Though the working capacity of the piles would be based on results of static load test, it would be prudent to incorporate estimated vertical and lateral capacities of the piles envisaged for all the bridges be included in the drawings along with the borehole details showing type of subsoil stratification, depth and SPT ‘N’ values. Similarly, relevant borehole details and founding soil details are preferred to be shown for the referred sites along with recommended allowable bearing capacity for the type of foundation recommended. Liquefaction potential of the subsoil strata be also be evaluated and accordingly necessary correction to the estimated pile load capacity need be considered keeping in view depth of water table (2 to 3m in general) observed at different location and seismic zone of the project road.



The borrow areas (14 Nos.) identified in the DPR Volume III and in Table C of Volume I are within lead distance of 5km from project alignment. A location plan of these borrow areas identified with respect to the project alignment is required to be incorporated in the DPR in order to enable location identification of these borrow sources. The borrow areas identified are at the following locations: BP01 - Bishanpur (LHS) BP02 - Bishanpur (both sides) BP03 - Bishanpur Shipram (both sides) BP04 - Chainpur (bothsides) BP05 - Lalganj (bothsides) BP06 - Karia-Patti (RHS) BP07 - Tobirpur (RHS) BP08 - Godhia (bothsides) BP09 - Kabotgama (both sides) BP10 - Rajnigot (bothsides) BP11 - Kathoutia (LHS) BP12 - Laxmipur (RHS) BP13 - Kusthan (LHS) BP14 - Gorpara (RHS) From the grain size distribution results, it is to be noted that the most of the borrow area soils are having majority of particles sizes between 425µm to 75µm non-plastic silty sand (SM) except those from Godhia, Kabotgama and Kakhautia borrow sources. Therefore it would be prudent to explore necessity of encapsulating the side slopes of the embankments by clayey soils as per IRC recommendations wherever such soils are used for the embankment constructions. The project road embankment is passing through flood plains of river Kosi and thereby adequate slope protection of embankment slopes made of such soils would be also worth considering against erosion due to rain and




wind keeping in view performance requirements of the road embankments along the project. Suitability of borrow area soils in relation to proposed earthen shoulder need be further assessed as per requirements of MoRTH specifications. Modified Proctor’s density of the borrow area soils are in the range of 1.757 T/m3 to 1.963 T/m3 with optimum moisture content (OMC) varying between 11.28 to 13.32 percent. Therefore suitability of the borrow area soils identified for use as embankment construction to any heights, subgrade and earthen shoulders / verges / backfill materials is adequate as per MoRTH specification requirements. 4-day soaked CBR value of the soils from the 24 numbers of borrow areas identified in the DPR varies from 3.07% to 29.31%. There is a mismatch of number of borrow pit observed in the laboratory report and material report. Please clarify. 9.2 Existing Subgrade Evaluation of existing Subgrade soil along the project road has been undertaken by trial pits nearly at every 500m. Characterizations and evaluation of existing Subgrade materials have been performed by conducting sieve analysis, Atterberg limit tests, compaction tests and CBR tests on soil samples collected. MDD is varying in the range of 1.7 to 1.9 T/m3 whereas OMC is of the order of 11 to 14%. Results of in-situ CBR value through Dynamic cone penetration tests are not available in the DPR. These tests are necessary in order to establish suitability of the existing Subgrade conditions in terms of overlaying or construction of new pavement constructions wherever as required. 9.3 Sand and Aggregates Source of sand material identified for the project is form the local river bed. None of the test results area made available in the draft DPR. Coarse sand from Son River at Koliwar is recommended. However it would be prudent to test properties of the sand from these sources are in compliance to the MoRTH requirements and these test results should be included into the DPR. Also it would be prudent to establish the lead distance plan of these two sand sources with respect to the project road alignment. Sources of aggregate identified from Pakur and Sheikhpura are identified for use in different layers of the flexible pavement and allied concrete works of drainage culverts and bridges. However lead distance of these quarry sources are preferred to be established with respect to alignment of the project highway. Test requirements on aggregates for their suitability as subbase and base courses materials as per requirements of Clauses 440.2.2 and 502.2.2 of MoRTH specification for Road and bridges are to be verified prior to recommendation of these materials for the pavement construction. Some of the test results are available in Volume III Materials report whereby it may be noted that combined flakiness and elongation (%) values are in non compliance to the MoRTH specifications. All other characteristics of aggregates required for the pavement base courses and bituminous layers, concrete works etc. need be evaluated and incorporated in the DPR.








• Utilities





11 Cost Estimates





With allowances made for contingencies, administrative costs (reportedly on the direction of the RCD) including departmental cost for LA, R& R, EIA and utility shifting etc, prepared in 2009 was Rs. 668.24 crores. At present day exchange rates this equates to approximately US$ 145 million. Unit rates adopted for major items such as GSB, WMM, DBM, BC etc. varies substantially from the normal prevailing rates in the area and further it is observed that the rates adopted in the cost estimation do not matches with the rate analysis submitted for these items. Hence the cost estimates needs to be revised based on the realistic unit rates. An updated unit rates shall be prepared by the TA Consultant for the major construction items taking the DPR unit rate as a basis. The updated cost estimate shall be worked out following the design modifications by the DPR consultants and shall be used for the feasibility studies.


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Sheladia Associates Inc, USA 1 of 1

Road Safety Audit

Road Safety Audit – SH 78 Bihta - Sarmera

1.1 Introduction:

The RSA (Road Safety Audit) is a systematic procedure that brings traffic safety knowledge into the road planning and design process to prevent traffic crashes. The RSA is a formal systematic road safety assessment or “checking” of a road or a road scheme.

RSA audit was carried out using tool kit from the Asian Development Bank (ADB) for the Detailed Design Phase. At this stage, the focus of the RSA is on examining the detailed design of junctions, proposed road markings, road side equipment, and proposed alignment to identify potential hazards resulting from adverse combinations of design elements (e.g., vertical and horizontal alignment). Implications arising from drainage choice, traffic signing, etc. have been examined.

RSA has been carried out for the project road section of Bihta – Sarnmera Road (SH-78) using the checklist set out in ADB tool kit for Road Safety Audit Stage 3 Detailed Design. Each and every item given in the ADB tool kit is discussed in detail in the subsequent paragraphs. The project road Bihta – Sarnmera Road (SH-78) is divided into 2 segments one falling in Patna District (Bihta-Naubatpur-Newa-Dumri-Beldarichak-Kansari-Daniawan) and the other under Nalanda District (Chandi-Noorsarai-Bhaganbigha-Rahui-Bind-Gopalbad-Sarmera). Bihta – Daniawan section: The Project Road starts from level crossing at Bihta on Bihta – Bikramganj Road. Therefore the starting point is proposed to be near Agriculture Marketing Board where approach to the sanctioned ROB ends. Chandi – Sarmera section: From Daniawan to Chandi is NH no. 30A. This section starts from junction of Biharsharif – Chandi – Noorsarai State Highway at Chandi and follows the alignment upto Noorsarai. It crosses NH-31 at Bhaganbigha, crosses Biharsharif – Nijai road near Sonsa, goes towards Bind, crosses Asthawan – Saksohra RCD road near Bind and passing through Alipur, Bind, Madipur, Malama, Gopalbad, Parnauvadih, Mirnagar and ends at Sarmera on NH-82. The project corridor runs completely in plain terrain. The land use along the project road is mainly agricultural. The Project Road (SH-78) also connects Sarnath, another Buddhist holy place by 2 routes, one via NH-30 & NH-2 and another via NH-84 & NH-19 (NH-84 joins NH-19 going towards Varanasi at Buxar after crossing the Ganga river) with Bihta being the junction of NH-84 & NH-30.

Recommendations

The road safety audit checklist and the comments and recommendations included in the following sections need to be taken into account during the project implementation. Special emphasis may be given to the following:

� Traffic calming measures to be implemented at built up sections with significant pedestrian activity including physical constraints to restrict the speed

� Bus stop and bus bay provision need to be reviewed and improved as needed since detailed field review of their location and layout has not been carried out as part of this review due to time limitation

� Detailed site specific intersection drawings are to be prepared incorporating all safety features


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ROAD SAFETY AUDIT - STAGE 3 DRAFT DETAILED DESIGN

S. No Checklist Comments

1 Information Required for the Audit

• Audit report decision on earlier stage audits There has been no RSA audit during earlier stages of the design

• Locality plan showing road network and general topographic

details in the region of the project Location plan for the project as well as PIA is not given in the report.

• Statement of the design criteria Design criteria is given in chapter 5 Volume 1 Main Report

• Relevant traffic demand information Traffic demand forecast is given in chapter 4 Volume 1 Main Report

• Horizontal and vertical alignment plans Horizontal and vertical alignment plans prepared and setout in Volume –VI : Drawings

• Cross-sections Cross-sections prepared and setout in Volume-VI : Drawings

• Grading and drainage plans showing the location and general

details of drainage structures Grading and drainage plans are given in Volume VI: Drawing Part 1. General arrangement for drainage structures are given in Volume VI: Drawings Part 2.

• Bridge layout plans including cross-sections and details of

barrier systems Bridge layout plans including cross section details and details of barrier systems are given in Volume VI: Drawings Part 2.

• Interchange and/or intersection layouts There is no provision for Interchanges in this project and the layout plans for all the

intersections are given in Volume VI: Drawing Part 1.

• Traffic signal layouts and design information There is no provision for traffic signal for this project road

• Traffic signal and road marking plans Road marking plans are given in Volume-VI: Drawings Part 1.

• Street lighting layouts and design information

Street lighting is the responsibility of local bodies hence this is not included in the report.

• Landscaping and beautification plans and tree planting details Recommended

• Plans showing relevant overhead services/utilities Recommended

2

Audit Items (General Items to be Checked)

• Design criteria

Design has been carried out as per Indian Roads Congress standards and the details are given in Chapter 5 in Volume 1 Main Report.

• Consistency among the items relevant to road safety

Change of design speed from 80 kmph to 50 kmph or below was proposed in the Detailed Project Report at several locations due to improper super elevation design which was revised with suitable super elevation as suggested by the geometric design review. . The few locations where the design speed is less than 80 kmph proper signage’s are provided in the drawings to warn the traffic,

• Route planning and location Route planning is given in Chapter 4 Volume 1 Main Report

• Aspects that have adverse safety implications or previous

decisions that have "locked in" constraints to the detailed design that may lead to unsatisfactory safety performance.

Social impact and land acquisition constraints have limited the alignment improvement in some locations. Speed restrictions with signage and speed bumps are proposed to restrict the speed. The superelevation provision was not fully utilized in design. The


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Road Safety Audit


review has recommended improvement as detailed in Section 5.3.4 of this Feasibility report.

• Adequacy of reservation width to achieve a safe cross-section,

considering the needs of all road users Right of Way (ROW) is proposed for 60 m. In case of urban area, and in the reaches with dense habitations/settlements on either side of the road, reduced ROW of 30 m is adopted.

• Appropriateness of the proposed access control

Proposed road is planned as a dual carriageway in future though only single carriageway is constructed now. However, no access control is planned. It is recommended to set procedures for control on the number of access points and the proper access to ensure safe access only is allowed and limit the number of access points considering the future development plan for the road.

3 Management Strategy Proposed, Considering Such Aspect as the Following

• Proposed speed limit

Proposed speed limit is 80 kmph adopted and speed has been reduced to 50 kmph at some locations to mitigate adverse social impact.

• Vehicle type restrictions As the traffic is of mixed flow, no vehicle restrictions are proposed.

• Proposed segregation for vulnerable road users

No segregation of road users is recommended as the slow moving traffic will be very less.

• On-street parking provisions/and/or bicyclists

Not proposed for this project as there is no immediate requirement. May require in future.

• Turn restrictions Not proposed in this project..

• Special provisions for pedestrians and/or bicyclists Zebra crossing is provided at all intersections.

• Special provisions for motorcyclists Not proposed in this project.

• Special provisions for trucks and/or buses Not proposed in this project except for busbays at bus stops.

• Provision of "motorist facilities" such as rest and service areas,

lay byes, etc. Not proposed in this project

Check that climatic and weather implications have been taken into account, e.g.:

• Wet weather and flooding effects

Normal flooding effects have been checked during design and taken into account in design.

• High winds Not observed.

• Fog-prone areas Project road area does not have any fog prone areas.

4

Geometric Design Elements (Check the horizontal alignment in respect to)

• Correct choice and application of design speed Project road is designed for 100/80 kmph through out the length except at some

stretches due to land constraints where it is 50 kmph. Sections with speed restrictions are provided with signage as given in the drawings.

• Consistency of horizontal alignment along the route The horizontal alignment is consistent through out the project road.


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• "Substandard" curves With the proposed revisions, there is only one curve with design speed 65 kmph and rest of the curves are designed for 80 kmph for the sections other than built-up area where design speed is restricted. Where the design speed is less proper speed restriction sign boards are provided. Speed restriction sign boards along with rumble strips are recommended before the speed restriction zones.

• Provision of transition curves (spirals) where appropriate Length of transition for all the curves is appropriate.

• Horizontal alignment at the "interface" between the proposed

construction and the existing road network Project road is designed with concentric widening.

Check the vertical alignment in respect to

• Consistency along the route Vertical alignment meets the design standard through out the length.

• Sight distance Sight distance is appropriate for all the vertical curves.

Check combination of horizontal and vertical alignment for

• Adequacy of stopping sight distance Adequate along the project road

• The achievement of overtaking sight distance Overtaking/no-overtaking zones are not identified and marked

• The achievement of approach sight distance at intersections Generally adequate

• Adequacy of sight distance at locations where there is a

discontinuity in the cross-section standard Adequate

• Combination of horizontal and vertical alignment that results in

unexpected areas of "hidden" pavement or areas None observed

5

Grades (Check for)

• Sections with steep downgrades Nil

• Sharp curves on steep downgrades, check adequacy of super

elevation rate to achieve appropriate design speed Nil

• Sections with steep upgrades and the need for "slow vehicle"

provisions Nil

6

Cross - Section (Check for)

• Number and width of traffic lanes, width of shoulders or emergency stopping lanes

Four typical cross sections were adopted for the total length of the project road. For new construction: Two lanes of width 7.0 m carriageway and earthen shoulders of 2.5 m on either side of the carriageway. The lane widths and shoulder width provided is adequate for the traffic level. As this is completely new construction, 94 kilometers is with new alignment and only 6 kilometers with existing alignment. Emergency stopping lanes are recommended at appropriate locations.


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• Median and separator width (where applicable)

Median or Separators are not provided in this project as the project road is at present single carriageway.

• Batter heights and slopes and guardrail requirement Provided as per standard

• Use of correct types of kerbs (avoid barrier kerbs) Kerbs are not provided in this project.

• The provision of footpaths Footpaths are not provided in this project. The provision may benefit

• Clearances to barriers and barrier types

W type crash barriers are proposed on Bridge approaches, High embankments (>3m), sharp horizontal curves with

• Appropriate transitions at locations where the cross-section

changes significantly Through out the length two lane carriageway cross section is adopted.

• Special provisions needed for vulnerable road users such as pedestrians, bicyclists, motorcyclists

Paved shoulders which will act as cycle tracks are provided at the built up sections where ROW is available to accommodate it. Also footpath-cum-drain is provided in built-up areas

• Differences in level between the roadways of divided roads at

intersections or access driveways The proposed carriageway is only with two lane single carriageway.

• Sight line obstruction by batter slopes through cuttings on

curves Entire road length will be on filling and so this is not a concern

7

Interchanges and Intersections (Check)

• General layout logic Standard layout is given in Drawings Volume VI. All intersections are at grade only

• Visibility and sight distance All intersections are at grade and visibility is clear except in built-up areas.

Check the following sight distance criteria applicable at intersections, and identify any situation where a deficiency is evident

- Approach sight distance

Approach sight distance is generally adequate. Warning signs are recommended on minor roads.

- Entering or crossing sight distance

There are obstructions in built-up areas. Recommended to clear visible obstruction within set back width.

- Safe intersection sight distance

There are obstructions in built-up areas. Recommended to clear visible obstruction within sight triangles.

- Sight distance to queued vehicles Not applicable as there are no signalized junctions.

- Sight lines and visibility to traffic signals and signs Couldn’t verify in the absence of detailed intersection drawings

At interchanges, check the following additional sight distance criteria

- Sight distance to exit nose and "gore" area Provisions are as per IRC standards

- Sight distance to the entry and merge area Provisions are as per IRC standards

• Auxiliary lanes and lane continuity Protection for "turning" Provisions are as per IRC standards


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vehicles at important intersections Avoiding of “Trap” lane arrangements

• Island size and shape Provisions are as per IRC standards

Traffic islands should be large enough to be easily visible; cater adequately for any traffic signs, signals, street lights, and provide adequate refuge for pedestrians.

Proper Island design is recommended at last intersection and marked pedestrian crossing facility should also be provided at all intersections.

Shape of the islands should guide vehicles into the correct travel path

Appropriate

Approach noses should be properly offset from the edge of traffic lanes

Appropriate

At roundabouts, check the shape and positioning of the approach "deflection/splitter islands" to ensure control of entry speed

Not applicable

• Land and turning roadway widths to provide adequately for

large/heavy vehicles turning at low speed

• Kerbs type

• Incorrect kerb usage may constitute a hazard to road users,

particularly motorcyclists

• Provisions for Pedestrians

- Lack of provision of footpaths and kerb ramps at crossing

points.

- Adequate area/width for medians and roadway separators, including pedestrian refuge islands

• Signals, signs, lighting, and other road furniture not to be placed

in vulnerable locations such as at the nose of traffic islands

Should not obstruct normal pedestrian movements

• Vehicle parking and bus stops

Vehicle parking places are not required. Bus stops along with bus bays are provided at appropriate locations.

- Identify the need for parking restrictions and check that proposed bus shelters and "waiting" buses will not obstruct sight lines important for the safe and efficient operation of the intersection.

No major parking issues noticed in the project alignment and the provided bus bays is itself sufficient for waiting.

- Check that where on-street parking is to be provided; parking maneuvers will not interfere with traffic moving through the intersection.

On-street parking is not required for this project road.

- Identify sites where stationary buses at bus stops will interfere with the movement of other traffic

No such sites identified along the project road.

• Property access points

No control at present. It is recommended to formulate policies and procedures and control property access to ensure safety of through and entering traffic.


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Are they likely to create unexpected traffic conflicts or otherwise hazardous traffic conflicts?

Currently, it is very unlikely to create any traffic conflict as the project alignment is predominantly traversing through open/agricultural fields but with future developments if not controlled could lead into creation of traffic conflicts and dangerous access.

8

Interchanges and Intersections (Check that)

• Traffic signals proposed only where they are warranted. Traffic signals are not proposed as none of the intersections warrant traffic signals.

• Proposed signal phasing provides adequately for the required

traffic (and pedestrian) movements. Not applicable

• No unexpected conflict situations arise in the signal phasing,

and that special phases for right turn movements are provided where justified.

Not applicable

• Required "intergreen time" for each phase change is sufficient

to allow safe operation. Not applicable

• The number and location of signal heads and posts ensure that each separately controlled vehicle movement has at least two (and preferably three or four) signal heads controlling it and that minimum visibility requirements are met.

Not applicable

• Adequate clearances are provided between the face of kerb and the signal head not located in islands and medians too small or narrow to afford the equipment adequate protection from vehicle impacts.

Not applicable

• The correct signal size and brightness are provided and that

back plates are provided. Not applicable

• Pedestrian signal displays and associated "call buttons" are

provided at sites where it is expected that pedestrians will cross signal-controlled roadways

Not applicable

9

Auditing of Traffic Signing and Road Marking Traffic Signs: (Check that)

• Traffic signing provides "positive" guidance rather than abstract

and indefinite information. Center line marking as well as traffic signs are shown through out the length.

• Necessary regulatory signs are provided and properly

positioned to control, both legally and practically, the movement of traffic along or across the roadway.

Regulatory signs are provided along the highway. Regulatory signs are recommended at the intersectionsas per the IRC requirements. Detailed intersection drawings are not provided.. Route number sign board required at all intersections.

• Appropriate warning signs are shown on the traffic signing

plans. Warning Signs are recommended.

• Any unnecessary warning signs are identified and removed. Nil

• Proposed direction and guide signing (consider "unfamiliar

drivers") Direction signs are recommended to include.


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• Letter/legend size is adequate to enable drivers to take any

necessary action safely. Appropriate

• Positioning of proposed direction signs will enable drivers to

take any necessary action safely. Proper positioning of directions signs are recommended during implementation. Details are not available in DPR.

• Appropriate reflectorization is specified or that internal or

external lighting of the signs is required. Speed limit sign boards are shown, delineators and reflectorization is recommended

• Provision of overhead (e.g. Gantry-mounted) signs where

complex multilane roadway layouts require vehicles to get into specific lanes to reach particular destinations.

Not applicable

• Positioning of signs does not obstruct sight lines at intersections

and on the inside of curves. Recommended to take care during implementation as per IRC standards

• Positioning of signs and selection of the type of signposts

prevent these structures themselves from being a significant roadside hazard.

Recommended to take care during implementation as per IRC standards

10

Road Marking and Delineation (Check)

• That the correct type of longitudinal line markings, in terms of line pattern and width is shown on the relevant plans.

Longitudinal markings are shown in plan and profile drawings. Delineators are not shown, it is recommended to include at bridges, sharp curves, culverts and at high embankments (>3m).

• That lines are properly positioned to guide vehicles in respect to the correct use of various traffic lanes and to effectively designate locations of merge and diverge situations, shoulders, and emergency stopping lanes

Appropriate

• For any case of discontinuity in "through" traffic lanes and any

unavoidable and inadequately signed "trap" lanes or other illogical lane marking arrangement.

Not Applicable for this project.

• That all horizontal and/or vertical curves on two-lane two-way roadways, at which overtaking sight distance is not achieved, are shown to be properly marked with double (barrier) lines and identify lane marking arrangements that may confuse or be unexpected by drivers.

Recommended to include.

• That double (barrier) lines are shown to be marked at any horizontal and/or vertical curves on two-lane two-way roadways at which overtaking sight distance is restricted, in accordance with appropriate guidelines.

Double (barrier) lines are recommended as per IRC:-35-1997.

• Closely spaced short lengths of barrier lining, which may lead

drivers into unsafe overtaking maneuvers, are identified. Not found.

• That approach hazard markings are shown on plans at the

approach end of traffic islands, medians, and separating islands and in the exit ramp "gore" areas at expressways and other

Not applicable in this project.


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interchanges.

• The correct positioning of all transverse lines such as "stop"

lines, holding (or "give way") lines, and pedestrian crossing lines.

Not provided but recommend that this is to be taken care of during implementation.

• That reflectorized road markings are specified to enhance night-

time visibility. Recommended to include at the bridges, sharp curves, culverts and at high embankments (>3m).

• That retro-reflective pavement markers or road studs are specified to supplement surface markings where there is a need for longer distance visibility at night and more effective pavement delineation.

Appropriate but retro reflective paintings are recommended.

11

Audit of Street Lighting Design (Check that)

• The extent of street lighting is appropriate to traffic safety needs

of road users and identifies situations where unlit short lengths of roadway are mixed with lit sections.

Street lighting is not considered as part of this project as it is usually provided by local bodies.

• The standard of lighting including uniformity and possible "glare"

effects is appropriate to the needs of the traffic situation Not applicable

• Lighting transitions are provided where street lighting ends Not applicable

• Lighting poles themselves do not constitute a roadside hazard Not applicable

• Lighting poles do not significantly obstruct driver sight lines Not applicable

12

Audit of Roadside Safety Provisions (Check)

• The provision of a "clear zone" Recommended to provide adequate set back distance as per IRC.

• The use of frangible types of road furniture Not included

• Guardrail provisions and design details

Guard rail provision and drawings given. The review has suggested crash barriers where not adequately provided in DPR and this has been incorporated.

• Minimum length of guardrail required to ensure that it functions

properly Recommended to include the details in the tender documents.

• Guardrail positioning relative to kerbs and objects being

protected Recommended to include the details in the tender documents.

• Bridge ends and guardrail to bridge rail transitions Recommended to include the details in the tender documents.

• Barriers and railings on bridges and elevated roadways Recommended to include the details in the tender documents.

• Landscaping and beautification Turfing is included all along the project road where the embankment is there.

• Other roadside hazards Buildings abutting the roadway in built up areas

• Safety treatment of uneven rock cut batters No hills along the project road


Final Report

Annexure 6-1


Road Safety Audit


• Roadways close to permanent deep water such as rivers No

• Lakes or seashore slopes close to the traffic lanes No lakes along the project road.

• Horizontal rails in pedestrian fencing close to roadways Not applicable.

13

Audit of Provisions for Special Road Users Pedestrians (Check)

• Lack of footpaths or locations where footpaths are obstructed

by posts and other road furniture. Footpaths are not considered in the design and it is not required in the rural areas.

• Lack of kerb ramps or "dropped kerbs" at crossing points

particularly at signalized intersections. There are no signalized intersections on the project road.

• Lack of specific crossing facilities such as signalized crossings,

refuge island, zebra crossings, or grade separations where warranted.

Not applicable

• Lack of specific pedestrian signal heads and signal phasing at

locations where there is significant nighttime pedestrian activity. Not required.

• Insufficient space for pedestrian refuge on traffic islands,

medians, etc. Not applicable

• Traffic management and devices to enable pedestrians to cross

wide roadways with continuous uninterrupted traffic flows

Only 2 lane roads are proposed and hence these facilities are not needed.

14

Motorcycles (Check)

• Horizontal and vertical alignment and sight distances,

appropriate to the expected operating speed Yes

• Cross-section standards, which provide adequate width of lanes

or roadway for motorcyclists Yes

• Appropriate clearances to roadside objects, merge and diverge

areas Yes

• Clear designation of priority between conflicting streams of

traffic at junctions Recommended to include at the junctions, the give way signs and markings.

• Adequate line and pavement marking to ensure an orderly flow

of vehicles and good delineation of the route ahead Retro reflective line marking is proposed

• Appropriate regulatory, warning, and direction signing with

legibility and sign positioning Recommended to include.

• Appropriate types of guardrails or barriers

Metallic crash barrier as per IRC specification is proposed on embankment height more than 3m.

• Provisions such as fully paved shoulders or special treatments

at signalized intersections Not applicable as there are no signalized junctions proposed.


Final Report

Annexure 6-2

Sheladia Associates Inc, USA 1 of 1 Road Safety Audit

Road Safety Audit – SH 81, SH 83, SH 84 and SH 85

Introduction



RSA has been carried out for the following project road sections of Southern package using the checklist set out in ADB tool kit for Road Safety Audit Stage 3 Detailed Design:

� Sakkadi – Nasirganj Road (SH-81) of length 86+880 Km

� Bagi - Barbigha (SH-83) of length 37+300 Km

� Ghoha-Barahat (SH-84) of length 54+600 Km

� Akabarnagar to Amarpur (SH-85) of length 34+000 Km

Each and every item given in the ADB tool kit is discussed in detail in the subsequent paragraphs.

Recommendations






Final Report

Annexure 6-2







details in the region of the project Location plan for the project as well as PIA is not given in the report.






details of drainage structures Grading and drainage plans are given in Volume VI: Drawing. General arrangement for drainage structures are given in Volume VI: Drawings.


barrier systems Bridge layout plans including cross section details and details of barrier systems are given in Volume VI: Drawings.

• Interchange and/or intersection layouts There is no provision for Interchanges in this project and standard layout plans for

intersections are given in Volume VI: Drawing.


• Traffic signal and road marking plans Road marking plans are given in Volume-VI: Drawings.





2


• Design criteria

Design has been carried out as per Indian Roads Congress standards and the details are given in Chapter 5 in Volume 1 Main Report.


Reduction in design speed is proposed in the Detailed Project Report at several locations due to design constraints as well as urban/settlements. Where ever the design speed is less than 80 kmph proper signage’s are provided in the drawings to warn the traffic,




Social impact and land acquisition constraints have limited the alignment improvement in some locations. Speed restrictions with signage and speed bumps are proposed to restrict the speed.


considering the needs of all road users Right of Way (ROW) proposed is 30 m. In case of urban area, and in the reaches with dense habitations/settlements on either side of the road, ROW is limited to the construction width required to minimize the social impact


Final Report

Annexure 6-2




Proposed road is a rural road providing connectivity to the villages along and as such no access control is planned. However it is recommended to set procedures to ensure safe access only is allowed and limit the number of access points.



Proposed speed limit is 80 kmph adopted and speed has been reduced to 50 kmph or below at various locations to mitigate adverse social impact.



Paved shoulder, which could act as a slow moving lane is provided in settlements where right of way is available. No physical segregation is proposed.


No proposal included in the project. Some of the urban sections have the requirement but the ROW restrictions do not allow separate provision. The paved shoulder provided in built up areas is likely to be used partly for this.

• Turn restrictions Not proposed in this project.

• Special provisions for pedestrians and/or bicyclists

Covered drain cum footpath provided in built up areas. Zebra crossing is provided at all intersections.

• Special provisions for motorcyclists None

• Special provisions for trucks and/or buses Bus stops and bus bays are provided along the project road.


lay byes, etc. Not provided



Normal Flooding effects have been checked during design and taken into account in design.

• High winds Not observed in the project area normally

• Fog-prone areas Project road area is not fog prone

4


• Correct choice and application of design speed Project road is designed for 80 kmph through out the length except at some stretches where it is 50 kmph or below. This is mainly at built up sections where ROW is limited to construction width. It is also not safe to allow higher speed in these sections. The sections were it is less than the general design speed proper signage is provided in the drawings.

• Consistency of horizontal alignment along the route The horizontal alignment is generally consistent except for the built-up areas

• "Substandard" curves There are substandard curves (23 in SH 81, 12 in SH 83, 40 in SH 84 and 38 in SH 85) with design speed less than 80 kmph, where proper speed restriction signboards are provided. Speed restriction signboards along with rumble strips are recommended before the speed restriction zones.



Final Report

Annexure 6-2






• Consistency along the route Good



• Adequacy of stopping sight distance Adequate


• The achievement of approach sight distance at intersections Not adequate in built up areas




unexpected areas of "hidden" pavement or areas Not observed

5

Grades (Check for)





provisions Nil

6



Four typical cross sections were adopted for the total length of the project road. (a)For new construction in rural areas: Two lanes of width 7.0 m carriageway, with earthen shoulders of 2.5 m on either side of the carriageway. (b) For concentric widening: Two lanes of width 7.0 m carriageway, with earthen shoulders of 2.5 m on either side of the carriageway. (c) For Urban area with covered drain: Two lanes of width 7.0 m carriageway, with gravel shoulder of 1.5 m along with covered drain of 1.0 m on either side of the carriageway. (d) At ROB the Two lane carriageway 8. 0m (Flexible) with 1.5m footpath and 0.5m safe barriers and for the service road 5.5m (Flexible) with 1.0m earthen shoulders either side.

Emergency stopping lanes are recommended at appropriate locations.


Median or Separators not provided in this project as the project road is two lane single carriageways.


• Use of correct types of kerbs (avoid barrier kerbs) Appropriate kerbs provided where footpath is provided.


Final Report

Annexure 6-2



• The provision of footpaths Footpaths provided in built up areas.


W type crash barriers are proposed on Bridge approaches, High embankments (>3m), sharp horizontal curves.

• Appropriate transitions at locations where the cross-section

changes significantly Through out the length two lane carriageway cross section is adopted.




intersections or access driveways The proposed carriageway is only single carriageway.


curves Entire road will be on embankment and there is no sight obstruction.

7



• Visibility and sight distance It is a problem in built-up areas.



Approach Sight distance is a concern in built up areas. However, design speed at all intersections is restricted to 50kmph or below and so the severity is minimized. Warning signs are recommended on minor roads.

- Entering or crossing sight distance Recommended to clear visible obstruction within set back width.

- Safe intersection sight distance Recommended to clear visible obstruction within sight triangles.

- Sight distance to queued vehicles Not applicable.



- Sight distance to exit nose and "gore" area Not applicable.

- Sight distance to the entry and merge area Not applicable.

• Auxiliary lanes and lane continuity Protection for "turning"


All the intersections are minor intersections except where the major intersections are connected with National or State highways and at those locations auxiliary lanes are provided.



Provisions are as per IRC standards


Final Report

Annexure 6-2







At roundabouts, check the shape and positioning of the approach "deflection/splitter islands" to ensure control of entry speed

Not applicable



• Kerbs type





points.













• Property access points Not demarcated.


It is very unlikely to create any traffic conflict as the project alignment is predominantly traversing through open/agricultural fields.

8


• Traffic signals proposed only where they are warranted.

Traffic signals are not provided as none of the intersections are warranted the traffic signals.



• No unexpected conflict situations arise in the signal phasing, Not applicable


Final Report

Annexure 6-2






• The number and location of signal heads and posts ensure that each separately controlled vehicle movement has at least two (and preferably three or four) signal heads controlling it and that minimum visibility requirements are met.

Not applicable


Not applicable





Not applicable

9















take any necessary action safely. Directions signs are recommended


external lighting of the signs is required. Speed limit sign boards, delineators and reflectorization are recommended to include.



Not applicable




Final Report

Annexure 6-2






10



Longitudinal markings are shown in plan profile drawings. Delineators are not shown, it is recommended to include at bridges, sharp curves, culverts and at high embankments (>3m).


Appropriate









drivers into unsafe overtaking maneuvers, are identified. Barriers are recommended where the embankment height is more than 3.0 m. and at the bridge approaches.

• That approach hazard markings are shown on plans at the approach end of traffic islands, medians, and separating islands and in the exit ramp "gore" areas at expressways and other interchanges.




To be done as per IRC standards




Provided

11


• The extent of street lighting is appropriate to traffic safety needs Street lighting is not considered part of this project as it is usually provided by local bodies.


Final Report

Annexure 6-2




bodies.






12


• The provision of a "clear zone"

Recommended to provide adequate set back distance as per IRC. Not detailed in drawings

• The use of frangible types of road furniture Not considered.









• Landscaping and beautification Not included

• Other roadside hazards Not identified


• Roadways close to permanent deep water such as rivers

Deep waters observed at some locations. It is recommended to construct toe walls based on the requirement.


• Horizontal rails in pedestrian fencing close to roadways Not provided

13



by posts and other road furniture. Footpaths are included in the typical cross section with covered drain in built up areas





Not applicable

• Lack of specific pedestrian signal heads and signal phasing at Not applicable


Final Report

Annexure 6-2



locations where there is significant nighttime pedestrian activity.






14

Motorcycles (Check)






areas Yes












Final Report

Annexure 6-3


Road Safety Audit

Road Safety Audit of SH 86, SH 87, SH 89, SH 90 and SH 91



RSA has been carried out for the following project road sections of Northern package using the checklist set out in ADB tool kit for Road Safety Audit Stage 3 Detailed Design:

� Saraiya – Motipur (SH 86) of length 28+230 Km

� Runnisaidpur - Bhiswa (SH-87) of length 68+500 Km

� Siwan – Siswan (SH 89) of length 33+221 Km

� Mohammadpur to Chhapra (SH 90) of length 64+700 Km

� Birpur – udakishanganj (SH-91) of length 106+388 Km

Each and every item given in the ADB tool kit is discussed in detail in the subsequent paragraphs.

Recommendations






Final Report

Annexure 6-3


Road Safety Audit






details in the region of the project Location plan for the project is given in the report.






details of drainage structures Grading and drainage plans are given in Volume VI: Drawing Part 1. General arrangement for drainage structures are given in Volume VI: Drawings Part 2.


barrier systems Bridge layout plans including cross section details and details of barrier systems are given in Volume VI: Drawings Part 2.

• Interchange and/or intersection layouts There is no provision for Interchanges in this project and the layout plans for all the

intersections are given in Volume VI: Drawing Part 1.


• Traffic signal and road marking plans Traffic signals and road marking plans are given in Volume-VI: Drawings Part 1.





2


• Design criteria

Design has been carried out as per Indian Roads Congress (IRC) standards and the details are given in Chapter 5 in Volume 1 Main Report.


Reduction in design speed is proposed in the Detailed Project Report at several locations due to design constraints as well as urban/settlements. Where ever the design speed is less than 80 kmph proper signage’s are provided in the drawings to warn the traffic,




Social impact and land acquisition constraints have limited the alignment improvement in some locations. Speed restrictions with signage and speed bumps are proposed to restrict the speed.


considering the needs of all road users Right of Way (ROW) proposed is 30 m. In case of urban area, and in the reaches with dense habitations/settlements on either side of the road, ROW is limited to the construction width required to minimize the social impact


Final Report

Annexure 6-3


Road Safety Audit



Proposed road is a rural road providing connectivity to the villages along and as such no access control is planned. However it is recommended to set procedures to ensure safe access only is allowed and limit the number of access points.



Proposed speed limit is 80 kmph adopted and speed has been reduced to 50 kmph or below at various locations to mitigate adverse social impact.



Paved shoulder, which could act as a slow moving lane is provided throughout on SH 86. For SH 87, SH 89, SH 90 and SH 91, paved shoulder is given in settlements/heavy traffic areas where right of way is available. No physical segregation is proposed.


No proposal included in the project. Some of the urban sections have the requirement but the ROW restrictions do not allow separate provision. The paved shoulder provided is likely to be used partly for this.

• Turn restrictions Not proposed in this project.

• Special provisions for pedestrians and/or bicyclists

Covered drain cum footpath provided in built up areas. Zebra crossing is provided at all intersections.

• Special provisions for motorcyclists None

• Special provisions for trucks and/or buses Bus stops and bus bays are provided along the project road.


lay byes, etc. Not provided



Normal Flooding effects have been checked during design and taken into account in design.

• High winds Not observed in the project area normally

• Fog-prone areas Project road area is not fog prone

4


• Correct choice and application of design speed Project road is designed for 80 kmph through out the length except at some stretches where it is 50 kmph or below. This is mainly at built up sections where ROW is limited to construction width. It is also not safe to allow higher speed in these sections. The sections were it is less than the general design speed proper signage is provided in the drawings.

• Consistency of horizontal alignment along the route The horizontal alignment is generally consistent except for the built-up areas

• "Substandard" curves There are substandard curves (16 in SH 86, 92 in SH 87, 1 in SH 89, 4 in SH 90 and 53 in SH 91) with design speed less than 80 kmph, where proper speed restriction signboards are provided. Speed restriction signboards along with rumble strips are recommended before the speed restriction zones.


Final Report

Annexure 6-3


Road Safety Audit






• Consistency along the route Good



• Adequacy of stopping sight distance Adequate


• The achievement of approach sight distance at intersections Not adequate in built up areas




unexpected areas of "hidden" pavement or areas Not observed

5

Grades (Check for)





provisions Nil

6



Cross sections with 7.0 m carriageway, paved shoulder of 1.5 m and earthen shoulder of 1.5m adopted for SH 86 and Cross sections with 7.0 m carriageway and earthen shoulder of 2.5m adopted for SH 87, SH 89, SH 90 & SH 91 in open areas. In built up areas, paved shoulders and covered drain-cum-footpath is provided for all roads. Emergency stopping lanes are recommended at appropriate locations.


Median or Separators not provided in this project as the project road is two lane single carriageways.


• Use of correct types of kerbs (avoid barrier kerbs) Appropriate kerbs provided where footpath is provided.

• The provision of footpaths Footpaths provided in built up areas.


W type crash barriers are proposed on Bridge approaches, High embankments (>3m), sharp horizontal curves.

• Appropriate transitions at locations where the cross-section Through out the length two lane carriageway cross section is adopted.


Final Report

Annexure 6-3


Road Safety Audit


changes significantly




intersections or access driveways The proposed carriageway is only single carriageway.


curves Entire road will be on embankment and there is no sight obstruction.

7



• Visibility and sight distance It is a problem in built-up areas.



Approach Sight distance is a concern in built up areas. However, design speed at all intersections is restricted to 50kmph or below and so the severity is minimized. Warning signs are recommended on minor roads.

- Entering or crossing sight distance Recommended to clear visible obstruction within set back width.

- Safe intersection sight distance Recommended to clear visible obstruction within sight triangles.

- Sight distance to queued vehicles Not applicable.



- Sight distance to exit nose and "gore" area Not applicable.

- Sight distance to the entry and merge area Not applicable.

• Auxiliary lanes and lane continuity Protection for "turning"


All the intersections are minor intersections except where the major intersections are connected with National or State highways and at those locations auxiliary lanes are provided.








At roundabouts, check the shape and positioning of the approach Not applicable


Final Report

Annexure 6-3


Road Safety Audit


"deflection/splitter islands" to ensure control of entry speed



• Kerbs type





points.













• Property access points Not demarcated.


It is very unlikely to create any traffic conflict as the project alignment is predominantly traversing through open/agricultural fields.

8


• Traffic signals proposed only where they are warranted.

Traffic signals are not provided as none of the intersections are warranted the traffic signals.



• No unexpected conflict situations arise in the signal phasing,


Not applicable



• The number and location of signal heads and posts ensure that Not applicable


Final Report

Annexure 6-3


Road Safety Audit


each separately controlled vehicle movement has at least two (and preferably three or four) signal heads controlling it and that minimum visibility requirements are met.


Not applicable





Not applicable

9















take any necessary action safely. Directions signs are recommended


external lighting of the signs is required. Speed limit sign boards are shown, delineators and reflectorization is recommended



Not applicable






10



Final Report

Annexure 6-3


Road Safety Audit



Longitudinal markings are shown in plan profile drawings. Delineators are not shown, it is recommended to include at bridges, sharp curves, culverts and at high embankments (>3m).


Appropriate









drivers into unsafe overtaking maneuvers, are identified. Barriers are recommended where the embankment height is more than 3.0 m. and at the bridge approaches.

• That approach hazard markings are shown on plans at the approach end of traffic islands, medians, and separating islands and in the exit ramp "gore" areas at expressways and other interchanges.




To be done as per IRC standards




Provided

11


• The extent of street lighting is appropriate to traffic safety needs


Street lighting is not considered part of this project as it usually provided by local bodies.





Final Report

Annexure 6-3


Road Safety Audit




12


• The provision of a "clear zone"

Recommended to provide adequate set back distance as per IRC. Not detailed in drawings

• The use of frangible types of road furniture Not considered.









• Landscaping and beautification Not included

• Other roadside hazards Not identified


• Roadways close to permanent deep water such as rivers

Deep waters observed at some locations. It is recommended to construct toe walls based on the requirement.


• Horizontal rails in pedestrian fencing close to roadways Not provided

13



by posts and other road furniture. Footpaths are included in the typical cross section with covered drain in built up areas





Not applicable

• Lack of specific pedestrian signal heads and signal phasing at

locations where there is significant nighttime pedestrian activity. Not applicable




Final Report

Annexure 6-3


Road Safety Audit





14

Motorcycles (Check)






areas Yes












Annexure 7.1

Sheladia Associate Inc, USA 1 May 10, RCD Bihar

Annexure 7.1 Cost Comparison Summary Tables

Comparative Cost Estimate for Major Items for SH - 81

84.29 Km, North Bihar with recently tendered rates of SH 78.

S.No. Bill No: Description Amount (Rs.) SH

- 81 as per TA

Amount (Rs.)

w.r.t SH - 78

2 Bill No.2 EARTH WORK 919.60 892.39

3 Bill No.3 GRANULAR BASE COURSE AND SUB-

BASE 6,161.73 5,650.26

4 Bill No.4 BITUMINOUS COURSE 5,806.79 6,197.76

6 Bill No.6 CULVERTS 174.02 279.96

7 Bill No.7 BRIDGES 2,150.49 2,333.11

COST OF CIVIL WORKS (IN Rupees) ------- (A) 15212.62 15353.49

1.01

Lead for Aggregates 76 92


Annexure 7.1


Comparison of Per Km cost of SH 86 with SH 91

SH-91, 101.50 Km SH-86, 28.250 Km

S.No.

Bill No: Description Amount

(Rs.)

Amount

per Km.

Amount

(Rs.)

Amount

per Km. Remarks

1 Bill No.1 Site Clearance And Dismantling

215.29 2.12 52.40 1.85

2 Bill No.2 Earth Work 2,736.47 26.96 813.00 28.78

3 Bill No.3 Granular Base Course And Sub-Base

12,748.74 125.60 4,414.62 156.27

Paved Shoulder 2 x 1.5m extra for SH-86

4 Bill No.4 Bituminous Course 11,740.35 115.67 4,161.97 147.33

Paved Shoulder 2 x 1.5m extra for SH-86

5 Bill No.5 Concrete Pavement In Built – Up- Zone

795.12 7.83 - 0.00

6 Bill No.6 Culverts 3,298.11 32.49 1,185.66 41.97 More No. of Box in SH-86

7 Bill No.7 Bridges 3,193.90 31.47 2,935.38 103.91

More No. of Structures including 1 RoB in SH-86

8 Bill No.8 Drainage Work 1,285.94 12.67 297.92 10.55

9 Bill No.9 Traffic Signs Marking And Other Road Appurtenances

211.74 2.09 66.58 2.36

10 Bill No.10 Miscellaneous 47.27 0.47 31.79 1.13

COST OF CIVIL WORKS (IN Rupees)

------- (A) 36272.93 13959.32

Cost per Km 51.05 49.41

Weighted average thickness

Crust SH - 91 SH -

86

GSB 200 200

WMM 250 250

DBM 112 110

BC 44.8 40

Structures Total No.'s

No. 's /

Km

Total

No.'s

No. 's /

Km

Box Culverts 232 2.29 87 3.08

Minor Bridges 29 0.29 7 0.25

Mojor Bridges 0 0.00 1 0.04

ROB 0 0.00 1 0.04


Annexure 7.1


Comparative Cost Estimate for Major Items for SH - 86 28.208 Km, North Bihar with market rates on nearby ongoing project (of SH 74) and recently tendered SH

78 rates.

S.No. Bill No: Description Amount (Rs.)

SH-86

Amount (Rs.)

SH-74

2 Bill No.2 EARTH WORK 703.15 873.01

3 Bill No.3 GRANULAR BASE COURSE AND SUB-

BASE 4,337.34 4,167.93

4 Bill No.4 BITUMINOUS COURSE 4,058.27 4,459.76

6 Bill No.6 CULVERTS 273.61 363.27

7 Bill No.7 BRIDGES 1,514.61 2,231.92

COST OF CIVIL WORKS (IN Rupees) ------- (A) 10886.96 12095.89

Variance 1.11


Annexure 7.1


Comparison of Per Km cost of SH 87 with SH 91

SH-91, 101.50 Km SH-87, 67.787 Km

S.No. Bill No: Description Amount

(Rs.) Amount per Km.

Amount (Rs.

Lakhs)

Amount per Km.

1 Bill No.1 SITE CLEARANCE AND DISMANTLING

215.29 2.12 79.38 1.17

2 Bill No.2 EARTH WORK 2,736.47 26.96 3,669.83 54.14

3 Bill No.3 GRANULAR BASE COURSE AND SUB-BASE

12,748.74 125.60 11,551.89 170.41

4 Bill No.4 BITUMINOUS COURSE 11,740.35 115.67 6,085.57 89.77

5 Bill No.5 CONCRETE PAVEMENT IN BUILT – UP- ZONE

795.12 7.83 - 0.00

6 Bill No.6 CULVERTS 3,298.11 32.49 2,323.25 34.27

7 Bill No.7 BRIDGES 3,193.90 31.47 6,259.58 92.34

8 Bill No.8 DRAINAGE WORK 1,285.94 12.67 2,551.00 37.63

9 Bill No.9 TRAFFIC SIGNS MARKING AND OTHER ROAD APPURTENANCES

211.74 2.09 181.79 2.68

10 Bill No.10 MISCELLANEOUS 47.27 0.47 47.27 0.70

COST OF CIVIL WORKS (IN Rupees) ------- (A)

36272.93 357.37 32749.56 483.12

Weighted average thickness

Crust SH - 91 SH - 87

GSB 200 240

WMM 250 250

DBM 112 78.3

BC 44.8 40

Structures

Total No.'s

No. 's / Km Total No.'s No. 's / Km

Box Culverts 232 2.29 158 2.33

Minor Bridges 29 0.29 12 0.18

Mojor Bridges 0 0.00 0 0.00

ROB 0 0.00 1 0.01


Annexure 7.1


Variation cost is mainly due to following changes in Bill No. 3, Bill No. 7 & Bill No. 8

Bill No. 3

Cost is high due to higher lead (SH - 91 - 200km and SH - 87 -- 260 Km) & more GSB thickness ( SH - 91 -- 200mm & SH - 87-- 260mm)

Bill No. 7 & Bill No.

Cost is high due to higher lead (SH - 91 - 200km and SH - 87 -- 260 Km), concrete rates are more

SH - 87 one RoB, where as SH - 91 no RoB


67.78 Km, North Bihar with market rates of nearby ongoing project (of SH 74) and recently tendered rates of SH 78.


Amount (Rs.)

SH - 87 as per

TA

Amount (Rs.)

w.r.t SH - 74

Amount (Rs.)

w.r.t SH - 78

2 Bill No.2 EARTH WORK 1,600.38 2,005.53 1,661.15

3 Bill No.3 GRANULAR BASE COURSE AND

SUB-BASE 11,364.57 9,371.80 7,809.10

4 Bill No.4 BITUMINOUS COURSE 5,904.91 6,161.54 5,679.03

6 Bill No.6 CULVERTS 854.99 1,224.49 950.13

7 Bill No.7 BRIDGES 2,911.29 4,645.53 3,616.32

COST OF CIVIL WORKS (IN Rupees) ------- (A) 22636.14 23408.89 19715.73

1.03 0.87


Haulage 4.1


Annexure 7.1



64.71 Km, North Bihar with market rates of nearby ongoing project (of SH 74) and recently tendered rates of SH 78.


Amount (Rs.) SH - 90 as per

TA

Amount (Rs.) w.r.t

SH - 74

Amount (Rs.) w.r.t

SH - 78

2 Bill No.2 EARTH WORK 1,217.12 1,595.95 1,321.90

3 Bill No.3 GRANULAR BASE COURSE AND SUB-BASE

10,461.76 9,695.12 7,638.96

4 Bill No.4 BITUMINOUS COURSE 5,587.94 6,075.53 5,486.27

6 Bill No.6 CULVERTS 713.33 1,056.02 811.92

7 Bill No.7 BRIDGES 1,405.89 2,276.02 1,740.93

COST OF CIVIL WORKS (IN Rupees) ------- (A) 19386.03 20698.64 16999.99

1.07 0.88


Haulage 4.1 4.9

Comparative Cost Estimate for Major Items for SH - 91 101.6 Km, North Bihar with market rates on nearby ongoing project (of SH 77) and recently tendered SH 78 rates.


Amount (Rs.) SH - 91 as per

TA

Amount (Rs.) w.r.t DDPR SH -

91**

Amount (Rs.) w.r.t

SH - 77

Amount (Rs.) w.r.t

SH - 78

2 Bill No.2 Earth Work 1,944.35 2,855.00 2,639.64 2,018.19

3 Bill No.3 Granular Base Course And Sub-Base

12,615.85 19,916.71 13,032.07 11,608.47

4 Bill No.4 Bituminous Course 11,418.56 12,898.30 12,845.02 11,514.96

6 Bill No.6 Culverts 1,574.97 1,726.76 2,318.49 1,745.59

7 Bill No.7 Bridges 1,821.60 2,362.53 2,799.80 2,113.11


1.35 1.15 0.99

Lead for Aggregates 200 398 92 Haulage 4.1 4.9

TACR: India: Preparing the Bihar State Highways II Project

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