Pre Feasibilty Report - DME

Executive Summary
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
in the State of Bihar on EPC mode
EXECUTIVE SUMMARY
1.0
Overview of NHAIS organization and activities, NHDP programme, project financing & cost
recovery mechanism
1.1
The National Highways Authority of India was constituted by an act of Parliament under
National Highways Authority of India Act, 1988.
1.2
As National Highways comprise about 2% of the total road length in the country and yet
carry over 40% of total traffic, the first and the foremost task mandated to the NHAI is the
implementation of National Highways Development Project (NHDP) - comprising the Golden
Quadrilateral and North-South & East-West Corridors. In addition to the projects under
NHDP, the NHAI is also currently responsible for about 1, 000 km of Highways connecting
major Ports and in addition to National Highways 8A, 24, 6, 45 & 27.
1.3
NHAI has also initiated the development of various National Highways / corridors under
10,000km (NHDP, Phase-III) programme in the country where intensity of traffic has
increased considerably and there is a requirement of augmentation of capacity for safe and
efficient movement of traffic.
2.0
Project description including possible alternative alignments / bypasses and technical / engineering
alternatives
2.1
Consultancy services for Feasibility Study and Detailed Project Report for selected stretches
of National Highways under 10,000km (NHDP, Phase-III) programme for Bakhtiarpur
Begusarai Khagaria section of NH-31 in the state of Bihar (Contract Package No. NN/ DL3/
2) was awarded by the National Highways Authority of India (NHAI) to CRAPHTS Consultants
(I) Pvt. Ltd. In joint venture with EMA Unihorn (I) Pvt. Ltd. and the study commenced on the
27th of October, 2004 (Figure A).
2.2
The consultants had submitted the Final DPR during June, 2010 along the alignment of
project road earlier approved by NHAI (vide letter no NHAI/BOT/26/2004/318 dt
02.08.2005). Subsequently, Govt. of Bihar disagreed with the realignment of project road for
Bakhtiarpur- Barh section and desired to have the realignment for Bakhtiarpur- Mokama
section. Finally, the realignment of Bakhtiarpur Mokama section was approved by Govt. of
Bihar after detailed deliberation which was communicated to us vide letter no,
NHAI/12017/02/BGs/2010/Tech/45 dt. 02.02.2011. The bids for 4-laning project road were
invited during 2011 on BOT (Toll) basis considering the entire stretch of project road under a
single construction package. However, keeping in view of the complexity of the project
CRAPHTS Consultants (I) Pvt. Ltd in joint venture with EMA Unihorn (I) Pvt. Ltd.
Executive Summary
corridor, the project road has now been divided into following three construction packages
(Table -1):
Table-1: Civil Construction Packages
Construction
Packages
Start Chainages
Design
Lengths
(in Km)
44.60 Km.
Existing Chainages
Design Chainages
Package -1
Km. 153.300 to Km
204.741
Km. 153.300 to Km.

197.900
Package -2
Km. 204.741 to Km.

212.891
Km. 197.900 to Km.

206.050
8.150 Km
Package -3
Km. 212.891 to Km.

273.123
Km.206.050 to Km.
266.282
60.232 Km
TOTAL
2.3
Stretch
Realignment / bypass
between Bakhtiarpur &
Mokama
New 4-lane Ganga Bridge
including approaches to
the bridge & ROBs (2 Nos)
Simaria to Khagaria
112.982 Km
The Feasibility Report submitted by the Consultants on the basis of initial surveys and
investigations carried out during preparation of DPR during year 2004. Subsequently the
topographic survey along the revised alignment between Bakhtiarpur to Mokama and traffic
survey was carried out during February, 2011. At present it was desired by the NHAI to carry
out traffic volume survey at one location along the project road (at km. 235 of NH-31). The
traffic survey at km. 166 of NH-31 was not carried out due to reduction in traffic volume on
account of closure of Rajendra Pul for vehicular traffic for repair / rehabilitation as of now.
This Feasibility Report has been prepared on the basis above survey data/ investigation
report available with the Consultants and corresponds to Package - II
Executive Summary
Figure A: Index map of the Project road and Key Plan
Project Road
Executive Summary
Executive Summary
2.4
The project starting from Design Chainage km 197.900. on NH 31 and following a

realignment upto km 206.050 including construction of a new 4-lane road bridge over river
Ganga.
2.5
It has been approved by the Govt. of Bihar/NHAI to adopt the alignment of project road in
the following manner :
4 lane new construction between km 197.900 and km 206.050 including

construction of a new 4-lane road bridge.
2.6
Provision has also been made for a toll plaza having a width of 6 lane per direction.
2.7
The road alignment is almost straight except for some minor horizontal deviations, whereas
in terms of vertical profile, the road is almost level over its entire length except minor local
rise at the river crossing.
2.8
There are two ROBs and one Major Bridge on river Ganga
2.9
The sub-grade soil along the project road is of low to medium plasticity. Further the soaked
CBR values also vary between 2.48 to 10.71. The lower values are indicative of precarious
position of sub-grade soil strength and great care has to be exercised in design of pavement
(taking into account the other related factors such as BBD Test results, Roughness Values and
Axle Load Impact besides the Sub-grade Soil Strength and physiological characteristics).
2.10
Quantities of aggregate, which may be used in work are available in abundance in

Sheikhpura, Jamalpur, Karhagola, Manpur, Karwandia / Tarachandi, Kadwa, Lengura, Gaira,
Ambadag, Chutupalu and pakur quarries. However, Pakur quarry has been considered for
procurement of materials for GSB, WBM, DBM and BC works. Coarse sand in large quantities
to serve the requirement of this project road is available from Ganga river bed and Kiul sand
is available at Kiul sand quarry, Lakhisarai. Mooram is available at Rajgir.
2.11
A large number of brick kilns are available within a lead of 15-20 km from the project road.
Since the proposed construction to a large extent would consist of RCC works (other than
flexible pavements), the requirement of bricks will generally be less.
2.12
Cement of almost all-acceptable brands is locally and readily available at Patna. Cement
conforming to ISI specifications and approved by DGS & D can very easily be procured locally.
Executive Summary
2.13
SAIL, the primary and authenticate sources of steel, has branches at all important locations
all over India including Bihar. Steel is also being manufactured locally as per ISI specifications
under different names, which can be purchased after necessary testing.
2.14
The regional sales officers of IOC and HPC were contacted with regard to procurement of
Bitumen and Bituminous Products for use on the project road. It was revealed that all the
requirements of Bitumen and Bituminous Products could be met with from the Barauni
Refinery, which lies very close to the project road.
2.15
Considering the need for access to adjoining properties as also to neighbouring areas (as also
the available ROW) and keeping in view the efficiency of traffic circulation at frequently
occurring road intersections provision of service road has been considered necessary.
2.16
Culverts and other CD structures will have to be extended in order to accommodate the
widened cross section of the total carriageway, wherever existing alignment is being used as
a part of project corridor.
Socio - economic profile

3.1
The project road lies in the three districts, located in the state of Bihar, which is situated in
the eastern part of India. Situated along the fertile Gangetic plane, the state occupies an area
of 173,877 sq. km.. However, Nalanda District is very near to the project road and therefore
data related to socio economic profile for District Nalanda has also been collected and
presented.
3.2
The total population of the state as per the 2001 census is 82,878,796. The growth of
population in the 1991-2001 decade has gone up to 28.43 percent, from a figure of 23.54
percent in the previous decade. Table 1 shows the Details of population w.r.t State / District.
Sl No.
1
2
3
4
5
3.3
Table 1: Details of population w.r.t State / District

State / District
Bihar
Patna
Begusarai
Nalanda
Khagaria
Population
82,878,796
4,709,851
2,342,989
2,368,327
1,276,677
As per the 2001 census the district of Bihar have a high population density, apart from the
district of Khagaria, rest of the districts have a population density in excess of 1000 persons
per sq. km. Mark. The population density of Khagaria (859) is much more close to that of the
Executive Summary
district of Bihar (880). It is also clear from the said table that apart from the district of
Nalanda the rest of the districts including the state of Bihar have witnessed a steep increase
in the population density in the year 2001 from the corresponding figures in 1991.
3.4
The districts of Bihar have a substantial amount of population coming from backward class,
about 32.76% of the total population of the district constituted of Schedule Castes and
Schedule Tribes.
3.5
The census of India data revels that sex ratio in the projects district and the state of Bihar
districts are improving; though at a slow place. The district of Khagaria has witnessed the
highest rate of change of sex ratio (Females per thousand Males) reaching to a figure of 890
in 2001 from a figure of 868 in 1991.
3.6
The project districts of Bihar are predominantly a rural areas, which gets reflected in its low
to moderate literacy rate, the same is also reflected in the sate average. Apart from the
District of Patna and Nalanda the rest of the project districts including the state itself has
more then 50% population as illiterates. However, the literacy level has improved in the year
2001 compared to the corresponding figures of 1991.
3.7
The amenities and services in terms of schools (primary/secondary/higher secondary

schools), Colleges, poly techniques and other health centres such as hospitals and
dispensaries are available to some extent within state of Bihar and various project districts.
4.0
Survey and Investigation

4.1 Right of way
The details of road land available and assigned ROW over various segments are given in Table 2.
The Details of Proposed ROW is given in Table 3. The ROW is quite well defined through urban
settlements. The road side appears open through semi urban and rural areas though, the isolated
structures along such segments clearly define the ROW.
Table 2: Details of Existing Right-of-way
S. No.
Stretches of Project Road
ROW
1.
Mokama bypass
90m
2.
Mokama bypass Begusarai
30m
Table 3: Details of Proposed ROW

S.No.
1
Design Chainage
From KM 197.900 to KM 206.050
Proposed ROW (m)

60
Executive Summary
4.2
Land Acquisition
The land acquisition details for the project works out as given (Table 4) below:Table 4: Land acquisition details
Chainage
Name Of
District
From
Patna
To
197900
Length
PROW/EROW
8150
90/60
206050
Total Land
58.6825
Remark
New Four lane Ganga
Bridge and its
approaches
58.6825
Available Land
0.0000
Land To be acquired
4.3
Hec.
58.6825
3 D Published
Intersections/Junctions
There are 2 major junctions at its intersection on the project stretch.
4.4
Railway Crossing
The railway crossings exists at km 154.025 ( Bakhtiarpur ) Rajgir rail line, km 201.550 Howrah-Baruani
Railway Line, and km 202.315 ROB cum Flyover on Patna-Howrah Railway Line. The details of ROBs
are presented in Table 6.
Table 6: Details of ROB/RUB on projected Road
4.5
S.No.
Location
ROB/RUB
Design
Chainage
(KM)
Name of
Crossing
Proposed
Span
Arrangement
Hathidah
ROB
201.550
3x25
Hathidah
ROB cum
Flyover
202.315
HowrahBaruani
Railway Line
Patna-Howrah
Railway Line
6x30
Cross Sections
The Project Highway shall be widened to four lane dual carriageways of 7.25m wide carriageway with
the kerb Shyness of 0.25m and paved shoulder of 1.5m and earthen shoulder of 2.0 m width and 4.0m
wide median. The service road of carriageway width of 7.5 m is also proposed at selected locations.
The following typical cross sections are proposed for the widening / new construction of existing
project highway. These typical cross sections are summarized below:
Executive Summary
The locations of different types of road cross sections which shall be followed along the project
corridor are given in Table 7.
Table 7: Details of Typical Cross-Sections
Sl. No
Location (km to km)
From KM 197.900 to KM 206.100
Width (m)
60
Typical cross section (Ref.

to Manual)
Type - A
5.0 Proposed approach and methodology

5.1
The general approach of the consultants is to comprehensively address the various issues
involved, to carry out all the field and design office activities as set out in the T.O.R. and
finally, to develop economically and financially viable improvement proposals satisfying the
objectives of the project.
6.0 Traffic surveys and analysis

The traffic volume survey for 7 continuous days was carried out at mid-block locations of the project
road initially during preparation of DPR in December, 2004. The revalidation of data was done by
carrying out fresh traffic volume survey during February, 2011. It was once again desired that fresh
traffic volume survey be carried out at km. 235 of NH-31during the currency of restructuring of this
project. The traffic survey was not carried out at km. 166 on account of closure of Rajendra Pul for
vehicular traffic for repair/ rehabilitation of the bridge. Accordingly the Consultants have carried out
the traffic volume survey during 2nd week of May, 2014 at km. 235 of project road. Table -8 gives
traffic volume characteristics along the project road during different reference years.
Traffic Projections
The traffic volume figures obtained on the basis of traffic survey recently carried out by the
Consultants do not represent the actual traffic characteristics for the project road as closure of
Rajendra Pul for vehicular traffic has diverted the traffic beyond the immediate influence area of the
project road. Keeping this in view the ADT obtained on the basis of traffic survey carried out during
February, 2011 has been considered as the base year traffic. The traffic growth rate of 5% per annum
(compound) has been considered for projection of traffic. The projected traffic (at 5 years interval)
has been summarized in Table -9.
Executive Summary
Table 8 : Traffic Volume Characteristics during Deferent Years (Average Daily Traffic
10
Executive Summary
Table -9: Projected Traffic (ADT in Vehicle & PCUs)

Sl.
No.
7.0
year
Km. 166
Traffic liable to
pay toll
Km. 240
Total Traffic
Volume
Traffic liable to pay

toll
Total Traffic
Volume
Vehicle
PCU
Vehicle
PCU
Vehicle
PCU
Vehicle
PCU
2014
8476
18773
13658
23841
12134
25959
19949
30097
2019
10818
23960
17431
30428
15487
33130
25461
38412
2024
13807
30580
22247
38835
19765
42284
32495
49025
2029
17621
39028
28393
49564
25226
53966
41473
62570
2034
22490
49811
36238
63258
32196
68876
52932
79857
Pavement
The Pavement composition has been designed for a life of 15 years. The minimum
composition of the new flexible pavement/widening portion shall be as shown in Table 10.
Any additional thickness in the Design over that indicated in the Bidding document shall not
constitute a change in scope of work, nor qualify for a variation order.
Table 10: Pavement layer thickness (in mm) for New Construction and Widening Portion
Bituminous Concrete (BC)
Dense Bituminous Macadam (DBM)
165mm
Wet Mix Macadam (WMM)
250mm
Granular sub-base (GSB)
230mm
Total
8.0
50mm
695mm
Environmental Impact Assessment

It reviews the existing legislation, institutions and policies relevant to the Environmental Impact
Assessment at the National and State levels and clearance requirements for the project at various
stages of the project have been identified. The environmental clearance has been obtained from
MOEF, Govt. of India
9.0 Resettlement & Rehabilitation Action Plan

It deals with Resettlement & Rehabilitation Action Plan. This follows from the social impact assessment
carried out to determine magnitude of potential and actual impacts due the 4-laning project, and
ensure that adequate social safeguards are in place to mitigate adverse impacts on project affected
population confirming to Government of India guidelines on implementation of the National Policy on
11
Executive Summary
Resettlement. The R&R budget for the widening of existing road includes the cost of land, replacement
cost for religious and community structures, and R&R assistance to people.
10.0
Highway safety & traffic management plan

It describes the highway safety & traffic management plan during the planning, design, construction &
operation stage of the project road.
12
Final Feasibility Report

Vol: I Main Report
Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria

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
Kmslength.
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

Vol: I Main Report

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 of
India. 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
NHAI

Vol: I Main Report

business, poverty alleviation and economic growth of the country. Advantages of providing
well developed network of highways are as follows:
Savings in vehicle operating costs by reduced fuel consumption and maintenance costs
Travel time saving by faster and comfortable journeys
Safer travel
Benefits to trade especially in movement of perishable1 goods

Reduce demographic shift to urban areas
Poverty alleviation and all round development of areas
NHDPs focus is on developing International standard roads with facilities for
uninterrupted flow of traffic with:
Enhanced safety features
Better Riding Surface.
Better Road Geometry
Better Traffic Management and Noticeable Signage.
Divided carriageways and Service roads
Grade separators
Over bridges and Underpasses
Bypasses
Wayside amenities
National Highways Development Project is being implemented in 6 phases, which are
described briefly as under:
NHDP Phase I : NHDP Phase I was approved by Cabinet Committee on Economic Affairs
(CCEA) in December 2000 at an estimated cost of Rs.30,000 crores comprises mostly of GQ
(5,846 km) and NS-EW Corridor (981km), port connectivity (356 km) and others (315 km).
Consulting Engineers Group Ltd, Jaipur (Volume I: Main Report) 1-6 October -2010
Feasibility Study Report of Rehabilitation and Upgrading to Four Laning with Final Feasibility
Report Paved Shoulder Configuration of Gwalior-Dewas Section of NH-3 in the State of MP
Package II: Shivpuri to Dewas.
NHDP Phase II : NHDP Phase II was approved by CCEA in December 2003 at an estimated
cost of Rs.34,339 crores (2002 prices) comprises mostly NS-EW Corridor (6,161 km) and
other National Highways of 486 km length, the total length being 6,647 km.
NHAI

Vol: I Main Report

NHDP Phase-III: In March 2005, Government approved upgradation and 4 laning of 4,035
km of National Highways on BOT basis at an estimated cost of Rs. 22,207 crores (2004
prices). Again in April 2007, Government approved upgradation and 4 laning of Natioanl
Highways of appx length of 8074 km at an estimated cost of Rs. 54,339 crores.
NHDP Phase IV: The government is considering widening 20,000 km of highway that were
not part of Phase I, II, or III. Phase IV will convert existing single lane highways into two lanes
with paved shoulders. The estimated cost for the phase is 28000 Rs crore.
NHDP Phase V: In October 2006 CCEA has approved six laning of 6,500 km of existing 4
lane highways under NHDP Phase V (on DBFO basis). Six laning of 6,500 km includes 5,700
km of GQ and other stretches.
NHDP Phase VI: In November 2006 CCEA also stamped approval for 1000 km of
expressways at an estimated cost of Rs. 16680 crores.
NHDP Phase VII: This phase calls for improvements to city road networks by adding ring
roads to enable easier connectivity with national highways to important cities. In addition,
improvements will be made to stretches of national highways that require additional flyovers
and bypasses given population and housing growth along the highways and increasing traffic.
The government has not yet identified a firm investment plan for this phase. The 19-km long
Chennai PortMaduravoyal Elevated Expressway is being executed under this phase.
1.6
FINANCE MECHANISMS
NHAI proposes to finance its projects by a host of financing mechanisms. Some of them
are
as follows:
1.6.1. The Government of India- Budgetary Allocation

In a historic decision, the Government of India introduced a Cess on both Petrol and Diesel.
This amount at that time (at 1999 prices) came to a total of approximately Rs. 2,000 crores
per annum. Further, Parliament decreed that the fund so collected were to be put aside in a
Central Road Fund (CRF) for exclusive utilization for the development of a modern road
network. The developmental work that it could be tapped to fund, and the agencies to which it
was available were clearly defined as:
Construction and Maintenance of State Highways by State Governments.
Development of Rural Roads by State Governments
Construction of Rail over- bridges by Indian Railways
Construction and Maintenance of National Highways by NHDP and Ministry of Road
Transport & Highway Currently, The Cess contributes between Rs 5 to 6 Thousands
crores per annum towards NHDP.
NHAI

Vol: I Main Report

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 utility
removal. Right of way (ROW) to be made available to concessionaires free from all
encumbrances.
NHAI / GOI to provide capital grant up to 40% of project cost to enhance viability on a
case to case basis
100% tax exemption for 5 years and 30% relief for next 5 years, which may be availed of
in 20 years.
Concession period allowed up to 30 years and during this period, concessionaire will
collect 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.
NHAI

Vol: I Main Report

PROJECT DESCRIPTION, INCLUDING POSSIBLE

ALTERNATIVE ALIGNMENTS/BYPASSES AND
TECHNICAL / ENGINEERING ALTERNATIVES
2.1
2.0
Background
The Ministry of Road Transport & Highways (MORT&H), Govt. of India, has decided to
take up the development of various National Highways, stretches / Corridors under
10,000 km ( NHDP Phase III ) programme in the country where intensity of traffic has
increased significantly and there is requirement of augmentation of capacity for safe and
efficient movement of traffic. Under the current phase, six selected stretches / corridors
have to be developed in the state of Bihar either through public-private partnership (PPP)
basis or its own budgetary sources including loans from ADB or World Bank etc. NHAI
has accordingly taken up project preparation of these six stretches / corridors of existing
National Highways passing through Bihar. In the earlier study Bakhtiarpur - Begusarai
Khagaria section of NH - 31 (km 154.400 to km 270.000). The present report deals with
the modified alignment of Bakhtiarpur Begusarai Khagaria section of NH - 31 (km
153.300 to km 266.282), including Mokama bypass and Mokama Bridge (Rajindra Pul
across River Ganga) which included realignment of BakhtiarpurMokama section of NH31 as per the realignment proposal approved by Govt. of Bihar (Copy of the letter placed
at the end of the report). Figure 2.1 shows the project road in the regional context.
Alignment of the project road
The consultants had submitted the Final DPR during June, 2010 along the alignment of
project road earlier approved by NHAI (vide letter no NHAI/BOT/26/2004/318 dt
02.08.2005). Subsequently, Govt. of Bihar disagreed with the realignment of project road
for Bakhtiarpur- Barh section and desired to have the realignment for BakhtiarpurMokama section. Finally, the realignment of Bakhtiarpur Mokama section was approved
by Govt. of Bihar after detailed deliberation which was communicated to us vide letter no,
NHAI/12017/02/BGs/2010/Tech/45 dt. 02.02.2011. The bids for 4-laning project road
were invited during 2011 on BOT (Toll) basis considering the entire stretch of project road
under a single construction package. However, keeping in view of the complexity of the
project corridor, the project road has now been divided into following three construction
packages (Table -1):
NHAI

Vol: I Main Report

Table-1: Civil Construction Packages

Construction
Packages
Start Chainages
Design
Lengths
(in Km)
44.60 Km.
Existing Chainages
Design Chainages
Package -1
Km. 153.300 to Km
204.741
Km. 153.300 to Km.

197.900
Package -2
Km. 204.741 to Km.

212.891
Km. 197.900 to Km.

206.050
8.150 Km
Package -3
Km. 212.891 to Km.

273.123
Km.206.050 to Km.
266.282
60.232 Km
TOTAL
Stretch
Realignment / bypass
between Bakhtiarpur &
Mokama
New 4-lane Ganga
Bridge
including
approaches
to
the
bridge & ROBs (2 Nos)
Simaria to Khagaria
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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The alignment of NH 31, under this package, starts from Bakhtiarpur at Km.153.300 and
ends at Khagaria at Km. 266.282 (Design Chainage) against the existing Chainage of Km
270.000. Accordingly the design length of the project road works out to be Km 112.982.
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Vol: I Main Report

Figure 2.1: Index map of the Project road
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Figure 2.2 Key Plan showing different districts through which project road traverses

Vol: I Main Report

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 of
NH31. 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
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Vol: I Main Report

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 and
minimum 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.
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A maximum wind speed of 148 km/hr was recorded during June 2004 followed by
130km/hr during month of November, 2004.
2.4
Alignment 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
Existing 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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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 the
distance 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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intersections along the corridor. What could be opined at this stage is that, such separate
bypasses will not really provide a long term solution.
Under the given circumstances, while the present alignment is important as a link for
connecting the urban areas primarily as satellite towns to Patna, it is not so relevant for
the long haul heavy traffic. In fact segregation between long haul and short haul traffic
would be more than welcome in the present case.
It has been mentioned elsewhere in this report that the existing NH 31 does not really
behave as a national highway in terms of L.O.S. Before proceeding to work on a
widening scheme, it becomes imperative in the present case to examine the extent of
difficulty that would be faced in widening this road.
Figure 2.3 shows the existing
alignment of Bakhtiarpur Begusarai Khagaria section of NH31 in the form of a key

plan.
2.4.2
Right of way
The right of way (ROW) of the existing road, as per Khasra Maps available, varies
between 20m and 90m over different segments. And the proposed ROW in this stretch is
varies from 45 m - 90 m. It is 20m over the stretch between Bakhtiarpur and Barh. It is
22m between Barh and Mokama. Mokama Bypass has a ROW of 90m. It again goes
down to 30m between Mokama and Begusarai. Beyond Begusarai and, up to Khagria,
the ROW has a consistent 60m width. The details of road land available and assigned
ROW over various segments are given in Table 2.2. And for the proposed alignment the
ROW over various segments are given in Table 2.3. The ROW is quite well defined
through urban settlements. The road side appears open through semi urban and rural
areas though, the isolated structures along such segments clearly define the ROW.
Table 2.2: Details of Existing right-of-way
Sl.
Stretches of project road
ROW
1.
Bakhtiarpur Barh
20m
2.
Barh Mokama
22m
3.
Mokama bypass
90 m
4.
Mokama bypass Begusarai
30m
5.
Begusarai Balliya
60m
6.
Balliya Khagaria
60m
No.
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Table 2.3: Details of Proposed ROW

S.No.
1
2
3
4
5
2.4.3
Design Chainage
From KM 153.00 to KM 191.700
From KM 191.700 to KM 197.900
From KM 197.900 to KM 206.100
From KM 206.100 to KM 212.950
From KM 212.950 to KM 266.282
Proposed ROW (m)

60
90
60
45
60
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 with
NH31. 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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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 existing
road 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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It may also be noted in this context that the Bakhtiyarpur Barh and Barh Mokama
sections give an impression of 22m road land being available consistently. ROW of 60m
cannot be thought of over this section without pulling down two rows of structures on
either side of the road. Plates 2.1 - 2.2 shows the flag posted at 30m from the center line
of the existing carriageway on LHS and RHS respectively. Pulling down structures
(including innumerable religious structures and the residences of the high and mighty)
may not be impossible but would certainly be an onus that would be met with great
resistance at the social and political levels.
Through the township of Barh itself, there is absolutely no scope of widening the project
road that has large number of private properties alongside. The urban areas will have to
be necessarily skirted around. The progression of this would then give rise to a bypass
every 15 kms. of the project road. And even, so called open areas do not really allow a
road land more than 22m wide in any consistent manner.
Beyond Mokama, the road could be widened only towards the right over a distance of 8
kms. after which it would again become very difficult, due to presence of intense
residential and commercial activities on either side of the road till it reaches the township
of Begusarai. It is only after Begusarai that the road land looks up to a full width of 60m
though the same is again interrupted through Balliya. A stretch of 2 kms proves to be
critical here. But by and large, it may be possible to widen the road through Balliya also.
Beyond Balliya, the existing alignment offers good scope for widening. The proposal of
widening the existing alignment, when examined with engineering considerations reveals
that the existing carriageway will have to be reconstructed for the entire length. The
nature of degradation along this stretch of project road is too severe to be compensated
by simple overlay. Over the Bakhtiyarpur Barh Mokama (upto the point of take off of
Mokama bypass) section concentric widening of the existing road will be the only
possibility, if at all. Under this, the present carriageway will have to be sacrificed anyway.
However, from the take off point of Mokama bypass upto Khagaria, widening has to be
eccentric on the R.H.S. The widening will have to come to the R.H.S. mainly because of
the presence of the railway tracks on the L.H.S. There are short segments as well where
concentric widening could still be attempted. Mokama bypass itself will permit widening
only towards R.H.S and the additional bridge across R. Ganga has to come on the right
hand side (east) at a distance of 480m from existing bridge towards southern side of
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existing bridge beyond transmission tower line. In any case the existing pavement will
have to be reconstructed.
After crossing the bridge, the widened alignment will hit upon important establishments
like the thermal power station etc. Obviously, the alignment will have to deviate further
right in this case. This condition would continue till one crosses the Begusarai township.
The point to be noted here is that for entire stretch widening of the existing corridor will
actually mean construction of a new divided four lane carriageway. The existing road
does not have much of salvage value either. For the Balliya Khagaria section, widening
will have to be on the R.H.S. (including widening of Burhi Gandak Bridge).
In the instant case, socio-economic considerations (and these are never divorced from
political considerations) appear to be the most important ones. NH 31 has ribbon
developments all along. Transverse sprawl is observed only at urban areas. Widening
would not only hit the people settled alongside, it would hit them hard. Even assuming a
low average linear density of 20 families for every 100m of road length (counted as 2 x
100m considering both sides), the townships of Bakhtiyarpur and Barh would see a
minimum of 2000 families needing rehabilitation. Relocating so many houses, institutions,
religious structures and families itself will be a gigantic task. The intervening road
segment will add almost an equal number of families being affected. But for a project of
this magnitude, R&R considerations would, most certainly rule supreme (besides being
costly). The large number of religious structures that are to be affected may give rise to
problems of a different nature. Even otherwise, widening of the project road upto
Begusarai would result in massive erosion of social values, economic activities and
emotional relevance. The Mokama bypass will be the singular exception to this. But it
comes as an intermediate link and cannot therefore, be considered in isolation for
planning. The foregoing clearly brings out the fact that widening NH 31 along its existing
alignment is going to be a painful process.
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Plate 2.1 : The flag shows a point 30m from the center line of the
carriageway on LHS
2.4.5
Plate 2.2 : The flag shows a point 30m from the center line of the
carriageway on RHS
Alternative alignment options
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From a study of the extent of degradation that the existing alignment seems to have
suffered, it is seen that barring the Mokama Bypass and the stretch between Km235 and
Km 270, the rest cannot be used as a part of alignment. In any case the entire stretch of
existing alignment of project road will come under total reconstruction.
As already
mentioned, the existing failed portions of pavement hint at subgrade failures at most of
the locations and, it may finally be necessary to construct the pavements along this
stretch. Even more importantly, almost the entire reach of the degraded portion of the
existing corridor has ROW varying between 20m and 30m. This stretch also has the
important urban areas of Bakhtiarpur, Berhna (Barh) and Begusarai. The Master Plan for
Begusarai identifies the existing alignment of NH31 primarily as a major commercial
street. Widening of the corridor through these urban areas would be impossible under
the given context. Besides, the traffic will never be able to reach the contemplated design
speed because of inevitable incidence of local traffic. Having elevated corridors through
such areas could be an option but then, that too is fraught with the constraint of paucity of
road land (ROW) that would preclude the possibility for provision of surface level road for
meeting the demands of local traffic. Even if an effort is made to utilize the existing ROW
for widening the existing corridor to 4 lanes, it would be impossible to provide proper
service roads for the movement of local traffic and, that would rob the corridor of its
professed character of being an access controlled corridor. In the given socio political
context, land acquisition over the existing corridor is going to be very difficult indeed,
besides being very costly.
Such considerations lead to the option of finding an alternative alignment for the project
road. The problem could be, at least theoretically, handled in two different ways namely,
through the provision of separate bypasses to each urban centre enroute or, finding a
bypass alignment that avoids all the trouble spots in a comprehensive fashion. While
considering separate bypasses around each urban area, it is seen that the distance
between two urban areas works out as 15 Kms. on an average. Each urban area itself
extends through nearly 3kms 5 Kms along the existing alignment. From planning point
of view this is not a desirable solution as the bypasses, under this option will increase the
aggregate corridor length considerably. These will also invite extension of urban areas
with consequent erosion in corridor character (becoming local streets sooner than later).
This option will also unnecessarily increase the number of intersections along the
corridor. What could be opined at this stage is that, such separate bypasses will not really
provide a long term solution.
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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 Ganga
and 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.
Alternative alignment options
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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Initially during the Inception and feasibility stage the consultants had examined three
alternative alignments as shown in Figure 2.5 and Table 2.4:Table 2.4: Suggested alternative alignments by the Consultants in the Earlier
Sl.
No.
Criteria for
Comparison
Length of the
project road
Existing
Alignment of
NH31
Alt-I (with
bypass)
Alt-II (with
bypass)
Alt-III (with
bypass)
-128 kms. from

Harnaut along
NH30A
-111 kms. from

Harnaut along
NH30A
-108 kms. from

Harnaut along
NH30A
- 139 kms. from

Bakhtiyarpur on
NH-31
km. 144.400 on
NH31
-122 kms. from

Bakhtiyarpur on
NH31
km. 144.400 on
NH31
-119 kms. from

Bakhtiyarpur on
NH31
km. 144.400 on
NH31
km. 173.00 on
NH31 to further
proceed to km.
270.00 of NH31
km. 198.00 of
NH31 to further
proceed to km.
270.00 of NH31
km. 235.00 of
NH31 to further
proceed to km.
270.00 of NH31
440 lane kms.

considering
bypasses
around urban
areas enroute
488 lane kms

considering
bypass around
one urban area
416 lane kms.

considering
bypass around
two urban
areas
376 lane kms

considering
bypass to urban
areas except
Balliya.
120 kms.
2.
Chainage at
take off point
km. 153.800 on
NH31
3.
Chainage at
meeting point
with NH31
km. 270.00 on
NH31
4.
Length of
project road
for new
construction
Crossing
facility over R.
Ganga
Additional 2
lane bridge
across R.
Ganga
Additional 2
lane bridge
across R.
Ganga
Additional 2
lane bridge
across R.
Ganga
Additional 2 lane
bridge across R.
Ganga
Total number
of river / canal
crossings to
be constructed
(in addition to
item 5)
1 No. across R.
Budhi Gandak
1 No. across R.
Budhi Gandak
and 1 No. canal
crossing
1 No. across R.
Budhi Gandak
and 2 Nos.
canal crossings
1 No. across R.
Budhi Gandak
and 2 Nos. canal
crossings
2 Nos. 4 lane
ROBs and 2
Nos. 2 lane
ROBs
1 No. 4 lane
ROB and 1 No.
2 lane ROB
1 No. 4 lane
ROB and 1 No. 2
lane ROB
NHAI
Total number
of ROB/RUB
to be
constructed
across railway
tracks
2 Nos. 2 lane
ROBs

Vol: I Main Report
Extent of land
acquisition
required with
L.A. Cost

285.60 ha. At a
total cost of Rs.
138.60 crores
300.40 ha. At a
total cost of Rs.
122.11 crores
326.20 ha. at a
total cost of Rs.
66.32 crores
363 ha. at a total

cost of 26.89
crores.
Additional
severance
effect for
25kms. of new
road through
agricultural
land.
Additional
severance effect
for 45 kms. of
new road
through
agricultural land
Severance
effect
No additional
severance
effect
No additional
severance
effect
10
R & R issues
Large scale
displacements
of people and
properties with
very serious
socio-political
repercussions
Large scale
displacements
of people and
properties with
very serious
socio-political
repercussions
R & R issues
are less critical
with moderate
socio-political
repercussions
R & R issues
almost totally
mitigated.
11
Relevance to
on-going
project of
NHAI
Can connect
Bakhtiyarpur
onNH30. Entire
length of
existing road
could be
utilised.
Can connect
Bakhtiyarpur on
NH31 and/or,
km. 204 on
NH30 along
NH30A.
Can connect
Bakhtiyarpur on
NH31 and/or,
km. 204 on
NH30 along
NH30A.
Can connect
Bakhtiyarpur on
NH31 and/or,
km. 204 on
NH30 along
NH30A.
-Rs. 1357
crores (with 29
kms. of rigid
pavement)
-Rs. 1200
crores (with 40
kms. of rigid
pavement)
-Rs. 1160 crores

(with 40 kms. of
rigid pvement)
-Rs. 1242
crores (with
flexible
pavement only)
-Rs. 1040
crores (with
flexible
pavement only)
12
Preliminary
project cost
including LA
cost
Rs. 1180 crores
-Rs. 1000 crores

(with flexible
pavement only)
NHAI

Vol: I Main Report
13

Special
remarks, if any
Utilisation of the
existing road
will not only be
a costly
proposition, it is
likely to be an
impossible
proposition,
considering the
extent of
displacement
that it would
cause and the
degree of
resistance that
it would meet
with at all
levels.
This has very

similar demerits
as anticipated in
utilisation of the
existing road.
Besides this is a
costlier
proposal.
This option is
better than
Alternative I but
it cannot solve
the problems
encountered at
Begusarai.
Solving the
problems of
Begusarai in an
isolated
manner will
escalate the
cost further by
Rs. 40 crores.
This is the most

comprehensive
and economical
solution (even
with 40 kms of
rigid pavement).
R & R issues are
greatly resolved
in this option.
This Alternative
is thus,
recommended
for 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 (Plate
2.3 & 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
NHAI

Vol: I Main Report

Plate 2.3 : NH-30A- 2 kms. in advance of Saksohara
Plate 2.4 : NH-30A- taking off from Harnaut
NHAI

Vol: I Main Report

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 Feasibility 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 Fesibility

Report:-
NHAI

Vol: I Main Report

The consultants after submission of the draft feasibility report made presentations on the
submitted draft feasibility and the suggestion of consultant for the alternative III, joining
Harnaut to Km 235 on NH 31 and then following the existing alignment of NH 31 from Km
235 to Km 270, was discussed in detail in various meetings and discussions held at
NHAI. While the consultants suggestion to bypass Begusarai by providing a new
alignment from the northern side of the bridge over River Ganga at Km 213.50 to Km 235
on NH 31 along Gupta Bund was accepted by NHAI but reservations were expressed in
realignment in the portion from Harnaut to Mokama Bypass considering many issues
related to local parameters including that the alignment from Harnaut is actually related to
improving / four laning of NH 30A where as the present project is related to NH 31. NHAI
desired the consultants to examine two options for the stretch from Bakhtiarpur to Km
213.50 (as NHAI accepted the proposal of consultant from Km 213.50 to Km 235 through
Gupta Bund to by pass Begusarai and then following the alignment NH 31 from Km 235
to 270 ) namely :-
a. Option A Widening of the existing corridor of NH 31 from Bakhtiarpur at

Km 154.40 to Km 167.2 at the starting of Barh township and providing a new
4 lane realigned corridor from Km 167.2 moving south ward through
agricultural fields, by passing Barh, to join NH 30A near Bernah and further
traversing northward to meet NH 31 at Km 172.7 beyond Barh township.
b. Option B Providing a new 4 lane realigned corridor starting from Km

153.30 on NH 31 (1100 meter south of Bakhtiarpur intersection) and then
traversing eastward somewhat parallel to the existing NH 31 but on the
southern side of the railway line and then intersecting NH 30 A near Bernah
to join further to NH 31 at Km 172.7 beyond Barh township.
It was agreed at the discussion that for both these options, the alignment between Km
172.7 and Km 270 of NH 31 would follow the route namely:
Km 172.7 to Km 205.50 along the existing corridor to be widened to 4 lanes
2 lane new construction between km 205.50 and km 213.50 as a one way

corridor parallel to the existing alignment and south of it.
A new 4 lane corridor along Gupta Bund between km 213.50 and km 235.00
of NH 31. ( Length 18.00 Km approx )
4 laning of existing corridor between Km 235.00 and Km 270.00 of NH 31
NHAI

Vol: I Main Report

Accordingly, both the options have been examined by the consultants. Figure 2.6 shows
option A and Option B in the form of an index plan. It was seen that widening along the
existing alignment through Bakhtiarpur (Option A ), will necessitate demolition of a large
number of buildings and religious structures besides felling of a large number of trees.
This will also have serious socio-economic and socio-legal implications that are not
directly reflected in the land acquisition cost at this stage.
A survey was conducted from Bakhtiarpur at km 154.4 to km 167.2 on NH-31 and strip
plans showing the likely affected structures / buildings from the edge of the carriage way
have been prepared.
A comparison between Option A and Option B is given below in Table 2.5.
Table 2.5: Comparison between Option A and Option B
Sl.
No.
Criteria for Comparison
Option A
Start Chainage
Km. 154.40 on NH31
End Chainage
Km. 270.00 on NH31
Bypass start chainage
Km.
167.20
Bypass)
Bypass end chainage
Km. 172.7 (Barh Bypass)
Meeting point of realigned

corridor beyond Barh (towards
Mokama)
New 2 lane construction
New 4 lane construction
Widening (4 laning of existing

corridor)
10
11
Length of existing corridor

used
Total length
of
corridor
between
Bkhtiarpur
and
Khagaria
Bridge across River Ganga at
(Barh
_______
Km. 205.50 to 213.50

Km. 213.50
235.00
to
Km.
i)
Km. 154.40
Km. 167.20
ii)
Km. 172.7 to Km.

205.50
Km. 235.00 to
Km. 270.00
iii)
9
Option
to
88.60 kms
116.60 kms (from Km
154.40)
New 2 lane
Km. 153.30 on
NH31
Km. 270.00 on
NH 31
Km
153.30
(
Corridor
realignment )
Km
172.70
(
Corridor
realignment )
Km. 172.7 (using
a portion of Barh
bypass
as
in
Option A
Km. 205.50 to
km. 213.50
Km.
213.50 to Km.
235.00
i) km. 172.7 to
Km. 205.50
ii)Km. 235.00 to
Km. 270.00
75.8 kms
113.8 kms (from
Km 153.30)
New 2
NHAI

Vol: I Main Report

Mokama
Bridge across River Budhi
Gandak
No. of ROBs/ RUBs required
across railway tracks
12
13
14
15
No of major intersections
Approximate cost of project
including
bridges
but
excluding L. A cost
Approximate cost of project
including R&R. LA, relocation
and eim cost
16
bridge
New 2 lane
bridge
2 lane ROBs 2
Nos
4 lane ROBs 2
Nos.
7 Nos
lane bridge
New 2
lane bridge
2 lane
ROBs 2 Nos
4 lane
ROBs 2 Nos
6 Nos
Rs. 688.78
Crores
Rs.
668.17 Crores
Rs. 834.57
Crores
Rs.
803.52 Crores
In the earlier alignment Option B is more desirable a choice, not only in terms of
constructability and cost but also in terms of corridor continuity on a broader scale,
considering the alignment option available for NH 30 between Fatuha and Bakhtiarpur.
NHAI vide letter No. NHAI /BOT/26/2004/318 dated August, 2005 as at Appendix A
have also approved the said alignment along Option B.
The consultants had completed the assigned task in all respect including
submission of Final DPR along the alignment of project road earlier approved by
NHAI. However, Govt. of Bihar disagreed with the realignment of project road
for Bakhtiarpur Barh section and desired to have the realignment for Bakhtiarpur
Mokama section. During the presentation before Honble Chief Minister Govt. of Bihar
evaluation of three realignment options (Table 2.6) for realignment of Bakhtiarpur
Mokama section of project road was presented and finally alternative II was approved.
(Letter no: NHAI vide letter No. NHAI /PIU-Begusarai/Khag-Bakh/2008/54 dated 27th OCT,
2010).
Table 2.6: Evaluation of three Realignment Options
Sl.
No.
Criteria for
Comparison
Alt-I
Alt-II
Alt-III
Length of
Realignment
48.50 Kms
38.40 Kms
44.50 Kms
Total Length of the

project road
48.50+74.582
38.40+74.582
44.50+74.582
=123.082 Kms
=112.982 Kms
=119.082 Kms
NHAI

Vol: I Main Report

Chainage at take off

point
km. 153.300 on
NH31
km. 153.300 on
NH31
km. 153.300 on
NH31
Chainage at
meeting point with
NH31
km. 202.00 of
NH31 to further
proceed to km.
270.000 of NH31
following the
existing alignment
km. 202.00 of
NH31 to further
proceed to km.
270.000 of NH31
following the
existing alignment
km. 202.00 of
NH31 to further
proceed to km.
270.000 of NH31
following the
existing alignment
Crossing facility
over R. Ganga
Additional 4 lane
bridge across R.
Ganga
Additional 4 lane
bridge across R.
Ganga
Additional 4 lane
bridge across R.
Ganga
Total number of
ROB/RUB to be
constructed across
railway tracks
3 Nos. 4 lane ROB
3 Nos. 4 lane ROB
3 Nos. 4 lane ROB
Severance effect
Severance effect
for 48.50kms. of
new road through
agricultural land
and approaches to
Ganga Bridge.
Severance effect
for 38.40kms. of
new road through
agricultural land
and approaches to
Ganga Bridge.
Severance effect
for 44.50kms. of
new road through
agricultural land
and approaches to
Ganga Bridge.
NHAI

Vol: I Main Report

R & R issues
R & R issues are

critical at certain
locations along NH30A
R & R issues are

less critical
R & R issues are

less critical
Relevance to ongoing project of

NHAI
Can connect
Bakhtiarpur on
NH31 and
realigned corridor
of NH-30 towards
Patna
Can connect
Bakhtiarpur and
realigned corridor
of NH-30 towards
Patna
Can connect
Bakhtiarpur and
realigned corridor
of NH-30 towards
Patna
10
Submergence of
land during rainy
season with 3-4 m
of standing water
( TAL AREA )
Approx.15 kms
length would
require special
treatment
Approx.17 kms
length would
require special
treatment
Approx.8 kms
would require
special treatment
11
Preliminary project
cost excluding LA
cost
Rs. 1678 crores
Rs. 1406 crores
Rs. 1560 crores
2.5
Recommended Alignment
After detailed deliberations Alt II has been approved by RCD, Govt. of Bihar / NHAI
which 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
NHAI

Vol: I Main Report

Development programme under NHDP (Phase III) initiated by NHAI. The widening /
upgradation for Khagaria Purnea section of NH-31 as two lane carriageway
configuration is already in progress.
2.7
Alignment and Geometrics of existing corridor

The road is straight over most parts but there are number of substandard horizontal
curves as well the details of which are given in subsequent sections of this report. This
happens at the approaches to major bridges (the road and the rivers run parallel to each
other for most parts) and at important intersections. Vertical curves are not so
pronounced except at approaches to bridges and ROBs.
2.8
Existing Pavement Condition.

The road itself is in a bad condition. Besides extensive pot holes, there are signs of
subgrade failures at several locations. The level of maintenance is poor. All these result
in very poor riding quality.
The road condition being what it is, the Level of Service offered by the existing alignment
is quite low. It is particularly bad between Zero Mile (intersection of NH28 and NH31)
and the eastern end of Begusarai. This reach offers a journey speed of around 13 kph
15 kph at different hours. The segment through Balliya is also very bad and traffic jams
are of common occurrence here particularly because of the difficulty encountered by the
traffic in negotiating the highly damaged pavement structure. However the conditions at
Balliya are confined over a relatively short stretch (nearly 2Kms). Road conditions are
very poor between Barh and Bakhtiarpur as well. Both these sectors experience heavy
incidence of mixed local traffic that further brings down the level of service. The road
side use gives a picture of urban rural continuum. Through the open reaches, journey
speed tends to increase although not necessarily without escalating the vehicle operating
cost.
Religious structures of various descriptions proliferate on the road sides. These are more
frequent within and around the urban limits. This feature is disturbing from the point of
view of future widening of the existing alignment.
2.9
Land use around the project road

The entire project road, save for only a few sections, passes through a mosaic that
exhibits urban rural continuum. Urban activities are intense at Bakhtiyarpur, Berhna
NHAI

Vol: I Main Report

(Barh), Begusarai, Balliya and Khagaria. Amongst these, only the urban area of Khagaria
is set off from the project road. No significant urban activity is noticeable along Mokama
bypass. Landuse over each identified segment is described in the following:
2.9.1
Bakhtiyarpur Barh
Bakhtiyarpur itself has intense residential cum commercial activities. In fact this is a
continuation of activities that abound NH 30 due west of the start point of the project
road. The same landuse continues through nearly 6 kms. after which it starts thinning out.
Over its entire stretch upto Barh, NH 31 is aligned parallel and adjacent to R. Ganga on
its north. The land expanse is thus limited towards the northern side (Plate 2.5). Towards
south the railway track moves parallel to the road. Urban activities are most intense
within the strip between the railway track and the road. One special feature (and this is
common over the entire length of the project road) observed here is that religious
structures (pucca and most of these of recent origin) punctuate the road side at very
frequent intervals and, almost without exception, these extend through the earthen
shoulder upto the edge of the carriageway (Plates 2.6). Besides transportation, the road
and the road sides are extensively used for social and miscellaneous household
activities. Truck parking on the road side could be observed at frequent intervals along
the entire length of the project road.
As the urban activity thins out, the landscape becomes dotted with single row of pucca /
semi pucca / katcha structures, often as isolated entities. There is dense vegetation
including well grown trees on either side of the road. Though the river flows close by, the
road runs on very shallow embankment (not more than 1.00m high in most places) and
there is no known history of the road having been over-topped by flood waters in the past
except at one location near Barh ( Twice in the past ).
Built up environ along the road intensifies again as one approaches Berhna (Barh) (from
km. 168.00). Barh is a seat of important commercial and industrial activities. There are
NHAI

Vol: I Main Report

Plate 2.5: The Ganga as seen from km. 157 on NH-31
Plate 2.6: View showing temple extending almost upto carriageway on NH-31
near Bakhtiyarpur
NHAI

Vol: I Main Report

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 again
crosses 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
NHAI

Vol: I Main Report

Plate 2.7 : View of road side structures through open areas (the Chaupal could
be seen at the far end)
Plate 2.8 : View of Mokamah bypass
NHAI

Vol: I Main Report

Plate 2.9 : View of stagnant water along the Mokamah bypass
Plate 2.10 : A view of the rail cum road bridge across R. Ganga at Mokamah
NHAI

Vol: I Main Report

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 Railway
Station 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.
NHAI

Vol: I Main Report

Plate 2.11 : View of rail-cum-road bridge at Mokamah from Hathidah junction
Plate 2.12 : Beyond Mokamah towards Barauni. The rail tracks are on
embankment on the left
NHAI

Vol: I Main Report

Plate 2.13 : Meeting point of NH28 and NH-31 (zero-mile)
Plate 2.14 : Road side parking along NH31 near Begusarai very common site
along the entire length of NH31
NHAI

Vol: I Main Report
2.9.5

Begusarai Balliya
NH 31, as it leaves Begusarai, seems to grow as it were, in stature in as much as 60m
ROW appears to be available over most segments. The boundary walls are well defined
at an average distance of 30m from the center line of the existing carriageway. There are
small pockets of road side parking (trucks) at places. The road traverses more or less
through organized spaces till it reaches Balliya where it is again reduced to the status of
an urban street. Commercial uses, both formal and informal abound the road through
Balliya. The stretch through Balliya Bazaar, Km 247 remains under perpetual seize (Plate
2.15) partly because of the chaotic traffic and partly because of roads damaged to the
extent of being practically unworthy of carrying any kind of traffic. The 60m road land is
not really defined through Balliya town. NH 31 leaves Balliya at km. 248.
2.9.6
Balliya Khagaria
This stretch of over 20 kms. along NH 31 offers clear open space for the road (albeit with
encroachments at some places). Truck parking is observed on the road side at a few
places. Over the entire stretch of NH 31, trucks seem to halt at every eating joint. It is not
related to presence of filling stations or that of auto repair shops. The abutting landuse is
predominantly rural except for the presence of a few villages alongside.
The major feature over this segment is the presence of the bridge over R. Budhi Gandak
(Plate 2.16).The road runs on embankment over quite a length. The bridge is aligned in
the north-south direction. One could see stagnant water alongside the embankment. It
seems sometime in the long past water had over topped the road on embankment. An
additional bund of 1.2m 1.5mhigh was thus provided on the right shoulder of the road to
stop the flood water spill on to the right side (and inundate the habitation) (Plate 2.17).
However, this never repeated over the last so many years and, as is usual under such
situations, the materials used in constructing the bund are being systematically taken
away by the local people for personal use.
The bridge across Budhi Gandak ultimately leads to the approach roads to Khagaria town
(there are two approach roads from NH 31). The town comes on the left of NH 31. Driving
down for about a kilometer along NH 31 (on embankment) one reaches the end point of
the project corridor at km. 266.282.
Plate 2.18 shows the kilometer stone at Khagaria.
The space between the road and the railway track to its north is full of ponded water. The
right hand side does not exhibit this tendency.
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Plate 2.15 : Traffic jam near Balliya Bazar
2.10
Plate 2.16 : A view of the bridge over R. Budhi Gandak

Water sources
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Plate 2.17 : Bund constructed along NH31 to avoid river water from crossing
from east to west (between Balliya and Khagaria)
Plate 2.18 : Km. 270 on NH31 at Khagaria town
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2.10

Water sources
The project road from Bakhtiarpur to Mokama runs along the river Ganga on its southern
bank and at places comes very close to the river. From Mokama to Khagaria the road
runs along the northern bank of the river though the distance from the river increases to
some extent. At Khagaria the road crosses river Burhi Gandak. Thus the area in which
the project road traverses has a rich abundance of water resources.
There are a number of Hand pumps, Tube wells and Wells on the road sides which are
sources of ground water.
2.11
Inventory of road, bridges and culverts
2.11.1 Road Inventory Details

NH - 31 all through the project scope runs over plain terrain. Landuse at is different at
different stretches of the road in both sides namely rural, agricultural, semi urban, and
urban commercial. The width of the carriageway is nearly 2-lane in most of the length
except a small portion of the stretch near Begusarai where it has a 4-lane carriageway.
The carriageway width varies between 6-7 m in most of the stretches. There is no road
side drain along the road. The road has been provided with earthen shoulder of varying
widths. Detailed Road inventory is placed at end (Survey data and test results) of this
report.
A brief summary of road inventory details as obtained through road inventory survey is
describes in the following manner:
Terrain
Plain
Carriageway width
5.6 to 7.50 m (generally 6.0 to 6.50m)
Paved shoulder
nil
Earthen shoulder
1.0 m to 9.4 m
Road side drain
nil
Horizontal curve
The details of horizontal curve as recorded during the road inventory survey are given in
Table 2.8.
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Table 2.8 Details of horizontal curves along project road (existing alignment)
Sl.
No.
1.
Location of horizontal curve

(Chainage in Km)
Km 155 156
Radius of Curve
(in meter)
118.77 m
2.
Km 157.61
73.32 m
3.
Km 161.737
7000 m
4.
Km 162.272
31 m
5.
Km 169.42
47 m
6.
Km 171.228
38.55 m
7.
Km 171.91
19.55 m
8.
Km 174.44
45 m
9.
Km 174.80
72.38 m
10.
Km 175.10
48.62 m
11.
Km 176.346
27.72 m
12.
Km 192.28
46.67 m
13.
Km 196.62
60 m
14.
Km 207.8
42.7 m
Perusal of above details revealed that the most of these horizontal curves are deficient
considering design speed of 100 kph.
2.11.2 Inventory Details for Bridges and CD Structures
The Mokama Bridge (at Km 208.80) itself is a majestic two tier structure that carries the
railway at the lower tier and the roadway at the upper deck (hence the height of
embankment at the approaches). The bridge starts at a railway station called Hathida
Junction. The bridge itself is nearly 1899.45. M long from face to face of the abutments
and its total outer width is 13.80 M. It was constructed in the year 1959 and consists of
Steel Trusses. There is another Bridge over river Budhi Gandak (at Km 268.80) which is
144m long. In addition there are ROBs over Patna - Kolkata Railway Line at Km 197.01
and Km 205.46. Detailed Inventory of Bridges is available at end (Survey data and test
results) of this report. At Mokama (Km 208.40), NH 80 crosses NH 31 through an
underpass. Table 2.9 2.11 gives the details of bridges and CD Structures existing along
the project road.
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Table 2.9: Details of bridges along the Existing Road
S.
No.
Name of
Bridge
Bridge No.
Chainage
(km)
Width
Ganga
Bridge
209/2
209.800
13.80m
Burhi
Gnadak
269/1
268.800
11.80m
Span
arrangement
& Total
length
(36.50x2)+(1
25.60x14)+(3
6.50x4) and
1899.45m
45.0x6 and
267.80m
Type of structure
Foundation
Sub
Super
structure structure
Well
Steel
Truss
Pre Stress
Concrete
Not Clear
Table 2.10: List of pipe culverts on the existing road
S.No.
1
2
3
4
5
Chainage
192.080
219.000
238.420
240.400
241.900
Culvert No.
193/1
220/1
239/1
241./1
242/1
No. of Rows
1
1
1
1
1
Dia of Pipe
1.20
1.00
500mm
500mm
500mm
Table 2.11: List of Slab/Box culverts on the existing road
S.No.
1
2
3.
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
Chainage
157.400
170.030
171.160
171.730
173.020
174.500
176.824
177.160
179.480
181.830
183.160
185.810
187.050
191.880
194.800
197.380
197.960
198.363
203.060
204.180
205.150
Culvert No.
158/1
171/1
172/2
172/3
174/1
175/1
177/2
178/1
180/1
182/1
184/1
186/1
188/1
192/1
195/1
198/2
198/3
199/1
204/1
205/1
206/1
Size (B x H) m
1x1
1x1
1x1.1
1x1.1
1x1.5
1x.0.90
1x1.20
1x1.20
1x2.0
1x0.85
1x1
1x1.15
1x2.10
1x1.05
1x1.15
1x3.6
1x3.6
1x3.7
1x3.65
1x3.7
1x3.75
Width
10.8
9.8
11.00
8.40
11.00
10.90
10.20
10.30
11.40
10.30
10.60
9.90
11.40
11.20
11.15
18.75
11.65
11.65
11.00
11.00
18.90
R.C.C.
Type
Slab
Slab
Slab
Slab
Slab
Slab
Box
Box
Slab
Box
Box
Slab
Slab
Slab
Slab
Box
Box
Box
Box
Box
Box
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22
23
24
25
26
27
28
2.12
206.100
222.100
224.300
225.500
229.600
230.990
253.504

207/1
223/1
225/1
226/1
230/1
231/1
254/1
1x3.7
1x2.95
1x3.05
1x3.20
1x2
1x2.3
1x6
11.20
11.00
10.10
11.00
10.60
10.90
10.70
Box
Slab
Slab
Slab
Slab
Slab
Slab
Potential Options for new Mokama Bridge

2.12.1 Site selection
There is an existing bridge over river Ganga at Mokama, called Rajendra Setu, about
1899.5m long from face to face of the abutments, built in 1955-59, is about 96 Km
downstream of Patna. It is a Rail-cum-Road bridge, Single track rails being at the lower
level and a two lane road bridge at the higher level. The bridge has 14 x 121m + 4 x
31.9m spans. The wells are 16.2m x 9.7m of Double D shape. The piers are solid walls of
RCC; the deck is supported by built-up steel superstructure built on the design of
Freeman Fox & Partners of UK. The bridge bears the memory of Sir M. M. Visvesvarya,
towering Indian technocrat, who visited the site for its site finalization in 1952. The river is
channelized by Guide Bunds at the bridge location.
In order to finalize suitable site for new bridge on river Ganga at Hathida the following
options were studied.
Alignment Option 1: Upstream side of existing bridge
Approach on Mokama side is densely inhabited and approach road to highway can not
be constructed there. A new bridge on upstream side will cause more scouring on the
existing bridge foundations than the estimated scour; hence this option is not feasible.
Alignment option 2: Downstream side within 100 to 450m from centre of existing
bridge.
Approaches on both the side are having permanent structures which cannot be relocated.
On Mokama side there is a two storied railway station. There is also a power house and
a high tension electric line at 430m from the existing bridge. On Barauni side there is a
Ghat with small temples.
Alignment option 3: Downstream side between 450 to 550m away from centre of
existing bridge.
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There is no obstruction in the river bed and there are no permanent structure on the
approaches the river width remains narrow.
Alignment option 4: Downstream side beyond 550m away from centre of existing
bridge.
There is no obstruction n the river bed and there are no permanent structures on the
approaches. The river width however increases and the banks are not well defined. The
bridge length will increase to say about 2000m as compared to existing bridge length.
Conclusion
The alignment option 3 say construction of the bridge at a distance of about 480m on D/s
side of the existing bridge is an ideal location for the new bridge. The length of the bridge
will remain same as the existing bridge and the approaches can be constructed without
any inconvenience. The existing two-lane bridge can be retained and the new two-lane
bridge can be constructed at this location.
2.12.2 Potential bridge options
2.12.2.1
Scope of Bridge Option Study
The study of alternative bridge forms covers the following items of works :
a)
Study of different possible structural options for the Superstructure.
b)
Comparative evaluation of various options for the Superstructure.
c)
Identification of the preferred option for the Superstructure.
2.12.2.2
Span Arrangement for the New Bridge
It is proposed to provide the same span arrangement for the new bridge as the existing
one so that piers of new bridge falls in line with the existing one. The end two spans of
31.9m is proposed to be changed to a single span of 75m.
2.12.2.3
Material of Construction
The possible principal constituent material options for the Bridge to be considered are
Concrete and Steel.
Structural Steel:
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Structural steel has served as a dependable structural material since long. In fact, before
advent of Concrete this was the only medium of structural construction. As a material,
steel is ductile and homogeneous and is ideal for construction in a high seismic zone.
Superstructure elements like girders, box girders etc. assume lesser depth thus allowing
for relatively low deck level in bridges. Further reduction in dead weight of superstructure
reduces the vertical load in foundation as well as the seismic forces. Inspite of these
advantages however there are some disadvantages as well. In the recent past, steel has
become relatively costlier to concrete and in the process its cost effectiveness for heavy
structures has reduced further. Moreover, shapes of steel structures have become
monotonous and clich. This can be said especially in cases of large span bridges such
as the one under consideration, where it is a customary to use trusses or open web
girders, which affects the aesthetics of the structures. Solid sections will in turn prove
themselves to be uneconomical.
Concrete:
Concrete is a versatile material, which lends itself to be moulded to produce exciting
shapes. It can be put to use in obtaining exciting forms and shapes that enhances the
appearance of the built environment. Evolution of very high strength concrete in the
recent past has further lead to the refinement in its use and enhanced durability.
Concrete is considered as the most suitable material to express the ideas of form, which
is true to its function, both efficiently and economically. It is due to this very reason that
the majority of the modern day bridges are built using concrete as the principal
constituent material.
In light of the above, it is proposed to adopt concrete as the principal constituent material
of construction in this case. For a bridge of span length in the range of 121m, the obvious
choice is to go for variable depth PSC Box Girder type of bridges
2.12.2.4
Construction Methodology
For all the possible structural options in this bridge, there are two distinct possibilities for
construction, namely:
Construction Option 1 : Cast-in-situ cantilever construction method.
In case of cast-in-situ option, the main bridge deck is cast in segments of 2.5m to 3.0m
length using cantilever construction equipment (CCE) with travelling formwork. The
segments will be cast on either side of the pier in sequence, which will ensure that there
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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 a
launching 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 shearing
forces 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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There is continuity of deflection at the hinge location between the two cantilevers.
However there is no continuity of rotation.
This has lead to serviceability and
durability problems in several bridges in the past.
Multiplicity of expansion joints
Provision of hinge joint at mid span leads to large delayed deflections at the middle
due to long-term creep effects. This has lead to multiplicity of problems in the past
on several bridges.
A lower ultimate strength than the continuous structure.
Hinges are difficult to design and construct, as they are delicate components with
poor long-term performance.
Central hinges are difficult to repair.
Option 2
Variable depth PSC box girder bridge, with Suspended Span
This option is similar to Option 1 except that in place of sliding hinges at the mid span
between piers, suspended spans of span length 20m has been proposed between piers.
As with the sliding hinges, the supports of the span suspended from the cantilever ends
must permit rotations and horizontal displacements.
In this option, the deck is cast with equal cantilever arms on either side from centre of
pier. The balance portion of the end spans near abutment is then cast in-situ on staging.
The suspended span of span length 20.0m is then cast in between the two cantilever
arms (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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Reduction in the break of the longitudinal profile due to presence of suspended span
and permits compensation of eventual difference of level of the cantilever ends.
There is continuity of deflection at the junction between suspended span and

cantilever arms of PSC Box girders. However there is no continuity of rotation and a
formation of kink at the junction is inevitable. This has lead to serviceability and
durability problems in several bridges in the past.
A lower ultimate strength than the continuous structure.
The scheme gives rise to large number of expansion joints and bearings.
Option 3
Variable depth Continuous PSC box Girder Bridge supported on

Bearings 3 Modules with suspended span in between
In this option, the span arrangement is kept similar as for the previous options. However
the PSC variable depth box girder superstructure is supported on bearings in this case
and made continuous for 4 spans. 3 modules with following span arrangement has been
proposed in this option:
Module 1 & Module 3:
Span arrangement 75.0m + 4 x 121.0m + 60.5m

(Total Length = 619.5m)
Module 2:

(Total Length = 605m)
A suspended span of 20.0m is proposed in between the two modules to bridge the gap.
Expansion joints are proposed at the abutments and under the suspended spans in this
case.
The deck is proposed to be of precast segmental type with equal cantilever arms on
either side. The two cantilever arms are joined by an in-situ pour. Between the two
modules, a single suspended span is provided. The suspended span can be either with
precast girders, erected from the cantilever arms, or alternatively it can be cast-in-situ by
erecting staging from the cantilever tips. Expansion joints are proposed at the abutments
and at the two ends of suspended span.
This option has the following advantages over the previous options:
Continuity of deck reduces the design bending moments.
Deflection at the mid span is much less as compared to the scheme with sliding
hinge or suspended span.
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Reduction / Elimination of expansion joints increase riding comfort and durability.
Continuity of displacement and rotation ensured at all points except at the location of
suspended span. However by keeping the length of suspended span to about 0.4L, it
is possible to keep the rotations at the joint in the same range.
High ultimate strength as compared to option 1 & option 2 above.
Design is complex due to high degree of indeterminacy and continuity of deck.
There is reversal of bending moments in the deck thereby complicating the cable
profiles.
Option 4

Bearings 3 Modules with additional piers in between
In this option, the span arrangement is kept similar as for the option 3 except that the
suspended span is eliminated and replaced by an additional pier and pier foundations at
the centre of expansion joint between the two. The PSC variable depth box girder
superstructure is supported on bearings in this case and made continuous for 4 spans. 3
modules with following span arrangement have been proposed in this option:
Module 1 & Module 3:

(Total Length = 619.5m)
Module 2:

(Total Length = 605m)
Expansion joints are proposed at the abutments and under the central pier in this case.
This option has the following advantages over the previous options:
Continuity of deck reduces the design bending moments.
Deflection at the mid span is much less as compared to the scheme with sliding
hinge or suspended span.
Reduction / Elimination of expansion joints increase riding comfort and durability.
Continuity of displacement and rotation ensured at all points.
High ultimate strength as compared to option 1 & option 2 above.
Design is complex due to high degree of indeterminacy and continuity of deck.
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There is reversal of bending moments in the deck thereby complicating the cable
profiles.
Option 5

Bearings 3 Modules with additional piers in between and STU for
distribution of lateral loads
The scheme envisages a 605m long continuous deck with expansion joints only at the
abutments and at 2 intermediate locations, similar to Option 4 above. The central pier in
any module will be fixed bearings and all other piers will be provided with free bearings
and shock transmission units. Shock transmission units will help to distribute the seismic /
braking forces in all the piers while permit slow movement due to temperature / shrinkage
and creep without causing any secondary stresses.
Several bridges in the recent past has been constructed / under construction using STU
with this technique. Notable amongst them are:
SONE BRIDGE, BIHAR (NHAI project)
: Under Construction
GANGA BRIDGE AT VARANASI (NHAI project)
: Under Construction
YAMUNA BRIDGE, DELHI (DMRC Project)
: Constructed
BASSEIN CREEK BRIDGE (MORT&H Project)
: Constructed
This option has the following advantages over the previous options 4:
Provision of STU / Viscous Dampers reduces / distributes the earthquake forces on

the substructure and foundation.
Fig. 2.7 shows the various structural options discussed above.

Option 6

Bearings 3 Modules with suspended central hinge in between and STU
for 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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2.12.3

Comparative evaluation of various options
The various alternatives studied for the bridge forms were compared on the basis of
following considerations:
a)
Initial Construction Cost
b)
Period of Construction (Speed)
c)
Availability of In-house materials and technology
d)
Durability & Maintenance considerations
e)
Bridge Aesthetics.
f)
Supervision & Control of execution.
2.12.4
Conclusion
a. Concrete intensive construction is preferred as compared to steel intensive

construction considering the significant increase in the relative cost of steel
compared to concrete.
b. Precast Segmental Construction technique is preferred over cast-in-situ solution
for the variable depth PSC Box Girder Superstructure for this project as the
project is proposed to be taken up on BOT basis.
c.
From the point of view of speed of construction, durability and maintenance

considerations, overall quality control at site and aesthetic considerations, Option
5: Variable depth Continuous PSC box Girder Bridge supported on Bearings 3
Modules with additional piers in between and STU for distribution of lateral loads
is the most preferred option.
d. The options with hinge and suspended spans are the least preferred options for
this project.
2.13
Topographic Details
The topographic survey has been completed by the consultants for Bakhtiyarpur
Begusarai section (Km 153.300 to Km 224.00) of NH-31 during the month March 2011,
and the remaining section of Begusarai Khagaria (Km 224.000 to Km 266.282) of NH31 during already been completed in the months of February March 2005. The data
has been captured in (x,y,z) format for compatibility in latest design softwares and
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development of Digital Terrain / Model. The GTS Benchmark located within project
influence area has been transferred to the Benchmark pillars fixed along the above
mentioned stretch of NH-31. All the existing features within survey corridor of 60m (30m
on either side from center line of existing carriageway) have been captured and levels
taken at every 25m for longitudinal section and at every 50m for cross-section. The plan
generated on the basis of topographic survey precision installments (Total Station, Auto
level etc); have been placed in Volume - II (Drawings) of this report.
The topographic survey for Bakhtiarpur Mokama realignment was carried out during
2011 after approval of alignment by RCD, Govt. of Bihar and for balance stretch the
survey and leveling carried out during 2004 has been made use of.
2.14
Major junctions and Intersections

Fortunately, there are not too many major intersections along the existing alignment. The
intersection formed with NH-30 & 31 at Bakhtiyarpur itself is a major intersection. The
next important intersection occurs at Barh at Km 170.300. The NH 31-NH 30A
intersection at Barh is rather inconspicuous (3-arm). There is a Y intersection at the
southern end of Mokama Bridge at Km 208.20 preceded by an intersection at Km 196.00
where Mokama Bypass takes off from the earlier alignment of NH 31. NH 80 coming from
south direction crosses NH 31 at Mokama (Km 208.40) through an underpass.
The next important intersection comes at Zero Mile formed by NH 28 and NH 31 (again
a 3-arm intersection) at Km 218.870. Proceeding further, there is an intersection
(Subhash Chowk) at Begusarai. Balliya Bazaar has an intersection that is very local in
nature. Moving further, there are two minor intersections (3-arm) formed on NH 31 by
local roads leading to Khagaria town at Km 269.50. Similar intersections are seen at Barh
and Begusarai as well but then, at the latter mentioned towns, NH 31 forms the central
travel spine while, at Khagaria, the town is slightly set off from the project corridor.
The detailed list of road crossings and road intersections are given in road inventory
details placed in the below Table 2.12.
Table 2.12: Details of Major Intersections of the Existing road
S.No
1.
2.
3.
Junction
NH-30
NH-30A
NH-28
Location
(Existing
Chainage)
154.400
170.300
218.870
Type of Junction
T
T
T
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In the modified alignment there are 3 major intersections. The intersection formed with
NH-30A & 31 at Km 171.150. This is a 4arm intersection. The next important
intersection formed by SH Barh Sermera Road (4-arm) occurs at Km 176.450, and next
intersection is formed by NH-28 (4-arm) at Km 212.950 are presented in the Table 2.13:
Table 2.13: Details of Major Intersections of project Road
S.No
2.15
Existing
Chainage
1
2
Design
Chainage
(Km)
171.150
176.450
216.850
212.950
Category of
Road
NH 30A
SH Barh
Sermera road
NH 28
Type of
Junction
Remarks
Four arms
Four arms
Four arms
Railway Crossings
There are two ROBs, both on Mokama Bypass at Km 197.01 and Km 205.46. Both these
ROBs exist over Patna - Kolkata (Eastern Railway) railway line. As one travels along NH
- 31 from Mokama to Begusarai, there is a level crossing for Hathidahaghat Branch at Km
213.60.
In the modified alignment a new 4- lane ROB has been proposed to be constructed at
south of Bakhtiarpur near Km 154.025 of NH-31(Bakhtiarpur-Rajgir Railway Line), and
other 2 ROBs of new 4-lane are proposed to be constructed at Hathidah near Km
201.550, Km 202.315 (Howrah-Baruani Railway Line and Patna-Howrah Railway Line).
These are presented in the Table 2.14.
It has been discussed with the NHAI that the ROBs at two level crossing formed with the
railway line serving the Barauni Thermal Power Station and Hindustan Fertilizer need not
be provided as the rail traffic units (RTUs) at the locations do not warrant provision of
such facilities.
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Vol: I Main Report

Hathidah
ROB
201.550
Hathidah
ROB cum
Flyover
202.315
2.16
Total
Width of
the
Structure
BakhtiarpurRajgir
Railway Line
HowrahBaruani
Railway Line
PatnaHowrah
Railway Line
Proposed
Span
Arrangem
ent
154.025
Proposed
Structure
Type
Name of
Crossing
ROB
Proposed
Structural
Configura
Design
Chainage
(KM)
Bakhtiarpu
r
Existing
Structure
ROB/RUB
S.No.
Location
Table 2.14: Details of ROBs on the projected Stretch
New 4
Lane
Bridge
New 4
Lane
Bridge
New 4
Lane
Bridge
RCC
Bridge
2x25+1x30
As per
Manual
RCC
Bridge
3x25
As per
Manual
RCC
Bridge
6x30
As per
Manual
Public Buildings
Number of public buildings in the form of community hall, post offices, Gram Panchayat,
hospitals and health centers are observed to be located on either side of project road. In
fact such buildings are mostly located in the urban / semi-urban sections of project road
Table 2.15 give details of such buildings. It may be noted in this context majority of such
buildings will get affected during 4-laning along existing alignment as would be seen
given in above mentioned tables.
Table 2.15 Details of Community Hall & Cinema Hall along the Project Road
SL.No
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
COMMUNITY HALL
CHAINAGE
(KM)
177.3
178.6
180.5
186.1
187.7
180.5
189.2
189.8
189.8
189.9
191.9
192.3
193.5
193.5
263.2
L/R
L
L
R
R
L
R
R
R
L
R
R
R
L
R
L
DISTANCE
(m)
500
200
500
Road Side
Road Side
Road Side
Road Side
Road Side
Road Side
Road Side
1 km
Road Side
Road Side
Road Side
Road Side
CINEMA HALL
CHAINAGE
(KM)
171.3
182.6
215.2
226.4
227
229
L/R
L
R
L
L
L
R
DISTANCE
(m)
14
6
7.2
20
20
8
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Vol: I Main Report
16

264
Road Side
Table -2.15 Contd..

Details of Post Offices & Telephone Exchange along the Project Road
SL.No
1
2
3
4
5
6
7
8
9
10
11
12
POST OFFICE
CHAINAGE
DISTANCE
L/R
(KM)
m)
157
R
Road Side
160.6
L
Road Side
166.4
R
Road Side
170.5
L
Road Side
171.9
L
1 km
178.6
L
200
180.5
R
500
182.8
L
Road Side
188.5
R
1 km
195.1
R
Road Side
218
R
Road Side
229
R
Road Side
TELEPHONE EXCHANGE
CHAINAGE
DISTANCE
L/R
(KM)
(m)
192.3
L
7
213.9
L
20
226.5
R
2
240.4
L
20
Table -2.15 Contd..

Details of Gram Panchayat along the Project Road
SL.No
1
2
3
4
5
6
7
8
9
10
11
GRAM PANCHAYAT
CHAINAGE (KM)
L/R
DISTANCE ( m )
157.1
165.5
173.8
177.3
178.6
179
180.5
187.1
233
245.2
264.3
R
L
L
L
R
L
R
R
L
L
L
Road Side
Road Side
Road Side
500
Road Side
200
500
Road Side
Road Side
Road Side
Road Side
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Vol: I Main Report

Table 2.15 Contd..

Details of Hospital / Health Centres Existing within Proposed ROW of Project Road
SL.No
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
2.17
HOSPITAL/HEALTH
CENTRE
CHAINAGE (KM)
L/R
154.4
L
154.8
R
160.5
L
160.7
R
170.2
L
170.4
L
171
R
171.7
L
182.05
L
182.3
R
186.5
R
188.6
R
189.9
L
200.3
L
214.2
L
216
L
219.6
R
222
L
222
L
225.5
L
228
L
229
R
229
L
229.1
R
229.4
R
230.1
R
247
R
247.3
R
269.4
L
DISTANCE ( m )
10.5
8
4
3
6
6
4
9
20
6
13
8
8
1 km
7
13
20
20
20
20
20
10
10
10
7
20
13
25
20
Names
Private Clinic
Christan Hospital
Swasth Upkendra (Govt.)
Private Clinic
Private Clinic
Private Clinic
Veterinary (Govt.)
Sadar Hospital (Govt.)
Veterinary (Govt.)
Prathmic Swasth Kendra (Govt.)
Mekra Helth Center (Govt.)
Kanahaipur Health Center(Govt.)
Veterinary (Govt.)
Sadar Hospital (Govt.)
Golden Homeoclinic
Private Clinic
S.S. Hospital (Private)
Rai Nursing Home (Private)
Private Clinic
Agreson Govt. Hospital
Dental Clinic (Private)
Private Clinic
Meera Nursing Home (Private)
Private Clinic
Private Clinic
Private Clinic
Private Clinic
Private Clinic
Private Clinic
Utility Crossings
Overhead electric lines and Telephone lines are crossing the project road at various
locations on the Existing road. Table 2.16 gives details of such crossings.
NHAI

Vol: I Main Report

Table 2.16 Details of Utilities Crossing the Existing Road

SL. No.
Chainage (KM)
Details (LT, HT, TP)
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
154.026
154.118
154.180
154.258
154.450
154.469
154.564
156.225
157.512
160.725
161.175
161.320
161.515
163.468
163.483
163.548
163.655
163.751
164.043
164.291
164.450
165.348
168.190
168.952
169.420
169.670
170.180
170.290
171.040
171.293
171.360
171.727
172.340
172.380
174.171
177.160
177.242
177.440
178.120
178.710
179.713
180.474
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
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Vol: I Main Report

43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
180.750
181.476
182.449
182.730
182.900
183.100
185.148
186.640
186.723
187.040
188.810
188.975
189.085
189.595
189.825
190.842
191.220
191.500
191.695
191.757
191.820
192.140
192.150
192.410
192.671
192.680
192.896
193.160
193.635
193.820
193.883
194.385
194.646
194.786
194.800
194.940
195.100
195.295
196.400
197.084
197.381
197.758
205.580
207.410
207.980
208.610
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT & TP
LT
LT
LT
LT
LT
LT
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Vol: I Main Report

89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
211.920
213.822
214.264
214.344
214.494
214.808
215.256
215.414
215.440
216.360
216.534
216.795
217.406
217.570
217.800
218.478
218.500
218.658
218.705
218.827
( A ) 219.080
219.020
219.040
219.260
219.700
219.812
219.900
219.925
219.920
( B ) 219.205
219.340
219.525
219.872
219.925
( C ) 219.086
219.228
220.175
220.280
221.990
223.600
224.400
224.763
224.610
224.660
224.884
226.476
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
TP
HT
LT
LT
LT
LT
TP
TP
TP
LT
LT
LT
LT
LT
LT
TP
LT
LT
LT
LT
LT
LT
LT
LT
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Vol: I Main Report

135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
227.380
227.409
227.507
227.570
227.614
227.640
228.040
228.060
228.110
228.580
228.835
230.020
230.226
230.423
231.080
231.400
234.030
234.380
235.000
236.130
237.100
237.646
238.120
240.320
241.980
242.821
243.286
243.464
244.460
244.600
245.180
245.200
245.315
245.990
246.285
255.786
256..317
256.520
257.765
259.468
260.800
263.126
263.610
264.615
264.830
265.340
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
LT
TP
LT
LT
LT
HT
LT
LT
LT
LT
LT
TP
LT
LT
LT
LT
LT
LT
LT
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Vol: I Main Report

181
182
183
184
185
2.18
265.650
266.035
266.970
268.100
269.315
LT
LT
LT
LT
LT
Obstructions
As mentioned elsewhere in this report number of religious structures and public buildings
will get affected during 4- lane along existing alignment of NH-31. More than 100 religious
structures is likely to get affected apart from number of school, colleges, hand pumps,
wells etc.
2.19
Trees
The road inventory details indicate the density of the trees of girth > 0.30m existing at a
distance of < 6.00 m, 6 - 13 m, and 13 - 20 m from the center line of the road. However,
detailed marking of trees have been completed for Begusarai Khagaria section of NH31. A maximum of 5185 trees is located on left side of NH-31 between Km 235 Km 270
and 6212 trees exist on right side of the above mentioned stretch of existing road in strip
of 60m (30m from center line of existing carriageway)
The marking of trees for balance section of project road has also be completed by the
Consultants and estimates for the same obtained.
NHAI

Vol: I Main Report

SOCIO ECONOMIC PROFILE
3.0
3.1 Background
The socio-economic profile of the project area provides a comprehension of the spatiotemporal trends of the demographic features, socio-cultural characteristics, politicoadministrative 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
CRAPHTS Consultants (I) Pvt. Ltd. in joint venture with EMA Unihorn (I) Pvt. Ltd.
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Vol: I Main Report

that time, an area in the south-east, predominantly the district of Purulia, was separated
and incorporated into West Bengal as part of the Linguistic Reorganization of Indian
States.
Figure 3.1: Location of the Existing Project Districts
Source: Census of India 2001
3.3
Socio-Economic Profile of the Project District
For effective planning and implementation of resettlement and rehabilitation activities in

the project area, it is imperative to analyse and understand the socio-economic profile of
the area and livelihood pattern of the project affected families. Hence in present context,
the socio-economic analysis of the project area helped in preparing a comprehensive
Resettlement Action Plan for the proposed project road.
3.3.1
Area
The project road lies in the three districts, located in the state of Bihar, which is situated
in the eastern part of India. However district Nalanda is very near to the project road and
therefore, socio economic data related to District Nalanda has also been collected and
presented. The state occupies an area of 173,877 sq. km., the details of which are given
in Table 3.1.
Sl No.
Table 3.1: Geographic Details of Bihar and Project Districts (2001)

State / District
Area (Sq. Km.)
% of State Area
Bihar
173,877
Patna
3,202
3.40
Begusarai
1,918
2.04
Nalanda
2,355
2.50
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Vol: I Main Report

Khagaria
1,486
1.58
Source: Census of India, 2001
3.3.2 DEMOGRAPHIC PROFILE

The total population of the state as per the 2001 census is 82,878,796. The growth of
population in the 1991-2001 decade has gone up to 28.43 percent, from a figure of 23.54
percent in the previous decade. The district has a population of 4,051,444 as per the 2001
census. The districts constitute about 4.19% of the total state population, as per the 2001
census (provisional). Table 3.2 shows the population details of the state and the district.
Table 3.2: Population Details in Bihar and Project Districts (2001)
Sl No.
1
2
3
4
5
State / District
Bihar
Patna
Begusarai
Nalanda
Khagaria
Population
82,878,796
4,709,851
2,342,989
2,368,327
1,276,677
3.3.3
Rural and Urban Population in the PIA
As evident from Table 3.3, that only the district of Patna has a substantially high
quantum of urban population (41.80%), while the rest of the districts are substantially
rural in character with Begusarai having the largest share (95.42%) of rural population.
Table 3.3: Details of Urban and Rural Population in the Project Districts
Sl.
No.
State/
District
1
2
3
4
Patna
Begusarai
Nalanda
Khagaria
Rural
population
(Nos.)
2,740,927
2,235,786
2,014,884
1,200,458

3.3.4
Urban
population
(Nos.)
1,968,924
107,203
353,443
76,219
Rural
population
(%)
58.20
95.42
85.08
94.03
Urban
population
(%)
41.80
4.58
14.92
5.97
Population Density
As per the 2001 census the district of Bihar have a high population density, apart from the
district of Khagaria, rest of the districts have a population density in excess of 1000
persons per sq. km. Mark. The population density of Khagaria (859) is much more close to
that of the district of Bihar (880). It is also clear from the said table that apart from the
district of Nalanda the rest of the districts including the state of Bihar have witnessed a
steep increase in the population density in the year 2001 from the corresponding figures
in 1991. Table 3.4 gives the details of Population Density of Bihar and Project Districts.
NHAI

Vol: I Main Report

Table 3.4: Population Density of Bihar and Project Districts

Sl No.
State / District
1
2
3
4
5
Population
Density (1991)
685
1,130
946
848
664
Bihar
Patna
Begusarai
Nalanda
Khagaria
3.3.5
Population
Density (2001)
880
1,471
1,222
1,006
859
% age Change
28.47
30.18
29.18
18.63
29.37
Sex Ratio
The census of India data revels that sex ratio in the projects district and the state of Bihar districts
are improving; though at a slow place (Table 3.5). The district of Khagaria has witnessed the
highest rate of change of sex ratio (Females per thousand Males) reaching to a figure of 890 in
2001 from a figure of 868 in 1991.
Table 3.5: Sex Ratio in Bihar and Project Districts
Sl No.
State / District
Sex ratio (1991)
Sex ratio (2001)
% age Change
Bihar
907
921
1.54
Patna
867
873
0.69
Begusarai
898
911
1.45
Nalanda
898
915
1.89
Khagaria
868
890
2.53
Source: Census of India, 1991 & 2001
3.3.6
Social Profile
The project districts of Bihar are a predominantly rural area, which gets reflected in its low
to moderate literacy rate, the same is also reflected in the sate average. Apart from the
District of Patna, the rest of the project districts including the state itself has more then
50% population as illiterates. However, the literacy level has improved in the year 2001
compared to the corresponding figures of 1991. Table 3.6 gives the details of Literacy
Rate in Bihar and Project Districts.
Table 3.6: Literacy Rate in Bihar and Project Districts
Sl No.
1
2
3
4
5
State / District
Bihar
Patna
Begusarai
Nalanda
Khagaria
Literacy Rate in %
(1991)
37.49
56.33
36.88
46.95
32.33
Literacy Rate in %
(2001)
47.53
63.82
48.55
53.64
41.56
% age
Change
26.78
13.30
31.64
14.25
28.55
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Vol: I Main Report

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 (commercial
and 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,
1877
16,991
Khagaria
Source: Census Survey, 2009
3.4.2 Household / Family Size

The data for R&R activities have been collected as per the household and the average
household size in the affected area is 9 members per household. But since the R&R policy
framework considers family instead of household as a unit of entitlement, therefore the
data pertaining to family becomes crucial for R&R activities. This data pertaining to family
is computed through primary survey.
The different types of family i.e. nuclear, joint or extended have different impact on the
R&R policy framework. The total number of Households in the project area comes out to
be 1877.
3.4.3 Social Vulnerability of PAFs
The social vulnerable groups are those who are below Other Backward Caste (OBC), those
who belong to Scheduled Caste (SC) and Scheduled Tribes (ST). Special considerations
have been made to ensure that they do not become more vulnerable because of the
project. Rather, measures have been adopted in the RP so that they have a living, which
is better than their pre-project days.
It can be seen from the table below that out of the total number of affected Households
about 73.84% of the Households fall in the vulnerable category. Table 3.8 gives the
details of Social Vulnerability of PAHs.
Table 3.8: Social Vulnerability of PAHs
Districts
Patna
Vulnerability Components
OBC
SC
ST
Total
698
294
992
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Vol: I Main Report

Begusarai
289
68
357
Khagaria
31
37
OBC: Other Backward Caste; SC: Scheduled caste; ST: Scheduled Tribe
3.5 ST Population
3.5.1 Definition of Indigenous People
The purpose of this section is to illustrate the typical profile and traits of the scheduled
tribe population inhabiting the corridor to demonstrate whether the affected ST population
meets the ADB definition of Indigenous People and whether an IPDP is required for the
project.
The ADB Operations Manual specifies that if Indigenous People are likely to be
significantly or adversely affected by the project an Indigenous Peoples Development Plan
(IPDP) will be required.
ADB defines indigenous peoples by two significant characteristics:

Descent from population groups present in a given area before modern states or
territories were created, and Maintenance of social or cultural identities distinct from the
dominant or mainstream society.
It should be noted that the Indian definition of ST according to the constitution is based
upon descent from specific tribal groups.
If a person classified as ST by the Indian
Constitution has been assimilated into mainstream society the second ADB defining
characteristic of Indigenous Peoples is not met and such a person is not strictly
Indigenous for the purposes of the ADB assessment.
3.5.2 Schedule Caste and Schedule Tribe Population in the project district
The districts of Bihar have a substantial amount of population coming from backward
class, about 32.76% of the total population of the district constituted of Schedule Castes
and Schedule Tribes. Table 3.9 gives the details of Schedule Cast and Schedule Tribe
Population in Bihar and Project Districts.
Sl
No.
1
2
3
4
5
Table 3.9: Schedule Cast and Schedule Tribe Population in Bihar and Project
Districts
Parameters
Bihar
Patna
Begusarai
Nalanda
Khagaria
SC population
ST population
Total
% of SC in total
population
% of ST in total
population
13048608
758351
13806959
729988
9236
739224
1850
97
1947
473865
777
474642
187122
97821
284943
15.744
15.499
0.079
20.008
14.657
0.915
0.196
0.004
0.033
7.662
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Vol: I Main Report

Total (SC+ST)
percentage
in
total 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 Population

The 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
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 not
diversified 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
3.6.2
Occupational Pattern
No. of Affected Households
Agriculture
518
Kiosks
47
Commercial
Establishment
including
Small Business Establishments (SBEs)
Others
41
Total
1586
980
Category of Project Affected Households in Terms Ownership Typology

According to the census survey, land owners are the largest affected households. Table
3.12 gives the details of Category of PAHHs in terms of project impacts.
Table 3.12: Category of PAHHs in terms of project impacts
District
Titleholders
Squatters &
encroachers
Ambulatory /
Kiosks
Total
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Patna
1479
1479
Begusarai
377
377
Khagaria
40
41

3.6.3
Structure Type
Type of structures also indicates about the economic conditions of the residents. Out of
the total 1725 structures (excluding religious, Govt. and other common properties), 95%
of the structures are permanent and only about 5% of the structures are temporary or
Kuchcha. Table 3.13 gives the details of Types of Structures.
patna
Table 3.13: Types of Structures

Permanent/
Semi-Permanent/
Temporary/
Pucca
Semi-Pucca
Kuchha
971
226
57
Begusarai
229
173
13
415
Khagaria
36
18
56
District
Total
1254

3.6.4
Types of Project Impacts

271 household are losing their source of income which covers squatters, kiosks,
businesses, shops, tenants and wage earners. Around 215 HH are losing their business
establishment.
1608 HH are losing their residential structures. Table 3.14 gives the
Distribution of PAHHs by types of Project Impact.

Table 3.14: Distribution of PAHHs by types of Project Impact
District
Total
Patna
1241
168
53
1462
Begusarai
333
41
376
Khagaria
34
41
3.6.5 Amenities and Services

The amenities and services in terms of schools (primary/secondary/higher secondary
schools), Colleges, poly techniques and other health centres such as hospitals and
dispensaries are available to some extent within state of Bihar and various project
districts. The details of amenities in the project influence area are given in Table 3.15 it
is also clear from the table that service sector is the main job provider in the area.
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Table 3.15: Amenities and Services in Bihar and Project Districts

Sl
No.
1
Amenities / Services
Primary School
(per lakh pop)
2
3
4
5
6
7
8
Secondary School (per

lakh pop)
Primary Health Centers
(per lakh population)*
Hospital & Dispensary
Banking Branches
Primary Activity (%)
Secondary Activity (%)
Tertiary Activity (%)
Bihar
Patna
Begusarai
Nalanda
Khagaria
55.88*
na
na
na
na
15.72*
na
na
na
na
2.35
na
na
na
na
44.93**
7.66
18.60***
24.60**
na
5.30
7.94
5.20
5.00
4.40
14.00
12.00
73.00
14.00
12.0
73.0
24.00
16.00
60.00
25.00
27.00
48.0
23.00
11.00
66.00
Source: Profiles of District Bihar, CMIE 2000.

* - 1995, ** - 1990, *** - 1980
na Not Available
3.7
Rehabilitation Options
During the public consultations, squatters and encroachers were not clear about their
rehabilitation options. Nevertheless, the most preferred option that the households opted
for was cash compensation with self relocation (with eligible entitlements).
The cash
compensation choice has been taken into consideration while providing assistance to the
affected people.
The R&R policy for the project has inbuilt safeguard measures for optimum utilization of
assistances; such as, counseling and continuous monitoring by NGO, third party external
monitoring and evaluation, and, DRRO to release installment based on completion of
activity and production of utilization certificate.
3.8
Summary Profile of Project Corridor Population

Description
Project Affected Households
Project Affected Persons
Average Household Size
SC
ST
SCs & STs
Main Occupations
Type of Structure
Units
1476
16054
11
368
0
368
Agriculture
Pucca & Semi-Pucca
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Vol: I Main Report

Plate 3.1: Public Consultation in Progress at Km 232.00
Plate 3.2 Public Consultation in Progress at Km 245.00
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Vol: I Main Report
4.0

Material Survey and Investigation

In compliance with the Term of Reference (TOR), the Consultants have conducted
Material Surveys and Soil Investigation for the design of Begusarai Khagaria (Km 235
to Km 270) section of National Highway No. NH-31 in the year of 2004-05. The details of
investigations including the procedure and results of field and laboratory tests are
contained in QAP document submitted by the Consultants during the inception stage.
This Chapter summarizes the outcome of such surveys and investigations under the
following headings and provides necessary recommendations:
(a) Sub-grade Soil Investigation
(b) Material Investigation
The detailed investigations included both field and laboratory testing. Field works covered
TRRLs dynamic cone penetration tests, field density tests, sub-grade soil sampling by
excavating test pits and hand auguring, identification of rock sources and soil borrow
areas, while laboratory testing included the determination of the relevant engineering
properties of the soils and materials.
Samples of borrow soils, sand, gravel, for use in embankment, pavement structures and
concrete mix were obtained from the existing and proposed borrow sources/quarries
within reasonably short haulage distances of the project road. Auger holes and test pits
were also excavated wherever necessary to obtain samples for testing.
Appropriate laboratory tests were carried out on the representative samples of soil and
materials obtained during field investigations to determine relevant engineering
properties.
1. The tests were carried out by the project team under direct supervision of Material
cum-Geotechnical Engineer for the project.
2. The water samples to be used for construction work were tested for PH value,
sulphate (SO3) and chlorides.
3. All the above tests were performed as per relevant Indian Standards. The details for
each test are as given below:
Dynamic Cone Penetration Test
TRRL (U.K.) Road Note no. 8
Water Content determination
IS 2720
Part 2
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Sieve Analysis
IS 2720
Part 4
Atterbergs Limits
IS 2720
Part 5
Laboratory compaction Modified Proctor
IS 2720
Part 8
California Bearing Ratio Test (CBR)
IS 2720
Part 16
Field
IS 2720
Part 28
Flakiness Index and Elongation Index
IS 2386
Part 1
Specific gravity and water absorption
IS 2386
Part 3
Aggregate Impact value
IS 2386
Part 4
Soundness by Sodium Sulphate
IS 2386
Part 5
Test AASTO
Density
using
sand
replacement
method
Notations
CBR
LL
PL
MDD
OMC
DD
FMC
FDD
DCP
:
:
:
:
:
:
:
:
:
California Bearing Ratio

Liquid Limit
Plasticity Index
Maximum Dry Density
Optimum Moisture Content
Dry Density
Field Moisture Content
Field Dry Density
Dynamic Cone Penetration
Soil Classification in this project was adopted using Indian Soil Classification System
(ISC) as detailed in IS 1498-1970. In this system, principal names of soils are mainly
based on their grain size distribution and supplemented by their position on the plasticity
chart.
4.1 Aim
The objectives of the investigation are to determine the engineering properties of sub
grade soil under existing pavement, proposed widening / new alignment, identification of
borrows areas, naturally occurring granular materials, stone metal quarries, coal cash,
sand and water sources. The investigations taken together involved several phases of
field operations and laboratory testing followed by compilation and analysis of data, which
are presented herein. The probable stone quarry locations, borrow areas, sand and water
sources are listed. The test results of samples collected are presented. The investigation
work has been carried out at the in-house laboratory of the Consultants established at
site.
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Vol: I Main Report

4.2 Investigation For The Sub Grade Soil Characteristics & Strength Along The Alignment
This investigation was carried out by excavating the test pits at the interface of the
pavement and shoulder for Begusarai Khagaria section of NH-31. Two types of pits of
size 700mm X700mm and 1000mmX1000mm were excavated manually as per the
details given in the TOR. The small pits of size 700mmX700mm were dug at 500m
interval staggered left and right along the carriageway and large pits of size
1000mmx1000mm at every Km irrespective of the homogeneity considerations according
to the soil characteristics obtained from the tests carried on the samples from the small
pits.
Small Size Pits
Investigation through small pits was intended to decide, augment and enhance the
reliability of investigations carried out in large pits. The spacing of small pits was kept at
500m. The following methodology was adopted:
The 700mmx700mm size pits staggered left and right were dug manually upto the sub grade at a spacing of 500m. After excavations of the test pits, the layer wise thickness of
various structural components of the pavement were recorded in the earlier study.
Visual identification of the soil encountered in the pits was also done. After recording of
layer wise thickness, samples of the soil from the bottom of the pits were scientifically
collected, marked, tagged, and then sent to the laboratory for testing to determine the
texture classification.
Dynamic Cone Penetration Test on Large Pits
In order to ascertain the sub grade characteristic and strength along the existing road
large pits of size 1000mmx1000mm were excavated manually keeping in view the
requirements of homogeneity and change in soil profile. The pits were staggered left and
right in every Km and were dug manually upto the sub grade level.
The pits were oriented in such a way as to cause minimum damage to the pavement but
extending to such a distance as to meet the requirements of the test. The following
methodology was adopted for large pit investigation:
1. After excavation of test pits, the thickness of the pavement layers as in case of small pits
were measured and recorded.
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Vol: I Main Report
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)
- Atterbergs 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 subgrade 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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Vol: I Main Report

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
Log 10 penetration and Log 10 CBR in the following manner:
y = a + b x ..Eq (1)
x and y are the Log 10 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 .y
n. x2 - (x)2
_
Eq (2)
a=y-bx
Eq (3)
_
Where x & y are the average of values of x and y and n is the number of tests.
Taking the Log 10 values of DCP and Log 10 of CBR as x and y, following regression
equation has been developed.
Log 10 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 of
samples 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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Table 4.1
Percentage of Moisture, Wet Density & Dry Density
Dry
Location
Wet density
% of
density
S.No.
of
L/R
of soil
of soil
Moisture
Chainage
(gm/cc)
(gm/cc)
1
234.795
L
9.500
1.790
1.630
2
235.400
R
8.500
1.910
1.760
3
236.850
L
8.000
1.920
1.775
4
237.450
R
12.000
1.975
1.760
5
238.400
L
10.450
1.980
1.790
6
239.190
R
9.630
2.020
1.840
7
240.850
L
9.760
1.889
1.720
8
241.620
R
8.500
1.790
1.650
9
242.600
L
9.250
1.990
1.810
10
243.990
R
9.620
1.959
1.787
11
244.950
L
10.820
1.967
1.775
12
245.500
R
11.640
1.900
1.700
13
246.800
L
9.830
1.940
1.766
14
247.950
R
6.960
1.896
1.773
15
248.700
L
7.630
1.873
1.740
16
249.200
R
8.760
1.877
1.726
17
250.190
L
6.000
1.845
1.740
18
251.600
R
8.000
1.922
1.780
19
252.980
L
3.000
1.823
1.770
20
253.815
R
9.500
2.061
1.880
21
254.550
L
7.120
1.806
1.686
22
255.200
R
12.500
2.000
1.790
23
256.250
L
11.500
1.815
1.630
24
257.890
R
12.000
2.019
1.800
25
258.815
L
7.680
1.999
1.857
26
259.500
R
7.260
2.024
1.887
27
260.240
L
8.590
1.860
1.720
28
261.310
R
8.480
1.977
1.820
29
262.680
L
13.620
1.917
1.680
30
263.750
R
7.000
1.746
1.630
31
264.850
L
9.360
1.888
1.726
32
265.785
R
6.930
1.979
1.850
33
266.990
L
7.150
1.744
1.628
34
267.050
R
9.550
1.798
1.642
Site
C.B.R.
Roundoff
Value
5.000
3.000
5.000
2.000
3.000
2.000
3.000
4.000
3.000
3.000
2.000
3.000
3.000
3.000
8.000
3.000
4.000
4.000
5.000
2.000
3.000
3.000
2.000
2.000
3.000
4.000
3.000
3.000
5.000
5.000
4.000
3.000
6.000
4.000
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35
36
4.2.2
268.100
269.350

L
R
11.970
9.870
1.994
2.076
1.780
1.890
3.000
3.000
Sub-grade strength
As per the tests conducted OMC values (Table 4.2) vary between 9% & 16% and those
of MDD vary from 1.79 gm/cc to 1.995 gm/cc. This shows that the sub-grade soil along
the project road is low to medium plasticity. Further the soaked CBR values at 55 blows
also vary between 2.48 to 10.71. This is also indicative of precarious position of subgrade soil strength and great care is required to be exercised in during construction /
reconstruction of pavement.
4.2.3
Material Investigation
The consultants are required to carry out investigations to identify the potential sources of
construction materials and assess their general quality and availability. It is essential for
economical and timely successful implementation of the construction programme of road
project. It is, therefore essential to identify the source of following materials near the
project site so as to economies on the cost of construction besides early implementation
of the project.
a. Suitable fill materials for compacted earthwork in embankment construction.

b.
Materials for construction of sub base.
c.
Stone metal & chips of different grades conforming to relevant I.S specification for
construction of base and surfacing course.
d.
Materials for construction of Bridge components.
e.
Materials for slope pitching.
4.2.4
Soil Borrow Area Investigation

Soil Survey
The objective of soil survey is, firstly to determine the main soil types occurring along the
alignment and, secondly, to locate the source of borrow soil for use of embankment
construction.
For soil sampling an interval of about 2 km is generally considered sufficient. The interval
may, however, be varied depending on charges in soil type and other factors. The
sample collected should be evaluated for different geo-technical properties to decide
upon usage in embankment construction.
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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 may
lead 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.
NHAI
Sampling
Chainage
234.795
235.400
236.850
237.450
238.400
239.190
240.850
241.620
242.600
243.990
244.950
245.500
S.No
10
11
12
L/R
1.880
1.895
1.900
1.845
1.810
1.890
1.970
1.890
1.890
1.900
1.930
1.900
MDD
13.50
14.00
13.00
11.00
11.00
14.00
12.00
12.00
11.00
14.00
13.00
11.00
O.M.C.
(%)
Modified Proctor
51.55
45.67
40.55
41.83
26.88
38.25
29.75
45.55
32.13
35.16
28.62
L.L & P.L
LL
PI
34.86
28.91
29.82
29.31
19.98
26.85
25.08
30.80
23.35
27.61
22.95
16.69
16.76
10.73
12.52
6.90
11.40
4.67
14.75
8.77
7.55
5.67
not obtained
PL
Atterberg Limit
0.12
0.00
0.00
0.81
0.12
0.00
0.18
0.62
0.00
0.28
0.06
0.00
Gravel
4.00
2.22
6.46
6.30
2.03
3.93
16.49
8.22
5.77
3.21
6.10
7.33
Sand
95.88
97.78
93.54
92.89
97.85
96.07
83.33
91.16
99.23
96.51
93.84
92.67
Silt &
Clay
Sieve Analysis (%)
Table - 4.2
Test Summary for Sub-Grade Soil
12.24
27.48
29.68
12.93
26.57
24.04
11.17
11.09
15.55
6.25
8.92
19.44
FSI
4.38
2.48
4.26
9.10
3.40
3.50
4.60
3.90
4.70
4.80
7.70
4.60
CBR%
MH
MI
MI
MI
MC
MI
ML
MI
ML
MI
ML
12.50
12.20
13.30
Classisfication Remarks
Feasibility Study and Preparation of DPR for 4/6 of selected stretches of National Highways under 10,000kms (NHDP Ph. III) programme (Contract Package No.
NN/DL3/2) Khagaria Begusarai - Bakhtiarpur Section of NH-31 in the state of Bihar
NATIONAL HIGHWAYS AUTHORITY OF INDIA
Sampling
Chainage
246.800
247.950
248.700
249.200
250.190
251.600
252.980
253.815
254.550
255.200
256.250
257.890
258.815
259.500
S.No
13
14
15
16
17
18
19
20
21
22
23
24
25
26
L/R
1.945
1.940
1.960
1.900
1.925
1.840
1.925
1.980
1.870
1.915
1.920
1.870
1.930
1.850
MDD
11.00
12.00
12.00
12.00
13.00
13.00
14.00
12.00
16.00
11.00
11.00
13.00
11.00
14.50
O.M.C.
(%)
Modified Proctor
31.04
26.94
30.45
33.11
42.10
53.62
32.82
30.92
30.87
34.78
47.03
31.06
LL
22.15
22.13
not obtained
21.29
25.19
26.81
34.71
not obtained
24.95
19.73
26.89
25.94
24.31
24.08
PL
Atterberg Limit
8.89
4.81
9.16
7.92
15.29
18.91
7.87
11.19
3.98
8.84
22.72
6.98
PI
0.17
0.19
0.00
0.10
0.56
0.00
0.25
0.00
0.26
0.24
0.44
0.65
0.00
0.00
Gravel
14.46
1.69
0.88
4.21
1.31
1.33
2.97
20.57
4.09
2.26
3.35
7.08
3.33
14.84
Sand
85.37
98.12
99.12
95.69
98.13
98.67
96.78
79.43
95.65
97.50
96.21
92.27
96.67
85.16
Silt &
Clay
Sieve Analysis (%)
13.91
18.72
13.16
14.64
7.14
20.45
21.43
13.89
20.50
16.41
11.36
18.18
32.52
12.14
FSI
4.40
4.90
9.10
6.80
9.00
4.70
3.76
5.70
4.60
8.50
10.20
5.00
6.25
10.71
CBR%
CL
ML
CL
ML
MI
MH
MI
CL
ML
ML,OL
CL
CL
11.95
14.90
13.00
Sampling
Chainage
260.240
261.310
262.680
263.750
264.850
265.785
266.990
267.050
268.100
269.350
S.No
27
28
29
30
31
32
33
34
35
36
L/R
1.860
1.890
1.890
1.790
1.995
1.965
1.930
1.950
1.865
1.900
MDD
13.00
11.00
12.00
9.00
12.00
11.00
12.00
12.00
12.00
12.00
O.M.C.
(%)
Modified Proctor
36.97
44.60
-----
-----
-----
36.47
30.52
LL
27.59
32.07
not obtained
-----
not obtained
-----
not obtained
-----
24.97
25.48
PL
Atterberg Limit
8.88
12.53
0.00
0.00
0.00
11.50
5.04
PI
0.00
0.00
0.00
0.06
0.04
0.00
0.00
0.23
0.00
0.00
Gravel
0.26
0.73
10.10
6.98
43.79
3.35
23.13
2.19
6.77
5.18
Sand
99.79
99.27
89.90
92.96
56.17
96.65
76.87
97.58
93.23
94.82
Silt &
Clay
Sieve Analysis (%)
8.17
19.99
14.65
18.12
15.88
7.79
10.42
6.83
37.65
21.43
FSI
5.30
3.90
7.00
3.10
10.00
10.00
10.50
9.50
4.20
4.25
CBR%
MI
MI
ML
ML
ML
MI
ML
16.4
20.8
12.3
11.64

Vol: I Main Report

The soil along the alignment falls mainly in the category of black cotton soil. These soils
are composed broadly of silt and clay with sand & nominal gravelly materials. Extensive
survey was undertaken to locate potential sources of borrow areas of soil as near to the
project site as possible to avoid long haulage of the materials.
On the basis of information gathered through contacts with local people and applying
visual and field identification guides, it could safely be concluded that sufficient quantity of
soil from borrow areas will be available on either side of the project road within
reasonable distance (lead).
4.2.5
Survey and investigation of Stone Aggregate Materials

The survey was carried out to locate potential sources of sound stone aggregates
required for the construction of:
Wet Mix Macadam
Dense Bituminous Macadam
Bituminous Concrete
Cement concrete
Quarries exist at Jamalpur, Shekhpura, Pakur, Manpur, Karwandia / Tarachandi, Kadwa,
Lengura, Gaira, Kulge, Sita Nalla, Kandra, Panchet, Ambadag and Chutupalu. Out of
these moorum is available at quarries of Kandra and Chutupalu. Stone metals /
aggregates are available in other quarries.
Figure 4.1 shows the quarry location within influence area of project road.
The physical requirements of coarse aggregates that are relevant to be adopted in non
bituminous and bituminous layers of pavement are given below:
i)
For Wet Mix Macadam:
Los Angels Abrasion Value
Maximum 40%.
Aggregate Impact Value

:
Maximum 30%.
Note Aggregates may satisfy requirements of either of the two tests.
Combined Flakiness and
Elongation Index
Maximum 30%
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Vol: I Main Report

Note To determine this combined proportion, the flaky stone from a representative
sample should first be separated out. Flakiness index is the weight of flaky stone metal
divided by the weight of stone sample. Only the elongated particles be separated out
from the remaining (non-flaky) stone metal. Elongation index is weight of elongated
particles divided by total non-flaky particles. The value of flakiness index and elongation
index so found are added up.
If the water absorption value of the coarse aggregate is greater than 2 per cent, the
soundness test shall be carried out on the material delivered to site as per IS 2386
(Part 5).
ii)
For Dense Bituminous Macadam:
Grain size analysis
Max 5% passing 0.075 mm sieve.

Elongation Index
Maximum 30%
Maximum 35%.
Maximum 27%.
Sodium Sulphate (Soundness)

Magnesium Sulphate (Soundness)
:
:
Max 12%.
Max 18%.
Water Absorption
Max 2%.
Stripping
Minimum retained coating 95%.
Water Sensitivity (Retained Tensile

Strength)
Min 80%.
Note The water sensitivity test will be only required if the minimum retained coating in the
stripping test is less than 95%.
iii)
For Bituminous Concrete:
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Vol: I Main Report

Grain size analysis
Max 5% passing 0.075 mm sieve.

Elongation Index
Maximum 30%
Maximum 30%.
Maximum 24%.
Polished Stone Value
Minimum 55%.
Sodium Sulphate (Soundness)

Magnesium Sulphate (Soundness)
:
:
Max 12%.
Max 18%.
Water Absorption
Max 2%.
Stripping
Minimum retained coating 95%.
Water Sensitivity (Retained Tensile

Strength)
Min 80%.
Note The water sensitivity test will be only required if the minimum retained coating in the
stripping test is less than 95%.
At present sufficient quantities are available at the aforesaid location so as to completely

meet the requirements of this project. However, Sheikhpura Quarry has been considered
for the above mentioned works
4.2.6
Naturally Occurring Granular materials for GSB

Efforts were made to explore the sources of naturally occurring GSB granular materials
for use in the construction. Quantities of crushed aggregates, which may be used in
G.S.B., are available in abundance at Shaikhpura quarry.
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Vol: I Main Report
4.2.7

Sand
Coarse sand in large quantities to serve the requirement of this project road is available
from Ganga river bed. It is generally free from dust, lumps, soft or flaky materials.
However, the Kiul sand available at Kiul quarry has been proposed for the project
road.Mooram for the project has been proposed to be used from the quarry at Rajgir.
4.2.8
Water
River Ganga has adequate flow of water that may be contaminated by industrial and
domestic wastes of nearby industrial areas and other habitations. The samples from
ground and surface water sources have been tested and found that this could be used
for construction works.
4.2.9
Bricks
A large number of brick kilns are available within a lead of 15-20 km from the project
road. Since the proposed construction to a large extent consists of RCC works other than
flexible pavements, the requirement of bricks is likely to be not much.
4.2.10 Cement
The cement of almost all-acceptable brands is locally and readily available. The cement
conforming to ISI specifications and approved by DGS & D can very easily be procured
locally from Begusarai town
4.2.11 Steel
SAIL the primary and authenticated sources of steel has branches at all important
locations all over India including Begusarai. Steel is also being manufactured locally as
per ISI specifications under different names, which can be purchased after necessary
testing.
4.2.12 Bitumen
The regional sales officers of IOC and HPC were contacted with regard to procurement of
Bitumen and Bituminous Products for use on the project road. It was reveled that all the
requirements of the Bitumen and Bituminous Product can be met with from the Brauni Oil
Refinery which is located very close to the project road.
4.3
Widening Schemes
The Consultants have deliberated the desirability of eccentric widening (left side) for
Begusarai Khagaria section of NH-31 on grounds of --.
Maximum utilization of existing road.
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Saving of roadside trees and protection of existing Bund.
Ease of construction
Easier traffic management during construction. Symmetrical widening is not considered

desirable in rural areas on account of cutting of large number of well grown trees (cluster
of trees) located on either side of the road and in consideration of catering to the traffic
during construction. However, in urban / semi-urban area concentric widening could be
considered with reduced median width with service road to cater to the local traffic, so
that the uninterrupted flow of traffic could be achieved on the main highway.
In case of re-alignment section of NH-31 between Km 153.30 to Km 191.700 the project
road will traverse through vacant / agricultural land and in any case would warrant new
construction.
4.4
Land acquisition
The stretch of project road from zero mile to Khagaria (Km 212.950 to 266.282) has right
of way of 60m and will not warrant land acquisition as such. Part of Mokama Bypass that
is being utilized has right of way of 90m. However, the realigned portion of project road
between km 153.30 on NH 31 near Bakhtiarpur to km 191.700 on NH 31 beyond
Mokama as well as the stretch between km 197.900 at the starting point of proposed new
Ganga Bridge to km 206.100 will require land acquisition for the entire ROW (60m), and
the stretch between Km 206.100 to Km 212.950 of NH 31 having a 30m ROW, it will
require land acquisition for the ROW of 45m. The land acquisition details for the project
are given below (Table 4.3):Table 4.3: Land acquisition details
Chainage (Km)
From (Km)
To (Km)
Length
(m)
153.300
191.700
38400.00
191.700
197.900
6200.00
ROW
available
Requirement
(m)
Area in Hectare
60.00
230.4
90
(m)
197.900
206.100
8200.00
60.00
(49.2 (1.9*6.0))
=37.8
206.100
212.950
6850.00
30
45.00
10.275
212.950
266.282
53332.00
60
278.475
Total in acre 688.1239 Acre

68812.389 Decimal
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Vol: I Main Report

APPROACH AND METHODOLOGY

5.1
5.0
General
The Consultants approach to the project has been in accordance with the Terms of
reference given in the Contract Document, understanding of the project objectives
and continuous discussions with the Client during the progress of the project study.
The Consultants have already submitted the DPR for this work for the project
alignment earlier approved by NHAI.However, in view of the change in the alignment
after submission of DPR the Consultants have undertaken the task of carrying out
the feasibility study for the revised alignment
5.2
Objectives
5.2.1
The main objective of the consultancy service is to prepare detailed project reports
for rehabilitation and upgrading of the existing single / 2-lane National Highway (NH)
section to 4-lane divided carriageway configuration. The traffic levels on the project
sections call for rehabilitation / upgradation of existing road to 2-lane with paved
shoulders to 4- lane carriageway configuration.
5.2.2
The viability of the project designed as a partially access controlled facility shall be
established taking into account the requirements with regard to rehabilitation,
upgrading and improvement based on highway design, pavement design, provision
of service roads wherever necessary, type of intersections, underpass / flyovers /
ROBs rehabilitation and widening of existing and / or construction of new bridges
and structures, road safety features, quantities of various items of works and cost
estimates vis--vis- the investment and financial return through toll and other
revenues.
5.2.3
The Feasibility Report would inter-alia include detailed highway design, design of
pavement and overlay with options for flexible or rigid pavements, design of bridges
and cross drainage structures and grade separated structures, design of service
roads, quantities of various items, detailed working drawings, detailed cost estimates
economic and financial viability analysis, environmental and social feasibility, social
and environmental action plans as appropriate and documents required for tendering
the project on commercial basis for international / local competitive bidding.
CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.
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Vol: I Main Report
5.2.4

The preparation of Detailed Project Report should incorporate the aspects of value
engineering, quality audit and safety audit requirement in design and implementation.
5.3
Scope of Consultancy Services

The consultancy services scope covers all aspects of project preparation activities of
the proposed improvement starting from initial surveys to preparation of Feasibility
Report , Cost Estimates and BOT Bid Document. The services provided and
documents prepared are of international standard and will result in the most
economical and technically sound proposal for converting the existing two-lane
carriageway to four-lane dual carriageway width. Broadly, the scope would cover the
following:
5.3.1
As far as possible, the widening work shall be within the existing right of way avoiding
land acquisition, except for locations having inadequate width and where provisions
of short bypasses, service roads, alignment corrections, improvement of intersections
including provision of grade separators etc. are considered necessary and
practicable and cost effective. However bypasses proposals should also be
considered, wherever in urban areas, widening to 4 lane of the existing road is not
possible. In such a case land acquisition details shall be furnished as per revenue
records / maps for further proceeding.
5.3.2
The project is envisaged to be implemented on Public-Private Partnership (PPP) and

as such viability on Build-Operate and Transfer (BOT) basis should be kept in mind.
In case the project has low viability the project would be take up on Annuity / EPC
basis. Accordingly, it is required to prepare and deliver the bid documents for both
the possibilities / options.
5.3.3
It is proposed to collect fees from the users on the improved facilities and therefore,
this important aspect has to be kept in mind wile carrying out the study.
5.3.4
The possible locations and design of toll plaza shall also be studied Wayside
amenities required on tolled highway shall also be planned. The local and slow traffic
may need segregation from the main traffic and provision of service roads and
fencing may be considered, wherever necessary to improve efficiency and safety.
5.3.5
The Consultant will also make suitable proposals for further widening of the road of
6-lane etc. and strengthening of the carriageways, as required at the appropriate time
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Vol: I Main Report

to maintain the level of service over the design period. In case the requirement of a
6-Lane facility is justified in whole or part length of the consultancy assignment, the
design consultant shall carry out the required services meeting the 6-lane
requirements.
5.3.6
The studies for financing options like BOT, Annuity, SPV will be undertaken in
Feasibility Study stage.
5.3.7
All ready to implement good for construction drawings shall be prepared.
5.3.8
Environmental
Impact
Assessment,
Environmental
Management
Plan
and
Rehabilitation and Resettlement Studies shall be carried out meeting the

requirements of the lending agencies like ADB / World Bank / JBIC etc.
5.3.9
Wherever required, liasioning with concerned authorities will be made for arranging
all clearances. Approval of all drawings including GAD and detail engineering
drawings will be got done from the Railways. However, if Railways require proof
checking of the drawings prepared by the consultants, the same will be got done by
NHAI.
5.3.10 Preparation of Feasibility Report should incorporate value engineering, quality audit
and safety audit requirement in design and implementation and the consultant will
submit quality audit plan before starting preparation of Feasibility Report.
5.3.11 Obtaining all types of necessary clearances required for implementation of the
project on the ground from the concerned agencies. The client shall provide the
necessary supporting letters and any official fees as per the demand note issued by
such concerned agencies from whom the clearances are being sought to enable
implementation.
5.3.12 It is possible that the project under consideration may not justify immediate 4-laning.
In such cases, it is required to plan project for 4-laning but the implementation could
proceed on stage construction basis considering 2-lane with paved shoulders in the
initial stage. Accordingly, the consultants are required to furnish drawings and detail
documents including cost estimates as per reporting requirement separately based
on stage construction approach for 2-lane with paved shoulders as well as for
eventual 4-lane facility.
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Vol: I Main Report
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 of
the existing bridge, culverts etc.
iv)
The GTS (Geodetic Trigonometrical Survey) benchmark locations and the

corresponding levels.
v)
High flood level data of the whole stretch.
vi)
Existing drawings and details of the major/minor bridges.
vii)
Approximate dates of construction of existing bridges & culverts.
viii)
Location, length & height of existing retaining & wing wall.
ix)
PWD identified quarry for Sand, Stone Chips and other building materials.
x)
Latest Schedule of Rates of the States
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Vol: I Main Report

xi)
Typical cross-section of existing pavement.
xii)
Information on the Right of Way (ROW).
xiii)
Meteorological Data Yearly Rainfall, Temperature during various seasons.
xiv)
Underground / Overhead Utilities which may need shifting or affect widening /

geometric improvement.
xv)
Road accident data along the stretch from the local police stations.
xvi)
Historical traffic counts data.
xvii)
Classified Vehicle Registration figures of the states (as per zone of influence)
and India.
xviii)
Statistical / Economic data of the states (as per zone of influence) and India
for the last 8 to 10 years. Net State Domestic Product (NSDP)/ Gross
Domestic Product (GDP), Per Capita Income (PCI) Prices and Population
Figures etc.
xix)
Any Vision Statement / Report on the strategy of future development of Bihar
xx)
Plans for development / improvement of roads within the Project Influence

Area.
xxi)
Any other engineering data available for the proposed structures on the
existing road.
xxii)
Annual expenditures on routine and periodic maintenance on project stretch.
xxiii)
Revenue map along the project road for preparation of LA Plan.
xxiv)
Location, Name, Address & Telephone Number of Concerned Executive

Engineer of PWD/NH Division responsible for the said Stretch.
xxv)
Latest (amended) Land Acquisition Act of Bihar.
xxvi)
Names & J.L. No. of Mouzas falling within the Project Area - with District /
Block names, population, Households, M/F break up Mouza / Block wise.
Most of these data would be available from District Census Handbooks of
Bihar provided the Police Station & Community Development (CD) Blocks are
available.
xxvii)
Information on Improvement / widening etc of NH/SH in this area if any, in

near future to be ascertained.
xxviii) Latest IRC, NHAI, MOSRT&H circulars on 4/6 laning standards.
5.6
Traffic survey and analysis.

5.6.1
Traffic Study.
Traffic study is carried out to get information for the following part of the Feasibility
Study:
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Vol: I Main Report
i)

Capacity assessment and recommendation for 4/6-laning based on demand

forecasting for the next 15 years.
ii)
Pattern of commodity movements.
iii)
Pavement designs.
iv)
Intersection designs.
v)
Option Study for bypasses / service roads.
vi)
Justification for need of ROB/RUBs
vii)
Justification for pedestrian under passes/ foot paths / foot bridges.
viii)
Location of truck terminals.
ix)
Development of wayside amenities.
x)
Study of possible location & design of toll plazas.
xi)
Economic and financial appraisal with sensitivity analysis.
xii)
Environmental impact assessment and mitigation measures.
5.6.2
Highlights of Traffic on the Project Stretch
In the modified alignment the 112.682km project section of NH-31 from KhagariaBakhtiarpur, are straight over most the parts. However the road and River Ganga run
parallel to each other for most of the parts. Vertical curves are not much pronounced
except at bridge approaches and ROBs.
The stretch passes through Bakhtiarpur, Khagaria via Berhana (Barh), Mokama
Bypass, Begusarai and Ballia. The stretch also passes through few built up areas
comprising villages & ribbon development, shops, etc.
The reconnaissance survey appraisal for identification of
potential/existing
problematic stretches, which would require special attention from Traffic engineering
point of view are given below with broad details of the problem and approach to
tackle them.
5.6.3
Methodology Based on TOR & Reconnaissance Survey of the Project

Stretch
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Vol: I Main Report

(a) Secondary Data Collection.

i) Previous Traffic Count Data.
The State PWD normally carries 7 days x 24 hrs classified traffic volume
count survey twice a year on the National Highways. These data, with exact
location of the count station within or nearest to the project stretch, has been
collected for last 5 years and presented in a tabular form. Where 7-days count
was not available weighted ADT have been worked out. If necessary, further
analysis has been done to arrive at the weekly average ADT.
ii) Statistical Information
*
Vehicle Registration
Classified vehicle registration figures for the areas of influence as per O-D
survey have been collected for last 5 years or more from Transport
Department of the Govt. of respective states, Association of Indian
Automobile Manufacturers Research & Publication or from other reliable
sources.
Economic Indicators
Statistical information such as Population, Per Capita Income (PCI), Net
State Domestic Products (NSDP) at 1993-94 constant prices have been
collected for last 10 years or more from the Directorate of Economics and
Statistics of respective State Government, Economic Survey Government
of India and Statistical Outline of India - by Tata Services Limited. And for
the modified alignment NSDP and PCI were taken at 1999-2000 constant
prices have been collected for last 10 years.
iii) Seasonal Variation

*
The Seasonal Variation has been worked out based on the fuel sales
figure from prominent roadside fuel stations along the project stretch. The
details of the same is given in the Section dealing with Traffic Surveys and
Analysis.
iv) Accident Statistics

*
Previous accident information has been collected for the last 5 years or
more within the project length from all the Police Stations on the
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Vol: I Main Report

alignment, to identify accident-prone areas if any, causes and frequency

of accidents etc.
(b) Primary Data Collection.
i)
Classified Traffic Volume Count Survey

Direction-wise classified traffic volume count survey has been carried out
for continuous 7-days x 24 hrs in a straight sparingly inhabited area. The
vehicle classification system is as per Table 1 of IRC: 64 -1990. The
primary data collected has been analyzed to estimate the hourly and daily
variations and is also presented in tabular form along with a Pie Chart showing ADT composition pattern, classified hourly average traffic and a
graphical representation of average hourly variation of the fast and slow
moving vehicles.
ii)
Origin Destination and Commodity Movement Surveys.

O-D & Commodity Survey has been carried out for continuous 1 normal day
(24 Hrs) in both directions. As per IRC: 102- 1988, it is preferable to
conduct the O-D & Commodity Survey for all four wheeled vehicles during
Axle Load Survey. The location of survey stations have been furnished in
consultation with NHAI. The location will be near about the location of the
Mid-Block Survey.
The trip matrices have been worked out for each vehicle category. A
Commodity flow pattern will also be presented showing the average weight
of commodity per vehicle and percentage distribution of vehicles carrying a
particular commodity.
iii)
Turning Movement Surveys

Classified turning movement count has been carried out for eight hours ( 4
Hours in morning and 4 hours in the afternoon ) on major intersections. The
analyzed data i.e. Peak Hour Design Traffic has been presented as per
IRC: SP: 41-1994. From the existing and projected counts, the intersections
on the project road alignment will be designed.
iv) Axle Load Surveys.

Directionwise axle load survey has been carried out for continuous 24 Hrs.
on a random sample (about 30%) basis, normally for trucks (both for empty
& loaded trucks). A few buses at random weighed for transforming VDF of
Truck to VDF of Commercial Vehicle. The data from axle load survey is
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Vol: I Main Report

analysed using any one of the methodologies to find out the Vehicle
Damage Factor (VDF) for each type of truck (axle configuration) including
GVW and SAL by truck type where axle load exceeds 3 tonnes.
The first study on the spectrum of axle loading on National Highways was
carried out in 1979 and then later in 1989. It highlighted the following:
a) 30-40% of Goods Vehicles were overloaded.
b) This trend is increasing.
If the calculated VDF on any road section is below the National Average of
4.5 (as given above), then the National Average will be taken, as per the
IRC guidelines.
v)
Speed - Delay Surveys.

Speed & Delay Surveys have been carried out for the full stretch both for up
& down direction to determine the extent, cause, location, duration and
frequency of delays as well as the journey speed and running speed etc.
based on guidelines of IRC: 102 - 1988.
vi) Pedestrian Traffic Surveys.

Pedestrian traffic survey have been carried out at Km 154, Km 172, Km 194,
Km 226.0, Km 228.0, and Km 270.0 during the peak hours extending to four
hours in the morning and evening, to recommend Sidewalk / Footpath or
Pedestrian Under-pass which ever will be required based on Peak Hourly
Pedestrian traffic.
vii) Truck Terminal Surveys.

The data derived from the O-D, speed-delay, other surveys have been
analysed to assess requirements for present and future development of
truck terminals at suitable locations within the project stretch.
5.6.4
Methodology of Analysis and Traffic Demand Estimates.
Traffic forecast is made for the period of 20 years for all types of vehicles. This has
been done by Vehicle Registration Method and Econometric Modeling Method. Out
of the two methods, traffic projected by transport demand elasticity technique is being
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adopted in designing the project road, as it considers the affecting parameters within
a reasonable degree of accuracy.
5.6.5
Traffic Control & Other Facilities.
(a) Traffic characteristics and Behavior of Drivers:

* Drivers prefer to travel in-group.
* During night they hardly use dipper / dimmer thus blinding the opposite traffic,
sometimes leading to accident.
* Traffic is lean during the afternoons, due to high and ambient heat waves.
(b) Traffic Data and Corrective Measures:
* Installation of surprise check weighbridges - if the axle weight exceeds certain
limit the offending Truck must pay heavy penalty.
*
Heavy penalty also to be imposed for violation of traffic rules, with occasional
Magistrate checking.
Wherever possible central verge with 4 high bush may be provided to avoid
the glare of high beam from opposite direction.
On-road Parking should be completely disallowed for which parking bay is to

be provided at regular interval, if ROW permits.
Programme of driver - education could be taken up (Showing of educational

strips with movies - at selected roadside `Dhabas in video) to wipe out the
traffic congestions caused due to driver in-discipline and unruly behavior.
At all intersections, cautionary sign and extra lighting as well as chequered

pavement marking is to be provided. In extreme condition, rumble strips 30m
before the intersection on minor cross roads will alarm the driver.
Wherever cycle traffic is found to be significant wider paved shoulder will be

recommended.
It is felt that the Kerb height in the bridges should be at least 450 mm to avoid
toppling over the bridge. This is the normal practice in all developed countries
in high-speed corridors. The Kerb shyness will be taken care of by the 4
laning.
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5.6.6. Traffic Safety Features, Road Furniture & Road Markings.

Traffic Safety Features and Road Furniture including traffic signals, signs, pavement
and edge markings, overhead sign boards, crash barriers, delineators etc. will be
designed as per IRC 67 2001 and have to be located at appropriate places of the
whole stretch for advance information to motorists during detail engineering stage.
Pavement and edge markings will be designed for built up areas and important
intersections. Cat eyes and fluorescent marking, and crash barriers may be used at
bends, bridges and approach to bridges. Any person mutilating the sign board by
fixing bills or doing other damage should be challenged and punished.
5.6.7. Toll Plazas.
An Initial Traffic Count and willingness to pay surveys have been conducted. If a
reasonable possibility is foreseen, then toll plazas location with their layout and
additional land requirement will be ascertained during PPR stage.
5.7
Engineering Surveys and Investigations.

5.7.1
(a)
Reconnaissance and Alignment.

In-depth study of the available land width (ROW), Survey of topographic maps,
satellite imageries of the project area and other available relevant information
have been collected concerning the existing alignment and the vicinity of the
project corridor.
(b)
The detailed ground reconnaissance has been taken up immediately after the
study of maps and other data. The primary tasks of reconnaissance surveys
include:
i.
Topographical features of the area.
ii.
Typical physical features along the existing alignments within and outside
ROW i.e. land use pattern along the project stretch.
iii
Possible alignment alternatives, vis--vis, scheme for the construction of

additional lanes parallel to the existing road to the left or right or central
widening.
iv.
Provision of the interchanges and underpass for pedestrian/ animal

crossings and slow moving traffic.
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v.
Traffic pattern and preliminary identification of traffic homogenous links.
vi.
Sections through congested areas.
vi.
Inventory of major aspects including land width, terrain, pavement type,

carriageway type, bridge and structures (type, size and location),
intersections (type, crossroad category location), urban areas (location
extent), geologically sensitive areas, environmental features, and
hydrological features including social aspects.
viii. Critical areas requiring detailed investigations; and

ix.
Requirement for carrying out supplementary investigations.
x.
Soil (textural classifications) and drainage conditions.
xi.
Type and extent of existing utility services along the alignment (within
ROW).
xii
Identification of various agencies of the Govt. from whom the concerned

project clearances for implementation are to be sought.
xiii. General observations of the conditions of existing pavement.

(c)
The data collected from the reconnaissance surveys have been utilised for
planning and programming the detailed surveys and investigations.
All field
studies including the traffic surveys would be taken up on the basis of

information derived from the reconnaissance surveys.
(d)
Possible identifications of any proposed by-pass, their possible route based on

secondary data only, and any advantage that could be conceived to justify
detail investigation, which includes carrying out reconnaissance survey,
compass surveys, detailed topographical surveys, social and environmental
surveys for preparing the Feasibility Report of the By-pass.
5.7.2
(a)
Utility Re-Location Strip Plan.

Preliminary Utility Re-Location Strip Plan, (both over ground and underground),
will be prepared based on topographical surveys by Total Station only.
However, the consultants have carried out topographic survey to Total Station
for Bakhtipur- Begusari section the stretch of project road (Km 153.300 to Km
223.975) in the month of March 2011and Begusarai Khagarua section the
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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 obtained
and 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 will
identify 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
Objective 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 driving
slowly on the entire road for close inspection. For the purpose of the survey, the
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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 shall
determine 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 Condition 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.
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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:
5.9.5
Low
0- 20 %
Medium
20 to 50 %
High
50 to 100 %
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 roughness
measurement the unit (STECO-94) was calibrated. The instrument was run at a
constant speed of 30 km/hr and readings were taken on outer wheel paths in both
the directions at a distance of 0.9m from the road edge, the project road being a twolane road.
The roughness value is obtained in terms of uneven index (UI) from equation No. 1.
UI= (B/W)*460*2.54 (1)
Where,
UI = Unevenness index
B= Bump Integrator Reading
W= Number of wheel revolutions
The Unevenness index has been converted into universally accepted International
Roughness Index (IRI) using the following expression
UI=63 * (IRI)1.12(2)
Where,
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IRI= International Roughness Index
Limitations As Per MoRT&H/World Bank

As per World Bank Technical Publication No. 46 the minimum and maximum
range of IRI for new pavements is as follows, but the type of surface has not been
mentioned.
Minimum IRI (BI) in

New Pavements
Maximum IRI (BI) in
m/km
m/km
(mm/km)
(mm/km)
1.5 (1000)
5.9.6
(a)
3.4 (2500)
Pavement Structural Strength

The Benkelman Beam Deflection (BBD) method has been used to measure the
deflection of the existing flexible pavement to ascertain the structural strength of
the pavement. The structural behavior has been determined by Benkelman
Beam rebound deflection measurements. As a first step, it is necessary to
clearly demarcate the road stretches where BBD test has been carried out. The
entire road has been gone over and the stretches showing severe distress with
excessive rutting, potholes and ravelling have been identified and rejected for
BBD test, as test in such stretches will not yield any meaningful result. The
Consultant will resort to field CBR/ Dynamic Cone Penetration test at one test in
every 1kms in such stretches.
(b)
The Benkleman Beam Deflection Test has been carried out according to IRC:
81-1997. Temperature correction factor for a standard temperature of 35o.C
and moisture correction factor has been applied to the deflection results. BBD
test has been carried out in both lanes with test points staggered at 50m
intervals. The spacing of the tests has been 50m in each lane. However, extra
test points might be needed when the deflections are highly varying. Across
the pavement, the test points will normally be 0.9m (along the wheel path) from
the edge of the pavement for two-lane road.
(c)
Seasonal variations in climate also affect the deflection results. Considering

that sub-grade is at its weakest condition during monsoon period, it is advised
to carry out BBD test during the recession period of monsoon or soon
thereafter.
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(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, the
road 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-100C 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)
5.9.8
(a)
Benkelman Beam apparatus with Dial gauge.

Pavement Option Study
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)
Initial cost of construction
85-90% of cost of C.C.

pavement.
Annual maintenance cost
Approx. 8 to 10 times
Cement Concrete
Pavement
(CCP)
-
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(Approximately)
more
than
the
maintenance cost of C.C.
pavement.
Fuel Saving
Higher fuel consumption.
Vehicle operating cost (VOC)
Lower fuel consumption.
Higher VOC
Renewal coats (periodic)
Required after
every 4-5 years.
Life and salvage value
Diminishes with life.
Abrasion
Lower VOC
No need except the
Maintenance of joints.
Long life
Abrasion resistant better
for high intensity heavy
traffic.
Oil spill effect
Can get damaged.
No effect.
Impermeability
More permeable
Highly Impermeable.
Environmental considerations
Weathering action
Consumption of stone
aggregate material
Traffic
problem
construction
More environment
Friendly.
Adversely affect by hot

summer and rainy season.
/
during
Cutting of road for services

viz. Telephone cables water
pipes, electric cables and
sewage lines.
(b)
100%
Permit traffic immediately

after laying.
Almost effect is nil.
About 50% of requirement

of flexible pavement.
Traffic can be allowed only
after about 4 weeks.
Convenient
Not convenient
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), the
net 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
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uniformity with other sections for which studies are being carried out by different
consultants.
(d)
The justification of CCP in adverse drainage conditions and for very high traffic
volume/ MSA have been examined in detail alongside the advisability of
providing capillary cut off and other measures and raising of embankment.
Special care will be kept in view in design of joints to take care of ingress of
water from top and contraction/ expansion of slabs.
(c)
The results of the analysis along with suitable recommendations will be

submitted to NHAI for selection of suitable option. The Consultant will make use
of the latest research papers on the subject presented at the International Road
Federation (IRF) 13th World Meeting in Toronto between June 16 and 20,
1997. The Consultant shall also refer to IRC: SP-30, Sensitivity Analysis of Cost
of Concrete and Flexible Pavement.
(f)
The pavement option study has been presented in tabular form giving economic
comparison of both types of pavements considering initial cost, annual and
periodic maintenance cost, fuel saving, VOC, interest rate on initial extra
investment, renewal cost, total savings.
5.10
(a)
Sub-grade Characteristics and Strength.

Based on the data derived from pavement condition (surface condition,
roughness) and structural strength surveys, the project road section would be
divided into homogenous segments with respect to pavement condition and
strength. The delineation of homogenous segments with respect to roughness
and strength has been done using the cumulative difference approach
(AASHTO, 1993).
(b)
The data on soil classification and mechanical characteristics for soils along the
existing alignments have been collected from the PWD. Considerable volume of
soil/materials testing work is complete, which is reported in this document. The
balance testing work is now in progress and is as under: i)
For the widening (4 Laning) of existing road within the ROW, we are
testing at least three sub-grade soil samples for each homogenous road
segment or three samples for each different soil type encountered
whichever is applicable.
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(c)

The sub-grade soil is being tested as under:

i)
In-situ density and moisture content at each test pit
ii)
Field CBR using DCP at each test pit
iii)
Characterization (grain size and Atterberg limits) of each test pit

sample.
iv)
Laboratory
moisture-density
characteristics
(modified
AASHTO
compaction);
v)
Laboratory CBR (unsoaked and 4-day soak compacted at three energy

levels) 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 General
Manager, ( 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:
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(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 on
the 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 be
categorized 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.
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(f)

A detailed assessment for need of roadside drains have been made along with
assessment of additional cross-drainage structures. Accordingly, roadside
drains, wherever necessary, has been proposed.
5.11.3 Condition Surveys for Bridges, Culverts and Other Structures.

All structures have been thoroughly inspected by Bridge Engineer and a report about
their condition has been prepared including all the parameters given in the Inspection
Performa of IRC SP; 35-1990. For the bridges found in a distressed condition
based upon the visual condition survey supplementary testing shall be carried out as
per IRC SP: 35-1990 and IRC SP: 40. Tests will be carried out based on the
specific requirement of the structure. The load carrying capacity of the bridges shall
be evaluated as per IRC SP: 37 1970. In case it is not possible to find out strength
of bridges by any method then we will have to recommend load testing of those
bridges. Detailed surveys and investigations have been carried out to establish the
remaining service life of each retained bridge and structure.
5.11.4 Hydraulic and Hydrological Investigations
(a)
Effective drainage is an essential requirement for structural soundness of road

pavement. The drainage study has been carried out as per IRC Special
Publication No. 42 (Guidelines on Road Drainage) and other accepted
practices. The existing drainage pattern and provisions have been visually
investigated during the site visit and sections that show insufficient drainage
across the road and along the embankment has been noted. The data gathered
will be reviewed and assessed and further studies conducted in order to arrive
at the size of the new/ additional drainage structures and to determine the
extent of rehabilitation required for the existing structures.
(b)
Adequate drainage of the pavement structure will form part of design

parameter. Sub-base/ Base will have self-draining provisions by extending
granular drainage layer fully over the road formation width. Care has been
exercised to provide adequate cross fall, to guard against any sluggish flow of
water. Precaution has been taken against water seeping through the median to
pavement layers on either side. In conducting this study the Consultant will rely
on rain intensity - frequency curves and existing rainfall data.
(c)
Hydrological studies have been done in respect of those structures whose

waterways are found to be inadequate, from local enquiry/ records of past
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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 be
dug. 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.
(d)
i)
Grain Size Analysis
ii)
Atterberg Limits
iii)
CBR Values
iv)
Field Density and Moisture Content
v)
Modified Proctor Compaction
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 Soil Testing for Additional 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
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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 areas
for 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 Proctors

Compaction
iv)
(b)
Soaked C.B.R at 100 % mod. Proctor Density
In case of borrow pits, test pits have been dug at 200 m interval (IRC: 36-1970)
and some additional tests have been conducted, as below:
i)
Gradation Test (IS 2720 part VI)
ii)
Shrinkage limit
iii)
Deleterious matter (in salty areas only) format for borrow area chart
as per Fig. 2 of IRC-19 1977 is given at Annexure.
(c)
In addition to above the following tests will be conducted where height of

embankment is more than 6 meters
i)
Consolidated untrained triaxial test.
ii)
Unconfined compression test.
iii)
Consolidation test to develop e-log p for computing settlement of the

embankment.
(d)
In order to study the strata under the embankment, auger bore hole shall be
made upto 3-4 meter in case of high embankment (>6.0m). In case the strata
is uniform, which is generally the case in alluvial soils of Bihar representative
undisturbed samples shall be taken with 100mm cutting sampler and samples
tested for shear and consolidation characteristics, in addition to Atterbergs
limits and grading tests. Wherever the strata changes, representative samples
for such strata shall be taken to study the settlement and bearing capacity of
the natural formations.
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(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 Proctors 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 been
tested for its suitability. The following tests have been performed on the stone
aggregate:
(b)
i)
Los Angeles Test / Aggregate Impact Value
ii)
Specific Gravity
iii)
Water Absorption
iv)
Flakiness Index /Elongation
Granular sub-base material required for new carriage-way or for improvement

of geometrics or for bypasses have been tested for its grading and Atterberg
Limits. 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 following
details will accompany the tables:
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i)
Likely quantities and type of material available from each quarry source.
ii)
Location of each quarry and the distance upto the nearest link point of the
National Highway.
(d)
The coarse aggregate for Wet Mix Macadam sub-Base/Base shall be crushed
stone and conform to MOST specification. Potential quarries have been
identified in consultation with Forest dept./Mining dept. and shown in quarry
charts. In case crushed gravel/shingle has to be used for advantage of
availability and economy, not less than 90 percent by weight of the
gravel/shingle pieces retained on 4.75mm sieve shall have at least two
fractured faces. The aggregate shall conform to the following physical
requirements:
i)
Los Angeles Abrasion Values or Aggregate Impact Value
ii)
Combined Flakiness and Elongation indices
(e) Testing of locally available material like rocks, sand, gravel, earth, fly ash shall be
as be as per IRC 42-1972.
5.13
Facilities for Conducting Sub-soil Investigations

(a)
Sub-soil Investigation (Bridges)

Sub-soil investigation is in progress based on ROW and widening option for
alignment of additional two lanes. Considerable volume of work is already
complete and is reflected in this report and used for preparing preliminary
designs for the feasibility report.
(b)
Boring
Boring is being carried out using 150-mm diameter bore. Cable operated shell
and auger equipment with mechanically operated which as per the provisions of
IS: 1892 - 1978.
(c)
Auger Boring
A spiral auger is being used for boring holes to a depth of about 6-8m in soft to
medium compacted soils and at dry locations only. In case side fall / caving is
observed, steps are taken to immediately stabilize the holes by using bentonite
slurry / or using casing whichever is desirable. The diameter of the borehole is
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150 mm, while for boring through cohesionless soil below water table. Water in
the casing is maintained above the water table.
(c)
Shell and Auger Boring

Shell and auger boring is being used for deeper borings. The boring tool
consists of auger and / or shell. Temporary casing is used to prevent caving of
the boreholes. In case small boulders/ strata of rock are encountered, the
same is cut by the chisel bit attached to the boring rods. Disturbed soil samples
with all the constituent parts are recovered at requisite intervals or wherever
there is a change of strata.
These samples are being tested in the field
laboratory to prepare the borehole log.

5.13.1. Rock Drilling
In case rocks/boulders are encountered, then rotary drilling shall be carried out using
rock-drilling machine with TC or diamond bits BX/NX fixed on the core barrel. Water
is circulated down the hollow rods, which returns the cutting outside, carrying the soft
cuttings to the surface as sludge. The rotary core drilling equipment shall be provided
with necessary facilities to regulate the spindle speed, bit pressure and water
pressure during core drilling to get good core recovery.
5.13.2. Ground Water

Ground water table in each borehole is recorded as per IS: 6935 after 24 hours of
completion of the boreholes.
5.13.3 Location and Depth of Boreholes
Boreholes are planned to be drilled at each abutment and selective pier location with
maximum distance between two boreholes not to exceed 200m. The borehole shall
extend below the expected foundation level by atleast two times the least dimension
of the foundation. The boreholes are generally 25-30m deep unless dictated by the
subsoil strata, either presence of bed-rocks much above 30m or soft strata even
below 30m. In the case of bedrock, boring shall be carried out atleast one meter in
the rock. The adjustment in the depth of the borehole shall be done after getting
approval from NHAI.
5.13.4. Back-filling of Bore Holes
On completion of boreholes, back filling shall be carried out with Excavated material.
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5.14

In-situ Testing of Soils

(a)
Standard Penetration Test (SPT)

i)
The tests are conducted at specified intervals, atleast 2m interval or at a

depth where the sub-soil strata changes, whichever occurs earlier.
ii)
The test shall be carried out by driving a standard split spoon sampler by
means of a driving head and a 63.5 Kg weight with 75 cm free fall.
Testing shall be done strictly as per IS: 2131 Method of Standard
Penetration Test for Soils. The samples obtained from the split spoon
shall be labeled and preserved for identification tests in the laboratory.
This test shall be carried out at 2.0m interval or change of strata as per
extractions.
iii)
The standard penetration test shall be discontinued when SPT N values

are greater than 100 for 300mm penetrations or the sampler meets
refusal from the strata.
iv)
All samples (disturbed and undisturbed) are collected from the boreholes
and labeled. In case of undisturbed samples, labels are attached to the
top of the samples.
(b)
Undisturbed Soil Samples

Samples for recovering undisturbed samples from cohesive soils shall confirm
to IS: 2132. The area ratio of the cutting edge as well as recovery ratio is
measured. For normal soils, area ratio of the sampling tube is as per IS: 2132,
that is, it may vary from 10.9% to 12.4% but for sampling in hard and dense
soil, use of thick walled sampling tubes with area ratio not exceeding 20% shall
be used. In order to reduce the wall friction, suitable precautions such as, oiling
inside and outside the sampling tube is being observed.
5.14.1. Codes for Tests

The following tests are conducted in the laboratory.
(a)
Disturbed Samples.
i)
Visual and Engineering classifications (as per IS: 1498).
ii)
Sieve Analysis and Hydrometer Analysis (as per IS: 2720 Part-IV).
iii)
Liquid and Plastic Limits (as per IS: 2720 Part V).
iv)
Specific Gravity (as per IS: 2720 Part III).
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(b)

Undisturbed Samples.
i)
Water Content - as per IS - 2720 Part II
ii)
Unconfined compression test - as per IS-2720 Part X
iii)
Direct Shear Test (in case of sand) - as per IS-2720 Part XIII.
iv)
Triaxial Shear Test (Consolidated Undrained test)
v)
Odeometer test for developing e-logp curve
Consolidated undrained test with pore water pressure - as per IS: 2720 Part XII
for determining the true C and value.
Consolidation test - as per IS: 2720 Part XV, to determine e-log p and M v
values.
5.14.2. Contents of Geotechnical Report
The report shall include in brief, the following contents:
a)
The test procedure employed
b)
The sample calculation with reference to formula used to evaluate the various
parameters.
c)
Summary of various soil parameters evaluated.
d)
Type and character of soil.
e)
Procedure of Investigation
f)
Detailed bore logs, sub-soil strata, laboratory and field-test results.
g)
Results obtained and their interpretation.
h)
Recommendation for type and depth of formulation.
i)
Safe bearing capacity and settlement of the foundations adopted.
j)
All recommendations shall be supported by a set of sample and back up

calculations.
k)
Any other information of special significance encountered during investigations

shall be brought out in the geo-technical report.
5.15
Cost Benefit -Financial / Economic Analysis

Economic and Financial Analysis is given in Chapters 8 and 9 respectively.
5.16
Environmental Analysis and Impact Assessment.

5.16.1 Assessment of Environmental Baseline Condition
The Consultants will study the historical trends and establish the existing baseline
condition of the physical and natural environment of the existing road corridor. Based
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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 air
pollutants.
b)
Noise and vibration
Existing noise and vibration

levels caused by passing
vehicles (car, trucks, buses and
other public utility vehicles).
c)
Watershed Condition
Water Quality (groundwater and

surface water), sources of
public or private water supply
on site, watershed importance,
flood
plain
importance,
streamside condition, location of
wells or springs, etc.
d)
Land and Resource use
e)
Traffic safety
f)
Biological Environment
Existing land uses in the project

areas and nearby vicinities
including use of transportation
facilities, structures.
Existing provisions for traffic
survey
(traffic
flow,
light
distances, traffic signs, lights,
flares, barricades, guide signs
and traffic and pedestrian
lanes).
Inventory of existing flora and
fauna, rare or endangered
species;
sensitive
habitats
including
reserved
forests,
wildlife
reserves
and
sanctuaries (if any).
While secondary data has been sourced from the government offices/agencies listed
below:
Indian Meteorological Department
Forest Department
Irrigation Department
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Department of Geology and Mines
Department of Archaeology
Directorate of Agriculture
Soil and Land Use Planning Boards
State Pollution Control Board
Department of Town and Country Planning
Madhav National Park
Local Police Authorities
Detailed description of the required scope of work as stipulated in the Terms of

Reference for the environmental screening has been carried out keeping in view the
requirements of the National Highway Authority (NHAI), Ministry of Environment and
Forest (MOEF) and concerned state government and central government guidelines.
5.16.2 Required Environmental Survey Works and Studies
The conduct of the environmental survey works and studies will take into
consideration the potential impacts to the following:
Road widening within the existing ROW,
Widening of existing road bridges,
Widening and improvement of existing road intersections,
Construction of by-passes,
Construction rail-road over bridges
Construction of service roads
Construction of culverts and drainage improvement works, and
Construction of toll plaza and ancillary structures.
Therefore, implementation of the Environmental Impact Assessment (EIA) will

include the following surveys:
Water sampling and laboratory tests of the samples
Air and Noise Quality Assessment
Terrestrial Ecology Assessment
Archaeological Survey
Geological Survey
The detailed description of the of each survey works/activities are discussed below:
a)
Water Quality
The samples of water will be collected from all the sensitive locations and then
conduct test necessary to establish the water quality baseline data. The
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sensitive locations and the type of water bodies along the highway encountered
are discussed in the Environmental Screening Report
b)
Air and Noise Quality Assessment

Conduct air and noise quality sampling in identified potential impact areas
during construction and road operations. Identified potential/major impact areas
within the existing corridor.
c)
Terrestrial Ecology
Conduct flora and fauna species inventory along the existing road corridor,
forest reserve area, which is very small.
Identify environmentally sensitive organisms that can serve as indicator

species of disturbance and pollution (if any);
Report the names of the organisms in English and by scientific name;
Process and evaluate survey data to provide the summary of abundance,

frequency and distribution of species identified;
Propose mitigating measures to protect the various biological (flora and

fauna) communities/habitat/sanctuary within the project area; and
Provide inputs into the Environmental Management Plan (terrestrial

ecology) considering the various project phases (construction and
operation).
d)
Archaeological Survey
Identify archaeologically significant finds that need to be preserved,

conserved or relocated;
Plot on a map the existing archaeological artifacts found within the project
area (if any);
Identified from secondary sources;
Recommend as part of the report a detailed conservation/relocation plan in

case there are archaeologically significant finds in the area;
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Secure the necessary clearance from the Department of Archaeology

needed by the Consultants to implement the road widening and
improvement.
5.17
Social Impact Assessment and Resettlement Action Plan

5.17.1 Scope and Objectives of studies:
The specific objective is to prepare a Social Impact Assessment (SIA) of the
proposed rehabilitation and up gradation of the road sections and a resettlement plan
incorporating mitigation measures for the persons likely to be affected by the project
through an appropriate resettlement policy framework. The main goal of social
analysis is to put forward a sustainable and socially relevant design for highway
improvement, whereby the displacement is minimized and wherever done, affected
persons are suitably rehabilitated.
To achieve this detailed socio-economic and census surveys have been carried out
in the field and participatory consultation meetings and focus group discussions have
been organized to ascertain the specific needs of the beneficiaries, ensuring their
participation in project planning and preparation. The social issues in respect of
poverty reduction, gender, indigenous peoples, spread of HIV/AIDS and trafficking of
women and children will also be addressed adequately in the social impact
assessment study report.
5.17.2 Methodology
of
Social
Impact
assessment
&
Formulation
of
Resettlement and Rehabilitation Policy:

(a)
Field visits have already been undertaken which gave an impressionistic view
of probable impact of the project on roadside dwellers including encroachers/
informal settlers/ squatters, taking into consideration of widening of the present
NH project. During this preliminary field visit, a site appreciation was also made
of the proposed bypasses and the ROB, which exist at two places.
(b)
Tabulation of data from census and socio-economic surveys has been done to
form the basis of SIA of the project area.
(c)
A database has been prepared to include all the structures within COI with
owners names, ownership status, and use of structures, type and size of
structures, vulnerability and income level of the structure owners and type of
loss.
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(d)

The date on which census/ listing has been carried out will be treated as the
cut-off date, any structure built after that date will not be considered for
entitlement.
(f)
While the census has been ongoing several participatory meetings have been
held with various stakeholders, both primary and secondary, to arrive at vital
qualitative information, which will also be the basis of RP (Resettlement plan)
statistics.
(g)
Acquisition of land, in case of by passes, have been indicated in the RP with

the help of L.R. (Land Revenue Maps) based on replacement cost value is
being incorporated in the entitlement matrix. However, help and assistance
from NHAI and the local Government are absolutely necessary.
(h)
The SIA and RP reports have been prepared based on census data and
information stakeholders participatory meetings and focus group discussions.
5.18
Environment Impact Assessment

The Baseline Data will be generated at the project site for the required duration and
shall include Base-line data for one season, for all environmental components viz.
Air, Water, Meteorology, Noise, Soil, Ecology (Terrestrial and Aquatic), have been
collected.
5.18.1 Water Quality
Sampling at adequate number of sampling stations for both ground and surface
water quality are carried out to characterize industrial/municipal effluents received by
the river. Parameters to be analyzed will be as per IS: 2296 for surface water and IS:
10500 for ground water. Sample collection was done as per IS: 2488 and subjected
to following tests:
For Surface Water
Parameters
o
pH at 25 C
Unit
-
Dissolved Oxygen
mg/l
Free Ammonia (as N)
mg/l
Electrical Conductance at 25 C
mhos
Free Carbon Dioxide
mg/l
Oil and Grease mg/l
mg/l
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For Ground Water

Parameters
pH
Total Coliforms
(MPN/100 ml)
Fluorides (as F)
mg/l
Colour
(Hazen unit)
Arsenic (As)
Anionic Detergents
mg/l
Dissolved Oxygen
mg/l
Tests are still in progress, and any others tests as required in ToR and relevant
codes will be taken up.
5.18.2 Meteorology
Meteorological factors such as precipitation and evapotranspiration are important
determinants of water availability, cropping patterns, irrigation and drainage patterns.
To address these issues, meteorological data of past decade from the nearest
observatory is obtained and wind rose diagrams (both seasonal and annual) are
prepared. Frequency of occurrence of hurricane, tornadoes, and cyclones - data is
collected from nearest IMD.
5.18.3 Air Quality
A monitoring network for ambient air quality has been designed. Baseline ambient air
quality measurements of SO 2 , NOx, Total Suspended Particulate Matter (TSPMRSPM and SPM separate), and CO shall be made at appropriate locations. At each
location, 24 hrs sampling was undertaken twice in a week for a period of two months
covering one season. Samples of gases should be drawn at a flow rate of 0.2 liters per
minute and are analyzed in the field laboratory. TSPM are to be estimated by
gravimetric method. Jacobs-Hochheiser method (IS-5182 Part VI, 1975) has been
adopted for estimation of NO x . Modified West Gaeke (IS-5182 Part II, 1969) has been
adopted for estimation of SO 2.
Mylar bags with pulse pumps are to be deployed for collection of hourly samples of
Carbon monoxide (CO)). The CO is to be Analyze by Gas Chromatography.
5.18.4 Noise Levels

A noise monitoring survey is conducted to produce sufficient data to characterize the
noise environment at various zones like, industrial, commercial, residential and at
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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 night
levels during 10 pm to 6 am for Equivalent Sound Pressure Levels during daytime and
nighttime. Hourly equivalents are also recorded.
5.18.5 Soil Samples
Soil characteristics at adequate number of locations along the proposed project road
were assessed for the physical, chemical properties and heavy metal concentrations.
Soil samples are collected upto a depth of 60 cm. The soil samples are being
analysed for texture, pH (1:5), Electrical Conductivity, Bulk Density, Organic Matter,
Nitrogen as N, Potassium as K and Phosphorus as PO 4
5.18.6 Ecology
Terrestrial Ecology
The bio-geographical regions in which the projects and its various activities are
located are identified and general information on characteristic flora and fauna are
obtained. Specific data is collected on endemic, rare, endangered, migratory species
and on sensitive or protected habitats. The assessment of status of flora and fauna
vis a vis Red Data Book of Plants and Animals and Wildlife Protection Act shall be
carried out.
The survey of flora and fauna is to include endangered species, forest resource
evaluation, study of pattern of plants, bio-diversity indices, cropping pattern,
mammals, avi-fauna, reptiles, rare and endangered plant species. Any fish, crocodile
breeding grounds in the river, tributaries in submergence areas, wildlife habitat
breeding/feeding areas. Whether the site is having potential for a wild life sanctuary,
endangered species of flora and fauna. Whether the area is potentially important
tourist resort, National Park. Possibility of growth and control of aquatic weeds shall
be addressed in the report.
In order to assess the bio-diversity value of the area, the baseline study was
undertaken to evolve identification of:
*
Plans for re-establishing wild life as an integral part of project planning to

compensate for wildlife loss; and
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The presence of designated wildlife conservation areas such as national parks,

bird sanctuaries, wildlife sanctuaries and Biosphere reserves.
Aquatic Ecology
The ecology of existing major water bodies is thoroughly studied. This effort is to
include search and review of existing literature and one seasonal study at adequate
locations depending on the site details. A list of flora and fauna including
phytoplankton, zooplankton, fish and macrophytes is prepared.
Rare and
endangered species are to be identified. The study on the impact on bird migration if
visiting within the project-affected zone is being carried out.
5.19
Detailed Design of Road and Pavements

a)
Consultants will undertake designing concrete pavement/ flexible pavement

based on the approved survey / studies carried out in the feasibility stage. The
entire data collected from pavement Condition Assessment Survey, Roughness
measurement, Pavement Deflection Tests, Pavement Option Studies and Geotechnical Investigations have been collated and designs taken up. The design
will primarily be based on the projected volume of traffic in each section
converted to equivalent 8.2 tons standard axle repetition over 20 year design
life in case of flexible pavement and 30 years of rigid pavement.
b)
The guidelines of revised IRC 37 - 1984 and AASHTO Guidelines have been
used for the design of flexible pavement. Factors like sub-grade characteristics,
rainfall and drainage problems, ground water table and availability of sub-base,
base and surfacing material of desirable specifications have been studied in
detail. The problems of low-lying stretches coupled with the drainage
requirements have been analyzed, their solutions worked out and considered in
the design. The consultants will also consider the possibilities of recycling of old
bituminous layers. This will primarily be governed by economic consideration
and site suitability.
c)
Based on the availability of the material at the site and from other sources, the
best possible value of CBR will be mad use for pavement design.
d)
Consultants have considered in their design the need for providing a bituminous
leveling course to bring the profile line, camber, super-elevation of the existing
pavement to acceptable standards. The design bituminous layers will come on
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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 designed
requirements. 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.
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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 costeffective manner, which will include but not limited to:
5.21
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.
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 the
terms 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 ROBs , 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
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cable profile for the pre-stressed concrete work as well as other data,
dimensions
and
information
necessary
for
proper
setting
out
and
implementation of the structure.

5.23
Cost Estimates and Bid Documentation

5.23.1 Preliminary Cost Estimates.
During feasibility stage, the unit cost of construction of major items (land acquisition,
site clearance, earth work, sub-base and base course, bituminous work / Cement
concrete pavement, bridges and cross drainage works, Railway crossings and other
miscellaneous items) will be developed. Preliminary quantities of various items have
been worked out for 1 km length of each homogeneous section of road based on
typical drawings. The unit rates have been worked out based on the price of
materials, equipment and labour as per market rates and considering intensive use of
equipment. For bridges, cross drainage works and other structures, rates per meter
have been analyzed for a typical structure and same rate has been adopted for
estimating cost of similar structure. These rates, as developed, will be checked
against rates for similar works put to bid recently under World Bank / ADB or other
externally aided projects. The cost has been worked out for the entire length of
project road as a whole.
5.23.2 Updated Cost Estimates
During PPR stage, the approximate cost will be further updated in the light of
additional inputs then available and the cost estimate will be prepared separately for
each construction package.
5.23.3 Final Cost Estimates
a)
The detailed cost estimate for each construction package will be prepared on
the basis of detailed estimated quantities for each item of work. The unit rates
of items will be worked out after taking into consideration the expected loads of
earthwork and other structural materials as per quarry location etc. Analysis of
rate for various items will be prepared on the basis of MORTH Data Book for
Rate Analysis. These rates will be referenced to typical prices of internationally
financed projects in addition to suitable standard indices like Whole Sale Price
Index (WPI) and Industrial Price Index (IPI) etc. in respect of base cost of
machinery, labour and material so that the unit cost estimates could be
updated, if so required at a later stage in case some sections of the road are
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delayed to a later date due to any reason after completion of Consultancy

services.
b)
After discussion with client, suitable allowances for physical and price
contingencies will be made to produce the final engineering estimate the project
road. The estimates will also be presented in the form of Bill of Quantities
(BOQ) for the project road supported by detailed calculations.
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6.0
TRAFFIC SURVEY AND ANALYSIS

6.1
Traffic Surveys
6.1.1
To establish the existing traffic and travel characteristics on the section of NH-31
between Khagaria- Bakhtiarpur, the following traffic surveys were carried out in
accordance with the guidelines contained in IRC 9-1972 and IRC 102-1988 and as
per formats provided in the Inception Report submitted by the consultants in October
2004.
Classified Traffic Volume Counts
Intersection Surveys
Speed and Delay Survey
Origin - Destination Survey
Axle Load Survey
Willingness-to-pay Survey
Parking Survey
Pedestrian Volume Count
Review of Traffic Accident Statistics
Fig. 6.1 shows the traffic survey locations in the form of a key plan.
6.2
Existing Traffic Pattern
6.2.1
Classified Traffic Volume Counts
6.2.1.1 The Traffic Volume Counts were carried out manually for each vehicle type separately
by counting the vehicles at 15 minutes time interval in both directions. This survey was
conducted earlier at four locations as shown in Fig. 6.1. All of these four locations were
situated within the state of Bihar. Traffic counts were carried out for seven consecutive
days, 24 hours for each day, during the period between 20.12.04 to 31.12.04.
6.2.1.2
The following classification has been used for vehicle types:

Passenger Vehicle
Auto
Car/Taxi
Jeep/Van
Standard Bus
Commercial Vehicles
Light Commercial Truck (4 wheeled and 3
wheeled)
Heavy Commercial Trucks (Two axle rigid
trucks)
CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd
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Mini Bus
Scooters/Motor Cycles
Multi Axle Vehicles (3 Axle rigid and

articulated vehicles)
Agriculture Tractors and Tractor Trailers
Non-Motorized vehicles
6.2.1.3
Bi-cycles
Cycle Rickshaws (Tri-cycle)
Animal Drawn/Hand Drawn
Passenger Car Units: Data collected for various vehicle types is required to be
converted to a uniform unit i.e. Passenger Car Unit or PCU for the purpose of further
analysis and compositions. IRC recommends the following conversion factors to
convert the number of vehicles into Passenger Car Units.
6.2.1.4
The raw data collected at 15 minutes interval has been summarized to hourly traffic.
The data from the classified counts have been analyzed to study the hourly variation
and daily variation of traffic, vehicle composition of traffic, average daily traffic,
peaking pattern and directional distribution of traffic. In this alignment the traffic count
stations at Km 166 and Km 240 for base year 2011 has been carried out for the present study.
Day wise, mode wise distribution and hourly variation of traffic have been presented
graphically in Figure 6.03 to 6.06. For each of the traffic count station and for the base
year (2011) classified hourly average traffic data has been presented in Table 6.1 to
Table 6.2. Average Daily Traffic (ADT) volumes for all the two count stations have
been presented in Table 6.3.
Table 6.3: Average Daily Traffic (ADT) Values
Passenger
Commercial
Non-motorized
Vehicles
Vehicles
Vehicles
(In PCUs)
(In PCUs)
(In PCUs)
Total
(In PCUs)
Km 166
6.2.2
5140
13472
6499
17932
Km 240
1959
20595
1568
25999
Traffic Variation, Directional Distribution and Peak Hour Factor: The hourly
variation of traffic observed at various count locations are presented in Fig. 6.07 to
Fig. 6.08. From the hourly variation of traffic it is seen that the except for minor
variations the traffic volume is more or less same through the daylight hours.
However, after 7 pm. there is a distinguishable drop in the volume of traffic. This can
be attributed to the prevailing security situation in the area.
NHAI

Vol: I Main Report
6.2.2.1

The Traffic within a day hour is normally observed to have lot of variation. Maximum
hourly volume (in terms of hourly ADT) was seen to be at Km 240, were the volume
was in excess of 7000 vehicles between 12 1 PM.
6.2.2.2
Directional distribution is an important parameter for studying the traffic pattern along
the existing corridor. The flow of traffic was analysed in terms of Bakhtiarpur to
Khagaria and Khagaria to Bakhtiarpur directions. Directional distribution ratios in terms
of percentage of vehicles observed are 50:50 and 49.8:50.2 at Km166 and Km 240
respectively. It thus be said that the project corridor that the traffic is almost equal in both
directions.
6.2.2
Seasonal Variation: To study the seasonal variation of traffic, the quantity of petrol
and diesel sold at a fuel filling station along the corridor has been taken as proxy for
the intensity of passenger and goods vehicles traffic in the project section.
Accordingly, the quantity of petrol and diesel sold monthly at 8 fuel filling stations on
the project road has been collected. The correction factors for petrol and diesel
vehicles have been computed from the monthly sales data and are presented in the
Table 6.5 below:
Table 6.5: Seasonal Variation
Type of Vehicle
Seasonal Variation
Petrol Driven Vehicles
1. 08
Diesel Driven Vehicles
0.84
Since the petrol pump data covers a wide spectrum of samples, correction factors
based on petrol pump data are adopted for computing ADT. AADT thus derived for
project road in passenger car units for the base year, Table 6.6 shows summarized
ADT (2011) for modified alignment is as follows.
Passenger
Vehicles
(In PCUs)
Table 6.6: Summarized ADT Figures

Commercial
Non-motorized
Vehicles
Vehicles
(In PCUs)
(In PCUs)
Total
(In PCUs)
Km 166
5140
13472
6499
17932
Km 240
1959
20595
1568
25999
NHAI
(Hr's)
9:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 00:00
00:00 - 1:00
1:00 - 2:00
2:00 - 3:00
3:00 - 4:00
4:00 - 5:00
5:00 - 6:00
6:00 - 7:00
7:00 - 8:00
8:00 - 9:00
714
838
801
784
888
787
891
876
764
806
501
334
214
128
22
20
2
6
24
34
121
173
307
567
Two
Time intervel Wheeler
508
658
689
568
677
649
663
611
567
413
265
117
77
50
10
9
10
5
17
124
161
211
408
591
211
136
178
142
184
181
228
242
241
190
251
178
102
80
68
97
72
31
36
53
61
90
111
108
Auto
Car / Jeep
Rickshaw
605
819
752
616
769
738
885
901
855
769
957
689
514
460
348
358
241
155
237
190
207
298
363
544
Van /
Tempo
Mini
28
17
20
19
21
48
26
38
24
53
26
19
34
25
18
10
5
27
8
4
2
6
36
19
Bus
47
49
29
41
33
48
47
57
51
48
69
73
150
200
64
92
87
147
127
76
74
39
40
72
Stand.
422
402
431
410
339
408
469
506
470
544
420
486
450
448
369
322
236
200
228
250
253
300
447
436
LCV
635
785
725
708
728
877
838
811
896
920
1029
1103
1146
1069
906
876
761
664
738
731
702
743
751
668
2 Axle
Truck
1
115
155
99
136
282
141
124
137
112
114
281
247
224
241
165
225
158
165
163
133
157
119
92
89
Multi Axle
55
67
80
65
72
81
100
62
92
60
23
34
12
14
1
1
2
0
0
0
0
10
20
42
Animal /
Hand
Drawn /
Bull Horse
Table 6.1 Hourly variation of ADT at Km 166
546
612
478
408
443
447
466
447
599
457
234
194
95
87
16
4
4
4
6
17
17
160
338
477
Cycle
316
287
283
249
275
265
290
245
275
291
275
280
219
197
116
145
115
112
84
109
109
170
204
307
Cycle
Rickshaw
4202
4825
4565
4146
4711
4670
5027
4933
4946
4665
4331
3754
3237
2999
2103
2159
1693
1516
1668
1721
1864
2319
3117
3920
TOTAL
6045
6942
6715
6183
7226
7133
7390
7190
7349
7138
7710
7341
6956
6749
4914
5185
4181
3936
4156
4011
4133
4486
5204
5850
PCU
917
966
841
722
790
793
856
754
966
808
532
508
326
298
133
150
121
116
90
126
126
340
562
826
NMT
3285
3859
3724
3424
3921
3877
4171
4179
3980
3857
3799
3246
2911
2701
1970
2009
1572
1400
1578
1595
1738
1979
2555
3094
MT
9:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
13:00 - 14:00
14:00 - 15:00
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 00:00
00:00 - 1:00
1:00 - 2:00
2:00 - 3:00
3:00 - 4:00
4:00 - 5:00
5:00 - 6:00
6:00 - 7:00
7:00 - 8:00
8:00 - 9:00
Time
intervel
(Hr's)
1307
1974
1812
1874
1765
1709
1729
1929
1710
1861
1421
859
632
316
153
92
37
26
32
120
227
401
875
1262
Two
Wheeler
39
104
74
158
63
52
58
72
56
52
27
16
39
4
18
2
0
0
2
0
0
20
20
44
516
599
583
644
547
628
673
634
565
624
505
464
343
305
279
240
245
214
253
299
369
347
353
348
Auto
Car / Jeep
Rickshaw
740
765
856
884
760
719
736
826
768
928
770
651
497
479
392
414
388
482
441
413
422
498
429
377
Van /
Tempo
43
110
78
62
77
53
108
108
113
29
49
67
16
2
0
14
8
18
6
0
10
29
71
31
Mini
Bus
55
48
25
31
56
42
35
28
39
26
123
96
115
142
137
156
247
169
66
59
41
24
75
50
Stand.
551
551
650
693
693
610
594
642
703
643
608
556
413
476
432
374
359
249
300
280
303
364
408
505
LCV
1156
1200
1248
1289
1144
1145
1185
1240
1297
1413
1376
1402
1339
1426
1230
1195
1100
1101
1084
975
980
1064
990
1073
2 Axle
Truck
1
232
189
171
175
144
170
175
183
244
216
195
200
221
209
215
194
181
184
172
180
167
215
170
170
Multi Axle
18
18
30
22
19
32
17
40
26
13
0
2
2
0
0
0
0
0
0
0
0
0
12
14
Animal /
Hand
Drawn /
Bull Horse
Table 6.2 Hourly Variation of ADT at Km 240
1492
1664
1757
1875
1672
1735
1834
1768
1757
1776
795
470
374
232
81
44
13
4
2
70
117
349
813
1261
Cycle
0
0
0
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Cycle
Rickshaw
6149
7222
7284
7707
6940
6897
7144
7470
7278
7581
5869
4783
3991
3591
2937
2725
2578
2447
2358
2396
2636
3311
4216
5135
TOTAL
8335
9066
8822
9529
8568
8574
8817
9293
9557
9772
8770
8132
7390
7424
6523
6232
6064
5750
5396
5139
5247
6061
6373
7025
PCU
1510
1682
1787
1897
1691
1769
1851
1808
1783
1789
795
472
376
232
81
44
13
4
2
70
117
349
825
1275
NMT
4639
5540
5497
5810
5249
5128
5293
5662
5495
5792
5074
4311
3615
3359
2856
2681
2565
2443
2356
2326
2519
2962
3391
3860
MT

Vol: I Main Report

The traffic volume survey for 7 continuous days was carried out at mid-block locations of the
project road initially during preparation of DPR in December, 2004. The revalidation of data was
done by carrying out fresh traffic volume survey during February, 2011. It was once again
desired that fresh traffic volume survey be carried out at km. 235 of NH-31during the currency of
restructuring of this project. The traffic survey was not carried out at km. 166 on account of
closure of Rajendra Pul for vehicular traffic for repair/ rehabilitation of the bridge. Accordingly the
Consultants have carried out the traffic volume survey during 2nd week of May, 2014 at km. 235
of project road. Table -6.7 gives traffic volume characteristics along the project road during
different reference years.
6.2.4
Traffic Composition: Even though traffic observed at various locations is of mixed

type, passenger vehicles are observed to be the predominant of the total traffic. Truck
composition accounts for nearly 46% to 30% (in terms of Veh.) of total traffic at all the
count locations.
NHAI

Vol: I Main Report

NHAI

Vol: I Main Report
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 Type
Passenger Vehicles
Goods Vehicles
Non Motorized
Km
166(%)
45
41
14
Km
240(%)
44
38
18
6.3
Speed & Delay Survey
6.3.1
To assess the journey time, running speed, average journey speed and delay due to
traffic 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.
NHAI

Vol: I Main Report

Table: 6.9 Proposed Intersection Treatments

Sl.
No.
Location of
Intersection
Existing
Junction Type
Proposed Treatment
Km 144
3 Legged
Km 154
3 Legged
Km 171
4 Legged
Km 196
3 Legged
Does not fall on proposed realignment

as per Option-B taking off from 1100 m
south of Bakhtiarpur on NH-31
At grade improvement
Km 208
3 Legged
Grade Separator/ interchange
KM 218
4 Legged
KM 229
3 Legged
KM 246
3 Legged

as per Option-B by passing Zero mile.
as per Option-B by passing Begusarai.
At grade improvement
6.5
Axle Load Survey
6.5.1
In India, as in most developing countries, there is a tendency on the part of the

commercial vehicle operators to overload the goods vehicles though there is a
legislation to curb these practices and there is existence of an enforcement agency. In
order to assess the damaging effect to these heavily overloaded vehicles, an axle load
survey was carried out at Km 160.00 and Km 232.800 for 24 hours in the year 2004 as
stipulated in the TOR. It may be noted here that Bihar still entertains the practice of
Golden Pass whereby trucks could be overloaded on payment of a fee.
6.5.2
During axle load survey the vehicles were intercepted on a random basis and the axle
load weighed on an electronic weigh pad that had the capability to weigh up to 50 tons.
The number of vehicles weighed accounts for a sample size of 2% for light commercial
vehicles, 76% for two axle trucks, 12 % for three axle trucks, 4% for multi axle vehicles
and 6 %for buses at Km 160. The number of vehicles weighed accounts for a sample
size of 0.7% for light commercial vehicles, 47.6% for two axle trucks, 45.8 % for three
axle trucks, 3.5% for multi axle vehicles and 2.4%for buses at Km 233.
NHAI

Vol: I Main Report
6.5.3

Vehicle Damage Factor (VDF) for each vehicle type has been estimated using the
Fourth Power Law of American Association of State Highway and Transport Officials
(AASHTO) for the Axle Load Equivalency Factor and the following expression:
VDF = ESAj/Nj
Where,
ESAJ = Equivalent Standard Axles of vehicle type j;

NJ = Total number of vehicles of type j
ESA = Equivalency Factor (EF) x Number of axles in that weight class
= (Axle Load)4
8.16
= (Axle Load)4
14.968
EF
for single axle load

for tandem axle load
The estimated VDF for different vehicles is presented in Table 6.10 and 6.11 and the
details are given in the DPR
6.6
Homogeneous Section along the corridor

The entire project corridor has been divided into two homogeneous section based on
the designed traffic on the corridor for the purpose of designing the pavement. In the
earlier study conducted by the same consultant on 2005, these sections are given
below:
Sr. No.
Section
Chainage
Section 1
Km 153.30 to Km 235
Section 2
Km 235to Km 270
Table 6.10 Estimated VDF values for vehicle types at

Km 160 adopted for Section 1 & 2
VDF Values at KM 160
3X / MV
BUS
LCV
2X
8.61
0.87
0.04
4.64
TOWARDS BAKHTIARPUR
TOEARDS KHAGARIA
0.87
11.93
10.66
2.15
Adopted VDF at KM 160
0.87
11.93
10.66
2.15
Source: Primary Survey
NHAI

Vol: I Main Report

Table 6.11 Estimated VDF values for vehicle types at

Km 232 adopted for Section 2
VDF Values at KM 232.80
BUS
LCV
2X
3X / MV
15.53
1.78
8.72
0.25
TOWARDS BAKHTIARPUR
TOEARDS KHAGARIA
0.57
8.79
13.55
1.49
Adopted VDF at KM 232
1.00
9.00
15.50
2.00
6.7
Travel And Commuter Pattern
6.7.1
Origin - Destination Survey

In order to assess the travel pattern along the corridor, the percentage of through
traffic on the road and the types of commodities being transported, O-D Surveys were
carried out at two locations for 24 hours in the year 2004. The two locations were Km
156 and Km 208. For this purpose roadside interview method was made use of and
vehicles in both the directions were covered in the survey.
This survey was conducted on random sample basis for light commercial vehicles,
cars/jeeps and trucks. The sample size for each category of vehicles interviewed is
given in Table 6.12 and Table 6.13
Table - 6.12 O-D Sample Size at Km 156 of NH 31 in the year 2004
Passenger Vehicles
Vehicle
Type
Goods Vehicles
Total
No.
No.
Interviewed
Sample
%
Car / Taxi
983
187
19.20
LCV (4W)
287
44
15.33
Van
Two wheeler
Bus
475
529
300
74
80
88
15.57
15.12
29.33
1332
487
71
379
76
21
28.45
15.60
29.58
2287
309
13.51
2 Axle Truck
3 Axle Truck
Multi axle
Truck
Total
2177
493
22.65
Total
Vehicles
Type
Total
No.
Sample
Nos. Interviewed
%
Table -6.13 O-D Sample Size at Km 208 of NH 31 in the year 2004

Passenger Vehicles
Vehicle Type
Car / Taxi
Goods Vehicles
Total
No.
No.
Interviewed
Sample
%
935
159
17.00
Vehicles
Type
LCV
(4W)
Total No.
175
No.
Sample
Interviewed
%
28
16.0
NHAI

Vol: I Main Report

Van
32
16
50
Two wheeler
617
99
16.04
Bus
157
37
23.57
Total
1741
186
10.68
2 Axle
Truck
3 Axle
Truck
Multi Axle
Truck
2002
311
15.53
127
38
29.92
15
46.67
2319
237
10.22

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 project
corridor, 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.
Station
Km 156
Km 208
6.9
> 1 trip
per day
114
41
Table: 6.14 - Trip Frequency

1 trip per
< 4 trips
Weekly
day
per week
93
217
59
94
60
36
Total
483
231
Commodities Carried
The details of commodities carried at the two OD survey locations are indicated in
Table 6.15.
NHAI

Vol: I Main Report

Table 6.15 - Commodities Carried by Goods Vehicles (in the year 2004 basis)
Type of Commodity
Km 156
Km 208
No.
%
No.
%
Empty
149
27.34
38
11.59
Agricultural Products
95
17.43
15
4.57
Forest Products
36
6.61
7
2.13
Oil
89
16.33
49
14.94
Construction Material
64
11.74
100
30.49
Minerals
12
2.20
12
3.66
Fertilizers
19
3.49
6
1.83
Machines
17
3.12
6
1.83
Other manufacturing item
5
0.92
34
10.37
Others
59
10.83
61
18.60
Total
545
100.0
328
100.0
6.10
Major OD Pairs
Results from the origin and destination study depict some of the most interacted
origin and destination zones by the commuters. Table 6.16 shows the major O-D
pairs.
Origin
Zone
TABLE 6.16 Major O-D Pair - All vehicles (as on 2004 basis)
Origin Place Destination Destination No of
% share among total traffic
Zone
Place
Vehicles
11
Begusarai
1*
Patna
593
13.02
16 #
Bhagalpur
1*
Patna
490
10.76
Bakhtiarpur
1*
Patna
295
6.48
Luckeesarai
Barh
265
5.82
Patna
16 #
Bhagalpur
220
4.83
Barauni
1*
Patna
187
4.11
Bihar Sharif
Barh
181
3.97
Bakhtiarpur
Barh
162
3.56
1*
Patna
Barh
162
3.56
1*
Note:
* West external zone of project road

#
East external zone of project road
6.11
Pedestrian Volume Count

Pedestrian volume count is conducted at locations of significant pedestrian activity to
assess the intensity of such activity based on which the required pedestrian facilities
such as zebra crossings, controlled crossings or grade separated pedestrian facilities
NHAI

Vol: I Main Report

may be provided to improve their safety and it also ensures smooth flow of vehicular
traffic. Pedestrian activities are generally significant in built-up sections and
commercial areas. As pedestrian activity along the road is not of much concern, so
pedestrians crossing the road have been considered to justify the need of any
underpass etc.
6.11.1 Pedestrian volume counts across the project road was conducted at 6 locations along
the project corridor. The surveys were conducted for 8 hours, between 8.00 to 12.00
hours in the morning and between 16.00 to 20.00 hours in the evening on a
representative working day at all these locations in the year 2004. Number of persons
crossing the road at these locations during different hours of study is presented in in the
DPR
6.11.2 The pedestrian crossing activity has been observed to be the highest at Km 218 where
1005 persons cross the road during the peak hour. The peak hour values of PV2 are
computed for all these locations adopting the traffic volume data from the nearest
survey location in the section and are given in Table 6.17.
Table -6.17 - Pedestrian Vehicle Conflict Index at Study Locations (as on year 2004)
Location
Peak Hour
Pedestrian
Volume
(P)
Peak Hour Motorized

Traffic Volume
(V)
PV2
Km 154
818
279
5.77E+08
Km 172
356
279
3.19E+08
Km 194
193
260
6.37E+07
Location wise
Priority to be
considered for
treatment
Does not fall on
option - B
Does not fall on
option - B
1
Km 226
1005
758
4.67E+07
Does not fall on

option - B
Km 228
555
758
2.77E+07
Does not fall on

option - B
Km 270
685
261
1.30E+07
The existing pedestrian activity is being studied along with the proposed highway
alignment. Based on the above pedestrian-vehicle conflict result and proposed
highway alignment, pedestrian underpasses will be finalized and recommended in the
subsequent stage of the project report.
NHAI

Vol: I Main Report
6.12

Parking Survey
Parking studies are necessary to identify locations of intense parking activity and the
duration and accumulation of parking of different types of vehicles at these locations.
The data collected from parking studies are used to determine the regulatory
measures needed to control the roadside parking activity and to examine the need or
otherwise of off-street parking facilities and their pricing.
6.13
Methodology
Intense roadside parking activity was observed at built up sections along the project
corridor. Parking duration and parking accumulation studies have been conducted at
these locations for 12 hours from 08:00 to 20:00 hrs on a representative working day.
The results of the study will be reported in the Final Feasibility Report.
6.14
Review of Traffic Accident Statistics

To identify and study accident spots along Khagaria- Begusarai- Bakhtiarpur Section
of NH-31 accident records were gathered from various police stations. These data are
summarized in Table 6.18. Details of Traffic accidents and causalities during year
1999 to 2004 are given in Table 6.19.
6.14.1
Study of Black Spot Locations

Black spot locations could be considered as locations where there have been at least
one fatal accident or at least five total accidents in a year. Details of accidents and
Map showing locations of accidents and their severity during year 2003 are indicated
in Table 6.19.
Provision of proposed dual carriageway with improved geometrics would help in
improving the safety on the highway. The improvements pertaining to safety features
will be reported in the Final Feasibility Report.
6.15 Traffic Forecast

6.15.1 Background
Investments in the transport sector constitute a significant part of the total investment.
This is especially true in the case of developing nations, where transport is the catalyst
NHAI

Vol: I Main Report

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 the
need 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 as
population, 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 :-
NHAI
Table 6.17 ACCIDENT DATA - YEAR 2000

Sl. No
Date
Chainage (km)
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
29.01.00
16.02.00
06.03.00
06.03.00
07.04.00
08.04.00
13.04.00
16.04.00
19.04.00
20.04.00
23.04.00
16.05.00
25.05.00
28.05.00
03.06.00
28.06.00
29.06.00
04.07.00
09.07.00
17.07.00
01.08.00
09.08.00
22.08.00
23.08.00
09.10.00
20.10.00
23.10.00
20.11.00
28.11.00
06.12.00
13.12.00
27.12.00
187.0
196.0
195.0
191.5
199.8
195.0
194.0
198.5
189.8
195
189.8
188.5
191.5
Mokama
202.0
205.0
187.0
196.0
188.5
191.5
200.8
187.0
189.8
192.0
202.0
191.5
NH-31
-
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
26.03.00
28.04.00
20.05.00
05.06.00
08.06.00
27.06.00
26.06.00
30.06.00
14.07.00
30.08.00
14.08.00
01.10.00
09.10.00
27.10.00
10.11.00
16.11.00
23.11.00
14.12.00
16.12.00
17.12.00
19.12.00
170.0
173.5
175.0
175.0
175.0
175.5
168.2
172.5
168.4
175.0
168.5
167.5
173.5
166.4
172.5
170.0
176.5
-
Location
Accident Vehicle
MOKAMA THANA
Mekara
Truck
Hospital Modh
Truck
Shivnar
Morh Chowk
Gosai Gaun
Jeep
Shivnar
Truck
Baredpur
Tractor
Kanhayipur
Truck
Sultanpur
Maruti Car
Shivnar
Truck
Sultanpur
Taxi
Kanhayipur
Maruti
Morh
Tata
Mokama
Bus
Govar Tolli
Tata 407
Lakhan Chand
Bus
Chuharalmal Godh
Truck
Mekara
Maruti
Parpurmisthan
Truck
Kanhayipur
Morh
Nagirath Modh
Sumo
Mekara
Jeep
Sultanpur
Truck
Morh Station Road
Tractor
Chuharalmal Godh
Morh
Truck
NH - 31
Car
Jahar Jisthan
BARH THANA
Katchhara
Truck
Gulabbagh
Truck
Goarlakshmi
Truck
Truck
Goarlakshmi
Car
Navada
Galgovind
Sumo
Kachichak
Truck
Hospital Modh
Truck
Malahi
Car
Goarlakshmi
Sumo
Malahi
Truck
Gulabbagh
Scooter
Achuar
Tata 407
Petrol Pump
Truck
Barh Katchhari
Tata Maxi
Church Godh
Tempo
Achuar
Bus
Attnam
Motor Cycle
-
Injured
1
1
-

Sl. No
Date
Chainage (km)
24
55
56
57
58
59
60
30.04.00
12.05.00
15.05.00
17.05.00
05.06.00
09.07.00
08.08.00
163.0
162.5
156.5
165.0
162.5
165.0
61
62
63
64
65
66
67
68
24.03.00
01.06.00
16.06.00
24.06.00
26.07.00
14.08.00
15.08.00
12.11.00
206.0
206.0
206.0
209.0
209.0
69
70
71
72
73
74
75
76
18.03.00
16.05.00
05.06.00
12.06.00
15.06.00
17.07.00
12.10.00
01.11.00
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
08.01.00
18.02.00
23.03.00
18.04.00
10.05.00
15.05.00
04.06.00
03.06.00
14.06.00
07.07.00
08.07.00
20.08.00
01.09.00
30.09.00
21.10.00
28.10.00
28.11.00
29.11.00
29.12.00
179.0
178.0
176.0
183.5
177.0
182.5
185.5
185.5
180.4
182.5
176
176
184.5
182.5
182.5
182.5
96
29.02.00
200.0
97
98
99
100
101
102
103
104
105
14.01.00
15.01.00
27.01.00
16.02.00
27.02.00
24.02.00
25.02.00
11.03.00
11.03.00
154.0
154.0
154.0
Location
Accident Vehicle
ATHMALGOLA THANA
Neerpur
Bus
Bus
Rajpur
Truck
Rajpur
Truck
HATHIDAH THANA
Auto Halt
Jeep
NH
Jeep
Rajendrapul
Truck
Rajendrapul
Car
MARANCHI THANA
Marachi
Truck
Marachi
Truck
Badhpur
Jeep
NH - 31
Trucker
Bahapur
Truck
School Marathi
Tata 407
Sherpur
Car
Markana
Tata 407
PANDARAR THANA
Railway
Bus
Truck
Lakshmi pur
Dariyapur
Bus
Railway
Truck
Padrak
Jeep
Samsipur
Truck
Lemuabad
Truck
Padarkavacha
Truck
Doshiya Tolla
Dariyapur
Truck
Darj Tolla
Motor Cycle
Bariyarpur
Truck
Paidanichak
Padrak
Truck
Padrak
Truck
Padrak
Truck
DHANSDARI THANA
Gosai Gaun
Tractor
BAKHTIYARPUR THANA
Ravaich
Jeep
Bhaktiyarpur
Tempo
Sukunpur
Tenkar
Old Market
Truck
New Bypass
Tata 407
New Bypass
Truck
Injured
-
1
1
1
1
-

Sl. No
Date
Chainage (km)
Location
Accident Vehicle
Injured
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
19.03.00
19.03.00
21.03.00
30.03.00
11.04.00
30.04.00
03.05.00
03.05.00
19.05.00
02.06.00
04.06.00
06.06.00
10.06.00
12.06.00
13.06.00
16.06.00
27.06.00
29.06.00
04.07.00
11.07.00
12.07.00
13.07.00
17.07.00
18.07.00
20.07.00
24.07.00
03.08.00
05.08.00
11.08.00
26.09.00
29.09.00
30.09.00
20.10.00
22.10.00
24.10.00
24.11.00
10.12.00
23.12.00
154.0
154.0
-
Bhaktiyarpur NH
Ravaich
Dador
Deepak Hotel
Karnoth
New Bypass
Syedpur NH
Syedpur NH
Kasba
Kasba
Gaspur
Madhupur
Ravaich
-
Truck
Truck
Maruti
Truck
Truck
Motor Cycle
Truck
Maruti
Jeep
Truck
Tempo
Bus
Jeep
-
1
1
1
-
1
1
1
1
-

Sl. No
Date
Chainage (km)
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
01.01.01
18.01.01
03.03.01
04.03.01
16.03.01
08.05.01
09.05.01
15.05.01
19.05.01
31.05.01
01.06.01
07.06.01
12.06.01
10.07.01
20.07.01
30.07.01
10.08.01
05.09.01
15.10.01
29.10.01
04.11.01
02.12.01
03.12.01
05.12.01
08.12.01
12.12.01
17.12.01
26.12.01
187.0
188.5
191.5
191.5
196.0
195.0
187.0
191.5
187.0
188.5
194.0
188.5
189.8
194.0
187.0
198.8
-
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
03.02.01
21.02.01
09.03.01
13.03.01
-
175.0
163.0
171.0
167.5
167.5
166.4
173.5
172.5
172.5
168.4
172.5
172.5
172.5
170.0
168.2
171.0
175.0
Location
Accident Vehicle
MOKAMA THANA
Mekra
Truck
Kanhayipur
Truck
Morh
Maruti
Morh
Maruti
Bypass
Jeep
Shivnasar
Tempo
Mekra
Car
Morh
Truck
Mekra
NH - 31
Truck
Kanhayipur
Tempo
Chatanpur
Truck
Barhpur
Jeep
Chatrarpura
Sultanpur
Truck
Barhpur
Truck
Chatarpura
Motor Cycle
Mekra
Sumo
Tata 407
Chatarpura
Modanganch
NH - 31
Maruti Van
Kadoramodh
Bus
Keva
Truck
Korasib
Truck
Chatarpura
Truck
BARH THANA
NH - 31
Tata
Goarlakshmi
Vikram
NH - 31
Tata 407
Neerpur
Vikram/Motor Cycle
Near the Bank
Truck
Dahor
Car
Dholthpur
Truck
Dahor
Jeep
Achuara
Maxi
Gulabbagh
Truck
Kajo Chuck
Truck
Malahi
Car
Kajo Chuck
Bus
NH - 31
Truck
Kajo Chuck
Bus
NH - 31
Kajo Chuck
Chakhara Modh
Jalgovind
Near The Sate Bank
Goarlakshmi
Truck
Bus
Car
Motor Cycle
Truck
Truck
Injured
1
1
-

Sl. No
Date
Chainage (km)
53
54
55
56
57
58
59
60
61
62
17.03.01
25.03.01
-
162.0
163.0
163.0
156.5
156.5
159.6
164.0
164.0
63
64
65
66
67
68
69
70
71
72
21.01.01
06.02.01
07.02.01
22.02.01
02.09.01
24.05.01
25.05.01
03.10.01
17.10.01
26.11.01
209.0
206.8
206.0
209.0
209.0
-
73
74
75
76
77
78
79
27.03.01
28.03.01
18.05.01
07.07.01
19.07.01
30.07.01
18.08.01
80
81
82
83
23.03.01
29.04.01
26.04.01
16.11.01
199.8
200.0
200.0
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
04.02.01
20.02.01
03.03.01
12.03.01
21.03.01
27.03.01
20.04.01
22.04.01
24.04.01
28.04.01
04.05.01
20.05.01
01.06.01
13.06.01
11.07.01
20.07.01
27.07.01
23.08.01
31.08.01
29.08.01
26.11.01
10.12.01
15.12.01
16.12.01
176.8
176.0
182.5
180.4
179.0
180.0
182.5
180.4
176.0
187.5
186.0
178.0
182.5
179.0
182.5
178.0
Location
Accident Vehicle
ATHMAL GOLA THANA
Lahariya Tola
Tata 407
Neerpur
Truck
Charisthpur
Truck
Morh Mahal
Motor Cycle
Sabneema
Bus
Punjab National Bank
Truck
Jegpur
Jeep
Kamarapar
Truck
Kamarapar
Truck
HATHIDAH THANA
NH - 31
Mahendrapur
Truck
NH
Motor Cycle
Electricity Office
Truck
Hayidah
Truck
Bata Modh
Tractor
Dariyapur
Maruti
Rajendrapul
Truck
Mahendrapur
Truck
MARANCHI THANA
Muchhara Tola
Truck
Rampur Tumar
Tractor
Marachi
Car
Sherpur
Truck
Bus
DHANSDARI THANA
Godhayi Gaun
Tractor
Truck
Godhayi Gaun
PANDARAR THANA
Sahanora
Tractor
Dovar
Truck
Dariyapur
Truck
Padarak
Motor Cycle
Lemuabad
Truck
NH - 31
Motor Cycle
Chamar Toli
Jeep
Railway
Truck
Darga Hotel
Padarak
Truck
Lemuabad
Tata 407
Dariyapur
Tempo
Padarak
Truck
Mamarga Bad
Lakhshmipur
Truck
Padarak
Railway
Maruti
Padarak
Tata 407
Lakhshmipur
Truck
Injured
-

Sl. No
Date
Chainage (km)
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
11.02.01
23.03.01
29.03.01
22.04.01
05.05.01
06.05.01
08.05.01
10.05.01
23.06.01
23.06.01
07.07.01
21.07.01
21.08.01
08.09.01
21.09.01
25.09.01
11.10.01
12.10.01
15.10.01
21.10.01
26.10.01
27.10.01
30.10.01
18.11.01
24.11.01
06.12.01
14.12.01
20.12.01
29.12.01
31.12.01
154.0
154.0
155.5
154.0
154.0
154.0
-
Location
Accident Vehicle
BAKHTIYARPUR THANA
Ravaich
Truck
Gosai School
Truck
Lakhanpur
Truck
Karoda
Truck
Sundhar Pur
Bus
Ravaich
Lakhanpur
Jeep
Bakhtiyarpur
Truck
Madhupur
Truck
Sukunpur
Truck
Hatia
Truck
Dhansurpur
Truck
Mohmedpur
Sumo
Dhansurpur
Bus
Syedpur
Truck
Bakhtiyarpur
Car
Lukhipur
Truck
Sundhar Pur
Bus
New Bypass
Mini Bus
Bakhtiyarpur
Bus
Sundhar Pur
Bus
Ghovapul
Truck
Hatia
Jeep
Karoda
Bus
Injured
1
1
1
1
1
1/1
1
4
1
0/1
0/1
0/1
1
1
1
3
1
0/1
0/1
0/1
1
1
0/1
Sl. NO
Date
Chainage
(km)
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
01.01.02
01.01.02
01.01.02
23.02.02
27.02.02
01.03.02
04.03.02
25.03.02
31.03.02
19.04.02
26.04.02
28.04.02
15.05.02
16.05.02
17.05.02
22.05.02
22.05.02
31.05.02
12.06.02
14.06.02
26.06.02
27.06.02
29.08.02
08.09.02
11.09.02
15.09.02
196.0
189.8
191.5
202.0
198.8
195.0
202.0
187.0
187.0
188.5
194.0
202.0
188.5
200.8
195.0
187.0
187.0
191.5
191.5
187.0
196.0
191.5
195.5
191.5
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
06.01.02
11.01.02
13.01.02
13.01.02
16.01.02
22.01.02
08.02.02
23.02.02
23.02.02
02.03.02
09.03.02
23.03.02
19.03.02
06.04.02
18.04.02
28.04.02
03.05.02
10.05.02
14.07.02
10.08.02
21.08.02
01.09.02
21.09.02
23.09.02
11.10.02
14.10.02
16.10.02
06.11.02
29.11.02
30.11.02
194.0
155.0
-
Location
Accident Vehicle
MOKAMA THANA
Mokama Bypass
Sumo
Sultanpur
Truck/Tractor
Morh
Maruti
Chuhmahal Godh
Kary Modh
Bus/Tractor
Shivanar
Motor Cycle
Maxi
Chuhmahal
Mekra
Mekra
Motor Cycle
Kanhayipur
Truck
Barhpur
Truck
Chuhmahal
Kanhayipur
Maxi
Najarath Modh
Tata - 407
Shivanar
Mekra
Truck
Mekra
Tractor
Morh
Moto Tolla
Minibus
Morh
Bahadurpur
Mekra
Bypass
Truck
Morh
Shivanar
Jeep
Morh
Tractor
BAKHTIYARPUR THANA
Sukunpur
Dhovapul
Dhovapul
Hatia NH
Chatvari
Chatvari
Karoda
Champapur
Ranisarai
Kasva
Pulan
Unkown Jeep
Truck
Tata - 407
Jeep
Truck Jeep
Truck
Truck
Bus
Motor Cycle
Truck
Truck
Injured
5
1
-
1
1
1
0/1
1
1
0/1
0/1
Sl. NO
Date
57
58
59
60
61
62
63
64
65
66
67
68
69
70
07.12.02
07.12.02
13.12.02
29.09.02
30.09.02
06.10.02
27.10.02
05.11.02
15.11.02
16.12.02
18.12.02
21.12.02
26.12.02
31.12.02
Chainage
(km)
196.0
195.0
202.0
188.5
194.0
195.0
189.0
194.0
187.0
71
72
73
74
75
76
77
78
79
80
81
82
83
166.4
173.5
175.0
175.0
166.4
173.5
167.6
171.200
170.0
172.5
166.4
166.5
84
85
86
87
88
89
90
91
92
93
94
95
156.5
163.0
164.0
164.5
164.5
161.8
164.5
163.0
164.5
96
97
98
99
100
101
102
27.10.02
25.01.02
06.02.02
13.04.02
17.04.02
04.10.02
16.10.02
103
104
105
106
107
108
109
110
111
112
113
114
02.02.02
13.03.02
09.04.02
10.04.02
29.05.02
09.06.02
23.07.02
26.07.02
28.07.02
17.09.02
25.09.02
11.12.02
206.0
209.0
206.0
209.0
207.0
206.0
209.0
208.0
207.0
-
Location
Accident Vehicle
Chuharmal
Ambasidor Car
Tata - 407 Truck
Kanhayipur
Truck
Barhpur
Truck
Shivanar
Tata Sumo
Sultanpur
Scooter
Barhpur
Truck
Mekra
Truck
BARH THANA
Achuara
Jeep
Gulabbagh
Bus
Truck
Gaonlakshmi
Gaonlakshmi
Truck
Achuara
Tractor
Gulabbagh
Tractor
Dahor
Bus
Sabita Cinema
Truck
Katchhari
Truck
Kaji Chowk
Bus
Achuara
Truck
Achuara
Car
ATHMAL GOLA THANA
Sabneema
Truck
Neerpur
Unknown Bus
Truck
Kamrapar
Tata 407
Rupas
Truck Lori
Rupas
Truck
Truck
Dhanuki Modh
Kalyanipur
Unknown Vehicle
Rupas
Tractor
Neerpur
Unknown Vehicle
Gola Market
Truck
Rupas
Truck
CHISVARI THANA
Near Marachi HighSchool
Truck
Galupur
Unknown Vehicle
Near Village Nauraka
Unknown Vehicle
HATHIDAH THANA
NH-31 Raje Nand Pul
Commander Jeep
Auta - NH -31
Bus
Hatidah
Maruti
Umasingh's Hotel
Truck
Petrol Pump
Tata Maxi
Mahendrapur
Unknown Motor Cycle
Injured
-
Sl. NO
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
Date
22.01.02
03.02.02
15.05.02
24.05.02
22.07.02
27.08.02
10.08.02
11.09.02
28.09.02
29.09.02
15.10.02
25.10.02
02.11.02
19.12.02
24.12.02
Chainage
(km)
176.8
180.0
176.8
176.8
179.0
179.0
182.5
179.0
178.0
180.0
182.0
180.0
178.0
Location
Accident Vehicle
PANDARAK THANA
Davar NH
Truck
Madhupur
Tempo
Dargadi NH
Tata
Davar NH
Truck
Line Hotel
Bus
Davar NH
Truck
Railway
Maxi
Railway
Maxi
Padarak
Motor Cycle
Railway
Truck
Lakshmipur
Truck
Dargahi Tola
Unknown Vehicle
Chapedatar
Bus
Dargahi Tola
Truck
Lakshmipur
Tractor
Injured

Sl. No
Date
Chainage (km)
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
20.01.03
28.01.03
17.02.03
17.04.03
04.05.03
13.05.03
09.06.03
22.06.03
24.06.03
11.07.03
07.08.03
27.08.03
13.09.03
03.10.03
29.10.03
08.12.03
17.12.03
21.12.03
200.8
188.5
195.0
187.0
196.0
196.0
191.5
191.5
196.0
195.0
196.0
187.0
196.0
191.5
191.5
202.5
189.5
-
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
172.5
168.2
166.4
172.5
173.5
166.0
166.0
170.0
170.0
175.5
171.0
175.0
167.6
168.2
172.5
166.4
173.5
38
39
40
41
42
43
44
45
46
159.6
160.5
156.5
166.0
164.5
160.5
163.0
Location
Accident Vehicle
MOKAMA THANA
Najrath Modh
Truck
Bus
Kanhayipur NH - 31
Shivnagar
Bus
Mekrah
Ambulance
Bypass NH - 31
Ambasidor Car
Bypass NH - 31
Truck
Morh
Truck
Morh
Truck
Truck
Mokama Bypass
Shivnagar
Truck
Bypass NH - 31
Truck
Mekrah
Truck
Mokama Bypass
Unknown Vehicle
Morh
Truck
Morh
Jeep
Bus
Chuharmal Gate
Sultanpur
Truck
Chatarpura
Truck
BARH THANA
Near Petrol Pump
Tank Lori
Gelgovind
Jeep
Achuara
Unknown
Near Petrol Pump
Unknown
Gulabbagh
Unknown
Hasnachak
Truck
Truck
Kachhari
Truck
NH - 31
Truck
Kachhari
Tempo
Navada
Unknown
Dahor
Maruti Car
Petrol Pump
Car
Achuara
Truck
Gulabbagh
Bus
ATHMAL GOLA THANA
Ram Nagar
Unknown
Athmalgola
Bus
Subneema
Truck
Petrol Pump
Truck
Hasnachak
Truck
Rupas
Maruti Car
Athmalgola
Vikram Tempo
Thinpai Tola
Truck
Injured

Sl. No
Date
Chainage (km)
47
48
49
50
51
52
53
54
55
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
01.02.03
02.02.03
11.02.03
12.02.03
12.02.03
24.02.03
02.03.03
11.03.03
12.03.03
24.03.03
25.03.03
27.03.03
05.04.03
21.04.03
07.05.03
08.05.03
31.05.03
02.06.03
03.06.03
06.06.03
11.06.03
09.07.03
14.07.03
02.08.03
13.08.03
30.08.03
07.11.03
154.0
155.0
154.0
155.5
154.0
155.0
-
65
66
67
68
12.06.03
16.06.03
01.08.03
27.11.03
69
70
71
72
73
74
10.02.03
01.04.03
11.05.03
23.05.03
27.07.03
08.11.03
209.0
209.0
209.0
75
76
77
78
79
80
81
82
83
84
85
86
87
12.01.03
22.02.03
02.03.03
13.03.03
21.03.03
24.04.03
25.04.03
02.05.03
15.05.03
06.07.03
16.09.03
12.11.03
13.11.03
176.0
177.5
176.0
185.5
182.5
182.5
180.0
179.0
182.5
182.5
183.5
180.0
176.8
88
89
90
30.01.03
13.02.03
02.03.03
Location
Accident Vehicle
BAKTHTIYARPUR THANA
Madhopur
Truck
Lakhanpura
Sumo
Rani Sarai
Truck
Radhopur
Truck
Sukunpura
Truck
Mohmedpur
Unknown Truck
New Tola Radhopur
Unknown Truck
Rani Sarai
Bus
Paplesh Tower
Jeep
Muapur
Tata 407
MARACHI THANA
HATHIDAH THANA
Benipur NH-31
Unknown Vehicle
Rajendrapul
Unknown Truck
PANDARAK THANA
Padarak
Bus
Dhargahi Tola
Truck
Railway
Truck
Padarak
Truck
Padani Chowk
Truck
Dhargahi Tola
Tractor
GHOSVARI THANA
-
Injured
1 dead
5
1 dead
1 dead
1 dead
1 dead
-

Sl. No
Date
Chainage
(km)
1
2
01.01.04
04.01.04
191.5
194.0
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
12.02.04
19.04.04
23.04.04
07.05.04
10.05.04
13.05.04
26.05.04
20.06.04
23.06.04
25.06.04
30.06.04
06.07.04
31.07.04
31.08.04
19.09.04
26.09.04
195.0
191.5
191.5
195.0
191.5
196.0
188.5
199.8
196.0
187.0
188.5
195.0
195.0
188.5
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
02.01.04
15.01.04
17.01.04
21.01.04
17.02.04
21.02.04
24.02.04
29.02.04
07.03.04
19.03.04
23.03.04
03.04.04
06.04.04
29.05.04
01.06.04
24.06.04
25.06.04
25.06.04
06.07.04
06.07.04
12.07.04
12.07.04
23.07.04
16.08.04
17.08.04
30.08.04
27.09.04
172.5
171.2
173.0
172.5
171.2
173.5
168.2
166.0
172.5
173.5
168.4
168.5
168.5
167.6
172.5
168.2
172.5
167.6
46
47
48
07.02.04
28.02.04
165.03.04
161.8
161.8
160.5
Location
Accident Vehicle
MOKAMA THANA
Morh
Truck
Barhpur
Unknown Motor Cycle
Shivnar
Unknown Vehicle
Morh
Truck
Morh
Truck
Chatarpura
Tractor
Shivnar
Tata 407
Morh
Motor Cycle
Kanhayipur
Bus
Gosai Gaun
Jeep
Bypass
Sumo
Mekrah
Sumo
Shivnar
Bus
Shivnar
Bus
Thana Road
Vikram Tempo
Kanhayipur
Truck
BARH THANA
NH - 31
Tractor
NH - 31
Bus
ATHMAL GOLA THANA
-
Injured

Sl. No
Date
49
50
51
52
53
54
55
03.05.04
06.06.04
25.06.04
10.07.04
16.07.04
25.07.04
05.09.04
Chainage
(km)
156.5
161.8
164.0
161.8
162.0
156.0
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
04.01.04
06.01.04
15.01.04
17.01.04
01.02.04
05.02.04
15.02.04
16.02.04
16.04.04
18.04.04
18.05.04
26.06.04
26.07.04
17.08.04
27.08.04
71
72
13.08.04
26.09.04
73
74
75
76
77
07.03.04
12.03.04
07.08.04
15.08.04
29.09.04
206.8
209.0
209.0
208.0
209.0
78
79
80
81
82
83
84
85
86
87
07.02.04
09.03.04
19.04.04
12.05.04
26.05.04
27.05.04
19.07.04
11.08.04
05.09.04
03.10.04
184.5
176.8
179.0
182.5
178.0
178.0
182.0
180.4
88
89
90
91
04.02.04
27.07.04
15.08.04
27.09.04
Location
Accident Vehicle
Sabneema
Maxi
Rupas
Truck
BHAKTIYARPUR THANA
Chuapul
Commander Jeep
New Tola
Truck
Bakhtiyarpur Dovapul
Maruti Car
MARACHI
HATHIDAH THANA
NH - 31 Rajendrapul
Bus
PANDARAK THANA
Sahnaina
Beloro
Sahneera
Truck
Padarak
Tata 407
Lakshmipur
Tanklori
Railway Madhy
Truck
Lekuabad
Beloro
CHOSWARI THANA
-
Injured
-
Sl. No
Date
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
3.1.99
5.1.99
15.1.99
27.1.99
30.1.99
3.2.99
5.2.99
10.2.99
13.2.99
2.4.99
17.4.99
20.4.99
8.5.99
18.5.99
18.5.99
3.6.99
6.6.99
15.6.99
9.6.99
28.6.99
5.7.99
21.8.99
28.8.99
30.8.99
10.10.99
12.10.99
17.11.99
17.11.99
24.11.99
25.11.99
30.11.99
8.12.99
12.12.99
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
14.12.99
19.1.2000
19.1.2000
2.2.2000
14.2.2000
29.2.2000
10.3.2000
17.3.2000
19.3.2000
15.4.2000
23.4.2000
6.5.2000
15.5.2000
17.5.2000
9.5.2000
16.5.2000
15.6.2000
18.6.2000
20.7.2000
23.7.2000
31.7.2000
31.8.2000
10.9.2000
20.9.2000
28.9.2000
2.10.2000
12.10.2000
13.10.2000
14.10.2000
17.10.2000
19.10.2000
21.10.2000
23.10.2000
24.10.2000
10.11.2000
10.11.2000
25.11.2000
26.11.2000
Table 6.18ACCIDENT DATA YEAR - 1999 to 2003

Chainage (km)
Location
Accident Vehicle
1999
228.8
Hapur Chowk
Tata Maxi
221.0
Devna Chowk
Truck Lori
211.0
Rajendra pul 31
Tata Maxi
221.0
Near Devna
Tata Maxi
221.0
Near Devna
Tractor
217.5
Truck
Bihad Chandi Chowk
Truck
216.0
215.0
Malhipur Chowk
Bus
211.0
Rajendra pul
Bus
215.0
Truck
217.5
Truck
Hapur Chowk
228.5
Truck
211.0
Rajendra pul
Truck
22.0
Muradpur
Truck Lori
Pidul Petrol Pump
Truck
218.2
Near Minaxi Pump
Truck
211.0
Rajendra pul
Truck
222.0
Devna
Tata Maxi
Papraour
Tractor
219.0
216.0
Bihad Chandi Chowk
Truck
Zero Mile
Truck
218.8
Zero Mile
Bus
218.8
Rajendra pul
Bus
Village Mosadpur
Truck
211.0
222.0
Badaily
Maruti Zen
219.0
Near Hayirsh Hotel
Truck Maruti Car
219.0
NearRajendra pul Station
Truck
211.0
224.0
211.0
Near Diamond Pump

Rajendra Pul
B.T.P.S Chowk
215.0
218.8
211.0
222.8
221.0
213.8
211.0
218.8
222.8
211.0
217.5
219.0
219.0
218.2
227.0
215.2
222.0
219.0
216.0
215.0
219.0
216.0
221.0
215.2
216.0
213.4
211.0
228.8
216.0
219.0
222.0
211.0
215.4
215.0
217.0
213.4
2000
Zero Mile Chowk
Rajendra pul
Near Harpur
Devna Chowk
Chakia
Bindh doli Simriya
Zero Mile Chowk
Harpur Chowk
Rajendra pul
Rajya Pump
Papror
Near Minaxi Pump
Auto Service Pump
Near Nehru Cinema Hall
Harpur
Bihad Chandni Chowk
Near Surendra Singh Pump
Badaily Talla
Bihad Chandni Chowk
Devna
Near Sameer Hotel
Near Nehru Cinema Hall
Bihad Chandni Chowk
Rajendra pul
Harpur Chowk
Bihad Railway Crossing
Papror
Mosadpur
Rajendra pul
Railway Crossing
Near Gangaline Hotel
Malhipur Chowk
Ratan Chowk
Jeep
Truck
Bus
Truck
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
2
1
2
2
1
1
1
2
1
1
2
4
3
2
1
3
1
2
-
Bus
Tata Maxi
Tata Maxi
Bus
Tata Maxi
Truck
Taxi
Tata Maxi
Rajdoot Motor Cy.
Truck
Truck
Truck
Tractor
Tractor
Maruti
Maruti
Truck
Truck
Tata Maxi
Truck
Tata Maxi
Truck
Truck Lori
Truck
Truck
Truck
Truck Lori
Bus
Car
Troller
Truck
Truck
Truck
Tractor
Bus
Car
Truck
Car
1
1
1
1
1
1
1
1
1
1
1
1
1
-
2
2
1
1
1
1
1
1
1
1
1
1
2
1
2
1
1
1
2
1
2
1
1
2
1
1
1
2
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
5.1.01
15.1.01
8.3.01
17.3.01
19.3.01
19.3.01
8.6.01
17.6.01
11.7.01
17.7.01
24.7.01
30.7.01
9.8.01
15.8.01
22.8.01
21.9.01
13.10.01
21.10.01
24.10.01
28.10.01
5.11.01
12.11.01
15.11.01
17.11.01
23.11.01
13.12.01
20.12.01
1.12.01
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
10.1.02
21.1.02
8.2.02
1.3.02
28.1.02
11.2.02
21.3.02
23.3.02
29.3.02
29.3.02
9.4.02
16.4.02
23.4.02
18.5.02
21.5.02
22.5.02
24.5.02
27.5.02
6.6.02
13.7.02
28.7.02
31.7.02
7.8.02
4.9.02
12.9.02
18.9.12
29.9.02
25.10.02
1.11.02
4.11.02
16.11.02
4.12.02
5.12.02
7.12.02
2.12.02
9.12.02
20.12.02
7.12.02
1.5.02
2001
Near Gurunanak Hotel
Hapur
Hapur
Zero Mile Chowk
Papror
Zero Mile Chowk
Zero Mile Chowk
Zero Mile Chowk
222.8
222.8
211.0
219.0
218.8
218.8
218.8
213.8
222.4
222.0
219.0
222.0
221.0
222.0
219.0
219.0
217.5
217.6
215.0
211.0
212.5
216.0
216.0
213.6
221.0
221.0
216.0
Tractor
Tractor
Bus
Tata Maxi
Truck
Truck
Bus
Truck
Near Diamond Pump
Truck
Mesaipur
Tata Truck
Near Papror Hanuman Mandir Rajdoot Motor Cy.
Mosadpur
Truck
Devna
BeleroJeep
Mosadpur
Maruti Zen
221.0
218.8
216.0
217.5
217.0
216.0
219.0
211.0
216.0
216.0
218.2
217.5
216.0
228.0
219.0
218.8
218.2
222.8
Truck
Trucker
Truck
Truck
Unknown Vehicle
Tata Maxi
Maruti Zen
Tata Maxi
Trucker
Motor Cycle
Truck
Truck
Tata Maxi
Tata Maxi
Trucker
Tata Maxi
Tata Maxi
Tata Maxi
Bus
Tata Maxi
Maruti Zen
Truck
Truck
Bus
Truck
Truck
Truck
Maruti Car
Tata Maxi
221.0
216.0
215.0
219.0
216.0
222.0
221.0
213.4
218.4
211.0
219.0
216.0
222.0
216.0
222.8
222.8
219.0
222.0
Near Rajya Pump

Malhipur Chowk
Near Rajendrapul Station
Near Padav Hotel
Near State Bank
Bihad Chandni Chowk
Near Railway Crossing
Devna Chowk
Devna Chowk
Near Bihad Corporative Bank
2002
Devna Chowk
Zero Mile Chowk
Bihad Bazar
Near Sanjay Pump
Ratan Chowk
Bihad Ratan Chowk
Near Rajendrapul
Near Township gate 2
Bihad Ratan Chowk
Near Meenaxi Pump
Near Rajya Pump
Bihad Masalnpur
Near Auto Pump
Papror
Zero Mile Chowk
Near Meenaxi Pump
Near Hapur M.P.I Godam
Bihad Railway Crossing
Near Bihad Ram Janaki Mandi

Village Mosadpur
Devna Lether Factory
Near Gurunanak Hotel

Near Rajendra pul
Near Bihad Bazar
Mosadpur
Near Bihad Bazar
Near Driver line Hotel
Hapur Chowk
Near Hapur
Near Papror Chandsuraj
Tata Maxi
Truck
Hero Honda
Maruti Car
Truck
Tata Maxi
Truck
Truck Lori
Tractor
Truck
Tata Maxi
Bus
Truck Lori
Truck to Truck
Trucker
Truck
Tata Maxi
Tata Maxi
Truck
Jeep
1
1
1
1
1
2
1
1
1
1
1
1
1
-
1
1
3
1
1
1
2
1
2
1
2
1
2
1
1
1
1
1
1
1
-
1
1
1
1
1
1
1
1
1
1
1
-
1
1
1
1
1
1
1
3
1
1
1
3
2
2
3
1
1
2
1
1
2
1
1
1
1
3
1
2
1
1
1
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
12.1.03
14.1.03
20.1.03
1.2.03
16.2.03
27.2.03
5.3.03
3.1.03
15.4.03
15.4.03
19.4.03
19.4.03
2.5.03
15.5.03
2.6.03
7.6.03
26.6.03
14.7.03
16.7.03
20.7.03
9.8.03
16.8.03
4.8.03
26.9.03
27.9.03
27.9.03
2.10.03
1.10.03
3.10.03
26.10.03
10.11.03
9.11.03
9.11.03
218.8
218.8
219.0
215.4
221.0
218.8
219.0
222.8
215.0
222.8
219.0
213.8
215.2
211
228.0
219.0
219.0
219.0
219.0
211.0
222.8
216.0
216.0
219.0
217.5
222.0
217.5
211.0
211.0
222.0
222.8
211.0
2003
Near Golambar
Zero Mile Chowk
Near Bihad Railway Cabin
Village Devna
Zero Mile Chowk
Papror
Harpur
Near Fertilizer Gate
Hapur
Papror
Near Chakiya Seva Sadan
Near Rajendra pul
Near Mahavir Mandir
Near Papror High Pump
Near Badaily Tolla
Near Papror Shiv Pump
Papror
Near Rajendra pul
Hapur Chowk
Bihad Chandni Chowk
North Chandni Chowk
Papror
Sanjay Pump's South
Shiv Pump's South
Bihad Sanjay pump
Zero Mile Chowk
Near Rajendra Pul
Mosadpur
B.T.P.S. Chowk
Hapur Chowk
Simriya
Truck
Truck
Truck
Truck
Tempo
Truck
Truck
Trucker - Truck
Truck
Truck
Truck
Truck
Truck
Tata Maxi
Truck
Truck
Tata Maxi
Truck - Tempo
Trucker
Scooter
Tata Maxi
Car
Hero Honda
Truck
Truck
Bus
Truck - Car
Truck
Tata Maxi
Commander Jeep
Truck - Trucker
Motor Cycle
Maruti
1
1
1
1
1
1
1
1
1
1
1
1
-
1
1
1
1
2
1
3
1
1
1
1
4
3
1
2
1
3
2
1
3
1
Sl. No
Date
1
2
3
4
5
6
7
10.3.2000
16.4.2000
3.5.2000
2.8.2000
24.9.2000
9.10.2000
16.12.2000
8
9
10
11
12
13
14
15
31.1.01
5.3.01
14.4.01
3.5.01
19.6.01
1.11.01
3.11.01
9.12.01
16
17
18
19
20
21
22
23
24
24.2.02
28.2.02
26.3.02
1.5.02
20.5.02
26.5.02
2.6.02
26.8.02
30.11.02
25
26
27
28
29
30
31
32
19.3.03
22.3.03
30.3.03
4.5.03
7.8.03
7.8.03
10.11.03
10.12.03
33
34
35
36
37
38
39
25.1.04
21.2.04
27.6.04
3.8.04
11.9.04
7.12.04
13.12.04
Table 6.18 ACCIDENT DATA YEAR - 2000 to 2004

Chainage (km)
Location
Accident Vehicle
2000
236.0
Sultaniya Petrol Pump
Truck
Subhash Chowk
227.6
Tata Maxi
229.0
Near Railway station
Truck
231.0
Mohammad pur Chowk
Truck
Vishanpur Chowk
Truck
Mohammad pur
Tractor
231.0
227.0
Ner Diamond Hotel
2001
229.0
Tata
Subhash Chowk
Jeep
227.6
227.5
Harhar Mahadev Chowk
Truck Lori
227.6
T.C. Singh Pump
Tata Maxi
228.0
Near Amardeep Cinema
Truck
Near Gnan Bharti school
Truck
228.5
229.0
Near Savitri Cinema
Truck
229.0
Near Station
Truck
2002
Mohammadpur
Tata
231.0
231.0
Truck
227.5
Near Kailash Motel
Jeep
242.0
Pogriya
Truck
225.0
Jubli Pump
Tata
227.0
Near Alka Cinema
Maxi
226.0
Kapsya
Tractor
229.0
Motor Cycle
230.0
Near Jail Gate
Jeep
2003
242.0
Pogriya
Motor Cycle
229.0
Near Savitri Cinema
Tata
231.0
P.V. Mohammadpur
Maruti
226.0
Kapsya
Truck
229.0
Dapik Chowk
Truck
227.0
Kali Sthan
Truck
229.0
Bus Stand
Truck
227.0
Near Alka Cinema
Truck
2004
231.0
Jaymatadi Petrol Pump
Motor Cycle
229.0
Bus Stand
Tractor
Near Tolla
Motor Cycle
226.0
Township
Truck
227.0
Near Blue Diamond Hotel
Motor Cycle
227.0
Near Alka Cinema
Unknown Vehicle
N.H.31
-
1
1
-
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
-
1
1
1
1
1
1
-
1
1
1
1
1
1
1
1
1
1
-
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
8.1.04
11.1.04
14.2.04
14.3.04
13.4.04
15.4.04
26.4.04
29.4.04
9.5.04
15.5.04
31.5.04
1.6.04
16.6.04
17.6.04
28.6.04
1.7.04
13.7.04
29.7.04
28.7.04
1.8.04
2.8.04
18.8.04
20.9.04
14.9.04
23.1.03
230.0
224.0
233.0
234.0
220.0
233.0
224.0
233.0
239.0
233.0
240.0
220.0
236.0
224.0
224.0
224.0
237.4
233.0
225.0
225.0
220.0
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
24.1.03
9.2.03
15.2.03
21.2.03
3.4.03
5.4.03
23.5.03
24.5.03
29.5.03
15.7.03
16.7.03
8.8.03
20.8.03
25.8.03
28.8.03
13.9.03
18.9.03
7.10.03
11.11.03
27.11.03
12.12.03
16.12.03
31.12.03
224
233
225
224.5
233.0
232.0
233.0
233.0
233.0
224.0
234.5
236.0
228.0
241.0
225.0
236.0
224.5
233.0
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
11.1.02
17.1.02
30.1.02
13.2.02
25.2.02
17.3.02
24.3.02
27.3.02
29.3.02
28.4.02
3.6.02
4.6.02
23.6.02
23.6.02
13.7.02
14.9.02
14.10.02
14.10.02
28.10.02
25.11.02
26.11.02
19.12.02
234.5
240.0
234.6
227.0
237.4
224.5
236.0
234.6
224.0
224.0
233.0
237.4
233.0
234.6
233.0
224.5
233.0
237.4
241.0
234.6
240.0
MUKSIL THANA - 2004

Lako
Truck
Near Lalita Petrol Pump
Trucker
Lako Durg Sthan
Truck
Ramsan Pur
Trucker
Mahavir Petrol Pump
Maruti
Chuharmal
Scooter
Ramapati Petrol Pump
Truck
Ulav
Maruti
Sushil Nagar School
Truck
Lako
Unknown Vehicle
Masthi Fatehpur Tola
Truck
Lako
Truck
Truck
Pansalla
Mahavir Petrol Pump
Trucker
Chaveli
Truck
English Tolla
Trucker
Truck
English Tolla
Sushil Nagar
Motor Cycle
Ghamhar Tolla
Commander Jeep
Shikha Petrol Pump
Truck
Motor Cycle
Hardiya Petrol Pump
Bus
Near Cinthol O.P
Truck
Near Cinthol O.P
Trucker
Motor Cycle
Mahavir Petrol Pump
2003
Near Anil Petrol Pump
Truck
Lako Tolla
Truck
Hardiya Petrol Pump
Bus
Jubli Pump
Truck
Ner Diamond Hotel
Unknown Vehicle
Near Lako O.P
Truck
Truck
Gotopur
Truck
Lako
Tata Sumo
Lako Tolla
Motor Cycle
Lako
Truck
Sardash Tolla
Jeep
Amror
Tata Maxi
Samjanpur
Tractor
Bahadarpur
Truck
Bhavanand Pur
Tata 407
Jagadambha Garrage
Tractor
Sardash Tolla
Tata Sumo
Senior Tola
Truck Lori
Jubli Taba
Unknown Vehicle
Bahadarpur
Truck
Near Cinthol O.P
Truck
Near Lako O.P
Jeep
2002
Ramsan Pur
Truck
Pansalla
Jeep
Ramsan Pur
Truck
Kapsya
Unknown Vehicle
Truck
Lako Durg Sthan
Cintol Chowk
Truck Lori
Bahadarpur
Tata Sumo
Ramjanpur
Truck
Sushil Nagar
Truck
Near Lalita Petrol Pump
Truck
Lako
Jeep
Sikha Pump
Jeep
Lako
Maxi
Ramsan Pur
Jeep
Truck
Kapuristhan Chowk
Truck
Cinthol Pogar
Truck
Lako
Motor Cycle
Sikha Pump
Truck
Eniyar Tolla
Truck
Ramsan Pur
Truck
Faisla Tolla
Truck
1
1
1
1
1
1
1
2
1
1
1
-
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
-
1
1
1
1
1
1
1
2
1
1
1
1
1
1
1
1
1
1
1
1
1
1
-
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
6.1.01
8.1.01
6.2.01
27.2.01
4.3.01
16.3.01
28.3.01
27.4.01
30.4.01
19.5.01
22.5.01
29.5.01
22.6.01
11.7.01
18.8.01
11.9.01
11.10.01
20.10.01
8.12.01
8.12.01
9.12.01
20.12.01
24.12.01
224.5
234.6
225.0
234.6
240.0
241.0
240.0
233.0
238.0
233.0
224.0
241.0
224.5
224.5
234.6
233.0
224.0
237.4
237.2
233.0
220.0
224.0
241.0
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
17.1.2000
6.2.2000
25.2.2000
25.2.2000
2.4.2000
5.4.2000
7.6.2000
21.6.2000
18.7.2000
26.7.2000
3.8.2000
16.8.2000
26.8.2000
3.9.2000
20.9.2000
25.9.2000
3.10.2000
10.10.2000
23.10.2000
9.11.2000
12.11.2000
25.12.2000
30.12.2000
224.5
224.0
224.0
234.5
241.0
232.0
224.5
237.2
224.5
232.0
236.0
233.0
241.0
224.0
224.0
233.0
224.5
2001
Cinthol T.A
Ramsan Pur
Jubli Pump
Ramsan Pur
Pansalla
Eniyar Tolla
Pansalla
Shakhan pur Tola
Lako
Anil Pump
Eniyar Tolla
Cinthol
Cinthol T.A
Ramsan Pur
Lako
Anil Pump
Deepshikha Pump
Shakhan pur Tola
Lako
Mahavir Petrol Pump
English Tolla
Eniyar Tolla
2000
Cinthol
Sushil Nagar
Sushil Nagar
Arun Pump
Kud Tola
Eniyar Tolla
Gotopur
Hardiya Petrol Pump
Cinthol Pogar
Shakhan pur Tola
Cinthol
Gotopur
Bhagvan pur Gaon
Sudharsh Tola
Badariyapur Tola
Lako
Eniyar Tolla
Bhagvan pur Tola
English Tolla
Sudharsh Tola
Sushil Nagar
Cinthol Pogar
Ambasidor
Trucker
Jeep
Jeep
Truck
Truck
Bus
Bus
Tractor
Jeep
Tractor
Truck Lori
Tractor
Truck Lori
Tata 407
Truck
Commander
Jeep
Tata 407
Tractor
Ambasidor
Ambasidor
Tata Mini Bus
1
1
1
1
1
1
1
1
1
1
1
1
-
1
1
1
1
1
1
1
1
1
3
1
1
Truck
Truck
Jeep
Jeep
Truck
Unknown Vehicle
Tata 407
Truck
Bus
Truck
Bus
Trucker
Truck
Truck
Tata
Tata
Truck
Jeep
Tractor
Jeep
Car
Truck
Truck
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
-

Vol: I Main Report

Registration of vehicles
Transport demand elasticity
6.15.3 Data Source

Besides primary surveys, the following data were collected from various sources;
Population data
Vehicle registration data
NSDP, Per capita income data
6.15.4 Projected Traffic Growth Rates

The future traffic growth rates have been worked out using three methods i.e.
Registration Vehicle method and Econometric Modeling Method, as explained in the
previous paragraphs. Out of the three methods, traffic projected by 5% as mentioned by
Ministry, is being adopted in designing the project road, as the econometric modeling
over estimates the traffic due to the recent developments in Bihar and also the data
used is insufficient to predict from linear regression analysis. Therefore, the final traffic
growth rates adopted for the study is 5% annual growth rate for all the vehicles.
6.15.5 Projected Traffic

The traffic volume figures obtained on the basis of traffic survey recently carried out by
the Consultants do not represent the actual traffic characteristics for the project road as
closure of Rajendra Pul for vehicular traffic has diverted the traffic beyond the
immediate influence area of the project road. Keeping this in view the ADT obtained on
the basis of traffic survey carried out during February, 2011 has been considered as the
base year traffic. The traffic growth rate of 5% per annum (compound) has been
considered for projection of traffic. The projected traffic (at 5 years interval) has been
summarized in Table -6.20.
NHAI

Vol: I Main Report

Table 6.20 : Projected Traffic (ADT) in VEH & PCUs
Sl.
No.
1
2
3
4
5
year
2014
2019
2024
2029
2034
Km. 166
Traffic liable to
Total Traffic
pay toll
Volume
Km. 240
Traffic liable to
Total Traffic
pay toll
Volume
Vehicle
Vehicle
8476
10818
13807
17621
22490
PCU
18773
23960
30580
39028
49811
Vehicle
13658
17431
22247
28393
36238
PCU
23841
30428
38835
49564
63258
12134
15487
19765
25226
32196
PCU
25959
33130
42284
53966
68876
Vehicle
19949
25461
32495
41473
52932
PCU
30097
38412
49025
62570
79857
NHAI

Vol: I Main Report

IMPROVEMENT OPTIONS AND PAVEMENT DESIGN
7.0
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 reduced
median width with service road to cater to the local traffic, so that the uninterrupted flow of traffic
could be achieved on the main highway.
In case of re-alignment section of NH-31 between Km 153.300 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)
1
2
3
4
5
From KM 153.00 to KM 191.700

From KM 191.700 to KM 197.900
From KM 197.900 to KM 206.100
From KM 206.100 to KM 212.950
From KM 212.950 to KM 266.282
Width (m)
60
90
60
45
60
Typical cross
section (Ref. to
Manual)
Type - A
Type - B
Type - A
Type C&D
Type D,E&F
7.2 Pavement condition 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.
NHAI

Vol: I Main Report
7.2.1

Pavement Condition Survey
The Package of road from Km 153.30 (Bakhtiarpur) to Km 266.282 (Khagaria) is taken up for
conducting feasibility and detailed engineering studies for strengthening of existing pavement and
development of the road into 4/6-lane highway with improved traffic capacity.
Assessment of pavement condition forms an essential part of the studies for examination of the
state of the existing pavement. The assessment primarily entails carrying out visual observations
to ascertain the pavement distress levels, the state of shoulders and the general condition of the
road embankment. In this study, pavement assessment has been carried out under the following
heads:
Visual Inspection Survey
Drainage Study Survey
7.2.2
Visual Inspection Survey
Visual Inspection survey has been undertaken for the entire stretch of project corridor. The main
parameters recorded were cracking and their types, ruts and patching areas. The results have
been recorded and presented in Table 2.7 of this report.
7.3
Observations
Section I Bakhtiarpur Barh Mokamah Bypass- Begusarai (Km153.3- 235.000):
(i) The existing road passes through congested areas of Bakhtiarpur city and has intense
residential and commercial activities on either side of the highway. Carriageway is about 6m
with shoulders 6m to 8m wide on either side. The total land between the building lines is
about 22m. Truck parking on roadside can be observed at frequent intervals along the most
part of this stretch.
(ii) Barh is a seat of important commercial & industrial activities. A string of village settlements are
prevailing on either side of NH-31. This stretch of the highway carries a lot of heavy
commercial vehicles. The road pavement is severely distressed.
NHAI
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l ~

Vol: I Main Report

Section II Begusarai Khagaria (Km 235.000 to Km 270.000)
Pavement condition from Km 235.000 to Km 270.000 is good. This stretch has been repaired and
resealed in the recent past, though the surface at a few stretches has shown deterioration by way
of minor alligator cracks, minor rutting and minor undulations.
Earthen shoulders in certain Packages of the road are found at higher level than the existing
carriageway and observed to be out of profile. Storm/rain water does not run off from the road
surfaces, causing inundation of water. Apparently, due to this stripping of bitumen from
aggregates, edge damage and settlements have appeared. Such stretches mostly exist in or near
the built up areas.
7.4
Riding Quality
Roughness measurement studies have been carried out for the entire length of the project road
using Fifth Wheel Bump Integrator (Bump Integrator) during year 2005. Prior to roughness
measurement the unit (STECO-94) was calibrated. The instrument was run at a constant speed
of 30 km/hr and readings were taken on outer wheel paths in both the directions at a distance of
0.9m from the road edge, the project road being a two-lane road.
The roughness value is obtained in terms of uneven index (UI) from equation No. 1.
UI = (B/W)*460*2.54 (1)
Where,
UI = Unevenness index
B= Bump Integrator Reading
W= Number of wheel revolutions
The Unevenness index has been converted into universally accepted International Roughness
Index (IRI) using the following expression
UI=63 * (IRI)1.12(2)
Where,
IRI= International Roughness Index
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Vol: I Main Report
7.4.1

Limitations as Per MoRT&H/World Bank
The following guidelines for road roughness in terms of IRI (m/km) for different surface types
have been considered for assessing the road condition.
a) Recommended Roughness values (BI units) by MORT&H Circulation No. RW/NH33044/10/2000-S&R dated 22nd May 2000
Surface Type
Good
Average
Poor
Very Poor
(mm/km)
(mm/km)
(mm/km)
(mm/km)
<2500
2500-3500
3500-
>4000
Bituminous Concrete
4000
Premix Bituminous
Carpet (DBM)
Surface Dressing
2500-4500
4500-5500
4000-5000
5000-6500
55006500
65007500
>6500
>7500
b)As per World Bank Technical Publication No. 46 the minimum and maximum range
of IRI for new pavements is as follows, but the type of surface has not been mentioned.
New Pavements
7.4.2
Minimum
IRI (BI) in
m/km(mm/k
m)
1.5 (1000)
Maximum
IRI (BI) in
m/km(mm/k
m)
3.4 (2500)
Observations
Based on the Roughness Measurement Studies the km-wise average roughness values in IRI
and BI Units of both lanes have been tabulated below. In addition homogeneous Packages based
on delineation by Cumulative Difference Approach have also been tabulated.
7.5
Drainage Conditions
On the entire length of the project road no roadside drain exists. For fairly long stretches of the
project corridor highway and railway embankment run parallel to each other. Thus water gets
accumulated between the two embankments. However, a number of culverts exist that basically
are functioning as balancing culverts rather than drainage culverts.
7.6
Rehabilitation of Existing Pavement
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Vol: I Main Report
7.6.1

It is seen from the past records that there had been regular periodic maintenance in the recent
past on the road; therefore riding Quality of the road is not satisfactory. A few stretches have
shown distress and deterioration by the way of wide cracks, rutting and undulations.
Details of Strengthening of Pavement till date
The existing pavement has been strengthened by overlays in the following years as shown in
Table 7.2:
Table 7.2: Details of Strengthening of Pavement till date
Slno
Chainage(KM)
Year
Overlay
218-226
2010-11
DBM-75 mm
BC - 40mm
227-229
2010-11
BM - 75 mm
BC - 40mm
230-249
2008-09
SDBC-25mm
250-256
2008-09
SDBC-25mm
257-273
2006-07
BM - 50 mm
SDBC-25mm
7.6.2
Benkelman Beam Deflection Study

Performance of flexible pavement is clearly related to the elastic deflection of pavement under the
wheel loads. Pavement deflection is measured by the Benkelman Beam Test equipment. While
the rebound deflection is the one related to pavement performance, the residual deflection may
be due to non-recoverable deflection of the pavement. Rebound deflection is used for the design
thickness of overlay.
For measuring pavement deflection the C.G.R.A. procedure that is based on testing under static
load has been adopted. Deflections measured are influenced by the (i) pavement temperature, (ii)
seasonal variation in climate, and (iii) type of sub-grade soil and are corrected for these factors.
Benkelman Beam Test measures the residual strength of the pavement.
Finally corrected deflection coupled with anticipated traffic in terms of million standard axles likely
to use the pavement in its design life has been considered for the design of overlay to strengthen
the existing pavement to cater for the anticipated traffic intensity.
A large number of Benkelman Beam Tests conducted revealed that characteristic deflection
values range from 1.38mm to 2.66mm. The test results of deflection study for the whole lengths
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package-wise (iiii) are given in Volume II of this report. Where deflection values are less than
0.53mm, overlay upto traffic volume of 100Msa is normally not necessary. From structural
considerations, however the recommended minimum bituminous overlay thickness of 50mm of
bituminous macadam with an additional surface coarse of 50mm DBM or 40mm of bituminous
concrete is necessary. This refers to para 7.5 of IRC: 81-1997 Guidelines for strengthening of
flexible pavements using Benkelman Beam Deflection Techniques.
Based on test results of BBD study, the pavement is proposed to be reconstructed.
7.7
Pavement Design
7.7.1
Pavement Option Study
The options of both flexible and rigid pavement were being studied, and it was opined that it is
generally advantageous to go in for flexible pavement, when following conditions are
encountered.
(a)
Traffic intensity in the design life of the pavement is near 150Msa.In our project corridor
traffic intensity is quite high presently (134 & 167msa) in Section I & Section II
respectively.
(b)
Since the existing two-lane pavement is flexible & it needs to be realigned in Section I, it
was also opined that it is advantageous to go in for flexible pavement of the new 4-lane
carriageway.
(c)
The most preferred type of construction has been the flexible pavement in India so far
because of:
(i)
Most of the construction agencies are fully familiar with the methodology of
constructing flexible pavement and these are equipped with latest road making
machinery.
(ii)
Initial capital cost of construction is less by 10-15% as compared to construction of

rigid pavement.
(iii)
Quality control during construction is not as stringent as in case of rigid pavement.
(iv)
Maintenance (routine and periodic) is easier, quicker to open to running traffic, in

addition to the method being much more familiar with skilled /unskilled workers.
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(ii)

Laying of utility services like telephone, water electricity and gas lines etc. is easier,
quicker and less costlier and less hazardous to running traffic.
Considering the above aspects, it is generally considered to be advantageous to go for flexible

pavement for the two-lane new carriageway.
7.8
Design of Flexible Pavement
7.8.1
Factors governing design are:

(a) Characteristics of the sub-grade soil
(b) Volume of commercial traffic
(c) Design life
(d) Climatic conditions of the area.
7.8.2
Characteristics of the Sub-grade Soil

(a) Existing pavement (two lane)
(b) New Carriageway (two lane)
7.8.3 Existing Pavement

Sub-grade soil generally met within the length ranges between ordinary soil (alluvial deposits) to
hard soil (Laterites) CBR of these soils range between 3-11% as tested in project laboratory and
some tests obtained from PWD NH Circle Bhaktiarpur . In certain reaches soils in the category of
Sandy Clays with medium Plasticity is also met. Majority of the sub-grade soils have CBR values
in the range of 7 to 9. Field moisture content, field density and CBR of existing pavement subgrade are tabulated in Table No 4.1.
7.9
Fixing of Design CBR of the Existing road.

As a result of number of observations made in laboratory determined CBRs of existing sub-grade.
a design CBR of 7% at field density and equilibrium moisture attained in the sub-grade over years
has been adopted. The design CBR shall be made use of while cross checking thickness
requirement of overlay of bituminous layers on the existing pavement for strengthening.
7.9.1
Fixing of Design CBR for New Carriageway
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It is anticipated that fill/embankment of about 1.0m thickness shall be constructed to reach

formation level of 2-lane new carriageway. Embankment material of minimum 7-9% CBR is
abundantly available within economical distances from the alignment all along the road that shall
be used for the construction of fill/embankment. Soils with a CBR of 7-9% at 97% compaction
(which is permissible standard) give CBR between 5-7%. Hence the purposes of design CBR of
7% are adopted.
Construction of sub-grade (500mm thick) shall be done using material of minimum 7% design
CBR (field CBR at 97% density of modified proctor density in the laboratory). Such material shall
be of 7 to 9% CBR in the Laboratory at 100% Modified Proctor Compaction. Such soils are
available in abundance along the road. The design CBR of new carriageway has been adopted
as 7.0%.
7.10
Traffic considerations
7.10.1
Volume of Commercial Traffic
7.10.1.1
Volume of commercial traffic is generally converted to number of standard axles that are
likely to use the pavement in its design life. One standard axle is expected to carry a load of
8.16 tons.
7.10.2
Design Life
7.10.2.1
Design life of a flexible pavement is taken as per IRC Standards as 15 years.
7.10.3
Traffic Growth Rate
7.10.3.1
The traffic growth rate of 5% per annum has been adopted for projection of traffic.
7.10.4
Distribution of Commercial Traffic over the Carriageway.
7.10.4.1 A realistic assessment of distribution of commercial traffic by direction and by lane has been
carried out as it directly effects the total equivalent standard axle load application used in the
design.
7.10.4.2 In the case of four-lane, divided double carriageway the design is based on 75 percent of the
total number of commercial vehicles in both directions.
7.10.4.3 Cumulative number of standard axles based on 5% percentage of traffic growth rate and
vehicle Damage factor (VDF) individually for each type of commercial vehicles such as LCV,
Two axle trucks, Three axle, Multi axle trucks and Buses have been calculated for design
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period 15 years from the year the road is to get operational after construction say with effect
from year 2012.
7.10.4.4 Based on traffic survey data and axle load survey at Km 166, and Km 240, the design traffic for
different sections in the year presented in the Table 7.3
Section I
- Km153.3 to Km 207.000
Section II - Km207.00 to Km 266.282

Table 7.3: Million standard Axles (msa) for the project road
Commercial
vehicles during
base year as on
2014 (Veh/Day)
VDF*
Million Standard
axles for design
Year (2031 AD)
Km.153.300 To Km
207
5681
9.05
178
Km.207 To Km.
266.282
7782
8.38
226
Section
* Weighted VDF has been calculated from the individual VDF values for different commercial
vehicles obtained on the basis of axle load survey.
It could be seen from the above Table that there are variations in msa for different sections of the
project road. Keeping in view the above considerations pavement design has been carried out for
150msa, which could be adopted for construction during the initial stages and stage construction
could be adopted for bituminous layers for bypasses after the traffic is stabilized (after
commissioning of the improved facility).
7.11
Pavement thickness design (Flexible) New Carriageway

Referring to pavement design chart of IRC 37-2012 it is seen that for CBR of 7% at msa of 150,
the total pavement thickness was worked out to be 670 mm for widening of the existing stretch
of NH31 and also for new alignment.
(i) Design CBR of Subgrade
(ii) Design life
7.0%
15 years excluding construction period of 2 year
(iii) No. of cumulative standard

axles in the Design Lane
150msa
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(iv) Design year
2031 AD.
7.11.1 Pavement Composition

7.11.1.1
As the soil investigations have been completed, we have undertaken pavement design on the
basis of the soil and materials test results obtained on the basis of test results. These tests
give a fairly good picture of the subgrade strength and are in conformity with the number of
tests, which has already been conducted earlier.
Composition of pavement thickness
The design of pavement has been considered for the entire stretch of project road by
considering 150 msa for a design period of 15 years. Total thickness against 150msa with
7% design CBR of subgrade as per IRC 37-2012 shall be 670 mm.
However IRC:37-2012 does not provide for pavement thickness for msa more than 150msa
the total thickness of 695mm is considered as total pavement layer thickness.
695 mm total thickness shall have following layered composition:
Bituminous Concrete (BC)
50mm
Dense Bituminous Macadam (DBM)
165mm
Wet Mix Macadam (WMM)
250mm
Granular sub-base (GSB)
230mm
Overlay for the existing Section

While designing the existing section the details of existing component of pavement and also the
recent structural overlays have been considered. The thickness of overlay varies for every 500m
for the entire stretch. In order to rationalize the entire stretch has been considered as the weak
section. The bituminous layer on existing carriageway shall have to be scarified and the
reconstruction of pavement layers will have to be undertaken to ensure structural thickness
equivalent to new pavement.
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Vol: I Main Report
8.0
Environmental Impact
8.1
Introduction

National highways (NHs) comprise about 2% of India's total road length and carry over
40% of total road traffic, making them key to national economic activities. The proposed
project is to be part of India's National Highways Development Project comprising the
north-south and east-west corridors. The present project is part of North South and
East West corridor project under phase III program of NHDP. The Project, which is
to cover about 112.982 km in length will be implemented on Build, Operate and Transfer
(BOT) basis.
The project under consideration, the study relates to realignment and widening to 4-lane
dual carriageway configuration from Km 153.300 to Km 266.282 of NH 31 (length
112.982 kms).
8.1.1
Need of the Study

Development of highway projects is generally intended to improve the economic and
social welfare of the people. At the same time it may also create adverse impact on the
surrounding environment.
People and properties may be in the direct path of road works are affected. The
environmental impact of highway projects include damage to sensitive eco-systems, soil
erosion, changes to drainage pattern and thereby ground water, interference with wild
life movement, loss of productive agricultural lands, resettlement of people, disruption of
local economic activities, demographic changes and accelerated urbanization. Highway
development and operation therefore, be planned with careful consideration of the
environmental impact. To minimize these adverse effects that may be created by the
highway development projects, the techniques of Environmental Impact Assessment
(EIA) become necessary.
8.1.2
Scope of Work
Environmental assessment is a detailed process, which starts from the conception of
the project and continues till the operation phases. The steps for environmental
assessment are, therefore, different in different phases. The first steps for
environmental assessment are known as scoping and screening. It is a preliminary
Environmental Impact Assessment study for identifying major environmental issues and
their broad mitigation measures. The findings of preliminary study guide to undertake
more focused Environmental Impact Assessment Study.
CRAPHTS Consultants (I) Pvt. Ltd.
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Vol: I Main Report

The basic aim of the present study is to assess the magnitude of actual and potential
environmental concerns due to conversion of the existing 2 lane National Highway into
4/6 lanes. This is also to ensure that the environmental considerations are given due
weight-age, in the design of proposed highway improvements being studied.
Environmental Screening of the study area has the following major objectives:
To generate baseline environmental condition of the proposed project areas
including Ambient Air Quality, Noise level, Water Quality (surface & ground) and Soil
Quality etc.
To classify the type of environmental assessment required,
To delineate the major environmental issues and identify the potential hotspots,
which requires further study i.e. scope for Environmental Impact Assessment (EIA)
To recognize the potential environmental concerns,
To determine the magnitude of potential impacts and ensure that environmental
considerations are given due weight-age while selecting and designing proposed
highway improvements.
8.2
Description of the Environment

8.2.1
Physical Environment
8.2.1.1 Metrology and Climate

The climate of project road is mainly sub-tropical with extreme variation in temperature
with very hot summers and very cold winters and relative humidity of 80 percent. The
summers are generally hot and dry, while cold weather prevails in winters. Due to large
variations in temperature and rainfall, the climate has a characteristic seasonality. The
temperature in the region varies from extreme high temperatures upto 43.00C in
summer to as low as 3.90C in winter. The mean annual average temperature of the city
is maximum 300C and minimum 210C. The wind speeds are quite low, though there are
occasional storms. The average wind speed is in the range of 5-6 km/hr. The yearly
average rainfall in the project area is about 1220 mm more than 90% of which occurs
during the rainy season.
8.2.2.2
Physiography, Topography, Geology, and Soils
The topography of the entire section of the project road alignment (including the new
alignment) is open, plain terrain with minor variation in levels between the two ends of
project road.
In vertical profile, the road is almost level upto the entire length except
minor local rise on the Nallah crossing.
However, the road slopes down towards
Ganga, mostly in vertical profile between km. 153.30 and km.205.150.
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The layers of earth in the project area comprise of unconsolidated sediments of Indo
Gangetic alluvium and are river deposits of river Ganga and its tributaries. The alluvium
has been classified into two groups one is of middle Pleistocene age which occupies
high group and is not affected by floods during rainy season, the other belongs to the
upper Pleistocene to recent age and is confined to the flood plains along river channels.
Soil consists of sandy silt and clay silt.
8.2.2.3
Surface and Ground Water
Water is relatively abundant in the study area, mainly because the project road comes
under the catchment basin of Perennial River i.e. river Ganga and Burhi Gandak.
However, the concern with water is as much about quality as it is about quantity
available. The general drainage along the project road is towards Ganga River so that
the rivers and other streams flow towards River Ganga. The project road is crossing
through River Ganga and other drains, ditches and nallahs.
In order to allow sheet flow of water through open agricultural field, provision of culverts
has been made along the entire alignment of project road. Reconnaissance survey of all
streams were carried out and adequacy of existing drainage structure assessed and
new culverts wherever necessary proposed with the objective to reinstate natural
drainage pattern and irrigation system
There are number of wells, water taps and hand pumps in use along the project route,
highlighting the dependence on groundwater. There are about 333 numbers of hand
pumps and 130 wells within the ROW of the existing road.
8.2.2.4
Water Quality
A number of samples have been collected from surface as well as ground water sources
existing along the project road to ascertain the water quality. The water quality results
for surface and ground water as obtained through the analysis carried out by a reputed
laboratory of Patna have shown that all water quality parameters are well within the
stipulated standards. BOD levels in the entire surface water samples within the
permissible levels.
8.2.2.5
Air Quality
Composite samples were prepared using three 8-hr samples (24 hours) collected at five
locations for all parameters except for Carbon Monoxide (CO), which was for 8 hours.
The samples were analysed for pollutants of interest (CO, NO x , SO 2 , SPM and RPM).
The analysis showed that the air quality is generally within the national air quality
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Vol: I Main Report

standards (NAQS) for SPM, RPM (PM 10 ), SO 2 and NO x at all five locations. In fact at
three locations (Bakhtiarpur, Baliya and Kagharia) levels of SPM are above the
prescribed limits. As regards CO, levels are vary between 120-280 g/m3 and at two
locations below the detectable limits.
8.2.2.6
Noise
In all, 7 locations were selected for monitoring of noise levels to cover all types of
sensitive receptors. The results of noise levels show that the short-term noise levels are
generally within the acceptable norms for industrial area (i.e. Leq 75 dB(A)). It has been
observed that noise levels are higher at Health Center (Km 188.6), Veternity (Km
189.9), High school (Near Baruani Refinery) and School (Near Bihiya Bazar) during the
day time.
8.3
Ecological Environment
8.3.1
Flora
The study area is predominantly open / cultivated land interrupted by scattered human
settlements with clusters of semi-pucca/ pucca houses and common native trees
present along the project road, along the village roads, on the bank of streams/ canals
and inside the agricultural land. Besides the crops other natural vegetation on the
project influence area of project road are common trees i.e., Neam, Babool and Kranji.
A total of 8584 numbers of trees have been identified that come under the widening
area of the project road that fall under the proposed RoW. The data from the local forest
department confirm that there are no rare or endangered plant, animal or bird species in
the project area. . However forest land is affected to the area of 2.54ha along the
alignment of project road between Km 217.650 to Km 232.725.
8.3.2 Fauna
The wild animals which are found in this area include the Boselaphus tragocamelus,
Panthera Pardus, Vulpes begalenses, Lepus Ruficandus, Hystrix Indica, Fox (Vulpes
bengalensis) hare (Lepus ruficandatus) monkey (Macaca mulatta), wild cat (felis
bengalensis) and the porcupine (Hystric leucura). The game-birds of the area include
the usual varieties found through out the plains. Among them mention may be made of
the peafowl (pavo cristatus), Frencolinus Vulgaris and the gray partridge (francalinus
pondicervanus), Capella Gallinago, Netta rifine The reptiles such as Naja Naja, Bungrus
caeruleus, Natrix pescaror, Python molurus etc. are also found in the project area. No
national park, sanctuary, wild life reserves or reserved forests are present in near
vicinity. The National Park (Rajgir National Park) is located 53 kms from the start point
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Vol: I Main Report

of project road. The project road does not affect any form of wild life or movement of
birds as Rajgir National Park is located 53 Kms away from start point of project road.
8.4
Social Cultural Environment

8.4.1 Land Use
The project road is passing through predominantly rural agricultural land, with scattered
settlement (villages and industrial areas). It is not affecting any major human
settlements.
The widening of project road will warrant land acquisition as the land available in the
existing RoW will not be sufficient for proposed widening. The landuse pattern does not
include any forest area. The landuse changes in the form of proliferation of Dhabas /
restaurants exist along the project road. Land acquisition requirement for both the
sections of project road works out to be 278.475 hectares.
8.4.2 Traffic Condition
Traffic surveys revealed that vehicle speeds along the project corridor vary between 15
km/h and 51.5 km/h, with average speed being around 33.28 KMPH. Most vehicles
plying on the project road are two-axle trucks, followed by car, jeep and two wheelers.
8.4.3 Pedestrian Crossing

Pedestrian volume counts across the project road were conducted at 6 locations along
the project corridor. The surveys were conducted for 8 hours, between 8.00 to 12.00
hours in the morning and between 16.00 to 20.00 hours in the evening on a
representative working day at all these locations in the year 2004. The peak hour values
of PV2 are computed for all these locations. The pedestrian vehicle conflict index at Km
194 and Km 270 are 6.37E+07 and 1.30E+07 respectively.
8.4.4 Accidents
A total of 1252 accidents were recorded for the stretch of project road between Km
153.300 Km 266.282 in the year from 1999- 2004. The accident record also showed
that mainly trucks are involved in the accidents.
8.4.5 Transportation of Hazardous and Dangerous Goods
Patna is one of the major industrial centers of central India therefore NH-31 is frequently
used by vehicles carrying hazardous substances (e.g., industrial acids and petroleum
products). A large number of trucks per day carry petroleum products.
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Vol: I Main Report

8.4.6 Cultural and Historical Sites

There are 61 Nos. worship places encountered within ROW of existing corridor which
are not directly affected in widening of project road.
8.4.7 Social Profile
Commercial activity like small shops along the project road is the main occupation for
people living in the project area. There are few industries present along the project
corridor. The proposed road widening will boost the local economy by generating direct
employment and indirect income through better connectivity.
8.5
Screening of potential environmental impacts and mitigation measures

8.5.1
Environmental Impact Associated with the Project Location
The environmental impacts associated with the project location will be insignificant
because the proposed road expansion will follow the existing alignment. In this case
where the existing stretch of NH 31 is being upgraded the most significant
environmental impacts would be associated with land clearing activities, e.g., tree
cutting and other clearing work. The total of this section of the project road is 112.982
Km.
8.5.2
Environmental Impact Associated with Construction Activities and

Mitigation Measures
8.5.2.1 Physical Environment

Physiography
The impact of road construction on physiography is a function of the terrain of the area.
Since the entire length passes through plain areas and the main carriageway will be
raised, therefore, there will be visible and significant impact on physiography of the
region.
Soil
The right-of-way of the project road is 60 m. However, the width of the existing road is
mostly about 7-10 m. Therefore, land clearing will be carried out during construction.
Total land clearing will involve about 278.475 hectares. The other earth works involve
scarifying the existing granular layer, excavating for road foundations and road
shoulders, compacting ground, and constructing embankments. Soil erosion is the most
significant impact associated with general earth works. The following soil erosion
measures will be provided during and after construction.
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Vol: I Main Report
I.

The contractor will be required to balance the amount of cutting and filling to
reduce the need to store excavated materials for a long time before reusing
them. Wherever earth materials are cut, care will be taken in terrain with a slope
of more than 25 %, and the cut sides should have gentle slopes.
II.
Prior to rainy season, all the unstable slopes created during construction works
should have been stabilized and embankment will be provided with chutes and
drains to minimise soil erosion, stone pitching and toe walls will be provided on
steep embankment.
III.
In areas prone to slope collapse and soil erosion, engineering measures must
be undertaken, and grass and shrubs will be planted as slope protection.
IV.
Spoil materials will not be dumped in the forests, on agriculture lands, near
stream channels, or near other water bodies. Bituminous wastes will be
disposed of in identified sites
Rock, Gravel, and Sand

The construction of embankments will require about 6702676m3 borrow materials, and
preparation of the pavement will require about 6702676m3 of borrow materials. Because
base and embankment materials can be taken from the borrow areas identified along
the roadsides, the impact associated with transportation of borrow materials will not be
significant. To minimize environmental Impacts associated with borrow pit activities, the
following selection criteria will be adopted:
I.
Borrow pits will generally not be on cultivable land. However, if necessary to

borrow earth from cultivable land, the depth should not exceed 45 centimeters,
and the top of soil 15 centimeters will be stripped and set aside stored in stock
piles.
II.
Borrow pits will generally be selected from wasteland and be at least 500 m
from the road and 800 m from residential areas
III.
Immediately after use, borrow sites will be reclaimed properly, including

replacing the topsoil and planting cover vegetation
IV.
If a new quarry is required, all the requirements for establishing a new quarry
will be fulfilled and the quarry will only be operated after receiving the necessary
license
V.
The depth of the borrow soils will be regulated and therefore, the sides of the
excavation will have a slope not steeper than 25%
Air Quality
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Vol: I Main Report

Earthwork and rock crushing activities will contribute to increasing dust, and the
pavement works will generate gas from the asphalt hot-mix plant and odor from the
compaction of pavement. The project will require about 51893 metric tonnes of asphalt.
Although the existing air quality of the project area is still good except for SPM and
RPM, the following mitigation measures are needed:
Dust suppression equipment should be installed at cement and aggregate mix

plants.
Water content of the construction roads should be maintained by watering the

construction area.
Construction materials (sand, gravel, and rocks) and spoil materials will be
transported by properly covered trucks.
Storage sites, mixing plants, and asphalt (hot mix) plants will be at least 1 km
downwind of the nearest human settlements.
All vehicles (e.g., trucks, equipment, and other vehicles that support construction
works) will comply with the Vehicle Standard Emission, 1989.
All hot-mix plants, crushers, and batching plants will be installed only after receiving
a No Objection Certificate from the concerned Pollution Control Board.
Noise
Machinery such as excavators, bulldozers, stabilizers, drills, stone crushers, graders,
vibratory rollers, concrete-mixing plants, and screening plants can generate noise. Each
machine has been designed to generate only a low level of noise. However, if several
machines have to be operated at the same time, their combined noise level could
constitute a disturbance. To minimize this impact, the following mitigation measures will
be adopted:
I.
The contractor will be requested to provide a statement that all equipment used
for construction complies with Ministry of Environment and Forest noise
standards
II.
In any residential area, the noise level should be limited at 45 decibels

measured in the audible noise bands (dBA) during night (from 9 PM to 6 AM)
and 55 dBA during daytime
III.
For nearby schools, the contractor will discuss with the school principals the
agreed time for operating these machineries
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Vol: I Main Report

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
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.
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Vol: I Main Report

The Government requires planting of 2 new trees for each one cut. Trees can only be
cut and removed with prior approval of the Department of Forest. The environmental
management plan recommends which species to use for roadside plantation. However,
tree planting along the project road needs to be done in close consultation with Social
Forestry Division, Patna and Begusarai. More than 30000 trees are proposed to be
planted on the median and green verge proposed along the project alignment as
against 8584 trees proposed to be cut.
8.6.3
Traffic Management and Safety Plan During Construction
Major safety measures during construction have been developed and safety plans have
been recommended for different stages of construction, which includes construction sub
zones, working zones and traffic sub zones. Traffic control devices in the construction
zone generally perform the crucial tasks of warning, information and altering the driver
apart from guiding vehicles the movements, so that the drivers of vehicles as well as
works on sites are protected and safe passage to the traffic possible. Keeping in this
view the traffic control devices proposed are to be employed to address the safety
aspects.
8.7 Environmental Impact And Mitigation Measures Associated With Operations

8.7.1
Physical Environment
Environmental concerns related to the operation of the road involve air pollution and
water pollution. The improvement of the road surface and expansion of the road from
two-lane to four lanes will ease the movement of the traffic. Therefore, the level of
service for the project road will improve considerably and vehicles can move effectively.
Consequently, the ambient air quality will not deteriorate as ascertained through
prediction of impacts on air quality. However, since the project area is dry, the levels of
SPM and RSPM, which is within the prescribed limit at present, will increase. Mitigation
measures will include development of a greenbelt during construction, to reduce the
level of SPM and RSPM and act as noise barrier. Strict enforcement of vehicle emission
standards will significantly contribute to minimizing SPM and RSPM.
Water pollution will result mostly from run-off or drainage into water bodies,
maintenance of erosion protection work, inadequate management of wastewater from
facilities along the roadsides, and inadequate management of spill and leakage
accidents. To minimize such pollution certain mitigation measures are suggested in the
following manner: -
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Vol: I Main Report
I.

Runoff should be channeled to a vegetative filter, such as grass, before going to

the water bodies
II.
Inspection and maintenance of erosion protection works needs to be carried out

regularly to ensure that they are functioning
III.
Spill contingency plan or emergency plan for transporting hazardous and

dangerous good should be prepared, and disseminated to the concerned
parties and communities near accident-prone areas.
8.7.2
No ecological impact is expected from operation of the road. However, it is important to

maintain trees planted along the roadside. Long-term afforestation will compensate for
the loss of trees for road expansion.
8.8
Institutional
programme
8.8.1
requirements,
environmental
management,
and
monitoring
Institutional Requirements
Prior to implementation of the Project, NHAI needs to comply with several

environmental requirements, such as obtaining state pollution control board clearances,
MOEF clearances and securing a tree removal and replanting permit from the
Department of Forest. NHAI will also need to confirm that contractors have appropriate
and valid permits to use local water supplies and to construct and operate plants such
as hot mix plants and batching and rock crushing facilities.
As of October 2004, NHAI had two full-time environmental staff members under its
Environmental and Social Development Unit. The two staff members are responsible for
addressing environmental concerns for a nationwide road development program
involving thousands of kilometers of road. Much of their work is delegated to
consultants. To effectively provide quality control and oversight for the EMP
implementation, NHAI staff needs more training in air and noise pollution management
and ecological impact mitigation. For this Project, the Project Implementation Unit (PIU)
will have one technical manager to address environmental and social concerns. In
addition, each project package will have an environmental specialist as member of the
supervising consultant team. This environmental specialist will help implement the
project EMP. The EMP is given in Appendix 1.
Overall implementation of the EMP will become NHAl's responsibility. Other parties to
be involved in implementing the EMP are as follows:
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Vol: I Main Report
I.

Contractors: responsible for implementing all measures required to mitigate

environmental impacts during construction
II.
Other government agencies: such as state pollution boards, Departments of

forest, divisions of forest at the local levels, and Motor Vehicle Departments will
be responsible for monitoring the implementation of environmental conditions
related to their areas.
Considering the number of government agencies that need to be involved in

implementing the EMP, training workshops should be conducted each year for the first 3
years to share the monitoring report on the implementation of the EMP and to decide on
remedial actions, if unexpected environmental Impacts occur.
8.8.2
Monitoring
The monitoring plan (Appendix 2) was designed based on the project cycle. During the
pre-construction period, the monitoring activities will focus on (i) checking the
contractor's bidding documents, particularly to ensure that all necessary environmental
requirements have been included; and (ii) checking that the contract documents
references to environmental mitigation measures requirements have been incorporated
as part of contractor's assignment. During the construction period, the monitoring
activities will focus on ensuring that environmental mitigation measures are
implemented, and some performance indicators will be monitored to record the Project's
environmental performance and to guide any remedial action to address unexpected
impacts. Monitoring activities during project operation will focus on recording
environmental performance and proposing remedial actions to address unexpected
impacts.
8.8.3
Public Consultation and Disclosure
Public consultations were conducted in August and September 2004 through village
meetings and meetings with other relevant government agencies at the local levels. The
consultations were carried out at individual villages, with community leaders and village
administration; and at local, civil, and forest administration levels. Formal and informal
methods of consultation were adopted. Stakeholders consulted include local residents,
shop owners, roadside food stall owners, truck drivers, and community leaders and
officials.
The consultation was designed to inform the parties consulted about the proposed
Project and to determine their concerns related to it. At the first visit to site, the
consultation focused on informing the public about the Project and its potential
environmental impacts. At the later stage, consultation was done to determine the major
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Vol: I Main Report

areas of environmental problems that should be considered from the local stakeholders
point of view. The findings of public consultation were considered in finalizing of the
mitigation measures or alternatives.
8.9
Finding and Recommendations

Primary and secondary data were used to assess the environmental impacts. The
potential environmental impacts were assessed in a comprehensive manner. The report
provided a picture of all potential environmental impacts associated with the Project,
and recommended suitable mitigation measures.
Environmental impacts associated with the Project need to be properly mitigated, and
the existing institutional arrangements, including human and financial resources, are
available. Therefore, the proposed mitigation and management plans are manageable.
Almost all environmental impacts related with the Project will take place during the
construction. The implementation of the environmental mitigation measures during the
construction period will be assigned to the contractors. However, contractors
traditionally have little understanding of environmental problems; therefore, the required
environmental mitigation must be clearly described into the contract documents, and
implementation of mitigation measures must be monitored by the environmental
specialist of the construction supervision consultants. A direct reporting mechanism
from the environmental supervising consultant to the environmental staff of NHAI needs
to be established, and a mechanism to address unexpected environmental impacts.
The EIA, including an EMP, should be used as a basis for and environmental
compliance program. In addition, the conditions as part of the forest clearance from the
Government should also be a basis for the environmental compliance program.
Therefore, continued monitoring of the implementation of mitigation measures, the
implementation of the environmental conditions for forest clearance, and monitoring of
the environmental impact related to the operation of the Project should be properly done
and reported at least yearly as part of the project performance report.
8.10
Conclusion
The IEE report has thoroughly assessed all the potential environmental impacts
associated with the Project. The environmental impacts identified by the study are
manageable, and NHAI will implement the mitigation measures stated in the report.
NHAI will adopt the review procedure for the environmental assessment study for the
follow up subprojects. The EIA brings out clearly that incremental pollution load if any,
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Vol: I Main Report

on account of highway project will be sustainable. Thus the proposal will be environment
compatible in all completeness.
NHAI
Operation
Stage
Construction
Stage
Design Stage
Time
Frame /
Stage
Ex- 15
Throughout
project
location
Throughout
project
location
Throughout
project
location
Approximate
Location
Environmental Management Plan
Appendix - 1
Engineerin
g cost
Project
preparation
cost
Engineerin
g cost
Mitigatio
n Cost
NHAI, Local
Govt. bodies,
NIA etc.
Contractors
Design
Consultants
Implementation
NHAI
NHAI
SC, PIU & NHAI
PIU, NHAI
Supervision
Institutional Responsibility
Feasibility Study and Preparation of DPR for 4/6 laning of selected stretches of National Highways
under 10,000kms (NHDP Ph. III) Programme (Contract Package No. NN/DL3/2)
Khagaria Begusarai Bakhtiarpur section of NH-31 in the State of
productive agricultural areas have been avoided for

provision of project road minimize temporary
acquisition of productive agricultural lands
Covering all disturbed areas including borrow area:
Top dressing of the road embankments and fill slopes:
Filling up of tree pits, in the median and in the green
buffer proposed along the project road.
the possibility of change in land-use pattern cannot be
ruled-out along the project corridor
landuse regulation controls have to be adopted
A land use zoning may be prepared, under which up
to a particular distance from the project road there will
not be any development allowed
A special body in association with local governing
bodies will hold meetings periodically to check the
ribbon development along the service road and ROW
of project road
Remedial Measure
Soil
Conservation
of productive
land
Environment
at Issue /
Component
Draft Detailed Project Report

Volume IV-A : EIA Report
Bihar
Design Stage
Construction
Stage
Design Stage
Construction
Stage
Design Stage
Ex- 16
In all
proposed
borrow areas
Identified
borrow areas
Throughout
project
corridor
borrow pits,
service road
Throughout
project
corridor
Project
preparation
cost
Engineerin
g cost
project
preparation
cost
Engineerin
g stage
Project
preparation
cost
Design
consultants
Contractors
Design
Consultants
Contractor
Design
Consultants
PIU, NHAI
NHAI
SC, PIU, NHAI
PIU, NHAI
SC, PIU, NHAI
PIU, NHAI
For embankment, other than Ganga Bridge approach,

abutting streams and water bodies, provision has
been made for slope and toe protection with stone
pitching on filter blankets.
For channel changes of streams and canals required
for reducing skew angle of crossing and for their
diversion from footprint of embankment, lining with
stone pitching and filter blanket have been proposed
to control erosion.
Berms have been provided for slope and embankment
stability for high embankment stretches
Channels, ditches, berms, or shoulder dikes for
diverting water to satisfactory outfalls should be
constructed at appropriate locations early in the
construction of the project
Benches or terraces, enclosed drainage systems, or
the mulching or covering of the soil with various
materials may be required to reduce slope erosionespecially while constructing high embankments
The construction of embankments will require about
67, 02,676m3 borrow materials, and preparation of
the pavement will require about 27,63,383 m3 of
borrow materials. To meet this requirement several
borrow area locations have been identified and
recommended
To avoid any embankment slippages, the borrow
areas will not be dug continuously. In case borrow
areas other than specified are selected, the size and
shape of borrow pits will be decided by the
Supervision Consultant
A recommended list of such operationalised, licensed
quarries have been provided
Quarries
Borrowing of
Earth
Soil Erosion

Bihar
Operation
Stage
Construction
Stage
Construction
Stage
Design Stage
Ex- 17
Through out
project
corridor
Through out
project
corridor
All proposed
quarry sites
Engineerin
g cost
Engineerin
g cost
Engineerin
g cost
project
preparation
cost
Engineerin
g cost
Local bodies
including state
PWD, NHAI
Contractors
Contractors
Design
Consultants
Contractors
NHAI
NHAI
SC, PIU, NHAI
SC, PIU, NHAI
PIU, NHAI
Local district
authority, SC,
PIU, NHAI
If the contractors decide to use quarries not in the

recommended list, they would require obtaining
clearance from mines department and State Pollution
Control Board
In case new quarries are opened the NHAI in
association with the MPCB shall carry out the
monitoring of the redevelopment of the quarries so as
to ensure that the redevelopment plan has been
carried out as laid down in the conditions of MPCB
clearance
NHAI will sign a MoU with the state irrigation
department to ensure irrigation department that there
will not be uncontrolled sand mining and the sand
mining is not intended for de-silting / excavation
Sand required for concrete work will be procured from
existing sand mine in Ganga River
The contractor will prepare plan for sand borrowing
from these locations and Supervision Consultants will
approve their plan
Precautionary measures like covering of vehicles will
be taken to avoid spills during transport to
construction site
the vehicles and equipment will be maintained and
refuelled in such a fashion the oil/diesel spillage does
not contaminate the soil
At the wash down and refuelling areas, oil
interceptors shall be provided
All spills and petroleum products shall be disposed off
in accordance to the MPCB Guidelines
Probability of contamination of soil being only from the
road runoff, which is directed into nearest water
bodies through well-designed drains and oil / grease
separators, no impact on the soil during operation
stage except in case of accidents, is anticipated.
Contamination
of Soil from
fuel and
lubricants
Sand from
River Bed
Construction
Stage

Bihar
Ex- 18
Part filling of existing water bodies, shall be

compensated for by the excavation of an equal
volume of earth from elsewhere of the water body
The water body may be in use of local people for
irrigation and other domestic purposes therefore, local
people need to be informed prior to the construction
work
To keep the turbidity under control silt and slurry
produced from the base of piers shall be collected and
disposed at the designated disposal site by the
contractor
water quality monitoring of various surface water
bodies have been proposed at several locations along
the project road
oil interceptor will be periodically cleaned particularly
before the rainy seasons
Construction
Stage
Operation
stage
The impacts on surface water bodies have been

avoided by suitable design modifications
Design Stage
Ganga river
and Burhi
Gandak River
All water
resources
throughout
the project
corridor
All water
bodies
throughout
the project
corridor
All contract
sites through
out the
project
corridor
Rs. 0.03
million for
water
quality
monitoring
Engineerin
g cost plus
Rs. 1.70
million for
relocation
of hand
pumps,
wells and
water taps
Project
preparation
cost
Engineerin
g cost
Local Govt.
bodies, NHAI
Contractors
Design
consultants
Contractors
NHAI
NHAI
SC, PIU, NHAI
PIU, NHAI
SC, NHAI
It will be required that the cut and fill works are carried
out strictly in accordance to the design drawings
All spoils will be disposed off and the site will be fully
cleaned before handing over.
The construction wastes will be dumped in selected
pits, developed on infertile land.
Water
Surface water
bodies and
other
resources
Construction
Stage

Bihar
Design Stage
Construction
Stage
Operation
stage
Construction
Stage
Design Stage
Ex- 19
The capacity augmentation of the project road will

offer improved level of service resulting into reduction
of pollution load due to idling of vehicles
Throughout
project
corridor
Throughout
project
corridor
Throughout
project
corridor
Throughout
project
corridor
Engineering
cost
Engineerin
g cost
Engineerin
g cost
Projetc
prepeation
cost
Contractors
Contractors
Local Govt.
bodies, NHAI
Contractors
Design
cosultantPIU,
NHAI
PIU, NHAI
NHAI
SC, PIU, NHAI
NHAI
SC, PIU, NHAI
longitudinal drains are proposed on either side of

project road which will get connected to the existing
cross drainage structures
drains are also provided along the edge of
embankment on either side where service road is not
provided
The contractor will remove obstructions that may
cause any temporary flooding of local drainage
channels during construction
In section along watercourses, and locations close to
cross drainage channels, the contractor will ensure
that earth; stone or any other construction material
shall be disposed off immediately at the designated
landfill site so as to avoid blocking the flow of water
along those channels
All necessary precautions will be taken to construct
temporary or permanent devices to prevent foundation
To maintain an efficient storm water flow, the roadside
ditches will be cleaned regularly especially prior to the
monsoons
construction work close to the streams or other water
bodies will be avoided, especially during monsoon
period
All wastes arising from the project will be disposed off,
as per SPCB norms
The slopes of embankment leading to water bodies
will be modified and re-channelised so that
contaminants do not enter the water body
Air
Air Quality
Prevention of
Water Quality
Degradation
Drainage

Bihar
Design
Stage
Ex- 20
Critical locations have been identified with respect to the

noise standards and mitigation measures proposed
Throughout
project
corridor,
especially at
sensitive
areas
Contractor
sites
Project
preparation
cost
Rs. 0.02
million for air
quality
managemen
t
Rs. 0.075
million for air
quality
monitering
per camp
site
Design
consultant
Motor Vehicle
Dept., SPCB,
NHAI
Contractor
PIU, NHAI
NHAI
NHAI
SC, PIU, NHAI
The asphalt plants, crushers and the batching plants

will be sited at least 1 km in the downwind direction
from the nearest human settlement. Vehicles
delivering loose and fine materials like sand and fine
aggregates shall be covered to reduce spills on haul
roads
It shall be ensured that the dust emissions from the
crusher and vibrating screen at the stone quarries do
not exceed the emission standards set by Central
Pollution Control Board.
During operation stage of the project, vehicular
emissions of critical pollutants (SPM, RSPM, CO, SO 2
and NO x ) will be monitored
The respective Contractors will do plantation in
median and available clear space in RoW with
technical assistance from state forest department
Tree plantation for attenuating pollution levels shall be
as per the proposed road landscape plans, which
includes species with thick foliage.
Noise
Noise
Operation
stage
Construction
Stage

Bihar
Constructio
n Stage
Design
Stage
Ex- 21
Approximately 8584 trees will be cut for road

construction. The loss of tress is being compensated in
accordance to the NHAI tree plantation strategy in the
alignment. Trees will be removed with prior approval of
Conservator of Forest Patna. Compensatory
afforestation as per forest conservation act 1980 will be
adopted. Two trees will be planted for each tree felled
as per regulatory compliance.
Disposal of the trees will be as per the norm, otherwise
as mutually decided by the contractor in consultation
with SC and PIU
Apart from tress earmarked for felling, no additional tree
will be felled. No tree will be removed in the zone of
construction (apart from those trees earmarked for
felling) without the prior approval of the Department of
Forests
Throughout
project
corridor
within RoW
Throughout
project
corridor
within RoW
Construction
and quarry
sites
Rs. 48
million
(including
maintenanc
e for 3 yrs)
Rs. 48
million
(including
maintenanc
e for 3 yrs)
Rs. 0.072
million for
noise
managemen
t
Engineering
cost
Forest Dept.
Bihar
Conservator of
Forest parna,
Design
consultant,
PIU, NHAI
Motor vehicle
dept., SPCB,
NHAI
Contractors
NHAI
SC, PIU, NHAI
PIU, NHAI
NHAI
SC, PIU, NHAI
The plants and equipment used for construction will

strictly conform to CPCB noise standards. Vehicles and
equipments used shall be fitted with exhaust silencers
batching will be stopped during the night time between
9:00 p.m. and 6:00 a.m
To protect construction workers from severe noise
impacts, noise standards of industrial enterprises will be
strictly enforced, and workers shall be provided with
Personal Protective Equipment (PPE) such as earplugs.
Monitoring shall be taken up at few locations of the
project road in addition to noise sensitive receptors
where noise barriers have been provided, so as to
ascertain any requirement for the provision of additional
measures for the mitigation of ill effects due to increased
noise resulting from the operation of the project
Fauna
Flora
Flora
Operation
stage
Constructio
n Stage

Bihar
Constructio
n Stage
Ex- 22
All necessary and adequate care will be taken to

minimize impacts on cultural properties which includes
cultural sites and remains, places of worship including
temples, mosques, churches and shrines, etc.
graveyards, monuments and any other important
structures
Alignment has been worked out to minimise impacts on

cultural/ religious properties. At locations where this was
unavoidable, and where the community was willing to
relocate the religious property, relocation has been
proposed
provisions of crossing for heavy commercial vehicles

through overpass with minimum 5.5m headroom on the
project road
Traffic management plans shall be prepared and
temporary diversion routes will be identified to divert
traffic from construction locations. Signboards indicating
construction sites on the road and flags shall be erected
Throughout
project
corridor,
specifically
at sensitive
location
Location of
cultural
properties
Throughout
project
corridor
Throughout
project
corridor
Throughout
project
corridor
Rs. 5,000
lumpsum
per location
(in addition
to provision
made in
RAP)
Project
preparation
cost
Project
preparation
cost
Engineering
cost
No cost is
involved
Contractor
Design
consultant
Contractor
Design
consultant
Contractor
PIU, NHAI
PIU, NHAI
NHAI
SC, PIU, NHAI
PIU, NHAI
SC, PIU, NHAI
The construction workers will be educated to intimate

the higher officer in charge if they encounter any wild
fauna (adult, or juvenile or eggs) during construction
work
Constructio
n Stage
Cultural Properties
Cultural
Design
Properties
Stage
Constructio
n Stage
Traffic safety plans

Traffic safety
Design
plans
Stage
Fauna

Bihar
Constructio
n stage
Noise levels
Operation
stage
All the parameters for

inland surface water quality
standard for class D will
be tested for ground water
as per ISO 1050:1991
All the parameters for
inland surface water quality
standard for class D will
be tested for ground water
as per ISO 1050:1991
As per National Ambient
Noise Standard as per
Environmental
Protection
Act, 1986 amended 2002
Operation
stage
Constructio
n stage
SPM, RPM, NOx, CO, HC,

Pb, SO 2
Constructio
n stage
Air Quality
Water Quality
SPM, RPM, NOx, CO
Project
Stage
Parameters
Annexure - 2
24
hr
continuous,
3 / year for
3 years
3 / year
3 / year for
3 years
24
hr
continuous,
3 / year
24
hr
continuous,
3 / year for
3 years
Frequency
23
Noise
level
standards
by CPCB
Water
quality
standards
by CPCB
Water
quality
standards
by CPCB
Air quality
standards
by CPCB
Air quality
standards
by CPCB
Standard
s
2000 X 3 X 3 X
18
Rs. 3,24,000
2000 X 3 X 12
= Rs. 72,000
2000 X 3 X 3 X
12
= Rs. 2,16,000
5000 X 3 X 3
= Rs 45,000
(assuming
8
construction
sites)
Total
=
Rs
3,60,000
5000 X 3 X 8
= Rs. 1,20,000
Approximate
Cost (Rs)
Contractor
through
approved
monitoring
agency
NHAI
Contractor
through
approved
monitoring
agency
NHAI
Contractor
through
approved
monitoring
agency
Implementation
SC
PIU, NHAI,
NHAI
SC
PIU, NHAI,
NHAI
SC
PIU, NHAI,
Supervisio
NHAI
Monitoring plan for performance indicators
Environmental
Component

Bihar
Operation
stage
Soil
Monitoring Pb, Cr, Cd
Maintain the species

75% survival rate
For 3 years
after
plantation
3
years,
Once in a
year during
winters
For 3 years
after
plantation
Noise
level
standards
by CPCB
12 X 3000 X 3
= 1,08,000
150000X3=
Rs.4,50,000
2000 X 3 X 12
= Rs. 72,000
NHAI
Contractor
through
approved
monitoring
agency
NHAI
NHAI
NHAI
NHAI
24
NOx Oxides of Nitrogen, Pb Lead, PIU Project Implementation Unit, RPM Respirable Particulate Matter, SO 2 Sulphur Dioxide,
SC Supervision Consultant, SPM Suspended Particulate
NHAI
Cd - Cadmium, CO Carbon Monoxide, Cr Chromium, HC Hydrocarbon, IS Indian Standard, NHAI National Highway Authority of India,
at
As per National Ambient

Noise Standard as per
Environmental
Protection
Act, 1986 amended 2002
Total Monitoring Cost = Rs. 17,22,000
Operation
stage
Flora
Operation
stage

Bihar

Vol: I Main Report
9.0
Resettlement Action Plan
9.1
Introduction

The objectives of globalisation of economy and increased efficiency and safety in trade and
business have made a serious impact on the road transportation in the country. The country
has undertaken a 10-year highway transportation improvement program, as a part of its
approach to attain its objectives. The constitution of National Highway Authority of India
(NHAI) by the parliament via National Highway Authority of India Act, 1988 was an important
step in this direction.
The national highways carry about 40% of our total traffic, though they constitute only about
2% of the total network, this itself highlights its importance. To cope up with this challenge
the Ministry of Road Transport and Highways, Government of India through National Highway
Authority of India (NHAI) has taken up the development of various National Highways
Corridors for augmenting their capacity adequately for safe and efficient movement of traffic.
One such project is titled Consultancy services for Feasibility Study and Detailed Project
Report for selected stretches of National Highways under 10,000km (NHDP, Phase-III)
programme for Bakhtiarpur Begusarai Khagaria section of NH-31 in the state of Bihar
(Contract Package No. NN/ DL3/ 2) under Phase III Programme of North-South and EastWest Corridor Project 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.
9.3
Approach & Methodology

The project tasks incorporated integration of engineering, environment and social
components within the planning exercise. The various processes involved in carrying out the
social assessment included the following:
9.3.1
Analysis of Alternatives
The feasibility study Consultant team comprising experts from social, environment
and engineering areas carried out a study to identity the most suitable alignment
option for the project road. In all, three alternative routes were initially considered for
the project road. All the options were analyzed for their relative merits and demerits
and finally the most suitable alternative was selected. The decision on the most
suitable route was undertaken by assigning different weights to factors like capital
cost, scope of future widening, land acquisition, displacement requirements, user
cost, environment impacts and technical suitability of the alignment.
CRAPHTS Consultants (I) Pvt. Ltd
NHAI

Vol: I Main Report
9.3.2

Preliminary Social Screening Survey

The basic objective of the preliminary social screening survey was to assess the
possible impact of the project on people as a result of road widening and realignment
bypassing the Bakhtiarpur, Barh, Mokama and Begusarai. The survey also aimed at
capturing people's perceptions and their initial reactions to the resettlement and
rehabilitation policy of the NHAI.
9.3.3
Physical survey vis-a-vis design modifications and finalization of alignment

The social and environmental team jointly carried out a detailed physical survey of
the selected route to provide inputs to minimize displacement and reduce negative
social and environmental impacts resulting in minor design modifications and
finalization of the project alignment.
9.3.4
Data Collection
To prepare the RAP, social impact assessment has been carried out on the basis of
the following points: Primary data, collected through census survey and socio-economic survey (100%)
Secondary data Consultations with various stakeholders, Focus Group Discussions
(FGDs).
9.3.5
Census Survey
The census survey was carried out in order to meet the following objectives:
9.3.6
To collect information on likely project impacts

To disaggregate affected properties by type & to decide upon the
entitlements
To decimate the project information.
Socio-Economic Baseline Survey

Socio-economic survey of PAPs was conducted to provide a database and to assist in
development of indicators for monitoring and evaluation of RAP. The aim of the
baseline socio-economic survey was to determine distribution of socio- economic
groups on the map, analysis of social structure and income resources of the PAPs,
inventories of the resources, which the PAP use as well as the data on the system of
economic production. The data collected through the survey included the following
points:
Demographic profile of the PAFs

Social characteristics (type of family, head of family, religion/caste, vulnerability
etc.)
Economic conditions (occupation, income, assets, resources use pattern etc.)
Educational and Cultural aspects.
NHAI

Vol: I Main Report
9.3.7

Data Collection from Secondary Sources

The secondary data/information was collected from various agencies; so as to
ascertain/verify
the
ground
realities
and
comprehend
the
socio-economic
characteristics, physical features and cultural set-up of the project area before
undertaking detailed field investigations. Relevant documents were collected from
Tehsil Offices, Development Authorities and others agencies, besides collecting
various published/unpublished reports on the issues, which have also been used in
the preparation of the RP.
9.3.8
Consultations
The Consultations were undertaken with various stakeholders at different levels i.e.
district, block / village for information dissemination of the project and also to obtain
their ascertain the peoples views about the project. The other objective of the
consultation was to incorporate the perceptions of the stakeholders in the planning
and implementation of the PRP.
9.4
Minimizing Negative Social Impacts

Social Impact assessment is an important component of project preparation during design
stage so as to minimize, reduce and mitigate negative social impacts of the project. The
social assessment has identified potential adverse impacts on the people losing their assets
and livelihood.
In all about three alternatives were considered for the alignment of the said project. The
alternatives were examined in terms of their relative merits and demerits and the most
acceptable option (option II), which is also the least cost, and time intensive scheme was
selected for the said project.
9.4.1 Measures to minimize negative social impacts
As the highway passes through areas of ribbon development, therefore, the RAP for
the project would need to address the issues related to titleholders and nontitleholders loosing their livelihood and assets. The aim of integration of social
components in the design phase is to minimize the hardships of the affected people.
The RP also aims to help the APs to either better or at least maintain their livelihood.
Based on consultation with various stakeholders and project social assessment
report, the Project engineering team developed guidelines to minimize negative social
and environmental impacts/displacement, reduce disruption of livelihoods, protection
of environmentally sensitive features etc. Table 9.1 provides the measures that have
been adopted for offsetting the impacts.
NHAI

Vol: I Main Report

Table3.1 Measures to Minimize Negative Social Impacts

Criteria
Minimization of Tree Loss
Displacement of Important Religious Structures
Displacement of Commercial / Residential Properties
Design Approach
Eccentric Widening
Realignment
Realignment
9.4.2 Summary of measures taken and their impacts in minimizing negative social
impacts in the project area
To 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
Temple/Mosque
49
Community Structure
Government Structure
11
Wells
130
Hand Pumps
333
Total
530
Source: Primary Survey, 2009
9.6
Details of the Affected Households / Families

Household has been considered as the basic unit of socio-economic data in the survey
conducted by the consultants, but as the entitlement matrix under the R&R framework of
NHAI

Vol: I Main Report

NHAI considers Family as the basic, therefore information pertaining to family has been
analysed from the census / socio economic survey.
9.6.1
Titleholders
The project road affects 1896 title holders.
9.6.2
Non-Titleholders
Non titleholders present in the project road are basically in the form of squatters and
encroachers in addition to kiosks and / ambulatory vendors. These have been classified as
affected persons and the details of which are given in the table 9.3 below:
Table 9.3 Project Affected Non - Titleholders
Location
Squatters
Encroachers
Total
Begusarai
Khagaria
9.6.3
Vulnerable Section
Vulnerable section of the society is that strata of the society, which is the most, oppressed
class. Careful planning calls for integrating their views and perception into the planning
process. The distribution of Vulnerable Households (VHs) is presented in table 9.4.
Table 9.4: Details of Vulnerable Households (VHs)
Districts
Vulnerability Components
OBC
SC
ST
Total
Begusarai
289
68
357
Khagaria
31
37

OBC: Other Backward Caste; SC: Scheduled caste; ST: Scheduled Tribe
9.6.4
Displaced Households (DHs)

The two type of project affected persons, they are the ones who have their structures lying
inside the ROW and the others are the ones whose structures also come under the widening
area. For assessing the PDHs, all the structures that come under the widening area have
been taken into account. It can be seen from the table 9.5 that a total of 710number
households have a potential to be displaced by the project road. The details of which are
shown below: -
NHAI

Vol: I Main Report

Table 9.5 Details of the DHs

Social
Impact
Numbers
Titleholders
1896
Squatters &
encroachers
0
Ambulatory /
Kiosks
0
Total
1896
9.6.5
Loss of Livelihood
Loss of livelihood is termed as loss of source / means of income, directly or indirectly, due to
acquisition or removal of commercial, residential or agricultural property. As the alignment
passes through a number of villages which are dependent on the highway for their livelihood
therefore a number of commercial and residential properties will be affected by the proposed
road, the details of such properties are listed in the Table 9.6.
Table 9.6 Details of loss of livelihood
District
Total
Begusarai
333
41
376
Khagaria
34
41

A: Loosing residential structure; B: Agricultural Land C: Loosing commercial establishment and source of income; D:
Lively wood
9.7
R&R Entitlement Framework

The loss of whole or part of the structures be it residential, commercial or mixed use, cause
not only loss of assets but also the income through business etc. This would upset the whole
economic fabric of the area and the standard of living of the families. Therefore, after
understanding the project ground conditions and the needs, an entitlement framework for the
project-affected families has been developed. The entitlement of the AFs is based on the
entitlement framework of the R&R Policy. The entitlement framework and the R&R Policy
framework for Project Road is provided in the Table 9.7 below
9.8
Budget
The budgetary provision for the project road is summarized in various sub heads in the Table
9.8, mentioned below, for the project road section of Bathiarpur - Begusarai Kagharia (NH31).
Table 9.8: Summary Budget for Resettlement and Rehabilitation Activities

Sl.No.
1
2
Item
Land Acquisition
R&R cost
Amount in Rs. (million.)

756.50
337.12
NHAI

Vol: I Main Report

Assistance
9.97
Community infrastructure
35.08
Site development
8.82
RP implementation cost
25.29
Contingency & miscellaneous expenses
7.916
Total
9.8.1
1180.70
Income restoration
The basic objective behind the income restoration activities and schemes is to restore the
economic status of the affected persons enjoyed prior to the project commencement. The
families entitled for training for income restoration as per the entitlement framework are
vulnerable displaced titleholders and persons losing commercial structure/assets.
9.8.2
Participation of Stakeholders
The RP implementation action plan has been prepared through participatory process specially focusing on the vulnerable groups. The consultations organized at villages and at
the district provided key inputs to finalize the design and measure to develop the mitigation
plans.
9.9
Institutional Arrangement
The Environmental and the Social Development Unit (ESDU) located at the NHAI
headquarters will be responsible for overall monitoring and implementation of the RP.
The unit is presently headed by a GM and has one Deputy General Manager looking after
Environment component besides implementation of RP. It is now proposed to have one
additional manager, independently looking after R&R work, within ESDU.
The NHAI's existing capacity includes a Project Implementation Unit (PIU) at Patna headed by
a Project Director and two managers (technical and environment). It is proposed to have an
additional ROs looking after R&R works.
9.9.1
Implementation Arrangement and Schedule

The detail implementation schedule has been prepared listing the chronological steps to have
smooth implementation of resettlement & rehabilitation plan. The exercise of verification of
PAPs and PDPs would be done by NGO on the site during implementation of RP. The actual
affected PAPs & PDPs will be issued necessary identity cards.
NHAI

Vol: I Main Report

RP further describes the linkages between resettlement implementation and set of institutions
for civil work for each component of the project. To facilitate the implementation, NGOs
would be contracted and trained. The implementation of the project is likely to be completed
in three years. To evaluate the impacts of the project activities on the socio-economic
condition of the PAPs an independent Evaluation Consultants would be hired by NHAI.
NHAI
Private
Property
1B
of
Nonagricultural
land
and
assets
Type
Loss
Category
S.
No

Vol: I Main Report
Titleholder /
owner:
Residential
Unit
of
Entitlement
NHAI
1. If the replacement cost (determined as per para 5.7.1 of the policy framework) is more
than the compensation, as determined by the Competent Authority, then the difference is
to be paid by the project in the form of assistance.
2. If the residual plot(s) is (are) not viable, i.e., less than average land holding of the
district, the following options will be given to the EP.
The EP keeps the remaining land, and the compensation and assistance is paid to the
EP for the land to be acquired.
Compensation and assistance are given for the entire plot including residual plot, if the
owner of such land wishes that the project authority should also acquire his residual plot.
The project authority will acquire the residual plot so paid.
If EP is from vulnerable group, compensation for the entire land is by means of land for
land if so wished by EP provided that the land of equal or more productive value is
available.
3. Transitional allowance of Rs.2000 per month for 9 months if the residual land is not
viable (less than average district holding or land acquired is 75% or more of the total land
holding of the titleholder)or for 3 months if the residual land is viable
4. In case of severance of agricultural land, an additional grant of 10% of the amount
paid for land acquisition.
5. All fees, taxes and other charges, as applicable under the relevant laws, incurred in
the relocation and resource establishment, are to be borne by the project.
6. If the EP becomes landless or falls below the Poverty line, then:
Training would be provided for up-gradation of skills @ Rs. 1500/= per family
Such EPs would be provided one-time Economic Rehabilitation Grant @ Rs. 3000/= per
family, in the form of productive assets
1. EP will be provided replacement cost of the residential structure (part or full), which
will be calculated as per the prevailing basic schedule of rates without depreciation,
subject to relevant quality standards of BSR as maintained by Government/Local
Bodies Authorities.
2. Compensation for the loss of residential land will be paid at replacement value
3. If replacement cost is more than the compensation (as determined by the Competent
Authority), then the difference is to be paid by the project in the form of assistance.
4. Transitional assistance of Rs.2000 per month in the form of grant to cover a maximum
Compensation
at
replacement
cost
or
actual market
value
Compensation
at
replacement
cost
Details
Table 9.7: Detailed Entitlement Matrix

Entitlement


Vol: I Main Report
Tenant:
Commercial
Tenant:
Residential
Titleholder /
owner:
Commercial
NHAI
nine months rental accommodation.

5. A lump sum shifting allowance of Rs.700 for temporary, Rs.1200 for semi-permanent
and Rs.2200 for permanent structures.
6. Absentee landlords will receive only the compensation at replacement cost.
7. Right to salvage materials from the demolished structure.
1. EP will be provided replacement cost of the commercial structure (part or full), which
will be calculated as per the prevailing basic schedule of rates without depreciation,
subject to relevant quality standards of BSR as maintained by Government/Local
Bodies Authorities.
2. Compensation for the loss of commercial land will be paid at replacement value
3. If replacement cost is more than the compensation (as determined by the Competent
Authority), then the difference is to be paid by the project in the form of assistance.
4. Transitional assistance of Rs.2000 per month in the form of grant to cover a maximum
nine months rental accommodation.
5. A lump sum shifting allowance of Rs.700 for temporary, Rs.1200 for semi-permanent
6. Absentee landlords will receive only the compensation at replacement cost.
8. Training would be provided for upgradation of skills @ Rs. 1500/= per family
9. Vulnerable EPs would be provided one-time Economic Rehabilitation Grant @ Rs.
3000/= per family, in the form of productive assets
1. The amount of deposit or advance payment paid by the tenant to the landlord or the
remaining amount at the time of expropriation. (This will be deducted from the payment
to the landlord).
2. A sum equal to nine months rental @ Rs. 2000/= per month in consideration of
disruption caused.
3. Compensation for any structure the tenant has erected on the property. (This will be
deducted from the payment to the landlord).
4. Shifting allowance of Rs.800 lump sum for shifting.
1. The amount of deposit or advance payment paid by the tenant to the landlord or the
remaining amount at the time of expropriation. (This will be deducted from the payment
to the landlord).
2. A sum equal to nine months rental @ Rs. 2000/= per month in consideration of
disruption caused.
3. Compensation for any structure the tenant has erected on the property. (This will be

Squatters
3B
3
3A
2C
Nonperennial
corps
Perennial
crops such
as
fruit
trees
Illegal Use of the ROW
Illegal use Encroacher
of the ROW s
2B
Wage
earners
Others
Livelihood
2
2A

Vol: I Main Report
Family
Family
Family
Family
Individual
Will receive no
compensation
for land but
assistance for
assets.
Will receive no
compensation
for land but
assistance for
assets to the
vulnerable
Notice
to
harvest
standing crops
Compensation
at
market
value
Lump sum
NHAI
1. Encroachers will be notified in time in which to remove their assets (except trees) and
harvest their crops.
2. Compensation for structures at replacement cost to the vulnerable person.
3. Training would be provided for upgradation of skills @ Rs. 1500/= per family to the
EPs loosing commercial activities
4. Vulnerable EPs loosing commercial activities would be provided one-time Economic
Rehabilitation Grant @ Rs. 3000/= per family, in the form of productive assets
1. Compensation for loss of structure at replacement cost.
2. A lump sum shifting allowance of Rs.700 for temporary, Rs.1200 for semi-permanent,
3. Transitional allowance @ Rs.2000 per family lump sum.
4. 3. Training would be provided for upgradation of skills @ Rs. 1500/= per family to the
EPs loosing commercial activities
5. Vulnerable EPs loosing commercial activities would be provided one-time Economic
Rehabilitation Grant @ Rs. 3000/= per family, in the form of productive assets
They will be paid a flat sum of Rs. 2000.00 as transitional assistance.

Training would be provided for upgradation of skills @ Rs. 1500/=
Vulnerable EPs would be provided one-time Economic Rehabilitation Grant @ Rs.
3000/=, in the form of productive assets
They are entitled to be given a notice substantially 4 months in advance.
Grant towards crop lost before harvest due to forced relocation, equal to market value of
crop lost plus cost of replacement of seeds for the next seasons harvest.
Compensation for perennial crops and trees, calculated as annual produce value for one
season.
deducted from the payment to the landlord).

4. Shifting allowance of Rs.800 lump sum for shifting.
5. Training would be provided for upgradation of skills @ Rs. 1500/= per family
6. Vulnerable EPs would be provided one-time Economic Rehabilitation Grant @ Rs.
3000/= per family, in the form of productive assets

Community
infrastructu
re,
cohesion
and
amenities
Any other
impact not
yet
identified,
whether
loss
of
asset
or
livelihood
4.
4A
Mobile and
ambulatory
vendors
(Kiosks)
Common
property
resources
Shifting
Business
3C

Vol: I Main Report
Community
Family
They are not

eligible
for
compensation
or assistance
Conservation,
protection,
compensatory
replacement
NHAI
Easily replaced resources, such as cultural properties will be conserved (by means of
special protection, relocation, replacement, etc.) in consultation with the community.
Loss of access to firewood, etc. will be compensated by involving the communities in a
social forestry scheme, in co-ordination with the Department of Forests, wherever
possible.
Adequate safety measures, particularly for pedestrians and children; Landscaping of
community common areas; improved drainage; roadside rest areas, etc. are all provided
in the design of the highways.
Employment opportunities in the project, if possible.
Loss of trees will be replaced by compensatory afforestation.
Unforeseen impacts will be documented and mitigated based on the principles agreed
upon in this policy framework.
Ambulatory vendors licensed for fixed locations will be considered as kiosks.

They will receive lump sum shifting assistance of Rs. 2000.00


Vol: I Main Report
10. HIGHWAY
10.1

SAFETY & TRAFFIC MANAGEMENT
General
The existing road accident scenario on Indian road is very grim and is a matter of serious
concern for all stakeholders, The Ministry of Road Transport & Highways (MoRT&H) and
IRF have jointly embarked on a mission to reduce fatalities on Indian roads by 50% by
the year 2012. This mission involves a multi-prong approach combining engineering
enforcement and education measures, The multi-lane highways being built under various
road development programmes are adopting the geometric standards specifications,
signage, road marking, etc. as per the provisions contained in the codes of practice and
the Standards of the Indian Roads Congress supported by the Ministrys specifications.
However, accident data demonstrate that motorists leave the roadway for numerous
reasons including errors of judgment.
10.2
Objective
Objectives of Highway Safety & Traffic Management are to
Ensure protection of workers on site through strict enforcement of safety plans /
standards, proper training to the workers and through deployment of trained &
experience workers staff at site.
Ensure applicable and adequate safety measures at site through proper
barricading, safe access to site, lighting etc. and use of Personal Protective
Equipments (PPE) & other safety tools and equipments.
Ensure smooth, safe and uninterrupted traffic flow on the project highway at all
times during construction.
Give adequate information / warning sufficiently in advance about any situation /
event / matter affecting the project highway through proper signage's, demarcations
etc.
Ensure safety of road users against the hazards due to Diversion
Road Condition
Low Visibility
Vehicle breakdown on carriageway
Repair work etc. in progress on carriageway or for any other reason

resulting in disturbance in free flow of traffic.
NHAI

Vol: I Main Report

Avoid risk of damage / disturbance to the properties adjacent to the project
highway.
Ensure safety of project assets and public utilities.
Ensure the compliance to the applicable IRC & safety codes in good spirit.
To ensure safety of road users and workers during construction & defect liability period
one Safety Officer will be deputed at site for strict compilation to the safety standards
during construction phase & operation phase proper signage will be provided along the
highway for safe flow of vehicles & users. Safety officer will be responsible for systematic
identification, evaluation and implementation of preventive control of different foreseeable
hazards as per design standards.
Further Highway Safety & Traffic Management can be classified in three phases
(a) Planning & Design phase
(b) Construction Phase
(c) Operation & Maintenance Phase.
10.3
Planning & Design phase

Various aspects taken into consideration in planning and design of project highway. Also
NHAI has directed road safety engineering measures as per directions of MoRT&H.
These engineering measures are considered essential for adoption, to help in improving
road safety leading to reduction of accidents during the design phase. Descriptions of
these measures adopted in project road is as follows10.3.1 Geometry of the road
12 meter wide depressed median with W-beam metal crash barriers at the edges of the
median is provided for project stretch. 2.5 meter wide median with New Jersey type
concrete crash barriers is provided in urban areas or wherever required as per site
conditions along with anti-glare screen for avoidance of headlight glare.
In urban areas, all through lanes of normal width (3.5m) for maintaining uniform safety,
except at the approaches to the junctions where the speed is expected to be very low,
the lane width can be reduced to a minimum of 3.1m as per IRC code for a length of at
least 50m in the approach. Lateral clearance will kept at least 1.5m width from the edge
of the carriageway without any obstacles.
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Vol: I Main Report

Wherever a permanent object cannot be removed for some reason, provision of fenders
and hazard markers with reflectors will be given. Frangible lighting columns and sign
posts are proposed for minimizing the severity in case of collision.
In constrained situations where deep road side drains with depth of 1.0m or more exist
(including those along the central median), these will be covered by concrete or steel
gratings, and should be protected by W-beam crash barrier .
Wherever embankment height is 3m or more, the W-beam metal crash barrier will be
provided at the edge of the formation. For ensuring effectiveness of recovery zone has a
slope of 1:4, slopes steeper than 1:4 will be provided with W-beam metal crash barrier for
safety of the traffic.
10.3.2 Separation of Local Traffic

For the safety of traffic operation, local traffic would be separated / segregated from the
through traffic plying on the main carriageway by provision of 7m wide (absolute
minimum 5.5m wide) service roads with safety fence, railings, etc. of robust and vandal
proof design. To enable the traffic on the service road to cross over to the other side of
the main carriageway, suitably designed cross connections as cattle underpass,
pedestrian underpass and vehicular underpass are proposed.
In order to ensure that service roads are always available for safe movement of local
traffic, parking facilities will be provided for the local and commercial traffic. Also, truck lay
bye for highway truck traffic is provided along the project highway to avoid parking on
road side, leading to the safe operation of high speed traffic on highways.
10.3.3 Pedestrian Facility
In the urbanized sections footpaths are proposed for safety of the pedestrians with
railings at the outer edge of the service roads All pedestrian underpasses proposed with
a minimum 7m width, with a vertical clearance of 3.5m.In no case pedestrian is allowed
to enter the main carriageway for cross over.
10.3.4 Bus Bays
Where passengers have to board or alight from the buses, suitably designed bus bays
are provided along the main carriageway, using extra width together with approach and
exit transition lanes. At such locations the arrangement for the dispersal of the passenger
will be designed considering their safety & comfort. The passengers (pedestrian) should
move to the footpath provided along the service roads, and then use the cross over
facilities like FOB, underpass, etc.
10.3.5 Illuminations
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Vol: I Main Report

Stretches of the built-up areas, the underpasses and Foot Over Bridge (FOB) will be
adequately illuminated, ensuring a minimum of 40 lux with 24 hour power supply.
10.3.6 Development of Junction
The crossing of a highway by a primary road (National Highway / State Highway)
provided through a grade separator. In case of other categories of roads (MDR/ODR and
VR), at grade junctions designed. In all such cases, the cross roads will be brought to the
level of the main carriageway and flared for appropriate length, and stop / yield line and
centerline marking will be provided, in addition, rumble strips/speed breaker will also be
provided on each cross road with warning sign and road marking for the same. The atgrade junction below the grade separation designed with proper channelisation of traffic
flows and to prevent undesirable movement.
10.3.7 Signages
Signages and markings are proposed in an integrated manner as per standards laid
down by the Indian Roads Congress. All signs and markings will be of retro-reflective
type only.
i. All curves with R <750m delineated on outer side of the curve from both the
directions by chevron signs. (For RHS curve it will be on shoulder and for LHS curves
it will be on median).
ii. All embankments with height 3m or more will have W-beam metal crash barriers
with delineating reflectors on them.
iii. In low embankments and flat curves, where crash barriers are not provided, these
will be delineated by 1.5m high reflectorized delineators.
iv. One-way reflective road studs provided on edge lines and lines on the approach to
an intersection or a high level bridge/culvert/ROB etc with high embankment. Also,
such studs provided along sharp curves.
10.3.8 Bridges / CD Structures
In the approaches to and exit from, bridges and other CD structures, W-beam metal
crash barriers provided in continuation of the parapet on both the carriageways for at
least 30m in addition to hazard marker signs.
10.3.9 Miscellaneous
At special locations like open well or pond of the village, etc. along the highway located
close to the formation of the highway, W-beam metal crash barrier provided for
approaches for the safety of traffic operation on the highway.
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Vol: I Main Report

10.3.10 Road Safety Audit (RSA)

Road Safety Audit (RSA) will be carried out at all stages of highway development i.e.
designing, construction and operation.
10.4
CONSTRUCTION PHASE
Work on the highway will be carried out in a manner creating least interference to the flow
of traffic. Following safety rules and regulations are recommended for safety of workers
and road users
10.4.1 Site Safety Rules and Regulations
A. General Rules
No drugs, alcohol or alcoholic beverages are permitted on work site.
All connection for electricity, water supply and other temporary facilities made
by authorized persons only and will be in accordance with legal and contractual
requirements.
Work will only be carried out if an authorized person has ordered it.
B. General Safety Hints to the Workers
Wear protective clothing or apparel where required to do so.
Must wear other safety gear where required / indicated.
Keep work site and work areas tidy.
Use correct tools and safety apparel for the job.
Maintain personal hygiene e.g. washing hands before meals.
If you dont know ask.
Report an unsafe condition to your supervisor and stop unsafe actions
immediately.
Think before you act.
Dont horseplay or distract others.
Dont take shortcuts, your safety and that of others is more important.
Obey all safety rules and signs.
Report all accidents however small, and have them treated immediately.
10.4.2 Safety of Workers & Road Users
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(a) For safety of workmen:

Workmen would be given safety induction before work commences.
First Aid training programs would be given to certain identified workmen and
would be given responsibility to provide first aid to all the workmen at site.
Workers required on site during night hours must be provided with fluorescent
jackets and safety helmet with reflective tapes.
Adequate barriers are provided to protect the workforce
Adequate temporary lighting is provided wherever it is required.
Adequate measures to be taken for the supply, use and storage of bituminous
materials.
Suitable precautions to be taken for underground & overhead cables.
(b) For Safety of Road User:
The material, equipment and machinery would be stocked / parked in places
sufficiently away from the road.
Machinery would be parked at appropriate places with red flags and red tights on
during night.
Adequate measures are implemented to prevent operatives, tools, materials, etc.
from falling onto live carriageways.
Speed limits are set, marked, and enforced.
10.4.3 Traffic Management during Construction
During execution of the work a passage would be constructed for traffic either along a
part of the existing carriageway under improvement or along a temporary diversion
constructed close to the highway, as per site requirement. At least 7.0 meter width of
road will remain open to traffic at all the times with suitable traffic diversion measures on
granular or suitable surface as applicable/required.
From traffic safety point of view, a construction zone comprises four sub-zones have
shown in Figure 10.1 and described herein under:
a. Advance Warning Sub-Zone
The advance warning sub-zone is meant to prepare the driver for an alert behavior and is
an essential part of any traffic control system. It will prepare the driver well in advance by
providing information regarding distance, extent and type of hazard ahead.
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Vol: I Main Report

Figure 10.1: Construction Zones

b. Transition Sub-Zone The transition sub-zone is the area in which the traffic is steered
and guided into and out of the diverted path around the work sub-zone. This is the most
crucial sub-zone from safety point of view since most of the movements are turning
movements. The traffic in this sub-zone is mostly taken across with the help of barricades
and channelizers.
c. Work Sub-Zone
This is the actual area where construction or maintenance activity is taking place and the
main concern, therefore, is the safety of the workers at the site from the plying traffic. The
path of the traffic must, therefore, be very clearly delineated to avoid intrusion of vehicles
moving into the work area. The work sub-zones will not be close to each other and the
distance between the two work sub-zones will be such that the flow of traffic can return to
normal stream by permitting fast moving traffic to overtake slow moving vehicles. These
distances will preferably be 2 km on urban sections and 5 to 10 km on rural sections of
the highway. The length of work sub-zones will vary. The length of warning and transition
sub-zones will be basically governed by the speed of approaching vehicles and will be
regulated as shown in Table 10.1 below:
Table 10.1: Recommended Length of Construction Zones
Length of Transition
Sub-Zone (m)
< 50
Length of Advance
Warning Sub-Zone
(m)
100
51-80
100-300
50-100
81-100
300-500
100-200
Over 100
1000
200-300
Average Speed
(Kmph)
Length of Work Subzone (m)
50
Varies
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Vol: I Main Report

The traffic across these sub-zones is guided and taken with the help of various traffic
control devices erected at the site.
d. Termination Sub-Zone
An information sign board will be erected to inform road users of the end of Construction
Zone.
10.5
OPERATION & MAINTENANCE PHASE

Highway Safety & Traffic Management would be ensured by means of traffic control
devices and advance traffic management systems during operation & maintenance
phase of project highway. These issues are more elaborated in following paragraphs.
10.5.1 Traffic Control Devices
Traffic control devices are the devices which perform the crucial task of warning,
informing and alerting the driver / road user apart from guiding the vehicle movements so
that the driver of the vehicle as well as the workers on site are protected and safe
passage to the traffic is possible.
The primary traffic control devices used are signs, delineators, barricades, cones, pylons,
pavement markings, flashing lights etc. They will be such that they are easily understood
without any confusion, are clearly visible during day and night, conform to the prevailing
speeds in immediate vicinity, stable against sudden adverse weather conditions and are
easy in installation, removal and maintenance.
10.5.2 Advanced Traffic Management Systems (ATMS)
ATMS is used to collect information for traffic and incident management and for the
safety of the users. Highway Control System is an integrated tool for highway control and
supervision. It is a real time decision support system for traffic operators to record and
solves contingency situations. ATMS operation and function is based on a centrally
managed system in which operators, located in the control room are able to use systems
(including computers and communications devices). Functions of ATMS are
Traffic Monitoring and Detection
Control and Response
Information dissemination
Report Generation
Components of ATMS are as under
(i)
Control Centre
(ii)
Emergency Call Box (ECB)
(iii)
Closed Circuit Television (CCTV)
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(iv)
Variable Message Signs (VMS)
(v)
Automatic Traffic Classifier and Counter (ATCC)
(vi)
Meteorological data station
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Executive Summary

Km. 153.300 to Km.

Km. 204.741 to Km.

Km. 197.900 to Km.

Km. 212.891 to Km.

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

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

4 lane new construction between km 197.900 and km 206.050 including

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

Socio - economic profile

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

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

Survey and Investigation

Stretches of Project Road

Mokama bypass Begusarai

Table 3: Details of Proposed ROW

Proposed ROW (m)

Location (km to km)

From KM 197.900 to KM 206.100

Typical cross section (Ref.

5.0 Proposed approach and methodology

6.0 Traffic surveys and analysis

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

Traffic liable to pay

Wet Mix Macadam (WMM)

Granular sub-base (GSB)

Environmental Impact Assessment

9.0 Resettlement & Rehabilitation Action Plan

Highway safety & traffic management plan

Final Feasibility Report

Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria

1.0 OVER VIEW OF NHAI

Major District Roads

Rural and Other Roads

Final Feasibility Report

Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria

Figure 1.1 National Highway Corridor

National Highway Development Program (NHDP)

Final Feasibility Report

Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria

Benefits to trade especially in movement of perishable1 goods

Final Feasibility Report

Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria

1.6.1. The Government of India- Budgetary Allocation

Final Feasibility Report

Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria

1.6.2. Loan Assistance from International Funding Agencies

Private Sector Participation

1.7 COST RECOVERY MECHANISM

Arbitration and Conciliation Act 1996 based on UNICITRAL provisions.

In BOT projects entrepreneur are allowed to collect and retain tolls

Final Feasibility Report

Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria

PROJECT DESCRIPTION, INCLUDING POSSIBLE

Final Feasibility Report

Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria

Table-1: Civil Construction Packages

Km. 153.300 to Km.

Km. 204.741 to Km.

Km. 197.900 to Km.

Km. 212.891 to Km.

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

Location of the Project Road in Regional Context