Detailed Project Report for up gradation of Gadichiroli ...environmentclearance.nic.in/writereaddata/Online/TOR/0_0...Detailed Project Report for up gradation of Gadichiroli -Sironcha

Detailed Project Report for up gradation of Gadichiroli -Sironcha of NH- 353 C in the state of Maharastra to two / four lane with paved shoulder configuration (Package no- NH/IAHE/02)

Revision R0 Final Inception Report

Infra Support Engineering Consultants Pvt. Ltd in JV with IIIE Ltd 1

TABLE OF CONTENTS

CHAPTER 1. INTRODUCTION ................................................................................. 7

1.1 PROJECT BACKGROUND .................................................................................. 7

1.2 OBJECTIVE OF THE PROJECT ......................................................................... 8

1.3 SCOPE OF THE PROJECT.................................................................................. 9

1.4 SCOPE OF INCEPTION REPORT ..................................................................... 10

1.5 TIME FRAME .................................................................................................... 11

1.6 AGREEMENT .................................................................................................... 11

1.7 EFFECTIVE DATE OF COMMENCEMENT OF SERVICES ............................ 11

1.8 QUALITY ASSURANCE PLAN ......................................................................... 12

1.9 WORK PLAN AND DELIVERABLES ................................................................ 12

1.10 POSSIBLE CONSTRAINTS ............................................................................... 12

1.11 STRUCTURE OF THE REPORT ....................................................................... 13

CHAPTER 2. PROJECT APPRECIATION ............................................................... 14

2.1 SITE VISITS ...................................................................................................... 14

2.2 LOCATION MAP ............................................................................................... 14

2.3 PROJECT DESCRIPTION ................................................................................. 15

2.4 ABOUT THE PROJECT CORRIOR ................................................................... 18

2.5 TERRAIN ........................................................................................................... 20

2.6 LAND USE ......................................................................................................... 21

2.7 BUILT – UP AREAS .......................................................................................... 22

2.8 CARRIAGEWAY AND SHOULDER WIDTH ..................................................... 23

2.9 EMBANKMENT HEIGHT ................................................................................. 25

2.10 HORIZONTAL ALIGNMENT ............................................................................ 26




2.11 VERTICAL ALIGNMENT .................................................................................. 30

2.12 JUNCTIONS ...................................................................................................... 31

2.13 PAVEMENT CONDITION ................................................................................. 31

2.14 ROW DETAILS .................................................................................................. 36

2.15 SOIL AND SUBSOIL ......................................................................................... 37

2.16 UTILITIES ALONG THE PROJECT HIGHWAY............................................... 38

2.17 SOCIO RELIGIOUS STRUCTURE AND BUILDINGS ...................................... 38

2.18 BRIDGES AND CROSS DRAINAGE STRUCTURES ........................................ 38

2.19 RESURFACING PROGRAM .............................................................................. 42

CHAPTER 3. APPROACH & METHODOLOGY ...................................................... 44

3.1 GENERAL .......................................................................................................... 44

3.2 OBJECTIVE OF THE STUDY ........................................................................... 44

3.3 APPROACH AND METHODOLOGY ................................................................. 44

3.4 QUALITY ASSURANCE SYSTEM FOR CONSULTANCY ASSIGNMENT ....... 46

3.5 REVIEW OF DATA AND DOCUMENTS ........................................................... 47

3.6 SOCIAL ANALYSIS ........................................................................................... 48

3.7 TRAFFIC SURVEYS .......................................................................................... 48

3.8 ENGINEERING SURVEYS & INVESTIGATIONS............................................ 55

3.9 DETAILED DESIGN OF ROAD AND PAVEMENTS, STRUCTURES .............. 67

3.10 ENVIRONMENT AND SOCIAL IMPACT ASSESSMENT ................................ 73

3.11 ESTIMATION OF QUANTITIES AND PROJECT COSTS ................................ 78

3.12 VIABILITY AND FINANCING OPTIONS ......................................................... 78

CHAPTER 4. TASK ASSIGNMENT AND MANNING SCHEDULE ........................ 81

4.1 INTRODUCTION ............................................................................................... 81




4.2 TEAM COMPOSITION ...................................................................................... 81

4.3 TASK ASSIGNMENTS ...................................................................................... 81

4.4 TIME SCHEDULE FOR KEY PERSONNEL ..................................................... 90

4.5 PROJECT DURATION & DELIVERABLES ...................................................... 90

4.6 MOBILIZATION ................................................................................................ 91

CHAPTER 5. WORK PROGRAMME ....................................................................... 92

5.1 GENERAL .......................................................................................................... 92

CHAPTER 6. PROFORMA FOR DATA COLLECTION ........................................... 94

CHAPTER 7. DESIGN STANDARDS AND PROPOSED CROSS-SECTIONS ......... 95

7.1 INDICATIVE DESIGN STANDARDS FOR DIVIDED CARRIAGEWAY: .......... 95

7.2 DESIGN STANDARDS ...................................................................................... 95

7.3 TYPICAL CROSS-SECTIONS .......................................................................... 101

CHAPTER 8. KEY PLAN AND LINEAR PLAN ..................................................... 103

CHAPTER 9. DEVELOPMENT PLANS ................................................................ 104

9.1 GENERAL ........................................................................................................ 104

9.2 EXISTING DEVELOPMENT PLANS AND WORK IN PROGRESS: ............... 104

CHAPTER 10. QUALITY ASSURANCE PLAN (QAP) ............................................. 110

10.1 OBJECTIVES OF QAP .................................................................................... 110

10.2 QUALITY ASSURANCE (QA) .......................................................................... 110

CHAPTER 11. DRAFT DESIGN STANDARDS ....................................................... 112

CHAPTER 12. LAND ACQUISITION PLAN ........................................................... 118

12.1 LAND ACQUISITION PLAN ........................................................................... 118

CHAPTER 13. SUMMARY AND CONCLUSIONS .................................................. 119

13.1 SUMMARY ....................................................................................................... 119




13.2 CONCLUSIONS / NEXT STEP ........................................................................ 119

Tables

Table 2.1 Summary of Existing and Design Chainage ................................................ 18

Table 2.1 Location of major villages/population centres enroute. ............................... 22

Table 2.2 Details of Carriageway and Shoulder .......................................................... 25

Table 2.3 Horizontal Curve details for the alignment ................................................. 26

Table 2.4 Major Intersections ...................................................................................... 31

Table 2.5 Pavement Condition along the alignment ................................................... 32

Table 2.6 Existing Right of Way along the Alignment ................................................ 36

Table 2.7 Summary of Existing Bridges and Culverts ................................................ 38

Table 2.8 Major Bridge ................................................................................................. 39

Table 2.9 Minor Bridge ................................................................................................ 40

Table 2.10 Details of Resurfacing Section and length of BBD Survey ......................... 42

Table 3.1 Traffic surveys and Durations ..................................................................... 48

Table 3.2 Traffic Survey Locations for TVC, OD and Axle Load Surveys .................. 49

Table 3.3 Turning Movement Count Survey Locations ............................................... 50

Table 4.1 Team Composition ........................................................................................ 81

Table 4.2 Manning Schedule ........................................................................................ 90

Table 4.3 Project Deliverables...................................................................................... 90

Table 5.1 Work Programme ......................................................................................... 92

Figures

Figure 2.1 Location Map ................................................................................................ 14

Figure 2.2 Key Plan showing the alignment ................................................................. 15

Figure 2.3 Alignment of Wainganga River and bridge over Godavari river ................ 16

Figure 2.4 Key plan showing important locations around the Project Corridor .......... 17




Figure 2.5 The profile of the terrain along the project corridor .................................... 21

Figure 2.6 Cross Section for existing 4 Lane ................................................................. 24

Figure 2.7 Cross Section for existing 2 Lane ................................................................. 24

Figure 2.8 Cross Section for existing Intermediate Lane. ............................................ 24

Figure 7.1 The typical cross-section of new 4-lane with paved shoulder.................... 102

Figure 7.2 The typical cross-section of new 2-lane with paved shoulder.................... 102

Figure 8.1 Location Map .............................................................................................. 103

Abbreviations

AADT Annual Average Daily Traffic

AASHTO American Association of State Highway and Transportation Officials

ADB Asian Development Bank

ADT Average Daily Traffic

BBD Benkelman Beam Deflection

BIS Bureau of Indian Standard

BOQ Bill of Quantities

BOT Built, Operate and Transport

CA Concession Agreement

CBR California Bearing Ratio

DBFOT Design, Build, Finance, Operate and Transfer

DPR Detailed Project Report

DTM Digital Terrain Model

EIA Environment Impact Assessment

EL Electrical Lines

FSR Feasibility Study Report

GAD General Arrangement Drawing

GFC Good for Construction

Govt. Government




GSB Granular Sub Base

IRC Indian Road Congress

IRC-SP Indian Road Congress – Special Publication

IE/IC Independent Engineer / Independent Consultant

LA Land Acquisition

MORT&H Ministry of Road Transport & Highway

IAHE Indian Academy of Highway Engineers

NH National Highway

PWD Public Work Department

MSH Major State Highway

OD Origin – Destination

OFC Optical Fiber Cable

PUP Passenger Underpass

QAP Quality Assurance Plan

RFP Request for Proposal

ROB Road over Bridge

ROW Right of Way

RUB Road under Bridge

SMA Stone Mastic Asphalt

SPT Standard Penetration Test

TOR Terms of Reference

VDF Vehicle Damage Factor

VUP Vehicular Underpass




CHAPTER 1. INTRODUCTION

1.1 PROJECT BACKGROUND

Indian Academy of Highway Engineers (IAHE), a premium organization under the aegis

of Ministry of Road Transport & Highways (MORTH) has undertaken formulation of

Detailed Project Reports (DPR) under Phase I in the states of Maharashtra, Karnataka,

Gujarat, Chhattisgarh and Rajasthan. In the state of Maharashtra, Nagpur – Sakoli-

Gadchiroli – Chamorshi – Ashti – Nagepalli - Sironcha forms an important highway for

movement of goods from Nagpur southwards as also is the main artery serving the

relatively underdeveloped areas of Gadchiroli district. This highway recently upgraded

as NH 353 C, from Sakoli to Sironcha, is an amalgamation of erstwhile State Highway

(SH) 11 and State Highway (SH) 9. The project length of 204 kms which runs entirely in

Gadchiroli district is currently of the specification of a Major District Road (MDR).It is

anticipated that in view of a major bridge under construction on Godavari River near

Sironcha, likely to be completed by the year 2016, movement of goods and associated

vehicular traffic from Vidharba, Raipur to Telangana and southern Chattisgarh will be

greatly facilitated. As such the vehicular traffic along this highway now declared as

national highway is likely to increase appreciably. Currently the existing highway is a

SH specification and the proposal is to upgrade this to NH specifications. The existing

road till recently was an MDR and the alignment passes through low lying areas of river

Wainganga as also large tracts of Reserved forest. A number of major bridges exist on

the highway which were constructed in late eighties. There is substantial scope for

Upgradation in the status of bridges as also the alignment for an all-weather road.

It is appreciated that over a horizon of next 20-30 years, this road will serve a critical

purpose of linking Vidharba and parts of northern Chattisgarh to Telangana and

southern parts of Chattisgarh which are mineral rich, thus contributing substantially

towards development of the local economy. Further a number of remote villages are also

being provided connectivity under the PMGSY and the take-off points emanate from this

highway.

With a view to upgrade and rehabilitate the existing highway where necessary, Indian

Academy of Highway Engineers (IAHE) has envisioned preparation of the DPR. M/S

Infra Support Engineering Consultants Pvt. Ltd (ISECPL) have been assigned the task

of preparation of the DPR with main objectives as follows.




Upgradation of existing highway to two lane /four lane with paved shoulders.

Financial analysis and cost estimate for the project.

Preparation of contract documents for EPC and PPP mode.

Traffic study and location of toll plazas.

Obtain MOEF clearance as also submit draft notifications for land acquisition as

per NHAI or State Act.

1.2 OBJECTIVE OF THE PROJECT

The main objective of the consultancy service is to establish the technical,

economical, and financial viability of the project and prepare detailed project

reports for rehabilitation and upgrading of the existing road to 2/4 lane

configuration.

The viability of the project shall be established taking into account the

requirements with regard to rehabilitation, upgrading and improvement based

on highway design, pavement design, provision of service roads wherever

necessary, type of intersections, rehabilitation and widening of existing and/or

construction of new bridges and structures, road safety features, quantities of

various items of works and cost estimates and economic analysis.

The Detailed Project Report would inter-alia include detailed highway design,

design of pavement and overlay with options for flexible or rigid pavements,

design of bridges and cross drainage structures and grade separated structures,

design of service roads, quantities of various items, detailed working drawings,

detailed cost estimates, economic and financial viability analyses, environmental

and social feasibility, social and environmental action plans as appropriate and

documents required for tendering the project on commercial basis for

international / local competitive bidding.

To incorporate aspects of value engineering, quality audit and safety audit in

design and implementation.

Along with Feasibility Report, clearly bring out through financial analysis the

preferred mode of implementation on which the Civil Works for the stretches are

to be taken up. Also provide cost estimates and tender documents along with

feasibility report/ Detailed Project Report.




1.3 SCOPE OF THE PROJECT

General Scope of Services shall cover but be not limited to the following major tasks:

i. Review of all available reports and published information about the project road

and the project influence area;

ii. Environmental and social impact assessment, including such as related to

cultural properties, natural habitants, involuntary resettlement etc.

iii. Public consultation, including consultation with Communities located along the

road, NGOs working in the area, other stake-holders and relevant Govt.

departments at all the different stages of assignment (such as inception stage,

feasibility stage, preliminary design stage and once final designs are concretized).

iv. Detailed reconnaissance;

v. Identification of possible improvements in the existing alignment and bypassing

congested locations with alternatives, evaluation of different alternatives

comparison on techno-economic and other considerations and recommendations

regarding most appropriate option;

vi. Traffic studies including traffic surveys and Axle load survey and demand

forecasting for next thirty years;

vii. Inventory and condition surveys for road;

viii. Inventory and condition surveys for bridges, cross-drainage structures, other

Structures, river Bank training/Protection works and drainage provisions;

ix. Detailed topographic surveys using Total Stations and GPS;

x. Pavement investigations;

xi. Sub-grade characteristics and strength: investigation of required sub-grade and

sub-soil characteristics and strength for road and embankment design and sub

soil investigation;

xii. Identification of sources of construction materials;

xiii. Detailed design of road, its x-sections, horizontal and vertical alignment and

design of embankment of height more than 6m and also in poor soil conditions

and where density consideration require, even lesser height embankment.

xiv. Detailed design of structures preparation of GAD and construction drawings,

cross-drainage and underpasses etc.

xv. Identification of the type and the design of intersections;

xvi. Design of complete drainage system and disposal point for storm water




xvii. Value analysis / value engineering and project costing;

xviii. Economic and financial analyses;

xix. Contract packaging and implementation schedule.

xx. Strip plan indicating the scheme for carriageway widening, location of all

existing utility services (both over- and underground) and the scheme for their

relocation, trees to be felled, transplanted and planted and land acquisition

requirements including schedule for LA: reports documents and drawings

arrangement of estimates for cutting/ transplanting of trees and shifting of

utilities from the concerned department;

xxi. To find out financial viability of project for implementation and suggest the

preferred mode on which the project is to be taken up.

xxii. Preparation of detailed project report, cost estimate, approved for construction

drawings, rate analysis, detailed bill of quantities, bid documents for execution of

civil works through budgeting resources.

xxiii. Design of toll plaza and identification of their numbers and location and office

cum residential complex including working drawings

xxiv. Design of weighing stations, parking areas and rest areas.

xxv. Any other user oriented facility enroute toll facility.

xxvi. Tie-in of on-going/sanctioned works of MORT&H/ NHAI/ other agencies.

xxvii. Preparation of social plans for the project affected people as per policy of the

lending agencies/ Govt. of India R & R Policy.

1.4 SCOPE OF INCEPTION REPORT

The inception report shall cover the following major aspects:

i. Project appreciation;

ii. Detailed methodology to meet the requirements of the TOR finalized in

consultation with the IAHE officers; including scheduling of various sub

activities to be carried out for completion of various stages of the work; stating

clearly their approach & methodology for project preparation after due inspection

of the entire project stretch and collection/ collation of necessary information;

iii. Task Assignment and Manning Schedule;

iv. Work programme;

v. Proforma for data collection;




vi. Design standards and proposed cross-sections;

vii. Key plan and Linear Plan;

viii. Development plans being implemented and / or proposed for implementation in

the near future by the local bodies and the possible impact of such development

plans on the overall scheme for field work and design for the study;

ix. Quality Assurance Plan (QAP) finalized in consultation with IAHE;

x. Draft design standards.

The requirements, if any, for the construction of bypasses should be identified on the

basis of data derived from reconnaissance and traffic studies. The available alignment

options should be worked out on the basis of available maps. The most appropriate

alignment option for bypasses should be identified on the basis of site conditions and

techno-economic considerations. Inception Report should include the details regarding

these aspects concerning the construction of bypasses for approval by IAHE.

1.5 TIME FRAME

The schedule for completion of the assignment is 12 months.

1.6 AGREEMENT

The letter of Acceptance (LOA) dated 15.04.2015 was received through mail. The

agreement for the services was signed on 13-05-2015, which is deemed as the effective

date for the contract agreement.

1.7 EFFECTIVE DATE OF COMMENCEMENT OF SERVICES

At Maharashtra Project Site Office:

Contact Persons : Col. Krishna Swamy, Team Leader

Address : Infra Support Engineering Consultants Pvt. Ltd.,

1st Floor, C/o Shri K B Lokhande, Plot No- 221 A, Dongre

Layout Shradhanand Peth, Nagpur – 440 010

Telephone & Fax : +91 9845288018

E-mail : [email protected]




At Bangalore Head Office:

Contact Persons : Mr. Rathnakar Reddy K B

Address : Infra Support Engineering Consultants Pvt. Ltd.,

# 934, 3rd Cross, HRBR Layout 1st Block

Kalyananagar, Bangalore 560043, India

Telephone & Fax : +91 80 25421364

E-mail : [email protected]

All field work, analysis of primary and secondary data will be carried out from the Site

office, whereas the designs will be carried out at the Bangalore office. Close liaison will

be maintained with the IAHE office in Delhi

1.8 QUALITY ASSURANCE PLAN

The Quality Assurance Plan, is been submitted to IAHE in separate volume along with

this Report for its comments.

1.9 WORK PLAN AND DELIVERABLES

The Consultant has mobilized experienced personnel for project appreciation and to

carry out necessary surveys and investigations at site from 24 May 2015. The team

composition deployed for this project with their name and respective roles is indicated in

Chapter 5 of this report.

The Consultant has prepared the Work Program in line with the scope and service

mentioned in the scope of work and this is provided in Chapter 5 of this report. The

work program shows the activities, deliverables and their duration.

1.10 POSSIBLE CONSTRAINTS

As far as possible, the widening work shall be planned within the existing Right of Way

(ROW). The existing profile of the roadway shall be maintained to avoid any new land

acquisitions and to retain existing bridges. This would also have minimal environmental

disturbances.

We foresee that there are number of constraints that would influence the design of the

project road. Those constraints are:

• Preferring to be within the ROW in case of sharp curves and other improvements.

• To retain any existing Bridge/structures.




• To obviate passing through Forests and towns etc.

• To initiate a separate study for river training work, river course change &

management and geological, geophysical characteristics of the region.

• Any foreseen hindrance expected for carrying out the design or deviation from

Standard designs for easy implementation.

Therefore, a design philosophy is to be prepared listing out the constraints where IRC

guidelines can be compromised. Design philosophy would be the guiding line to achieve

the objective of this project which is complying with IRC norms within the threshold of

developed criteria wherever possible.

However, even after ascertaining the various pros and cons of each individual

problems/deviation from standards, the final decision from the client would help the

consultants to finalize the design philosophy. We would look forward for such a

discussion with the client (IAHE) at an early date.

1.11 STRUCTURE OF THE REPORT

The Inception Report has been structured into thirteen chapters as follows:

Chapter 1. Introduction

Chapter 2. Project Appreciation

Chapter 3. Approach & Methodology

Chapter 4. Review of Available Data and Design

Chapter 5. Task Assignment and Manning Schedule

Chapter 6. Work Programme

Chapter 7. Proforma for Data Collection

Chapter 8. Design Standards and Proposed Cross-Sections

Chapter 9. Key Plan and Linear Plan

Chapter 10. Development Plans Statutory and Municipal Bodies

Chapter 11. Quality Assurance Plan (QAP)

Chapter 12. Draft Design Standards

Chapter 13. Summary and Conclusions




CHAPTER 2. PROJECT APPRECIATION

2.1 SITE VISITS

The site was visited by the team leader and some supporting staff from 08th April 2015

to 10th April 2015 to collect relevant information and data from the site. Discussions

were carried out with local PWD officials to get know about the project corridor, recent

developments other information about the corridor.

2.2 LOCATION MAP

A location map of the project road is given in Figure 2.1.

Figure 2.1 Location Map




2.3 PROJECT DESCRIPTION

The project alignment, renamed as NH353 C, commences from Sakoli in Nagpur district

and terminates at Sironcha over a length of 318.00 kms. Sakoli with start Chainage as

0+000, terminates at Sironcha with Chainage as 318+000. Towns of Gadchiroli @ Ch:

113+650, Chamorshi @ Ch: 147+000, Ashti @ Ch: 179+000, Allapalli @ Ch: 224+700 are

located enroute. There are 11 major bridges along the alignment. A sketch indicating the

complete alignment as well as the key plan is shown below in Figure 2.2. Wainganga is

a major river in this area which runs almost parallel to the project alignment. During

rainy season the river is prone to flooding leading to inundation in certain parts of the

highway. Figure 2.3 shows the alignment of Wainganga River along the project corridor.

Figure 2.4 shows the major traffic originating places around the corridor.

Figure 2.2 Key Plan showing the alignment




Figure 2.3 Alignment of Wainganga River and bridge over Godavari river




Figure 2.4 Key plan showing important locations around the Project Corridor

Project Road Gadchiroli to Sironcha

AH-43/NH-7 Hyderabad to Nagpur

AH-46 Nagpur to Raipur

NH-43 Raipur to Vishakapatnam (AH-45)

NH-221 Jagdalpur to Vijayawada

NH-16 Nizamabad to Jagdalpur

NH-202 NH-16 (Bhopalpatnam) to Hyderabad

MSH-9 Nagpur to Sironcha via Chandrapur

MSH-7 MSH-7 (Tekadi) to Durg

MSH-5 AH-46 (Rajnandgaon) to NH-221 (Errabore)




This project alignment, from Gadchiroli to Sironcha is an amalgamation of erstwhile

State Highway - 11 (66.550 Km) and State Highway - 9 (138.000 Km). The Summary of

Proposed Chainage and existing Chainage are given in Table 2.1.

Table 2.1 Summary of Existing and Proposed Chainage

2.4 ABOUT THE PROJECT CORRIDOR

Start and End of the Project Corridor

The project alignment, commences from Sakoli in Nagpur district and terminates at

Sironcha over a length of 318.0kms. Sakoli with start Chainage as 0+000, terminates at

Sironcha with Chainage as 318+000. Presently, state highway kilometer markings are

at the site and the project corridor appears to start at km 172+650 as per kilometer

markings (MSH 11). MSH 11 Chainage has been compared with the NH 353 C

Chainage and Chainage at the starting point ,i.e. Proposed Chainage of NH 353 C for

the present project is 113+650 Km at Indira Square Junction in Gadchiroli.

The road traverses through Gadchiroli district of Maharashtra via Gadchiroli,

Chamorshi, Ashti and Allepalli and reaches end point at Sironcha at Chainage 318+200

Km.

Proposed Chainage (NH-353C) Length (Kms)

Existing Chainage Length (Kms) State Highway

Start End Start End

113+650 115+200 1+550 172+650 174+200 1+550 MSH 11

115+200 179+000 63+800 174+200 238+000 63+800 MSH 11

179+000 318+000 138+900 213+500 352+400 138+900 MSH 09

Starting Point (Indira Square) @ Ch: 113+650 (Design Chainage)




Chamorshi Town @ Ch: 147+000 (Design Chainage)

Allapalli Aheri Road Junction @ Ch: 224+700 (Design Chainage)

Ashti Chowk @ Ch: 179+000 (Design Chainage)




2.5 TERRAIN

The complete alignment generally passes through a rolling terrain. The portion of the

highway from Gadchiroli up to Ashti passes through relatively less dense forest area

with sparsely populated villages on both sides. Beyond Ashti, the terrain gradually

changes to deep forest cover with decreasing habitation. Beyond Allapalli up to Sironcha

the road passes through dense forest interspersed with sharp bends at number of places.

Table 2.1 Details of Forest Area.

Sl. No.

Segment details Segment Length in

Km

Forest Area Length in

Km

Protected Forest Area Length in

Km

No Forest Area Length

in Km

1 Gadchiroli to Chamorshi 34.35 3.0 31.35

2 Chamorshi to Ashti 32.7 11.4 21.3

3 Ashti to Allapalli 45.0 24.9 20.1

4 Allapalli to Sironcha 92.5 71.7 1.7 19.1

Total Length 204.55 111 1.7 91.85

End Point, Sironcha @ Ch: 318+200 (Design Chainage)




Figure 2.5 The profile of the terrain along the project corridor

2.6 LAND USE

The largest proportion of land abutting the alignment is forest land followed by

agricultural and then built-up areas. The forest area starts typically from km 179+000

and continues till the end of the project.




2.7 BUILT – UP AREAS

As mentioned earlier, Chamorshi, Ashti, Allepalli and Sironcha are major settlements

along the alignment. These towns are presently midsize towns but are likely to grow in

size subsequent to Upgradation of the highway. It is anticipated that both passenger

and goods traffic is likely to increase substantially and the existing alignment is likely

to create substantial bottlenecks in negotiating the built up areas. As such it is felt that

some of the towns would need a bypass to facilitate smooth flow of traffic. Whereas the

town of Allepalli has already been bypassed by re-alignment of SH-9, it is proposed to

examine feasibility of provision of bypasses in towns of Gadchiroli, Chamorshi and

Ashti. At Gadchiroli a proposal for bypass has been prepared by the Maharashtra Govt

PWD department in the year 2012. The alignment would be scrutinized and modified to

meet design requirements. At Chamorshi a fresh alignment for bypass is proposed.

A detailed list of built up areas along the existing corridor is given in the Table 2.2

below.

Table 2.2 Location of major villages/population centers enroute.

Proposed Chainage (NH-353C) Existing Chainage (MSH) Village

Start End Start End

113+650 114+000 172+650 173+000 Gadchiroli

130+000 131+000 189+000 190+000 Darshni

136+000 137+000 195+000 196+000 Kunghada

138+000 139+000 197+000 198+000 Talodhi

143+000 144+000 202+000 203+000 Kurud

146+000 147+000 205+000 206+000 Deoli

147+000 148+000 206+000 207+000 Chamorshi

151+000 152+000 210+000 211+000 Sonapur

157+000 158+000 216+000 217+000 Jamgiri

161+000 162+000 220+000 221+000 Adyal

163+000 164+000 222+000 223+000 Chittaranjanpur

164+000 165+000 223+000 224+000 Yenapur

171+000 172+000 230+000 231+000 Konsair

173+000 174+000 232+000 233+000 Umri




Proposed Chainage (NH-353C) Existing Chainage (MSH) Village

177+000 178+000 236+000 237+000 Ankhoda

179+000 180+200 238+000 239+200 Ashti

180+200 180+700 213+500 214+000 Ashti Chowk

191+700 192+700 225+000 226+000 Chaudampalli

201+700 202+700 235+000 236+000 Lagam

202+700 203+700 236+000 237+000 Chutugunta

204+700 205+700 238+000 239+000 Shantigram

207+700 208+700 241+000 242+000 Bori

212+700 213+700 246+000 247+000 Subhashnagar

214+700 215+700 248+000 249+000 Khamancheru

223+700 224+700 257+000 258+000 Nagepalli

224+700 225+700 258+000 259+000 Alapalli

235+700 236+700 269+000 270+000 Mosam

240+700 241+700 274+000 275+000 Nandigaon

241+700 242+700 275+000 276+000 Timram

242+700 243+700 276+000 277+000 Guddigudam

244+700 245+700 278+000 279+000 Nimalgudam

248+700 249+700 282+000 283+000 Golakarje

263+700 264+700 297+000 298+000 Gundera

276+700 277+700 310+000 311+000 Umanur

296+700 297+700 330+000 331+000 Bamani

299+700 300+700 333+000 334+000 Garkapetha

306+700 307+700 340+000 341+000 Rangayapalli

308+700 309+700 342+000 343+000 Amaravati

315+700 316+700 349+000 350+000 Karaspalli

317+700 318+200 351+000 351+500 Sironcha

2.8 CARRIAGEWAY AND SHOULDER WIDTH

The project highway is a four lane divided carriageway facility at the starting point from

Ch: 113+650 to 115+200 for about 1.50 Km. Then the carriageway reduces to Two lane

configuration from Ch: 115+200 to 179+000Km for a length of 63.80 Km. Subsequently

the alignment traverses through forest area where the carriageway width reduces to




intermediate lane standard till end of the project. The pattern of existing carriageway

for two lane and four lane is shown below in Figure 2.6 to Figure 2.8 in the form of cross-

sections.

Figure 2.6 Cross Section for existing 4 Lane

Figure 2.7 Cross Section for existing 2 Lane

Figure 2.8 Cross Section for existing Intermediate Lane.

The detail of existing width of carriageway along the project length is shown below in

Table 2.3. It is noticed that more than three fourth of the project length consists of

intermediate width configuration.




Table 2.3 Details of Carriageway and Shoulder


Existing Chainage Length (Kms)

Road Condition

Width (m)

Start End Start End

113+650 115+200 1+550 172+650 174+200 1+550 4 Lane 7.0 + 1.2 + 7.0

115+200 179+000 63+800 174+200 238+000 63+800 2 Lane 7.0

179+000 318+000 138+900 213+500 352+400 138+900 Intermediate Lane 5.5

2.9 EMBANKMENT HEIGHT

The embankment height of the carriageway varies between 1-2 meters along the

complete length of the project. The project is generally devoid of any high embankments

except for certain approaches to major bridges. The height varies between being at

ground level in some built up stretches to about 5m in the approaches of some of the

major bridges. Simple earthen slopes have been commonly used with chute drains at

30m spacing. In the portion of the project between Chamorshi and Gadchiroli, it has

been observed that the road gets submerged during monsoon season owing to overflow of

water from river Wainganga. The HFL recorded data would be examined and suitable

corrective measures would be suggested.

Embankment profile at chainage 322+000 Embankment profile at chainage 317+000




2.10 HORIZONTAL ALIGNMENT

The highway basically follows the alignment of MDR upgraded from ODR over the

years. Most of the places the alignment is over steep curves and sharp bends which

would need improvement as per the geometric requirement of NH Two lane/Four lane

specifications. The details of sharp curves which require improvement is shown below.

In accordance with provisions of clause 2.2 of IRC SP: 73-2007, the existing alignment

would be examined and realignment suggested where essential.

Table 2.4 Horizontal Curve details for the alignment

Embankment profile at chainage 256+000 Embankment profile at chainage 26+000

At grade profile at chainage 280+000Embankment profile at chainage 177+000




Sl. No.

Chainage Design Speed

1 113+785 80

2 114+091 80

3 115+882 100

4 116+336 100

5 116+731 65

6 117+347 65

7 117+563 65

8 118+257 100

9 118+874 100

10 119+557 100

11 120+423 100

12 120+909 100

13 121+730 100

14 122+229 100

15 122+753 65

16 123+025 65

17 123+307 100

18 124+078 80

19 124+586 100

20 125+984 80

21 126+493 100

22 126+990 100

23 128+380 80

24 128+858 65

25 129+181 65

26 129+469 50

27 129+741 100

28 130+400 100

29 131+065 65

30 131+409 100

Sl. No.

ChainageDesign Speed

31 132+135 100

32 133+230 100

33 133+630 100

34 134+609 100

35 134+987 100

36 135+770 100

37 136+499 100

38 137+290 100

39 137+752 100

40 138+170 50

41 139+161 100

42 140+052 100

43 140+406 100

44 141+118 80

45 142+912 100

46 144+501 80

47 144+889 80

48 145+952 65

49 146+137 100

50 146+345 80

51 147+840 100

52 148+020 50

53 148+118 11

54 148+913 100

55 150+044 50

56 150+441 50

57 151+158 100

58 152+291 100

59 153+142 50

60 153+862 100

Sl. No.


61 154+425 80

62 155+658 80

63 156+271 80

64 157+560 100

65 158+621 100

66 159+823 80

67 160+535 50

68 161+809 100

69 162+898 100

70 164+232 80

71 165+189 50

72 166+437 100

73 166+716 80

74 167+568 100

75 168+181 100

76 168+711 100

77 169+444 100

78 171+245 80

79 172+286 80

80 173+557 100

81 175+226 100

82 175+759 100

83 176+197 100

84 177+276 100

85 178+306 80

86 179+097 80

87 180+403 80

88 180+620 0

89 182+302 80

90 184+271 50




Sl. No.


91 185+278 100

92 186+136 100

93 186+782 50

94 187+493 65

95 188+898 100

96 189+594 80

97 189+951 80

98 190+432 100

99 191+758 65

100 192+015 50

101 192+369 50

102 192+682 65

103 193+470 100

104 194+562 80

105 194+815 80

106 195+446 65

107 196+067 40

108 196+522 100

109 197+836 100

110 198+548 65

111 199+117 65

112 199+884 80

113 200+702 100

114 201+601 50

115 201+958 65

116 203+200 100

117 203+411 100

118 203+855 100

119 204+618 100

120 205+540 100

Sl. No.


121 206+303 100

122 206+723 100

123 207+539 100

124 208+610 100

125 208+905 100

126 209+612 100

127 211+242 100

128 211+664 50

129 211+893 80

130 212+420 80

131 213+026 100

132 214+289 80

133 215+514 65

134 216+375 50

135 217+170 80

136 218+017 100

137 218+957 40

138 220+178 65

139 221+077 50

140 221+428 80

141 221+917 65

142 222+497 65

143 222+692 65

144 222+938 50

145 223+400 100

146 223+741 80

147 224+186 65

148 224+958 80

149 225+366 100

150 226+248 100

Sl. No.


151 226+909 80

152 227+336 50

153 229+400 100

154 230+304 100

155 231+991 100

156 233+141 100

157 233+534 100

158 233+887 100

159 234+681 100

160 234+949 100

161 235+598 80

162 235+966 100

163 236+235 80

164 237+537 50

165 237+935 50

166 238+865 65

167 239+284 100

168 239+611 50

169 240+150 50

170 240+442 50

171 241+761 50

172 241+880 50

173 242+061 100

174 242+263 100

175 245+530 50

176 245+712 50

177 246+019 50

178 246+625 100

179 247+620 100

180 249+038 65




Sl. No.


181 249+381 100

182 249+665 100

183 250+439 80

184 250+829 100

185 251+473 100

186 252+848 100

187 253+264 65

188 253+492 65

189 253+887 100

190 254+160 50

191 254+392 65

192 254+949 80

193 255+200 80

194 257+168 80

195 257+739 100

196 258+655 80

197 259+287 65

198 260+409 65

199 260+754 65

200 260+920 65

201 261+240 50

202 261+361 50

203 261+957 100

204 263+819 100

205 264+551 100

206 265+100 100

207 265+470 65

208 265+691 65

209 265+830 50

210 267+009 100

Sl. No.


211 267+781 80

212 268+277 80

213 268+589 80

214 269+289 100

215 270+376 100

216 270+971 80

217 272+462 100

218 273+111 100

219 273+449 80

220 274+290 100

221 275+050 100

222 276+492 80

223 276+866 50

224 276+957 29

225 277+969 100

226 278+387 100

227 279+117 50

228 279+331 50

229 279+553 80

230 279+782 80

231 280+820 80

232 281+169 80

233 282+065 40

234 282+231 50

235 282+382 35

236 282+740 40

237 282+884 35

238 282+950 35

239 283+132 40

240 283+825 40

Sl. No.


241 283+760 40

242 283+594 50

243 283+736 50

244 283+940 35

245 284+117 35

246 284+555 35

247 284+862 50

248 285+049 40

249 285+143 40

250 285+404 35

251 285+797 50

252 286+058 50

253 286+267 35

254 286+427 35

255 286+617 40

256 286+840 50

257 287+203 50

258 287+403 35

259 287+617 50

260 288+136 40

261 288+600 40

262 288+881 35

263 290+163 53

264 290+294 53

265 290+794 40

266 291+592 53

267 291+827 50

268 291+977 35

269 292+685 40

270 293+235 53




Sl. No.


271 293+709 40

272 294+076 50

273 294+646 50

274 295+124 53

275 295+637 50

276 295+746 50

277 296+016 50

278 296+299 53

279 296+426 35

280 296+515 40

281 297+018 53

282 297+631 35

283 297+979 53

284 298+473 50

285 298+651 35

286 299+116 40

287 299+284 50

288 299+531 50

289 299+636 35

290 299+735 50

291 299+847 35

292 300+026 35

293 300+396 50

294 300+543 40

Sl. No.


295 300+669 40

296 300+885 53

297 301+200 50

298 301+392 35

299 301+524 35

300 301+692 53

301 301+911 35

302 302+258 75

303 302+643 50

304 303+493 40

305 303+861 50

306 304+065 40

307 304+402 50

308 304+621 40

309 304+986 40

310 305+153 35

311 305+619 50

312 305+721 53

313 305+918 50

314 306+113 40

315 306+412 100

316 306+831 35

317 307+577 40

318 308+998 100

Sl. No.


319 309+774 50

320 310+136 35

321 310+522 100

322 311+280 100

323 311+463 50

324 311+667 50

325 312+273 35

326 312+887 53

327 313+322 40

328 314+267 35

329 314+773 35

330 315+556 35

331 316+092 35

332 316+673 53

333 317+548 40

334 317+773 53

335 318+780 100

336 319+357 100

337 320+121 100

338 320+739 24

339 320+819 29

340 321+355 100

2.11 VERTICAL ALIGNMENT

The vertical geometry did not appear to be a significant issue. The vertical profile rarely

rises in except at the locations of the structures. On the other hand maintaining the

minimum gradient for drainage may be often inconvenient. It may be pointed out that

the vertical profile appears to conform to Stopping Sight Distance and not the

Intermediate sight distances.




2.12 JUNCTIONS

Few roads intersect the project highway. All intersections are at grade and some of them

are major intersection with state highways or MDR crossing the project alignment and

minor intersections with village road intersecting the project alignment.

Table 2.5 Major Intersections

Sl.No. Location Intersection

Type

Cross Road

Surface Type

1 Starting Point of the Project, Gadchiroli at Ch:113+650

Km (Dhanora – Mul Road, MSH 07) + BT

2 Chamorshi at Ch: 148+100 Km (Mul - Chandrapur Road,

MDR) T BT

3 Ashti at Ch: 180+600 Km (Gadchiroli – Ashti Road

(MSH 11) and Gondpipari – Sironcha Road (MSH 09)) X BT

4 Bypass Alignment for Allapalli at Ch: 225+000 Km

(Aheri Road, MDR) + BT

5 Allapalli – Sironcha Road and Jimalgatta Road Junction

at Ch: 268+900 Km Y BT

6 Allepalli – Sironcha Road and NH 16 Road Junction at

Ch: 316+600 Km T BT

Chamorshi at Ch: 148+100 Km (Mul - Chandrapur Road, MDR)

Starting Point of the Project, Gadchiroli at Ch: 113+650 Km (Dhanora – Mul Road, MSH 07)




`

2.13 PAVEMENT CONDITION

The carriage way width of the roads has two specifications of 7.0 mtrs and 5.5 meters

with 1-1.5 meters of earthen shoulders on either side. Visual inspection of the road

showed a generally good surface condition. Works related to resurfacing have been

carried out recently as also in certain places around Chamorshi they are still in

progress. Approximate 20-30 % of the highway bears damaged riding surface. The

details on above are given in Table 2.6.

Table 2.6 Pavement Condition along the alignment

Proposed Chainage (NH-353C) Length

(Kms) Existing Chainage Length

(Kms) Pavement Condition

Start End Start End

113+650 147+000 33+350 172+650 206+000 33+350 Good

147+000 161+000 14+000 206+000 220+000 221+400 Fair

161+000 177+000 16+000 221+400 236+000 16+000 Fair

177+000 180+200 3+200 236+000 239+200 3+200 Good

180+200 196+700 16+500 213+500 230+000 16+500 Good

196+700 197+700 1+000 230+000 231+000 1+000 Fair

197+700 216+700 19+000 231+000 250+000 19+000 Poor

216+700 240+700 24+000 250+000 274+000 24+000 Good

240+700 242+700 2+000 274+000 276+000 2+000 Poor

242+700 251+700 9+000 276+000 285+000 9+000 Good

251+700 253+700 2+000 285+000 287+000 2+000 Poor

Allapalli – Sironcha Road and Jimalgatta Road Junction at Ch: 268+900 Km

Bypass Alignment for Allapalli at Ch: 225+000 Km (Aheri Road, MDR)




Proposed Chainage (NH-353C)

Length (Kms)


Pavement Condition

253+700 256+700 3+000 287+000 290+000 3+000 Good

256+700 260+700 4+000 290+000 294+000 4+000 Poor

260+700 279+700 19+000 294+000 313+000 19+000 Good

279+700 283+700 4+000 313+000 317+000 4+000 Good

(Ghat Section)

283+700 284+700 1+000 317+000 318+000 1+000 Good

284+700 288+700 4+000 318+000 322+000 4+000 Fair

288+700 293+700 5+000 322+000 327+000 5+000 Good

293+700 295+700 2+000 327+000 329+000 2+000 Fair

295+700 318+200 22+500 329+000 351+500 22+500 Good

4 Lane Section from Ch: 113+650 to 115+200), Good Condition of Pavement

2 Lane Section from Ch: 147+000 to 161+000), Recent Overlay




2 Lane Section from Ch: 161+000 to 177+000), raveling on road surface

2 Lane Section from Ch: 177+000 to 196+000), Good Condition of the Road

Intermediate Lane Section from Ch: 197+000 to 216+000 and Ch: 256+000 to 261+000), Extensive Raveling of the Pavement




Intermediate Lane Section from Ch: 217+000 to 241+000 and Ch: 243+000 to 252+000 and Ch: 261+000 to 280+000), Good Condition of the Pavement

Intermediate Lane Section from Ch: 241+000 to 243+000 and Ch: 252+000 to 254+000), Extensive Cracking & Raveling, and Settlement of the Pavement




2.14 ROW DETAILS

Major portion of the highway is aligned through the forest areas. Initial recce of the

alignment has shown existence of a number of ROW pillars marked on either side at

approx. 50 mtrs interval. As could be ascertained from local PWD authorities, approx 12

to 13 mtrs on either side of the existing centre line land has been acquired. Thus the

existing right of way (ROW) extends to 24 -25 mtrs. In some portions it extends even up

to 27-28 mtrs. On either side of the earthen shoulders there is a presence of a number of

trees within the ROW. Most of the places only earthen drain was noticed .Also in some

portions OFC could be noticed laid on the outer edge of the ROW. Details of existing

ROW along the project alignment is indicated below.

Table 2.7 Existing Right of Way along the Alignment



Existing RoW Start End Start End

113+650 147+000 33+350 172+650 206+000 33+350 24.0

147+000 161+000 14+000 206+000 220+000 14+000 24.0

161+000 177+000 16+000 220+000 236+000 16+000 24.0

177+000 180+200 3+200 236+000 239+200 3+200 24.0

180+200 196+700 16+500 213+500 230+000 16+500 24.0

196+700 197+700 1+000 230+000 231+000 1+000 24.0

Intermediate Lane Section from Ch: 254+000 to 257+000 and Ch: 280+000 to 285+000 and Ch: 296+000 to 318+200), Good Condition of the Pavement






Existing RoW

197+700 216+700 19+000 231+000 250+000 19+000 24.0

216+700 240+700 24+000 250+000 274+000 24+000 24.0

240+700 242+700 2+000 274+000 276+000 2+000 24.0

242+700 251+700 9+000 276+000 285+000 9+000 24.0

251+700 253+700 2+000 285+000 287+000 2+000 24.0

253+700 256+700 3+000 287+000 290+000 3+000 24.0

256+700 260+700 4+000 290+000 294+000 4+000 24.0

260+700 279+700 19+000 294+000 313+000 19+000 24.0

279+700 283+700 4+000 313+000 317+000 4+000 24.0

283+700 284+700 1+000 317+000 318+000 1+000 24.0

284+700 288+700 4+000 318+000 322+000 4+000 24.0

288+700 293+700 5+000 322+000 327+000 5+000 24.0

293+700 295+700 2+000 327+000 329+000 2+000 24.0

295+700 318+200 22+500 329+000 351+500 22+500 24.0

2.15 SOIL AND SUBSOIL

The soil characteristics seem to be fairly uniform along the stretch. Major portion of

project road is agricultural. Sand content appears to be appreciable. The soil appears to

be of non-expansive nature and may be clayey silt. It was reported that the top 20-25m

Boundary Stones @ Forest Location at chainage 29+000




strata has soil after which rocky strata starts. Inspection of wells showed water at

roughly 5m from the natural ground.

Tube well borings are usually taken over 25m in the area. The river beds are generally

sandy and used for quarrying.

2.16 UTILITIES ALONG THE PROJECT HIGHWAY

OFC cable was noticed in certain places running on the outer edge of the ROW. HT line

crossings were noticed at two to three places. It is proposed to examine provision of

additional utilities e.g. bus bays, passenger facilities, toll plazas where required and

other passenger amenities.

2.17 SOCIO RELIGIOUS STRUCTURE AND BUILDINGS

The roadway is flanked on the sides by important social activity centers such as schools,

colleges, and places of worship etc. While widening, the alignment may have to be

shifted to avoid impacting these structures.

2.18 BRIDGES AND CROSS DRAINAGE STRUCTURES

The inventory data for the existing cross drainage structures, culverts and bridges were

carried out. The project road has 6 Major bridge, 41 Minor bridges, 276 Culverts, 2

Canal works and the summary of the same is given below in Table 2.8.

Table 2.8 Summary of Existing Bridges and Culverts

Length Vented/Non - Vented/

Causeway/ Canal works Culverts Bridges

Pipe Slab Box Total Minor Major Total

2 (Causeway works) 263 3 8 274 41 6 47

2.18.1 Major Bridges

There are 6 major bridges in this project. Details of location span arrangements etc. of

the existing major bridges are tabulated in Table 2.9 below. The bridges would be

examined for strength of slabs, carriageway width and recorded HFL. Effort will be

made to retain existing bridges to the extent feasible.




Table 2.9 Major Bridge

Sl No Proposed

Chainage (NH-353C)

Existing Chainage (MSH)

Span Arrangement (m) Total Width

(m)

Section : Gadchiroli to Ashti

1 117+350 182+900 7 X 7.5 8.2

2 140+500 199+500 17 X 7.0 7.5

Section : Ashti to Allepalli

3 211+700 244+916 17 X 6.2 7.5

Section : Allepalli to Sironcha

4 236+700 258+400 5 X 9.0 8

5 245+300 272+940 3 X 13.0 8.5

6 246+900 320+200 8 X 5.8 7.5

Major Bridge @ Ch: 182+900 Km Major Bridge @ Ch: 199+500 Km




2.18.2 Minor Bridges

There are 41 minor bridges in the existing project road. Details of the existing minor

bridges are tabulated in Table 2.10 given below.

Table 2.10 Minor Bridge

Sl No Proposed Chainage (NH-

353C) Existing Chainage

(MSH) Span Arrangement

(m) Total Width

(m)

Section : Gadchiroli to Ashti

1. 131+200 187/350 6 X 4.5 8.0

2. 135+100 189/570 4 X 8.5 8.0

3. 136+100 195/00 3 X 3.2 8.2









(m) Total Width

(m)

4. 139+100 198/100 3 X 6 7.5

5. 148+700 207/700 2 X 5 8.2

6. 153+200 212/200 4 x 5.2 8.0

7. 164+900 223/900 4 x 6.5 7.9

8. 178+200 237/200 3 x 6 7.8

Section : Ashti to Allepalli

9. 193+450 222/650 5 x 9.0 7.8

10. 211+700 245/850 3 x 6.2 8.0

11. 220+700 254/300 4 x 4 7.6

12. 222+350 256/350 5 x 5.3 8.2

Section : Allepalli to Sironcha

13. 225+300 261/450 3 x 4 7.6

14. 228+300 262/630 3 x 6 8.0

15. 231+600 264/880 2 x 4.5 8.0

16. 232+900 266/070 2 x 8.0 8.3

17. 235+900 269/070 3 x 7.5 7.0

18. 241+500 273/300 2 x 3.5 8.2

19. 248+700 274/620 3 x 6.0 6.5

20. 251+700 278/450 2 x 4.8 8.0

21. 253+300 280/050 2 x 5.8 8.0

22. 256+900 281/900 3 x 5.0 8.2

23. 257+900 285/850 2 x 5.2 8.0

24. 260+100 286/650 2 x 3.5 7.9

25. 260+700 290/100 2 x 7.2 6.8

26. 261+500 291/000 2 x 4.5 7.0

27. 263+390 293/250 2 x 8.0 7.5

28. 264+700 293/800 2 x 6.0 7.0

29. 266+900 294/750 3 x 5.5 7.8







(m) Total Width

(m)

30. 269+100 296/420 2 x 5.4 7.3

31. 272+260 297/990 3 x 3.7 6.2

32. 278+420 300/150 3 x 3.5 7.8

33. 279+725 303/450 5 x 4.2 7.4

34. 284+850 305/600 4 x 5.0 8.0

35. 285+370 310/360 3 x 4.5 7.6

36. 286+850 311/750 5 x 5.0 6.0

37. 289+560 313/050 2 x 6.5 8.5

38. 290+860 318/200 4 x 8.6 8.5

39. 293+850 318/770 2 x 4.0 8.0

40. 297+470 322/450 9 x 2.5 8.2

41. 300+330 326/220 6 x 4.0 8.3

2.19 RESURFACING PROGRAM

It is noticed that almost 30 % of the existing pavement is damaged and would require

reconstruction. As highlighted above the portion of the alignment from Chamorshi to

Gadchiroli is passing through low lying areas and are prone to flooding and would

require raising of embankment. A number of portions of the existing road is displaying

signs of distress and would require reconstruction. Final assessment will be made after

the BBD survey and pavement examination, the Chainages where the pavement is in

near satisfactory condition and resurfacing could suffice is shown below.

Table 2.11 Details of Resurfacing Section


Existing Chainage (MSH) Length (Kms) Start End Start End

113+650 147+000 33+350 172+650 206+000 33+350

177+000 180+200 3+200 236+000 239+200 3+200

180+200 196+700 16+500 213+500 230+000 16+500

216+700 240+700 24+000 250+000 274+000 24+000

242+700 251+700 9+000 276+000 285+000 9+000





Existing Chainage (MSH) Length (Kms)

253+700 256+700 3+000 287+000 290+000 3+000

260+700 279+700 19+000 294+000 313+000 19+000

279+700 283+700 4+000 313+000 317+000 4+000

283+700 284+700 1+000 317+000 318+000 1+000

288+700 293+700 5+000 322+000 327+000 5+000

295+700 318+200 22+500 329+000 351+500 22+500




CHAPTER 3. APPROACH & METHODOLOGY

3.1 GENERAL

The Consultant’s approach to the project will be in accordance with the “Description of

Services” given in the Contract Document, understanding of the project objectives and

further discussions with the Client during the progress of the project study.

3.2 OBJECTIVE OF THE STUDY

Based on the objectives and scope of the consultancy services, an appropriate

methodology has been developed to address the requirements, especially with regard to

various intermediate targets and completion period, manning schedule and interaction

with client as indicated in the terms of reference (TOR). A work plan has been prepared

on the basis of the methodology developed. A competent team of suitably qualified key

professionals and other supporting staff as per the requirements of TOR is selected for

carrying out the services.

The scope of services includes both independent and inter-dependent activities. Hence

we propose a TASK APPROACH to carry out the entire work comprehensively and

accurately to the complete satisfaction of the client & fulfillment of ToR. The whole work

will be divided into different tasks and the detailed methodology for each task is given

below.

3.3 APPROACH AND METHODOLOGY

The main objective of the consultancy service is to establish the technical, economical,

and financial viability of the project and prepare detailed project reports for

rehabilitation and upgrading of the existing road to 2/4 lane configuration

The assignment includes highway design, pavement design for flexible/ rigid pavements,

design of bridges and cross drainage structures and grade separated structures, design

of service roads, quantities of various items, detailed working drawings, detailed cost

estimates, economic and financial viability analyses, environmental and social

feasibility, social and environmental action plans as appropriate and documents

required for tendering the project on commercial basis for international / local

competitive bidding.




The Methodology for Services, Surveying and Data Collection will be carried out to cover

all the scope of work as detailed in the ToR. A schematic diagram is prepared to cover

the important activities of the assignment which is self-explanatory and is shown in the

figure below.

The widening/improvement work to 2/4 laning will be explored to fit within the existing

right of way avoiding land acquisition, except for locations having inadequate width and

where provisions of short bypasses, service roads, alignment corrections, improvement of

intersections are considered necessary and practicable and cost effective. However

DPR Preparation

1. Site Inspection &. Meeting with

IAHE Officials 2. Design Standards &

QAP

3. Traffic surveys and

demand

assessment

4. Topographic Surveys &

Utility survey

5. Road inventory & pavement

Surveys

6. Structural Inventory &

Geotechnical

Surveys7 Social & Environmental

Surveys

8. Alignment design & pavement

Design

9. Structural Designs

(Bridge/RoB/Culverts)

10. Design of way side

amenties

11. Costing, Economic &

Financial

Analysis

12. Submission of Feasibility

& DPR




bypass proposals will also be considered, wherever in urban areas, improvement to 2/4

lane of the existing road is not possible. The land acquisition details as per revenue

records/maps and as required in ToR will also be furnished.

Consultants have in-house latest computers/laptops loaded with software for the design

of Alignment, Roadway, Bridges, steel structures, geotechnical analysis.

Consultants also have NABL accredited in-house material testing laboratory to ensure

that the material are tested with proper procedures and consistency in results which

will help in accurate design of pavement, embankment and structures

3.4 QUALITY ASSURANCE SYSTEM FOR CONSULTANCY ASSIGNMENT

It is of great importance to maintain consistency in design, careful preparation of

drawings and infallible design work of any projects by the consultants. The quality of

this work is a vital ingredient in the successful completion of design work and

implementation of the project both for the new highways and for upgrading and

maintaining the existing roads

Our company is an ISO 9001:2008 certified company, our edge in terms of delivering

high quality products requires effective quality assurance mechanisms. For this we have

developed and are applying a quality assurance system, which is compliant with ISO

9001:2008. Our quality assurance systems may be divided into three phases:

1) Pre-implementation phase

2) Implementation

3) Quality assurance of outputs

At the pre-implementation phase the Team Leader will focus on: (a) ensuring that there

is a clear understanding of the ToR and the expectations of the client of the required

work and outputs, and (b) that the team members identified for the assignment are fully

qualified to undertake the assignment. The company will develop the Quality Assurance

Plan (QAP) for all field studies including topographic surveys, traffic surveys,

engineering surveys and investigations and documentation activities. The detailed QAP

will be discussed and finalized with the concerned NH officials immediately upon the

award of the Contract. The same shall be submitted within the stipulated time and

strictly adhered to. The QAP will become a guide to both consultants and the client in

executing the assignment as well as monitoring the activities.




3.5 REVIEW OF DATA AND DOCUMENTS

The Consultants will collect the available data and information relevant for the Study.

The data and documents of major interest will include, but not be limited to, the

following:

(i) Climate;

(ii) Road inventory;

(iii) Road condition, year of original construction, year and type of major

maintenance/rehabilitation works;

(iv) Condition of bridges and cross-drainage structures;

(v) Sub-surface and geo-technical data for existing bridges;

(vi) Hydrological data, drawings and details of existing bridges;

(vii) Existing geological maps, catchment area maps, contour plans etc. for the project

area;

(viii) Condition of existing river bank / protection works, if any.

Completion ofProject 16

Economic &Financial Analysis 14 15 ICB

DocumentBOQ & CostEstimate 12 13 Environmental

& R R Study & ReportDetailedDrawings 10 11 Quality Audit

PavementDesign 8 9 Bridge & Other Structural Design

TrafficReport 6 7 Highway Design

Investigation& Surveys 4 5 Processing, Testing & Reports

Project Setup 2 3 Standardisation, Setting up Quality System & Quality Control

1 Start of Project




(ix) Details of sanctioned / on-going works on the stretch sanctioned by MoRT&H /

other agencies for Tie-in purposes

(x) Survey and evaluation of locally available construction materials;

(xi) Historical data on classified traffic volume (preferably for 5 years or more);

(xii) Origin-destination and commodity movement characteristics; if available;

(xiii) Speed and delay characteristics; if available;

(xiv) Commodity-wise traffic volume; if available;

(xv) Accident statistics; and,

(xvi) Vehicle loading behavior (axle load spectrum), if available.

(xvii) Type and location of existing utility services (e.g. Fibre Optical Cable, O/H and

U/G Electric, Telephone line, Water mains, Sewer, Trees etc.)

(xviii) Environmental setting and social baseline of the project.

3.6 SOCIAL ANALYSIS

The social analysis study will be carried out in accordance with the MORT&H/ World

Bank/ ADB Guidelines. The social analysis report will, among other things, provide a

socio-economic profile of the project area and address in particular, indigenous people,

communicable disease particularly HIV/AIDS poverty alleviation, gender, local

population, industry, agriculture, employment, health, education, health, child labour,

land acquisition and resettlement .

3.7 TRAFFIC SURVEYS

All traffic surveys and studies will be completed and incorporated in feasibility studies.

The type of traffic surveys and the minimum number of survey stations will be as under.

Table 3.1 Traffic surveys and Durations

Sl. No Type of traffic survey Number of Survey

Stations Survey Extent and Duration

1 Traffic volume Counts

(TVC) 3

Carried out for 7 days (continuous,

direction-wise)

2 Turning Movement

Counts (TMC)

All Major

Intersections

Conducted from morning and evening

on a week day (8 am to 8 pm)

3 Origin and

Destination Survey Minimum 2

Carry out 1-day (24 hour, both

directions) O-D and Commodity




Sl. No Type of traffic survey Number of Survey

Stations Survey Extent and Duration

Movement Surveys

4 Axle Loading

Characteristics 2

Carried out at suitable location(s) in

the project road stretch on a random

sample basis normally for trucks only

(both empty and loaded trucks) for 2

normal days - (24 hours) at special

count station

5 Speed-Delay

Characteristics Project Road Section

Carry out appropriate field studies

such as moving car survey to

determine running speed and journey

speed

6 Pedestrian/ animal

cross traffic count

All major

inhabitations along

the highway

All major inhabitations along the

highway

Table 3.2 shows the locations of surveys on the proposed corridor For TVC, OD and Axle

Load Surveys. Table 3.3 shows the locations of surveys on the proposed corridor For

TMC Surveys.

Table 3.2 Traffic Survey Locations for TVC, OD and Axle Load Surveys

Link No. Name of

Link

Location

Name TVC OD

Axle

Load Remarks

NH353C-01 Gadchiroli -

Ashti

Jaynagar

Village

(MSH 11)

Yes Yes Yes

On MSH-11, about 5.0 Km

From Chamorshi Towards

Ashti

NH353C-02 Ashti -

Allepalli

Ashti (MSH

09) Yes Yes Yes


From Ashti Towards Allepalli

NH353C-03 Allepalli -

Sironcha

Karaspalli

(MSH 11) Yes


From Sironcha Towards

Allepalli










Motorized Traffic Non-Motorized Traffic

Passenger Car Animal Drawn Vehicle (ADV)

Utility Vehicle (Jeep, Van etc) Hand Cart

Bus Mini Bus Other Non-Motorized Vehicle

Standard Bus

LCV LCV – Passenger

LCV – Freight

Truck

MCV - 2 Axle Rigid Chassis

HCV - 3 Axle Rigid Chassis

MAV - Semi Articulated

MAV - Articulated

All results will be presented in tabular and graphical form. The survey data will be

analyzed to bring out the hourly and daily variations. The traffic volume count per day

will be averaged to show a weekly Average Daily Traffic (ADT) by vehicle type. The

Annual Average Daily Traffic (AADT) will be worked out by applying seasonal factors.

The consultants will compile the relevant traffic volume data from secondary sources

also. The salient features of traffic volume characteristics will be brought out and

variations if any, from the traffic census carried out by the State PWD will be suitably

explained.

Origin-Destination (O-D) and Commodity Movements Surveys

The Consultants will carry out 1-day (24 hour, both directions) O-D and Commodity

Movement Surveys at locations finalized in consultation with IAHE. These will be

essentially required around congested towns to delineate through traffic. The road side

interviews will be on random sample basis and cover all four-wheeled vehicles. The

locations of the O-D survey and Commodity Movement surveys will normally be same as

for the classified traffic count stations.

The location of origin and destination zones will be determined in relation to each

individual station and the possibility of traffic diversion to the Project Road from/to

other road routes including bypasses.




The trip matrices will be worked out for each vehicle type information on weight for

trucks would be summed up by commodity type and the results tabulated, giving total

weight and average weight per truck for the various commodity types. The sample size

for each vehicle type will be indicated on the table and also in the graphical

representations.

The data derived from surveys will also be analyzed to bring out the lead and load

characteristics and desire line diagrams. The data analysis would also bring out the

requirement for the construction of bypasses. The distribution of lead and load obtained

from the surveys will be compared with those derived from the axle load studies. The

commodity movement data will be taken into consideration while making the traffic

demand estimates.

Turning Movement Surveys

The turning movement surveys for estimation of peak hour traffic for the design of

major and minor intersections will be carried out for the Study. The details regarding

composition and directional movement of traffic will be furnished.

The methodology for the surveys will be as per IRC: SP: 41-1994. The details including

location and duration of surveys will be finalized in consultation with IAHE officials.

The data derived from the survey will be analyzed to identify requirements of suitable

remedial measures, such as construction of underpasses, fly-overs, interchanges, grade-

separated intersections along the project road alignment. Intersections with high traffic

volume requiring special treatments either presently or in future will be identified.

Axle Load Surveys

Axle load surveys in both directions will be carried out at suitable location(s) in the

project road stretch on a random sample basis normally for trucks only (both empty and

loaded trucks) for 2 normal days - (24 hours) at special count stations to be finalized in

consultation with IAHE. However, a few buses may be weighed in order to get an idea

about their loading behavior. While selecting the location(s) of axle load survey

station(s), the locations of existing bridges with load restrictions, if any, should be taken

into account and such sites should be avoided.

The axle load surveys will be done using axle load pads or other sophisticated

instruments. The location(s) of count station(s) and the survey methodology including




the data formats and the instrument type to be used will be finalized before taking up

the axle load surveys.

The axle load data should be collected axle configuration-wise. The number of equivalent

standard axles per truck will be calculated on the basis of results obtained. The results

of the survey would bring out the VDF for each truck type (axle configuration, if the

calculated VDF is found to be below the national average, then national average will be

used. Furthermore, the data from axle load surveys are analyzed to bring out the Gross

Vehicle Weight (GVW) and Single Axle Load (SAL) Distributions by truck type (axle

configuration).

Speed-Delay Surveys

The Consultants will carry out appropriate field studies such as moving car survey to

determine running speed and journey speed. The data would be analyzed to identify

sections with typical traffic flow problems and congestion. The objective of the survey is

to recommend suitable measures for segregation of local traffic, smooth flow of through

traffic and traffic safety. These measures would include the provision of bypasses,

under-passes, fly-overs, interchanges, grade-separated intersections and service roads.

Traffic Demand Estimates

The consultants will make traffic demand estimates and establish possible traffic

growth rates in respect of all categories of vehicles, taking into account the past trends,

annual population and real per capita growth rate, elasticity of transport demand in

relation to income and estimated annual production increase. The other aspects

including socio-economic development plans and the land use patterns of the region

having impact on the traffic growth, the projections of vehicle manufacturing industry in

the country, development plans for the other modes of transport, O-D and commodity

movement behavior are also be taken into account while working out the traffic demand

estimates.

The values of elasticity of transport demand will be based on the prevailing practices in

the country. The Consultants will give complete background including references for

selecting the value of transport demand elasticity.

It is envisaged that the 2/4-laning of the project road sections would be completed and

opened to traffic after 3 years. The traffic demand estimates will be done for a further

period of 30 years from completion of two/four lane. The demand estimates will be done




assuming three scenarios, namely, optimistic, pessimistic and most likely traffic growth.

The growth factors will be worked out for five-yearly intervals.

Traffic projections would be based on sound and proven forecasting techniques. The

traffic projections would also bring out the possible impact of implementation of any

competing facility in the near future. The demand estimates should also take into

account the freight and passenger traffic along the major corridors that may

interconnect with the project. Impact of toll charges on the traffic estimates should be

estimated.

The methodology for traffic demand estimates described in the preceding paragraphs is

for normal traffic only. In addition to the estimates for normal traffic, the Consultants

will work out the estimates for generated, induced and diverted traffic. The traffic

forecasts will also be made for both diverted and generated traffic. Overall traffic

forecast thus made will form the basis for the design of each pavement type and other

facilities/ ancillary works.

3.8 ENGINEERING SURVEYS & INVESTIGATIONS

B.1 Reconnaissance and Alignment

B.2 Topographic Surveys

B.3 Road and Pavement Investigations

B.4 Investigations for Bridges and Structure

B.5 Material Investigations

B.1 Reconnaissance and Alignment

The Consultants would make an in-depth study of the available land width (ROW)

topographic maps, satellite imageries and air photographs of the project area, geological

maps, catchment area maps, contour plans, flood flow data and seismological data. And

other available relevant information collected by them concerning the existing

alignment. Would make efforts for minimizing land acquisition.

The detailed ground reconnaissance may be taken up immediately after the study of

maps and other data.

The data derived from the reconnaissance surveys are utilized for planning and

programming the detailed surveys and investigations. All field studies including the

traffic surveys should be taken up on the basis of information derived from the

reconnaissance surveys.




The data and information obtained from the reconnaissance surveys will be documented.

The data obtained from the reconnaissance surveys should form the core of the database

which would be supplemented and augmented using the data obtained from detailed

field studies and investigations.

B.2 Topographic Surveys

The basic objective of the topographic survey would be to capture the essential ground

features along the alignment in order to consider improvements and for working out

improvements, rehabilitation and upgrading costs. The detailed topographic surveys will

be taken up after the completion of reconnaissance surveys.

The detailed field surveys will be carried out using Total stations. The data from the

topographic surveys will be available in (x, y, z) format for use in a sophisticated digital

terrain model (DTM).

The detailed field surveys would essentially include the following activities

Topographic Surveys along the Existing Right of Way (ROW): Running a

continuous open Traverse along the existing road and realignments, wherever

required, and fixation of all cardinal points such as horizontal intersection points

(HIP’s), centre points and transit points etc. and properly referencing the same

with a pair of reference pillars fixed on either side of the centre-line at safe places

within the ROW.

The detailed field surveys would essentially include the topographic surveys

along the proposed location of bridge and alignment of approach road.

The detailed topographic surveys should be carried out along the approach roads

alignment and location of bridge approved by IAHE.

Collection of details for all features such as structures (bridges, culverts etc.)

utilities, existing roads, electric and telephone installations (both O/H as well as

underground), huts, buildings, fencing and trees (with girth greater than

0.3metre) oil and gas lines etc. falling within the extent of survey.

The width of survey corridor will generally be as given under

The width of the survey corridor should take into account the layout of the

existing alignment including the extent of embankment and cut slopes and the

general ground profile. While carrying out the field surveys, the widening scheme

(i.e. right, left or symmetrical to the centre line of the existing carriageway)




should be taken into consideration so that the topographic surveys cover

sufficient width beyond the centre line of the proposed divided carriageway.

In case the reconnaissance survey reveals the need for bypassing the congested

locations, the traverse lines would be run along the possible alignments in order

to identify and select the most suitable alignment for the bypass. The detailed

topographic surveys should be carried out along the bypass alignment approved

by IAHE. At locations where grade separated intersections could be the obvious

choice, the survey area will be suitably increased. Field notes of the survey

should be maintained which would also provide information about traffic, soil,

drainage etc.

The width of the surveyed corridor will be widened appropriately where

developments and / or encroachments have resulted in a requirement for

adjustment in the alignment, or where it is felt that the existing alignment can

be improved upon through minor adjustments.

Where existing roads cross the alignments, the survey will extend a minimum of

100 m either side of the road centre line and will be of sufficient width to allow

improvements, including at grade intersection to be designed.

The surveyed alignment shall be transferred on to the ground as under

Reference Pillar and Bench Mark / Reference pillar of size 15 cm X 15 cm X 45cm

shall be cast in RCC of grade M 15 with a nail fixed in the centre of the top

surface. The reference pillar shall be embedded in concrete up to a depth of 30cm

with CC M10 (5 cm wide all around). The balance 15 cm above ground shall be

painted yellow. The spacing shall be 250m apart, incase Bench Mark Pillar

coincides with Reference Pillar, only one of the two need be provided.

Establishing Bench marks at site connected to GTS Bench marks at an interval

of 250 meters on Bench mark pillar made of RCC as mentioned above with RL

and BM No. marked on it with red paint.

Boundary Pillars- Wherever there is a proposal of realignment of the existing

Highway and/or construction of New Bypasses, Consultant will fix boundary

pillars along the proposed alignment on the extreme boundary on either side of

the project Highway at 50 m interval.




Longitudinal and Cross-Sections

The topographic surveys for longitudinal and cross-sections shall cover the following:

Longitudinal section levels along final centre line at every 25 m interval, at the

locations of curve points, small streams and intersections and at the locations of

change in elevation.

Cross sections at every 50 m interval in full extent of survey covering sufficient

number of spot levels on existing carriageway and adjacent ground for profile

correction course and earth work calculations. Cross sections shall be taken at

closer interval at curves.

Longitudinal section for cross roads for length adequate for design and quantity

estimation purposes.

Longitudinal and cross sections for major and minor streams shall cover Cross

section of the channel at the site of proposed crossing and few cross sections at

suitable distance both upstream and downstream, bed level up to top of banks

and ground levels to a sufficient distance beyond the edges of channel, nature of

existing surface soil in bed, banks & approaches, longitudinal section of channel

showing site of bridge etc. These shall be as per recommendations contained in

IRC Special Publication No. 13 (Guidelines for the Design of Small Bridges and

Culverts) and provisions of IRC:5 (“Standard Specifications & Code of Practice

for Road Bridges, Section 1 – General Features of Design”).

Details of utility Services and Other Physical Features

The Consultants will collect details of all important physical features along the

alignment. These features affect the project proposals and should normally

include buildings and structures, monuments, burial grounds, cremation

grounds, places of worship, railway lines, stream / river / canal, water mains,

severs, gas/oil pipes, crossings, trees, plantations, utility services such as electric,

and telephone lines (O/H & U/G) and poles, optical fiber cables (OFC) etc. The

survey would cover the entire right-of-way of the road on the adequate allowance

for possible shifting of the central lines at some of the intersections locations.

The information collected during reconnaissance and field surveys will be shown

on a strip plan so that the proposed improvements can be appreciated and the

extent of land acquisition with L.A schedule, utility removals of each type etc.




assessed and suitable actions can be initiated. Separate strip plan for each of the

services involved shall be prepared for submission to the concerned agency.

B.3 Road and Pavement Investigations

The Consultants will carry out detailed field studies in respect of road and pavement.

The data collected through road inventory and pavement investigations should be

sufficient to meet the input requirements of HDM-IV.

Road Inventory Surveys:

Detailed road inventory surveys will be carried out to collect details of all existing road

and pavement features along the existing road sections. The inventory data will include

the following.

Terrain (flat, rolling, mountainous);

Land-use (agricultural, commercial, forest, residential etc ) @ every kilometer;

Carriageway width, surfacing type @ every 500m and every change of feature

whichever is earlier;

Shoulder surfacing type and width @ every 500m and every change of feature

whichever is earlier;

Sub-grade / local soil type (textural classification) @ every 500m and every

change of feature whichever is earlier;

Horizontal curve; vertical curve

Road intersection type and details, at every occurrence;

Retaining structures and details, at every occurrence;

Location of water bodies (lakes and reservoirs), at every occurrence;

Height of embankment or depth of cut @ every 200m and every change of feature

whichever is earlier.

Land width i.e. ROW

Culverts, bridges and other structures (type, size, span arrangement and

location)

Roadside arboriculture

Existing utility services on either side within ROW.

General drainage conditions

Design speed of existing road




The data should be collected in sufficient detail. The data should be compiled and

presented in tabular as well as graphical form. The inventory data would be stored in

computer files using simple utility packages, such as EXCEL.

Pavement Condition:

The data concerning the pavement composition may be already available with the PWD.

However, the consultants will make trial pits to ascertain the pavement composition.

For each test pit, the following information shall be recorded:

Test pit reference (Identification number, location):

Pavement composition (material type and thickness); and

Subgrade type (textural classification) and condition (dry, wet)

Road and Pavement Condition Surveys

The objective of the road and pavement condition surveys are to identify defects and

sections with similar characteristics. All defects are systematically referenced, recorded

and quantified for the purpose of determining the mode of rehabilitation.

The pavement condition surveys are carried out using visual means. Supplemented by

actual measurements and in accordance with the widely accepted methodology

(AASHTO, IRC, OECD, TRL and World Bank Publications) adapted to meet the study

requirements. The measurement of rut depth would be made using standard straight

edges.

The shoulder and embankment conditions will be evaluated by visual means and the

existence of distress modes (cuts, erosion marks, failure, drops) and extent (none,

moderate, frequent and very frequent) of such distress manifestations would be

recorded.

For sections with severe distresses, additional investigations as appropriate will be

carried out to determine the cause of such distresses.

Pavement Roughness

The roughness surveys will be carried out using Bump Integrator or similar instrument.

The methodology for the surveys will be as per the widely used standard practices. The

calibration of the instrument will be done as per the procedure given in the World

Bank’s Technical Publications and duly got authenticated by established

laboratory/institution acceptable to the client.




The surveys will be carried out along the outer wheel paths. The surveys will cover a

minimum of two runs along the wheel paths for each directions.

The results of the survey shall be expressed in terms of BI and IRI and shall be

presented in tabular and graphical forms. The processed data shall be analysed using

the cumulative difference approach to identify road segments homogenous with respect

to surface roughness.

Pavement Structural Strength

The Consultants will carry out structural strength surveys for existing pavements using

Benkelman Beam Deflection technique in accordance with the CGRA procedure given in

IRC: 81-1997 (“Guidelines for Strengthening of Flexible Road Pavements Using

Benkelman Beam Deflection Technique”).

It is suggested that the deflection surveys may be carried out as per the scheme given

below:

Mainline testing; and,

Control section testing.

The deflection tests for the mainline shall be carried out at every 500 m along the road

sections covered under the study. The control section testing shall involve carrying out

deflection testing for each 100 m long homogenous road segment along the road sections.

The selection of homogenous segment will be based on the data derived from pavement

condition surveys. The total length of such homogenous segments will not be less than

100 m per kilometer. The deflection measurements for the control section testing should

be at an interval of not more than 10 m.

Test pits are taken at every 500 m and also along each homogeneous road segment to

obtain pavement composition details (pavement course, material type and thickness) so

as to be able to study if a correlation exists between deflection and composition. If so, the

relationship are to be used while working out the overlay thickness for the existing

pavement.

Benkelman Beam Deflection surveys may not be carried out for severely distressed

sections of the road warranting reconstruction. The Consultants, immediately upon the

award of the contract, will have to submit to IAHE the scheme describing the testing

schedule including the interval. The testing scheme will be supported by data from

detailed reconnaissance surveys.




Subgrade Characteristics and Strength

Based on the data derived from condition (surface condition, roughness) and structural

strength surveys, the project road section should be divided into segments homogenous

with respect to pavement condition and strength. The delineation of segments

homogenous with respect to roughness and strength should be done using the

cumulative difference approach (AASHTO, 1993).

The data on soil classification and mechanical characteristics for soils along the existing

alignments may already be available with the PWD. The testing scheme is, therefore,

proposed as given under:

For the widening (2/4 Laning) of existing road within the ROW, the

Consultants have to test at least three sub-grade soil samples for each

homogenous road segment or three samples for each soil type

encountered, whichever is more.

For the roads along new alignments, the test pits for sub grade soil shall

be @ 5km or for each soil type, whichever is more. A minimum of three

samples should be tested corresponding to each homogenous segment.

The testing for subgrade soil shall include:

i. In-situ density and moisture content at each test pit

ii. Field CBR using DCP at each test pit

iii. Characterization (grain size and Atterberg limits) at each test pit and,

iv. Laboratory moisture-density characteristics (modified AASHTO

compaction);

v. Laboratory CBR (unsoaked and 4-day soak compacted at three energy

levels) and swell.

For problematic soils, the testing will be more rigorous. The characteristics with regard

to permeability and consolidation will also be determined for these soils. The frequency

of sampling and testing of these soils will be finalized in consultation with the IAHE

officers after the problematic soil types are identified along the road sections. The

laboratory for testing of material should be got approved from IAHE before start of

work.




B.4 Investigation for Bridges and Structures

Inventory of Bridges, Culverts and Structures

The Consultants will carry out inventory of all the structures (bridges, viaducts,

ROBs/RUB and other grade separated structures, culverts, etc.) along the road under

the project. The inventory for the bridges, viaducts and ROBs will include the

parameters required as per the guidelines of IRC-SP: 35. The inventory of culverts will

be presented in a tabular form covering relevant physical and hydraulic parameters.

Hydraulic and Hydrological Investigations

The hydrological and hydraulic studies are to be carried out in accordance with IRC SP:

13 (“Guidelines for the Design of Small Bridges and Culverts”) and IRC: 5 (“Standard

Specifications & Code of Practice for Road Bridges, Section I General Feature of

Design”). These investigations will be carried out for all existing drainage structures

along the road sections under the study.

The consultant will also collect information on observed maximum depth of scour. In

respect of major bridges, history of hydraulic functioning of existing bridge, if any, under

flood situation, general direction of river course through structure, afflux, extent and

magnitude of flood, effect of backwater, if any, aggradation/degradation of bed, evidence

of scour etc. will be used to augment the available hydrological data. The presence of

flood control/irrigation structures, if affecting the hydraulic characteristics like causing

obliquity, concentration of flow, scour, silting of bed, change in flow levels, bed levels etc.

will be studied and considered in design of bridges. The details of any future planned

work that may affect the river hydraulics will be studied and considered.

The Consultants will make a desk study of available data on topography (topographic

maps, stereoscopic aerial photography), storm duration, rainfall statistics, top soil

characteristics, vegetation cover etc. so as to assess the catchment areas and hydraulic

parameters for all existing and proposed drainage provisions. The findings of the desk

study would be further supplemented and augmented by a reconnaissance along the

area. All important hydrological features will be noted during this field reconnaissance.

The Consultants will collect information on high flood level (HFL), low water levels

(LWL), high tide level (HTL), low tide level (LTL) where applicable, discharge velocity

etc. from available past records, local inquiries and visible signs, if any, on the




structural components and embankments. Local inquiries will also be made with regard

to the road sections getting overtopped during heavy rains.

Condition Surveys for Bridges, Culverts and Structures

1. The team will thoroughly inspect the existing structures and shall prepare a

report about their condition including all the parameters given in the Inspection

pro-forma of IRC-SP; 35. The condition and structural assessment survey of the

bridges / culverts / structures shall be carried out by senior experts of the

Consultants.

2. For the bridges identified to be in a distressed condition based upon the visual

condition survey, supplementary testing shall be carried out as per IRC-SP: 35

and IRC-SP: 40. Selection of tests may be made based on the specific requirement

of the structure.

3. The assessment of the load carrying capacity or rating of existing bridges shall be

carried out under one or more of the following scenarios:

i. When the design live load is less than that of the statutory commercial

vehicle plying or likely to ply on bridge;

ii. If during the condition assessment survey and supplementary testing the

bridge is found to indicate distress of serious nature leading to doubt

about structural and / or functional adequacy, and

iii. Design live load is not known nor are the records and drawings available.

4. The evaluation of the load carrying capacity of the bridge shall be carried out as

per IRC-SP: 37 (“Guidelines for Evaluation of Load Carrying Capacity of

Bridges”). The analytical and correlation method shall be used for the evaluation

of the load carrying capacity as far as possible. When it is not possible to

determine the load carrying capacity of the bridge using analytical and

correlation method, the same shall be carried out using load testing. The

consultant has to exhaust all other methods of evaluation of strength of bridges

before recommending to take up load testing of bridges. Road closure for testing

if unavoidable shall be arranged by IAHE for limited duration say 12 hrs or so.

5. The team shall carryout necessary surveys and investigations to establish the

remaining service life of each retainable bridge or structure with and without the




proposed strengthening and rehabilitation according to acceptable international

practice in this regard.

Geo-technical Investigations and Sub-Soil Exploration

We shall carry out geo-technical investigations and sub-surface explorations for the

proposed Bridges along high embankments and any other location as necessary for

proper design of the works and conduct all relevant laboratory and field tests on soil and

rock samples.

The deviation(s), if any, by the Consultants from the scheme presented above should be

got approved from IAHE.

However, where a study of geo-technical reports and information available from

adjacent crossings over the same waterway indicates that subsurface variability is such

that boring at the suggested spacing will be insufficient to adequately define the

conditions for design purposes, the we shall review and finalize the bore hole locations in

consultation with the IAHE officers.

Geotechnical Investigations and Sub soil Exploration will be carried out to determine

the nature and properties of existing strata in bed, banks and approaches with trial pits

and bore hole sections showing the levels, nature and properties of various strata to a

sufficient depth below the level suitable for foundations, safe intensity of pressure on the

foundation strata, proneness of site to artesian conditions, seismic disturbance and

other engineering properties of soil etc. Geotechnical investigation and Sub-soil

Exploration will be done as per IRC 78-.

The scheme for the borings locations and the depth of boring will be prepared by the

Consultants and submitted to IAHE for approval. These may be finalized in consultation

with IAHE.

The sub-soil exploration and testing should be carried out through the Geotechnical

Consultants empanelled by MORT&H. The soil testing reports shall be in the format

prescribed in relevant IRC Codes.

For the approach road pavement, bore holes at each major change in pavement condition

or in deflection readings or at 2 km intervals whichever is less shall be carried out to a

depth of at least 2 m below embankment base or to rock level and are to be fully logged.

Appropriate tests to be carried out on samples collected from these bore holes to




determine the suitability of various materials for use in widening of embankments or in

parts of new pavement structure.

B.5 Material Investigation

The Consultants have to identify sources (including use of fly-ash/ slag), quarry sites

and borrow areas, undertake field and laboratory testing of the materials to determine

their suitability for various components of the work and establish quality and quantity

of various construction materials and recommend their use on the basis of techno-

economic principles. The Consultants will prepare mass haul diagram for haulage

purposes giving quarry charts indicating the location of selected borrow areas, quarries

and the respective estimated quantities.

“As per MORTH circular No. RW /NH-33044/53/2013-S&R(R) dated 20th November,

2013, alternative pavement materials and technologies for road construction shall be

assessed and compared in the design stage. The alternative resulting in substantial

reduction in GHG emission and with least life cycle cost shall be recommended for

implementation.

Technical and economic feasibility of using industrial byproducts, recyclable and waste

materials shall be assessed depending on their availability in the concerned region.

It is to be ensured that no material shall be used from the right-of-way except by way of

leveling the ground as required from the construction point of view, or for landscaping

and planting of trees etc. or from the cutting of existing ground for obtaining the

required formation levels.

Environmental restrictions, if any, and feasibility of availability of these sites to

prospective civil works contractors, should be duly taken into account while selecting

new quarry locations.

We will make suitable recommendations regarding borrow and quarry areas after the

exploitation of materials for construction of works.

The Material Investigation aspect will include preparation and testing of bituminous

mixes for various layers and concrete mixes of different design mix grades using suitable

materials (binders, aggregates, sand filler etc.) as identified during Material

Investigation to conform to latest MORT&H specification.




3.9 DETAILED DESIGN OF ROAD AND PAVEMENTS, STRUCTURES

C.1 General

C.2 Design Standards

C.3 Geometric Design of Highway

C.4 Pavement Designs

C.5 Design of Embankments

C.6 Design of Bridges and Structures

C.7 Design of Drainage System

C.8 Traffic Safety Features, Road Furniture, Road Markings and Road Signs

C.9 Arboriculture and Landscaping

C.10 Toll Plazas

C.11 Weighing Station, Parking Areas and Rest Areas

C.12 Miscellaneous Works

C.1 General

The Consultants are to carryout detailed designs and prepare working drawings for the

following.

High speed highway complete in all respects with service roads at appropriate

locations;

Design of pavement for the additional lanes and overlay for the existing road,

paved shoulders, medians, verges;

Bridges, viaduct/subways and other grade separated structures including

ROBs/RUBs etc.;

At-grade and grade-separated intersections, interchanges (if required);

ROB for railway crossings as per the requirement and the standards of the

Indian Railways; and,

Prepare alignment plans, longitudinal sections and cross-sections @ 50m

intervals;

Designs for road furniture and road safety/ traffic control features;

Designs and drawings for service road/ under passes/ overpass / cattle passes tree

planting/fencing at locations where necessary / required

Toll plazas

Short bypasses at congested locations




Drainage design showing location of turnouts, out falling structures, separate

drawings sheet for each 5 km. stretch.

Bridges and structures rehabilitation plan with design and drawings

Traffic amenities (Parking Areas, Weighing Station and Rest Areas, etc.).

Design of pavement for approach road

Design of river bank protection / training works Innovative type of structures

with minimum joints, aesthetically, pleasing and appropriate to the topography

of the region shall be designed wherever feasible.

C.2 Design Standards

The Consultants will evolve Design Standards and material specifications for the Study

primarily based on IRC publications, MoRT&H Circulars and relevant recommendations

of the international standards for approval by IAHE.

The Design Standards evolved for the project have to cover all aspects of detailed design

including the design of geometric elements, pavement design, bridges and structures,

traffic safety and materials.

C.3 Geometric Design of Highway

Based on the data collected from reconnaissance and topographic surveys, the sections

with geometric deficiencies, if any, should be identified and suitable measures for

improvement should be suggested for implementation.

The data on accident statistics should be compiled and reported showing accident type

and frequency so that black spots are identified along the project road section. The

possible causes (such as poor geometric features, pavement condition etc.) of accidents

should be investigated into and suitable cost-effective remedial measures suggested for

implementation.

The detailed design for geometric elements will have to cover, but not be limited to the

following major aspects:

horizontal alignment;

longitudinal profile;

Cross-sectional elements, including refuge lane (50m) at every 2kms.

junctions, intersections and interchanges;

bypasses; and,

Service roads as and when require i.e. built up area.




The alignment design has to be verified for available sight distances as per the standard

norms. The provision of appropriate markings and signs has to be made wherever the

existing site conditions do not permit the adherence to the sight distance requirements

as per the standard norms.

We will make detailed analysis of traffic flow and level of service for the existing road

and workout the traffic flow capacity for the improved project road. The analysis would

clearly establish the widening (2/4-laning) requirements with respect to the different

horizon periods taking into account special problems such as road segments with

isolated steep gradients.

In the case of closely spaced cross roads the we will examine different options such as,

providing grade separated structure for some of them with a view to reduce number of

at-grade crossings, services roads connecting the cross-roads and closing access from

some of the intersections and prepare and furnish appropriate proposals for this purpose

keeping in view the cost of improvement, impact on traffic movement and accessibility to

cross roads. The detailed drawings and cost estimate should include the provisions for

realignments of the existing cross roads to allow such arrangements. We will also design

and prepare other details in respect of the parallel service roads in urbanized locations

and other locations to cater to the local traffic, their effect of the viability of the project

on commercial basis if service roads are constructed as part of the project and the

implications of not providing the service roads.

The team shall prepare complete road and pavement design including drainage for new

bypass option identified around congested town enroute.

C.4 Pavement Design

The detailed design of pavement shall involve:

Strengthening of existing road pavement and design of the new pavement if any,

if the findings of the traffic studies and life-cycle costing analysis confirm the

requirement for widening of the road beyond 2 lane undivided carriageway

standard;;

Pavement design for bypasses; and,

Design of shoulders.

The design of pavement will be based on IRC publications. The design alternatives will

include both rigid and flexible design options. It is learnt that Flyash is available at

Chandrapur in sufficient quantities. Possibility of use of Flyash based PPC cement will




also be explored. Also, use of Flyash for DLC after due testing will be examined. The

most appropriate design, option would be established on life-cycle costing and techno-

economic consideration.

As regards the design of overlays for the existing 2-lane pavement, the strengthening

requirement will take into account the strength of the existing pavement vis-à-vis the

remaining life. The overlay thickness requirements will be worked out for each road

segment homogenous with respect to condition, strength and sub-grade characteristics.

The rehabilitation provisions will also include the provision of regulating layer. For

existing pavement with acceptable levels of cracking, provision of a crack inhibiting

layer will also be included.

Latest techniques of pavement strengthening like provision of geo-synthetics and

cold/hot pavement recycling would be duly considered for achieving economy.

The paved shoulders would be designed as integral part of the pavement for the main

carriageway. The design requirements for the carriageway pavement has to, therefore,

be applicable for the design of shoulder pavements. The design of granular shoulder will

take into account the drainage considerations besides the structural requirements.

The pavement design task would also cover working out the maintenance and

strengthening requirements and periodicity and timing of such treatments.

C.5 Design of Embankments

The embankments design would provide for maximum utilization of locally available

materials consistent with economy. Use of fly ash wherever available with in economical

leads will be considered. In accordance with Government instructions, use of fly ash

within 100 km from Thermal Power Stations is mandatory.

The team shall also carry out detailed analysis and design for all embankments of

height greater than 6 m based on relevant IRC publications.

The design of embankments would include the requirements for protection works and

traffic safety features.

C.6 Design of Bridges and Structures

The Consultant shall prepare General Arrangement Drawing (GAD) and Alignment

Plan showing the salient features of the bridges and structures proposed to be

constructed / reconstructed along the road sections covered under the Study. These

salient features such as alignment, overall length, span arrangement, cross section, deck

level, founding level, type of bridge components (superstructure, substructure,




foundations, bearings, expansion joint, return walls etc.) shall be finalized based upon

hydraulic and geo-technical studies, cost effectiveness and ease of construction. The

GAD shall be supplemented by Preliminary designs. In respect of span arrangement and

type of bridge a few alternatives with cost-benefit implications should be submitted to

enable IAHE to approve the best alternative. After approval of alignment and GAD the

team shall prepare detailed design as per IRC codes /guidelines and working drawings

for all components of bridges and structures.

GAD for bridges/structures across irrigation/water way channels shall be got approved

from the concerned Irrigation/Water way Authorities where essential. Subsequent to

approval of GAD and alignment plan by IAHE. We shall prepare detailed design as per

IRC codes/guidelines for all components of the bridges and structures.

Subsequent to the approval of the GAD and Alignment Plan by IAHE, the Consultant

shall prepare detailed design as per IRC and working drawings for all components of the

bridges and structures. The Consultant shall furnish the design and working drawings

for suitable protection works and/or river training works wherever required.

Dismantling/ reconstruction of existing structures shall be avoided as far as possible

except where considered essential in view of their poor structural conditions/ inadequacy

of the provisions etc.

The existing structures having inadequate carriageway width shall be

widened/reconstructed in pat or fully as per the latest MoRT&H guidelines. The

Consultant shall furnish the detailed design and working drawings for carrying out the

above improvements.

Suitable repair / rehabilitation measures shall be suggested in respect of the existing

structures as per IRC-SP: 40 along with their specifications, drawings and cost estimate

in the form of a report. The rehabilitation or reconstruction of the structures shall be

suggested based on broad guidelines for rehabilitation and strengthening of existing

bridges contained in IRC-SP:35 and IRC-SP:40.

Subsequent to the approval of the GAD and the alignment plan by IAHE, detailed

design shall also be carried out for the proposed underpasses, overpasses and

interchanges.

The Consultants shall also carry out the design and make suitable recommendations for

protection works for bridges and drainage structures.




In case land available is not adequate for embankment slope, suitable design for RCC

retaining wall shall be furnished. However, RES wall may also be considered depending

upon techno-economic suitability to be approved by IAHE.

C.7 Design of Drainage System

The requirement of roadside drainage system and the integration of the same with

proposed cross-drainage system shall be worked out for the entire length of the project

road section.

In addition to the roadside drainage system, the Consultants shall design the special

drainage provisions for sections with super-elevated carriageways, high embankments

and for road segments passing through cuts. The drainage provisions shall also be

worked out for road segments passing through urban areas.

The designed drainage system should show locations of turnouts/outfall points with

details of outfall structures fitting into natural contours. A separate drawing sheet

covering every 5 km. stretch of road shall be prepared.

C.8 Traffic Safety Features, Road Furniture, Road Markings and Road Signs

The Consultants shall design suitable traffic safety features and road furniture

including traffic signals, signs, markings, overhead sign boards, crash barriers,

delineators etc. The locations of these features shall be given in the reports and also

shown in the drawings.

C.9 Arboriculture and Landscaping

The Consultants shall work out appropriate plan for planting of trees (specifying type of

plantation), horticulture, floriculture on the surplus land of the right-of way with a view

to beautify the highway and making the environment along the highway pleasing. The

existing trees / plants shall be retained to the extent possible. The Transplantation of

trees shall also be proposed wherever feasible.

C.10 Toll Plaza complex & HTMS

The Consultants shall identify the possible toll plaza location(s) based on the data and

information derived from the traffic studies and a study of the existing physical features

including the availability of land. The location of the plaza should keep in view that the

project road is to be developed as a partially access controlled highway facility and it is

required to collect toll on rational basis from as much of the vehicular traffic as possible

consistent with economy of collection and operations. The location of the toll plaza




should be finalized in consultation with IAHE. Toll Plaza shall be designed as per IRC

84.

C.11 Weighing Station, Parking Areas and Rest Areas

The consultant shall select suitable sites for weighing stations, parking areas and rest

areas and prepare suitable separate designs in this regard. The common facilities like

petrol pump, first-aid medical facilities, police office, restaurant, vehicle parking etc.

should be included in the general layout for planning. For petrol pump, the guidelines

issued by OISD of Ministry of Petroleum shall be followed. The facilities should be

planned to be at approximately 50 km interval. At least each facility (1 no.) is foreseen

to be provided for this project stretch. Weighing stations can be located near toll plazas

so that overloaded vehicles can be easily identified and suitably penalized and unloaded

before being allowed to proceed further. The type of weighing system suitable for the

project shall be brought out in the report giving merits of each type of the state-of-the

art and basis of recommendations for the chosen system.

C.12 Miscellaneous works

The Consultants shall make suitable designs and layout for miscellaneous works

including rest areas, bus bays, vehicle parking areas, telecommunication facilities etc.

wherever appropriate.

The Consultants shall prepare detailed plan for the traffic management and safety

during the construction period.

3.10 ENVIRONMENT AND SOCIAL IMPACT ASSESSMENT

D.1 Environmental Impact Assessment

D.2 Social Assessment

D.3 Reporting Requirements of EIA

D.4 Reporting requirements of RAP

The consultant shall under take the detailed environmental and social impact

assessment in accordance with the standard set by the Government of India for projects

proposed to be funded by MORT&H/ NHAI. In respect of projects proposed to be funded

by ADB loan assistance, Environmental Assessment Requirements, Environmental

Guidelines for selected infrastructure projects, 1993 of Asian Development Bank shall

be followed. Similarly, for projects proposed to be funded by World Bank loan assistance,

World Bank Guidelines shall be followed.




D.1 Environmental Impact Assessment

Environment impact assessment or initial environment examination be carried out in

accordance with ADB’s Environmental Assessment Requirements of ADB

1998guidelines for selected infrastructure projects 1993 as amended from time to time

/World Bank Guidelines / Government of India Guidelines, as applicable.

1. The consultant should carry out the preliminary environmental screening to

assess the direct and induced impacts due to the project.

2. The consultant shall ensure to document baseline conditions relevant to the

project with the objective to establish the benchmarks.

3. The consultant shall assess the potential significant impacts and identify the

mitigation measures to address these impacts adequately.

4. The consultant shall do the analysis of alternatives incorporating environmental

concerns. This should include with and without scenario and modification

incorporated in the proposed project due to environment considerations.

5. The consultant shall give special attention to the environmental enhancement

measures in the project for the following:

(a) Cultural property enhancement along the highways

(b) Bus bays and bus shelters including a review of their location,

(c) Highway side landscape and enhancement of the road junctions,

(d) Enhancement of highway side water bodies, and

(e) Redevelopment of the borrow areas located on public land.

6. The consultant shall prepare the bill-of-quantities (BOQ) and technical

specifications for all items of work in such a way that these may be readily

integrated to the construction contracts.

7. The consultant shall establish a suitable monitoring network with regard to air,

water and noise pollution. The consultant will also provide additional inputs in

the areas of performance indicators and monitoring mechanisms for

environmental components during construction and operational phase of the

project.

8. The consultant shall provide the cost of mitigation measures and ensure that

environmental related staffing, training and institutional requirements are

budgeted in project cost.




9. The consultant shall prepare the application forms and obtain forestry and

environmental clearances from the respective authorities including the SPCBs

and the MOEF on behalf of IAHE/ MORT&H. The consultants will make

presentation, if required, in defending the project to the MOEF Infrastructure

Committee.

10. The consultant shall identify and plan for plantation and Transplantation of the

suitable trees along the existing highway in accordance with IRC guidelines.

11. The consultant shall assist in providing appropriate input in preparation of

relevant environment and social sections of BPIP.

D.2 Social Assessment

The consultant would conduct base line socio-economic and census survey to assess the

impacts on the people, properties and loss of livelihood. The socioeconomic survey will

establish the benchmark for monitoring of R&R activities. A social assessment is

conducted for the entire project to identify mechanisms to improve project designs to

meet the needs of different stakeholders. A summary of stakeholder’s discussions, issue

raised and how the project design was developed to meet stakeholders need would be

prepared.

The consultant shall prepare Land Acquisition Plan and assist IAHE/ MORT&H in

acquisition of land under various Acts.

The consultant would prepare Resettlement and Rehabilitation Plan –assess feasibility

and effectiveness of income restoration strategies and suitability and availability to

relocation sites. The resettlement plan which accounts for land acquisition and

resettlement impacts would be based on a 25% socio-economic survey and 100 % census

survey of project affected people which provides the complete assessment of the number

of affected households and persons, including common property resources. All untitled

occupants are recorded at the initial stages and identify cards will be issued to ensure

there is no further influx of people in to the project area. All consultations with affected

persons (to include list of participants) should be fully documented and records made

available to IAHE.

Assessment on the impact of the project on the poor and vulnerable groups

along the project road corridor.

Based on the identified impacts, developing entitlement matrix for the project

affected people.




Assessment on social issues such as indigenous people, gender, HIV/AIDS,

laborers including child labor.

Implementation budgets, sources and timing of funding and schedule of tasks.

Responsibility of tasks, institutional arrangements and personnel for delivering

entitlement and plans to build institutional capacity.

Internal and external Monitoring plans, key monitoring indicators and

grievance redress mechanism.

Incorporating any other suggestions of the ADB/ World Bank/MORT&H /

IAHE, till the acceptance of the reports by the ADB/ World Bank/ MORT&H

/IAHE, as applicable.

D.3 Reporting Requirements of EIA

The consultant would prepare the stand-alone reports as per the requirement of the

ADB/World Bank / MORT&H/IAHE, as applicable, with contents as per the following:

Executive Summary

Description of the Project

Identification and categorization of the potential impacts (during pre-

construction, construction and operation periods).

Analysis of alternatives (this would include correlation amongst the finally

selected alternative alignment/routing and designs with the avoidance and

environmental management solutions).

The public consultation process.

Policy, legal and administrative framework. This would include mechanisms at

the states and national level for operational policies. This would also include a

description of the organizational and implementation mechanism recommended

for this project.

Typical plan or specific designs for all additional environmental items as

described in the scope of work.

Incorporating any other as per the suggestions of the ADB/ World Bank /

MORT&H/ IAHE, till the acceptance of the reports by the ADB/ World Bank /

MORT&H/ IAHE, as applicable.

EMP Reports for Contract Package based on uniform methodology and

processes. The consultant will also ensure that the EMP has all the elements

for it to be a legal document. The EMP reports would include the following:




Brief description of the project, purpose of the EMP, commitments on

incorporating environmental considerations in the design, construction

and operations phases of the project and institutional arrangements for

implementing the EMP.

A detailed EMP for construction and operational phases with recourse to

the mitigation measures for all adverse impacts.

Detailed plans for highway-side tree plantation (as part of the

compensatory afforestation component).

Environmental enhancement measures would be incorporated.

Enhancement measures would include items described in the scope of

work and shall be complete with plans, designs, BOQ and technical

specifications.

Environmental monitoring plans during and after construction including

scaling and measurement techniques for the performance indicators

selected for monitoring.

The EMP should be amendable to be included in the contract documents

for the works.

Incorporating any other as per the suggestions of the ADB/ World Bank

MORT&H/ IAHE, till the acceptance of the reports by the ADB/ World

Bank / MORT&H/ IAHE as applicable.

D.4 Reporting requirements of RAP

Analysis on the resettlement plan be conducted based on ADBs Hand Book on

Resettlement, A Guide to Good practice 1998 as amended time to time/ World Bank

Guidelines / Government of India Guidelines, as applicable.

Executive Summary

Description of Project

Objectives of the project.

The need for Resettlement in the Project and evaluation of measures to

minimize resettlement.

Description and results of public consultation and plans for continued

participation of PAPs.

Definition of PAPs and the eligibility criteria.




Census and survey results-number affected, how are they affected and what

impacts will they experience.

Legal and entitlement policy framework-support principles for different

categories of impact.

Arrangements for monitoring and evaluation (internal and external)

Implementation schedule for resettlement which is linked to the civil works

contract

A matrix of scheduled activities linked to land acquisition procedures to

indicate clearly what steps and actions will be taken at different stages and the

time frame

The payment of compensation and resettlement during the acquisition process

An itemized budget (replacement value for all assets) and unit costs for

different assets.

3.11 ESTIMATION OF QUANTITIES AND PROJECT COSTS

The Consultants shall prepare detailed estimates for quantities (considering designs

and mass haul diagram) and project cost for the entire project (civil packages wise),

including the cost of environmental and social safeguards proposed based on MoRT&H’s

Standard Data Book and market rate for the inputs. The estimation of quantities shall

be based on detailed design of various components of the projects. The estimation of

quantities and costs would have to be worked out separately for civil work Package as

defined in this TOR.

The Consultants shall make detailed analysis for computing the unit rates for the

different items of works. The unit rate analysis shall duly take into account the various

inputs and their basic rates, suggested location of plants and respective lead distances

for mechanized construction. The unit rate for each item of works shall be worked out in

terms of manpower, machinery and materials.

The project cost estimates so prepared for MORT&H/ IAHE / ADB/ WB projects are to be

checked against rates for similar on-going works in India under MORT&H/ World Bank

/ ADB financed road sector projects.

3.12 VIABILITY AND FINANCING OPTIONS

The Project Road would be divided into the traffic homogenous links based on the

findings of the traffic studies. The homogenous links of the Project Road would be




further subdivided into sections based on physical features of road and pavement, sub-

grade and drainage characteristics etc. The economic and commercial analysis shall be

carried out separately for each traffic homogenous link as well as for the Project Road.

The values of input parameters and the rationale for their selection for the economic and

commercial analyses shall be clearly brought out and got approved by IAHE.

For models to be used for the economic and the commercial analyses, the calibration

methodology and the basic parameters adapted to the local conditions shall be clearly

brought out and got approved by MORT&H/ IAHE.

The economic and commercial analyses should bring out the priority of the different

homogenous links in terms of project implementation.

Economic Analysis

The Consultants shall carry out economic analysis for the project. The analysis should

be for each of the sections covered under this TOR. The benefit and cost streams should

be worked out for the project using HDM-IV or other internationally recognized life-

cycle costing model.

The economic analysis shall cover but be not limited to be following aspects:

i. Assess the capacity of existing roads and the effects of capacity

constraints on vehicle operating costs (VOC);

ii. Calculate VOCs for the existing road situation and those for the project;

iii. Quantify all economic benefits, including those from reduced congestion,

travel distance, road maintenance cost savings and reduced incidence of

road accidents; and,

iv. Estimate the economic internal rate of return (EIRR) for the project over a

30-year period. In calculating the EIRRs, identify the tradable and non-

tradable components of projects costs and the border price value of the

tradable components.

v. Saving in time value.

Economic Internal Rate of Return (EIRR) and Net Present Value (NPV), “with” and

“without time and accident savings” should be worked out based on these cost-benefit

stream. Furthermore, sensitivity of EIRR and NPV worked out for the different

scenarios as given under:

Scenario – I Base Costs and Base Benefits




Scenario - II Base Costs plus 15% and Base Benefits

Scenario - III Base Costs and Base Benefits minus 15%

Scenario - IV Base Costs plus 15% and Base Benefits minus 15%

The sensitivity scenarios given above are only indicative. The Consultants shall select

the sensitivity scenarios taking into account possible construction delays, construction

costs overrun, traffic volume, revenue shortfalls, operating costs, exchange rate

variations, convertibility of foreign exchange, interest rate volatility, non-compliance or

default by contractors, political risks and force majeure.

The economic analysis shall take into account all on-going and future road and transport

infrastructure projects and future development plans in the project area.

Financial Analysis

It is envisaged that the project stretch should be implemented on EPC/BOT basis,

therefore, the Consultant shall study the financial viability of the project under a

commercial format and under different user fee scenarios and funding options. The

Consultants shall submit and finalize in consultation with the IAHE officers the format

for the analysis and the primary parameters and scenarios that should be taken into

account while carrying out the commercial analysis. The financial model so developed

shall be the property of IAHE.

The Financial analysis for the project should cover financial internal rate of return,

projected income statements, balance sheets and fund flow statements and should bring

out all relevant assumptions. The sensitivity analysis should be carried out for a number

of probabilistic scenarios.

The financial analysis should cover identification, assessment, and mitigating measures

for all risks associated with the project. The analysis shall cover, but be not limited to,

risks related to construction delays, construction costs over run, traffic volume, revenue

shortfalls, operating costs, exchange rate variations, convertibility of foreign exchange,

interest rate volatility, non-compliance or default by contractors, political risks and force

majeure.

The consultant shall suggest positive ways of enhancing the project Viability and

furnish different financial models for implementing on BOT format.




CHAPTER 4. TASK ASSIGNMENT AND MANNING

SCHEDULE

4.1 INTRODUCTION

This Chapter gives details about the team composition, mobilization, work program and

deliverables.

4.2 TEAM COMPOSITION

The multi-disciplinary team proposed for the execution of the Project is detailed in Table

4.1 below.

Table 4.1 Team Composition Sl. No Professional Proposed Position

Key Staff

1 COL. KRISHNA SWAMY Team Leader Cum Senior Highway Engineer

2 RATHNAKARA REDDY K B Highway cum Pavement Engineer

3 BASAVARAJ C Sr. Bridge Engineer

4 SRINIVAS B N Traffic – cum – Safety Expert

5 DR.NAGAKUMAR Material cum Geo Technical Engineer

6 HEMADRAYYA HIREMATH Senior Survey Engineer

7 KRISHNA K Environmental Specialist

8 JOSEPH. M. KATTATHARA Quantity Surveyor cum Document Expert

4.3 TASK ASSIGNMENTS

Task Assignment for Key Personnel is given below:

4.3.1 Team Leader cum Senior Highway Engineer:

Overall in charge of the project. Reviewing all designs and calculations, cost estimates.

Coordinating with clients, attending meetings. Presentation to stakeholders.

Responsible for Investigation of subgrade soils, design of flexible/ rigid pavement and

recommending most economical pavement designs. Preparation of Reports:




• Finalization of methodology in consultation with the Client immediately upon the

award of the services.

• Quality Assurance Plan (QAP) covering all field, design and documentation

activities and implementation of the same.

• Design standards for the project.

• Finalization of data formats and requirements for field investigations;

• Scheduling of all field, design and documentation activities;

• Collection and compilation of data and development of data bank;

• Geometric design of alignment and design of pavements;

• Preparation of reports, documents and drawings;

• Directions to the multi-disciplinary Team of the Consultants regarding the

overall project objective and improvement/ upgrading requirements in order to

achieve the objectives; and,

• Time schedule and management of Team’s resources.

(b) The Team Leader shall be responsible for all technical presentations concerning

the various facets of the study and shall maintain close communication with IAHE.

Team Leader shall maintain a diary to record all major events and discussions

concerning the study and also the resources mobilized by the Consultants. Team Leader

shall be the Consultants Authorized Representative and shall interact with IAHE on

behalf of the Consultants appointed for the Study. Team Leader shall be full-time on the

job and shall be available for technical discussions and presentations as requested by

the Client from time to time.

4.3.2 Highway cum Pavement Engineer:

(a) Highway cum Pavement Engineer shall be responsible for all field, design

concerning strengthening of existing carriageway and design of new carriageway. The

major tasks shall include but not be limited to the following:

• Assist the Team Leader in execution of the study and preparation of DPR.

• Preparation of Quality Assurance Plan under guidance of Team Leader.

• Prepare design standards for the project.

• Geometric design of alignment.

• To maintain time schedule and management of team resources.

• Evaluation, finalization and adoption of pavement design standard.




• Finalization of data formats and requirements for field studies for pavement

investigations (condition, roughness, strength, sub-grade characterization and

sub-grade strength).

• Collection, Compilation and Development of data bank for materials and

pavements.

• Data analysis and selection of parameters for the design of pavements.

• Identification of available pavement rehabilitation and design options and

selection of the same.

• Life-cycle costing for pavement design (rehabilitation of construction).

• Design of pavements (existing road, additional carriageway, service road, bypass,

intersections, toll plaza);


• Scheme for pavement rehabilitation/construction;

• Reports, documents and drawings for material and pavement engineering related

features;

• Specifications for pavement materials; and

• Time schedule and management of Material and Pavement Engineering Team’s

resources.

(b) The Highway cum Pavement Engineer shall be responsible for designing of

Highways and in absence of Team Leader to perform his duties.

4.3.3 Senior Bridge Engineer

(a) The Senior Bridge Engineer shall be responsible for all field studies, data

analysis and design concerning bridges, cross-drainage and other structures. The major

tasks for Bridge Engineer shall include but not limited to the following:

• Quality Assurance Plan (QAP) and implementation of the same for all field,

design and documentation activities regarding bridge and structural engineering.

• Evaluation, finalization and adoption of field work and instrumentation for

bridge and structural design;

• Finalization of data formats and requirements for field studies for bridges and

structures.

• Collection, compilation and development of bridges and structure related data

bank;




• Inventory and condition surveys including residual life analysis.

• Hydrological surveys and data analysis;

• Data analysis and selection of parameters for the design of bridges and

structures;

• Identification of available options and selection of rehabilitation and construction

alternative based on techno-economic considerations;

• Design of bridges, cross-drainage structures and other structures (interchanges,

grade separated intersections and underpasses);


• Reports, documents and drawings for bridge and structural engineering related

aspects; and,

• Time schedule and management of Bridge and Structural Engineering Team’s

resources.

(b) The Senior Bridge Engineer shall maintain a diary to record all major events

concerning bridge and structural engineering study activities including specific inputs to

the project, field discussions and also the resources (other persons, labour and

instruments) for the Bridge Engineering Team mobilized by the Consultants. The

Bridge Engineer shall be full-time on the project as in the Consultants’ technical

proposal and shall maintain a close liaison with the local agencies (such as State

PWD(s)) concerned with the National Highway Section(s) covered under the TOR and

also the other Government Departments, such as MORT&H.

4.3.4 Traffic – cum – Safety Expert

(a) The Traffic cum Safety Expert shall be responsible for all traffic engineering

related field and design activities. The major tasks shall include but not limited to the

following:

• Quality Assurance Plan (QAP) and implementation of the same for all traffic

engineering field, design and documentation activities;

• Evaluation finalization and adoption of highway capacity standard;

• Finalization of data formats and requirements for field studies for traffic volume

and other characteristics (O-D, speed-delay, axle loading, intersection volume

count etc.)





• Collection, compilation and development of Traffic Data Bank;

• Analysis of traffic volume and characteristics data;

• Identification of improvement/upgrading requirements for intersections and for

partial access control.

• Identification of bypass, underpass and over-bridge requirements and input to

their geometric design;

• Type and locations of traffic control (e.g. signal) and safety measures.

• Traffic dispersion scheme at the beginning as well as the terminating points of

the highway section.

• Carriageway widening scheme.

• Design of intersections and interchanges;

• Toll plaza location and layout, toll collection method and use facilities;

• Scheme for traffic management during the construction period.

• Reports, documents and drawings for traffic engineering related features;

• Safety audit report; and,

• Time schedule and management of Traffic Engineering Team’s resources.

• To estimate the economic cost flow pattern during the analysis period of the

project road under both situation viz ‘without project’ and ‘with project’ under

various options such as rigid pavements, flexible pavements etc.,

• To estimate the net economic benefits for the project in terms of saving the

vehicle operating cost, time related cost and accident cost.

• To carry out cost benefit analysis in accordance with IRC:SP:38, IRC:-SP-30 and

to work out economic internal rate of return (EIRR) and economic net present

value (ENPV) for both ‘without’ and ‘with’ travel time cost and accident cost

saving for the project including its various improvement options and

• Finally to carry out sensitivity analysis to the economic-feasibility results for

different scenarios such as:

a. Base cost and base benefits

b. Base cost + 15% base benefits

c. Base cost and base benefits –15%

d. Base cost + 15% and base benefits – 15%

(b) The Traffic Engineer shall maintain a diary to record all major events concerning

traffic engineering study activities including specific inputs to the project, field




discussions and also the resources (other persons, labour and instruments) for the

Traffic Engineering Team mobilized by the Consultants. The Traffic Engineer shall be

full-time on the project for the time specified in the Consultants’ technical proposal and

shall maintain a close liaison with the local agencies (such as State PWD(s)) concerned

with the National Highway Section(s) covered under the TOR and also the other

Government Departments, such as MORT&H.

4.3.5 Material cum Geo Technical Engineer

(a) The Materials-cum-Geo-technical Engineer shall be responsible for all field data

analysis and design concerning geo-technical engineering aspects. The major tasks for

Materials-cum-Geo-Technical Engineer shall include but not limited to the following:


design and documentation activities regarding geo-technical engineering.

• Evaluation finalization and adoption of field work and instrumentation for geo-

technical engineering exploration, testing and design;

• Finalization of data formats and requirements for field studies for sub-soil

exploration for bridges, structures and embankments;

• Collection, compilation and development of geo-technical engineering data bank;

• Data analysis and selection of parameters for geo-technical engineering design

(design of embankments, design of foundations for bridges and structures);

• Design of embankments;

• Slope stability analysis;

• Identification of road sections with special problems (poor sub-grade, poor

drainage, erosion, subsidence and stability and design of remedial measures;


• Reports, documents and drawings for geo-technical engineering related aspects;

and,

• Time schedule and management of Geo-technical Engineering Team’s resources.

(b) The Materials-cum-Geo-technical Engineer shall maintain a diary to record all

major events concerning geo-technical studies activities including specific inputs to the

project, field discussions and also the resources (other persons, labour and instruments)

for the Geo-technical Engineering Team mobilized by the Consultants. He shall be on

the project for the time specified in the Consultants’ technical proposal and shall




maintain a close liaison with the local agencies (such as State PWD(s)) concerned with

the National Highway Section(s) covered under the TOR and also the other Government

Departments, such as MORT&H.

4.3.6 Senior Survey Engineer

(a) The Senior Survey Engineer shall be responsible for the field surveys and use of

the topographic data for highway design purposes. The major tasks shall include but not

limited to the following:

• Quality Assurance Plan (QAP0 for topographic survey work and implementation

of the same.

• Data formats and methodology.

• Collection, compilation and development of data bank for topographic

information.

• Detailed scheme for field survey work.

• Mobilization of Field Survey Team and management of resources;

• Field survey for the project.

• Interpretation of field survey data.

• Identification of highway sections requiring geometric improvement;

• Identification of available alignment options;

• Relating the field survey data to the national reference, such as GTS.

• Use of computer software for data processing;

• Geometric design of highway alignment using DTM software.

• Data for generating strip plan;

• Horizontal and vertical alignment;

• Strip Plan and Alignment Report, and

• Time schedule for the topographic surveys, data processing and interpretation,

alignment design.

(b) The position is of specialized nature and the experience shall have a thorough

understanding of modern methods of surveying using sophisticated instruments such as,

total stations, EDM, digital levels and GPS and shall have proven expertise in the use of

DTM based highway alignment design software. The candidate shall be conversant with

the methods for validating and referencing system.




(c) The Senior Survey Engineer shall maintain a diary to record all major events

concerning the topographic surveying including specific inputs to the project, field

discussions and also the resources (other survey persons, labour and also surveying

instruments) for the Field Survey Team mobilized by the Consultants. The Senior

Survey Engineer shall be full-time on the project for the time specified in the

Consultants’ technical proposal and shall maintain a close liaison with the local agencies

concerned with the National Highway Section (s) covered under the TOR and also the

Government Departments such as Survey of India.

4.3.7 Environmental Specialist

(a) Environmental cum Rehabilitation and Resettlement Specialist shall be

responsible for all activities related to the Environmental Impact Assessment (EIA),

Environmental Management Plan (EMP) and clearances, if any, for the project in

accordance with the guidelines of Ministry of Environment and Forest Government of

India. The major tasks Environmental Specialist / Engineer shall include but not limited

to the following


design and documentation activities regarding environmental aspects.

• Evaluation, finalization and adoption of field work and instrumentation for

environmental impact assessment and mitigation works;

• Finalization of data formats and requirements for field studies for environmental

impact studies;

• Collection, compilation and development of environment related data bank;

• Inventory of existing environmental features;

• Field studies;

• EIA study;

• Data analysis and selection of parameters for the design of environmental impact

mitigation measures;

• Identification of available options and selection of rehabilitation and construction

on the basis of environmental impact considerations;

• Environmental Management Plan including monitoring;

• Documentation for clearances as per Ministry of Environment and Forests (MEF)

and multi-lateral/bi-lateral funding agencies;





• Reports, documents and drawings related to environmental aspects, and,

• Time schedule and management of Environmental Team’s resources.


design and documentation activities regarding resettlement and rehabilitation

aspects;

(b) The environmental specialist shall maintain a diary to record all major events

concerning environmental study actives including specific inputs to the project, field

discussions and also the resources (other persons, labour and instruments) for the

environmental team mobilized the consultants. The specialist shall be on the project for

the time specified in the consultant’s technical proposal and shall maintain a close

liaison with the local agencies (such as State PWD and other government departments.

4.3.8 Quantity Surveyor cum Document Expert

a) Quantity surveyor /Documentation Expert shall be responsible for all activities

related to the project. His major tasks shall include but not limited to the following.

• Material cost analysis for the project usage.

• Rate analysis of all items for construction of the project.

• Cost estimation of alternatives.

• Project Report Preparation – preliminary stage.

• Technical Specifications.

• Rate Analysis.

• Cost estimates.

• Bill of Quantities.

• Tender Documents.

• In addition to this he is also responsible for compilation and production of the

following documents.

• QAP

• Inception Report

• Feasibility Report.

• Preliminary Project Report. Draft and Final.

• Detailed Project Report Draft and Final.

• Tender Documentation.




4.4 TIME SCHEDULE FOR KEY PERSONNEL

The manning schedule is given in tabular form in Table 4.2.

Table 4.2 Manning Schedule

4.5 PROJECT DURATION & DELIVERABLES

The effective date of commencement of consultancy Services is from 08.04.2015. The

duration for the entire assignment is 365 days covering various stages of work and

report submission.

Table 4.3 Project Deliverables

Sl.

No. Deliverables No. of Copies

Time Period in days from

date of commencement

1 Monthly Report 3 By 10th day of every month

2

Inception Report

(i) Draft Inception Report

including QAP document

(ii) Inception Report including

QAP document

3

3

21 days

30 days

3

Feasibility Study Report

(i) Draft Feasibility Study

Report including option

study report

(ii) Comment of client

(iii) Final Feasibility Study

4

1

4

120 days

150 days

180 days

1 2 3 4 5 6 7 8 9 10 11 12 Number of Man-months

1 COL. KRISHNA SWAMYTeam Leader Cum Senior Highway Engineer

10

2 RATHNAKARA REDDY K B Highway cum Pavement Engineer 6.5

3 BASAVARAJ C Bridge Engineer 5

4 SRINIVAS B N Traffic Engineer 4.5

5 DR.NAGAKUMAR Material cum Geotechnical Engineer 6.5

6 HEMADRAYYA HIREMATH Senior Survey Engineer 7.5

7 KRISHNA K Environmental Specialist 3.5

8 JOSEPH. M. KATTATHARAQuantity Surveyor / Documentation Expert

6

49.5Site Design office/Part time

MonthsSl No. PositionName




Sl.




Report incorporating

compliance of comments of

client

4 Technical Schedules for EPC /

PPP projects 4 240 days

5

Detailed Project Report

(i) Draft DPR

(ii) Comments of client

(iii) Final DPR incorporating


client

4

4

6

240 days

270 days

300 days

6

Project clearances from concerned

agencies.

Ex: from MOEF, Railway for

approval of GAD and detail

engineering drawing of

ROB/RUB; Irrigation

Department

Land Acquisition – 3(a), 3(A),

3(D) Notifications

Original letters from

the concerned

agencies and 5

photocopies of each.

3 copies each

365 days

4.6 MOBILIZATION

The Consultant have started functioning from its Office, Nagpur and a team of

engineers have been deployed at site for project appreciation and to carry out following

surveys and investigations at site from 20.05.2015 onwards:

Road Inventory and Condition survey

Bridge Inventory and Condition survey

Pavement and Material Investigation Survey

Topographic Survey

Traffic Survey




CHAPTER 5. WORK PROGRAMME

5.1 GENERAL

The time schedule of the Project along with work programme of activities have been

given in tabular form in Table 5.1.

Schedule for Submission of Reports and Documents.

Submission Time with effect from Date of Commencement of Consultancy Services (i.e

13.05.2015).

Deadlines as per Agreement:

Table 5.1 Work Programme

Sl.




1 Monthly Report 3 By 10th day of every month

2

Inception Report

(iii) Draft Inception Report

including QAP document

(iv) Inception Report including

QAP document

3

3

21 days

30 days

3

Feasibility Study Report

(iv) Draft Feasibility Study

Report including option

study report

(v) Comment of client

(vi) Final Feasibility Study

Report incorporating


client

4

1

4

120 days

150 days

180 days

4 Technical Schedules for EPC /

PPP projects 4 240 days

5

Detailed Project Report

(iv) Draft DPR

(v) Comments of client

(vi) Final DPR incorporating


client

4

4

6

240 days

270 days

300 days




Sl.




6

Project clearances from

concerned agencies.

Ex: from MOEF, Railway for

approval of GAD and detail

engineering drawing of

ROB/RUB; Irrigation

Department

Land Acquisition – 3(a), 3(A),

3(D) Notifications

Original letters from

the concerned

agencies and 5

photocopies of each.

3 copies each

365 days

Reports will be submitted in a set of CDs along with required number of hardcopies as

mentioned above.




CHAPTER 6. PROFORMA FOR DATA COLLECTION

The Performa for collection of Primary as well as Secondary data has been given in

Quality Assurance Plan (QAP), which has been submitted to IAHE, already.

On receipt of the comments from IAHE, if any, the FINAL Q.A.P will be submitted and

circulated to all the concerned persons working on this project.




CHAPTER 7. DESIGN STANDARDS AND PROPOSED

CROSS-SECTIONS

7.1 INDICATIVE DESIGN STANDARDS FOR DIVIDED CARRIAGEWAY:

7.1.1 Approach

The aim is to provide maximum safety to the road users, in defining the highway

geometry, carriageway, shoulder widths, embankments and other pertinent components

for an uninterrupted and smooth flow of traffic. The approach adopted in achieving the

safety is as follows:

• Provide appropriate cross traffic facilities without impeding traffic flow;

• Use ROW only and recommend land acquisition where absolutely

essential.

• Minimize impact on roadside settlements and environment;

• Avoid adverse impacts of crowded areas along the stretch of Project road;

• Provide cost-efficient, but readily constructible facility with least

hindrances, namely, land acquisition, resettlement and rehabilitation.

7.1.2 Reference Standards

IRC Standards will be used in general. However, where IRC does not cover any

particular feature or aspect appropriately, AASHTO and other International Standards

will be used for providing additional safety, namely, length of vertical curves in view of

likely modernization of goods trucks in India (height of driver’s eye), super elevation and

radii of curve beyond which no super elevation is needed and extra widening on

horizontal curves for smaller radii. AASHTO Standards for transition curves will be

considered as appropriate.

7.2 DESIGN STANDARDS

The following paragraph presents a summary of applicable design standards and

engineering assessment in terms of:

Highway engineering Specifications and Standards

Geometric design

Intersections

Road embankment and cutting




Pavement design

Drainage and hydrological studies

Landscaping and plantation

Design of structures

7.2.1 Highway Engineering Specifications and Standards

The main Standard applicable for the design of two-Laning (with paved shoulders) of the

Project Highway shall conform to the Manual of Specifications And Standards for Two-

Laning of highways through Public Private Partnership published by the Indian Road

Congress (IRC: SP: 73-2007) Other Design standards and specifications that would

apply shall be drawn from IRC codes and guidelines and other relevant national and

international standards.

7.2.2 Geometric Design

7.2.2.1 Terrain Classification and Design Speed

The terrain in the project stretch is plain with the general cross slope of the country is

less than 10%. Based on this the recommended Project Highway would be designed for a

design speed, referred as Ruling design speed of 80 kmph in normal situations. A

Minimum design speed of 40 to 65 kmph would be adopted where site conditions are

restrictive and adequate land width is not available.

7.2.2.2 Road Land Width

Nature of land Plain & Rolling Terrain Mountainous & Steep Terrain

Normal (m) Range (m) Normal (m)

Open areas 45 30 - 60 24

Built Up areas 30 30 - 60 20

In order to avoid and limit land acquisition, the land widths will be kept to a minimum

within the above range.

7.2.2.3 Roadway Width

The width of roadway depends on the category of road and the nature of terrain through

which it passes. Though the project stretch of Gadchiroli to Sironcha passes through

both plain and hilly terrain, every effort will be made to maintain uniformity within the

roadway width as far as practicable.




The roadway width of cross-drainage structures in plain and rolling terrain measured

from outside to outside of parapet walls should be equal to the normal roadway width in

that section. In mountainous and hilly terrain, the roadway widths are exclusive of

parapets and side drains. Wherever footpath is provided, the width should not be less

than 1.5m.

On horizontal curves, the roadway width should be increased corresponding to the extra

widening of the carriageway required at the provided curvature.

7.2.2.4 Shoulder Width

A total shoulder width of 2.5m will be proposed. The 2.5m shoulder will compose of 1.5m

paved shoulder of the same composition as that of the main carriageway and 1.0m hard

shoulder composed of granular sub-base material or selected earth fill. The paved

shoulder in addition to providing lateral support to the main carriageway can also acts

as a separate lane for 2-wheeler / cycle traffic on the highway.

7.2.2.5 Pavement / Shoulder camber or cross-fall

The cross-fall in the main pavement and paved shoulder is proposed to be kept as 2.5%

and 3.0% in hard shoulder. However, on hill roads this may not be possible in every

situation, particularly in reaches with a meandering alignment where straight sections

are few and far between. In such cases, discretion may be exercised and instead of

normal camber, the carriageway may be given a uni-directional cross-fall towards the

hill side, with regard to factors such as the direction of super-elevation at the flanking

horizontal curves, ease of drainage, problem of erosion of the down-hill face, etc.

On super-elevated sections, the hard shoulder should have a rollover of 8% maximum at

the outer edge with respect to paved shoulder and a cross-fall varying from 3% to the

maximum super-elevated value on the curve at the inner edge.

7.2.2.6 Horizontal Alignment

The tangent sections, circular curve, transition curve and super elevation are the major

elements of horizontal alignment. A balanced control on the above elements is required

to provide safe and continuous flow of vehicles under the general traffic conditions.

The minimum radii of horizontal curves applicable to the Project Highway are:

Nature of Terrain Desirable Minimum Absolute Minimum

Plain 360m 230m




Nature of Terrain Desirable Minimum Absolute Minimum

Rolling 230m 155m

Mountainous 90m 60m

Steep 60m 30m

The radii of horizontal curves shall not be less than desirable value except where site

conditions are restrictive and adequate length is not available. In such restrictive

conditions, the radius of curvature shall not be less than the absolute minimum radius.

7.2.2.7 Bypasses & Re-alignments

Bypasses or detours will be provided to segregate the local traffic from the through

traffic. Re-alignments are to be done at many places having sub-standard curves and to

avoid landslide zones in hilly terrain.

Further the examination of the project alignment indicates to the possibility of two

bypasses at Gadchiroli and at Chamorshi. Also there is scope for realignment at

Sironcha as shown in succeeding paragraphs.

7.2.2.8 Vertical Alignment

There are two major elements in vertical geometry of an alignment i.e. longitudinal

gradient and vertical curve. The following gradients for Plain / Rolling terrain conditions

as of Project Highway are given below.

Nature of Terrain Ruling Gradient Limiting Gradient

Plain and Rolling 3.3% 5.0%

Mountainous 5.0% 6.0%

Steep 6.0% 7.0%

7.2.2.9 Sight Distance

Visibility is an important requirement for the safety of travel on roads. The various

sight distances for design speed applicable for Project Highway is given in the table

below.

Speed (km/hr) Stopping Sight

Distance (m)

Intermediate Sight

Distance (m)

Overtaking Sight

Distance (m)

100 180 360 640

80 120 240 470




Speed (km/hr) Stopping Sight

Distance (m)

Intermediate Sight

Distance (m)

Overtaking Sight

Distance (m)

65 90 180 340

50 60 120 235

40 45 90 165

30 30 60 120

7.2.3 Road Embankment and Cutting

Embankment height generally varies from 1.2 to 3m. High embankment is generally

provided in approach to bridges. At other sections of project road embankment varies

from 1.2m to 2.0m. All high embankments will be designed from stability considerations

and adequate protection works will be provided as per the guidelines given in various

Standards.

7.2.4 Pavement Design

Although, the main highway itself is flexible paved, possibility of provision of rigid

pavements will also be explored in certain areas. “Guidelines for the Design of Plain

Jointed Rigid Pavements for Highways”, will be followed for the design of rigid

pavement while IRC: 37-2001, “Guidelines for the Design of Flexible Pavement” will be

followed for the flexible pavement designs. The IRC-37 allows both (i) full pavement

designs for 15 years and (ii) stage construction. The Consultant will establish

alternative strategies or combination of initial design, strengthening and maintenance

to provide the specified level of pavement performance.

It may be worth mentioning that new version of IRC- 37: 2012 has been published in

July 2012.

7.2.5 Drainage and Hydrological Studies

The drainage will be designed in accordance with IRC: SP: 42 - 1994 “Guidelines on

Road Drainage” and IRC: SP: 50 – 1999 “Guidelines on Urban Drainage”. The selection

on type of drain i.e. open drains (lined or unlined) and covered drains will be made

accordingly.

7.2.6 Landscaping and Plantation

Plantation adjacent to the highway is not very significant. The final design will take

plantation into consideration.




7.2.7 Design of Structures

Structures design should be planned in such a way to optimize the design variance, site

activities and materials as well. Modular design for box structures would save by the

multiple uses of the formwork and thereby would speed up the construction process.

7.2.8 Road Safety Measures

Following IRC Codes / Guidelines will be followed:

• IRC SP 44 – 1994: Highway Safety Code.

• IRC SP 43 – 1994: Guidelines on Low Cost Traffic Management Techniques for Urban

Areas.

• IRC 79 – 1981: Recommended Practice for Road Delineators.

• IRC 70 – 1979: Guidelines on Regulation and Control of Mixed Traffic in Urban Areas.

Among others, the following measures will be considered for ensuring safety: -

• Segregation of traffic;

• Bus-stops, lay-buys for cars and trucks for rest, recuperation and attend

technical problems;

• Appropriate delineators, roadway indicators, hazard / object markers with

reflectors, road markings, traffic signals, barricades, left side refuge, passage in median

for police and fire brigades, and intersection channelization;

7.2.9 Pedestrian and Animal Crossings

Besides the provisions of underpasses for the localities and urban areas, potential

locations for pedestrian and animal crossings will be examined in consultation with

IAHE and State PWD’s.

7.2.10 Road and Traffic Signs:

These include Signage, Road Signs / Hoardings, Road Markings, Traffic Signals and

lighting for interchanges, raised carriageway, long bridges and urban and populated

areas.

(a) Signage

• For the safety and guidance of a driver, proper signage and delineators

are critical. Signage drawings will show guide signs and regulating signs

at appropriate locations. The signs will be of reflector type to be easily

visible in the dark.




• Guide signs at major junctions will be illuminate type and mounted to be

visible; lettering size and location of signposts will be for the design speed

and clear visibility. Reflectors will be used so that lanes are visible at

nighttime and different reflectors for median and lane striping will be

proposed to properly guide opposite traffic, and markings to indicate safe

distance between vehicles at different speeds.

(b) Road Signs

• All road signs shall be in conformity with the provision of IRC SP 32 –

1992 New Traffic Signs and IRC 67 – 1977 Code of Practice for Road

Signs. The signs are Mandatory / Regulatory, Cautionary / Warning and

Informatory.

• The bottom of the housing of a signal face will be 2500mm above footpath

when not suspended over roadway or 5500mm above pavement grade at

CL when suspended over roadway.

(c) Road lighting on Bridges and Urban Areas

• Lighting will be provided in the medians on roads with Central Medians;

on the edge of service roads; on high level masts at major intersections in

Urban Areas.

(d) Road Marking

The road markings will be in conformity with the IRC Standards (latest versions):

• IRC 35-1997 :Code of Practice for Road Markings with Paint;

• IRC 30-1968:Standard Letters and Numerals of Different Heights Use

in Highway Signs and

• IRC 31-1969:Route Marker Signs for State Roads

Hot applied thermoplastic paints will be proposed for better visibility and longer service

life (ref. Art 803-MOST Specifications).

However, all efforts will be made to keep up with new developments by conducting

deliberations and seminars. Frequent reference to codes and manuals are necessary to

be updated with revisions if any.

7.3 TYPICAL CROSS-SECTIONS

Typical cross sections for two laning and four laning with paved shoulders to be adopted

is shown below.


Revision R0 Draft Inception Report


Figure 7.2 The typical cross-section of new 2-lane with paved shoulder

Figure 7.1 The typical cross-section of new 2-lane with paved shoulder




CHAPTER 8. KEY PLAN AND LINEAR PLAN

A location map of the project road is given in Figure 8.1.

Figure 8.1 Location Map

Google map showing the details of road side improvements, habitations, river crossing

are given in strip map attached with this report.




CHAPTER 9. DEVELOPMENT PLANS

9.1 GENERAL

The RFP document has been studied in detail and scope and the methodology to be

adopted for the said DPR has been enunciated in earlier paragraphs. Apart from this

during site visit on 08 April to 10 April 2015, documents available with National

highway division Nagpur as also offices of Maharashtra PWD offices at Gadchiroli,

Allepalli and Sironcha were examined.

9.2 EXISTING DEVELOPMENT PLANS AND WORK IN PROGRESS:

The Consultant is studying some of these data and development plans which they have

managed to gather during their reconnaissance trip which have helped them to identify

more sources and additional data that need to be collected during various field

investigations.

9.2.1 Proposed Bypass near Ashti

The existing alignment of Gadchiroli to Sironcha section passes through Ashti by

intersecting State Highway 11 with State Highway 09. In order to avoid the delay and

accidents at the junction, it is advised to re align the proposed corridor as shown in

below figure. This re-alignment section will save journey time of vehicles travelling in

this road.




Length of Realignment = 1.700 Km

Length using Existing Route = 2.600 Km

Save in Length = 0.900 Km




9.2.2 Existing Bypass (Re-Alignment Section) Near Allepalli

As ascertained from the local PWD authorities, the alignment is deviated from entering

into town limits of Nagepalli and traversed through Allepalli and connects to the old

alignment at the junction of Road going to Aheri.

Length of Realignment = 0.800 Km

Length using Existing Route = 2.280 Km

Save in Length = 1.480 Km

Existing alignment Section (From Allepalli via Nagepalli to

Sironcha)

Re-alignment Section (From Allepalli via Nagepalli to

Sironcha)










9.2.5 Proposed Bypass-3 at Sironcha

Yet another bypass has proposal has been discussed with PWD authorities wherein the

project alignment instead of terminating at the proposed end point in town limits of

Sironcha, will provide a direct linkage to NH-16,thereby avoiding passage of heavy

traffic through the town.




CHAPTER 10. QUALITY ASSURANCE PLAN (QAP)

The Quality Assurance Plan (QAP) is the Consultant’s commitment for producing a

quality Feasibility and Detailed Project Report for the Client, IAHE. As a 1st step of the

contract for the consultancy Services, a Quality Assurance Plan (QAP) is being

submitted to IAHE.

10.1 OBJECTIVES OF QAP

Is to set quality standards for performing the entire assignment

Follow the set procedure and flow in collecting data, information

Adhere to standards and codes in performing the designs

Attribute responsibility to project team members

Overall to ensure that the report follows the set and acceptable standards.

10.2 QUALITY ASSURANCE (QA)

It is of great importance to maintain consistency in design, careful preparation of

drawings and infallible design work of any projects by the consultants. The quality of

this work is a vital ingredient in the successful completion of design work and

implementation of the project both for the new highways and for upgrading and

maintaining the existing roads

Our company is an ISO 9001:2008 certified company, our edge in terms of delivering

high quality products requires effective quality assurance mechanisms. For this we have

developed and are applying a quality assurance system, which is compliant with ISO

9001:2008. Our quality assurance systems may be divided into three phases:

4) Pre-implementation phase

5) Implementation

6) Quality assurance of outputs

At the pre-implementation phase the Team Leader will focus on: (a) ensuring that there

is a clear understanding of the ToR and the expectations of the client of the required

work and outputs and (b) that the team members identified for the assignment are fully




qualified to undertake the assignment. Infra support will detail the Quality Assurance

Plan (QAP) for all field studies including topographic surveys, traffic surveys,

engineering surveys and investigations and documentation activities. The detailed QAP

will be discussed and finalized with the concerned NH officials immediately upon the

award of the Contract. The same shall be submitted within the stipulated time and

strictly adhered to. The QAP will become a guide to both consultants and the client in

executing the assignment as well as monitoring the activities.




CHAPTER 11. DRAFT DESIGN STANDARDS

Geometric Design Standards of Highway (Plain Terrain, as per IRC 73 –1980)

Sl. No Description As per IRC

01. Design Speed (km/h) 100 / 80

02. Land Width (m) Normal : 45m, Range : 30 – 60m

03. Building lines (m) 80m (Overall width between Building Lines)

04.

Roadway width (m)

- For 2-lane carriageway 12.0

- On culverts (up to 6 m Span) Same as for road section

- On bridges (more than 6m span) 7.5

05.

Carriageway width (m)

- for 2 lane carriageway with paved

shoulder

10.0

06.

Shoulder width (m)

- Paved shoulder 1.5

- Hard shoulder 1.00

- Total Width 2.50

07.

Camber (percent)

- Carriageway 2.5

- Paved Shoulder 2.5

- Hard Shoulder 3.0

08.

Sight Distance (m)

- Safe stopping sight distance 180/120 for 100/80 kmph respectively

- Intermediate Sight Distance 360/240 for 100/80 kmph respectively

09. Radius of horizontal curve (m) for which

no super-elevation is required

Min : 395 ; Desirable 1780* for 100 kmph






10. Super-elevation (e%)

As per formula

e = V2 / 225R

Where e = super elevation in metre per metre

V = design speed (km/h)

R = radius (m)

Subject to maximum of 5%

11.

General notes on Horizontal Alignment :

i) Long tangent sections exceeding 3 km in length should be avoided;

ii) Broken-back curves should be avoided or at least separated by 10 second travel time

iii) Minimum curve length should be 150 metres for 5 degree deflection angle and increased

at the rate of 30m for 1 deg. decrease thereafter.

iv) Extra widening should be provided for all curves with radius less than 300m

12.

Length of transition curve, Ls (m)

(To be obtained from the maximum of

the three formulas)

a) Ls = (0.0215 V3 ) ⁄ CR

Where, C = 0.5 / 0.516 for 100/80 kmph

V = the design speed in km/h

R = the radius of circular curve in metres

b) Ls = EWB

Where, E= super-elevation provided for the curve

W = Rate of change in super-elevation, normally 1 in

150

B = width of the carriageway

c) Ls= (2.7 V2 ) ⁄ R

Where, V = the design speed in km/h

R= the radius of circular curve in metres

13.

Maximum gradient

i Ruling 1 in 30 (Plain and Rolling Terrain)

-ii Limiting 1 in 20 (Plain and Rolling Terrain)

iii Exceptional 1 in 15 (Plain and Rolling Terrain)

14. Summit & valley curves (m) To be designed for sight distance mentioned at S. No. 9

and minimum length = 0.6V

15. Vertical Profile 1m clearance between HFL and sub-grade





16. Minimum gradient for drainage in case

of kerbed pavements and sections in cut

Min : 0.5% for lined drain

Min : 1.0% for unlined drain

17. General notes on Vertical Alignment :

18.

Vertical Clearance for Underpasses (m)

a) ROB

b) Vehicular Underpass

c) Pedestrian / Cattle Underpass

6.25m

5.5m

3.0m

Geometric Design Standards of Highway (Hilly Terrain, IRC 52-1981 & SP – 48-1998)

Sl.No Description As per IRC

01. Design Speed (km/h) 50 / 40

02. Land Width (m) Normal : 24m, Range : 20m

03. Building lines (m) 3-5m setback from road boundary

04.

Roadway width (m)

- for 2 lane carriageway 8.8

- On culverts (up to 6 m Span) Same as for road section

- On bridges (more than 6m span) 7.5

05.

Carriageway width (m)

- for 2 lane carriageway with paved

shoulder 7.5

06.

Shoulder width (m)


- Hard Shoulder 0.65

- Total Width 0.65

07.

Camber (percent)

- Carriageway 2.5


- Hard Shoulder 3.0





08.

Sight Distance (m)

- Safe Distance (m) 60/45 for 50/45 kmph respectively

- Intermediate Sight Distance 120/90 for 50/45 kmph respectively

09. Radius of horizontal curve (m) for which

no super-elevation is required



10. Super-elevation (e%)

As per formula

e = V2 / 225R

Where e = super elevation in metre per metre

V = design speed (km/h)

R = radius (m)

Subject to maximum of 5%. In critical cases a

maximum value of 7% may be adopted.

11.

General notes on Horizontal Alignment :

i) Reverse curves should be ensured with sufficient length in between for introduction of

requisite transition curves;

ii) Compound curves may be used with a limiting ration of 1.5 : 1;

iii) Minimum curve length should be 150 metres for 5 degree deflection angle and increased

at the rate of 30m for 1 deg. decrease thereafter.

iv) Extra widening should be provided for all curves with radius less than 300m





12.

Length of transition curve, Ls (m)

(To be obtained from the maximum of

the three formulas)

a) Ls = (0.0215 V3 ) ⁄ CR

Where C = 0.64 / 0.635 for 50/40 kmph

V = the design speed in km/h

R = the radius of circular curve in metres

b) Ls = eWB

Where e = super-elevation provided for the curve

W = Rate of change in super-elevation, normally 1

in 60

B = width of the carriageway

B & W will also depend on the method of

attainment of super-elevation.

c) Ls= (1.0 V2 ) ⁄ R

Where, V = the design speed in km/h

R= the radius of circular curve in metres

13.

Maximum gradient

i Ruling 1 in 20

-ii Limiting 1 in 16.7

iii Exceptional 1 in 14.3

14. Summit & valley curves (m) To be designed for sight distance mentioned at S.

No. 9 and minimum length = 0.6V

15. Grade Compensation at Curves on Hill

Roads

= (30+R)/R, max : 75/R

where R = Radius of circular curve in m.

No grade compensation is required for gradient

flatter than 4%.

16. General notes on Vertical Alignment :

17. Vertical Profile 1m clearance between HFL and sub-grade

18. Minimum gradient for drainage in case

of kerbed pavements and sections in cut

Min : 0.5% for lined drain

Min : 1.0% for unlined drain





19.

Vertical Clearance for Underpasses (m)

d) ROB

e) Vehicular Underpass

f) Pedestrian / Cattle Underpass

6.25m

5.5m

3.0m




CHAPTER 12. LAND ACQUISITION PLAN

12.1 LAND ACQUISITION PLAN

The Land Acquisition Plan for the proposed widening of highway and corrected

alignment of the existing highway will be prepared after acquiring the data from

relevant Authority such as the District Collector/BLRO/'Amin'.

The Consultant has initiated the efforts to obtain all land records along the highway.

The acquisition plan will be framed after Strip plan and final Highway horizontal and

vertical profile are finalized and approved by IAHE.




CHAPTER 13. SUMMARY AND CONCLUSIONS

13.1 SUMMARY

The consultant has mobilized and initial site visit was carried out in April 2015.

Complete project alignment was visited and due interaction was carried out with local

PWD officials. During the site visit, an assessment of the general terrain, condition of

pavement, type of major/minor bridges etc was carried out. Details of existing Right of

way (ROW) were also obtained from local offices. Initial appreciation of flow of traffic

from neighboring towns of Chandrapur, Nagpur, Ballarshah was carried out.

The information obtained has been tabulated in various preceding chapters. The issue of

realignment and provision of bypasses at Gadchiroli, Chamorshi, Ashti and Sironcha

have been duly explained.

Depending upon the scope and timeframe available a detailed methodology and work-

program has been evolved.

13.2 CONCLUSIONS / NEXT STEP

It will be the endeavor of the consultant to deploy adequate resources for timely

preparation of the DPR. At frequent levels interaction with IAHE officials will be carried

out for obtaining concurrence regarding issues of importance.