Four laning of Aunta - Simaria (Ganga Bridge with approach road) from KM 197.900 to 206.050 (Design Chainage) [Total Design Length – 8.150 km] of NH-31 Executive Summaryin the State of Bihar on EPC mode EXECUTIVE SUMMARY 1.0Overview of NHAI’S organization and activities, NHDP programme, project financing & cost recovery mechanism 1.1The National Highways Authority of India was constituted by an act of Parliament under National Highways Authority of India Act, 1988. 1.2As National Highways comprise about 2% of the total road length in the country and yet carry over 40% of total traffic, the first and the foremost task mandated to the NHAI is the implementation of National Highways Development Project (NHDP) - comprising the Golden Quadrilateral and North-South & East-West Corridors. In addition to the projects under NHDP, the NHAI is also currently responsible for about 1, 000 km of Highways connecting major Ports and in addition to National Highways 8A, 24, 6, 45 & 27. 1.3NHAI has also initiated the development of various National Highways / corridors under 10,000km (NHDP, Phase-III) programme in the country where intensity of traffic has increased considerably and there is a requirement of augmentation of capacity for safe and efficient movement of traffic. 2.0Project description including possible alternative alignments / bypasses and technical / engineering alternatives 2.1Consultancy services for Feasibility Study and Detailed Project Report for selected stretches of National Highways under 10,000km (NHDP, Phase-III) programme for Bakhtiarpur – Begusarai – Khagaria section of NH-31 in the state of Bihar (Contract Package No. NN/ DL3/ 2) was awarded by the National Highways Authority of India (NHAI) to CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (I) Pvt. Ltd. and the study commenced on the 27 th of October, 2004 (Figure A). 2.2The consultants had submitted the Final DPR during June, 2010 along the alignment of project road earlier approved by NHAI (vide letter no NHAI/BOT/26/2004/318 dt 02.08.2005). Subsequently, Govt. of Bihar disagreed with the realignment of project road for Bakhtiarpur- Barh section and desired to have the realignment for Bakhtiarpur- Mokama section. Finally, the realignment of Bakhtiarpur – Mokama section was approved by Govt. of Bihar after detailed deliberation which was communicated to us vide letter no, NHAI/12017/02/BGs/2010/Tech/45 dt. 02.02.2011. The bids for 4-laning project road were invited during 2011 on BOT (Toll) basis considering the entire stretch of project road under a single construction package. However, keeping in view of the complexity of the project CRAPH T S Consultants (I) P vt. L td in joi nt ventur e with E MA Unihorn (I) Pvt . L td. 1
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Final Feasibility Report Feasibility Study for 4- laning of Bakhtiarpur – Begusarai- Khagaria
Vol: I – Main Report section of NH-31 in the State of Bihar
1.0 OVER VIEW OF NHAI
1.3 NHAI ESTABLISHMENT
The National Highways Authority of India was constituted by an act of Parliament, “the
National Highways Authority of India Act, 1988”. It is responsible for the development,maintenance and management of National Highways entrusted to it and for matters
connected or incidental thereto. The Authority came into operation in February 1995 with
the appointment of full time Chairman and other Members.
1.2 NHAI MANDATE
Primary mandate is time and cost bound implementation of National Highways
Development Project (NHDP) through host of funding options including from external
multilateral agencies like World Bank, Asian Development Bank, JBIC etc. Work mainly
comprises of strengthening and four laning of high-density corridors of around 13,146
Kms’length.
1.3 NHAI ORGANISATION
A full time chairman heads NHAI. Member (finance), Member (Administration), Member
(technical) and Member (Projects) head their respective departments and report to the
Chairman.
1.4 ROAD NETWORK
About 65% of freight and 80% passenger traffic is carried by the roads. National
Highways constitute only about 2% of the road network but carry about 40% of the total
road traffic. Numbers of vehicles have been growing at an average pace of 10.16% per
annum over the last five years. Detailed information about the existing Indian Road
Network is given in Table 1-1.
Table1-1: List of Types of Roads in India as per Length Indian Road Network
Indian Road Network
Indian road network of 33 lacs Km is second largest in the world
Expressways 200 km
National Highways
70548 km
State Highways 131899 km
Major District Roads 467763 km
Rural and Other Roads 2650000 km
Total Length 33 lacs km(approx)
CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd. NHAI
Final Feasibility Report Feasibility Study for 4- laning of Bakhtiarpur – Begusarai- Khagaria
Vol: I – Main Report section of NH-31 in the State of Bihar
Figure 1.1 National Highway Corridor
1.5 National Highway Development Program (NHDP)
The National Highways have a total length of 66,590 km to serve as the arterial network of
the country. The development of National Highways is the responsibility of the Government ofIndia. The Government of India has launched major initiatives to upgrade and strengthen
National Highways through various phases of National Highways Development project
(NHDP). National Highway Development Program is envisaged to plan, design and construct
a network of world class highways to support the economic growth of the country.
Infrastructure in India has been found to be a bottleneck/ speed breaker for the trade and
CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd. NHAI
Final Feasibility Report Feasibility Study for 4- laning of Bakhtiarpur – Begusarai- Khagaria
Vol: I – Main Report section of NH-31 in the State of Bihar
1.6.2. Loan Assistance from International Funding Agencies
Loan assistance is available from multilateral development agencies like Asian
Development Bank and World Bank or Other overseas lending agencies like Japanese
Bank of International Co - Operation.
1.6.3 Market Borrowing
NHAI proposes to tap the market by securities cess receipts
1.6.4 Private Sector Participation
Major policy initiatives have been taken by the Government to attract foreign as well as
domestic private investments. To promote involvement of the private sector in
construction and maintenance of National Highways, Projects are offered on Build
Operate and Transfer (BOT) basis to private agencies. After the concession period,
which can range up to 30 years, this road is transferred back to NHAI by the
Concessionaries. NHAI funds are also leveraged by the setting up of Special Purpose
Vehicles (SPVs). The SPVs borrow funds and repay these through toll revenues in the
future. Some more models have emerged for better leveraging of funds available with
NHAI such as Annuity, which is a variant of BOT model
1.7 COST RECOVERY MECHANISM
The Government of India has made some policies for attracting the private investors for
constructing the roads and cost recovery method
Policy Initiatives for Attracting Private Investment
• Government will carry out all preparatory work including land acquisition and utilityremoval. Right of way (ROW) to be made available to concessionaires free from allencumbrances.
• NHAI / GOI to provide capital grant up to 40% of project cost to enhance viability on acase to case basis
• 100% tax exemption for 5 years and 30% relief for next 5 years, which may be availed ofin 20 years.
• Concession period allowed up to 30 years and during this period, concessionaire willcollect toll.
• Toll rates will be decided based on type of vehicle and loading capacity of vehicle.
• Arbitration and Conciliation Act 1996 based on UNICITRAL provisions.
• In BOT projects entrepreneur are allowed to collect and retain tolls
• Duty free import of specified modern high capacity equipment for highway construction.
CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd. NHAI
Final Feasibility Report Feasibility Study for 4- laning of Bakhtiarpur – Begusarai- Khagaria
Vol: I – Main Report section of NH-31 in the State of Bihar
Table-1: Civil Construction Packages
ConstructionPackages
Start Chainages DesignLengths(in Km)
Stretch Existing Chainages Design Chainages
Package -1 Km. 153.300 to Km204.741
Km. 153.300 to Km.197.900
44.60 Km. Realignment / bypassbetween Bakhtiarpur &Mokama
Package -2 Km. 204.741 to Km.212.891
Km. 197.900 to Km.206.050
8.150 Km New 4-lane GangaBridge includingapproaches to thebridge & ROBs (2 Nos)
Package -3 Km. 212.891 to Km.273.123
Km.206.050 to Km.266.282
60.232 Km Simaria to Khagaria
TOTAL 112.982 Km
Figure -1 shows different packages proposed for Bakhtiarpur- Begusarai- Khagaria
section of project road in the form of a key plan. Package – 3 of project road traverses
through urban/ semi urban areas of Begusarai / Balliya and would offer journey speed
varying between 50-60 kph for these sections after widening and rehabilitation to 4-lane
divided carriageway configuration (with provision of service road wherever feasible on the
ground).
The Feasibility Report is being submitted by the Consultants on the basis of initial
surveys and investigations carried out during preparation of DPR during year 2004.
Subsequently the topographic survey along the revised alignment between Bakhtiarpur to
Mokama and traffic survey was carried out during February, 2011. At present it was
desired by the NHAI to carry out traffic volume survey at one location along the project
road (at km. 235 of NH-31). The traffic survey at km. 166 of NH-31 was not carried out
due to reduction in traffic volume on account of closure of Rajendra Pul for vehicular
traffic for repair / rehabilitation as of now. This Feasibility Report has been prepared on
the basis above survey data/ investigation report available with the Consultants.
2.2 Location of the Project Road in Regional Context
NH - 31, so far as the project road is concerned, passes through the districts of Patna,Begusarai and Khagaria. Different districts through which the project road traverses are
shown in Figure- 2.2. These districts are centers of acute commercial and industrial
activities. Few industries located within these districts that required special mention are.
Oil Refinery, Brauni, Hindustan Fertiliser Corporation Unit at Barauni, Bata India Ltd.,
Mokama and MCDowell & Co. Mokama.
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Final Feasibility Report Feasibility Study for 4- laning of Bakhtiarpur – Begusarai- Khagaria
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In the modified alignment between Bakhtiarpur and Khagaria, the project road connects
the important urban areas of Berhana (Barh), Mokama, Begusarai and Balliya. Besides it
also serves the important industrial / production centers like Barauni (through NH 28) .
NH 80 meets NH 31 very close to Hathida towards the southern end of Mokama Bridge
(Rajendra Pul across River Ganga). While NH 28 meets NH 31 at “Zero Mile” before the
start of the urban limits of Begusarai. NH 30 meets NH 31 at Bakhtiarpur itself and NH
30A meets the project road at Berhana (Barh).
Bakhtiarpur itself has intense residential cum commercial activities. Over its entire stretch
up to Berhana (Barh), NH 31 is aligned parallel and adjacent to R. Ganga on its north .
Berhana (Barh) is a seat of important commercial and industrial activities and located at a
distance of about 80 kms. from Patna. At places like Kutchhery, religious structures and
the local markets the width of the road land is reduced to almost 10m-12m (Table 2.1).
The carriageway width in Berhana (Barh) varies from 6.10 M to 7.00 M. NH 31 remains
reduced to the status of an urban street through the township of Berhana (Barh) and its
approaches. The existing alignment of NH 31 runs parallel and very close to R. Ganga,
crossing the river at Mokama (Km 208). This rail road bridge measures over 1899.45 m.
in length and carries the two lane roadway above the railway bridge in the form of a two
tier structure. In the modified alignment the bypass connecting Bakhtiarpur and Mokama
bypassing Barh and Mokama between Km 153.300 to 191.700 over a length of Km
38.400 has been proposed. The bypass at Mokama (Mokama Bypass) forms a part of the
existing project road (the older alignment through Mokama town and part of existing
Mokama bypass having been discarded). Mokama Bypass (Existing) is 14.4 Kms. long
(between Km. 191.700 and Km 206.100). From Mokama Bridge the project road moves
due north and turns sharpely towards east at “Zero Mile” – The intersection between NH
31 and NH 28. The approach to Begusarai is one of the most chaotic segments along NH
31. The intersection (Subhash Chowk) has intensive commercial activities at all
quadrants. The road immediately thereafter moves very close to the railway track with the
result that Begusarai Railway Station comes too close to NH 31 at this location. NH 31,
as it leaves Begusarai, the road seems to grow as it were, in stature as much as 60m
ROW is available over most of the sections between Begusarai – Khagaria section ofNH31. The road traverses more or less through organized spaces till it reaches Balliya
where it is again reduced to the status of an urban street in between Km 247 – Km 248.
The stretch of Road from Balliya to Khagaria of length of 22 Kms along NH 31 has a
carriageway of generally 6.00 M in width. From Balliya to Km 266.282 of NH-31 the road
land available in LHS varies from 15.80 M to 30.60 M and in RHS it varies from 18.00 M
to 30.00 M except for certain specific locations near the railway line at Km 253.00 to Km
CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd. NHAI
Final Feasibility Report Feasibility Study for 4- laning of Bakhtiarpur – Begusarai- Khagaria
Vol: I – Main Report section of NH-31 in the State of Bihar
253.40, where 3.00 M Road land is available in RHS and from Km 253.60 to Km 253.80
where 10.00M - 11.00M of Road Land is available. The bridge across Buri Gandak
ultimately leads to the approach roads to Khagaria town. The town comes on the left of
NH 31. Driving down for about a kilometer along NH 31 beyond this point (on
embankment) one reaches the end point of the project corridor at km. 266.282 (Existing
Chainage at Km 270).
Despite being very close to the river and despite being on very low embankment (except
for Mokama Bypass which runs on high embankment), the existing alignment does not
have any history of submergence except at one location near Berhana (Barh)
(overtopped twice in recent history). However, cross drainage facilities are indeed
inadequate with the result that one could see ponded water on either side of the road
over several segments. This is particularly true of the Mokama Bypass where ponding is
observed on either side along its entire stretch.
2.3 Climate
The project road traverses through three districts namely, Patna, Begusrai and Khagaria
and these districts enjoy three major seasons. Monsoon sets in the month of June. It is
at its peak in July and August. July end and first two weeks of August is the best time to
enjoy rain in these districts.
Summer is really hot. Temperature shoots up to 43 degree Celsius. Sometimes even
higher than that but for only few days. In these days air is dry and hot with slight wind
moments.
The meteorological data for the project area were collected from the Meteorological
Department, Govt. of India that have been summarized below:-
• The average annual rainfall in the project area observed is 1220 mm.
• The mean annual temperature of the city is maximum 30 degree Celsius andminimum 21 degree Celsius.
• The relative humidity is above 80% during monsoon and post-monsoon season.During summer season as the air is very dry the relative humidity decreases.
• Wind blows with maximum (20 Km / Hrs or higher) in the month of February and
on set of monsoon season i.e. in end of May and first week of June. This is due
to generating low pressure area in this region. Rest of time wind speed is below
5 to 6 Km./Hrs.
CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd. NHAI
Final Feasibility Report Feasibility Study for 4- laning of Bakhtiarpur – Begusarai- Khagaria
Vol: I – Main Report section of NH-31 in the State of Bihar
A maximum wind speed of 148 km/hr was recorded during June 2004 followed by
130km/hr during month of November, 2004.
2.4 Alignm ent of the Project Road
For the purpose of finalizing the alignment of the project corridor, the potentials of the
existing alignment of NH-31 to lend itself to such improvements need to be examined in
detail.
All the apparently feasible alternatives must be explored before narrowing down the
choice on any single route. The Consultants have approached this task on the basis of
extensive field reconnaissance, map study and literature (data) survey. The general
principle for selection of alternatives has been:
• The alignment should have the potential to become access controlled
• It should not encourage passage of short haul local traffic (the influence of intracity traffic
should be minimal)
• It should not increase the detour to intercity traffic that could discourage such traffic from
using this facility
• It should envisage minimal or, no land acquisition except in cases where acquisition
becomes totally unavoidable
• It should be environmentally sustainable and socially compatible.
•
It should make use of existing / already proposed facilities to the extent possible• The project must be economically viable and should have the potential to become
tollable.
2.4.1 Exist ing alignment of NH-31
The road, even under its present dispensation, offers direct connectivity between Patna
on one side (via NH 30) and Purnea on the other. This is also the major link between
areas like Bihar Sharif, Gaya and Barhi towards south and Purnea up to Guwahati
towards east. Places like Barauni, Begusarai and Mokama are extremely important from
the point of view of national economy and these places are linked to the rest of the
country only through this link (NH 31). However, the level of service offered by this road
is simply unacceptable. The foregoing briefly brings out the need to strengthen this
corridor and augment its capacity. The question is what would be the best way to achieve
this twin objective? An effort has been made to answer this in the following:
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Final Feasibility Report Feasibility Study for 4- laning of Bakhtiarpur – Begusarai- Khagaria
Vol: I – Main Report section of NH-31 in the State of Bihar
Such considerations lead to the option of finding an alternative alignment for the project
road. The problem could be, at least theoretically, handled in two different ways namely,
through the provision of separate bypasses to each urban centers on the route, or,
finding a bypass alignment that avoids all the trouble spots in a comprehensive fashion.
If, the existing road is considered to be upgraded in its existing alignment as a two lane
road with paved and earthen shoulder with small bypasses only to bypass the congested
locations of Bakhtiarpur, Berhana (Barh), and Begusarai, it will require a new ROB to be
constructed over the existing level crossing near zero mile at Km 215.40. This will be
however, completely inadequate considering the traffic movement scenario over this road
and future requirements.
The broad travel pattern along the project road is indicative of significant interaction
between Patna and towns as far as berhana (Barh). Large number of daily trips are made
between Patna and places like Bakhtiyarpur and Barh. In a similar fashion large volumes
of trips are made between Barh and Barauni and Begusarai. These are trips of relatively
shorter lengths not exceeding 100 kms. A significant proportion of such trips is performed
by rail (people actually want to avoid the road as far as possible). On an average, one
major town appears every 20 kms. along the project road. Berhana (Barh) and Barauni /
Begusarai have very important production centers in the core sector. These give rise to
heavy volume of interstate traffic (most of which is commercial and road based). In
addition each of these towns gives rise to a lot of intra city traffic (with large percentage of
slow traffic).
All these different categories of traffic use the same road causing a very chaotic scene
particularly at, and near, the urban areas. For every 15 kms. of road through rural
landscape, there is 5 kms. of urban road that defy any traffic engineering solution.
Additionally, road side parking of trucks, presence of very busy bus terminals (bus
stands), again on the road side and highly mismanaged intersection areas affect the road
capacity in a very adverse manner.
While considering separate bypasses around each urban area, it is seen that thedistance between two urban areas works out as 15 Kms. on an average. Each urban
area itself extends through nearly 3 kms – 5 Kms along the existing alignment. From
planning point of view this is not a desirable solution as the bypasses, under this option
will increase the aggregate corridor length considerably. These will also invite extension
of urban areas with consequent erosion in corridor character (becoming local streets
sooner than later). This option will also unnecessarily increase the number of
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Final Feasibility Report Feasibility Study for 4- laning of Bakhtiarpur – Begusarai- Khagaria
Vol: I – Main Report section of NH-31 in the State of Bihar
Table 2.3: Details of Proposed ROW
S.No. Design Chainage Proposed ROW (m)
1 From KM 153.00 to KM 191.700 60
2 From KM 191.700 to KM 197.900 90
3 From KM 197.900 to KM 206.100 604 From KM 206.100 to KM 212.950 45
5 From KM 212.950 to KM 266.282 60
2.4.3 Development Plans / Master Plans for urban settlements enroute
Begusarai had been privileged to have a Master Plan. Barh had a very sketchy
development plan without any landuse plan. Such documents are not available for
Balliya and Khagaria. On the other hand Patna has a regional development plan besides
a Revised Master Plan for Patna Urban Area. The Revised Master Plan for Patna Urban
Area is not of direct concern for the project road. The documents that have been found
to be of some relevance are the plan documents for Begusarai.
Development plan for Barh
This document was prepared by certain consultants for Barh Nagar Parishad. However,
it is not clear if the document has had the seal of approval from the competent
authorities. The document is of recent origin and it estimates a total outlay of Rs. 200
lacs for development of Barh Town (‘B’ category). The document recognizes NH31 as
the main arterial road and suggests improvements for internal roads that connect withNH31. There is no suggestion for any major shift in the role of NH31 from that of present.
Development Plan for Begusarai
Figure 2.4 shows the proposed landuse plan for Begusarai Development Area. The most
relevant and interesting proposal made out in the plan document (1981- 2001) is the one
pertaining to provision of northern and southern bypasses. The idea behind the northern
bypass proposal is to presumably open up the township across the railway tracks. But
the implication is that this, by and large, would be another urban road. Same would be
the fate with the southern bypass. The document suggests shifting of some of the
commercial activities from Tirhut Road to NH31. That would convert NH31 as a central
urban commercial street. NH31 has already lost its character as a national highway and,
the town plan is going to leave this road bereft of any corridor characteristics. To that
extent, NH31, under its present alignment could never be developed as an access
controlled highway. A continuous bypass, that could avoid the urban activities, would
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Vol: I – Main Report section of NH-31 in the State of Bihar
indeed be desirable for the long haul traffic. Shifting the bypass towards north would
necessitate crossing the railway tracks twice without achieving any purpose. The length
of such a bypass will also be significantly more. A southern bypass that could render
NH31 as a continuous and convenient corridor would be a more desirable option.
Understandably, the above said bypasses were proposed with the limited objective of
easing traffic through Begusarai town rather than to improve efficiency of traffic
movement along NH-31. The said bypasses thus, do not merit consideration in the
context of the project corridor.
From what has been described earlier, it is not difficult to infer that the existing road could
hardly be utilized even if the present alignment is followed for widening NH 31 between
Bakhtiyarpur and Khagaria. Perhaps only a portion of the existing road between Balliya
and Khagaria could be of some use (20 kms.). Following the alignment of the existingroad would actually mean construction of a new 4 lane facility that would involve large
scale demolition of properties alongwith all other associated problems.
That being the case, it is worthwhile to consider if the same objective could be achieved
with a considerably lower degree of disruption (and therefore, less cost).
2.4.4 Widening along existing alignment
A detailed reconnaissance survey was undertaken for the entire stretch of project road
(as also along possible bypass alignment) and was presented in the Inception Report. A
general assessment of the physical, environmental and social conditions along the road
has been made during this stage of the study. Locations for detailed surveys and
investigations have been identified on the basis of field recci. . The existing carriageway
characteristics along with scope to widen the project road, location of culverts,
intersections, ROBs, Bridges, available carriageway widths sectionwise and sectionwise
road side land use details as per the reconnaissance survey and inventory details are
discussed in subsequent sub-sections of this report.
The proposal to widen the existing 2-lane road to 4-lane will require two additional 2-lane
ROBs by the side of the existing 2-lane ROBs very close to the take off points of Mokama
Bypass and its end point respectively. A new 4-lane ROB will also be required over the
existing level crossing at Km 215.40 near Thermal Power Station. Additional 2 lane
bridges will also be required over river Ganga and river Burhi Gandak. It will further
involve acquisition of land and demolishing number of structures in the urban areas of
Bukhtiarpur, Barh, Mokama etc.
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Having exhausted all other options (in terms of corridor planning considerations) it
becomes imperative to look for a comprehensive bypass alignment that could provide the
desired level of service to the long haul / bypassable traffic while still ensuring local
connectivity. In the given instance, such a bypass (the segment of realigned corridor)
would be expected to provide an alternative to the failed portions of the existing corridor
(including the corridor segments through the urban areas of Bakhtiarpur, Barh, Mokama
and Begusarai). The existing corridor is aligned in the west-east direction and the
alternative alignment could be towards either north or, south of this corridor. An alignment
through the north is ruled out because of the proximity of the river as also, because of the
conflict it would have with the railway tracks. That finally leads to selection of an
alternative alignment towards south of the existing corridor. However, running an
alignment towards south in close proximity of the existing corridor may have to be on high
embankment in some stretches through marshy water logged flood plains of the Gangaand its various local tributaries. Side by side we may have to provide high level culverts /
bridges in certain portions. The details for providing realigned corridor in the south of the
existing alignment on the other side of the railway line will have to be examined
separately.
Al ternat ive alignment opt ions
The foregoing clearly brings out the fact that widening NH 31 along its existing alignment
is going to be a painful process. The urban settlements dotting the alignment hardly offer
any easy solution to the existing problems. Patna – Bakhtiyarpur - Begusarai link is
important for the short haul traffic within the influence area of Patna. However, this link is
not very relevant to the long haul traffic. On the contrary, it actually slows down the long
haul traffic because of presence of the urban centers enroute. That opens up a possibility
to think of an alternative alignment for the project road.
Generally speaking, an alternative alignment should be able to avoid Bakhtiyarpur itself.
In other words, the alignment should take off at a point other than Bakhtiyarpur without
disturbing the overall connectivity requirements.
For various reasons, including the regime width of R. Ganga, an alternative take off point
across the river towards north of the existing alignment does not appear to be a good
choice. Even otherwise, running an alignment due north of the river is likely to create
problems of connectivity with the production centers enroute. Solving this is likely to be a
very costly affair (and uncalled for).
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13Specialremarks, if any
Utilisation of theexisting roadwill not only bea costlyproposition, it is
likely to be animpossibleproposition,considering theextent ofdisplacementthat it wouldcause and thedegree ofresistance thatit would meetwith at alllevels.
This has verysimilar demeritsas anticipated inutilisation of theexisting road.
Besides this is acostlierproposal.
This option isbetter than
Alternative I butit cannot solvethe problems
encountered atBegusarai.Solving theproblems ofBegusarai in anisolatedmanner willescalate thecost further byRs. 40 crores.
This is the mostcomprehensiveand economicalsolution (evenwith 40 kms of
rigid pavement).R & R issues aregreatly resolvedin this option.This Alternativeis thus,recommendedfor approval.
.
2.4.5.1 Alternative - I
In this alternative it was proposed to by pass Bakhtiarpur and Barh by following the
alignment of NH 30A from Harnaut on NH 31 at Km 144 and then going eastward upto
Sakshora from where it takes almost a perpendicular turn towards north to meet again
NH 31 at Barh ( Km 173 ). In its present form, it is a single lane road on low embankment
(not more than 2m high at any place) that has unpaved shoulders on either side ( Plate2.3 & 2.4). The road is distressed but still caters to vehicular traffic of extremely low
intensity.
The road can be constructed on low embankment and from all indications developing this
alignment into a divided 4 lane carriageway cross section.
This alignment will not add to any additional severance effect. There will be only marginal
requirements of R&R if any.
2.4.5.2 Alternative - II
Under Alternative II, instead of turning north at Village Saksohara towards Barh, as
suggested under Alternative I, could move due east. There is a jeepable track in
existence in this direction. It goes via villages like Pokharpar, Hariharpur, Jaunpur etc.
This would finally join the fair weather road coming from Atmagar. From here the
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alignment has to turn north towards Mokamah bypass. This will involve construction of
bridges across the small rivulets.
The distances via NH 31 and Alternative II between Harnaut and Mokamah again remain
comparable. This alignment will effectively bypass Bakhtiyarpur – Barh – Mokamah
segment. The additional bridge across R. Ganga at Mokamah can conveniently come on
the R.H.S. of the existing bridge. The new alignment can join the Mokamah bypass at a
suitable point.
2.4.5.3 Alternative III
However, alignment as proposed in Alternative II will still run into serious problems while
traversing Begusarai town. Accordingly in Alternative III it was aimed at bypassing the
entire stretch of project road between Bakhtiyarpur and Begusarai. After crossing R.Ganga, the alignment must deviate further right and reach Village Mathipur. From here
the alignment would have to turn north and follow the alignment of the existing road that
bypasses settlements like Ramdiri, Siswa, Raichiali Akashpur as it turns south. The
alignment would then take a north easterly direction bypassing villages like Hanuman
Garhi, Mahan Ighur etc., to reach km. 235 on NH 31 beyond Begusarai. The distances
between Harnaut and km. 235 on NH 31 via NH 30A and via Bakhtiyarpur (NH 31)
remain comparable. The long haul traffic along NH 31 will have nothing to lose and the
intermediate production centers like Barh and Begusarai could still stay connected with
the new alignment. Traffic between Patna and Begusarai could use the present alignment
of NH 30 and NH 31 – via Bakhtiyarpur and Barh or, could take to this new alignment.
2.4.5.4 Preferred alternative as suggested in Draft Feasibi lity Report:
Out of the three alternatives described earlier alternative III is indeed going to be a very
cost effective option without any adverse social or environmental impact.
Alternative III connecting Harnaut to km. 235 on NH 31 bypassing Bakhtiyarpur, Barh,
Mokama and Begusarai and then following the existing alignment of NH 31 from Km 235
to Km 270 up to Khagaria was thus recommended as the preferred alignment. The
approximate length of the corridor between Harnaut and Khagria, as per this scheme,
works out to be 110 Kms. (subject to further refinements through detailing).
2.4.6 Discussions / Presentations made at NHAI after submission of Draft Fesibilit yReport:-
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After detailed deliberations Alt –II has been approved by RCD, Govt. of Bihar / NHAIwhich included realignment of Bakhtiarpur – Mokama section of project road.
2.6 Adjacent Road Sections
The DPR for Patna – Bakhtiarpur section of NH-30 was got done by NHAI and
consequently, the same section was considered under BOT project by NHAI. It is
understood that the NHAI has received the technical and financial bids by the prequalified
contractors under BOT format and is being evaluated. Contrary to this the adjacent
section of NH-31 towards eastern side has been considered under the Bihar Highway
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many government establishments, including the District Court (Kutchhery), at this place.
Barh is a vibrant (albeit, chaotic) township that has NH 31 as the single most important
“urban” road. NH 31 remains reduced to the status of an urban street over a length of
nearly 6 kms. through the township of Barh and its approaches.
2.9.2 Barh – Take off point of Mokama bypass
As one leaves Barh, one passes through a string of villages settled on either side of NH
31. At places the road seems to have adequate open area on either side but, at the
villages structures define the road land as 20 m over these open segments as well and
are seen adjacent to the road land that continues to be 20.00 m wide. Religious
structures dot the road side along with “Chaupals” (meeting place for villagers) that come
dangerously close to the carriageway itself. These are often well built pucca structures
(Plate 2.7).
In the modified alignment bypass has been proposed from the starting point of section
Bakhtiyarpur to Mokama bypass (Km 153.300 – 191.700) passing through Berhna (Barh).
NH 31 is aligned parallel and adjacent to R. Ganga on its north. In some of the places the
road seems to have adequate open area on either side but, at the villages structures
define the road land as 20 m over these open segments as well and are seen adjacent to
the road land that continues to be 20.00 m wide. Religious structures dot the road side
along with “Chaupals” (meeting place for villagers) that come dangerously close to the
carriageway itself.
2.9.3 Mokama bypass including Mokama Bridge
Mokama bypass, after crossing the railway tracks, moves as a two lane stand alone
facility (Plate 2.8). Fortunately for this bypass, no significant ribbon development is
observed along its length. Beyond km. 200 the road starts rising on embankment. The
topography of adjacent areas on either side is such that vast spread of rain water
accumulates on either side (Plate 2.9). The strip of land caught between the railway
tracks and the bypass has no drainage facility and one could see stagnant water all along
the toe of the bypass. Before reaching the Mokama Bridge the bypass once againcrosses the Eastern Railway Main Line as an ROB. The Mokama Bridge itself is a
majestic two tier structure (Plate 2.10) that carries the railway at the lower tier and the
roadway at the upper deck (hence the height of embankment at the approaches). The
bridge starts at a railway station called Hathida Junction. The bridge itself is 1899.45 M
long from face to face of the abutments. The approach to the road bridge on
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the southern side sees lot of vehicular activity in the form of road side parking as this
area also serves as a transit point between rail and road facilities. There are some
villages at the lower level on either side in this area. The road bridge has segregated
pedestrian path on either side (and this is widely used despite the length of the bridge
being 1.90 kms.). Plate 2.11 gives a view of the rail cum road bridge at Mokama.
Parallel to the bridge, and nearly 430m downstream, transmission lines cross the river
supported on pylons constructed on the river bed. After crossing the bridge the railway
tracks shift towards the western side of the road. The tracks run on embankment
(average height of 3m) very close to the road (and parallel) upto km. 213 (Plate 2.12).
Around Km 218 (220 Km), the railway tracks again run parallel and adjacent to the road,
this time along the northern side. This relative position is maintained upto Khagaria.
2.9.4 Mokama Bridge – Begusarai
In the earlier alignment From Mokama Bridge the project road moves due north and turns
sharply towards east at “Zero Mile” – The intersection between NH 31 and NH 28 (km.
217 of NH 31) Plate 2.13 shows the sign board put up at “Zero Mile”. While the railway
track traverses close to NH 31 towards north after “Zero Mile”, the southern side (as also
the northern side in a limited manner) is full of important installations like refineries,
thermal power plants and large pockets of residential / commercial uses. These uses
disrupt the continuous progression of a constant road land over this length. The available
road land between building lines is around 35m in most cases.
The approach to Begusarai is one of the most chaotic segments along NH 31. The road
side is full of mixed landuses. There is a short stretch of nearly 300m of NH 31 that had
been widened to undivided four lane cross section without any service road. The road
land keeps varying without adequate definition. Again NH 31, over its run from km. 227 to
km. 232, is nothing but a local urban street with intense urban activities / traffic that is
extremely haphazard for most parts (Plate 2.14). The intersection (Subhash Chowk)
besides being poorly planned has intensive commercial activities at all quadrants. Quickly
the road moves very close to the railway track with the result that Begusarai RailwayStation comes too close to NH 31 at this location. The road sides are cluttered with all
kinds of parked vehicles ready to transport men and materials.
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is not more than one segment out of balance. The remaining portion of deck at the end
span (50.0m – 42.5m = 7.5m) is proposed to be cast on staging erected from the river
bed. The suspended span can be either with precast girders, erected from the cantilever
arms, or alternatively it can be cast-in-situ by erecting staging from the cantilever tips.
In this option, the casting of superstructure can start simultaneously from all the piers by
using multiple sets of CCE. The suspended span
Construction Option – 2: Precast segmental construction using launching truss.
The concrete segmental construction brings the long span capability and torsional rigidity
of the large box into the precast arena by slicing the bridge transversely instead of
longitudinally. The segments are match cast against each other in the precasting yard to
ensure that they will fit accurately and then are transported to site to be positioned by alaunching girder / launching truss where they are joined together by prestressing.
The precast segmental construction provides maximum flexibility. The form of
construction is very fast as compared to other more conventional forms of construction.
However, the heavy cranes and gantry launchers of bridge segments require large capital
investment on the temporary works. By this method, the superstructure construction
process becomes completely independent of the site works, resulting in fast construction.
Furthermore the segmental construction ensures much higher degree of quality control at
site.
While both the construction options are possible for this bridge, precast segmental option
is preferred to cast-in-situ options from the following considerations:
• Segments cast off-site in a controlled factory environment resulting in high quality
and economic product.
• On-site construction work reduced. Upto 200m of deck length a week has been
constructed in the past using this method. Faster construction can be easily achieved
as work on superstructure and foundation can go on simultaneously
• Flexibility in the span arrangement possible
• Need for false work reduced or eliminated.
• Solutions are usually aesthetically pleasing.
• Proven to be economic for spans in the range of 30m – 120m
2.12.2.5 Bridge Options
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A large number of options were studied for the proposed bridge. Only the options with
reasonable potential to suit the conditions as outlined above are discussed in the
following sections. Concrete options are preferred as compared to options with
significant quantities of structural steel due to higher maintenance cost of steel structure.
Following structural options were finally considered:
Option 1 : Variable depth PSC box Girder Bridge, with Central Hinge
In this option, PSC variable depth box girder cantilever type superstructure has been
proposed, integral with piers, having span arrangement of 12 x 115m + 6 x 77.5m.
The deck is cast with equal cantilever arms on either side, interconnected by sliding
hinges at the mid span between piers. These central sliding hinges transfer shearingforces and ensure free expansion of the bridge by allowing longitudinal displacement of
one cantilever beam in relation to the other. Expansion joints are proposed at the
abutments and at the centre of each span where central hinge is provided. Bearings are
provided only at the abutments in this case.
Regarding the construction, the main bridge deck is proposed to be cast in segments of
2.5m to 3.0m length using precast segmental technique. The segments will be cast in the
casting yard and erected on either side of the pier in sequence, which will ensure that
there is not more than one segment out of balance. The central sliding hinges between
the two cantilevering arms are proposed to be installed to establish continuity.
This option has the following advantages:
• Simple design since the whole structure is statically determinate for combined effects
of dead loads and prestress. Degree of indeterminacy for live loads and
superimposed loads is only one.
• There is no reversal of bending moments in the deck thereby simplifying to a great
extent the cable profiles.
• Construction of deck can be taken up simultaneously from all piers, as there is no
interdependence of activities in this case.
The scheme however suffers from the following disadvantages:
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This option is similar to Option 1 except that in place of sliding hinges at the mid span
between piers, suspended spans of span length 20m has been proposed between piers.
As with the sliding hinges, the supports of the span suspended from the cantilever ends
must permit rotations and horizontal displacements.
In this option, the deck is cast with equal cantilever arms on either side from centre of
pier. The balance portion of the end spans near abutment is then cast in-situ on staging.
The suspended span of span length 20.0m is then cast in between the two cantileverarms (in between piers). The suspended span can be either with precast girders, erected
from the cantilever arms, or alternatively it can be cast-in-situ by erecting staging from the
cantilever tips. Expansion joints are proposed at the abutments and at the two ends of
suspended spans. Bearings are provided at the abutments and under suspended spans
in this case.
Regarding the construction, the main bridge deck is proposed to be cast and erected as
explained in case of option 1. The suspended span can be either with precast girders,
erected from the cantilever arms, or alternatively it can be cast-in-situ by erecting staging
from the cantilever tips.
This option has the following additional advantages over the sliding hinge concept:
• Reduction in the bending moments at support, due to positive moments at the mid of
suspended span.
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• There is reversal of bending moments in the deck thereby complicating the cable
profiles.
Option 5 : Variable depth Continuous PSC box Girder Bridge supported onBearings – 3 Modules with additional piers in between and STU fordistribution of lateral loads
The scheme envisages a 605m long continuous deck with expansion joints only at the
abutments and at 2 intermediate locations, similar to Option 4 above. The central pier in
any module will be fixed bearings and all other piers will be provided with free bearings
and shock transmission units. Shock transmission units will help to distribute the seismic /
braking forces in all the piers while permit slow movement due to temperature / shrinkage
and creep without causing any secondary stresses.
Several bridges in the recent past has been constructed / under construction using STU
with this technique. Notable amongst them are:
• SONE BRIDGE, BIHAR (NHAI project) : Under Construction
• GANGA BRIDGE AT VARANASI (NHAI project) : Under Construction
• BASSEIN CREEK BRIDGE (MORT&H Project) : Constructed
This option has the following advantages over the previous options 4:
• Provision of STU / Viscous Dampers reduces / distributes the earthquake forces on
the substructure and foundation.
Fig. 2.7 shows the various structural options discussed above.
Option 6 : Variable depth Continuous PSC box Girder Bridge supported onBearings – 3 Modules with suspended central hinge in between and STUfor distribution of lateral loads
This option is similar to the Option 3 in span arrangement except that the suspended
span is replaced by a central hinge in between the two modules to bridge the gap. Also,
for better distribution of lateral loads between the supports, it is proposed to provide
shock Transmission units. Shock transmission units will help to distribute the seismic /
braking forces in all the piers while permit slow movement due to temperature / shrinkage
and creep without causing any secondary stresses.
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SOCIO ECONOMIC PROFILE
3.1 Background
The socio-economic profile of the project area provides a comprehension of the spatio-
temporal trends of the demographic features, socio-cultural characteristics, politico-
administrative divisions and economic way of life of the project-affected persons. In order
to determine the project impacts on the project affected households, this section analyses
and presents a comparative picture of the field level data with that of secondary
information related to the project vis-a-vis the ground truths.
3.2 Regional Setting of the Project Area
Bihar, the ancient land of Budha has witnessed golden period of Indian history. It is the
same land where the seeds of the first republic were sown and which cultivated the first
crop of democracy. Such fertile is the soil that has given birth to inumerous intellectuals,
which spread the light of knowledge and wisdom not only in the country but in the whole
world. The state has its capital at Patna, which is situated on the bank of the holy river
Ganga. The state as it is today has been shaped from its partition from the province of
Bengal and most recently after the separation of the tribal southern region now called
Jharkhand.
The history of the land mass currently known as Bihar is very ancient. In fact, it extends
to the very dawn of human civilization. Earliest myths and legends of Hinduism the
Sanatan (Eternal) Dharma - are associated with Bihar. Seeta, the consort of Lord Rama,
was a princess of Bihar. It was here that Prince Gautam attained enlightenment, became
the Buddha - at the present Bodh Gaya - a town in central Bihar; and the great religion of
Buddhism was born. It is here also that Lord Mahavira, the founder of another great
religion, Jainism, was born and attained nirvana (death). That site is located at the
present town of pawapuri, some miles to the south east of patna, the Capital of Bihar. It
is here that the tenth and last Guru of the Sikhs, Guru Gobind Singh was born and
attained the sainthood of sikhism, that is became a Guru.
In medieval times Bihar lost its prestige as the political and cultural centre of India. The
Mughal period was a period of unremarkable provincial administration from Delhi. During
most of British rule, Bihar was a part of the Presidency of Bengal, and was governed from
Calcutta. When separated from the Bengal Presidency in 1912, Bihar and Orissa
comprised a single province. Later, under the Government of India Act of 1935, the
Division of Orissa became a separate province; and the Province of Bihar came into being
as an administrative unit of British India. At Independence in 1947, the State of Bihar,with the same geographic boundary, formed a part of the Republic of India, until 1956. At
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3.4 Social profile of the Project Area
3.4.1 Affected Persons (APs)
The following section elaborates the type of losses that the people either residing or
working on the National Highway would incur in view of the loss of structures (commercialand residential), loss of assets (agricultural, commercial and residential), loss of income
(squatters, Small business enterprise and moving businesses such as kiosks). A total of
1877 households comprising of 16,991 persons will be affected by the project. Table 3.7
gives the details of Project Affected Persons.
Table 3.7: Project Affected Persons
Districts No. of Affected Households PAPs
Patna, Begusarai,
Khagaria
1877 16,991
Source: Census Survey, 2009
3.4.2 Household / Family Size
The data for R&R activities have been collected as per the household and the average
household size in the affected area is 9 members per household. But since the R&R policy
framework considers family instead of household as a unit of entitlement, therefore the
data pertaining to family becomes crucial for R&R activities. This data pertaining to family
is computed through primary survey.
The different types of family i.e. nuclear, joint or extended have different impact on the
R&R policy framework. The total number of Households in the project area comes out to
be 1877.
3.4.3 Social Vulnerability of PAFs
The social vulnerable groups are those who are below Other Backward Caste (OBC), those
who belong to Scheduled Caste (SC) and Scheduled Tribes (ST). Special considerations
have been made to ensure that they do not become more vulnerable because of the
project. Rather, measures have been adopted in the RP so that they have a living, which
is better than their pre-project days.
It can be seen from the table below that out of the total number of affected Households
about 73.84% of the Households fall in the vulnerable category. Table 3.8 gives the
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6 Total (SC+ST)percentage intotal population
16.659 15.695 0.083 20.041 22.319
Source: Census of India, 2001, Profiles of District – Bihar, CMIE 2000.
3.5.3 Affected ST PopulationThe overall affected SC & ST population are presented in Table 3.10.
Table 3.10: Comparative Analysis of the Profile of the Affected Population
Parameters Numbers
ST Population 0
SC Population 368
Total Population 17142
*Does not include Kiosks and /Ambulatory vendors
The above comparative analysis shows that there is no ST households impacted by the
project.
3.6 Economic Profile of the Project Area
3.6.1 Occupational background of Affected Households
Agriculture dominate the project area apart from Commercial Establishment, including
small business establishments (SBEs). About 32.6% of APs are engaged in agriculture,
whereas about 5.5% are Commercial Establishment, including small business
establishments (SBEs) and Kiosks. The occupational pattern of the population is notdiversified and thus efforts at income restoration would be directed at enhancing business
opportunities of the displaced population. Table 3.11 gives the details of Occupational
Background of the Affected Families.
Table 3.11: Occupational Background of the Affected Families
Occupational Pattern No. of Affected Households
Agriculture 518
Kiosks 47
Commercial Establishment includingSmall Business Establishments (SBEs)
41
Others 980
Total 1586
3.6.2 Category of Project Affected Households in Terms Ownership Typology According to the census survey, land owners are the largest affected households. Table
3.12 gives the details of Category of PAHHs in terms of project impacts.
Table 3.12: Category of PAHHs in terms of project impacts
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2. Following field tests were carried out in each of the test pits adopting standard procedure
mentioned against each test.
- Field Density : IS 2720 (Part-28)
- Moisture Content : IS 2720 (Part-2)
- Dynamic Cone Penetration Test (DCP) TRRL Road Note-8
3. Field Density test was carried out by sand replacement method.
4. For moisture content determination, the soil collected from the sub-grade for the lab
testing was used.
5. DCP equipment standardized by TRRL comprising 60 degree cone with a base diameter
of 20 mm and 8 kg hammer dropping from a height of 575 mm was used for DCP test. This
test was carried out at specific locations according to the homogeneity of the soil tested
from the small pits. This test was conducted in the pits of 1000mmX1000mm size after
reaching the sub-grade level. One test was for each pit excavated in every Km. After
setting the apparatus at sub-grade level, the number of blows were recorded upto 1000mm
or to point of refusal below the sub-grade level. The in-situ strength of the soil driven into
the sub-grade is expected to be inversely proportion to the rate of penetration (in mm per
blow of hammer) achieved, which might vary, even at the same location at different depths.
6. After field tests the disturbed and un-disturbed samples of the soil from the bottom of the
pit collected for testing in the laboratory.
7. The following tests are being out carried out in the laboratory.
- Grain size Analysis : IS 2720 (Part-4)- Modified Proctor compaction : IS 2720 (Part-8)- Atterberg’s Limits : IS 2720 (Part-5)- CBR Determination for unsoaked : IS 2720 (Part-16)and 4 days soaked samples, at 95% and MDD.
In-situ evaluation of the strength of the sub-grade in terms of CBR of an existing
pavement as per IRC or any other International Standards is very time consuming and
tedious testing. Dynamic Cone Penetration Test is a simple and quick method for
evaluation of the strength of the sub-grade. This equipment is useful for determination of
in-situ sub-grade strength in terms of CBR at its natural moisture and in-situ density. This
is done with the aid of an established correlation. The design of the pavement DCP
equipment is similar to that described by Kleyn, Morce and Savage (1982) and developed
by TRRL, UK. It incorporates 8 kg weight dropping through a height of 575 mm and a
60° cone having a diameter of 20 mm tests the soil. The DCP rod is driven into the sub-
grade soil by a 8 kg drop hammer sliding on a 16 mm diameter steel rod with a fall height
of 575 mm. A meter long scale is fitted parallel to the rod. The DCP cone is driven into
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sub-grade soil upto 1000 mm and penetration in mm/blow is determined by taking
average of number of blows required for every 300mm penetration in each fort pit. DCP
values with the strength of sub-grade in field conditions are correlated with soaked CBR
values of undisturbed samples of sub-grade determined in the Laboratory. Correlation
based on Linear regression analysis as described below gave the best results; it is
described as under:
Linear Correlation: A correlation is obtained by linear regression analysis of data of
Log10 penetration and Log10 CBR in the following manner:
y = a + b x …………….…….Eq (1)
x and y are the Log10 values of DCP (mm/blow) and CBR (%) respectively and a & b are
the regression constants which can be calculated using Eq. 2 & Eq. 3
b = n. x y - x .yn. x2 - (x)2 … Eq (2)
_ _
a = y - b x … Eq (3)
_
Where x & y are the average of values of x and y and n is the number of tests.
Taking the Log10 values of DCP and Log10 of CBR as x and y, following regression
equation has been developed.
Log10 CBR = 1.7019 - 0.9530 Log 10 DCP …..Eq (4)
4.2.1 Analysis and Recommendations
Soil Classification and relevant details:
The Laboratory tests carried out for the soil samples collected from large pits revealed
that soil along the alignment (Begusarai – Khagaria section) is clayed silt of low to
medium plasticity. Generally the soil along this section of project road is clayey silt as the
percentage of clay and silt varies between 85 to 97. The PI value of the soil samples
varies between 3.98 and 18.91. Table 4.1 & Table 4.2 gives the details of test results ofsamples collected from large pits for Begusarai – Khagaria section of NH31.
Perusal of the test results on the samples from the small pits broadly indicates that the
sub-grade soil is clayey silt of low to medium plasticity.
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The desirable properties of soils for highway embankment are -
Stability
Incompressibility
Permanency of strength
Minimum charges in volume and stability under adverse conditions of weather and
moisture content.
Good drainage and
Easy of compaction
The soil should posses & adequate resistance to permanent deformation under loads,
and should possess resistance to weathering, thus, retaining the desired subgrade
support. Good drainage is essential to avoid excessive moisture retention, which maylead to pavement failure and potential and fast action. Easy of compaction ensures
higher dry density and strength under particular type and account of compaction.
Types of soils occurring in the country
Soils occur in a fairly wide variety in our country. Some of the major soil types met with
are:
Alluvial soil: These are mostly found in the Indo-Gangetic plain. Generally these are
composed of broadly matching fractions of sand, silt and clay, and make fair to good sub
grade material.
Fine Sand: It is confined mostly to desert areas in the northwestern part of the country.
This soil lacks binder fraction and is not well graded.
Coastal Soil: The sand/sandy soils forming the coastal alluvium usually make good
subgrade.
Black Cotton soils: Black cotton soils occur in parts of Madhya Pradesh, Maharashtra,
Andhra Pradesh and Karnataka. These soils are characterized by pronounced volume
changes (swelling upon wetting and shrinkage after drying) and low strengths at high
moisture content.
Red gravelly soils: The moorums and red gravelly soils are found in various pockets and
are generally less problematic.
CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd. NHAI
F e a s i b i l i t y S t u d y a n d P r e p a r a t i o n
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Final Feasibility Report Feasibility Study for 4- laning of Bakhtiarpur – Begusarai- Khagaria
Vol: I – Main Report section of NH-31 in the State of Bihar
5.4 Approach and Methodology.
The methodology adopted in carrying out the feasibility study involves collection of
secondary data, conducting field surveys and using the results of the data so
obtained in working out the proposals and designs. Prevailing national and
international highway design standards and practices have been incorporated in the
respective areas of coverage. The chapter presented in this main report covers the
respective subject methodology results, analysis, assessment and development of
options and recommendations.
The detailed methodology of each task listed in the “Terms of reference” for this
project have already been provided in the Inception Report, submitted to NHAI. The
approach and methodology of important activities are described briefly as follows:
5.5 Secondary Data and Earlier Reports – Study And Review
The relevant reports and secondary data, development plans concerning the project
and its influence area have been collected directly or wherever necessary with the
help of the Client from concerned State/ Central Government Departments, public
bodies, police, Non-Governmental Organizations etc. Information so collected has
been reviewed to assess future growth in agricultural and industrial production,development programs in various sections, existing economic situation and its
perspective, demographic pattern, transportation plan of the area especially with
respect to road transport and need for safety of traffic. The following data has been
collected:
i) Topo Sheets for the total stretch - Survey of India.
ii) The soil, geo-technical data of the existing road, bridges and cross-drainage
structures/areas.
iii) Hydraulic data i.e. catchment characteristics, flood discharges & silt factor ofthe existing bridge, culverts etc.
iv) The GTS (Geodetic Trigonometrical Survey) benchmark locations and the
corresponding levels.
v) High flood level data of the whole stretch.
vi) Existing drawings and details of the major/minor bridges.
vii) Approximate dates of construction of existing bridges & culverts.
Final Feasibility Report Feasibility Study for 4- laning of Bakhtiarpur – Begusarai- Khagaria
Vol: I – Main Report section of NH-31 in the State of Bihar
xi) Typical cross-section of existing pavement.
xii) Information on the Right of Way (ROW).
xiii) Meteorological Data – Yearly Rainfall, Temperature during various seasons.xiv) Underground / Overhead Utilities which may need shifting or affect widening /
geometric improvement.
xv) Road accident data along the stretch from the local police stations.
xvi) Historical traffic counts data.
xvii) Classified Vehicle Registration figures of the states (as per zone of influence)
and India.
xviii) Statistical / Economic data of the states (as per zone of influence) and India
for the last 8 to 10 years. – Net State Domestic Product (NSDP)/ Gross
Domestic Product (GDP), Per Capita Income (PCI) Prices and Population
Figures etc.
xix) Any Vision Statement / Report on the strategy of future development of Bihar
xx) Plans for development / improvement of roads within the Project Influence
Area.
xxi) Any other engineering data available for the proposed structures on the
existing road.
xxii) Annual expenditures on routine and periodic maintenance on project stretch.
xxiii) Revenue map along the project road for preparation of LA Plan.
xxiv) Location, Name, Address & Telephone Number of Concerned Executive
Engineer of PWD/NH Division responsible for the said Stretch.
xxv) Latest (amended) Land Acquisition Act of Bihar.
xxvi) Names & J.L. No. of Mouzas falling within the Project Area - with District /
Final Feasibility Report Feasibility Study for 4- laning of Bakhtiarpur – Begusarai- Khagaria
Vol: I – Main Report section of NH-31 in the State of Bihar
stretch of project road (Km 223.975 – Km 266.282) in the months of Feb- march
2005. Utility Relocation strip plan will be prepared by the consultants once
approval on realignment / alignment of balance portion of project is obtainedand topographic survey is completed. This strip map will also indicate proposed
relocation of utilities of the highway. It will be utilized to estimate the additional
cost likely to be incurred evaluating the feasibility of each alternative
considered.
(b) The number of trees on left and right side of carriageway, having a girth of 30
cm. or more (in ranges of 30-60cm, 61-90cm, 91-120cm, >121cm) measured
1.0 m above the ground level has been indicated for each kilometer. All
environment-related data will be shown in the strip plan. The strip plan willidentify the extent of encroachments and ribbon developments within the road
boundary, location of schools, hospitals, religious structures, electrical and
telephone poles/ lines crossing the road. For getting details of under ground
utilities, Water Supply and Sewerage Board, various Services Departments and
other State authorities has been contacted.
5.8 Topographic Surveys.
5.8.1 Objecti ve of Topo-Survey.
The basic objective of the topographic survey is to collect the essential ground
features along the existing alignment, and to collect spot levels in order to develop
Digital Terrain Model (DTM). The equipment used for the purpose are Total Station,
GPS and Auto Levels. This data forms the basis for all the design to be carried out,
so as to take care of design requirements of new carriageway, possible
improvements in highway geometrics, identifying areas of restriction and their
remedies and relocation of utilities by using a Highway software package. The data
collected will result in the final design and for the computation of earthwork and other
quantities required.
5.8.2 Methodology of Topo - Survey
The detail methodology including the various intermediate quality check procedures,
control points and pillars, horizontal vertical controls etc have been described in
detail in the QAP document submitted to NHAI.
5.9 Road and Pavement Investigations
Visual Condition of the pavement has been assessed as per IRC: 81-1997 by drivingslowly on the entire road for close inspection. For the purpose of the survey, the
Final Feasibility Report Feasibility Study for 4- laning of Bakhtiarpur – Begusarai- Khagaria
Vol: I – Main Report section of NH-31 in the State of Bihar
entire length has been divided into homogeneous sections based on the roughness
and surface distress. The pavement surface distress has been identified by amount
of ravelling, bleeding, rutting, potholes and cracking. The assessment survey shalldetermine the pavement condition, shoulder condition (if required) and embankment
conditions, which would provide all data to meet the input requirements of HDM-IV
software.
5.9.1 Road Inventory Surveys .
Detailed road inventory survey has been carried out to collect all data to sufficient
details. It has been compiled in tabular as well as graphical form and developed on
MS- Excel. The data will include:
a) Type of terrain
b) Land Use
c) Carriageway width
d) Type of surfacing
e) Width and type of shoulders
f) Sub-grade/ local soil type
g) Road Intersection(s) and the details
h) Height of Embankment
i) Land Width (ROW)
j) Culverts, bridges and other structures (type, size, span arrangement and
location)
k) Roadside arboriculture
l) Utility Services on either side with ROW
m) General Drainage conditions
n) Girth, type of tree species and numbering those trees with paint (only for trees
of more than 0.3m girth)
o) Locations where substantial local traffic exists and interferes with through traffic
longitudinally justifying service road
p) Locations where substantial local traffic crosses the existing road requiring the
viaduct (underpasses)
5.9.2 Pavement Condit ion Survey
a) Cracking percentage, ravelling and pothole (<10 mm, 10-20 mm and >20mm).
b) Surface description – rich, hungry, open or close.
c) Cracking type – longitudinal/ transverse cracks, and alligator cracks.
d) Raveling percentage of the pavement area.e) Pot-holing percentage of pavement area.
Final Feasibility Report Feasibility Study for 4- laning of Bakhtiarpur – Begusarai- Khagaria
Vol: I – Main Report section of NH-31 in the State of Bihar
f) Edge breaks in length (m).
g) Rut depth in mm.
5.9.3 Shoulder
Shoulders can be paved or unpaved with an Edge-drop. The shoulders condition has
been noted.
5.9.4 Embankment
General Condition and Toe Erosion of embankment has been noted.
(a) The Consultant will make use of the pavement condition rating system. It is
proposed to divide each homogenous section of the pavement in three distress
levels:
Low - 0- 20 %
Medium - 20 to 50 %
High - 50 to 100 %
5.9.5 Pavement Roughness Measurement
Roughness measurement studies have been carried out for the entire length of the
project road using Fifth Wheel Bump Integrator (Bump Integrator). Prior to roughnessmeasurement the unit (STECO-94) was calibrated. The instrument was run at a
constant speed of 30 km/hr and readings were taken on outer wheel paths in both
the directions at a distance of 0.9m from the road edge, the project road being a two-
lane road.
The roughness value is obtained in terms of uneven index (UI) from equation No. 1.
UI= (B/W)*460*2.54 …………………………(1)
Where,
UI = Unevenness index
B= Bump Integrator Reading
W= Number of wheel revolutions
The Unevenness index has been converted into universally accepted InternationalRoughness Index (IRI) using the following expression
Final Feasibility Report Feasibility Study for 4- laning of Bakhtiarpur – Begusarai- Khagaria
Vol: I – Main Report section of NH-31 in the State of Bihar
IRI= International Roughness Index
Limitations As Per MoRT&H/World Bank
As per World Bank Technical Publication No. 46 the minimum and maximumrange of IRI for new pavements is as follows, but the type of surface has not beenmentioned.
New Pavements
Minimum IRI (BI) in
m/km
(mm/km)
Maximum IRI (BI) in
m/km
(mm/km)
1.5 (1000) 3.4 (2500)
5.9.6 Pavement Structural Strength
(a) The Benkelman Beam Deflection (BBD) method has been used to measure the
deflection of the existing flexible pavement to ascertain the structural strength of
the pavement. The structural behavior has been determined by Benkelman
Beam rebound deflection measurements. As a first step, it is necessary to
clearly demarcate the road stretches where BBD test has been carried out. The
entire road has been gone over and the stretches showing severe distress with
excessive rutting, potholes and ravelling have been identified and rejected for
BBD test, as test in such stretches will not yield any meaningful result. The
Consultant will resort to field CBR/ Dynamic Cone Penetration test at one test in
every 1kms in such stretches.
(b) The Benkleman Beam Deflection Test has been carried out according to IRC:
81-1997. Temperature correction factor for a standard temperature of 35o.C
and moisture correction factor has been applied to the deflection results. BBD
test has been carried out in both lanes with test points staggered at 50m
intervals. The spacing of the tests has been 50m in each lane. However, extra
test points might be needed when the deflections are highly varying. Across
the pavement, the test points will normally be 0.9m (along the wheel path) from
the edge of the pavement for two-lane road.
(c) Seasonal variations in climate also affect the deflection results. Considering
that sub-grade is at its weakest condition during monsoon period, it is advised
to carry out BBD test during the recession period of monsoon or soon
Final Feasibility Report Feasibility Study for 4- laning of Bakhtiarpur – Begusarai- Khagaria
Vol: I – Main Report section of NH-31 in the State of Bihar
(e) A steel straight edge 3m long has been used, in addition, to measure the rut
depth in stretches of severe pavement rutting which will also be done concurrently
with Benkelman Beam Deflection Testing. Based on these measurement, theroad sector shall be classified into sections of equal performance in accordance
with ASTM standard F.1703 / E.1703 M.
5.9.7 Methodology for BBD Test
Field Engineer assisted by Laboratory Technicians has carried out the deflection test
studies. Pavement Specialist has been responsible for overall management of the
studies. The deflection test studies results are included in the Feasibility Study.
Following tools and materials have been used for the studies
(a) Truck filled with soil/ sandbags to give an axle load of 8.170 metric tons and
tyre inflated to 5.60 kg/sq.cm.
(b) Tyre pressure gauge.
(c) Measuring tape 30m - 1 No.
(d) Steel straight edge - 1 No.
(e) Hammer, chisel, red cloth flag, chalk pieces.
(f) Thermometer (D-100’C with 1’ division)
(b) A mandrel for making 4.5cm deep hole in the pavement for temperature
measurement and adequate glycerol for pouring into holes.
(c) Benkelman Beam apparatus with Dial gauge.
5.9.8 Pavement Option Study
(a) Consultant visualizes various parameters and economic bases that will come
into play while conducting pavement option studies. The economic comparison
between flexible and cement concrete pavement is given below:
Flexible Pavement(FP)
Cement ConcretePavement
(CCP) Initial cost of construction 85-90% of cost of C.C.
Renewal coats (periodic) Required afterevery 4-5 years.
No need except theMaintenance of joints.
Life and salvage value Diminishes with life. Long life
Abrasion Abrasion resistant betterfor high intensity heavytraffic.
Oil spill effect Can get damaged. No effect.
Impermeability More permeable Highly Impermeable.
Environmental considerations - More environmentFriendly.
Weathering action Adversely affect by hotsummer and rainy season.
Almost effect is nil.
Consumption of stone /aggregate material
100% About 50% of requirementof flexible pavement.
Traffic problem duringconstruction
Permit traffic immediatelyafter laying.
Traffic can be allowed onlyafter about 4 weeks.
Cutting of road for servicesviz. Telephone cables waterpipes, electric cables andsewage lines.
Convenient Not convenient
(b) Taking into account the inflation rate of about 4.0 percent per year and
discounted rate of 12 percent for the extra cost on renewal costs and
maintenance, the saving in fuel costs and vehicle operating costs (VOC), thenet present value of flexible pavement is likely to become higher than that of the
cost of CCP (Cement Concrete Pavement).
(c) Keeping the above in view, the sensitivity analysis of the pavement life cycle
cost shall be conducted. The road stretches specially passing through high
intensity traffic and low lying areas would be specially examined for provision of
CCP in preference to FP (flexible pavement); it being well-known that CCP can
withstand better against adverse drainage conditions when compared with the
FP. This aspect however shall be discussed with NHAI, in order to maintain
v) Laboratory CBR (unsoaked and 4-day soak compacted at three energylevels) and swell, if any.
5.11 Investigation of Bridges, Culverts and Structures.
5.11.1 Review of Data/ Reports on Bridges / Culverts / Causeways:
Data relevant to bridges and culverts have been collected from PWD and Irrigation
Department, with necessary assistance from NHAI wherever necessary. Further
letters have been sent to the Chief Engineer, Central Water Commission Patna and
also to the Supdt Engineer of CWC, Patna, duly signed by the Chief GeneralManager, ( NHAI ), with re request to supply the hydrological data related to River
Ganga at Mokama, and river Buri Gandak near Khagaria. The following data/
documents will generally be collected:
a) Inventory of existing two lane bridges and culverts.
b) Hydrology and geo-technical reports of existing two lane bridges.
c) “As built” drawings of existing structures.
d) Details of repair/ rehabilitation, if any, carried out to the existing structures.
e) Utility services carried over the bridges.
f) Other engineering data found suitable for the detailed engineering of proposed
structures.
5.11.2 Inspection of Bridges, Culverts and Causeways:
Final Feasibility Report Feasibility Study for 4- laning of Bakhtiarpur – Begusarai- Khagaria
Vol: I – Main Report section of NH-31 in the State of Bihar
(a) Preliminary inspection of the existing culverts has been carried out by Bridge
Engineer and data collected, properly analyzed so as to make assessment
about adequacy of waterway, structural adequacy and serviceability. Based onthe condition survey of existing two lane culverts, it has been decided whether
they can be retained after carrying out repairs or not. In case any culvert is
found to be beyond economical repair, it has been considered for
reconstruction. In case of retention of existing two-lane culvert, a new additional
two-lane culvert has been proposed on the additional two-lane road.
(b) Preliminary inspection of bridges has been carried out as per Appendix-4 of
IRC: SP-35 1990 identifying the bridges needing attention for which detailed
inspection and further investigations are essential. The bridges would becategorized as given below:
I. Those free from any defect, and
II. Those needing further examination.
(c) All bridges showing signs of distress have been examined thoroughly as per
Appendix-5 of IRC: SP-35 1990. The load carrying capacity of such bridges
has been calculated as per IRC: SP-37 1970.
(d) Dismantling of existing bridges will not generally be resorted to except in
essential cases from consideration of hydraulic/ structural inadequacies.
(b) The existing culverts have been surveyed and data collected on following
points:
i) Types of structure and details of span, vent height etc.
ii) Existing width of roadway.
iii) Load carrying capacity of the structure.
iv) Condition of foundations, sub-structure, super structure etc. and any
deficiency required to be rectified.
v) Adequacy / inadequacy of waterway, signs of silting and blockage of the
vent-way, over-topping of the structure, observed scour level etc.
Final Feasibility Report Feasibility Study for 4- laning of Bakhtiarpur – Begusarai- Khagaria
Vol: I – Main Report section of NH-31 in the State of Bihar
flooding. For all such structures, hydraulic studies would be conducted in detail
to determine the increase in waterways required.
(d) The information on foundation levels of existing bridges have been collected
and studied for due consideration while formulating proposal for structures in
widening of road or for bypasses. The Consultant will follow the requirements of
TOR.
5.12 Material and Geo-Technical Investigations.
5.12.1 Soil Testing for Strengthening of Existing Two Lanes:
(a) It has been ensured that all geo-technical investigations conform to IRC, BIS
code and MOST specifications.
(b) The geotechnical investigation scheme has been prepared in accordance with
the “Terms of reference”.
(d) In case of existing pavement, for the portion from Km 235 to Km 270, test pits
have been dug at each major change in pavement condition or at 1km interval
whichever is earlier. The test pits have been dug at the edge of the pavement.
In case major changes in soil are encountered then additional test pits would bedug. The size of the test pit would be 1m x 0.6m x 0.8m. Test pits will also be
dug at the toe of the embankment to a depth of 1m to ascertain the properties
of the natural sub-grade. The following tests would be carried out to ascertain
the properties of sub-grade, sub-base and base layers of the existing road
including thickness of different layers of pavement.
i) Grain Size Analysis
ii) Atterberg Limits
iii) CBR Valuesiv) Field Density and Moisture Content
v) Modified Proctor Compaction
(d) CBR, DCP tests have been carried out wherever pavement is distressed to
such a level that BBD tests will not result in any meaningful data.
5.12.2 Soi l Testing for Addit ional Two-lanes and Embankments.
(a) In locations where additional two lanes are going to be next to the existing road
and within the R.O.W, tests have been carried out as given in Para 6.1.1 to
Final Feasibility Report Feasibility Study for 4- laning of Bakhtiarpur – Begusarai- Khagaria
Vol: I – Main Report section of NH-31 in the State of Bihar
determine the properties of sub-grade. Additional tests have been performed
on borrow area materials, located at reasonable distance to ensure suitability of
fill material and stability of embankment. Investigations to locate borrow areasfor soil will precede the testing programme. Test pits have been dug in borrow
areas from where material for embankments have been collected. The depth of
the test pit should not exceed the likely depth of the borrow pit by more than 15
cm as per clause 10.3.2 of IRC –19 1977. Samples of soil to be used in
embankment would be tested in the laboratory for the following properties.
i) Sieve Analysis
ii) Liquid Limit / Plasticity Index
iii) Moisture Content - dry density relationship using modified Proctor’sCompaction
iv) Soaked C.B.R at 100 % mod. Proctor Density
(b) In case of borrow pits, test pits have been dug at 200 m interval (IRC: 36-1970)
and some additional tests have been conducted, as below:
i) Gradation Test (IS 2720 part VI)
ii) Shrinkage limit
iii) Deleterious matter (in salty areas only) format for borrow area chart
as per Fig. 2 of IRC-19 1977 is given at Annexure.
(c) In addition to above the following tests will be conducted where height of
embankment is more than 6 meters
i) Consolidated untrained triaxial test.
ii) Unconfined compression test.
iii) Consolidation test to develop e-log p for computing settlement of the
embankment.
(d) In order to study the strata under the embankment, auger bore hole shall be
made upto 3-4 meter in case of high embankment (>6.0m). In case the strata
is uniform, which is generally the case in alluvial soils of Bihar representative
undisturbed samples shall be taken with 100mm cutting sampler and samples
tested for shear and consolidation characteristics, in addition to Atterbergs
limits and grading tests. Wherever the strata changes, representative samples
for such strata shall be taken to study the settlement and bearing capacity of
Final Feasibility Report Feasibility Study for 4- laning of Bakhtiarpur – Begusarai- Khagaria
Vol: I – Main Report section of NH-31 in the State of Bihar
(e) The tests mentioned above have been carried out in accordance with the
procedure laid down in IS: 2720 “Methods of Tests for Soils”.
5.12.3 Interpretation of Test Results
The test results of soil samples have been presented as per IS: 1498-1959. In
addition to tests already mentioned, samples of soil to be used in the top 50 cm of
the embankment shall be tested in the laboratory for determination of C.B.R. Value at
100 per cent standard Proctor Density and Optimum Moisture Content, soaking the
samples in water for 96 hrs. Samples of similar materials have been moulded at
different densities by giving different number of blows namely 25, 45, 55 and 65
following modified Proctor’s Compaction test procedure in a C.B.R mould and soaked
C.B.R. tested at different densities to develop Density Vs C.B.R curve. From this
curve C.B.R. at 98% modified Proctor Density has been worked out. The C.B.R at
98% modified Proctor Density has been used for the design of pavement as per IRC:
37-1970 “Guidelines for the Design of Flexible Pavement”.
5.12.4 Material Testing.
(a) After detailed reconnaissance and local inquiries, including discussions with the
local suppliers of construction materials, a list of quarries along the alignment of
the road has been made. The material from each prospective quarry has beentested for its suitability. The following tests have been performed on the stone
aggregate:
i) Los Angeles Test / Aggregate Impact Value
ii) Specific Gravity
iii) Water Absorption
iv) Flakiness Index /Elongation
(b) Granular sub-base material required for new carriage-way or for improvement
of geometrics or for bypasses have been tested for its grading and AtterbergLimits. In addition, soaked CBR test has been carried out following standard
procedure at modified Proctor Densities. The sub-base material has been either
natural granular material in the quarries/borrow areas or shall be engineered,
so as to fall within the grading envelope of sub-base material as per MOST
specifications. The L.L. and P.I of such material shall not be more than 25%
and 6% respectively and soaked CBR value not less than 30%. The soil and
Material Investigations shall be as per IRC SP: 19 -2001.
(c) For proper correlation, index map and quarry charts, showing the followingdetails will accompany the tables:
Final Feasibility Report Feasibility Study for 4- laning of Bakhtiarpur – Begusarai- Khagaria
Vol: I – Main Report section of NH-31 in the State of Bihar
on environmental baseline data collected and generated during the course of study,
impacts due to the project has been identified and corresponding mitigating
measures have been implemented.
The baseline environmental conditions composed of primary and secondary data
sources and surveys will cover information on:
a) Atmosphere - Existing ambient air quality,type and levels of existing airpollutants.
b) Noise and vibration - Existing noise and vibrationlevels caused by passing
vehicles (car, trucks, buses andother public utility vehicles).
c) Watershed Condition - Water Quality (groundwater andsurface water), sources ofpublic or private water supplyon site, watershed importance,flood plain importance,streamside condition, location ofwells or springs, etc.
d) Land and Resource use - Existing land uses in the project
areas and nearby vicinitiesincluding use of transportationfacilities, structures.
e) Traffic safety - Existing provisions for trafficsurvey (traffic flow, lightdistances, traffic signs, lights,flares, barricades, guide signsand traffic and pedestrianlanes).
f) Biological Environment - Inventory of existing flora andfauna, rare or endangered
Final Feasibility Report Feasibility Study for 4- laning of Bakhtiarpur – Begusarai- Khagaria
Vol: I – Main Report section of NH-31 in the State of Bihar
sensitive locations (e.g. Schools, Hospitals etc.). The survey carried out for a period
of 24 hrs. at all the above zones. The monitoring is carried out for one season during
the study. The day noise levels are estimated for the period 6 am to 10 pm and nightlevels during 10 pm to 6 am for Equivalent Sound Pressure Levels during daytime and
nighttime. Hourly equivalents are also recorded.
5.18.5 Soil Samples
Soil characteristics at adequate number of locations along the proposed project road
were assessed for the physical, chemical properties and heavy metal concentrations.
Soil samples are collected upto a depth of 60 cm. The soil samples are being
Final Feasibility Report Feasibility Study for 4- laning of Bakhtiarpur – Begusarai- Khagaria
Vol: I – Main Report section of NH-31 in the State of Bihar
the leveling course. The results of the Pavement Roughness Tests have been
made use of in proposing the extent of leveling course. The leveling course has
been provided to bring the lateral and longitudinal cambers to the designedrequirements. The leveling course is not counted towards structural strength of
the pavement in the design.
e) For design of rigid pavement, the modulus sub-grade reaction ‘K’ is an
important parameter to be considered. It is proposed to determine the K value
with minimum frequency of one test per km per lane as per IRC: 58-1998. Plate
Bearing Tests for determination of ‘K’ value has been conducted in accordance
with BIS code.
f) The guidelines for the design of overlay given in IRC 81 -1997 have been made
use of. Traffic has been expressed in terms of commercial vehicles per day
expected in the design year and for each category permissible deflection values
are prescribed. Once the characteristics and the deflection values are known
the overlay thickness can be determined.
g) Effort has been made to optimise the design. Soil characteristics and elasticity
of materials used in pavement has been taken care of and equivalency factors
and strength coefficients have been worked out based on elastic theory. As far
as possible the results of studies have been corroborated with the findings of
the studies carried out abroad.
h) The deflection method being empirical in nature, the results are being critically
examined for comparison with the results based on the CBR design method as
per IRC 37-1984 (Guidelines for the design of flexible pavements).
i) The guidelines in the IRC standards IRC: 15 – 1970, IRC: 58 - 1988 for the
concrete pavement design and IRC: 37 - 1984 for the flexible pavement design
has been considered along with AASHTO, Asphalt Institute, Portland cement
Association, TRRL report 833, Road Note No. 31 and Shell Methods for the
final design.
5.19.1 Geometric Design of 4 Lane Highway:
The geometric design of the proposed facility i.e. 2-lane and 4-lane highway shall be
undertaken as per the relevant guidelines of IRC. For example the horizontal curve
will be designed as per the guidelines for design of horizontal curves for highways
(IRC: 38 – 1988) whereas vertical curves shall be designed by following IRC SP-3.
Final Feasibility Report Feasibility Study for 4- laning of Bakhtiarpur – Begusarai- Khagaria
Vol: I – Main Report section of NH-31 in the State of Bihar
5.20 Preparation of Specifications
The consultants will prepare specifications to cover all aspects of work to be
constructed. The specifications will be based on the MOST, IRC and International
Standards and established work methods for Highway Projects of this nature. In
general, the specifications will cover all the activities, materials and quality controls
necessary to deliver a completed work to international standards and in a cost-
effective manner, which will include but not limited to:
a) Earthworks and excavation
b) Sub-bases and bases
c) Pavement whether flexible or rigid
d) Concrete works
e) Structural works
f) Miscellaneous construction works including road safety furniture, etc.
5.21 Design Report
The consultant will prepare a final design report at the completion of the detailed
design work. The report will summarize all the assumptions made and the design
criteria used for each element of the works together with details of standards used
and the new construction rehabilitation strategies. The report will include results of
the geo-technical investigations and the recommended bearing capacities for the
bridge and structure foundations as well as the calculations supporting the final
design of structures, and other disciplines as required by the NHAI has been
appended.
5.22 Working Drawings.
a) Detailed drawings for the project component will be prepared as listed in theterms of Reference and to scales as detailed previously in this section of the
proposals.
b) The Consultants will prepare detailed working drawings for all components of all
structures including those for repair/ rehabilitation of bridges and ROB’s , in a
form that can be handed to the contractor for the purpose of construction.
c) The working drawings will include detailed reinforcement, and bar bending
schedules for fabrication of the steel for the reinforced concrete structures and
Final Feasibility Report Feasibility Study for 4- laning of Bakhtiarpur – Begusarai- Khagaria
Vol: I – Main Report section of NH-31 in the State of Bihar
6.2.4.1 Passenger vehicles (Buses and Cars) account for about 45% of total traffic. Table 6.8
presents the composition of traffic at various locations for the corridor as percentage
of ADT by vehicles.
Table 6.8: Traffic Composition (Veh.) along the corridor
Vehicle TypeKm
166(%)Km
240(%)
Passenger Vehicles 45 44
Goods Vehicles 41 38
Non Motorized 14 18
6.3 Speed & Delay Survey
6.3.1 To assess the journey time, running speed, average journey speed and delay due totraffic congestion, railway level crossings, accidents, poor pavement conditions etc,
speed & delay survey was conducted along the entire stretch of the study corridor.
Moving Car Observer Method was adopted for conducting the survey.
6.3.2 In this method, the car is run at the average speed of the traffic stream so that the
number of vehicles overtaken by the test vehicle and the number of vehicles
overtaking the test vehicle are approximately equal. Travel time and delay in each
kilometer of the project road, is determined by the observer by using stopwatches.
A minimum of 6 runs has been made at different times of the day to average out
variations during the study period.
6.3.3 Observations and Recommendations
The average journey speed along the project road is found to be 33.28 KMPH.
Observed journey & running speeds along the project road are presented with the
DPR
6.4 Intersection Surveys
6.4.1 Intersection turning movement surveys have been carried out at eight major
intersections.
6.4.2 Considering the existing traffic flows, intersection configuration, land-use and traffic
warrants, the proposed treatments for existing eight intersections have been worked
out and tabulated in Table 6.9.
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Final Feasibility Report Feasibility Study for 4- laning of Bakhtiarpur – Begusarai- Khagaria
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Van 32 16 50 2 AxleTruck
2002 311 15.53
Two wheeler 617 99 16.04 3 AxleTruck
127 38 29.92
Bus 157 37 23.57 Multi AxleTruck
15 7 46.67
Total 1741 186 10.68 2319 237 10.22
Source: Primary Survey
6.7.2 Zoning System
6.7.2.1 For the purpose of generating the trip end travel pattern, a zoning system has to be
developed. For this study, zoning system was developed as follows.
(i) All districts of Bihar were grouped into zones;
(ii) All other states were aggregated broadly. The farther the zone from the projectcorridor, the bigger is the size of the zone. The Zone Map is presented in Fig
6.09. The list of zones is given in the DPR
6.7.2.2 The total number of zones so developed was 16. Data collected from the survey was
coded and entered into a spreadsheet. Inter-zonal trip matrices have been generated
from the spreadsheet. For each surveyed location, the O-D matrices of individual
vehicles, passenger vehicles (all combined) and goods vehicles (all combined) have
been presented in the DPR
6.8 Trip Frequency
The details of trip frequency of goods vehicles at Km 156 and 208 have been
indicated in Table 6.14 below.
Table: 6.14 - Trip Frequency
Station > 1 tripper day
1 trip perday
< 4 tripsper week
Weekly Total
Km 156 114 93 217 59 483Km 208 41 94 60 36 231
6.9 Commodities Carried
The details of commodities carried at the two OD survey locations are indicated in
Table 6.15.
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Vol: I – Main Report section of NH-31 in the State of Bihar
for all round development and is counted amongst one of the basic infrastructures.
When the capital available is scarce and has competing demands, the investments in a
transport project have to be planned carefully, keeping in view not only the present
demand but also the requirements for a reasonable period in future. This underlines theneed for estimating the future traffic accurately, whether the plan is for the construction
of a new facility or the improvement of existing facilities. To a great extent, the accurate
estimate of future traffic will influence the engineering design of the facility and the
economic decision whether to take up the project or not.
Traffic forecasting, in the present state of knowledge, can at best be approximate.
Traffic is generated as a result of the inter-play of a number of contributory factors.
Forecasts of traffic have, therefore, to be dependent on the forecasts of factors such aspopulation, gross domestic product, vehicle ownership, agricultural output, fuel
consumption and so on.
6.15.2 Normal Growth in Traffic
Normal growth of traffic represents the increase in traffic on the existing facility if no
improvement is made. This is due to general increase in the number and usage of
motor vehicles. Further the following categories in traffic are also to be considered as
appropriate:
a) Diverted traffic, representing the traffic diverted on to, or away from, the road
being studied.
b) Induced traffic, representing the additional traffic likely to be generated because
of new travelers making use of the improved or new facility.
c) Development traffic, representing the increase in traffic due to improvements on
adjacent land, over and above the development which would have taken place
had not the new or improved highway been constructed.
Keeping in view the above factors, in this study, two techniques have been adopted for
projecting the traffic on the project road. The technique of estimation of traffic based on
time series data could not be used in the present case mainly due to the lack of reliable
data base. The other two techniques used are summarised as :-
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Final Feasibility Report Feasibility Study for 4- laning of Bakhtiarpur – Begusarai- Khagaria
Vol: I – Main Report section of NH-31 in the State of Bihar
7.0 IMPROVEMENT OPTIONS AND PAVEMENT DESIGN
7.1 Widening Schemes
The Consultants have deliberated the desirability of eccentric widening (left side ) for Begusarai –
Khagaria section of NH-31 on grounds of:
Maximum utilization of existing road.
Saving of roadside trees.
Ease of construction
Easier traffic management during construction. Symmetrical widening is not considered desirable
in rural areas on account of cutting of large number of well grown trees (cluster of trees) located
on either side of the road and in consideration of catering to the traffic during construction.
However, in urban / semi-urban area concentric widening could be considered with reducedmedian width with service road to cater to the local traffic, so that the uninterrupted flow of traffic
could be achieved on the main highway.
In case of re-alignment section of NH-31 between Km 153.300 to Km 191.7 the project road will
traverse through vacant / agricultural land and in any case would warrant new construction. Table
7.1 shows typical X-sections for widening / construction of various sections of project road under
different scenario. Figures – 7.1 to 7.5 show the typical X-sections for the project road.
Table 7.1: Details of Typical Cross-Sections
Sl.
No
Location (km to km) Width (m) Typical cross
section (Ref. to
Manual)
1 From KM 153.00 to KM 191.700 60 Type - A
2 From KM 191.700 to KM 197.900 90 Type - B
3 From KM 197.900 to KM 206.100 60 Type - A
4 From KM 206.100 to KM 212.950 45 Type – C&D
5 From KM 212.950 to KM 266.282 60 Type – D,E&F
7.2 Pavement cond ition assessment design and option studies
The pavement investigation have been undertaken by the consultant during initial stages of
preparation of DPR during 2004 and the data / test results as obtained earlier are being reproduced
from the DPR prepared earlier fresh investigation at the stage has not been undertaken by the
consultants.
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Final Feasibility Report Feasibility Study for 4- laning of Bakhtiarpur – Begusarai- Khagaria
Vol: I – Main Report section of NH-31 in the State of Bihar
Groundwater
No significant effect on groundwater is expected from construction or operation.
However, construction works should not use the groundwater without prior permission
from the local Ground Water Board.
Surface Water
The main concerns about surface water conditions during construction are related to
construction of piers (as part of bridge construction works), construction or expansion of
culverts, run-off from unprotected slopes, spillage and leakage from storage sites and
machines, and domestic sewage from the temporary camps for workers. To address
these concerns, the following mitigation measures will be adopted
I. No storage for toxic, hazardous, and harmful construction materials (e.g.,asphalt, acidic and caustic substances, and petroleum products) will be near
water bodies. Storage areas will be maintained and checked to avoid leakage
and spillage.
II. To avoid contamination from fuel and lubricants, all vehicle and equipment used
during construction will be properly maintained and refueled. Refueling stations
will be constructed and maintained so as to prevent spillage or leakage of oil.
III. Waste petroleum products will be collected, stored, and sold to registered
collectors.
IV. A sewage system for temporary worker camps will be properly designed, and all
the toilet facilities will be at least pit latrines that are maintained and removed in
accordance to a defined schedule, or temporary treatment will be established in
the construction camps.
V. The slopes of embankments leading to water bodies will be properly designed
so that the contaminants will not enter water bodies and drainage from
construction areas will be filtered at least by vegetative methods.
VI. Surface drainage due to bridge construction will be diverted to avoid disruption
of water flows.
VII. Proper temporary diversion of irrigation channels must be constructed before
any culverts are constructed.
8.6.2 Ecological Environment
8.6.2.1 Flora and Fauna
The land clearing will cut about 8584 trees. To minimize the ecological impact
associated with tree cutting during construction, trees should be replanted as soon as
possible to develop a greenbelt along the roadsides. New trees must be watered often
and therefore will have an impact on the microclimate.
F e a s i b i l i t y S t u d y a n d P r e p a r a t i o n o f D P R f o r 4 / 6 l a n i n g o f s e l e c t e d s t r e t c h e s o f N a t i o n a l H i g h w a y s
D r a f t D e t a i l e d P r o j e c t R e p o r t
u n d e r 1 0 , 0 0 0 k m s ( N H D P P h . I I I ) P r o g r a m m e ( C o n t r a c t P a c k a g e N o . N N / D L 3 / 2 )
V o l u m e – I V - A : E I A R e p o r t
K h a g a r i a – B e g u s a r a i – B a k h t i a r p u r s e c t i o n o f N H - 3 1 i n t h e S t a t e o f
B i h a r
A p p e n d i x - 1
E n v i r o n m e n t a
l M a n a g e m e n t P l a n
E n v i r o n m e n t
a t I s s u e /
C o m p o n e n t
T i m e
F r a m e /
S t a g e
R e m e d i a l M e a s u r e
A p p r o x i m a t e
L o c a t i o n
M i t i g a t i o
n C o s t
I n s t i t u t i o n a l R e s p o n s i b i l i t y
I m p l e m
e n t a t i o n
S u p e r v i s i o n
S o i l
C o n s e r v a t i o n
o f p r o d u c t i v e
l a n d
D e s i g n S t a g e
p r o d u c t i v e a g r i c u l t u r a l a r e a s h a v e b e e n a v o i d e d f o r
p r o v i s i o n o f p r o j e c t r o a d m i n i m i z e t e m p o r a r y
a c q u i s i t i o n o f p r o d u c t i v e a g r i c u l t u r a l l a n d s
T h r o u g h o u t
p r o j e c t
l o c a t i o n
P r o j e c t
p r e p a r a t i o n
c o s t
D e s i g n
C o n s u
l t a n t s
P I U , N H A I
C o n s t r u c t i o n
S t a g e
C o v e r i n g a l l d i s t u r b e d a r e a s i n c l u d i n g b o r r o w a r e a :
T o p d r e s s i n g o f t h e r o a d e m b a n k m e n t s a n d f i l l s l o p e s :
F i l l i n g u p o f t r e e p i t s , i n t h e m e d i a n a n d i n t h e
g r e e n
b u f f e r p r o p o s e d a l o n g t h e p r o j e c t r o a d .
T h r o u g h o u t
p r o j e c t
l o c a t i o n
E n g i n e e r i n
g c o s t
C o n t r a c t o r s
S C , P I U & N H A I
O p e r a t i o n
S t a g e
t h e p o s s i b i l i t y o f c h a n g e i n l a n d - u s e p a t t e r n c a
n n o t b e
r u l e d - o u t a l o n g t h e p r o j e c t c o r r i d o r
l a n d u s e r e g u l a t i o n c o n t r o l s h a v e t o b e a d o p t e d
A l a n d u s e z o n i n g m a y b e p r e p a r e d , u n d e r w h
i c h u p
t o a p a r t i c u l a r d i s t a n c e f r o m t h e p r o j e c t r o a d t h e r e w i l l
n o t b e a n y d e v e l o p m e n t a l l o w e d
A s p e c i a l b o d y i n a s s o c i a t i o n w i t h l o c a l g o v e r n
i n g
b o d i e s w i l l h o l d m e e t i n g s p e r i o d i c a l l y t o c h e c k
t h e
r i b b o n d e v e l o p m e n t a l o n g t h e s e r v i c e r o a d a n d R O W
F e a s i b i l i t y S t u d y a n d P r e p a r a t i o n o f D P R f o r 4 / 6 l a n i n g o f s e l e c t e d s t r e t c h e s o f N a t i o n a l H i g h w a y s
D r a f t D e t a i l e d P r o j e c t R e p o r t
u n d e r 1 0 , 0 0 0 k m s ( N H D P P h . I I I ) P r o g r a m m e ( C o n t r a c t P a c k a g e N o . N N / D L 3 / 2 )
V o l u m e – I V - A : E I A R e p o r t
K h a g a r i a – B e g u s a r a i – B a k h t i a r p u r s e c t i o n o f N H - 3 1 i n t h e S t a t e o f
B i h a r
D r a i n a g e
D e s i g n S t a g e
l o n g i t u d i n a l d r a i n s a r e p r o p o s e d o n e i t h e r s i d e
o f
p r o j e c t r o a d w h i c h w i l l g e t c o n n e c t e d t o t h e e x
i s t i n g
c r o s s d r a i n a g e s t r u c t u r e s
d r a i n s a r e a l s o p r o v i d e d a l o n g t h e e d g e o f
e m b a n k m e n t o n e i t h e r s i d e w h e r e s e r v i c e r o a d i s n o t
p r o v i d e d
P r o j e t c
p r e p e a t i o n
c o s t
D e s i g n
c o s u l t a n t P I U ,
N H A I
C o n s t r u c t i o n
S t a g e
T h e c o n t r a c t o r w i l l r e m o v e o b s t r u c t i o n s t h a t m
a y
c a u s e a n y t e m p o r a r y f l o o d i n g o f l o c a l d r a i n a g e
c h a n n e l s d u r i n g c o n s t r u c t i o n
I n s e c t i o n a l o n g w a t e r c o u r s e s , a n d l o c a t i o n s c
l o s e t o
c r o s s – d r a i n a g e c h a n n e l s , t h e c o n t r a c t o r w i l l e n s u r e
t h a t e a r t h ; s t o n e o r a n y o t h e r c o n s t r u c t i o n m a t e r i a l
s h a l l b e d i s p o s e d o f f i m m e d i a t e l y a t t h e d e s i g n a t e d
l a n d f i l l s i t e s o a s t o a v o i d b l o c k i n g t h e f l o w o f w a t e r
a l o n g t h o s e c h a n n e l s
A l l n e c e s s a r y p r e c a u t i o n s w i l l b e t a k e n t o c o n s t r u c t
t e m p o r a r y o r p e r m a n e n t d e v i c e s t o p r e v e n t f o u n d a t i o n
T h r o u g h o u t
p r o j e c t
c o r r i d o r
E n g i n e e r i n
g c o s t
C o n t r a c t o r s
S C , P I U , N H A I
O p e r a t i o n
s t a g e
T o m a i n t a i n a n e f f i c i e n t s t o r m w a t e r f l o w , t h e r o a d s i d e
d i t c h e s w i l l b e c l e a n e d r e g u l a r l y e s p e c i a l l y p r i o r t o t h e
m o n s o o n s
T h r o u g h o u t
p r o j e c t
c o r r i d o r
L o c a l
G o v t .
b o d i e s , N H A I
N H A I
P r e v e n t i o n o f
W a t e r Q u a l i t y
D e g r a d a t i o n
C o n s t r u c t i o n
S t a g e
c o n s t r u c t i o n w o r k c l o s e t o t h e s t r e a m s o r o t h e
r w a t e r
b o d i e s w i l l b e a v o i d e d , e s p e c i a l l y d u r i n g m o n s
o o n
p e r i o d
A l l w a s t e s a r i s i n g f r o m t h e p r o j e c t w i l l b e d i s p o s e d o f f ,
a s p e r S P C B n o r m s
T h e s l o p e s o f e m b a n k m e n t l e a d i n g t o w a t e r b o d i e s
w i l l b e m o d i f i e d a n d r e - c h a n n e l i s e d s o t h a t
c o n t a m i n a n t s d o n o t e n t e r t h e w a t e r b o d y
T h r o u g h o u t
p r o j e c t
c o r r i d o r
E n g i n e e r i n
g c o s t
C o n t r a c t o r s
S C , P I U , N H A I
A i r A i r Q u a l i t y
D e s i g n S t a g e
T h e c a p a c i t y a u g m e n t a t i o n o f t h e p r o j e c t r o a d
w i l l
o f f e r i m p r o v e d l e v e l o f s e r v i c e r e s u l t i n g i n t o r e
d u c t i o n
o f p o l l u t i o n l o a d d u e t o i d l i n g o f v e h i c l e s
F e a s i b i l i t y S t u d y a n d P r e p a r a t i o n o f D P R f o r 4 / 6 l a n i n g o f s e l e c t e d s t r e t c h e s o f N a t i o n a l H i g h w a y s
D r a f t D e t a i l e d P r o j e c t R e p o r t
u n d e r 1 0 , 0 0 0 k m s ( N H D P P h . I I I ) P r o g r a m m e ( C o n t r a c t P a c k a g e N o . N N / D L 3 / 2 )
V o l u m e – I V - A : E I A R e p o r t
K h a g a r i a – B e g u s a r a i – B a k h t i a r p u r s e c t i o n o f N H - 3 1 i n t h e S t a t e o f
B i h a r
C o n s t r u c t i o n
S t a g e
T h e a s p h a l t p l a n t s , c r u s h e r s a n d t h e b a t c h i n
g p l a n t s
w i l l b e s i t e d a t l e a s t 1 k m
i n t h e d o w n w i n d
d i r e c t i o n
f r o m
t h e
n e a r e s t
h u m a n
s e t t l e m e n t .
V e h i c l e s
d e l i v e r i n g l o o s e a n d f i n e m a t e r i a l s l i k e s a n d
a n d f i n e
a g g r e g a t e s s h a l l b e c o v e r e d t o r e d u c e s p i l l s
o n h a u l
r o a d s
I t s h a l l b e e n s u r e d t h a t t h e d u s t e m i s s i o n s f r o m
t h e
c r u s h e r a n d v i b r a t i n g s c r e e n a t t h e s t o n e q u a r r i e s d o
n o t e x c e e d t h e e m i s s i o n s t a n d a r d s s e t b y
C e n t r a l
P o l l u t i o n C o n t r o l B o a r d .
C o n t r a c t o r
s i t e s
R s . 0 . 0 7 5
m i l l i o n f o r a i r
q u a l i t y
m o n i t e r i n g
p e r c a m p
s i t e
C o n t r a c t o r
S C , P I U , N H A I
O p e r a t i o n
s t a g e
D u r i n g o p e r a t i o n s t a g e o f t h e p r o j e c t , v e h i c u l a
r
e m i s s i o n s o f c r i t i c a l p o l l u t a n t s ( S P M , R S P M , C
O , S O 2
a n d N O x ) w i l l b e m o n i t o r e d
T h e r e s p e c t i v e C o n t r a c t o r s w i l l d o p l a n t a t i o n i n
m e d i a n a n d a v a i l a b l e c l e a r s p a c e i n R o W w
i t h
t e c h n i c a l a s s i s t a n c e f r o m s t a t e f o r e s t d e p a r t m
e n t
T r e e p l a n t a t i o n f o r a t t e n u a t i n g p o l l u t i o n l e v e l s
s h a l l b e
a s p e r t h e p r o p o s e d r o a d l a n d s c a p e p l a n s , w h
i c h
i n c l u d e s s p e c i e s w i t h t h i c k f o l i a g e .
R s . 0 . 0 2
m i l l i o n f o r a i r
q u a l i t y
m a n a g e m e n
t
M o t o
r V e h i c l e
D e p t . , S P C B ,
N H A I
N H A I
N o i s e
N o i s e
D e s i g n
S t a g e
C r i t i c a l l o c a t i o n s h a v e b e e n i d e n t i f i e d w i t h r e s p e
c t t o t h e
n o i s e s t a n d a r d s a n d m i t i g a t i o n m e a s u r e s p r o p o s e d
F e a s i b i l i t y S t u d y a n d P r e p a r a t i o n o f D P R f o r 4 / 6 l a n i n g o f s e l e c t e d s t r e t c h e s o f N a t i o n a l H i g h w a y s
D r a f t D e t a i l e d P r o j e c t R e p o r t
u n d e r 1 0 , 0 0 0 k m s ( N H D P P h . I I I ) P r o g r a m m e ( C o n t r a c t P a c k a g e N o . N N / D L 3 / 2 )
V o l u m e – I V - A : E I A R e p o r t
K h a g a r i a – B e g u s a r a i – B a k h t i a r p u r s e c t i o n o f N H - 3 1 i n t h e S t a t e o f
B i h a r
A n n
e x u r e - 2
M o n i t o r i n g p l a n f o r p e r f o r m a n c e i n d i c a t o r s
Final Feasibility Report Feasibility Study for 4- laning of Bakhtiarpur – Begusarai- Khagaria
Vol: I – Main Report section of NH-31 in the State of Bihar
Table3.1 Measures to Minimize Negative Social Impacts
Criteria Design Approach
Minimization of Tree Loss Eccentric Widening
Displacement of Important Religious Structures Realignment
Displacement of Commercial / Residential Properties Realignment
9.4.2 Summary of measures taken and their impacts in minimizing negative socialimpacts in the project areaTo minimize negative social impacts, the alignment has been fixed in such a way that
there is least impact on the settlements. Efforts have also been made to avoid conflict
with the sensitive structures, like mosque, temples, schools and places of cultural
importance. To achieve this, the alignment has been shifted at various locations to
save residential area of villages, structures, temples, graveyards, mosques, orchards,
community structures, ponds etc.
9.5 Land Estimates and Common Properties
9.5.1 Land Acquisition
Some of the important factors that were kept in mind while designing the alignment of the
project road included minimizing the negative social impact and minimising the cost of the
project. The final alignment that emerged after considering the due objectives needs only
……….. hectares of land acquisition.
9.5.2 Common Properties
There are number of common properties that are likely to be affected due to the project
road, these include police station, temples / mosques etc. Table 9.2 shows the details of such
properties.
Table 9.2 Common Properties Affected due to Project Road
Sl. No. Name of the Properties Number
1 Temple/Mosque 49
2 Community Structure 7
3 Government Structure 11
4 Wells 130
5 Hand Pumps 333
6 Total 530
Source: Primary Survey, 2009
9.6 Details of the Affected Households / Families
‘Household’ has been considered as the basic unit of socio-economic data in the survey
conducted by the consultants, but as the entitlement matrix under the R&R framework of
F e a s i b i l i t y S t u d y f o r 4 - l a n i n g
o f B a k h t i a r p u r – B e g u s a r a i - K h a g a r i a
V o l : I – M a i n R e p o r t
s e c t i o n o f N H - 3 1 i n t h e S t a t e o f B i h a r
T a b l e 9 . 7 : D e t a i l e d E n t i t l e m e n t M a t r i x
S . N o
C a t e g o r y
T y p e
o f
L o s s
U n i t
o f
E n t i t l e m e n t
E n t i t l e m e n t
D e t a i l s
C o m p e n s a t i o n
a t “ r e p l a c e m e n t
c o s t ”
o r
“ a c t u a l m a r k e t
v a l u e ”
1 . I f t h e r e p l a c e m e n t c o s t ( d e t e r m i n e d a s p e r p a r a 5 . 7 . 1 o f t h
e p o l i c y f r a m e w o r k ) i s m o r e
t h a n t h e c o m p e n s a t i o n , a s d e t e r m i n e d b y t h e C o m p e t e n t A u t h o r i t y , t h e n t h e d i f f e r e n c e i s
t o b e p a i d b y t h e p r o j e c t i n t h e f o r m o f “ a s s i s t a n c e ” .
2 . I f t h e r e s i d
u a l p l o t ( s ) i s ( a r e ) n o t v i a b l e , i . e . , l e s s t h a n a v e r a g e l a n d h o l d i n g o f t h e
d i s t r i c t , t h e f o l l o w i n g o p t i o n s w i l l b e g i v e n t o t h e E P .
T h e E P k e e p s t h e r e m a i n i n g l a n d , a n d t h e c o m p e n s a t i o n a n d a s s i s t a n c e i s p a i d t o t h e
E P f o r t h e l a n
d t o b e a c q u i r e d .
C o m p e n s a t i o n a n d “ a s s i s t a n c e ” a r e g i v e n f o r t h e e n t i r e p l o t i n c l u d i n g r e s i d u a l p l o t , i f t h e
o w n e r o f s u c h
l a n d w i s h e s t h a t t h e p r o j e c t a u t h o r i t y s h o u l d a
l s o a c q u i r e h i s r e s i d u a l p l o t .
T h e p r o j e c t a u t h o r i t y w i l l a c q u i r e t h e r e s i d u a l p l o t s o p a i d .
I f E P i s f r o m v u l n e r a b l e g r o u p , c o m p e n s a t i o n f o r t h e e n t i r e l a n d i s b y m e a n s o f l a n d f o r
l a n d i f s o w i s h e d b y E P p r o v i d e d t h a t t h e l a n d o f e q u a l o
r m o r e p r o d u c t i v e v a l u e i s
a v a i l a b l e .
3 . T r a n s i t i o n a
l a l l o w a n c e o f R s . 2 0 0 0 p e r m o n t h f o r 9 m o n t h
s i f t h e r e s i d u a l l a n d i s n o t
v i a b l e ( l e s s t h
a n a v e r a g e d i s t r i c t h o l d i n g o r l a n d a c q u i r e d i s 7
5 % o r m o r e o f t h e t o t a l l a n d
h o l d i n g o f t h e
t i t l e h o l d e r ) o r f o r 3 m o n t h s i f t h e r e s i d u a l l a n d i s
v i a b l e
4 . I n c a s e o f
s e v e r a n c e o f a g r i c u l t u r a l l a n d , a n a d d i t i o n a l g
r a n t o f 1 0 %
o f t h e a m o u n t
p a i d f o r l a n d a c q u i s i t i o n .
5 . A l l f e e s , t a
x e s a n d o t h e r c h a r g e s , a s a p p l i c a b l e u n d e r t h
e r e l e v a n t l a w s , i n c u r r e d i n
t h e r e l o c a t i o n
a n d r e s o u r c e e s t a b l i s h m e n t , a r e t o b e b o r n e b y t h e p r o j e c t .
6 . I f t h e E P b e c o m e s l a n d l e s s o r f a l l s b e l o w t h e P o v e r t y l i n e ,
t h e n :
T r a i n i n g w o u l d b e p r o v i d e d f o r u p - g r a d a t i o n o f s k i l l s @ R s . 1 5 0 0 / = p e r f a m i l y
S u c h E P s w o
u l d b e p r o v i d e d o n e - t i m e E c o n o m i c R e h a b i l i t a t i o n G r a n t @ R s . 3 0 0 0 / = p e r
f a m i l y , i n t h e f o r m o f p r o d u c t i v e a s s e t s
1 B
P r i v a t e
P r o p e r t y
N o n -
a g r i c u l t u r a l
l a n d
a n d
a s s e t s
T i t l e h o l d e r /
o w n e r :
R e s i d e n t i a l
C o m p e n s a t i o n
a t “ r e p l a c e m e n t
c o s t ”
1 . E P w i l l b e
p r o v i d e d r e p l a c e m e n t c o s t o f t h e r e s i d e n t i a l s
t r u c t u r e ( p a r t o r f u l l ) , w h i c h
w i l l b e c a l c u l a t e d a s p e r t h e p r e v a i l i n g b a s i c s c h e d u l e o f
r a t e s w i t h o u t d e p r e c i a t i o n ,
s u b j e c t t o r e
l e v a n t “ q u a l i t y s t a n d a r d s ” o f B S R
a s m a i n t a
i n e d b y G o v e r n m e n t / L o c a l
B o d i e s A u t h o r i t i e s .
2 . C o m p e n s a t i o n f o r t h e l o s s o f r e s i d e n t i a l l a n d w i l l b e p a i d a t r e p l a c e m e n t v a l u e
3 . I f r e p l a c e m
e n t c o s t i s m o r e t h a n t h e c o m p e n s a t i o n ( a s d e
t e r m i n e d b y t h e C o m p e t e n t
A u t h o r i t y ) , t h e
n t h e d i f f e r e n c e i s t o b e p a i d b y t h e p r o j e c t i n t h
e f o r m o f “ a s s i s t a n c e ” .
4 . T r a n s i t i o n a
l a s s i s t a n c e o f R s . 2 0 0 0 p e r m o n t h i n t h e f o r m o
F e a s i b i l i t y S t u d y f o r 4 - l a n i n g
o f B a k h t i a r p u r – B e g u s a r a i - K h a g a r i a
V o l : I – M a i n R e p o r t
s e c t i o n o f N H - 3 1 i n t h e S t a t e o f B i h a r
3 C
S h i f t i n g
B u s i n e s s
M o b i l e a n d
a m b u l a t o r y
v e n d o r s
( K i o s k s )
F a m i l y
T h e y a r e
n o t
e l i g i b l e
f o r
c o m p e n s a t i o n
o r “ a s s i s t a n c e ”
A m b u l a t o r y v e n d o r s l i c e n s e d f o r f i x e d l o c a t i o n s w i l l b e c o n s i d
e r e d a s k i o s k s .
T h e y w i l l r e c e
i v e l u m p s u m s h i f t i n g a s s i s t a n c e o f R s . 2 0 0 0 . 0 0
4 .
C o m m u n i t y
i n f r a s t r u c t u
r e , c o h e s i o n
a n d
a m e n i t i e s
C o m m o n
p r o p e r t y
r e s o u r c e s
C o m m u n i t y
C o n s e r v a t i o n ,
p r o t e c t i o n ,
c o m p e n s a t o r y
r e p l a c e m e n t
E a s i l y r e p l a c e d r e s o u r c e s , s u c h a s c u l t u r a l p r o p e r t i e s w i l l b e c o n s e r v e d ( b y m e a n s o f
s p e c i a l p r o t e c t i o n , r e l o c a t i o n , r e p l a c e m e n t , e t c . ) i n c o n s u l t a t i o n w i t h t h e c o m m u n i t y .
L o s s o f a c c e s s t o f i r e w o o d , e t c . w i l l b e c o m p e n s a t e d b y i n v
o l v i n g t h e c o m m u n i t i e s i n a
s o c i a l f o r e s t r y s c h e m e , i n c o - o r d i n a t i o n w i t h t h e D e p a r t m e n t o f F o r e s t s , w h e r e v e r
p o s s i b l e .
A d e q u a t e s a f e t y m e a s u r e s , p a r t i c u l a r l y f o r p e d e s t r i a n s a n
d c h i l d r e n ; L a n d s c a p i n g o f
c o m m u n i t y c o m m o n a r e a s ; i m p r o v e d d r a i n a g e ; r o a d s i d e r e s t a r e a s , e t c . a r e a l l p r o v i d e d
i n t h e d e s i g n
o f t h e h i g h w a y s .
E m p l o y m e n t o p p o r t u n i t i e s i n t h e p r o j e c t , i f p o s s i b l e .
L o s s o f t r e e s
w i l l b e r e p l a c e d b y c o m p e n s a t o r y a f f o r e s t a t i o n .
4 A
A n y
o t h e r
i m p a c t n o t
y e t i d e n t i f i e d ,
w h e t h e r
l o s s
o f
a s s e t
o r
l i v e l i h o o d
U n f o r e s e e n i m p a c t s w i l l b e d o c u m e n t e d a n d m i t i g a t e d b a s e d o n t h e p r i n c i p l e s a g r e e d