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Executive Summary Page 0- 1
Preparation of Detailed Project ReportBaysi-Bahadurganj-Dighalbank (SH-99), Bihar State (DPR)
Pre-Feasibility Report
Executive Summary Page 0- 2
Preparation of Detailed Project ReportBaysi-Bahadurganj-Dighalbank (SH-99), Bihar State (DPR)
0.1 Prelude
Bihar State Road Development Corporation Limited, A Government of Bihar Undertaking
has decided to improve/upgrade the sections of MDR/SH in the state of Bihar. The work
would be taken up for upgradation on corridor concept. Therefore, corridors include
strengthening (in adjoining stretches) in addition to widening in order to have a better
facility in a long continuous stretch.
In pursuance of the above, Feasibility Study and Detailed Project Report for rehabilitation
and upgradation section of SH-99 in state of Bihar has to be carried out.
0.2 Objectives of The Assignment
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-lane with paved/earthen shoulders configuration.
The main objective would include detailed highway design, design of pavement and
overlay with options for flexible 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, economical and financial
viability analysis, environmental and social feasibility, social and environmental
Management plans as appropriate.
0.3 Socio - Economic Profile
The project road falls under Purnia and Kishanganj Districts in the State of Bihar. The
district limit, length, area and population of districts are as under:
District Existing Km Length
(km)
Area
(Sq. km)
Population in
Lakhs
Purnia From 0/000 to 32/035 32.035 3229 32.73
Kishanganj From 32/035 to 75/200 43.165 1884 16.90
Purnia District
Purnia District is located in the Eastern part of Bihar. The district is spread over 3202.31
Sq. km. accounting for 3.50% of the area of Bihar. It lies between 25°-13'-80N to 27°-07'-
59N latitude and 86°-59'-06" to 87°-52'-35"E longitude. The Purnia district on an average
is 171.2Feets above sea level. The average annual rainfall is 1470.4 mm.
Executive Summary Page 0- 3
Preparation of Detailed Project ReportBaysi-Bahadurganj-Dighalbank (SH-99), Bihar State (DPR)
Purnia is a level, depressed tract of country, consisting for the most part of a rich, loamy
soil of alluvial formation. It is traversed by several rivers flowing from the Himalayas, which
afford great advantages of irrigation and water-carriage. Its major rivers are the Kosi, the
Mahananda, the Suwara Kali and the Koli. In the west the soil is thickly covered with sand
deposited by changes in the course of the Kosi. Among other rivers are the Mahananda
and the Panar. Its major agricultural products are jute and banana.
Kishanganj District
Kishanganj District is located in the Eastern part of Bihar. The district is spread over
1884Sq. km. accounting for 2.06% of the area of Bihar. It lies between 25°20' N to 26° 30'
N latitude and 87°7' E to 88° 19’ E longitude. The Kishanganj district on an average is
173feet above sea level. The average annual rainfall is 2077.9mm. Kishanganj district is
surrounded by Araria district in the west, Purnia district in the south-west, Uttar Dinajpur
district of West Bengal on the east, and Darjeeling district of West Bengal and Nepal on
the north. A narrow strip of West Bengal, about 20 km wide separates it from Bangladesh
0.4 Project Description
Baysi-Bahadurganj-Dighalbank (“Project Road”) situated at north-east part of Bihar
and is a section of SH 99, having total length of 75.2 Kilometre. The project road lies
between 87°44' (E) to 87°51' (E) longitude and 25°51' (N) to 26°26' (N) latitude.
The start point of the project is at Km 0/000 at Baysi village and meets with NH-31 at Km
433/500 and the project road terminates at Km 75/200 near Dighalbank village.
The project road has single (3.75m) to intermediate lane (5.5m) with 0.5 m to 1.5 m
shoulders on either side of the carriageway. The carriageway is provided with flexible
pavement except at urban areas where rigid pavement has been found. The condition of the
pavement is very poor with ravelling, potholes, cracking, patchwork and pavement edge
drop at many places. The condition of shoulders is generally fair to poor.
Table 0.1 : Project Road Characteristics
Chainage Pavement
Width (m)
Pavement
Condition
Earthen
ShoulderStart End
0/000 15/000 5.5 Poor 0.5m to 1m
15/000 42/800 5.5 Fair 0.5m to 1m
42/800 43/400 5.5 (CC) Fair -
43/400 54/800 5.5 Fair 0.5m to 1m
54/800 55/300 5.5 (CC) Fair -
55/300 56/600 5.5 Fair 0.5m to 1m
56/600 61/000 3.75 Poor 0.5m to 1m
61/000 75/200 3.75 Fair 0.5m to 1m
0.4.1 Road Junctions
No substantial commercial traffic was found on the project road. Mainly local traffic was
observed on the project road. Intersections were identified based on present traffic pattern.
Executive Summary Page 0- 4
Preparation of Detailed Project ReportBaysi-Bahadurganj-Dighalbank (SH-99), Bihar State (DPR)
All intersections falling on the project corridor have been studied for the improvement to
allow a safe connection to the corridor and minimum interference to the through traffic.
The traffic on the connected road for major intersections has been studied and projections
have been made for its future development. Before recommending the improvement, all
available options in order of their importance as enumerated ahead have been considered:
At grade Intersections
Major junction with channelization of traffic;
Minor Junction as ‘Left In & Left Out’
2 Major and 45 minor intersections are proposed to be improved on the project corridor. 2
junctions at bypass start and end are proposed to be developed as Major junctions.
Details of Major intersections are shown in Table 0.2.
Table 0.2: Details of Major Junctions
Sr.No.
Name Chainage(km)
Type ofIntersection
ImprovementProposed
1 Baysi Chowk (NH-31) 00+000 T Channelized2 Mahadeo Dighi Chowk (SH-63) 44+965 + Channelized3 Bahadurganj Bypass Start (SH-99) 53+800 + Channelized4 Bahadurganj Bypass End (SH-99) 55+755 T Channelized
0.4.2 Bridge & Cross Drainage Structures
There are 23 existing Bridges consisting of 5 Major Bridges and 18 Minor Bridges.
3 Major Bridges and 7 Minor Bridges are submersible bridges, while 3 Minor Bridges are in
poor condition.
Remaining Bridges are in fair to good condition but having inadequate width.
There are 27 existing culverts consisting of 16 pipe culverts and 09 slab culverts and 2
culverts are buried.
Table 0.3 A: Summary of Existing Bridges and CD Woks
Sr.
No.
Type of
Structure
Existing
Nos.
Proposed Nos. Remark
Submersible
Bridges
Poor
Condition
High level with
Good Condition
1 Major Bridge 5 3 0 2 -
2 Minor Bridge 18 7 3 8 -
3 Pipe Culvert 16 0 0 16 -
4 Box Culvert 0 0 0 0 -
5 Slab Culvert 9 0 0 9 -
6 Buried Culvert 2 0 0 - Fully Buried
Total 50 10 3 35
Table 0.3 B: Summary of Improvement Proposal of Bridges and CD Woks
Sr.
No.
Type of
Structure
Existing
Nos.
Proposed Nos. Remark
Retained
without
widening
Widening
Proposed
Reconstruction New Total
1 Major Bridge 5 2 0 2 1 5 -
Executive Summary Page 0- 5
Preparation of Detailed Project ReportBaysi-Bahadurganj-Dighalbank (SH-99), Bihar State (DPR)
2 Minor Bridge 18 2 5 9 0 16 2 Nos. are
Bypassed
3 Pipe Culvert 16 0 16 0 192 208 -
4 Box Culvert 0 0 0 0 11 11 -
5 Slab Culvert 9 0 9 0 0 9 -
6 Buried Culvert 2 0 0 2 0 2 Recons.
With Pipe
Culvert
Total 50 4 30 13 204 251
0.5 Traffic Survey Analysis and Forecast
It is very important, that the existing information on traffic flow, commodity movement andtraffic pattern is required in order to assess the traffic behaviour on a project road. Tocollect such information to satisfy the Terms of Reference (TOR) and projectrequirements, following various types of traffic surveys were carried out:
Classified Traffic Volume Count Survey Origin – Destination (OD) Survey and commodity movement Surveys Axle Load Spectrum Survey
Intersection Volume Count Survey
Speed and Delay Survey
Pedestrian/Cattle Crossing Survey
0.5.1 Classified Traffic Volume Count Survey
The objective of classified traffic volume count survey is to estimate traffic intensity on the
project road. Classified volume count survey has been carried out at two locations.
The traffic is counted in number of vehicles by vehicle category-wise in each direction in a
15-minute interval over 24 Hrs a day for 7 Days. The counts were recorded in the formats
as per IRC specifications.
Table 0.4: Summary of Classified Volume Count Survey at all count stations
Sr.
No.
Location ADT
(No.)
ADT
(PCU)
Directional
Distribution
(%)
Peak
No.
Peak Traffic
(Hour)
Peak
Traffic
(%)
UP DN
1 Near Bajardih Village
(km 5/000)
3106 2881 47.2 52.8 235 10.00-11.00 7.61
2 Near Samesar hat
km 61/100)
4088 2949 49.6 50.4 455 18.00-19.00 11.24
0.5.2 Annual Average Daily Traffic (AADT)
The seasonal correction factors are used to convert Average Daily Traffic (ADT) to Annual
Average Daily Traffic (AADT). The Annual Average Daily Traffic for all traffic survey
locations is presented vide Table below:
Table 0.5: Summary of Annual Average Daily Traffic (AADT)
Sr.
No.
Location Fast Moving
Vehicles
Slow Moving
Vehicles
Total AADT
in Nos.
Total
PCU
1 Near Bajardih Village 2449 709 3158 2969
Executive Summary Page 0- 6
Preparation of Detailed Project ReportBaysi-Bahadurganj-Dighalbank (SH-99), Bihar State (DPR)
Sr.
No.
Location Fast Moving
Vehicles
Slow Moving
Vehicles
Total AADT
in Nos.
Total
PCU
(km 5/000)
2 Near Samesar hat
km 61/100)2803 1330 4133 3009
0.5.3 Turning Movement Count
The intersection volume count surveys at two major intersections have been carried out
during identified peak periods for 24 hours. The category-wise traffic is counted for all
direction in a 15 - minute interval. The counts were recorded in the specified survey
formats.
The survey data have been analysed to obtain the morning and evening peak hours with
flow of vehicles in each direction. The summary of peak hour traffic flow through
intersections is given in Table below:
Table 0.6: Peak Hour Traffic at Intersections
Sr.
No.
Locations Type of
intersection
Km Peak Hour Peak
Hour
Traffic
(PCU)
Improvement
1 Baysi Chowk (NH-31
Junction)
T 0/000 18:15-19:15 1955 Channelized
intersection
2 Mahadeo Dighi Chowk
(SH-63 junction)
+ 45/200 12:00-13:00 1677 Channelized
intersection
0.5.4 Axle Load Survey
In order to estimate vehicle loading spectrum on project road, and to determine vehicle
damage factor for the commercial vehicles, the axle load surveys have been carried out at
one identified location for 48hrs. The data collected from the Axle Load Survey has been
compiled and analyzed through “Fourth power” pavement damage rule to arrive at the
vehicles damage factor (VDF). The survey is analyzed to obtain Vehicle Damage Factor
(VDF) and is presented below:
Table 0.7: Adopted VDF by Homogeneous Sections
Sr.
No.
Homogeneous Section To (km) From
(Km)
Adopted VDF
Bus LCV
(4 tyres)
LCV
(6 tyres)
2-Axle 3-Axle MAV
1 Baysi to Mahadeo Dighi
Chowk (SH-63 junction)
0/000 45/200 0.99 0.06 0.76 2.62 4.08 4.45
2 Mahadeo Dighi Chowk (SH-63
junction) to Dighalbank
45/200 75/200 0.99 0.06 0.76 2.62 4.08 4.45
The equivalent single axle loads (ESALs) have been calculated assuming that the project
road will be opened to traffic in the year 2018. MSA for project road is worked out till 2 lane
capacity requirement:
Table 0.8: Summary of MSA
Year HS-1 HS-2
Baysi - Mahadev Dighi Chowk
(SH63)
Mahadev Dighi Chowk (SH-63
junction) to Dighalbank
Km0/000 - Km 45/200 Km 45/200 - Km 75/200
15 Year 15 5*
Executive Summary Page 0- 7
Preparation of Detailed Project ReportBaysi-Bahadurganj-Dighalbank (SH-99), Bihar State (DPR)
*As per axle load survey of homogenous section 2, MSA worked out for 15 year is 1. The
Indo-Nepal border road alignment passes from the homogenous section 2 on project road.
Hence, project road will be an important future connectivity for Indo-Nepal border road.
The project road has existing connectivity with NH-31 and SH-63. Also the project road is
a State highway road. Considering all above parameter and future importance of road,
minimum 5 MSA have been adopted for homogenous section 2 for pavement design.
0.5.5 Speed-Delay Survey
Speed and delay survey was carried out to obtain the information on the average journey
time, journey speed and running speed of the project road.
Round trip was made on entire project road during identified peak period using new
technology vehicle. The survey vehicle was kept to maintain the speed of existing traffic
flow. Start time, delay occurred, distance covered and end time were recorded on the
specified survey format. The data thus obtained is analyzed and presented below:
Table 0.9: Summary of Speed-Delay Survey
Direction Baysi to Dighalbank (km 0/000 to km 77/000)
Distance Covered (km) 77.00
Average Journey Speed (kmph) 19.04
Average Running Speed (kmph) 19.21
Journey Time (minutes) 242.60
Direction Dighalbank to Baysi (km 77/000 to km 0/000)
Distance Covered (km) 77.00
Average Journey Speed (kmph) 15.18
Average Running Speed (kmph) 15.24
Journey Time (minutes) 304.29
0.5.6 Speed-Delay Survey
Intensity of pedestrians crossing the project road will be used for deciding on locations
requiring grade separators in the form of underpass or pedestrian crossing. The outcome
of the survey is presented below:
Table 0.10 : Pedestrian-Vehicle Conflict
Sr.
No.
Existing
Chainage
Location Peak Hour P V PV2/108
1 42/950 Sontha village 09:00-10:00 43 207 0.21
0.5.7 Speed-Delay Survey
The increasing road accidents on major roads in country are cause of concern.
Considering the urban expanse, population growth and increasing trend of vehicles on the
roads; the safety of the commuters is equally vital.
Year wise road accident scenario based on the accident data collected from Amour,
Rauta, Kochadhaman, Bahadurganj and Dighalbank police station is shown below:
Executive Summary Page 0- 8
Preparation of Detailed Project ReportBaysi-Bahadurganj-Dighalbank (SH-99), Bihar State (DPR)
Figure shows that fatal accident reduced in year 2011 compare to year 2010. In year 2012
fatal accident is highest compare to other years. The figure shows the major injury
accidents gives opposite picture than fatal accident. It is increased in year 2011 and
reduced in year 2012.
0.5.8 Growth Rate and Traffic Demand Forecast
The growth rates were found out for the three scenarios- Most likely, Optimistic and
Pessimistic. As per IRC SP: 73-2007, a minimum 5% growth rate has been adopted for all
the commercial vehicles. Hence, Consultant adopted minimum 5% growth rate for all
vehicles in the absence of registration data of vehicle categories. (IRC SP:73-2007 Manual
of Specification & Standards for Two laning of Highways through PPP- Cl: 5.5.4).
The result of most likely scenario is given in the table below. Same has been used for
pavement design and capacity analysis for project road.
Table 0.11: Adopted Growth Rates
Vehicle Type Year 2014-
Year 2018
Year
2019-
Year 2023
Year
2024-
Year 2028
Year 2029-
Year 2033
Year
2034-
Year
2038
Year
2039-Year
2043
2 Wheeler 12.42 11.18 10.06 9.05 8.15 7.33
Car/ Jeep /Van/Taxi 5.00 5.00 5.00 5.00 5.00 5.00
Govt. Bus 5.00 5.00 5.00 5.00 5.00 5.00
Pvt. Bus 5.00 5.00 5.00 5.00 5.00 5.00
LCV-4W 6.61 5.95 5.35 5.00 5.00 5.00
LCV-6W 6.71 6.04 5.44 5.00 5.00 5.00
2 Axle 5.81 5.23 5.00 5.00 5.00 5.00
3 Axle 6.83 6.15 5.53 5.00 5.00 5.00
MAV 7.02 6.32 5.69 5.12 5.00 5.00
Tractor 7.83 7.05 6.34 5.71 5.14 5.00
Tractor with trailor 7.43 6.69 6.02 5.42 5.00 5.00* IRC: SP: 73-2007 Clause 5.5.4 - Annual growth rates of commercial Vehicles shall not be less than 5%.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
2010 2011 2012
No
ofA
ccid
ent
Year
Fatal Major Injury
Executive Summary Page 0- 9
Preparation of Detailed Project ReportBaysi-Bahadurganj-Dighalbank (SH-99), Bihar State (DPR)
The slow moving vehicles essentially cater to short haul traffic, meeting localized demand
for transportation of passengers and goods from rural areas to the nearest market town
and urban centres. The slow moving traffic is not expected to have high growth rates on
National Highways. As such, growth rate of slow moving vehicle was fixed on 2% for the
entire period.
Table 0.12: Summary of Projected Traffic Volume for all Homogenous Sections
(Most likely scenario)
Year HS-1 HS-2
Baysi - Mahadev Dighi Chowk
(SH63)
Mahadev Dighi Chowk (SH63)-
Dighalbank
Km0/000 - Km 45/200 Km 45/200 - Km 75/200
All Vehicles
(Nos.) (PCU) (Nos.) (PCU)
2013 3156 2968 4133 3009
2014 3400 3177 4448 3225
2015 3668 3404 4797 3461
2016 3964 3651 5183 3719
2017 4291 3920 5610 4003
2018 6518 8528 6084 4314
2019 6987 9068 6564 4628
2020 7496 9646 7092 4971
2021 8050 10266 7673 5345
2022 8653 10930 8311 5753
2023 9310 11644 9015 6198
2024 9969 12352 9721 6644
2025 10682 13108 10492 7128
2026 11455 13916 11333 7653
2027 12291 14778 12253 8223
2028 13197 15701 13258 8842
2029 14102 16617 14258 9457
2030 15075 17592 15343 10120
2031 16124 18629 16519 10836
2032 17254 19734 17794 11608
2033 18472 20910 19178 12442
2034 19688 22100 20544 13266
2035 20990 23363 22015 14150
2036 22386 24703 23600 15098
2037 23881 26125 25307 16115
2038 25485 27634 27146 17206
2039 27079 29171 28949 18286
2040 28777 30798 30878 19437
2041 30589 32519 32942 20666
2042 32519 34341 35152 21977
2043 34578 36269 37517 23375
0.5.9 Capacity Analysis
For the purpose of augmentation of the facilities and up gradation of the project highway,
the design service volume for the plain terrain condition and level of Service B & C is
Executive Summary Page 0- 10
Preparation of Detailed Project ReportBaysi-Bahadurganj-Dighalbank (SH-99), Bihar State (DPR)
shown in Table 0.13.
Table 0.13: Design Service Volume for Different Lane Configurations
Lane Configuration Design Service
Volume
( PCUs per day)
Level of Service B
Design Service
Volume
( PCUs per day)
Level of Service C
Intermediate Lane 6000 8400
2-Lane with 1.5m Earthen Shoulder 15000 21000
2-Lane with 1.5m Paved Shoulder 18000 25200
4-Lane with 1.5m Earthen Shoulder 35000 49000
4-Lane with 1.5m Paved Shoulder 40000 60000
6 Lane >60000
0.6 Lane Requirements
Based on the assessment of the traffic demand on the various homogeneous
section of the Project Highway, the Consultant have carried out detailed option analysis
for Two- lanning and four lanning. Based on the most likely scenario growth rate & Design
Service Volume, the number of lanes required for the project road is worked out for LOS B
and LOS C which is presented in Table 0.14 below
Table 0.14: Lanning Requirement for the Project Corridor
(Using Most Likely Scenario)Homogeneous
Section
Km Lanning Requirements Year
2-Lane with 4-Lane with
Earthen
Shoulder
(LOS B)
Earthen
Shoulder
(LOSC)
Paved
Shoulder
(LOS B)
Paved
Shoulder
(LOS C)
Earthen
Shoulder
(LOS B)
Earthen
Shoulder
(LOS C)
Baysi - Mahadeo Dighi
Chowk (SH63)
Km 0/000-
Km45/200
2018 2018 2028 2034 2031 2037
Mahadeo Dighi Chowk
(SH63) - Dighalbank
Km 45/200-
Km 75/200
2023 2028 2036 2042 2039 -
Capacity analysis and lanning requirements have been carried out separately for two
homogeneous sections as per the traffic demand and travel characteristics.
Lane capacity of the homogeneous section 1 (Km 0/000 to Km 45/200) will require for 2
lane paved shoulder in the year 2028
Lane capacity of the homogeneous section 2 (Km 45/200 to Km 75/200) will require for 2
lane earthen shoulder in the year 2023 and 2 lane paved shoulder in the year 2036.
0.7 Proposed Design Standards
Following table is a summary of the recommended design standards proposed to be
adopted for the project road other than service road and intersections:
Table 0.15 : Summary of Recommended Design Standard
(i) Design Speed (Km/hr)
Executive Summary Page 0- 11
Preparation of Detailed Project ReportBaysi-Bahadurganj-Dighalbank (SH-99), Bihar State (DPR)
Plain /Rolling Terrain : 80 (Ruling), 65(Minimum)
(ii) Level of Service : B
(iii) Roadway Widths (m) : 12m for 2-lanes with earthen shoulders/
paved shoulder
13m/10m for built-up section
(iv) Roadway Elements
: Carriageway
2-lane- 2X3.5m
For Two lane Paved shoulder
-Paved shoulder- 2x1.5m
-Unpaved Shoulder- 2x1.0m
For Two lane Unpaved Shoulder
- Unpaved Shoulder 2X 2.5m
In Built-up section
-Footpath/Drain – 2X1.5m
In Stretches of High Embankment
-Paved shoulder- 2x1.5m
(v) Camber : Carriageway/Paved Shoulder- 2.50%
Unpaved Shoulder- 3.50%
(vi) Right of Way : For Urban Sections
- 15m or existing ROW (whichever is
more)
For Rural Sections
- 24-38m ROW required as per actual
cross section or existing ROW
(whichever is more)
(vii) Embankment/ Cutting Slope : In filling- 1V: 2 H
In cutting- 1V:1H
(viii) Stopping Sight Distance
Intermediate sight distance
: 180m for design speed of 100km/hr
120m for design speed of 80 km/hr
90m for design speed of 65 Km /hr
50m for design speed of 50 Km /hr
45m for design speed of 40 Km /hr
30m for design speed of 30 Km /hr
360m for design speed of 100km/hr
240m for design speed of 80 km/hr
180m for design speed of 65 Km /hr
120m for design speed of 50 Km /hr
90m for design speed of 40 Km /hr
60 m for design speed of 30 Km /hr
(ix) Super-elevation : Maximum 7%
(x) Radii for Horizontal Curves : Ruling Minimum 155 m
Absolute minimum 90 m
(xi) Ruling Gradient : 3.3% for plain and rolling terrain
5% limiting gradient
(xii) Minimum K- factor
Summit Curve : 75 for Design speed of 100 km/hr
35 for Design speed of 80 km/hr
20 for design speed of 65 km/hr
Executive Summary Page 0- 12
Preparation of Detailed Project ReportBaysi-Bahadurganj-Dighalbank (SH-99), Bihar State (DPR)
15 for Design speed of 60 km/hr
10 for Design speed of 50 km/hr
5 for Design speed of 40 km/hr
3 for Design speed of 30 km/hr
Valley Curve : 42 for Design speed of 100 km/hr
30 for Design speed of 80 km/hr
20 for Design speed of 65 km/hr
15 for Design speed of 60 km/hr
10 for Design speed of 50 km/hr
8 for Design speed of 40 km/hr
5 for Design speed of 30 km/hr
(xiii) Bridge Clearance
Vehicular underpass : 5.5 m
Cattle and Pedestrian
underpass
: 3.0m
(xiv) Design Flood Frequency
Bridges : 50 years
Sewers and Ditches : 10 years
(xv) Minimum Drainage Channel
Width
: 0.60 m
0.8 Improvement Proposals
The improvement proposals for proposed widening include the provisions for the following
major items:
a) Widening Proposal
b) Requirement of bypasses and realignment
c) Geometric Improvement Design
d) Proposed Pavement Design
e) Traffic Control and Safety Measures
f) Bridge and Cross Drainage Structures
0.8.1 Widening Proposal
In order to meet future traffic requirement the existing carriageway is proposed to upgrade
to achieve high speed of travel with comfort and safety. Concentric widening scheme is
followed to minimise land acquisition issues and to ensure maximum utilisation of existing
carriageway. Table 0.16 and Table 0.17 shows relation between existing and proposed
chainage and section wise improvement proposed for the project road.
Table 0.16 : Existing – Proposed Chainage
Sr.
No.
Section Existing
Chainage
Design
Chainage
Improvement
Proposed
1 Baysi to Mahadev
Dighi Chowk (Junction
with SH-63)
km. 0/000 to
km. 45/200
Ch. 0+000 to
Ch 44+965
Two lane Paved
shoulder configuration
2 Mahadev Dighi Chowk km. 45/200 Ch. 44+965 to Two lane configuration
Executive Summary Page 0- 13
Preparation of Detailed Project ReportBaysi-Bahadurganj-Dighalbank (SH-99), Bihar State (DPR)
Sr.
No.
Section Existing
Chainage
Design
Chainage
Improvement
Proposed
(SH-63) to Dighalbank
(SH-99)
to km.
75/200
Ch 74+306
Table 0.17 : Proposed Improvement
Existing Km Design Chainage Length Improvement Proposed
From To From To (km)
0/000 0/230 0+000 0+230 0.230 Two lane Paved shoulder with
footpath/drain in Built-up section
(Rigid Pavement)
0/230 13/470 0+230 13+450 13.220 Two lane Paved Shoulder
configuration
13/470 13/790 13+450 13+775 0.325 Two lane Paved shoulder with
footpath/drain in Built-up section
(Flexible Pavement)
13/790 14/570 13+775 14+555 0.780 Two lane Paved shoulder with
footpath/drain in Built-up section
(Rigid Pavement)
14/570 21/000 14+555 20+910 6.355 Two lane Paved Shoulder
configuration
21/000 22/675 20+910 22+560 1.650 Two lane Paved shoulder with
footpath/drain in Built-up section
(Flexible Pavement)
22/675 23/175 22+560 23+060 0.500 Two lane Paved shoulder with
footpath/drain in Built-up section
(Rigid Pavement)
23/175 23/525 23+060 23+410 0.350 Two lane Paved shoulder with
footpath/drain in Built-up section
(Flexible Pavement)
23/525 33/205 23+410 32+910 9.500 Two lane Paved Shoulder
configuration
33/205 33/805 32+910 33+510 0.600 Two lane Paved shoulder with
footpath/drain in Built-up section
(Flexible Pavement)
33/805 34/255 33+510 33+960 0.450 Two lane Paved shoulder with
footpath/drain in Built-up section
(Rigid Pavement)
34/255 39/450 33+960 39+160 5.200 Two lane Paved Shoulder
configuration
39/450 39/750 39+160 39+460 0.300 Two lane Paved shoulder with
footpath/drain in Built-up section
(Rigid Pavement)
39/750 42/760 39+460 42+460 3.000 Two lane Paved Shoulder
configuration
42/760 43/310 42+460 43+010 0.550 Two lane Paved shoulder with
footpath/drain in Built-up section
(Rigid Pavement)
43/310 45/265 43+010 44+965 1.955 Two lane Paved Shoulder
configuration
Executive Summary Page 0- 14
Preparation of Detailed Project ReportBaysi-Bahadurganj-Dighalbank (SH-99), Bihar State (DPR)
Existing Km Design Chainage Length Improvement Proposed
From To From To (km)
45/265 60/970 44+965 60+050 15.085 Two lane configuration
60/970 61/165 60+050 60+250 0.200 Two lane Paved shoulder with
footpath/drain in Built-up section
(Rigid Pavement)
61/165 64/760 60+250 63+850 3.600 Two lane configuration
64/760 64/960 63+850 64+050 0.200 Two lane Paved shoulder with
footpath/drain in Built-up section
(Rigid Pavement)
64/960 69/410 64+050 68+495 4.445 Two lane configuration
69/410 69/710 68+495 68+795 0.300 Two lane Paved shoulder with
footpath/drain in Built-up section
(Rigid Pavement)
69/710 73/455 68+795 72+555 3.760 Two lane configuration
73/455 73/655 72+555 72+755 0.200 Two lane Paved shoulder withfootpath/drain in Built-up section(Rigid Pavement)
73/655 75/200 72+755 74+306 1.551 Two lane configuration
Total 74.306
Executive Summary Page 0- 15
Preparation of Detailed Project Report SAI Consulting Engineers Pvt. Ltd.Baysi-Bahadurganj-Dighalbank (SH-99), Bihar State (DPR)
Annexure-V
0.8.2 Requirement of Bypass and Realignment
The concept of alignment design is to upgrade the project highway within the existing right
of way avoiding land acquisition, except for locations having inadequate width and where
provision of short bypass, service roads, alignment corrections, improvement of
intersection are considered necessary, practicable and cost effective. These improvement
proposals are based on the findings from various engineering features carried out on the
project roads such as Reconnaissance Survey, future traffic requirement, Inventory Data
and Pavement Investigations. Bypass/realignment proposals are also considered,
wherever in urban/rural areas, improvement to two lanes of existing road is not possible.
Alignment options are basically divided into two parts:
A. Bypass
B. Realignment
0.8.2.1 Proposal for Bypass
Consultant has proposed one bypass for the project road and its details are summarized
below.
Table 0.18 : Summary of Bypass
Sr. Design Chainage Length
(km)
Existing Chainage Length
(km)
Village/Town
No. Start Ch. End Ch. Start Ch. End Ch.
1 53+850 55+805 1.955 54/170 56/605 2.435 Bahadurganj
Total 1.955 Total 2.435
0.8.2.2 Proposal for Realignments
Consultant has proposed the realignment at following locations to improve the design
speed as per proposed design standard.
Table 0.19 : Summary of Realignments
Existing
Chainages
Length
(km)
Design Chainages Length
(km)
Remarks
From To From To
8/097 8/357 0.260 8+100 8+355 0.255
8/502 8/784 0.282 8+500 8+775 0.275
23/846 24/282 0.436 23+760 24+140 0.380 Realignment and
Reconstruction of
Bridge
50/205 50/507 0.302 49+900 50+200 0.300
74/632 74/985 0.353 73+715 74+000 0.285
1.633 1.495
0.8.3 Speed Restrictions
Existing geometry of the project highway has been improved to achieve the minimum
design speed as per proposed standards except with following locations which are
proposed as “Speed Restriction Zone”.
Executive Summary Page 0- 16
Preparation of Detailed Project Report SAI Consulting Engineers Pvt. Ltd.Baysi-Bahadurganj-Dighalbank (SH-99), Bihar State (DPR)
Annexure-V
Table 0.20 : Speed Restriction Zone
Chainage Length Design Speed
From To (m) kmph
0+000 0+360 0.360 40
6+500 6+925 0.425 40
8+300 8+430 0.130 50
9+750 10+945 1.195 40 to 50
11+500 11+855 0.355 50
12+900 13+530 0.630 50 to 40
26+200 26+750 0.550 50
27+800 27+900 0.100 50
37+420 37+660 0.240 40
47+950 48+100 0.150 50
55+175 55+555 0.380 50
55+860 56+330 0.470 50
64+100 64+205 0.105 50
73+110 73+265 0.155 50
Total 5.245
0.8.4 Water logging and Protection Work
Embankment constructed for Highways, Railways and Earthen dams generally serves the
protection of structure against ingress of ground water, flood and thereby not only enhance
the life of structure but also minimise the maintenance cost of structure. Hence appropriate
slope protection and stabilisation measures should be taken to protect the embankment.
During the reconnaissance survey, local inquires and engineering surveys water-logging
have been observed at many locations on the project road. But overtopping has been
observed at only few following locations. On most of the sections the overtopping have
been observed because of submerge bridges and only at one location (between km
11/715 to km 13/020) overtopping has been observed because of low embankment height.
The details of overtopped /submerged areas sections have been presented in table below.
Table 0.21 : Details of Overtopped/Submerged Area
Sr.
No.
Existing Chainage Design Chainage Length Improvement Proposal
From To From To
1 11/715 13/020 11+705 13+005 1.300 Reconstruction from sub
grade with sand blanket
below sub grade layer due
to water logged. Raising
due to overtopped
2 13/020 13/420 13+005 13+430 0.425 High Level Bridge has been
provided in place of
submerge bridge
3 21/390 22/050 21+300 21+660 0.360 High Level Bridge has been
provided in place of
submerge bridge
4 25/130 25/450 24+985 25+310 0.325 High Level Bridge has been
provided in place of
Executive Summary Page 0- 17
Preparation of Detailed Project Report SAI Consulting Engineers Pvt. Ltd.Baysi-Bahadurganj-Dighalbank (SH-99), Bihar State (DPR)
Annexure-V
Sr.
No.
Existing Chainage Design Chainage Length Improvement Proposal
From To From To
submerge bridge
5 35/815 36/140 35+560 35+885 0.325 High Level Bridge has been
provided in place of
submerge bridge
6 53/090 53/415 52+765 53+090 0.325 High Level Bridge has been
provided in place of
submerge bridge
7 54/155 54/220 NA NA Bypass
8 54/440 54/765 NA NA Bypass
9 57/940 58/255 57+010 57+325 0.315 High Level Bridge has been
provided in place of
submerge bridge
10 62/410 62/725 61+490 61+805 0.315 High Level Bridge has been
provided in place of
submerge bridge
11 74/800 75/135 73+900 74+240 0.340 High Level Bridge has been
provided in place of
submerge bridge
Total 4.030
The main reason for water-logging/stagnation along the side of the road is absence of the
proper road side drain and insufficient number of cross-drainage structures. Along with
these it is also important to note that the farmers are likely to store/retain water for farming
activities along sides of the road creating small bunds parallel toe of embankment on both
the sides of the road
0.8.4.1 Treatment of High Embankment
Turfing is proposed to be used as the basic slope stabilisation measure where height of
embankment is less than 3.0m. Longitudinal kerbed drains at edge of roadway are
provided to channelize the flow and are led down by lined chute drains. Paved shoulders
have also been proposed considering the safety aspects.
0.8.4.2 Treatment in Waterlogged Area
Water stagnation along the toe of embankment was observed during survey and
investigations along the project road. Following improvement measures have been
proposed at such water logging areas:
Stone Pitching
Concrete wall at end of embankment toe
Sand Blanket layer for capillary cut off
Details of stone pitching have been presented in below Table 0.22.
Executive Summary Page 0- 18
Preparation of Detailed Project Report SAI Consulting Engineers Pvt. Ltd.Baysi-Bahadurganj-Dighalbank (SH-99), Bihar State (DPR)
Annexure-V
Table 0.22 : Details of Stone Pitching
Sr.
No.
Existing
Chainage
Design Chainage Length Side of
Road
Remarks
Starting
Ch.
Ending
Ch.
Starting
Ch.
Ending
Ch.
(Km.) (Km.) (Ch) (Ch.) (km)
1 1/000 1/150 1+000 1+150 0.150 0.150 LHS Water logging
2 1/600 1/750 1+600 1+750 2 x 0.15 0.300 Both Water logging
3 3/250 3/300 3+250 3+300 0.050 0.050 RHS Water logging
4 3/595 3/675 3+595 3+675 2 x 0.08 0.160 Both High Embankment
5 3/725 3/875 3+725 3+875 2 x 0.15 0.300 Both High Embankment
6 4/025 4/075 4+025 4+075 0.050 0.050 LHS Water logging
7 4/350 4/400 4+350 4+400 0.050 0.050 LHS Water logging
8 4/800 5/300 4+800 5+300 2 x 0.5 1.000 Both Sand Layer with Toe
Wall
9 5/300 5/550 5+300 5+550 0.250 0.250 RHS Water logging
10 6/150 6/200 6+150 6+200 2 x 0.05 0.100 Both Water logging
11 6/500 7/450 6+500 7+450 2 x 0.95 1.900 Both Sand Layer with Toe
Wall
12 7/765 7/800 7+765 7+800 2 x 0.035 0.070 Both High Embankment
13 7/835 7/850 7+835 7+850 2 x 0.015 0.030 Both High Embankment
14 7/850 8/100 7+850 8+100 2 x 0.25 0.500 Both Water logging
15 8/100 10/315 8+100 10+305 2 x 2.205 4.410 Both Sand Layer with Toe
Wall
16 10/300 11/300 10+305 11+305 2 x 1 2.000 Both Water logging
17 11/390 11/400 11+390 11+400 0.010 0.010 LHS High Embankment
18 11/590 11/705 11+590 11+705 2 x 0.115 0.230 Both High Embankment
19 11/715 13/020 11+705 13+005 2 x 1.3 2.600 Both Sand Layer with Toe
Wall
20 11/400 11/550 11+400 11+550 0.150 0.150 LHS Water logging
21 13/050 13/090 13+030 13+070 0.040 0.040 RHS High Embankment
22 13/090 13/155 13+070 13+135 2 x 0.065 0.130 Both High Embankment
23 13/240 13/320 13+220 13+300 0.080 0.080 RHS High Embankment
24 20/805 20/955 20+705 20+855 2 x 0.15 0.300 Both Water logging
25 21/410 21/460 21+320 21+370 0.050 0.050 RHS High Embankment
26 21/460 21/550 21+370 21+460 2 x 0.09 0.180 Both High Embankment
27 21/600 21/680 21+510 21+595 2 x 0.085 0.170 Both High Embankment
28 24/005 24/145 23+890 24+030 2 x 0.140 0.280 Both High Embankment
29 24/205 24/270 24+090 24+155 2 x 0.065 0.130 Both High Embankment
30 24/450 24/550 24+310 24+410 0.100 0.100 LHS Water logging
31 25/000 25/030 24+850 24+880 0.030 0.030 LHS High Embankment
32 25/060 25/160 24+910 25+010 2 x 0.1 0.200 Both Water logging
33 25/195 25/290 25+045 25+140 2 x 0.095 0.190 Both High Embankment
34 25/305 25/375 25+160 25+230 2 x 0.07 0.140 Both High Embankment
35 25/375 25/420 25+230 25+275 0.045 0.045 RHS High Embankment
36 25/870 26/070 25+580 25+780 2 x 0.2 0.400 Both Water logging
37 26/800 27/000 26+510 26+710 2 x 0.2 0.400 Both Water logging
38 27/330 27/430 27+040 27+110 2 x 0.07 0.140 Both Water logging
39 27/850 27/950 27+560 27+660 2 x 0.1 0.200 Both Water logging
40 28/165 28/200 27+875 27+910 0.035 0.035 LHS High Embankment
41 28/235 28/245 27+945 27+955 0.010 0.010 LHS High Embankment
42 28/245 28/270 27+955 27+980 2 x 0.025 0.050 Both High Embankment
43 28/270 28/285 27+980 27+995 0.015 0.015 RHS High Embankment
44 28/600 28/700 28+310 28+410 0.100 0.100 LHS Water logging
Executive Summary Page 0- 19
Preparation of Detailed Project Report SAI Consulting Engineers Pvt. Ltd.Baysi-Bahadurganj-Dighalbank (SH-99), Bihar State (DPR)
Annexure-V
Sr.
No.
Existing
Chainage
Design Chainage Length Side of
Road
Remarks
Starting
Ch.
Ending
Ch.
Starting
Ch.
Ending
Ch.
(Km.) (Km.) (Ch) (Ch.) (km)
45 28/700 28/800 28+410 28+510 2 x 0.1 0.200 Both Water logging
46 28/800 28/900 28+510 28+610 0.100 0.100 RHS Water logging
47 29/000 29/100 28+710 28+810 0.100 0.100 LHS Water logging
48 29/300 29/650 29+010 29+360 2 x 0.35 0.700 Both Sand Layer with Toe
Wall
49 29/975 30/025 29+685 29+735 2 x 0.1 0.100 Both Water logging
50 30/200 30/300 29+910 30+010 2 x 0.1 0.200 Both Water logging
51 30/300 30/600 30+010 30+310 2 x 0.3 0.600 Both Sand Layer with Toe
Wall
52 30/640 30/700 30+350 30+410 2 x 0.06 0.120 Both Water logging
53 30/850 30/950 30+560 30+660 2 x 0.1 0.200 Both Water logging
54 30/950 31/050 30+660 30+760 0.100 0.100 LHS Water logging
55 31/200 31/300 30+910 31+010 0.100 0.100 RHS Water logging
56 31/400 31/500 31+110 31+210 2 x 0.1 0.200 Both Water logging
57 31/650 31/750 31+360 31+460 0.100 0.100 LHS Water logging
58 31/950 32/000 31+660 31+710 0.050 0.050 LHS Water logging
59 32/200 32/300 31+910 32+010 2 x 0.1 0.200 Both Water logging
60 32/350 32/450 32+060 32+160 0.100 0.100 RHS Water logging
61 33/055 33/205 32+760 32+910 2 x 0.15 0.300 Both Sand Layer with Toe
Wall
62 34/900 35/050 34+620 34+770 2 x 0.15 0.300 Both Water logging
63 35/200 35/285 34+920 35+010 0.090 0.090 RHS Water logging
64 35/290 36/700 35+010 36+410 2 x 1.4 2.800 Both Sand Layer with Toe
Wall
65 37/050 37/250 36+760 36+960 2 x 0.2 0.400 Both Sand Layer with Toe
Wall
66 37/250 37/585 36+960 37+360 2 x 0.4 0.800 Both Water logging
67 37/760 37/905 37+535 37+680 0.145 0.145 LHS High Embankment
68 38/020 38/050 37+795 37+825 0.030 0.030 RHS High Embankment
69 38/195 38/235 37+970 38+010 0.040 0.040 LHS High Embankment
70 38/235 38/485 38+010 38+260 2 x 0.25 0.500 Both Water logging
71 39/200 39/400 38+910 39+110 2 x 0.2 0.400 Both Water logging
72 39/910 40/060 39+610 39+760 0.150 0.150 RHS Water logging
73 40/405 40/505 40+105 40+205 0.100 0.100 RHS Water logging
74 41/295 41/395 40+995 41+095 0.100 0.100 RHS Water logging
75 43/660 43/960 43+360 43+660 2 x 0.3 0.600 Both Water logging
76 44/305 44/655 44+010 44+360 2 x 0.35 0.700 Both Water logging
77 44/855 44/930 44+560 44+635 2 x 0.075 0.150 Both Water logging
78 45/900 46/510 45+600 46+210 2 x 0.61 1.220 Both Water logging
79 46/810 46/960 46+510 46+660 0.150 0.150 RHS Water logging
80 47/580 47/805 47+285 47+510 2 x 0.225 0.450 Both Water logging
81 47/855 47/905 47+560 47+610 2 x 0.05 0.100 Both Water logging
82 48/740 50/200 48+450 49+900 2 x 1.45 2.900 Both Sand Layer with Toe
Wall
83 50/205 50/500 49+900 50+190 0.290 0.290 RHS Water logging
84 51/100 53/255 50+790 52+880 2 x 2.09 4.180 Both Sand Layer with Toe
Wall
85 53/255 53/295 52+880 52+920 2 x 0.04 0.080 Both High Embankment
86 53/315 53/410 52+940 53+035 2 x 0.095 0.190 Both High Embankment
87 53/800 53/900 53+475 53+575 0.100 0.100 LHS Water logging
Executive Summary Page 0- 20
Preparation of Detailed Project Report SAI Consulting Engineers Pvt. Ltd.Baysi-Bahadurganj-Dighalbank (SH-99), Bihar State (DPR)
Annexure-V
Sr.
No.
Existing
Chainage
Design Chainage Length Side of
Road
Remarks
Starting
Ch.
Ending
Ch.
Starting
Ch.
Ending
Ch.
(Km.) (Km.) (Ch) (Ch.) (km)
88 54/455 54/625 54+135 54+305 2 x 0.17 0.340 Both High Embankment
89 54/685 54/800 54+365 54+480 2 x 0.115 0.230 Both High Embankment
90 54/800 54/830 54+480 54+510 0.030 0.030 RHS High Embankment
91 58/000 58/200 57+065 57+265 2 x 0.2 0.400 Both Water logging
92 61/450 61/550 60+535 60+635 0.100 0.100 RHS Water logging
93 62/300 62/400 61+080 61+180 2 x 0.1 0.200 Both Water logging
94 62/775 62/865 61+555 61+645 2 x 0.09 0.180 Both High Embankment
95 62/880 62/930 61+660 61+710 2 x 0.05 0.100 Both High Embankment
96 63/950 64/000 63+035 63+085 2 x 0.05 0.100 Both Water logging
97 69/750 69/850 68+835 68+935 0.100 0.100 RHS Water logging
98 74/920 74/955 74+020 74+055 2 x 0.035 0.070 Both High Embankment
99 74/980 75/025 74+080 74+125 2 x 0.045 0.090 Both Water logging
Total 40.100
a) Length of Stone Pitching in High Embankment 3.810
b) Length of Stone Pitching in water logged area 14.500
c) Length of Stone Pitching with Sand Layer and Toe
Wall
21.790
Treatment of Embankment Protection in Vicinity of River
As the Parman River is running parallel on left hand side of the project road between km
9/800 to 10/200 stone pitching with cement mortar grout along with launching approach is
proposed to protect the embankment slopes that are exposed to direct frontal attack of
Parman River for better stability instead of simple stone pitching and PCC toe wall.
Launching apron is to be provided for the protection of toe and it should form a continuous
flexible cover over the slope to avoid any scour. The slope of the launching apron is to be
kept as 2 (H): 1(V). In addition, a shear key of 0.50 m x 0.75 m is to be provided at the
base of stone pitching.
Table 0.23 : Details of Panal Pitching with Launching Apron
Design Chainage Length
(Km)
Side Total Remarks
From To Length
(Km)
9+800 10+200 0.400 LHS 0.400 Vicinity of Parman River
Total 0.400
0.8.5 Proposed ROW
Based on the design and availability of the existing ROW, consultant has proposed sectionwise requirement of ROW and its details are presented below.
Table 0.24 : Proposed ROW RequirementSr.No.
ExistingChainage
ProposedChainage
Existing ROW (m)(from Existing CL)
Revised Pr. ROW (m)(from Ex. CL)
# (From Proposed CL)
#Remarks
From To From To Left Right Total Left Right Total1 0/000 6/650 0+000 6+650 15 15 30 15 15 302 6/650 6/840 6+650 6+800 15 15 30 15 15 30 Geometric
Improvement,RHS side ROWmeasured fromPCL
Executive Summary Page 0- 21
Preparation of Detailed Project Report SAI Consulting Engineers Pvt. Ltd.Baysi-Bahadurganj-Dighalbank (SH-99), Bihar State (DPR)
Annexure-V
Sr.No.
ExistingChainage
ProposedChainage
Existing ROW (m)(from Existing CL)
Revised Pr. ROW (m)(from Ex. CL)
# (From Proposed CL)
#Remarks
From To From To Left Right Total Left Right Total3 6/840 8/150 6+800 8+150 15 15 30 15 15 30
4 8/150 8/300 8+150 8+300 15 15 30 15 15 30 Realignment,
Both side ROW
measured from
PCL
5 8/300 8/500 8+300 8+500 15 15 30 15 15 30
6 8/500 8/700 8+500 8+700 15 15 30 15 15 30 Realignment,
Both side ROW
measured from
PCL
7 8/700 10/360 8+700 10+350 15 15 30 15 15 30
8 10/360 11/560 10+350 11+550 15 15 30 16 16 32 Geometric
Improvement,
RHS side ROW
measured from
PCL
9 11/560 11/800 11+550 11+800 15 15 30 19 19 38 Geometric
Improvement,
Both side ROW
measured from
PCL
10 10/610 13/500 11+800 13+500 15 15 30 15 15 30
11 13/500 13/775 13+500 13+775 3.42 3.42 6.84 7.5 7.5 15 Amour Village
12 13/775 14/555 13+775 14+555 4.15 4.15 8.3 7.5 7.5 15 Amour Village
13 14/555 17/700 14+555 17+700 7.4 7.4 14.8 12 12 24
14 17/700 18/100 17+700 18+100 7.4 7.4 14.8 15 15 30
15 18/100 18/250 18+100 18+250 7.4 7.4 14.8 16 16 32
16 18/250 21/300 18+250 21+300 7.4 7.4 14.8 12 12 24
17 21/300 21/650 21+300 21+650 7.73 7.73 15.46 13 13 26 Bridge
Approaches
18 21/650 22/010 21+650 22+010 7.21 7.21 14.42 12 12 24
19 22/010 22/560 22+010 22+560 7.5 7.5 15 7.5 7.5 15 Rauta Village
20 22/560 23/060 22+560 23+060 9.5 9.5 19 9.5 9.5 19 Rauta Village
21 23/060 23/410 23+060 23+410 6.69 6.69 13.38 7.5 7.5 15 Rauta Village
22 23/410 23/850 23+410 23+850 6.69 6.69 13.38 12 12 24 Both Side ROW
measured from
PCL
23 23/850 24/300 23+850 24+200 7.5 7.5 15 18 18 36 Realignment,
Both side ROW
measured from
PCL
24 24/300 24/950 24+200 24+850 6.39 6.39 12.78 12 12 24
25 24/950 25/500 24+850 25+400 7.2 7.2 14.4 12 12 24
26 25/500 26/300 25+400 26+200 12 12 24 12 12 24
27 26/300 26/850 26+200 26+700 12 12 24 12 14 26 Geometric
Improvement,
RHS side ROW
measured from
PCL
28 26/850 27/950 26+700 27+800 12 12 24 12 12 24
29 27/950 28/150 27+800 28+000 15 15 30 15 15 30
30 28/150 30/000 28+000 29+700 15 15 30 15 15 30 Geometric
Improvement,
LHS side ROW
measured from
PCL
31 30/000 30/300 29+700 29+950 8.89 8.89 17.78 15 15 30
32 30/300 33/295 29+950 33+045 5.07 5.07 10.14 12 12 24
33 33/295 33/810 33+045 33+510 5.07 5.07 10.14 7.5 7.5 15 Barbatta Village
Executive Summary Page 0- 22
Preparation of Detailed Project Report SAI Consulting Engineers Pvt. Ltd.Baysi-Bahadurganj-Dighalbank (SH-99), Bihar State (DPR)
Annexure-V
Sr.No.
ExistingChainage
ProposedChainage
Existing ROW (m)(from Existing CL)
Revised Pr. ROW (m)(from Ex. CL)
# (From Proposed CL)
#Remarks
From To From To Left Right Total Left Right Total34 33/810 34/210 33+510 33+960 12 12 24 12 12 24 Barbatta Village
35 34/210 35/550 33+960 35+300 12 12 24 12 12 24
36 35/550 36/450 35+300 36+200 12 12 24 16 16 32 Bridge
Approaches
37 36/450 37/010 36+200 36+760 8.62 8.62 17.24 12 12 24
38 37/010 37/230 36+760 36+980 4.33 4.33 8.66 15 15 30
39 37/230 37/700 36+980 37+500 5.05 5.05 10.1 12 12 24
40 37/700 38/100 37+500 37+900 5.5 5.5 11 15 15 30 Alignment
discrepancy
41 38/100 39/460 37+900 39+160 6.12 6.12 12.24 12 12 24 Geometric
Improvement,
Both side ROW
measured from
PCL
42 39/460 39/760 39+160 39+460 5.56 5.56 11.12 7.5 7.5 15 Kochadhaman
Village
43 39/760 40/800 39+460 40+500 7.5 7.5 15 12 12 24
44 40/800 41/000 40+500 40+700 7.5 7.5 15 15 15 30
45 41/000 42/760 40+700 42+460 7.5 7.5 15 12 12 24
46 42/760 43/260 42+460 43+010 6.31 6.31 12.62 7.5 7.5 15 Sontha Village
47 43/260 46/850 43+010 46+600 6.42 6.42 12.84 12 12 24
48 46/850 47/250 46+600 47+000 6.42 6.42 12.84 15 15 30
49 47/250 47/650 47+000 47+400 6.42 6.42 12.84 12 12 24
50 47/650 47/850 47+400 47+600 15 15 30 15 15 30
51 47/850 50/050 47+600 49+800 9.05 9.05 18.1 12 12 24
52 50/050 51/300 49+800 51+000 9.05 9.05 18.1 12 12 24 Realignment,
Both side ROW
measured from
PCL
53 51/300 53/080 51+000 52+780 9.05 9.05 18.1 15 15 30
54 53/080 53/360 52+780 53+060 4.33 4.33 8.66 15 15 30
55 53/360 54/170 53+060 53+900 4.94 4.94 9.88 12 12 24 Geometric
Improvement,
LHS side ROW
measured from
PCL
56 54/170 56/605 53+900 54+100 Pr. B'ganj Bypass 15 15 30 Bahadurganj
Bypass
57 54+100 54+550 18 18 36 Bahadurganj
Bypass, Bridge
Approaches
58 54+550 55+800 15 15 30 Bahadurganj Bypass
59 56/605 57/820 55+800 57+020 4.88 4.88 9.76 12 12 24
60 57/820 58/120 57+020 57+320 4.52 4.52 9.04 16 16 32 Bridge
Approaches
61 58/120 60/850 57+320 60+050 4.59 4.59 9.18 12 12 24
62 60/850 61/050 60+050 60+250 3.41 3.41 6.82 7.5 7.5 15 Samesar Village
63 61/050 62/300 60+250 61+500 4.58 4.58 9.16 12 12 24
64 62/300 62/570 61+500 61+770 5.06 5.06 10.12 16 16 32 Bridge
Approaches
65 62/570 64/650 61+770 63+850 3.96 3.96 7.92 12 12 24
66 64/650 64/850 63+850 64+050 4.48 4.48 8.96 7.5 7.5 15 Tulsia Village
67 64/850 69/245 64+050 68+495 5.92 5.92 11.84 12 12 24
68 69/245 69/545 68+495 68+795 4.54 4.54 9.08 7.5 7.5 15 Tappu Village
69 69/545 73/305 68+795 72+555 5.69 5.69 11.38 12 12 24 GeometricImprovement,Both side ROWmeasured fromPCL
Executive Summary Page 0- 23
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Sr.No.
ExistingChainage
ProposedChainage
Existing ROW (m)(from Existing CL)
Revised Pr. ROW (m)(from Ex. CL)
# (From Proposed CL)
#Remarks
From To From To Left Right Total Left Right Total70 73/305 73/505 72+555 72+755 6.5 6.5 13 7.5 7.5 15 Haruadanga
Village
71 73/505 74/780 72+755 73+890 6.67 6.67 13.34 12 12 24 Realignment,
Both side ROW
measured from
PCL
72 74/780 75/080 73+890 74+180 4.13 4.13 8.26 15 15 30 Bridge
Approaches,
Both side ROW
measured from
PCL
73 75/080 75.2 74+180 74+306 5.7 5.73 11.43 12 12 24
0.8.6 Pavement Design
The flexible pavement is adopted for proposed new carriageway, widening and
reconstruction. Design period of 15 years considered. Rigid pavement is proposed in few
urban locations given in Table 0.25 and proposes flexible pavement design and rigid
pavement design is given in Table 0.26 and Table 0.27 respectively.
Table 0.25 : Proposed Locations of Rigid Pavement
Sr.
No.
Existing Chainage Design Chainage
From To From To
1 0/000 0/230 0+000 0+230
2 13/790 14/570 13+775 14+555
3 22/675 23/175 22+560 23+060
4 33/805 34/255 33+510 33+960
5 39/450 39/750 39+150 39+460
6 42/760 43/310 42+460 43+010
7 60/970 61/165 60+050 60+250
8 64/760 64/960 63+850 64+050
9 69/410 69/710 68+495 68+795
10 73/460 73/655 72+555 72+755
Table 0.26 : Recommended Flexible Pavement Design
Section Design Chainage Pavement Layer in mmFrom To From To BC DBM WMM GSB SGBaysi Mahadeodighi
chowk0+000 44+900 40 85 250 300 500
Mahadeodighichowk
Dighalbank 44+900 74+306 40 50 250 230 500
As per IRC 37, thickness of extended portion should not be less than 150mm for design
traffic less than 10msa and 200 for design traffic 10msa or above hence, from Baysi –
Mahadev Dighi chowk (0+000 to 44+900) 200mm thick GSB should be extended upto
entire formation width and from Mahadev Dighi chowk – Dighalbank (44+900 to 74+306)
150 mm thick GSB should be extended upto entire formation width.
Table 0.27 : Recommended Rigid Pavement design
Pavement Layer in mmPQC (mm) DLC (mm) GSB (mm) SG (mm)
Executive Summary Page 0- 24
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Pavement Layer in mmPQC (mm) DLC (mm) GSB (mm) SG (mm)
Proposed rigid pavementdesign
220 150 150 500
Reconstruction Sections and strategies are identified based on pavement condition
survey. As the overall pavement condition is poor with inadequate crust thickness,
absence of drainage layer and higher roughness value even in recently overlaid section,
reconstruction has been proposed. From km 00/000 to 21/000 the embankment height is
varies from 0 to 3.0m height with scattered water logged on one side/both side hence
reconstruction from subgrade layer is proposed while rest of the section is proposed with
reconstruction from granular sub base layer. In water logged areas, an addition layer of
200mm thick sand blanket is proposed to cut off the capillary action.
Reconstruction from Sub grade
Remove existing bituminous layer, treat existing base/sub base as embankment. Afterpreparing original ground and compacting embankment, start construction from thesubgrade as per recommended pavement design.
Provide 200mm thick blanket layer before laying subgrade in water logged areas.
Reconstruction from Sub baseRemove existing bituminous layer, treat existing base/sub base as subgrade. After
loosening and recompaction of sub grade layer start construction of new pavement layers
from GSB layer as per recommended pavement design.
Executive Summary Page 0- 25
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0.8.7 Traffic Control and Safety Measures
0.8.7.1 Road Marking & Traffic Signs
Pavement markings are proposed as per IRC: 35-1997, “Code of Practice for Road
Marking” with centre-line, edge line, continuity line, stop line, give way lines,
diagonal/chevron markings and zebra crossings. The pavement marking shall be of hot
applied thermoplastic paint with glass beads as per the MORT&H specification for Road
and Bridge Works, 2001(4th Revision, latest reprint).
Appropriate road safety measures are provided with stop signs, give-way signs, traffic
merging and diverging signs, lane closure signs, compulsory keep left/right signs or any
other signs as per IRC-67. Advance cautionary signs are proposed for sharp curves along
with chevron signs at the outer edge of the curves. Over head gantry signs have been
proposed at start and at the end points of the project road.
0.8.7.2 Pedestrian Crossing
Zebra crossings have been proposed at various locations as per relevant IRC codes.
Apart from it pedestrian guard rails have also been proposed at urban locations to
segregate pedestrians from vehicular traffic and thus increasing their safety. Details of it
shown in the table below:
Table 0.28 : Details of Pedestrian Guard Rails in Built-up areas (Both sides)
Sr.
No.
Existing
Chainage
Design Chainage Length
(km)
Cross
section
Type
Remarks
1 0/000 0/230 0+000 0+230 2 x 0.230 TCS-8 Rigid Pavement
2 13/470 13/795 13+450 13+775 2 x 0.325 TCS-7 Flexible Pavement
3 13/795 14/570 13+775 14+555 2 x 0.780 TCS-8 Rigid Pavement
4 22/115 22/070 22+010 22+560 2 x 0.550 TCS-7 Flexible Pavement
5 22/070 23/070 22+560 23+060 2 x 0.500 TCS-8 Rigid Pavement
6 23/070 23/420 23+060 23+410 2 x 0.350 TCS-7 Flexible Pavement
7 33/335 33/800 33+045 33+510 2 x 0.465 TCS-7 Flexible Pavement
8 33/800 34/250 33+510 33+960 2 x 0.450 TCS-8 Rigid Pavement
9 39/450 39/750 39+160 39+460 2 x 0.300 TCS-8 Rigid Pavement
10 42/740 43/310 42+460 43+010 2 x 0.550 TCS-8 Rigid Pavement
11 60/965 61/165 60+050 60+250 2 x 0.200 TCS-8 Rigid Pavement
12 64/765 64/965 63+850 64+050 2 x 0.200 TCS-8 Rigid Pavement
13 68/965 69/265 68+495 68+795 2 x 0.300 TCS-8 Rigid Pavement
14 73/460 73/655 72+555 72+755 2 x 0.200 TCS-8 Rigid Pavement
Total 10.800
0.8.7.3 Safety Barrier
To improve the safety for all road users, W-beam crash barrier are provided at locations
where embankment height is more than 3m and at location of structure approaches. The
W-beam crash barrier locations for embankment height 3m or more (including structure
approaches) has been provided below.
Executive Summary Page 0- 26
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Table 0.29: W-beam Metal Crash Barriers with Embankments Height 3 m or more
Left Side Crash Barrier Right Side Crash Barrier
Design Chainage Length
(m)
Remarks Design Chainage Length
(m)
Remarks
From To From To
00+213 00+243 30 Minor Bridge
(0+256)
00+213 00+243 30 Minor Bridge
(0+256)00+270 00+300 30 00+270 00+300 30
02+500 02+530 30 Minor Bridge
(2+534)
02+500 02+530 30 Minor Bridge
(2+534)02+538 02+568 30 02+538 02+568 30
03+595 03+672 77 Minor Bridge
(3+702)
03+605 03+672 67 Minor Bridge
(3+702)03+725 03+845 120 03+725 03+775 50
07+765 07+802 37 Minor Bridge
(7+816)
07+770 07+802 32 Minor Bridge
(7+816)
07+835 07+855 20 10+435 10+466 31
09+993 10+015 22 10+468 10+525 57
11+613 11+674 61 11+590 11+610 20
11+678 11+755 77 11+613 11+674 61
11+757 11+795 38 11+678 11+755 77
12+097 12+160 63 11+757 11+800 43
12+350 12+376 26 12+230 12+265 35
12+378 12+426 48 12+428 12+594 166
12+520 12+594 74 12+597 12+775 178
13+070 13+136 66 Major Bridge
(13+179)
12+777 12+830 53
21+370 21+458 88 Minor Bridge
(21+480)
12+842 12+905 63
21+507 21+545 38 13+030 13+112 82 Major Bridge
(13+179)21+547 21+595 48 13+220 13+300 80
23+890 24+028 138 Major Bridge
(24+063)
21+331 21+458 127 Minor Bridge
(21+480)24+093 24+155 62 21+507 21+545 38
24+850 24+880 30 Minor Bridge
(24+833)
21+547 21+595 48
24+920 24+945 25 23+900 24+028 128 Major Bridge
(24+063)25+061 25+140 79 Minor Bridge
(25+149)
24+093 24+155 62
25+160 25+230 70 24+920 24+960 40
26+744 26+774 30 Major Bridge
(26+893)
25+061 25+140 79 Minor Bridge
(25+149)27+012 27+042 30 25+160 25+234 74
27+055 27+100 45 25+236 25+275 39
27+875 27+910 35 Minor Bridge
(27+928)
26+744 26+774 30 Major Bridge
(26+893)27+945 27+980 35 27+012 27+042 30
29+758 29+788 30 Minor Bridge
(29+796)
27+955 27+994 39 Minor Bridge
(27+928)
29+804 29+834 30 29+758 29+788 30 Minor Bridge
(29+796)35+215 35+255 40 29+804 29+834 30
35+595 35+619 24 35+595 35+619 24
35+621 35+710 89 Minor Bridge
(35+725)
35+621 35+710 89 Minor Bridge
(35+725)35+742 35+845 103 35+742 35+880 138
37+535 37+665 130 Major Bridge
(37+726)
37+795 37+825 30
37+970 38+010 40 47+498 47+528 30 Minor Bridge
(47+538)47+498 47+528 30 Minor Bridge 47+549 47+579 30
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Left Side Crash Barrier Right Side Crash Barrier
Design Chainage Length
(m)
Remarks Design Chainage Length
(m)
Remarks
From To From To
47+549 47+579 30 (47+538) 51+770 51+805 35
52+840 52+920 80 Minor Bridge
(52+930)
52+845 52+920 75 Minor Bridge
(52+930)52+938 53+035 97 52+938 53+035 97
54+154 54+199 45 54+154 54+199 45
54+205 54+248 43 54+205 54+248 43
54+254 54+304 50 Major Bridge
(54+334)
54+254 54+304 50 Major Bridge
(54+334)54+377 54+399 22 54+377 54+399 22
54+404 54+448 44 54+404 54+448 44
54+454 54+480 26 54+454 54+510 56
57+075 57+161 86 Minor Bridge
(57+172)
57+075 57+161 86 Minor Bridge
(57+172)57+180 57+260 80 57+180 57+260 80
60+250 60+280 30 Minor Bridge
(60+286)
60+250 60+280 30 Minor Bridge
(60+286)60+292 60+322 30 60+292 60+322 30
61+555 61+590 35 61+565 61+590 25
61+595 61+642 47 Minor Bridge
(61+652)
61+595 61+642 47 Minor Bridge
(61+652)61+660 61+700 40 61+660 61+710 50
74+082 74+125 43 Minor Bridge
(74+070)
74+020 74+054 34 Minor Bridge
(74+070)
- - - - 74+082 74+125 43
Total 2946 Total 3242
Grand Total 6188
0.8.7.4 Proposals for Bus Shelters
Bus shelters at suitable locations have been proposed along the project road for safe
alighting and boarding of passengers. The locations of Bus shelters are given in table
below.
Table 0.30 : Proposed Bus Shelter Locations
Sr.
No
Existing
Chainage
Proposed
Chainage
Side Type Village/Settlements
Name
1 0/494 0+490 LHS Bus Shelter Baysi
2 2/260 2+260 RHS Bus Shelter Chopara
3 3/300 3+300 LHS Bus Shelter Simalbadi
4 5/275 5+275 RHS Bus Shelter Bajardih
5 7/298 7+300 LHS Bus Shelter Fakirtoli
6 9/208 9+200 RHS Bus Shelter Belgachhi
7 11/309 11+300 LHS Bus Shelter Palsa
8 14/115 14+100 RHS Bus Shelter Amour
9 19/055 19+000 LHS Bus Shelter Gerua
10 19/930 19+855 RHS Bus Shelter Bhawanipur
11 22/046 21+940 LHS Bus Shelter Rauta
12 26/142 26+000 RHS Bus Shelter Baisa
13 28/885 28+600 LHS Bus Shelter Sisabadi
14 30/937 30+650 RHS Bus Shelter Bhasawadi
15 34/390 34+100 LHS Bus Shelter Barbatta
16 38/298 38+075 RHS Bus Shelter Bhaunra
Executive Summary Page 0- 28
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Sr.
No
Existing
Chainage
Proposed
Chainage
Side Type Village/Settlements
Name
17 40/346 40+050 LHS Bus Shelter Kochadhaman
18 43/526 43+230 RHS Bus Shelter Sontha
19 48/473 48+180 LHS Bus Shelter Birpur
20 Bypass 54+800 RHS Bus Shelter Bahadurganj
21 66/073 65+160 LHS Bus Shelter Tulsia
22 70/210 69+300 RHS Bus Shelter Tapu
23 74/300 73+385 LHS Bus Shelter Haruadanga
0.8.8 Major Bridge/ Minor Bridge & Cross Drainage Structures
0.8.8.1 Bridges
2 Major Bridges at Km. 13/197 and 24/205 are submersible bridges, which are proposed
to High level Bridges and hence requires reconstruction.
2 Major Bridges at Km. 27/179 and 37/980 are in good condition having RCC T-Beam
Type Super Structure with Pile/deep foundations, hence these are retained without
widening.
1 Major Bridge at Km. 54/390 is submersible bridge, however due to propose bypass one
new Major Bridge has been proposed.
In case of Minor Bridges, out of 18, reconstruction is proposed for 3 Minor Bridges withSteel substructure and superstructure which are in poor condition and partially damaged.
6 other Minor Bridges are to be reconstructed to high level bridges as they are
submersible bridges. 1 Minor Bridge at Km. 54/605 is submersible bridge; however the
same has been bypassed.
0.8.8.2 Culverts
Fully buried culverts are replaced by new pipe culverts. The drainage condition along the
project corridor is very poor and needs to be improved for effective drainage, additional
balancing culverts has been provided for the stretch where there are no structures in entire
km length of project road. Also additional balancing culverts have been provided for the
stretch where there is ponding or stream parallel and on edge of project road.
The brief details of Improvement Proposal of Bridges and Culverts are as under:
Sr.No.
Type ofStructure
ExistingNos.
Proposed Nos. Remark
Retainedwithout
widening
WideningProposed
Reconstruction New Total
1 Major Bridge 5 2 0 2 1 5 -2 Minor Bridge 18 2 5 9 0 16 2 Nos. are
Bypassed3 Pipe Culvert 16 0 16 0 192 208 -4 Box Culvert 0 0 0 0 11 11 -5 Slab Culvert 9 0 9 0 0 9 -6 Buried Culvert 2 0 0 2 0 2 Recons. With
Pipe CulvertTotal 50 4 30 13 204 251
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0.8.9 Provision of New Underpasses, Over Bridges & ROB
Along the project alignment, there is no requirement for proposal of new Flyover, VUP,
and ROB.
0.9 Cost Estimate
Preliminary cost estimate for the project Road is finalised based on the improvement
proposed. The preliminary cost estimate is worked out based on the block quantities
calculated for major items of work to be executed in the project and also rates derived
after detail analysis.
Table 0.31 : Summary of Cost Estimate
Section Proposed Length(Km)
Total Amount(in Rs.)
Baysi – Dighalbank(Ch 00+000 to 74+306)
Civil Construction Cost74.306 4,761,679,012/-
Baysi – Dighalbank(Ch 00+000 to 74+306)
Total Project Cost74.306 7,188,880,205/-
0.10 Environmental Impact Assessment
Direct impact zone for the project corridor will be within the proposed ROW, although
magnitude of indirect impact will varies depending upon location of environmental
receptors and type of impact, as a primary requirement of EIA process, primary baseline
data will be collected in the right of way as well as the area falling within 500 meters on
either side of the right of way.
The study is carried out as per the requirements stipulated by the Ministry of Environment
and Forests, Government of India for Environmental Impact Assessment of Rail / Roads /
Highway Projects, in accordance with ADB‟ s Safeguard Policy Statement 2009, World
Bank's Operational Policy (OP) 4.01 and Japan International Cooperation Agency (JICA)
Guidelines for Environmental and Social Considerations.
As per the EIA Notification, 2006 and its further amendment in 2009 and 2011, Baysi-
Bahadurganj-Dighalbank (“Project Road”) is a section of SH-99 having total length of 75.2
km. Proposed project road is only expansion of existing state highway and it is also not
passing through hilly terrain and /or ecologically sensitive area therefore it does not falls in
category A and B of Infrastructure Projects (7f), as per the Schedule of EIA Notification,
2006 .hence Environmental Clearance from Ministry of Environment and Forest is not
required for the proposed project.
As per the environmental screening and assessment of likely impacts, the project has
been classified as Category “B” in accordance with ADB‟ s Safeguard Policy Statement
2009, WB OP\4.01 and Japan International Cooperation Agency (JICA) Guidelines for
Environmental and Social Considerations. No additional studies or need of undertaking
detailed EIA is envisaged at this stage.
Executive Summary Page 0- 30
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Data was collected from secondary sources for the macro-environmental setting like
climate, physiography (Geology and slope), biological and socio-economic environment
within Project Influence Area.
Existing ambient Air, Noise, Water and Soil quality data on various sections of the project
corridors has been collected to establish a baseline database details of the monitoring
results has been described in the Volume-VIII of the Report.
The project districts as whole are almost devoid of forest. Only 0.46% of the total
geographical area of the Purnia district and 0.48% in Kishanganj district are under forest.
No forest is in the vicinity of the subproject road. However, roadside linear plantation is
designated as protected forest and hence requisite clearance/permission shall be obtained
from forest department.
All along the project road, dense trees are observed. The main tree species observed are
Kadam, Mango, Aam, Arjun, Siris Gamha, Peepal, Jalebi Beri, etc. Due to proposed
widening of the road, 3824 no. trees will be affected
Environmental Assessment of the subproject ascertains that the project is not likely to
cause significant environmental impacts. Most of the impacts are localised and temporary
in nature and can be mitigated with minor to negligible residual impacts except due to land
acquisition. The project received immense support from local people with some concern
and apprehension related to compensation for land and structures.
The significant impact during construction is mainly associated with minor increase in dust
borne air pollution, increased noise level, nuisance due to movement and operation of
vehicles, establishment of temporary facilities, hindrance in accessibility to common
property resources etc.
The Environmental Monitoring & Management Plan (EMMP) consists of a set of mitigation,
monitoring and institutional measures to be taken during the design, construction and
operation phases of the project to eliminate adverse environmental impacts, to offset
them, or to reduce them to acceptable levels has been prepared . Detail Environmental
Monitoring & Management Plan (EMMP) has been provided in Volume-VIII.
0.11 Social Impact Assessment and RAP
Execution of the project shall have direct impact on people. It is therefore necessary to
undertake Social Impact Assessment (SIA) study for the project to assess the potential
critical impact of the project on community in order to suggest mitigation measures, which
are required to be incorporated during the planning stage. Also prepare a time bound
action plan to assist the project affected persons (PAPs) in getting their entitlements
(compensation - for affected land, structure and other properties and assets and R&R
assistances) to enable them in improving or at least restoring their living standards and
income earning capacity.
RAP for the project has been prepared based on the review and analysis of all applicable
legal and policy frameworks of the country and ADB policy requirements.
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One of the key problems faced by the local people presently is the lack of means of
transport, as very few public transport ply on these roads due to the poor road condition.
The Project, by improving road condition, is anticipated to improve access and transport
options manifold thereby benefiting the locals particularly the poor.
The social stratification of the subproject area shows that the dominance of other
backward caste (OBC) is almost 90.04 % households. The second stratum of the social
grouping in the area is of Higher Caste (General) population with 4.67% households
followed by Scheduled Caste 3.07% households. None of the schedule tribe (ST)
population present in subproject area.
The subproject area is dominated by Muslim community as they form 71.57% of the DPs.
Among other, 26.21 % are from Hindu community.
The impacts of the present project largely include loss of land (residential, commercial and
forest); structure (residential, commercial and government & institution owned) income and
livelihood (owners, employees, squatters).
According to the LAP prepared 77.548 ha. of land will be acquired for the subproject. The
area is excluding the area already lies with Road Construction Department in terms of
existing roads falling in the alignment.
The number of structures that will be affected due to proposed acquisition of land is
enumerated as 1305. Among these 481 are titleholders while number of squatters is found
773 including 421 no. of Kiosk also 51 Encroacher is found in ROW. As per census
survey, out of 1305 affected structure, 220 (16.86%) structures are of residential type, 582
(44.60%) are of commercial type, 421 (32.26%) structure are kiosk used as commercial for
livelihood generation, 23 (1.76%) are of residential cum commercial type structure and 59
no. (4.52%) are temporary structures villagers are using theses temp. structures as
storage area for cooking fuel and animal fodder.
The loss of CPR due to the project includes Religious structure like temples, shrine,
Mosque and cultural property compound walls are (52), other community structures and
community structures compound walls are (43). There are total 95 Community Property
Resources are affected due to the project. The project alignment has avoided the structure
area and proper mitigation measures will be taken for maintaining the safety and sanctity
of these places. Also there are 158 hand pumps, 1 well, 32 water taps and 3 water huts
are impacted.
The Detail Report for Social Impact Assessment and resettlement plan has been provided
in Volume-VII.
0.12 Results of Economic Analysis
Economic analysis was carried out using HDM-4 software. The sensitivity analysis is
carried out by varying cost and benefit as under:
Scenario 1 : Base cost and Base Benefits
Scenario 2 : Base cost plus 20% and Base Benefits
Scenario 3 : Base cost and Base Benefits minus 20%
Scenario 4 : Drop in traffic growth rates by 50%
Scenario 5 : No generated traffic benefits
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Scenario 6 : Two-year project implementation delay
Scenario 7 : Less than optimal road maintenance such as delay or omission of
periodic maintenance
Scenario 8 : Base cost plus 20% and Base Benefits minus 20%
The analysis has been done by changing the cost and benefit streams independently as
well as in combination. The end results of this study have been presented in a series of
EIRRs and NPVs.
The summary of economic analysis and sensitivity analysis with benefits due to traffic time
savings for project road is summarised below:
Table 0.32 : Results of Economic Analysis
Option Net
Economic
Benefit
(NPV @ 12%)
EIRR for Sensitivity
Scen
ari
o1
Scen
ari
o2
Scen
ari
o3
Scen
ari
o4
Scen
ari
o5
Scen
ari
o6
Scen
ari
o7
Scen
ari
o8
With time saving 5598.16 20.8 18.1 17.6 17.9 20.9 19.3 22.6 15.2
The project road is economically viable for proposed improvement as it yields more than
12% return (assumed interest rate for the analysis). It is also viable for various sensitivity
alternatives.
0.13 Results of Financial Analysis
To assess whether the project is a profitable proposition, the returns to investors are
measured by the post-tax project FIRR and the equity FIRR, which is estimated from the
cash-flow statements, based on discounted cash-flow technique. To qualify the project in
terms of attractive financial returns, the following criteria have been adopted:
Post tax IRR on Project Investment : minimum 12%
Post tax IRR on Equity : minimum 12%
DSCR : >1.0
BCR : >1.3
NPV @ 12% : must be positive
0.13.1 Findings of Financial Analysis
With the assumptions already stated above the financial analysis for the project corridor
has been undertaken. The results of financial analysis have been presented in the table
given below for BOT and annuity option;
Table 0.33 : Findings Of Financial Analysis (BOT)
Concession
Period
Govt. Grant
(Const.)
In %
Debt :
Equity
FIRR (post tax) Average
DSCR
BCR NPV @ 12 %
(Cr.)On Whole
Investment
On
Equity
15 Years40.00%
(237.52 cr.)70 : 30 - - - - -234.44
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Table 0.34 : Findings of Financial Analysis (Annuity)
Concession
Period
Debt :
Equity
FIRR (post tax) Annuity Amount
(cr. / Year)On Whole Investment
15 Years 70 : 30 12.03% 104.0 Crore
Financial analysis results show that the project is not getting viable under BOT option with
40 % grant. If annuity option is adopted that the project road provides 12.03% IRR on
investment at 15 years concession period at 104.0 crores
0.14 Departure from Standards and Design Constrains
Typical layout details of bridge approach as per Fig+ 1 of Ministry’s Circular No+
RW/NH/3304412/88-S&R(B) dated 24 March 2009 have been followed in general
with following exceptions.
Where roadway width at approaches of structure is greater than the structure
width, width of structure is not continued in 90m length of approaches on both
the side of structures as per circular and width in approaches is matched with
road way width with taper of 1 in 15.
In urban area where cross section with footpath/drain has been proposed,
width of structure is not continued in 90m length of approaches on either side
of structures as per circular and width in approaches is matched with road way
width with taper of 1 in 15.
In structures that are proposed to widening/ retained without widening, width
of structure is not continued in 90m length of approaches on either side of
structures as per circular and width in approaches is matched with road way
width with taper of 1 in 15 and.
No extra widening is provided at the locations of urban areas where provision of
Footpath / Drain has been made.
Minor repairs of CD structures like spalling of concrete, chipping of concrete,
plastering of masonry substructures, cleaning of vent, replacement/repair of
parapet/headwall of culverts, cleaning/replacement of drainage sprout etc are part
of project to maintain its intended use.
0.15 Issues Specific to the Project
Water stagnation is observed at many locations on both side of project road near
toe of embankment. Earthen drain doesn’t exist along the project road. No
adequate slope protection measures and cross drainage measures are found.
Overtopping has also been observed at few locations on the project road. Specific
improvement measures for water logging and overtopping have been given for
project road.
The Parman River is running parallel on left hand side of the project road between
km 9/800 to 10/200 which exposes the embankment slopes to direct frontal attack
of river+ Hence panel pitching is proposed to protect the embankment slopes for
better stability instead of simple stone pitching.
Right of Way (ROW) boundary pillars were not found during reconnaissance/field
survey at any locations. As per information received from Road Construction
Department (RCD), Road Division Purnia and Kishanganj, the ROW details for
Executive Summary Page 0- 34
Preparation of Detailed Project Report SAI Consulting Engineers Pvt. Ltd.Baysi-Bahadurganj-Dighalbank (SH-99), Bihar State (DPR)
Annexure-V
entire Purnia District was available with RCD, Road Division, Purnia which
indicates that 24 m to 30 m ROW is available throughout the section, whereas in
Kishanganj District only few Land Acquisition Maps were available in RCD office,
indicating that existing ROW is 24 meters. During the study of various Land
Acquisition Plan and Village (Revenue) Map it was observed that the authentic
ROW varies from 5 m to 30 m.
During the meeting held with BSRDCL officials at Madhepura, it was decided to
consider the LAP duly signed by LAO officer as authentic and for other LAP,
Consultant has to consider the ROW as per Revenue Map only. Consultant has
followed the instruction and based on that existing ROW has been worked out
based on village (Revenue) Maps only where LAP duly signed by LAO officers not
available. The same has been used for preparation of proposed ROW and for
preparation of Land Acquisition Cost.
Aggregates are available at around 207 km lead from the project road which will
have significant implication on the civil construction cost.
At many sections it is observed that villagers spread out corns on half/full width of
the pavement for drying and thus practically creating traffic jam and safety issues.
0.16 Recommendations
Detailed Project Study confirms that the rehabilitation and upgrading of the project
corridor as a whole is technically feasible. It is recommended that the
implementation of the project should commence without delay, as proposed
hereunder:
Based on the lane capacity analysis results, the project road requires 2 lanes with
paved shoulder in Homogenous section-1 (from Km 0/000- Km45/200) and two lanes
with earthen shoulder in Homogenous section-2 (Km 45/200-Km 75/200) for capacity
augmentation and efficient movement of traffic up to the horizon year 2032.
The project road can be improved without causing significant adverse
environmental impacts to the natural, social, economic or cultural environments.
Level of congestion, available right-of-way, existing road geometry and safety
features were studied before finalizing bypass locations for towns/villages along
the project corridor. Ribbon development is observed on the project road at most
of the urban settlements. Based on this study, needs of bypasses have been
worked out.
Bypasses have been proposed at the following locations.
Table 0.35 : Proposed Bypass
Sr.
No.
Design Chainage Length
(m)
Existing
Chainage
Length
(m)
Village/Town
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Preparation of Detailed Project Report SAI Consulting Engineers Pvt. Ltd.Baysi-Bahadurganj-Dighalbank (SH-99), Bihar State (DPR)
Annexure-V
Start
Ch.
End
Ch.
Start
Ch.
End
Ch.
1 53+850 55+805 1955 54/170 56/605 2435 Bahadurganj
Total 1955 Total 2435
Realignments have been proposed at following locations.
Table 0.36 : Proposed Realignments
Existing Chainages Length
(m)
Design Chainages Length
(m)
Remarks
Chainage
From
Chainage
To
Chainage
From
Chainage
To
8/097 8/357 260 8100 8355 255
8/502 8/784 282 8500 8775 275
23/846 24/282 436 23760 24140 380 Realignment and
Reconstruction of
Bridge
50/205 50/507 302 49900 50200 300
74/632 74/985 353 73715 74000 285
1633 1495
As per the proposed design standards project highway should be design with
minimum 65km/hr speed. Existing geometry of the project highway has been
improved to achieve the minimum design speed as per proposed standards
except with following locations which are proposed as “Speed Restriction Zone”
and improved with design speed of 40km/hr to 50 km/hr to reduce land
acquisitions and R&R in the project.
Table 0.37 : Speed Restriction Zone
Chainage Length Design Speed
From To (m) kmph
0+000 0+360 0.360 40
6+500 6+925 0.425 40
8+300 8+430 0.130 50
9+750 10+945 1.195 40 to 50
11+500 11+855 0.355 50
12+900 13+530 0.630 50 to 40
26+200 26+750 0.550 50
27+800 27+900 0.100 50
37+420 37+660 0.240 40
47+950 48+100 0.150 50
55+175 55+555 0.380 50
55+860 56+330 0.470 50
64+100 64+205 0.105 50
73+110 73+265 0.155 50
Total 5.245
Total 17.773 Hectare Land Acquisition is proposed in Purnia District and 58.823
Hectare Land Acquisition is proposed in Kishanganj District.
Aggregates are available at around 207 km lead from the project road which will
have significant implication on the civil construction cost.
Executive Summary Page 0- 36
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Annexure-V
Water stagnation along the toe of embankment was observed during survey and
investigations along the project road. Following improvement measures have been
proposed at such water logging areas:
Stone Pitching
Concrete wall at end of embankment toe
Sand Blanket layer for capillary cut off
Table 0.38 : Details of Location of Sand Layer for Capillary cut-off in Water
Logged Area
Existing Chainage Design Chainage Length
From To From To
4/800 5/300 4+800 5+300 0.500
6/500 7/450 6+500 7+450 0.950
8/100 10/315 8+100 10+305 2.205
11/715 13/020 11+705 13+005 1.300
29/300 29/650 29+010 29+360 0.350
30/300 30/600 30+010 30+310 0.300
33/055 33/205 32+760 32+910 0.150
35/290 36/700 35+010 36+410 1.400
37/050 37/250 36+760 36+960 0.200
48/740 50/200 48+450 49+900 1.450
51/100 53/255 50+790 52+880 2.090
Total 10.895
Based on the Engineering Design, proposed Improvement of the project road
have be summarised as below:
Length (m) % of Total ProjectLength
1 Reconstruction from Subgrade 29.945 40.300%a Rural Area Flexible Pavement 24.545 33.032%b Urban Area Flexible Pavement 1.690 2.274%c Urban Area Rigid Pavement 3.710 4.993%2 Reconstruction from GSB 39.716 53.449%3 New Construction 4.645 6.251%a Bypass 1.955 2.631%b Realignments 1.495 2.012%c Geometric Improvements 1.195 1.608%
Total 74.306 100.000%
The process of land acquisition has to be initialised immediately after the approval
of the alignment, to expedite construction of bypasses and re-alignments.
The project can be constructed within 18months period with strategic planning and
through one construction package. The construction work may begin within 2
months after LOI. The estimated civil construction cost is Rs. 4,761,679,012/-
(Amount in INR)
Section Proposed
Length
(Km)
Civil Construction
Cost
(Rs.)
Baysi – Dighalbank (Ch 00/000 to 75/200) 74.306 4,761,679,012/-
Executive Summary Page 0- 37
Preparation of Detailed Project Report SAI Consulting Engineers Pvt. Ltd.Baysi-Bahadurganj-Dighalbank (SH-99), Bihar State (DPR)
Annexure-V
The project road is economically viable for proposed improvement as it yields
more than 12% return (assumed interest rate for the analysis). The proposed
improvement is also viable for various sensitivity alternatives.
Financial analysis results show that the project is not getting viable under BOT
option with 40 % grant. If annuity option is adopted that the project road provides
12.03% IRR on investment at 15 years concession period at 104.0 crores
0.17 Indo Nepal Border Road Project
The consultants has discussed with local authorities regarding their future development
plans in the project road area. According to them, there is a proposal from central
government of constructing 726km road along the border of India and Nepal, termed as
Indo-Nepal border road. Out of this total length, about 557km will be passing across the
state of Bihar and 98 km would be in Kishanganj district of Bihar.
The alignment of this border road is using some stretch of the project road near
Dighalbank village. Alignment of Indo-Nepal border road is merging with the project road
at km 73/840 near Harwadanga village and diverging at km 76/800 near Dighalbank
village.
Figure : Tentative Alignment of Indo-Nepal Border Road
Indo NepalBorder
Approx, 2k.m