India: Preparing the Bihar State Highways II Project

Transcription

1 Technical Assistance Consultant s Report Project Number: October 2010 India: Preparing the Bihar State Highways II Project Prepared by Sheladia Associates, Inc. Maryland, USA For Road Construction Department Government of Bihar This consultant s report does not necessarily reflect the views of ADB or the Government concerned, and ADB and the Government cannot be held liable for its contents. (For project preparatory technical assistance: All the views expressed herein may not be incorporated into the proposed project s design.

2 TTABLLE OFF CONTTENTTS 1 INTRODUCTION INTRODUCTION PROJECT APPRECIATION Project Location and Details Road Network of Bihar PERFORMANCE OF THE STUDY Staff Mobilization Work Shop STRUCTURE OF THE FINAL REPORT SOCIO ECONOMIC PROFILE OF PROJECT AREA LOCATION AND DEMOGRAPHICS ECONOMY OF BIHAR Sectoral Share and Growth The Fiscal Situation SOCIO ECONOMIC PROFILE OF PROJECT INFLUENCE AREA TRANSPORT IN THE STATE GEOMETRIC STANDARDS AND DESIGN CONSIDERATIONS APPROACH AND DESIGN STANDARDS ROAD CLASSIFICATION DESIGN CONSIDERATIONS ROAD RIGHT OF WAY TERRAIN DESIGN SPEED DESIGN CROSS SECTIONS GEOMETRIC DESIGN, ALIGNMENT & PROFILE VERTICAL ALIGNMENT i SHELADIA Associates Inc. USA

3 3.10 SIDE SLOPES INTERSECTIONS ROAD FURNITURE TRAFFIC STUDIES AND FORECAST GENERAL TRAFFIC AND TRANSPORT SURVEYS Classified Traffic Volume Count Surveys Origin & Destination Surveys Turning Movement Count Surveys Axle Load Surveys Journey Speed Surveys Passenger Car Units Survey Locations AVERAGE DAILY TRAFFIC Bihta - Sarmera (SH-78) Bhabhua Aghaura (SH-80) Sakkadi Nasriganj (SH-81) Kadriganj Sono (SH-82) & Bagi - Barbigha (SH-83) Ghogha Barahat (SH-84) Akbarnagar Arnapur (SH-85) Saraiya - Motipur (SH-86) Runisaidpur Bhiswa (SH-87) Varuna Bridge (NH 103) - Rasiyari (SH-88) Siwan - Siswan (SH-89) Mohammadpur Chapra (SH-90) Birpur - Udakishunganj (SH-91) Peak Hour Traffic (%) SEASONAL FACTOR AND ANNUAL AVERAGE DAILY TRAFFIC TURNING MOVEMENT COUNT SURVEY JOURNEY SPEED ALTERNATIVE ROUTE AND TRAFFIC DIVERSIONS AXLE LOAD SURVEY TRAFFIC GROWTH FORECAST ENGINEERING REVIEW DPR PREPARATION ENGINEERING FIELD SURVEYS ii SHELADIA Associates Inc. USA

4 5.3 ROAD ALIGNMENT AND HIGHWAY DESIGN REVIEW Alignment Selection Philosophy Description of Alignment Options Study of Alignment Options SH 78 Bihta Sarmera (100 Km) SH 80 Bhabhua Adhaura (53 Km) SH 81 Sakkadi Nazirgunj (84.63 Km) SH 82 Kadirgunj Sonoho (94.32 Km) SH 83 Bagi Barbiga (37.3 Km) SH 84 Ghogha - Barahat (54.6 Km) SH 85 Akbhar Nagar -Amarpur (34 Km) SH 86 Saraiya - Motipur (28.33 Km) SH 87 Runnisaidpur - Bhiswa ( Km) SH 88 Baruna Bridge - Rasiyari (124.2 Km) SH 89 Siwan - Siswan ( Km) SH 90 Mohammadpur - Chapra (68.5 Km) SH 91 Birpur Udai Kishanganj ( Km) ROAD CROSS SECTION MATERIAL AND GEOTECHNICAL INVESTIGATIONS GEOLOGY OF THE STATE OF BIHAR Methodology Slope Protection & Erosion Controls PAVEMENTS AND MATERIALS Proposed Pavement Types Subbase Materials Pavement Base Courses Materials Source of material Field Sampling Field Tests along the existing pavement Survey and Investigation of Borrow Materials for Construction SH 80: Bhabhua-Aghaura SH81: Sakkadi Nasirganj SH 82: Kadirganj - Sono SH 83: Bagi Barbigha SH 84 Ghogha Barahat SH85 Akbar Nagar Amarpur SH86 Saraiya - Motipur SH87: Runnisaidpur - Bhiswa SH 88: Baruna Bridge - Rasiyari SH89 Siwan - Siswan SH90 Mohammadpur-Chapra SH 91 Birpur to Udaikishanganj REVIEW AND ANALYSIS OF HYDROLOGY, DRAINAGE AND STRUCTURES General Approach Basis of Study: Review of Hydrology Design Standards 178 iii SHELADIA Associates Inc. USA

5 5.7.4 Hydraulics Review of GADs and Recommendations New Structures Improvement Proposals for Existing Bridges: Recommendations Improvement Proposals for Existing Culverts Additional Structures Review for existing Drainage Structures & Recommendations Photo illustrations showing important features and findings pertaining to bridges on various vulnerable flood prone State Highways under the scope of study MISCELLANEOUS ITEMS Road Furniture & Traffic Control Devices Busbays Summary of Miscellaneous Item ROAD SAFETY AUDIT PRELIMINARY COST ESTIMATES FOR CIVIL WORKS GENERAL UNIT COST ESTIMATION BILL OF QUANTITIES PROJECT CONSTRUCTION COST COMPARISION OF ESTIMATES FOR SH 86 AND SH COST IMPLICATION OF DESIGNING FOR SEVERE FLOODS ECONOMIC ANALYSIS AND PRIORITIZATION GENERAL CONSIDERATIONS PROJECT ROAD DETAILS TRAFFIC GROWTH FORECAST IMPROVEMENT STANDARDS AND CONSTRUCTION COSTS OTHER INPUT DATA FOR HDM ANALYSIS ECONOMIC ANALYSIS PRIORITIZATION PROJECT PACKAGING AND IMPEMENTATION GENERAL CONTRACT PACKAGING iv SHELADIA Associates Inc. USA

6 9.3 PROJECT IMPLEMENTATION PROJECT MONITORING VOLUME II ANNEXURE ANNEXURE 5.1 Review of DPRs ANNEXURE 6.1 Road Safety Audit for Roads ANNEXURE 7.1 Cost Comparison of Major Items v SHELADIA Associates Inc. USA

7 ABBREVIATIONS ADB ADT AADT BAS CDB CF DOR DPA EA ESAL EIRR FAR FRR Asian Development Bank Average Daily Traffic Annual Average Daily Traffic Budget & Accounting System Construction Development Board Conversion Factors Department of Roads Department of Public Accounts Executing Agency Equivalent Standard Axle Load Economic Internal Rate of Return Fixed Asset Regulation Financial Rules & Regulations GoB GDP ha HHI HDM Kg LCV MAV MDR MEDAC MW MoWHS MT NPV Nu OD / O& D ODR PIC PIU PIMF PPPD Government of Bhutan Gross Domestic Product Hectare Household Interview Highway Design Management Kilogram Light Commercial Vehicle Multi Axle Vehicle Major District Road Ministry of Economic Cooperation and Development Mega watts Ministry of Works and Human Settlement Metric Tons Net Present Value Ngultrum Origin and Destination Other District Road Project Implementation Cell Project Implementation Unit Project Impact Monitoring Framework Public Procurement Policy Division vi SHELADIA Associates Inc. USA

8 PPTA PRR RAA RMA RSI RNP SCF TA TW VOT VOC VR Project Preparatory Technical Assistance Procurement Rules & Regulations Royal Audit Authority Royal Monetary Authority Road Side Interview Road Network Project Seasonal Correction Factor / Standard Conversion Factor Technical Assistance Two Wheeler Value of Time Vehicle Operation Cost Village Road vii SHELADIA Associates Inc. USA

9 1 IINTRODUCTIION 1.1 INTRODUCTION 1. Asian Development Bank is supporting the preparation of State Highways II project in the state of Bihar, which are programmed to be processed for implementation in 2010 with funding support from ADB. The consulting services required for the project preparation are financed as Project Preparatory Technical Assistance (PPTA) from the Technical Assistance Special Fund of ADB. The PPTA is to assist in preparation of State Highways II project to improve key state road sections for possible financing by the ADB. 2. The executing agency (EA) of the PPTA is the Road Construction Department (RCD) of Government of Bihar (GOB). The Bihar State Road Development Corporation (BSRDC) is given the responsibility of the implementation of the Bihar State Highway Project (BSHP). BSHP I is under implementation and the proposed BSHP II project is to take up rehabilitation of additional state highways as per the road network development plan being implemented by the Government of Bihar to rehabilitate all state highways in Bihar. 3. To assist the Executing Agency in the preparation of the Bihar State Highways II projects, ADB has engaged SHELADIA Associates, Inc. (Consultant) to provide the required consulting services under the PPTA. A consultancy contract was signed on June 25, 2009 following contract negotiations in the period June The Consultant team has mobilized on July 06, 2009 at Patna for the project preparation activities. 4. The PPTA is expected to contribute to investment promotion and capacity building in the road sector of Bihar. 5. Bihar is located in the eastern part of the country (between 83-30' to 88-00' longitude). It is an entirely land locked state. Total population of the State according to 2001 Census is 8,28,78,796 having the sex ratio of 921 males to 1000 females. The state is large in size and rich in forests, rivers, fertile alluvial plains occupying the Gangetic Valley with paddy, wheat, lentils, sugarcane, and jute as major crop produce. The principal fruits produced are mangoes, banana, jack fruit and litchis. The state also has minerals like Pyrites, Quartzite, Limestone and Crude with potential for development. 6. In addition to the Consultant team, ADB has engaged individual consultants in the fields of (a) poverty and social analysis, (b) resettlement and (c) initial environmental examination who will undertake the related studies and prepare the documentation. The SHELADIA team have coordinated with the individual consultants in overall project preparation. 7. ADB has also engaged Consultants for supporting institutional strengthening of the RCD under ADB TA IND who is undertaking the related studies and preparing the documentation. 1.2 PROJECT APPRECIATION 8. The technical assistance project involved the following main groups of activity: Preparation of a prioritised list of road sections for improvement from the 13 roads suggested for study by RCD in order to improve the road network connectivity to promote economic growth and social development Engineering and implementation arrangement study involving review and finalization of traffic forecast and design standard, assessment of technical feasibility of project design, review of DPR designs for appropriateness of design details, review and 8 Sheladia Associates Inc, USA

10 update of bill of quantities and cost estimate, implementation arrangement and schedule and, finalization of standard bid documents. Coordinate with other ADB Consultants including that of ADB TA 7130 to identify institutional and financial requirements for the project roads. Also documents for relevant ADB loan processing have been prepared. An economic analysis was undertaken after a thorough review of available data including construction and maintenance costs. A project impact-monitoring framework was developed with appropriate indicators and baseline data. Assessment of RCD capacity for project delivery and handling of externally funded projects with focusing on institutional arrangements for a sustainable road investment. 9. During contract negotiation, it was suggested that a program of conducting a training workshop during the TA to disseminate the project preparation activities and impart training on project preparation and implementation to the RCD staff. The Consultant team has incorporated this in the work program. The Consultant team have conducted a 2-day workshop on 10 and 11 th of March Project Location and Details 10. Bihar is located in the eastern part of the country and is an entirely land locked state, although the outlet to the sea through the port of Kolkata is not far away. Bihar lies mid-way between the humid West Bengal in the east and the sub humid Uttar Pradesh in the west which provides it with a transitional position in respect of climate, economy and culture. It is bounded by Nepal in the north and by Jharkhand in the south. The Bihar plain is divided into two unequal halves by the river Ganga which flows through the middle from west to east. Physical, administrative and statistical details of the state are given in Table 1-1 Details of Bihar. Table 1-1 Details of Bihar Physical Features Latitude 21-58'-10" ~ 27-31'-15" N Longitude 82-19'-50" ~ 88-17'-40" E Rural Area 92, sq. kms Urban Area 1, sq. kms Total Area 94, sq. kms Height above Sea-Level 173 Feet Normal Rainfall 1,205 mm Avg. Number of Rainy Days 52.5 Days in a Year Administrative Units Divisions 9 Districts 38 Sub-Divisions 101 CD Blocks 534 Panchayats 8,471 Number of Revenue Villages 45,103 Number of Urban Agglomerations 9 Number of Towns Statutory Towns Non-Statutory Towns 5 9 Sheladia Associates Inc, USA

11 Police Stations Civil Police Stations Railway Police Stations 40 Police Districts 43 - Civil Police District 39 - Railway Police District 4 Key Statistics - as per 2001 Census (Provisional) Population 8,28,78,796 - Male 4,31,53,964 - Female 3,97,24,832 Population (0~6 Years Group) - In Absolute Numbers 1,62,34,539 83,75,532 78,59,007 - Percentage of Total Population 19.59% 19.41% 19.78% Literacy - In Absolute Numbers 3,16,75,607 2,09,78,955 1,06,96,652 - Percentage of Total Population 47.53% 60.32% 33.57% Decadal Population Growth ( ) - Absolute 1,83,48,242 - As Percentage 28.43% Highest Decadal Growth at Sheohar District (36.16%) Lowest Decadal Growth at Nalanda District (18.64%) - Civil Police Stations Railway Police Stations 40 Density of Population 880 per sq kms - Highest Density Patna, 1471 per sq kms - Lowest Density Kaimur, 382 per sq kms Sex Ratio (Females/Thousand Males) Highest Ratio (Siwan) 1,033 - Lowest Ratio (Patna) 873 Highest Literacy Rate Patna, 63.82% Lowest Literacy Rate Kishanganj, 31.02% Average Population of a District 22,39, The Bihar State Highway Project (BSHP), Phase-II includes roads spread over the entire extent of Bihar and is further divided into Phase IIA and Phase IIB. Phase IIA consist of SH78 and Phase IIB consist of 12 road sections. The detailed design for Phase IIB is being carried out by two consulting firms with the 12 road sections grouped into two packages namely, Package I North Bihar and Package II South Bihar. The Packages I and II consist of six roads each aggregating total length approximately 425 km and 404 km resepectively. The project road details are listed in Table 1-2 Project Road Details and the index map given in Figure 1-1 shows the Project Roads along with the road network in the area. 10 Sheladia Associates Inc, USA

12 Table 1-2 Project Road Details S.No Name of the Road Length in KM Districts Phase A SH 78 1 SH 78 Bihta Sarmera Patna & Nalanda RCD Jurisdictions Phase B Package II South Bihar 1 SH 80 Bhabhua - Aghaura SH 81 Sakkadi - Nasrigunj SH 82 Kadirgunj - Sonho Kaimur Rohtas & Bhojpur Nawada & Jamui Bhabhua Ara & DehrionSon Nawada & Jamui 4 SH 83 Bagi - Barbigha Nawada & Sheikpura 5 SH 84 Ghogha - Barahat Bhagalpur & Banka 6 SH 85 Akbarnagar - Arnapur Phase B Package I North Bihar Bhagalpur & Banka Nawada & Sheikhpura Bhagalpur & Barahat Bhagalpur & Banka 7 SH 86 Saraiya - Motipur Muzaffarpur Muzaffarpur 8 SH 87 Runisaidpur - Bhiswa Sitamarhi Muzaffarpur 9 SH 88 Varuna Bridge (NH 103) - Rasiyari Samastipur, Darbhanga Muzaffarpur 10 SH 89 Siwan - Siswan Siwan Hajipur 11 SH 90 Mohammadpur - Chapra Gopalganj,Saran Hajipur 12 SH 91 Birpur - Udakishunganj Supal, Madhepura Araria Road Network of Bihar 12. The road network in Bihar in 2007 is described in Table 1-3. Not all roads are of the same type in terms of either width or quality. Most of the higher class roads have been provided with a sealed (bitumen or concrete) surface while the less important ones remain unsealed (metalled or gravel). 11 Sheladia Associates Inc, USA

13 Figure 1-1 Index Map BSHP II Roads Table 1-3 Roads in Bihar No. Class of Road Paved Gravel/Earth Total Percent Share 1 National Highways (NH) State Highways (NH) Major District Roads (MDR) Other District Roads (ODR) Village Roads (VR) Total Length Source: Government of Bihar, Economic Survey , February The road network is poorly developed, and for years has been underfunded and experienced extensive damage due to lack of maintenance, overloading, and frequent 12 Sheladia Associates Inc, USA

14 floods. The road density in Bihar is only 861 kilometers (km) per million population compared with the national average of 2,828. About half of villages lack all-weather road connectivity. The road network needs major investment to provide good connectivity and to restore the road network to acceptable level of service. 14. The carrying capacity of a road is governed by its carriageway width. About 55 % of the National Highways have 2 or more lanes (of which 20 % have 4 or more lanes). An additional 25% of the National Highways are proposed for widening in Phase III of National Highway Development Project, which is underway. In the last 3 years, about 72% of the State Highways have been taken up for widening to 2 lanes under the Rasthtriya Sam Vikas Yojana (2035 Km) and the ADB funded BSHP I (820 Km) projects. Major improvements are underway in the case of MDRs also with 4851 km taken up for widening to intermediate lane width in the last 3 years thus only about 25% of MDRs remaining as single lane. 15. Vehicle registrations increased from 0.95 million in 2001 to 2.29 million in 2010, an annual averaging increase of 10.2%. The highest increase was in the case of 2-wheelers and three wheelers; excluding the 2- wheelers and 3-wheelers, the increase is still 7.1%. The year saw an increase of 14% in number of vehicles (excluding 2- wheelers and 3- wheelers). Trucks have been growing at a low rate of 3.6 % over the 10 year period but have shown a substantial increase in growth in the last two years (6.6% in and 14.6% in The tractors and trailers have been growing at a much higher rate of over 6%. 16. The vehicle growth trend in the last few years reflects the growth in the economy as a whole. According to the Economic Survey , Bihar's economy registered an annual growth rate of percent over a five-year period from to against 3.5 percent per year in the previous five years. The growth rate increase is reflected in all vehicle categories including trucks. 17. The major project benefit and beneficiaries are listed below Improving management of the state highway network through the institutional development component and the TA, and the improvement to the road network under the Project will enhance the overall road condition and usability of state trunk roads. The Project will increase travel speeds, and reducing travel time, accidents, overloading, and vehicle emissions. Enhance RCD capacity for road asset development and management. Improve governance in road administration and accountability, and create an environment encouraging competition and efficiency within RCD and the construction industry. Ensure more efficient road asset development and management, and higher quality of construction and maintenance, resulting in decreased recurrent costs over the medium and long term. Overall, the project will accelerate the social and economic development in Bihar. Poverty is high in Bihar, among the highest of all India s states. The Project will improve access to socioeconomic services, increase employment opportunities, and improve transport services. This will reduce poverty in the region, and stimulate economic growth and human development in the state. Improved mobility will provide households with better-paying jobs outside of their villages. 13 Sheladia Associates Inc, USA

15 1.3 PERFORMANCE OF THE STUDY Staff Mobilization 18. The SHELADIA Team was mobilized on July 6, 2009 as agreed with the ADB. A project kick-off meeting was held with BSRDC officials where the work program and data requirements were discussed. The staff schedule has been planned assuming that all DPR s will be available by early August However only 3 of the 13 DPR s have been submitted by the DPR Consultants by October After assessing the DPR submission schedule with the DPR Consultants, the TA team has submitted a proposal for some adjustments in the staff input and schedule, which has been agreed in principle and the variation request have been approved. The staff schedule was adjusted according to the DPR submissions by the Consultants engaged by RCD and until end of May 2010, 11 out of 13 DPR s have been submitted. This Draft Feasibility Report has been prepared based on the review of 11 DPR s and the Feasibility study reports for the remaining two roads. The Consultant team has completed the review of available DPR s and communicated to the DPR Consultant s the suggestions for revisions/modifications. The team has also visited all the 13 project roads and collected additional information and conducted additional investigations as required. The Team have also finalized the standard bid document and assisted BSRDC in finalizing the bid document for SH Work Shop 19. A Two-day workshop was organised in the month of March About 60 engineers from RCD / BSRDL participated in the workshop and had useful discussions on various aspects of project implementation, value engineering, contracting etc. Topics covered in the two workshop session is listed below: Session 1: Engineering and Implementation Arrangement study: Presented the details of BSHP II projects, the methodology and the salient observations of the engineering review. Session 2: Feasibility Study and Ecconomic Analysis: Conducted an illustrative training section on the traffic analysis, forecast, economic analysis using HDM 4 and preparation of feasibility study report. Session 3: Standard Bidding documents: Discussed in details various aspects of FIDIC contracts and issues, which are relevant in the BSHP contact. Session 4: Social and R&R: Various issues relating to social and R&R including details of Socio economic profile of the project area is presented in this section. Session 5: Environment Aspects: Details of environmental clearance and other environmental impact mitigation aspects were discussed. Session 6: Output and Performance Based Contracts: Detailed information of this type contacts and its advantage and disavatages were explained. 1.4 STRUCTURE OF THE FINAL REPORT 20. This comprises of nine chapters. Brief description of the content of each chapter is given below Chapter 1: Introduction - Gives a brief introduction on project background and performance of the study. 14 Sheladia Associates Inc, USA

16 Chapter 2: Socio Economic Profile of the Project Area - Explains the socio economic profile of the project area. Chapter 3: Geometric Standards and Design Considerations - Describes engineering design standards and the project specific design consideration. Chapter 4: Traffic Studies and Traffic Forecast - Traffic survey, analysis and forecast are given in this chapter. Chapter 5: Engineering Review - Review of DPRs, assessment of alignment alternatives, material investigations, and pavement design and cross drainage structures are presented in this chapter. Chapter 6: Road Safety Audit - This provides details of road safety review and recommendations. Chapter 7: Preliminary Cost Estimates for Civil Works Review and update of BOQ, rate analysis and cost estimates are given in Chapter 7. Chapter 8: Economic Analysis and Prioritization Study - Economic analysis and prioritization are explained in this chapter. Chapter 9: Project Packaging and Implementation - In this chapter contract packaging and project implementation are discussed. 15 Sheladia Associates Inc, USA

17 2 SOCIIO ECONOMIIC PROFIILE OF PROJECT AREA 2.1 LOCATION AND DEMOGRAPHICS 21. Bihar, located in the eastern part of the country (between 83-30' to 88-00' longitude) is entirely a land locked state. The nearest seaport for the State is in Kolkata, West Bengal. Due to its location, Bihar lies mid-way between the humid West Bengal in the east and the sub humid Uttar Pradesh in the west and Jharkhand in the south, which provides it with a transitional characteristics in respect of climate, economy and the culture. 22. The state has international boundary to Nepal in the north. The Bihar geographically can be considered into two parts separated by the Ganges (river Ganga), which flows through from west to east across the state. 23. Ancient Bihar (which consisted of Anga (East Bihar), Videha (North Bihar), Magadha (South Bihar) and Vaishali (North Bihar) was considered as center of power, learning and culture in ancient and classical India. Magadha, first greatest empire, the Maurya Empire as well as one of the world's most widely adhered-to religions, Buddhism has their origins in the State. 24. The capital Patna, earlier known as Pataliputra, was an important center of Indian civilization. Nalanda a recognized University in Bihar was centre for learning and was established sometime in 5th century in Bihar. 25. Bihar is the third populous state of the country total population of 82,998,509 (43,243,795 male and 39,754,714 female). Nearly 90 per cent of Bihar's population lives in rural areas. Almost 58 per cent of the population are below 25 years age, which is highest in India. Hinduism is practiced by 83.2% of the population and forms the majority religion in the state. Islam is practiced by 16.5% of the population, and other religions less than 0.5%. Since ancient times Bihar has attracted migrants and settlers including Aryans, Bengalis, Turks from Central Asia, Persians, Afghans and Punjabi Hindu Refugees during the Partition of British India in The state registered a total literacy rate of 47%. Overall Males and Female literacy rate was registered as 59.7% and 33.1% respectively. Patna has highest Literacy Rate of 63.82% followed by Rohtas (62.36%) and Munger (60.11%). Kishanganj has lowest Literacy Rate of 31.02% followed by Araria (34.94 %) and Katihar (35.29%). 27. The growth in state population in the period from 1901 to 2001 was presented in Table 2.1. Sl No Table 2-1 Decadal Population Growth State/ Percentage decadal variation District Bihar State Source: 16 Sheladia Associates Inc, USA

18 28. From the decade onwards, no district in the state registered a negative growth rate, i.e. decline in population, although fluctuations were noticed in the population growth rate among the districts in all the succeeding decades. From the decade , almost all the districts had started showing substantial increase in the growth rate of population. In the decade , as many as 22 districts have recorded population growth rate higher than the state average (28.43%) among which the newly created district of Sheohar ranks first (36.16%). The district with lowest population growth rate during the decade is Nalanda (18.64%) which, in fact, has shown a decline in the population growth rate vis-à-vis (21.73%). 29. The density of population, that is, number of persons per sq. km. in Bihar is 880 during 2001 Census as against 685 at the time of 1991 Census. After bifurcation of the state of Bihar and creation of the new state of Jharkhand, the density of this state has considerably increased, since Bihar possesses comparatively less geographical area to its share in proportion to population size, while Jharkhand state is much sparsely populated in comparison to the area that has come to its share. This has resulted in sudden rise in population density of the left over Bihar state. Bihar now ranks second in density of population among the 28 states of the country and comes only after the state of West Bengal which has a population density of 904. All other states have lower densities in varying degrees. The density of population in comparison with India for urban as well as rural areas is given below: Table 2-2 Population Density Density Population (per sq.km) Bihar India a. Total b. Urban c. Rural Source: Urbanization: The Census of 2001 has demonstrated that urban centers in India are continuing to grow at a pace faster than rural areas. Comparing with other states and union territories, Bihar occupies a place second from the bottom with respect to the level of urbanization which is only 10.5% compared to the national average of 27.8%. The pace of urbanization has also been slower in India as compared to other countries in the world. 31. Sex Ratio: From the 2001 census, sex ratio of Bihar at 921 is lower as compared to the national sex ratio of Geography: Bihar State has soils that are very fertile. The land is drained by the Ganges, and the northern tributaries of Gandak and Koshi originating in the Nepal Himalayas and the Bagmati originating in Kathmandu Valley that regularly flood parts of the Bihar plains. The total area covered by the state of Bihar is 94,163 km². the state is located between 21-58'- 10" N ~ 27-31'-15" N latitude and between 82-19'-50" E ~ 88-17'-40" E longitude. Its average elevation above sea level is 173 feet (53 m). The Himalayas begin at foothills a short distance inside Nepal but influence Bihar's landforms, climate, hydrology and culture. Central parts of Bihar have some small hills, such as the Rajgir hills. The Himalayan Mountains are to the north of Bihar. To the south is the Chota Nagpur plateau, which was part of Bihar until 2000 and now under Jharkhand. 17 Sheladia Associates Inc, USA

19 33. Climate: Bihar is mildly cold in the winter (the lowest temperatures being around 4 to 10 degrees Celsius; 40 to 50 degrees Fahrenheit). Winter months are December and January. It is hot in the summer (with average highs around Celsius; Fahrenheit). April to mid June is the hot months. The monsoon months of June, July, August, and September see good rainfall. October & November and February & March have pleasant climate. 34. Tourism: Bihar is one of the oldest inhabited places in the world, with a history spanning 3,000 years. The rich culture and heritage of Bihar is evident from the innumerable ancient monuments spread throughout the state. Bihar is visited by scores of tourists from all over the world, with around 6,000,000 (6 million) tourists visiting Bihar every year. In earlier days, tourism in the region was purely educational tourism, as Bihar was home of some prominent ancient universities like Nalanda University and Vikramasila University. Bihar is one of the most sacred place for various religions like Hinduism, Buddhism, Jainism, Sikhism and Islam. Mahabodhi Temple, a Buddhist shrine and UNESCO World Heritage Site is also situated in Bihar. 2.2 ECONOMY OF BIHAR 35. The economy of Bihar is largely service oriented, but it also has a significant agricultural base. The state also has a small industrial sector. As of 2008, agriculture accounts for 35%, industry 9% and service 55% of the economy of the state. Manufacturing has performed very poorly in the state between , with an average growth rate of 0.38% compared to India's 7.8%. Bihar has the lowest GDP per capita in India, although there are pockets of higher than the average per capita income. Between 1999 and 2008, GDP grew by 5.1% a year, which was below the Indian average of 7.3%. More recently, Bihar's state GDP recorded a higher growth trend. In , the economy grew at 11.4% making Bihar one of the fastest growing major state in India. In actual terms, Bihar state GDP is ranked 14th out of 28 states. Despite many recent economic gains, significant challenges remain to do business in the state. 36. Bihar has significant levels of production for the products of mango, guava, litchi, pineapple, brinjal, cauliflower, bhindi, and cabbage in India. Despite the states leading role in food production, investment in irrigation and other agriculture facilities has been inadequate in the past. Historically, the sugar and vegetable oil industries were flourishing sectors of Bihar. Until the mid fifties, 25% of India's sugar output was from Bihar. Dalmianagar was a large agro - industrial town. Hajipur, near Patna, remains a major industrial town in the state, linked to the capital city through the Ganga Bridge and good road infrastructure. 37. The Gross Domestic Product (GSDP) for Bihar state for the year to with prices are depicted in Table Sheladia Associates Inc, USA

20 Table 2-3 GSDP for Years to Gross State Domestic Product (GSDP) at Factor Cost by Industry of Origin (At Prices) in Bihar( to ) (Rs.in Lakh) Sector Agriculture Forestry & Fishing Agriculture and Mining & Manufacturing Manu-Registered Manu Construction Electricity, Gas Industry Transport, Railways Transport by Storage Communication Trade, Hotels and Banking & Real Estate, Public Other Services Services State Domestic Product (Rs. Lakh) GSDP Growth (%) Sectoral Share and Growth 38. The above GSDP reveals that the gross state domestic product (GSDP) growth rate was 10.5 percent for Bihar, between and Though, this does not provide ample evidence of a major turnaround, but at least it can be considered as a signal for changing Bihar. 39. The sectoral composition of GSDP of Bihar is given in Table 2-4. The share of secondary sector in GSDP of Bihar was 12 percent in which went up to 18 percent in , a rise of 6 percent. Similarly, the share of tertiary sector went to 56 percent in compared to 54 percent in , an increase of 2 percent. But the share of primary sector fell by 8 percent in compared to The fall in share of primary sector was mainly due to higher growth rate of secondary sector for the period to (Table 2-4). The average annual growth rate, for the period to , of primary sector was 6.6 percent, for secondary sector was 12.9 percent and for tertiary sector Sheladia Associates Inc, USA

21 percent. Whereas, the average annual growth rate, for the period to , of primary sector remained 7.3 percent, but for secondary sector and tertiary sector it went up to 22.5 percent and 10.7 percent, respectively. 40. The data reflects that for the period to or to , the average annual growth rate was fairly high for secondary sector in Bihar compared to primary and tertiary sector. Given these data we can conclude that the high GSDP growth rate in Bihar during to was mainly driven by secondary sector which was mainly driven by the construction industry. Table 2-4 Composition of GSDP & Sectoral Annual GSDP Growth Sectoral Composition of GSDP (in percent) Sectoral Annual GSDP Growth Year Primary Secondary Tertiary Primary Secondary Tertiary GSDP % -2.3% 8.8% 16.0% % -3.5% 5.7% -4.7% % 11.3% 5.0% 11.8% % -2.2% 2.0% -5.1% % 20.5% 9.9% 12.2% % 28.0% 3.1% 1.5% % 35.1% 14.6% 22.0% % 17.9% 14.7% 8.0% % 10.9% 11.2% 11.4% Source: Central Statistical Organization The Fiscal Situation 41. The bifurcation of Bihar took place on 15th November The separation of Jharkhand was an obvious loss of a major source of minerals and industrialized regions. Concerns were put-up that Bihar will suffer a certain loss of revenue, or an addition to the burgeoning revenue deficit. 42. The fiscal performance of Bihar has improved in recent years (Figure 2.3 and Table 2-5). The growth rate of own tax revenue of Bihar was 7 percent in , 13 percent in and 26 percent in In Bihar was having Rupees 23 billion as revenue deficit but the situation started improving from In Bihar had a revenue surplus of Rupees 46 billion. 20 Sheladia Associates Inc, USA

22 Figure 2-1 Bihar Revenue Receipts, Revenue Expenditure and Revenue Surplus Source: Reserve Bank of India, (Fig are in billions of Rupees) 43. In recent years, the Government of Bihar had increased the total capital expenditure significantly (Table 2.5). Total capital expenditure increased by 73 percent in , 150 percent in and by 17 percent in The capital expenditure on economic services increased by 68 percent in , 165 percent in and by 14 percent in On the other hand the government of Bihar was able to keep a check on its fiscal deficit. The fiscal deficit of Bihar dropped by 18 percent in and further by 44 percent in Table 2-5 Components of Total Capital Expenditure and Fiscal Deficit Year Social Economic General Capital Services Services Services Expenditure Fiscal deficit Source: Reserve Bank of India, (Fig are in billions of Rupees). 44. The GSDP data analysis reveals that the tertiary sector has major contribution in the recent growth of Bihar. For the period to , when the average GSDP growth rate of Bihar was 11 percent, weighted average growth rate of primary sector was 2 percent; secondary sector was 3.1 percent and tertiary sector 5.9 percent. Further, it was trade, hotels and restaurants sector whose contribution in overall GSDP growth rate remained utmost and the contribution of construction sector stands second and agriculture third, after trade, hotels and restaurants sector. The state finance data highlights that in the past few years Bihar had done well on the Fiscal front also. The overall economy of Bihar indicates a significantly positive change and the major investment in the infrastructure will help growth in all economic sectors. 21 Sheladia Associates Inc, USA

23 2.3 SOCIO ECONOMIC PROFILE OF PROJECT INFLUENCE AREA 45. The socio economic profile for the 13 road sections are discussed in detailed for each road in the following paragraphs. (a) Bihta - Sarmera (SH-78) 46. The proposed subproject SH 78 is planned as a new alignment of total length of 100 km, passes through two districts of Patna and Nalanda. The subproject road section starts about 30 km south west of Patna, the state capital and traverse through Patna and Nalanda districts. The proposed road stretch consists of two sections separated by NH 30A. One section starts from Bihta and ends at Daniawan, at the Junction with National Highway 30A. The other section starts from NH 30A about 20 km away from the end point of the first section and terminates at Sarmera, the junction with NH 82. The subproject road section lies within the jurisdiction of State Highway Division, Bihar Sharif. The road section connects Bihta, Punpun, Fatuha, Daniawan, Chandi, Bindi, Asthawan and Sarmera. The table below depicts some socio-economic and demographic statistics of the concerned districts. Table 2.6: Socio-Demographic Profile pf Project Districts District /State Total Population Density Sex Ratio Literacy SC (%) ST (%) Total (%) Male (%) Female (%) Year 2001 Bihar State 82,998, Patna 36,18, Nalanda 23,68, Source: Census 2001, Bihar and Bihar Govt.web site. SC&ST data of districts are of 1991 census. 47. Land Utilization: The following are the land utilization particulars of districts in Table 2.7: Land Utilization of Project Influence Area ( ) (Area in 000 hectare) Sl.No Item Patna Nalanda Bihar State 1 Total Geographical area by village paper Forests Barren & Uncultivable land Land put to non Agricultural use Cultivable Waste Permanent Pastures and other grazing lands Land under Misc. Tree crops & Groves Other fallow Lands Current fallow Net area sown Source: Directorate of Statistics and Evaluation (Forcast section, Bihar) 22 Sheladia Associates Inc, USA

24 (b) Bhabhua Aghaura Road Section (SH 80) 48. The total length of proposed alignment is km and entirely is within the district of Kaimur. The district of Kaimur came into existence in the year 1991, carved out of the erstwhile Rohtas district. The present district of Kaimur consists of two Subdivisions, viz Bhabua and Mohania. The district has 11 CD Blocks and 1 town (Census Town) with district headquarters at Bhabua. 49. The project road passes through the major villages namely Adhaura, Bhagwanpur and Bhabua and it will connect the NH 2 and NH 30 on northern side and jharkhand state on southern side. 50. Bihar had an overall 28.47% rise in its population density in last one decade. The percentage of increased population density in Kaimur district is not available as it came into existence in the year Table 2.8: Population Details of Kaimur District District /State Year 2003 Kaimur Total Population Dens-ity Sex Ratio 12,89, In the state of Bihar, 89.54% of total population is rural population and only 10.46% is urban (Table 2.9). This trend is also reflected in the affected districts. Rural population percentage of the Kaimur district is even higher than the state (96.76%). Table 2.9: Percentage Distribution of Urban and Rural Population State/ District Rural Population Urban Population Total Population % of Rural Population % of Urban Population Bihar Kaimur Agriculture is the main component of the economy in the district. Rice, wheat, telhan, dalhan and maize are the main crops. Industries located in the district include Vanaspati Oil Ltd. and the Power Grid Corporation of India's high voltage direct current (HVDC) grid station at Pusauli. (c) Sakkadi Narsigunj (SH 81) 53. The total length of proposed alignment is km. The road passes through two districts namely- Bhojpur and Rohtas. The present Bhojpur came into existence in Earlier this district was part of old Shahabad. In the year 1972 Shahabad district was divided in two parts namely Bhojpur and Rohtas. Buxar was a subdivision of old Bhojpur district. In 1992, Buxar became a separate district and rest of Bhojpur district has now three subdivisions - Ara Sadar, Jagdishpur and Piro. Ara town is the headquarters of the district 23 Sheladia Associates Inc, USA

25 and also its principal town. It is located at a Longitude of 83º45' to 84º45' east and the latitude is 25º10' to 25º40' north. The Bhojpur district is situated at height of meters above sea level. Bohjpur district shares it boundary with other districts. In north Bhojpur is bounded by Chhapra and Balia district of Uttar Pradesh, Rohtas district in south, Patna, Jahanabadand and Uarwal District in east and Buxar District in west side. 54. There are three Sub Divisions in Rohtas district named Sasaram, Dehri and Bikramganj. There are nineteen blocks in district named Nauhatta, Chenari, Nasriganj, Rohtas, Shivsagar, Dawath, Karakat, Nokha, Vikramganj, Kargahar, Sasaram, Dihri, Dinara, Kochas, Akorhigola, Rajpur, Tilauthu, Suryapura and Sanjhauli. The Rohtas district is a part of Patna Division, and it has an area of 3850 km² (square kilometres), a population of 2,448,762 (2001 census), and a population density of 636 persons per km². The administrative headquarters of the district, Sasaram is a place of historical importance. Rohtas is located at a Longitude of to East and the latitude is to north. 55. Population density of the two affected districts is significantly different (Table 2.10). Bihar had an overall 28.47% rise in its population density in last one decade. The percentage of increased population density in Rohtas district is nearly equivalent to the state. Table 2.10: Population density of the affected districts. State/ District Population Density Percentage increase in population density Bhojpur Rohtas Rural population percentage of the Bhojpur and Rohtas districts are lower than the Bihar state (89.5%). The details are summarized in the Table Table 2.11: Percentage Distribution of Urban and Rural Population STATE/ District Rural Population Urban Population Total Population Percent of Rural population Percent of Urban population Bhojpur Rohtas Source: PCA, Census of India Mines and minerals resources in new Bhojpur district are very little. The only mineral product in this district is the sand from Sone River. About 40 km length of Sone River forms the part of southern and eastern and eastern boundary of the district of Bhojpur. The 24 Sheladia Associates Inc, USA

26 only managed sand - collecting centre is Koilwar, which are about 5 km strips. 58. After division of the old Shahabad district in the new district of Bhojpur and Rohtas the large scale industries generally fell in Rohtas district. There are, however, different types of small & cottage industries other than some agro-based industries located in the district of Bhojpur. 59. The District Statistical Report shows that between Apr-1992 and Aug-2000, 1085 small and cottage industries were registered with the District Industry Centre, Bhojpur. Altogether the capital invested in these industries is Rs Lacs. and 1858 persons are employed in these industries. There is an industrial area located at Gidha (Koilwar) spread in an area of acres of land under the Patna Industrial Development Authority. A bottling plant of Indane Gas (LPG) was also started in this area. The development of industries depends on the regular supply of power but the district gets very short supply of the electricity against the required energy. The industrialization of the district badly hampered due to this problem (d) Kadirgunj Sonho (SH 82) 60. The total length of proposed alignment is km. The road passes through two districts, Nawada and Jamui. Project road section stats from Kadirgunj near Nawada on NH 30 in Nawada district and passes through Pakribarawan, Sikandra and ends near Jamui in Jamui district. 61. Nawada covers an area of 2,494 sq. kms. It lies between 24º 53' N Latitude and between 85º 35' E longitude. The district is surrounded by Gaya, Nalanda, Lakhisarai & Jamui districts of Bihar and Koderma district of Jharkhand. 62. The demographic details of the Jamui district are presented in the table below Table 2.12: Population Details of Jamui District Population Total 10,51,527 Rural 9,76,960 Urban 74,567 SC Population Total 1,88,666 Rural 1,78,574 Urban 10,092 ST Population Total 51,490 Rural 51,285 Urban The rural and urban population distribution in the districts is given in Table below: Table 2.13: Percentage Distribution of Urban and Rural Population State/ District Rural Population Urban Population Total Population % of Rural Population % of Urban Population Bihar Nawada Jamui Nawada district had good sugarcane farming activities though the single sugar mill of the 25 Sheladia Associates Inc, USA

27 district located in Warisaliganj is currently not functioning. Kadirganj, located 10 km from Nawada, has a very old and famous silk small scale industry where many workers carry out the activities of cleaning and weaving of silk. It has commercial and trading linkages with Bhagalpur, a city famous for its silk business including export of silk from India. Nuclear Power Corporation of India Ltd has identified Rajauli in Nawada district of Bihar as the possible site for creating additional 2,000-MW nuclear power capacity in the state. (e) Bagi Barbiga (SH 83) 65. The total length of proposed alignment is km. The road traverses through two districts, Nawada and Shaikhpura. Project road section starts from Bagi in Nawada district and passes through Waris Aliganj and ends near Barbiga in Shaikpura district. 66. Nawada district details are discussed in the previous project road section. The district Sheikhpura is situated at the boundary of four districts Nalanda, Nawada, Jamui and Lakhisarai of the Bihar State. It lies between 24º 09' N Latitude and between 85º 53' E longitude. The Sheikhpura is bifurcated from Nalanda and Lakhisarai districts. This district has only six blocks. Area wise Sheikhpura district is one of the smaller district of Bihar. 67. The demographics of the district are presented in the Table below Table 2.14: Population Details of Sheikhpura District Population Total 3,93,283 Rural 3,28,706 Urban 64,577 SC Population Total 81,728 Rural 71,623 Urban 10,105 ST Population Total 45 Rural 9 Urban The rural and urban population distribution in the districts is given in Table below: Table 2.15: Percentage Distribution of Urban and Rural Population State/ District Rural Population Urban Population Total Population % of Rural Population % of Urban Population Nawada Shekhpura (f) Ghogha Barahat (SH 84) 69. The total length of proposed alignment is km. The road traverses through two districts, Bhagalpur and Banka. Project road section stats from NH 80 near Ghoga town and passes through Sonahula, Amarpur and ends near Barahat in Banka district. 70. Bhagalpur is one of the oldest districts of Bihar located in the Southern region. It is situated in the plane of Ganga basin at height of 141 feet above sea level. It covers an area of sq. km. It lies between 25 o -07' - 25 o 30' N Latitude and between 86 o 37' - 87 o 30' E longitude. The district is surrounded by Munger, Khagaria, Madhepura, Purnea, Katihar & Banka districts of Bihar and Godda & Sahebganj districts of Jharkhand. 26 Sheladia Associates Inc, USA

28 71. The district of Banka is situated in far south - east of the State Bihar. The eastern and southern border of the district coincides with district Godda of the state Jharkhand. In west and north east it connects Jamui and Munger districts respectively. The old district Bhagalpur is situated in the north side of Banka. Banka district is a part of Bhagalpur Division. The geographical area of district is 3018 Sq. km. The population of district is 16, 08,778 (2001). 72. Population density of the two districts is presented in Table below. Table 2.16 : Population Density of the Affected Districts State/ District Population Density %age increase in population density Bhagalpur Banka Source: Census of India Rural population percentage of the Banka district is higher than the state (96.49%). Table 2.17: Percentage Distribution of Urban and Rural Population State/ District Rural Population Urban Population Total Population % of Rural population % of Urban population Bhagalpur Banka Bhagalpur is known as Silk City as it is famous for its silk production. The silk industry in this city is 200 years old and a whole clan exists that has been producing silk for generations. Bhagalpur is well known for its sericulture, manufacture of silk yarn and weaving them into lovely products. This silk is of a distinct known as Tussah or Tusser Silk and is of special category. 75. Silk weaving is an age-old traditional household industry of Bhagalpur. There is a Silk Institute and Agricultural college here as well as a University and Engineering, Medical and Homeopathty colleges. In Bhagalpur the weavers service centre was established in the year 1974 with a view to develop handloom industry in the state of Bihar. The Silk sarees produced in Bhagalpur are more popular in the domestic market. The Bhagalpur cluster is the second largest in silk fabric production and exports after the Karnataka state. 76. Town Amarpur is the densily-populated block of Banka district. There are numbers of Khandsari mills here in Amarpur. It is one of the important trade centere of Banka district and the important crops are Paddy, Wheat, Maize, and Lentil. (g) Akbarnagar Arnapur (SH 85) 77. The total length of proposed alignment is km. The road traverses through two 27 Sheladia Associates Inc, USA

29 districts, Bhagalpur and Banka. The socio economic profile for these districts is already discussed in the above section. (h) Saraiya Motipur (SH 86) 78. The total length of proposed alignment is Km. The road is entirely within Muzaffarpur district. The project road (SH-86) connects NH-102 and NH-28. It passes through the blocks of Saraiya, Paru and Motipur. Some approach roads coming from the villages are connected with this highway. Saraiya and Motipur towns have a major rail connection and are popular stations on the Howrah-Raxual rail route. Motipur is an important agricultural trade centre and is also having small and medium sized industries. 79. The stretch of the SH from Saraiya to Motipur passes through a plain terrain. The demographics for the Muzaffarpur district is presented in Table Table 2.18General Demographic Scenario in the District Characteristics District Total Population 3,746,714 Urban Population Rural Population Urban Population (% to total population) 9.3 Household size 6.0 SC Population (%) 16.0 ST Population (%) 0 Density (sq km) 1180 Sex Ratio 920 Decadal Growth Rate (%) Literacy Rate (%) 48.0 Male Literacy (%) Female Literacy (%) Muzaffarpur is famous for exporting Lichi. Historically; the area was also famous for handwoven textiles, sugar cane, Indigo, Opium etc. The district has a few sugar mills though old and dilapidated. It is the commercial hub of North Bihar. 81. Muzaffarpur area is largely an agricultural based economy. The principal agricultural crops are rice, wheat, pulses, jute, maize and oil seeds. Cauliflower, cabbage, tomato, radish, carrot, beet-root etc. are some of the vegetables. Rice and wheat account for the major portion of the gross area sown. Maize is the next important crop for the district. Sugar cane, potato and barley are some of the non-cereal crops grown. The district is famous for its delicious-mango and lichi, which are exported to other parts of the country and markets overseas. 82. Muzaffarpur Town has several industries, big and small. Prabhat Zarda Factory, Bharat 28 Sheladia Associates Inc, USA

30 Wagon and Engineering Ltd., 220 MW thermal power plant, at present defunct, Bihar Drugs & Organic Chemicals Ltd., Muzaffarpur - a unit of IDPL, units of Leather Development Corporation, Muzaffarpur Dairy, a unit of the Bihar State Dairy Corporation unit Bihar State Cooperative Milk Producers' Federation Ltd, producing Sudha brand packaged milk are the major industries located in Muzaffarpur town and its periphery. The above industries have generated considerable employment and have also been helpful in establishing a number of small industries and a few cottage industries. The most important item that is manufactured in Muzaffarpur town is railway wagon. Muzaffarpur town is a important centre for the wholesale cloth trade. (i) Runisaidpur Bhiswa (SH 87) 83. The total length of the proposed alignment is km. The stretch of the State Highways 87 starts from the junction with NH 77 at its chainage and ends at its chainage near Nepal Border. Entire section of project road passes through the plain terrain and is entirely within Sitamarhi district. Demographics of the district are presented in Table below. Table 2.19 General Demographic Scenario in the District Characteristics District Total Population 2,682,720 Urban Population 1,53,313 Rural Population 25,29,407 Urban Population (% to total population) 5.7 Household size 5.0 SC Population (%) 12.0 ST Population (%) 0 Density (sq km) 1214 Sex Ratio 893 Decadal Growth Rate (%) Literacy Rate (%) 38 Male Literacy (%) Female Literacy (%) The project road connects NH 77 and NH 104 and provides access to Nepal. (j) Varuna Bridge (NH 103) Rasiyari (SH 88) 85. The total length of the proposed alignment is km. The project road section passes through districts namely Darbhanga and Samstipur. The demographics of the district are presented below 29 Sheladia Associates Inc, USA

31 Table 2.20 General Demographic Scenario in the District CHARACTERISTICS DISTRICT-DARBHANGA DISTRICT-SAMSTIPUR Total population Urban population Rural population Urban Population (% to total population) Household size Sc population (%) St population (%) Density (sq km) Sex ratio Decadal growth rate (%) Literacy rate (%) Male literacy (%) Female literacy (%) 3,295,789 3,394,793 2,67,348 32,71,338 30,28,441 1,23, ,101 1, Darbhanga - The major crop of this district is rice. Other crops produced in this district are wheat, maize, pulses, oil seeds and sugarcane. The district also has many mango orchards. Agriculture is the primary occupation of the majority of the population of this district. 87. Samastipur is rich in agriculture, because of its fertile plain. Tobacco, maize, rice and wheat are the main crop. Leechi and mango fruits are grown in abundant. Samsastipur hosts a jute mill at Muktapur Village providing employment to about 5000 people. Samastipur is also a major producer of potatoes. The district is observed to have more than 20 cold storage locations for storing potatoes with a total capacity of about 65,000 Tons. (k) Siwan Siswan (SH 89) 88. Total length of the proposed alignment is Km and the road is located in Siwan district in its entierity. Project road section passes through a plain terrain. The demographic details of the district are presented below. Table 2.21 General Demographic Scenario in the District Characteristics District Total Population 2,714,349 Urban Population 1,49,489 Rural Population 2,564,860 Urban Population (% to total 5.5 population) Household size Sheladia Associates Inc, USA

32 Characteristics District SC Population (%) 11.0 ST Population (%) 1.0 Density (sq km) 1221 Sex Ratio 1031 Decadal Growth Rate (%) Literacy Rate (%) 52.0 Male Literacy (%) 69.0 Female Literacy (%) Siwan district is located between the Bhanger plain of Uttar Pradesh and Khader plain of West Bengal. Bhanger (or Banger) is the older alluvium containing heavier soil with greater clay proportion, while Khader is the newer alluvial deposit by river floods, both types of soils are found in the district. The soil is in many places sulfurous and extraction of saltpeter has long been an important industry. The saltpeter industry has disappeared with the march of time and changing phase of development. (l) Mohammadpur Chapra (SH 90) 90. The project road Mohammadpur to Chapra (SH-90) constitutes a very important connection between NH-101 at Mohammadpur and terminates at Chapra Bazar Samity on NH-19 Bypass serving as an alternative route and a shortcut route for vehicles traveling from NH-101 to NH-19 and vice versa. The road falls under the jurisdiction of six Police Stations under Saran District & three Police Stations under Gopalganj District.The project section takes off from NH-101 at Mohammadpur and travels at a Southerly direction to end at Chappra Bazar Samity on NH-19 Bypass. The overall terrain is predominantly flat throughout with gradual rise in ground elevations from south to north. Road elevations vary from ground level to typically 1.5 metres above ground. 91. The stretch of the SH 90 from Mohammadpur to Chappra passes through a plain terrain and traverse through the districts namely Gopalganj & Saran. The demographics of the districts are presented in Table below. Table 2.22 General Demographic Scenario in the District Characteristics District Saran District Gopalganj Total Population 3,248,701 2,152,638 Urban Population Rural Population Urban Population (% to total population) Household size Sheladia Associates Inc, USA

33 Characteristics District Saran District Gopalganj SC Population (%) ST Population (%) 0 0 Density (sq km) Sex Ratio Decadal Growth Rate (%) Literacy Rate (%) Male Literacy (%) Female Literacy (%) Saran district has the main sources of economy as agriculture and industries. Paddy, wheat, and sugarcane are grown in the district. The Ganges, Ghaghra, and Gandak are the important rivers of the district. Sonepur Cattle Fair held at Sonepur is Asia's largest international cattle fair. The Kosalananda Kavya of Kavi Gangadhara Mishra, written in 1664, describes the temple city of Sonepur as the second Varanasi. A religious festival, Kartik Poornima, (full moon in the Hindu month of Kartik) attracts millions for a holy dip at the confluence of the Ganges and Gandak. 93. Gopalganj has main agricultural production of sugarcane, pulses, paddy, wheat and vegetables. Limited horticulture activities take place in Gopalganj. Gopalganj has few secondary and tertiary industries based on agriculture, such as cold storage. Gopalganj also has sugarcane production. (m) Birpur - Udakishunganj (SH 91) 94. The stretch of the SH 91 starts from Birpur at Km and end near Udakishanganj at Km passes through a plain terrain. Project stretch passes through the districts namely Supual and Madhepura. The demographics of the districts is presented in Table below. Table 2.23 General Demographic Scenario in the District Characteristics Supaul District Madhepura Total Population 1,732,578 1,526,646 Urban Population Rural Population Urban Population (% to total population) Household size SC Population (%) Sheladia Associates Inc, USA

34 Characteristics Supaul District Madhepura ST Population (%) Density (sq km) Sex Ratio Decadal Growth Rate (%) Literacy Rate (%) Male Literacy (%) Female Literacy (%) Supaul district is a part of Koshi division. Agriculture is the major occupation of this district and paddy is the main crop. Durga-sthan famous for piligrimage exists in the district, 10 km (6 mi) away from the district headquarters. The Koshi River flows through this district, which is regularly affected by the flood caused by this river. 96. Madhepura is located in the northeastern part of Bihar and is situated in the plains of river Koshi. Madhepura district is surrounded by Araria and Supaul district in the north, Khagaria and Bhagalpur district in the south, Purnia district in the east and Saharsa district in the West. 2.4 TRANSPORT IN THE STATE 97. Bihar has two operational airports: Lok Nayak Jayaprakash Airport, Patna, Gaya Airport, Gaya. Patna airport is connected to Delhi, Mumbai, Kolkata, Lucknow, and Ranchi. It is categorized as a restricted international airport, with customs facilities to receive international chartered flights. Gaya Airport is an international airport connected to Colombo, Singapore, Bangkok, Paro (Bhutan) and more. 98. Bihar is well-connected by railway lines to the rest of India. Most of the towns are interconnected among themselves, and they also are directly connected to Kolkata, Delhi and Mumbai. Patna, Gaya, Muzaffarpur, Darbhanga, Katihar, Barauni, Chhapra and Bhagalpur are Bihar's best-connected railway stations. All the trains from Delhi to Kolkata pass through Bihar. There are direct trains to north and south like Chennai, Kolkata, Mumbai and important cities like Hyderabad, Gauhati, Banglore, Jaipur, Srinagar. 99. The state has 1200 Km of rivers 375 Km of canals. The Ganga-Gandak, Gharga are the only rivers navigable and some other channels are Patna, Ara Buxar canals. The Kasi, Sone, Borhi are navigable during monsoon only The Ganges navigable throughout the year was the principal river highway across the vast north Indian Gangetic plain. Vessels capable of accommodating five hundred merchants were known to navigate in this river in the ancient period; it served as a conduit for overseas trade, as goods were carried from Pataliputra (Patna) and Champa (Bhagalpur) out to the seas and to ports in Sri Lanka and Southeast Asia. The role of Ganges as a channel for trade was enhanced by its natural links - it embraces all the 33 Sheladia Associates Inc, USA

35 major rivers and streams in both north and south Bihar. In recent times Inland Waterways Authority of India has declared Ganga, between Allahabad and Haldia, national inland waterway and has taken steps to restore its navigability The state has a vast network of National and State highways. Roads are the most important means of transport in Bihar. The State depends on road transport for the movement of agricultural and industrial produce and raw and finished materials The number of registered motor vehicles in the state from the year 2000 to year 2009 are obtained from the web site. Recent years have shown substantially higher growth rates and reflecting the higher economic growth. The collected data along with the observed growth is set out in Table Table-2.24 State Registered Motor Vehicles in Bihar Year Truck Bus Car Taxi Jeep Three Wheeler Two Wheeler Tractor Trailer Other Total , , ,024, ,001, ,179, ,348, ,429, ,576, ,738, ,958,553 Growth Rate (%) Sheladia Associates Inc, USA

36 3 GEOMETRIIC STANDARDS AND DESIIGN CONSIIDERATIIONS 3.1 APPROACH AND DESIGN STANDARDS 103. The methodology adopted by the Consultant for the feasibility study has been based on sound professional practice widely followed for similar upgrading / rehabilitation proposals. The existing standards in the country in respect of design, construction and maintenance of roads, and the resource availability constraints, have been duly kept in view while reviewing the improvement options. The design of various components including bridges, in general are based on provisions of IRC / IS codes. Wherever IRC code is silent on any aspect, reference is made to AASHTO, ASTM, BS codes and other standards. Suitable modifications/additions have been incorporated to suit local conditions and study requirements The various design elements and factors, which govern the functioning of any highway, can be broadly grouped under the following requirements. Road Classification Design Considerations Road Right of Way Terrain Design Speed Design Cross-sections Land use Geometric Design, Alignment and Profile Side Slopes Traffic Capacity Pavement Cross Drainage Works and Structures JIntersections Traffic control and safety measures Roadside facilities Pedestrian facilities 105. The designs prepared by the DPR Consultants have been reviewed based on the consideration of providing suitable alignment, cross-sectional layout, geometric features, safety and operational control, and cost optimization and modifications were suggested for incorporating in the final design. 3.2 ROAD CLASSIFICATION 106. All the project roads considered as part of BSHP II are classified as State Highways. The classification and standards of the rural roads can be found in the IRC 73 Geometric Design Standards for Rural Highways-1980 published by the 35 Sheladia Associates Inc, USA

37 Indian Road Congress. Design consideration discussed in the subsequent sections refers to the standards of State Highways. 3.3 DESIGN CONSIDERATIONS 107. Design of roads in plan terrain has to be carefully carried out to align the road to provide comfort, economy and safety. The following parameters have to be considered for design. Classification of Road Design Speed Horizontal Alignment Formation and Cross Section Sight Distance Super elevation Vertical alignment Grade 108. Where the project alignment is passing through flood prone low lying areas, suitable drainage measures in the form of balancing culverts with intersecting side drains are to be provided to ensure the natural drainage pattern of project area is unaffected. As the project roads are generally in plan terrain, road on embankment is desirable. High embankment are generally observed on approaches to bridges and ROBs and may require additional land for accommodating construction width or retaining structures, which are to be decided based on socio economic considerations. Cutting of trees is kept to a minimum and within the road corridor only. Marshy areas are to be drained before excavation and is allowed through the construction of water management structures such as French drains, catch drains etc. 3.4 ROAD RIGHT OF WAY 109. Road right of way is the land acquired for road purpose and also to accommodate future road connections or changes in alignment, road width or junction layout in existing roads and to enhance the safety, operation and appearance of the roads Construction of temporary, semi- permanent and permanent structures shall not be permitted within the road right of way and building control area except for the purposes of road construction and maintenance. The road right of way shall be varying between 30m to 60m for national highways and state highways. The horizontal distance between the centre of carriageway and the boundary of the building line shall be 40m on both sides The Consultant will use the appropriate road right of way widths varying from 30 to 60m depending upon future widening needs. However, reduced widths will be considered when it is found necessary for economic, financial, social and/or environmental reasons. 36 Sheladia Associates Inc, USA

38 3.5 TERRAIN 112. The terrain classification adopted for the project design is presented in Table 3.1. Table 3-1 Terrain Classification Terrain % Cross-slope Plain < 10 Rolling Mountainous Steep > The roads covered under this study are located in primarily plain and rolling terrain. However, a part of SH 80 passes through rolling/mountainous terrain. The project roads are generally rural roads except for sections passing through small towns, settlements and villages 3.6 DESIGN SPEED 114. The ruling design speed is the guiding criteria for correlating features such as sight distance, curvature and super elevation upon which the safe operation of the vehicle depends. Reduced minimum design speed, however, be adopted in sections where site conditions do not permit adoption of the absolute minimum design speed specified in the standard The class of the road and the terrain influence the design speed for the particular section of the road. The design speeds for terrain and road class as applicable to the project is presented in Table 3-2. Table 3-2 Design Speed versus Road Class and Terrain Design Speed (Km/Hr) for Terrain Category: Class of Road (Minimum Curve Radius in meters) Plain Rolling Mountainous Steep Ruling Min Ruling Min Ruling Min Ruling Min NH/SH (360) (230) (230) (155) (80) (50) (50) (30) 116. For safety and economic considerations however, a speed limit of 40 Km/Hr is adopted for sections with physical restrictions including: Sharp horizontal and vertical alignment curvatures in approaches of existing structures. Steeper vertical alignment gradients. Places of worship, school etc 37 Sheladia Associates Inc, USA

39 Stopping and passing sight distances restricted due to reduced ROW and setback distance Towns/markets/villages with substantial pedestrian and slow moving vehicles Accident-prone Junctions. 3.7 DESIGN CROSS SECTIONS 117. The general principle adopted was to follow the existing alignment as much as possible in order to limit the extent of land acquisition and earth works and to maximize the use of the existing road formation. Where the existing alignment proved unsafe for suggested traffic speeds, minor horizontal realignments are proposed for some of the sections to improve safety and general drivability. The major geometric design elements constituting the cross section are the carriageway, the shoulders and the side drain. The carriageway includes the travelled way and passing bays The width of pavement and formation is determined by the lane width which depends on: The dimension of the vehicle Speed of travel Traffic volume Width of shoulder 119. The desirable standard cross section requirements as per the IRC specification is given in Table 3-3. Table 3-3 Details of Standard Cross Sections Road Class Road element Specifications Dimensions (m) National Highway/ State Highway Lane Width Paved Shoulder Earthen Shoulder Median for 4 Lane Shy Away for 4 Lane Formation 2 Lane Formation 4 Lane Open Side Drain Utility Reserve Embankment Slope Camber Carriageway Camber Paved Shoulder Camber Earthen Shoulder Maximum Super elevation H : 1 V 2.5% 2.5% 3 to 3.5% 7% 38 Sheladia Associates Inc, USA

40 120. The choice of the cross section elements depends on a number of factors, the most important of which are: The traffic volume, which the road will have to accommodate The selected design speed The road function that is the predominant type of traffic that the road serves. For example long distance versus access, or heavy goods versus passenger cars Provision of safe accommodation of non motorized traffic (NMT) The terrain and cost of formation cutting which has a major influence on the economic viability of the particular cross section 121. Paved shoulders are proposed in heavily trafficked roads (ie DSV>15000PCU) due to the following advantages: Space available to pass two light vehicles easily without compromising speed Increase the design service volume by 15% Facilitate easy overtaking and also generally found used by the slow moving vehicles. Figure 3-1 Standard 2L Typical Cross Section 3.8 GEOMETRIC DESIGN, ALIGNMENT & PROFILE 122. The horizontal curves for this project will be designed in accordance with the requirements stipulated in the IRC 73 Geometric Design Standard for Rural Highways. Horizontal alignment essentially comprises three major elements: tangent section, circular and transition curve portions. A balanced control on the above elements is required to provide safe and continuous flow of vehicle under general traffic conditions. The horizontal curve design data suggested for the project are given in Table 3-4 & Table Sheladia Associates Inc, USA

41 123. Maximum super elevation, however, has been restricted to a value of 0.07 (7%) in the plain and rolling terrain and 0.10 (10%) in mountainous section. The maximum value of the coefficient of side friction adopted is Transition curves in the form of spiral between the tangent section and circular curve element shall be designed to satisfy the requirements of allowable rate of change in experiencing centrifugal acceleration by the user and attaining superelevation on carriageway for the circular curve The transition length for circular cum spiral curves shall be adopted as per recommendation given in IRC 73. Radius of Curve (m) Table 3-4 Horizontal Transition Curve Length Minimum Transition Lengths for Different Speeds and Curve Radii Design Speed = Sheladia Associates Inc, USA

42 Radius (m) Table 3-5 Horizontal Curve Design Data Horizontal Curve Design Data Design Speed (Km/h) Stopping(m) Sight Distance Overtaking (m) Extra Widening (m) Set Back Distance (m) Stoppin g(m) Intermediate (m) NR VERTICAL ALIGNMENT 126. The design elements of the vertical alignment are straight grades and vertical curves. Almost all the Project roads are on embankments and therefore, generally no major changes to the natural vertical alignment except at locations of proposed bridges or other major structures. The following criteria for the design of the vertical alignment are proposed Parabolic vertical curves will be provided at all changes in grade except where the changes are more than the value given in Table 3-6. General maximum grades for each design speed are the steepest grades that the majority of cars can travel in a high gear without loss of speed up hill and without gain downhill. It varies with the design speed and with the terrain also The vertical design parameters adopted are in accordance with IRC SP 23 and is given in Table 3-6 &Table Sheladia Associates Inc, USA

43 Table 3-6 Vertical Curve Design Data Max Grade K Value for SSD Design Change (%) not Minimum Length of Speed requiring a Vertical Curve (m) Summit Valley (Km/h) vertical Curve Curve Curve Table 3-7 Gradient for Roads in Different Terrains S No. Terrain Gradient Ruling Limiting Exceptional 1. Plain and Rolling Mountainous terrain, and steep Terrain having elevation more than 3000m above the mean sea level Steep terrain upto 3,000m height above mean sea level 3.3% (1 in 30) 5% (1 in 20) 6% (1 in 16.7) 5% (1 in 20) 6% (1 in 16.7) 7% (1 in 14.3) 6.7% (1 in 15) 7% (1 in 14.3) 8% (1 in 12.5) 129. In general the project road is in plain terrain and hence the maximum gradient is not observed as a major concern Summit curves should be designed for safe stopping distance. Valley curves to be designed for headlight sight distance SIDE SLOPES 131. All embankment slopes shall be constructed as per the guidelines given in the IRC 36 Recommended practice for the construction of earth embankment road works and the MoRTH specifications. Generally an embankment side slope of 1:2 recommended. On cut sections side slope depend on the nature of the cut section and the following side slope is suggested. Hard Rock 1V: 0.12H Soft Rock 1V: 0.25H Hard Soil 1V: 0.50H 42 Sheladia Associates Inc, USA

44 Ordinary Soil 1V: 1H to 1 V : 2H 132. It is proposed to use these slopes as a general guide but to also carry out stability assessment based on actual soil properties, and also critically assess the performance of slopes on nearby roads in similar soil and geological conditions and modify the side slopes as needed INTERSECTIONS 133. Intersection design shall ensures adequate capacity at the intersections to avoid bottlenecks that would result in extended delays and also safe operation to traffic by reducing the number of conflict points and conflict area. Drivers should be able to make merging, diverging or crossing manoeuvres at intersections with minimal risk when the intersection is properly designed For the design of intersections, items considered include design speeds and the principles adopted in the design included the following: Traffic movements channelized to eliminate dangerous manoeuvres; Layout assists the driver to quickly discern his path in merging and diverging; Minimize the number of conflict points and conflict area; Provide adequate storage for right turners and other vehicles crossing the stream. Provide proper line marking and traffic signs including advanced direction markers Typical intersection drawings shall be adopted for the minor intersections and the major intersections shall be designed as per the site condition ROAD FURNITURE 136. Road furniture represents a collection of roadside elements intended to improve the driver s perception and comprehension of the continually changing appearance of the road. Road markings and road signs standards shall be provided as per IRC: and IRC: respectively. Road and traffic signs will be provided at appropriate places to give caution and to inform the traffic (vehicular and pedestrians) for safe and smooth movement and the provision will be made based on the IRC guidelines. Normally signs are placed on the left side of the road in the direction of travel; in certain cases however these may be placed overhead or on either side of the road depending upon the site condition, for clear uninterrupted visibility. All signs shall be of Retro-reflective grade, for undisturbed traffic movement in the night times Wherever applicable, roadside landscaping will be planned. But care would be taken not to reduce the sight distance at any of the intersections. 43 Sheladia Associates Inc, USA

45 4.1 GENERAL 4 TRAFFIIC STUDIIES AND FORECAST 138. The traffic volume data forms an important input to economic analysis that is required for economic justification of the project roads and their subsequent prioritization. It is also a major input for deciding improvement strategies for road sections and carrying out design for road/ bridges. Through traffic surveys, the extent of traffic diversion on to the project road (in the event of their being improved/ upgraded) can be ascertained, quantified and used for economic analysis and road design The road sections for carrying out feasibility study are scattered in various parts Bihar state. It was understood from RDC that there is no regular past traffic count data available for any road sections in the state Traffic surveys are an essential task to assess the likely quantum and composition of traffic on the project road. The details of various traffic surveys conducted, methodologies adopted and collection of data in understandable formats and analysis, including traffic projections are discussed in detail in subsequent paragraphs. 4.2 TRAFFIC AND TRANSPORT SURVEYS 141. The main objectives of the traffic and transport surveys are: To assess the volumes of traffic flows on the existing stretches of project road and their characteristics including potential for traffic diversion. To assess the origin and destination of passenger flow by mode and to assess flows by commodity transported. To assess the turning movement characteristics. To assess the axle load spectrum. To assess the speeds in the network and establish the possible savings in time and distance due to the project roads Traffic surveys were carried out on various project road sections to capture the above said parameters. The traffic survey locations were selected keeping in view respective project road alignments, requirements of the studies to determine local, long distance and diversion traffic flows and to study the characteristics of traffic flows. The DPR Consultants have carried out field surveys to collect the traffic and transport information in the project influence area. The field surveys included: Seven/Three Days Classified Traffic Volume Counts. Origin and Destination Survey for 24 hours 44 Sheladia Associates Inc, USA

46 Turning Movement Count Survey for 24 hours. Axle Load Survey for 24 hours Journey Speed Surveys 143. The above surveys were conducted in the project influence area at several locations. In addition to this, the TA Consultants carried out 1 to 3 days traffic count at some of the locations to reconfirm the traffic data after a thorough reconnaissance of the road stretches and review of traffic data from Feasibility reports prepared by the DPR consultants Classified Traffic Volume Count Surveys 144. Manual traffic counts were conducted at selected locations to assess the traffic on various project road sections. Considering condition of the road, available alternatives in the network, additional traffic counts for one day as required were carried out. The supervisors checked the traffic counts carried out by the enumerators periodically to ensure the data quality Traffic counts were carried out for seven/three continuous or one day for 24 hours in a day at selected locations. At each identified station, both directional counts were carried out by vehicle type, i.e. two & three wheeler, cars, utility vehicles, mini bus, standard bus, light commercial vehicle, two axle truck, three axle tuck, multi axle vehicle, and tractor trailers, and non-motorized or slow moving vehicles. The traffic data collected from the field was scrutinized and processed and the results were prepared in tabular forms in spreadsheets. The survey data collected was analyzed for the daily variations, hourly variations, peak hour volumes, traffic composition, directional split, average daily traffic and annual average daily traffic Origin & Destination Surveys 146. Origin-destination (O&D) surveys were carried out for one day along with manual counts in order to determine the existing pattern of travel in the project area and identify potential diverted traffic. The project influence area for the project road was divided into zones comprising villages, towns, districts or groups of both such that the travel pattern in the influence area can be established. The interview was carried out on a sample basis for 24 hours by stopping the vehicles with help of police as required. The objective was to achieve minimum sample coverage of 15 to 20 percent The O&D survey combined with volume count data was used to calculate the expansion factors. The information collected includes origin and destination of trip, occupancy, and trip purpose and in case of goods vehicles goods type was enquired. The collected data was processed and expanded to total traffic using the expansion factors for each vehicle type. Trip matrices were developed for each vehicle type interviewed and were used to determine the traffic diversion for each road. The results are discussed in the subsequent sections of this chapter. 45 Sheladia Associates Inc, USA

47 4.2.3 Turning Movement Count Surveys 148. Manual traffic counts were conducted at selected intersection/junction locations to assess the turning movement characteristics on various project road sections. Based on the turning movement traffic justification for proper at grade or grade seprater at the respective intersection/junction will be identified. The supervisors checked the traffic counts carried out by the enumerators periodically to ensure the data quality Turning Movement Count Surveys were carried out for one day (12 hours) in a day at selected intersections. At each identified intersection all the turning movements counts were carried out by vehicle type mentioned in the above section. The traffic data collected from the field was scrutinized and processed and the results were prepared in tabular forms in spreadsheets. The survey data collected was analyzed for the hourly variation, peak hour volumes, traffic composition Axle Load Surveys 150. Axle load surveys were conducted to estimate the cumulative number of equivalent standard axles based on the survey of goods vehicles flows and axle weight distribution Axle load surveys were carried out using portable axle load pad by stopping all categories of vehicles randomly, which are more than 3 tonnes in weight per axle (both full and empty). The vehicles in both directions were stopped and weighing done. Police assistance was taken during survey to stop the commercial vehicles. Standard axle load weights are from IRC: guidelines are considered for further analysis. The standard axle loads for single axle, i.e. Rear Axle and for Tandem Axle group considered are as given below: Dual wheel, single axle (Front & Rear Axle) : 6.60 tones Dual wheel, per rear axle : 8.16 tones Dual wheel, per tandem axle group : tones 152. The load equivalency factors were calculated using the 4th power rule, i.e. (Axle load/standard Axle load) 4 for the each axle load individually to estimate the realistic values of Vehicle Damage Factors. Along with axle load survey classified traffic volume count has been carried out to establish the percentage of sample captured Journey Speed Surveys 153. Speed surveys were undertaken along the existing sections of Project roads and also along the other major alternative roads that connect to the project road Passenger Car Units 154. Data collected from the site fed to the computer and complied for the base year. The various vehicle types having different size and characteristics were converted 46 Sheladia Associates Inc, USA

48 into a standard unit called Passenger Car Unit (PCU). Passenger car equivalents for various vehicles are adopted based on recommendations of India Road Congress prescribed in Guidelines for Capacity of Roads in Rural Areas. IRC The passenger car unit values (PCU) used is presented in Table 4.1. Table 4-1 PCU Factors Adopted for the Study (IRC: ) Fast Vehicles Slow Vehicles Vehicle Group PCU Factor Vehicle Group PCU Factor Car, Jeep, Van and Taxi 1.0 Bicycle 0.5 Auto Rickshaw/Tempo 1.0 Cycle Rickshaw wheelers 0.5 Animal Drawn 6.0 Mini Bus 1.5 Standard Bus 3.0 Light Goods Vehicle (LGV) Axle Truck Axle Truck 3.0 Hand Cart 3.0 Multi Axle Truck 4.5 Agriculture Tractor 1.5 Agriculture Tractor & Trailer Survey Locations 155. Traffic survey locations on the project road sections which were carried out by DPR consultants are given in Table 4.2. In addition to this TA consultant revalidated the traffic at some locations. 47 Sheladia Associates Inc, USA

49 Draft Table 4-2 Traffic Survey Locations for (DPR) Sl. N o Project Name Seven Days Traffic Volume Count Three Days Traffic Volume Count 1 Bhabhua Aghaura (SH- Km ) [Length Km] Km Sakkadi - Nasrigunj (SH- 81) [Length Km] 3 Kadirgunj - Sonho (SH-82) [Length ] 4 Bagi - Barbigha (SH-83) [ Length Km] 5 Ghogha - Barahat (SH-84) [Length ] 6 Akbarnagar - Arnapur (SH- 85) [ Length Km] 7 Saraiya - Motipur (SH-86) [Length Km] 8 Runisaidpur - Bhiswa (SH- 87) [Length ] Km Km Km Km Km Km Km Km Km Km Km Km Km Km Turning Movement Count Survey Km Km Km Nil Km Km Km Km SH 15 Bypass Nil Km Km Nil Km Km Nil Km Km Km Km Nil Km Km Km Km Km Km Km Km Km Nil Km0+000, Km1+860, Km18+200, Km26+400, Km26+500, Origin & Destination Survey Axle Load Survey Pedestrian Count Survey Speed & Delay Survey Km Km Km All Along the Project Road Km Km Km All Along the Km Km Project Road Km Km Km All Along the Km Project Road Km Km All Along the Project Road Km Km Km All Along the Project Road Km Km Km All Along the Project Road Km Km Km All Along the Km Project Road Km Km Km Km , Km Not Carried out 48 Sheladia Associates Inc, USA

50 Draft Sl. N o Project Name 9 Varuna Bridge (NH 103) - Rasiyari (SH-88) [Length Km] 10 Siwan Siswan (SH-89) [Length ] 11 Mohammadpur Chapra (SH-90) [Length Km] 12 Birpur - Udakishunganj (SH- 91) [Length Km] Seven Days Traffic Volume Count Km Km Km Km Km Km Km Km Km Km Three Days Traffic Volume Count Turning Movement Count Survey Km47+550, Km Nil Km Km Km Km Km Km Km Nil Km Km Km Km Km Km Nil Km Km Km Km Km Km Km Nil Km 0+835, Km Km Km Km Km Km Km Origin & Destination Survey Km Km Km Km Km Km Km Km Axle Load Survey Km Km Pedestrian Count Survey Km Km Speed & Delay Survey All Along the Project Road Km Km All Along the Project Road Km Km All Along the Project Road Km Km Km Km All Along the Project Road 49 Sheladia Associates Inc, USA

51 4.3 AVERAGE DAILY TRAFFIC 156. The Average Daily Traffic (ADT) from the DPR consultant has been reviewed and to revalidate the traffic surveys data TA consultant carried out traffic surveys for one/three days at each project road. Comparison has been made with DPR consultant data with TA consultant data and recommended the appropriate one to adopt for further traffic estimation in subsequent paragraphs Bihta - Sarmera (SH-78) 157. The Project Road starts near NH-30, crosses NH-98, NH-83, SPM road going to Gaya and Dobhi on Golden Quadilateral (old NH-2), NH-30A, NH-31 and ends at NH-82. This proposed alignment of the project road will serve as Ring Road to Greater Patna starting from Bihta and ending at Fatuha thus reducing traffic congestion between Bihta, Patna and Fatuha, as the distance between outskirt of Fatuha to Bihta will be reduced by 15 Km. The traffic on this route going beyond Fatuha will use this Project Road. Similarly, traffic going towards Ranchi towards Bhagalpur, Munger & then to Khagaria through under construction Ganga Bridge at Munger and to North Bihar shall also use this Project Road through Bhaganbigha and Sarmera respectively. Diverted Traffic 158. A significant component of the traffic expected on the project road on completion is the diverted traffic since there is no connectivity at present. The project road links about 6 major NH/SH and acts as a southern bypass for Patna. DPR rationale of 50% manual count as diverted traffic and 25% for generated traffic need review and reassessment. Accordingly, TA consultant further carried out Origin and Destination surveys at the following sections to figure out the possible diversions as part of updating. I. Section of Bihta Bikram on NH 98 near Amhara Village on II. Section of Punpun Masaurhi of NH 83 near Barni village on III. Section of Ara Bitha at Km of NH 30 near Koelwara village on Bihta Bikram of NH 98 Section: 159. From the OD matrix the possible diverted traffic from NH 98 to the proposed SH 78 alignment has been estimated and given in Table 4.3. Table 4-3 Divert Traffic from Bihta-Bikram Section of NH 98 Vehicle Type Possible Diverted Traffic Total Traffic Volume % of Possible Diverted Traffic Car/ 4WD Van LCV Truck - 2A Truck - 3A MAV Sheladia Associates Inc, USA

52 Punpun Masaurhi of NH 83 Section: 160. From the OD matrix the possible diverted traffic from NH 83 to the proposed SH 78 alignment has been estimated and given in Table 4.4. Table 4-4 Divert Traffic from Punpun - Masaurhi of NH 83 Vehicle Type Possible Diverted Traffic Total Traffic Volume % of Possible Diverted Traffic Car/ 4WD Van LCV Truck - 2A Truck - 3A MAV Ara Bihta of NH 30 Section: 161. From the OD matrix the possible diverted traffic from NH 30 to the proposed SH 78 alignment has been estimated and given in Table 4.5. Table 4-5 Divert Traffic from Punpun-Masaurhi of NH 30 Vehicle Type Possible Diverted Traffic Total Traffic Volume % of Possible Diverted Traffic Car/ 4WD Van LCV Truck - 2A Truck - 3A MAV From Origin-Destination survey analysis, amount of traffic diverted is presented below: Table 4-6 Summary of Divertible Traffic Vehicle Type NH 98 NH 83 NH 30 Total Car/ 4WD Van LCV Truck - 2A Truck - 3A MAV Total Sheladia Associates Inc, USA

53 Generated Traffic 163. The project road in its entirety does not exist in the present date. The new section with provision of full connectivity will generate additional traffic on the project road. This additional traffic expected is the generated traffic component of the project road. The estimation of this component was based on the overall traffic scenario of the region The observed traffic details on all the project roads under TA were considered to estimate person trips and the ton trips on each of the project roads by applying the occupancy of the passenger vehicles and the tonnage capacity of the commercial vehicles. This estimate was utilized in determining the persons/km and tons/km for each of the project roads and averaged for each districts in the state for a representative value. Further in order for estimation of the generated traffic on the project road, the length of the road was divided into two sections based on the length of its traverse in Patna and Nalanda districts and the respective value for these districts was utilized. Considering the proximity of the project road to Patna the state capital an increase of 10% was assumed to the average persons/km and tons/km estimated The derived figure of tons/km and persons/km by vehicle type for the project road was then converted into number of vehicles in the same proportion as the observed average vehicle composition on all project roads. The generated traffic thus estimated on the project road upon completion is presented below. Table 4-7 Summary of Generated Traffic Vehicle Type Generated Traffic Estimate Two Wheeler 1060 Auto Rickshaw 57 Car / Jeep / Van 338 Tempo 80 Mini / RTVs 25 Standard Bus 19 LCV Axle Axle 50 MAV 2 Agriculture Tractor 429 Agriculture Tractor withtrailer 90 Total Bhabhua Aghaura (SH-80) 166. DPR consultants carried out seven days traffic volume count at two locations at Km 8/0 and Km 29/5 in July The average daily traffic observed is given in Table Sheladia Associates Inc, USA

54 Sl. No Table 4-8 Average Daily Traffic on SH 80 Vehicle Type SH 80 (DPR) Km 8/0 Km 29/5 1 Two Wheeler Car/Van/Jeep Three Wheeler Std.Bus Tractor-Trailer Truck Light (2A) Truck Medium (2A) Truck Heavy (3A) Truck Artic (MAV) Mini Bus Total Vehicles Total PCU (motorized) Total Slow Veh's Survey Month July Sakkadi Nasriganj (SH-81) 167. DPR consultants carried out seven days traffic volume count at two locations at Km 23/0 and 81/0. TA consultant also carried out one day traffic volume count at Km Though there is some variation, the one day count indicate that the traffic is in close range and it is proposed to use the traffic data collected as part of DPR study for further traffic estimate. The summary of both counts data is presented in Table 4.9. Table 4-9 Average Daily Traffic on SH 81 Sl. SH 81 (DPR) SH 81TA No Vehicle Type Km 23/0 Km 81/0 Km 23/0 1 Two Wheeler Car/Van/Jeep Three Wheeler Std.Bus Tractor-Trailer Truck Light (2A) Truck Medium (2A) Truck Heavy (3A) Truck Artic (MAV) Sheladia Associates Inc, USA

55 Sl. SH 81 (DPR) SH 81TA No Vehicle Type Km 23/0 Km 81/0 Km 23/0 10 Mini Bus Total Vehicles Total PCU (motorized) Total Slow Veh's Survey Month June September 168. At present SH 81 is in a very poor condition and through traffic mostly use the alternate route through alternate routes, which are longer. Based on local enquiries and the examination of the OD survey results, through traffic have been assessed as about onethird of traffic observed at Km 81 and have been considered in the AADT calculation Kadriganj Sono (SH-82) & Bagi - Barbigha (SH-83) 169. Upon site visit it was observed that the traffic in the sections on SH 82 and SH 83 to be very less as the connecting bridge between Nawad and Kadriganj and Bagi had collapsed due to heavy rains in the month of September. Therefore, no additional traffic counts were carried out. The traffic data from the DPR study is given below: Table 4-10 Average Daily Traffic on SH 82 & 83 SH 82 SH 83 Sl.No Vehicle Type Km 26/0 Km 62/0 Km 7/0 Km 28/0 1 Two Wheeler Car/Van/Jeep Three Wheeler Std.Bus Tractor-Trailer Truck Light (2A) Truck Medium (2A) Truck Heavy (3A) Truck Artic (MAV) Mini Bus Total Vehicles Total PCU (motorized) Total Slow Veh's Survey Month July June 170. As explained in the DPR study report, in the southern half of SH 82, there are five bridges under construction and no through traffic is currently using the road. The intersection count at Kadirganj has been used as a base to assess the likely traffic level once the road 54 Sheladia Associates Inc, USA

56 is rehabilitated and the AADT has been worked out with this consideration Ghogha Barahat (SH-84) 171. DPR consultants have carried out seven days traffic volume count at Km and Km The summary of the ADT is given below: Table 4-11 Average Daily Traffic on SH 84 Sl. No Vehicle Type SH 84 (DPR) Km 8/0 Km 47/0 1 Two Wheeler Car/Van/Jeep Three Wheeler Std.Bus Tractor-Trailer Truck Light (2A) Truck Medium (2A) 8 Truck Heavy (3A) Truck Artic (MAV) Mini Bus Total Vehicles Total PCU (motorized) Total Slow Veh's Survey Month June Akbarnagar Arnapur (SH-85) 172. DPR consultant carried out seven days count at Km and Km The TA consultants also carried out three days count at Km The later count by TA Consultant was adopted for further traffic estimation based on site reconnaissance. The summary of DPR count data and TA count data is presented in Table Table 4-12 Average Daily Traffic on SH 85 Sl. SH 85 (DPR) SH 85 (TA) No Vehicle Type Km 8/0 Km 28/0 Km 8/0 1 Two Wheeler Car/Van/Jeep Three Wheeler Std.Bus Tractor-Trailer Sheladia Associates Inc, USA

57 Sl. SH 85 (DPR) SH 85 (TA) No Vehicle Type Km 8/0 Km 28/0 Km 8/0 6 Truck Light (2A) Truck Medium (2A) Truck Heavy (3A) Truck Artic (MAV) Mini Bus Total Vehicles Total PCU (motorized) Total Slow Veh's Survey Month June September Saraiya - Motipur (SH-86) 173. DPR consultant carried out seven days traffic volume count at Km and Km To revalidate the traffic data TA consultant carried out three days traffic volume count survey at Km Based on field assessment the recent count at Km 5/0 was adopted for the first section and adjusted DPR traffic for second section. The summary of ADT for both counts is presented in Table Table 4-13 Average Daily Traffic on SH 86 Sl. SH 86(DPR) SH 86 (TA) No Vehicle Type Km 5/0 Km 18/0 Km 5/0 1 Two Wheeler Car/Van/Jeep Three Wheeler Std.Bus Tractor-Trailer Truck Light (2A) Truck Medium (2A) Truck Heavy (3A) Truck Artic (MAV) Mini Bus Total Vehicles Total PCU (motorized) Total Slow Veh's Survey Month March 2009 March Sheladia Associates Inc, USA

58 174. Possibility of traffic diversions to the project road is assessed and estimated. NH 28 connects Muzaffarpur and UP state and up to Nepal Border. TA consultants carried out OD survey on NH 28 to identify the possible diversions. From the O&D survey analysis it was observed that there is scope for traffic diversion. The traffic presently using NH 28 up to Muzaffarpur and then Hazipur will divert to the project road due to reduction in distance and hence cost due to time and fuel The possible diversions along with the number of vehicles and percentage from NH 28 traffic is given below: (a) Car/Van/jeep (b) LCV (c) Truck 2 Axle (d) Truck 3 Axle (e) MAV : 4.59% from 1806 vehicles (58 numbers) : 1.96% from 409 vehicles (8 numbers) : 3.76% from 1091 vehicles 41 numbers) : 3.19% from 1879 vehicles (60 numbers) : 4.76% from 567 vehicles (27 numbers) Runisaidpur Bhiswa (SH-87) 176. DPR consultant carried out seven days traffic volume count at Km and Km The summary of ADT is given in Table Table 4-14 Average Daily Traffic on SH 87 Sl. SH 87 (DPR) No Vehicle Type Km 2/6 Km 56/9 1 Two Wheeler Car/Van/Jeep Three Wheeler Std.Bus Tractor-Trailer Truck Light (2A) Truck Medium (2A) Truck Heavy (3A) Truck Artic (MAV) Mini Bus Total Vehicles Total PCU (motorized) Total Slow Veh's Survey Month May Varuna Bridge (NH 103) - Rasiyari (SH-88) 177. DPR consultant carried out seven days traffic volume count at Km 27+00, Km and 57 Sheladia Associates Inc, USA

59 Sl. No Km To revalidate the traffic data TA consultant carried out one-day traffic volume counts at first two locations ( & ) and three days count at Km The summary of both counts was presented in Table Table 4-15 Average Daily Traffic on SH 88 SH 88 (DPR) Vehicle Type Km 27/0 Km 43/0 Km 88/1 Km 27/0 SH 88 (TA) Km 43/0 Km 88/1 1 Two Wheeler Car/Van/Jeep Three Wheeler Std.Bus Tractor-Trailer Truck Light (2A) Truck Medium (2A) Truck Heavy (3A) Truck Artic (MAV) Mini Bus Total Vehicles Total PCU (motorized) Total Slow Veh's Survey Month June March Siwan - Siswan (SH-89) 178. DPR consultant carried out seven days traffic volume count at Km 3+00 and Km which indicate the variation observed along the road. The summary is presented below in Table Table 4-16 Average Daily Traffic on SH 89 Sl. SH 89 (DPR) No Vehicle Type Km 3/0 Km 27/6 1 Two Wheeler Car/Van/Jeep Three Wheeler Std.Bus Tractor-Trailer Truck Light (2A) Truck Medium (2A) Sheladia Associates Inc, USA

60 8 Truck Heavy (3A) Truck Artic (MAV) Mini Bus Total Vehicles Total PCU (motorized) Total Slow Veh's Survey Month March Mohammadpur Chapra (SH-90) 179. DPR consultant carried out seven days traffic volume count at Km 8+50 and Km The summary of counts is presented below in Table The last few km s of the road is within Chapra town and has substantially higher traffic due to local activity. Table 4-17 Average Daily Traffic on SH 90 Sl. SH 90 (DPR) No Vehicle Type Km 8/5 Km 64/0 1 Two Wheeler Car/Van/Jeep Three Wheeler Std.Bus Tractor-Trailer Truck Light (2A) Truck Medium (2A) Truck Heavy (3A) Truck Artic (MAV) Mini Bus Total Vehicles Total PCU (motorized) Total Slow Veh's Survey Month June Birpur - Udakishunganj (SH-91) 180. DPR consultant carried out seven days traffic volume count at three locations at Km , Km and Km To revalidate the traffic data, TA consultant carried out one-day traffic volume count at Km and three days volume count at Km The summary of both counts was presented in Table Sheladia Associates Inc, USA

61 Table 4-18 Average Daily Traffic on SH 91 Sl. SH 91 (DPR) SH 91 (TA) No Vehicle Type Km 51/2 Km 79/5 Km 105/1 Km 79/5 Km 105/1 1 Two Wheeler Car/Van/Jeep Three Wheeler Std.Bus Tractor-Trailer Truck Light (2A) Truck Medium (2A) Truck Heavy (3A) Truck Artic (MAV) Mini Bus Total Fast Vehicles Total PCU (motorized) Total Slow Veh's Survey Month November March 181. During reconnaissance, the potential for significant diverted traffic was identified from NH 57 and NH 57A going to Nepal border. TA consultant explored this issue and collected the vehicle origin and destination data from Jogbani check post at Nepal Border. Further Project influence area has been divided in to 13 zones is given below: Zoning System 1. Nepal 2. Jogbani 3. Araria, Purnia, Kathihar, Kishan ganj 4. Bihar ganj, Udaikishan ganj, Bihpur, Naugachhia, Bhagalpur, Banka 5. Mungeer, Khagaria,Saharsa,Madhepura 6. Luckeesarai, Shaikipura and Rest of south Bihar 7. Supaul 8. Rest of North Bihar 9. Patna & Hajipur 10. West Bengal 11. Jharkhand 60 Sheladia Associates Inc, USA

62 12. Uttar Pradesh 13. Rest of India The details of all vehicles collected at Jogbani check post from their records on 8 th march 2010(Monday) for 24 hours is given below: Table 4-19 Detail of Sample collected at Jogbani Check Post Vehicle Type ADT No. of Sample Collected Car/4wd Axle Axle MAV BUS From the road network it is understood that the traffic from Nepal border to various parts of Bihar using NH 57 A and NH 57 up to Purnia NH 107 up to Madhepura and disperse there from to various parts of Bihar. Where as traffic destined to West Bengal will be using same route up to Purnia and then take NH 31 further to West Bengal. There is a possibility of traffic diversion from NH 57A and NH 57 as the travel length from Forbeganj (which is 20 km away from Jogbani check post) to Muraliganj is around 140 Km where as the distance through the project road from Forbesganj to Muraliganj will be around 80 km only. From the above discussions the percentage of possible diversions are computed from zone 1& 2 to zone 4,5,6,9,11,12 and 13. The computed possible diversions are in the range of 35% from the Jogbani check post, the vehicle wise diversions are given in Table below: Table 4-20 Percentage of Diverted Traffic Vehicle Type ADT Diverted Traffic Percentage of Diverted Traffic Car/4wd Axle Axle MAV BUS % 183. For the analysis and design of the project, therefore a traffic diversion of 25% is considered Peak Hour Traffic (%) 184. Peak hour traffic data observed from DPR for each project road observed is presented in Table Below: 61 Sheladia Associates Inc, USA

63 Table 4-21 Peak Hour Traffic on the Project Road Sections. Sl.No Project Name Locations Peak Hour % & Duration 1 Bhabhua Aghaura (SH-80) [Length Km] 2 Sakkadi - Nasrigunj (SH-81) [Length Km] 3 Kadirgunj - Sonho (SH-82) [Length ] 4 Bagi - Barbigha (SH-83) [ Length Km] 5 Ghogha - Barahat (SH-84) [Length ] 6 Akbarnagar - Arnapur (SH-85) [ Length Km] 7 Saraiya - Motipur (SH-86) [Length Km] 8 Runisaidpur - Bhiswa (SH-87) [Length Varuna Bridge (NH 103) - Rasiyari (SH- 88) [Length Km] 10 Siwan - Siswan (SH-89) [Length ] 11 Mohammadpur Chapra (SH-90) [Length Km] 12 Birpur - Udakishunganj (SH-91) [Length Km] Km Km Km Km Km Km Km Km Km Km Km Km Km Km Km Km Km Km Km Km Km Km Km Km Km Km % (11AM to 12 Noon) 13.50% (9 AM to 10 AM) 7.20% (11 Am to 12 Noon) 6.40% (7 AM to 8 AM) 9.83% (5 PM to 6 PM) 13.50% (12 Noon to 1 PM) 8.05% (2 PM to 3 PM) 10.12% (9 AM to 10 AM) 6.75% (10 AM to 11 AM) 7.00% (6 PM to 7 PM) 6.45% (9 AM to 10 AM) 8.94% (8 AM to 9 AM) 7.54% (10AM to 11PM) 7.94% (9 Am to 10 PM) 7.94% (4 PM to 5 PM) 8.18% ( 6 PM to 7 PM) 6.60% (10 AM to 11 AM) 8.80% (11AM to 12 Noon) 7.80% (5PM to 6 PM) 9.25% (9 AM to 10 AM) 8.81% (4PM to 5 PM) 8.58% (6PM to 7PM) 7.52% (9AM to 10AM) 8.62% (6PM o 7PM) 7.16% (6PM to 7PM) 9.27% (4PM to 5PM) 4.4 SEASONAL FACTOR AND ANNUAL AVERAGE DAILY TRAFFIC 185. The Consultants have obtained the details on the sales of the petrol and diesel for Bihar state from Indian Oil Corporation Ltd for and This information was used in determining the seasonal correction factor for the traffic data to determine the annual average daily traffic. The survey was carried out predominantly in the months of March, June July and November. The seasonal correction factor calculated for the respective months is given in Table Sheladia Associates Inc, USA

64 Table 4-22 Seasonal Correction Factor Year (FY) SCF Sl.No Month MS (Petrol) HSD (Diesel) MS (Petrol) HSD (Diesel) 1 April May June July August September October November December January February March The seasonal correction factor was applied to the Average Daily Traffic to obtain the Annual Average Daily Traffic (AADT). The traffic data from DPR or validation counts was adopted based on the field reconnaissance and traffic diversions were added and seasonal correction factor applied to arrive at the AADT. Traffic is averaged over multiple count locations to get the representative traffic on project roads except in case of SH 88, SH 90 and SH 91. The AADT on project roads thus estimated is given in Table Sheladia Associates Inc, USA

65 Draft Table 4-23 Annual Average Daily Traffic at Survey Locations Sl.No Vehicle Type SH 78 SH 80 SH 81 SH 82 SH 83 SH 84 SH 85 SH 86 SH 87 1 Two Wheeler Three Wheeler Car / Jeep / Van Truck Light (2A) Mini Bus Standard Bus Truck Medium (2A) Truck Heavy (3A) Truck Artic (MAV) Tractor-Trailer Total Vehicles Sheladia Associates Inc, USA

66 Draft Table 4.23 Annual Average Daily Traffic at Survey Locations (Contd.,) SH 88 SH 89 SH 90 SH 91 Sl.No Vehicle Type Km 27/0 Km 43/0 Km 88/1 Km 8/5 Km 64/0 Km 51/20 Km 79/5 Km 105/1 1 Two Wheeler Three Wheeler Car / Jeep / Van Truck Light (2A) Mini Bus Standard Bus Truck Medium (2A) Truck Heavy (3A) Truck Artic (MAV) Tractor-Trailer Total Vehicles Sheladia Associates Inc, USA

67 4.5 TURNING MOVEMENT COUNT SURVEY 187. DPR consultants carried out turning movement count survey at various major junctions on all the project roads. TA consultant have reviewed the collected data and the summary of peak hour information including vehicles and peak hour pcu values are summarized in the Table 4.24 for all the roads. Table 4-24 Peak Hour Traffic Location Peak Hour Traffic Flow Number PCU Bhabhua Adhura (SH-80) Patel Chawk Km Bhagwanpur Chawk Km Sakkadi - Nasirgunnj (SH-81) Sakkadi junctionkm Akagaon Km Sandes junctionkm Bihta junction Km SH-15 Bypass Kadirganj Sono (SH-82) Roh More Km Kauwakhol Km Bagi Bardiha - Barbigha (SH-83) Mulla Chowk (Km 9+850) Mission Chowk (Km ) Ghogha Barahat (SH-84) Ghoga Junction (0+000) Sonahaula Junction (14+00) Panjwara Junction (41+00) Barhat Junction (47+00) Akbarnagar - Amarpur (SH-85) Akbarnagar Junction (0.000) Amarpur Junction (29.500) Saraiya Motipur (SH-86) Saraiya km Jaintpur km Jagria km Hardi km Dhumnagar Chawk km Mishrolia Chawk km Motipur km Runnisaidpur Bhiswa (SH-87) Runnisaidpur ( 0+000) Balighar Naya Toli (1+860) Sheladia Associates Inc, USA

68 Location Peak Hour Traffic Flow Number PCU Jagahari chawk (18+200) Pupri chawk (26+400) Kapuri Chawk (26+500) Sursand (47+550) Parhar Chawk (57+125) NH-103 (Baruna Bridge) Rasiyari (SH-88) Baruna chowk (0+000) Dalsingh Sarai Chawk (20+200) Dalsingh Sarai Rly Crossing ( ) Singhaighat (39+245) Rosera (46+181) Baheri (84+302) Ashapur ( ) Siswan Siwan (SH-89) Hardia More Siwan Km Harijantoli More Km Near Railway Crossing Km Hassanpura Km Chainpur Km Siswan Kmp Mohammadpur - Chhapra(SH-90) Pandeytala Km Rajapatty Km Mahabir Chawk Km Taraiya more Km Nagar Chawk Km Krishna Chawk Km Sadha Matia km Birpur Udakshanganj (SH-91) Baramachell Chawk km Belua Chawk km Vimpur km Jadia km Mirganj Chawk km Muraliganj km Bihariganj Udakshiganj From the above table, it was observed that none of the above junctions warrant any grade separator at present. 67 Sheladia Associates Inc, USA

69 4.6 JOURNEY SPEED 189. Journey speeds were recorded on each project road and the summary is given below: Table 4-25 Journey Speed Sl.No Project Name Average Journey Speed (Kmph) 1 Bhabhua Aghaura (SH-80) [ Km] Sakkadi - Nasrigunj (SH-81) [ Km] Kadirgunj - Sonho (SH-82) [94+000] Bagi - Barbigha (SH-83) [ Km] Ghogha - Barahat (SH-84) [54+600] Akbarnagar - Arnapur (SH-85) [ Km] Saraiya - Motipur (SH-86) [ Km] Runisaidpur - Bhiswa (SH-87) [64+750] Varuna Bridge (NH 103) - Rasiyari (SH-88) [ Km] Siwan Siswan (SH-89) [33+000] Mohammadpur Chapra (SH-90) [ Km] Birpur - Udakishunganj (SH-91) [ Km] Form the above data it is observed that the average journey speed is around 32.7 kmph only. Speeds are high only on SH 84 and SH 85 which are under rehabilitation nearing completion. 4.7 ALTERNATIVE ROUTE AND TRAFFIC DIVERSIONS 191. Alternative routes and traffic diversions were studied for each project road. Except SH 81, SH 86, SH 90, SH 91 and SH 89 the other road sections does not have any alternative routes. The alternative route name and classifications along with the start and end points are given below: Table 4-26 Alternative Roads Sl.No Project Road Alternative Route 1 Sakkadi - Nasrigunj (SH-81) [Length Km] NH 30 from Ara to Bikramganj 2 Saraiya - Motipur (SH-86) [Length Km] NH 28 and NH 102 from Chhapra to Muzafarpur 2 Siwan Siswan (SH-89) [Length ] NH 85 from Chhapra to Gopalganj 3 Mohammadpur Chapra (SH-90) [Length Km] NH 101 & NH 28 from Chhapra to Piprakothi. 4 Birpur - Udakishunganj (SH-91) [Length Km] NH 106 from Birpur to Madhepura 192. The possibility of traffic diversions are less in case of SH 89 and SH 90 as the alternative routes are in good condition and not much distance saving. For other roads, the possibility have been explored and included in the traffic estimates. 68 Sheladia Associates Inc, USA

70 4.8 AXLE LOAD SURVEY 193. Axle load surveys are carried out by DPR consultants at various locations on the project road sections. The Vehicle Damage Factors (VDF) are computed for standard Bus, Light Goods Vehicle (LCV), Two Axle Trucks, Three Axle Trucks and Multi Axle Trucks (MAV). The summary of VDF values for each road sections are given in Table Table 4-27 Vehicle Damage Factors (VDF) Location Vehicles VDF Bhabhua Adhura (SH-80) At Palampur Km Sakkadi - Nasirgunnj (SH-81) AT After Jalpur Km Sakkadi - Nasirgunnj (SH-81) At Near Mednipur Km Kadirganj Sono (SH-82) AT Kolhaur Km Bagi Bardiha - Barbigha (SH-83) AT Lalabigha Km Ghogha Barahat (SH-84) At After Panjwara Km Akbarnagar - Amarpur (SH-85) At Near Shahkund Km Saraiya Motipur (SH-86) At Raghunathpur kmp Runnisaidpur Bhiswa (SH-87) At Balighar km Light Goods Axle Trucks 6.57 Bus Axle Trucks 7.58 Light Goods Axle Trucks Axle Trucks Bus Light Goods Axle Trucks Axle Trucks Bus -- Light Goods A Tractor with trailer 1.69 Bus 0.46 Light Goods Axle Trucks Axle Trucks Bus Tractors with Trailer - Light Goods Axle Trucks Axle Trucks Bus 1.24 Tractors with Trailer 0.46 Light Goods Axle Trucks Axle Trucks Bus - Tractors with Trailer - Light Goods Axle Trucks Axle Trucks 3.91 Bus 0.77 MAV 3.06 Light Goods Axle Trucks Axle Trucks 3.81 Bus 0.81 MAV - 69 Sheladia Associates Inc, USA

71 Location Vehicles VDF NH-103 (Baruna Bridge) Rasiyari (SH-88) At Mustafapur (27+000) NH-103 (Baruna Bridge) Rasiyari (SH-88) At Naudega (88+123) Siswan Siwan (SH-89) At Surapur Kmp Mohammadpur - Chhapra(SH-90) At Sadha km Birpur Udakshanganj (SH-91) At Jadia km Birpur Udakshanganj (SH-91) At Muraliganj km Bihta - Sarmera (SH-78) At Bihta Chowk (NH-30)Ch: Bihta - Sarmera (SH-78) At Daniyawan (NH-30A) Ch: Bhaganbigha (NH-31) Ch: Light Goods Axle Trucks Axle Trucks - Bus 0.79 MAV 3.99 Light Goods Axle Trucks Axle Trucks - Bus 0.76 MAV 3.87 Light Goods Axle Trucks Axle Trucks 3.62 Buses 0.76 MAV 0.00 Light Goods Axle Trucks Axle Trucks 3.88 Bus 0.84 MAV 2.71 Light Goods Axle Trucks Axle Trucks - Bus 0.73 MAV 3.42 Light Goods Axle Trucks Axle Trucks - Bus 0.79 MAV 3.59 Light Goods - 2-Axle Trucks Axle Trucks 7.84 Bus - MAV Light Goods - 2-Axle Trucks Axle Trucks 8.31 Bus - MAV Light Goods - 2-Axle Trucks Axle Trucks 8.25 Bus - MAV The average VDF values for each vehicle type are computed from the above data as these VDF values are not uniform. The average VDF values are given in Table Sheladia Associates Inc, USA

72 Table 4-28 Vehicle Damage Factors (VDF) Sl.No Vehicle Type Minimum VDF Average VDF Maximum VDF 1 Standard Bus LCV Two Axle Trucks Three Axle Trucks MAV TRAFFIC GROWTH FORECAST 195. Both economic growth and population growth contribute to the traffic growth. According to the economic survey1, Bihar's economy registered an annual growth rate of percent over a five-year period from to compared to 3.5 percent per year in the previous five years. The population of Bihar is estimated to grow at an annual rate of 1.65 percent this decade There are no reliable past traffic data on the project roads and hence no assessment could be made of past traffic growth on the project roads. The vehicle registration growth also gives indication of the traffic growth. The vehicle registration data for the past have been obtained from Transport Department, Government of Bihar and indiastat.com and is given in Table Table 4-29 Registered Vehicles in Bihar Three Two Year Truck Bus Car Taxi Jeep Wheeler Wheeler Tractor Traile r Other Total , , ,024, ,001, ,179, ,348, ,429, ,576, ,738, ,958,553 Growth Rate (%) Economic Survey of Bihar , February 2010, Government of Bihar 71 Sheladia Associates Inc, USA

73 Year Truck Bus Car Taxi Jeep Three Two Wheeler Wheeler Tractor Traile r Other Total The overall growth in the total number of vehicles have substantially increased over the recent years and is in line with the trend the higher economic growth in last 5 years. The analysis of vehicle growth in relation to economic growth indicates a vehicle growth elasticity of 1.22 during period. For the latest year ( ), the elasticity works out to 1.11 whereas for the period when the growth rate was low, the elasticity observed is almost 1.8. Prior to the recent spurt in the economic growth, the economy of Bihar has been lagging far behind national economic growth whereas in the last 4 years it is ahead of the national economic growth rate. For the forecast, it is assumed that the higher than national growth rate will continue few more years and then the growth rate will become closer to the national economic growth rate. It is interesting to note that trucks have grown at a very low rate whereas tractors and Trailers have grown at a higher rate prior to This may be mainly due to the poor road network where Tractors and Trailors are preferred for goods transport, especially agricultural produce, with agriculture being the mainstay of the rural economy Based on the economic growth outlook, economic growth rate for the forecast period is assumed and using transport elasticities derived for different vehicle categories, future traffic growth has been derived as given in the table below: PERIOD Table 4-30 Adopted Growth Rates (%) for Motorized Traffic GSDP GROWTH RATE ASSUMED (%) CAR TWO WHEELE R 3 WHEELER VEHICLE TYPE BUS GOODS VEHICLES TRACTOR &TRAILER Source: Consultant estimate 199. There is potential for generated traffic with road sections mostly in poor condition. The road sections in fair to good condition are also rehabilitated recently. With improved road and reduced vehicle operating cost and reduced travel time, traffic generation is considered in the range of 10 to 20 % depending on the condition of the road, current traffic level and traffic potential in the road influence area. For all roads, generated traffic is assumed to realize within two 2 years of construction. 72 Sheladia Associates Inc, USA

74 5 ENGIINEERIING REVIIEW 5.1 DPR PREPARATION 200. The Road Construction Department (RCD), Bihar on behalf of the Government of Bihar, has entrusted three consulting agencies the task of preparing the detailed project report of the candidate roads identified for taking up in BSHP Phase II. The details of the consultancy contracts awarded by RCD is as below: Phase-IIA, DPR for SH78: The preparation of Detailed Project Report has been entrusted to Planning & Infrastructural Development Consultant (PIDC), Patna on ACPL-CETEST JV, a Joint Venture between Archtech Consultants Pvt. Ltd. (ACPL), Kolkata and C. E. Testing Company Pvt. Ltd., Kolkata has been awarded the work of Consultancy Services for Preparation of Detailed Project Report for BSHP Phase-IIB Roads, Package-I, North Bihar. Intercontinental Consultants and Technocrats Pvt. Ltd. in association with Planning & Infrastructure Development Consultant (PIDC) has been appointed as Consultants by agreement dated 29th May 2009 for carrying out the Consultancy Services for Preparation of Detailed Project Report under Phase-IIB (Package-2, South Bihar) of Bihar State Highways Project The status of DPR preparation and review as of May 2010 is summarized in Table 5.1 Table 5-1 Status of DPR Submission SH Feasibility Draft Final No Report DPR DPR Remarks 78 Yes Yes No Full reports were not provided to the TA consultant. Draft DPR review completed 80 Yes No No 81 Yes yes Yes Draft DPR review completed 82 Yes No No 83 Yes Yes No Draft DPR review completed 84 Yes Yes No Draft DPR review completed 85 Yes Yes No Draft DPR review completed 86 Yes Yes Yes Draft DPR review completed 87 Yes Yes No Draft DPR review completed 88 Yes No No 89 Yes Yes Yes Draft DPR review completed 90 Yes Yes No Draft DPR review completed 91 Yes Yes No Draft DPR review completed 202. In order to gather the necessary information for the feasibility study and to ensure the project DPR s are in line with the overall project requirements, the ADB TA Consultants have taken up a review of the DPR s prepared. The DPR review report of SH 78, SH 81, SH 84, SH 85, SH 86, SH 87, SH 89, SH 90 and SH 91 are given as Annexure to 73 Sheladia Associates Inc, USA

75 5-1.9 respectively. This is an overall review focused on design principles and approaches and to finalize the overall project parameters and project costs and not a full technical review of detailed design of all elements. The review reports are forwarded to BSRDC for necessary further action Design and survey details from the draft DPR report were used for the preparation of this report except for Road Nos. SH 80, 82, 83 and 88 and for these roads details from respective feasibility reports were used. As part of the PPTA study, the Consultant have carried out additional surveys and investigations where needed. 5.2 ENGINEERING FIELD SURVEYS 204. Various engineering surveys carried out as part of the DPR studies are as follows Topographic Survey Road Inventory Survey Pavement Condition Survey Culverts Inventory and Condition Survey Bridge Inventory and Condition Survey Sub Soil investigation. Benkelman Beam Deflection test Material Investigation 205. Topographic Survey: The procedure and details collected as part of the topographic surveys by the DPR Consultants are summarized below: As part of the topographic survey, primary control was established using base-gps equipment in differential mode. This provided a network of concrete encased monuments in the form of pairs of points (about m apart and generally located near to or beyond the existing RoW boundaries) at regular 5 to 6 Km intervals throughout the corridor. After any necessary adjustments and transformations were complete, x and y co-ordinates were assigned to each point and recorded in a topographical survey report. Using the above a Total Station traverse was run to establish secondary control points at m spacing along the route. Points were placed in most cases adjacent to the existing roadway and x and y coordinates were again assigned. The third stage in the process was to carry out a closed leveling survey at which time elevations ( z co-ordinates) were established for all primary and secondary points using Geodetic Triangulation Survey (GTS) benchmarks previously established and maintained by Survey of India. Finally, a tertiary control system in the form of a system of temporary benchmark points was created. These were invariably placed on recognizable and immovable features (such as bridge parapets, steps into public buildings etc) and control elevations/ z co-ordinates were again assigned. These TBMs were intended for use during the construction phase in support of the secondary control system previously created in the corridor Inventory and Condition Survey of Road: Inventory survey of the Project Road was carried out by measurement and visual inspection. Features like station chainage, terrain, 74 Sheladia Associates Inc, USA

76 land-use, height of fill or depth of cut, width of pavement and shoulders, railway crossings, important road junctions and geometric deficiencies, utilities etc., were recorded for 1km interval. The road inventory (permanent features) data are also included in. Station chainage of kilometer stone pillars were used as the location reference for the inventory survey Pavement Condition Survey: Pavement Condition Survey conducted as part of the DPR study was mainly collected information on the project stretch such as the type of distress, the extent of distress indicators, viz Cracking, Raveling, Rutting, Pot-holes, and Patching. The distress on the existing pavement was noted for every 1000 m interval Culvert Inventory and Condition Survey: Inventory survey involved actual measurement recording and visual inspection of the various elements of culverts like C.D.No., type, span length, width, vertical clearance, details of super structure, foundation protection works. The condition of parapets, vent ways etc were also recorded as part of condition survey Bridge Inventory and Condition Survey: Inventory survey involved actual measurement recording and visual inspection of the various elements of culverts like C.D.No., type, span length, width, vertical clearance, details of super structure, foundation protection works. The conditions of the bridges have been prepared including all the parameters given in the Inspection Performa of IRC SP: Sub Soil Investigation: Procedure and details of sub soil investigation carried out are summarized below: Insitu-density tests were carried out on sub-grade in a pit of size 1m x 1m after preparing the sub-grade top by trimming the soil upto 25mm depth, using sand replacement method. Core soil samples were also taken to determine moisture content. Moisture content of subgrade soil was determined in the laboratory using core soil samples by oven dry method. DCP test were also carried out inside the pit. The pit size was 1m x 1m and depth upto subgrade top. The test was carried out with measurement of penetration depth for each blow using a hammer of weight 8kg and height of fall 575 mm. Representative soil samples were collected from the test pit at a depth of m below sub-grade top. Soil samples were tested in the laboratory for gradation, Atterberg s limits, and Modified Proctor test to determine OMC-MDD and Soaked/Unsoaked CBR Benkelman Beam Deflection test: The Benkelman Beam Deflection Test was carried out according to IRC: Temperature correction factor to a standard temperature of 35oC and moisture correction factor are applied to the deflection results. The test points were normally located 0.9m from the edge of the pavement for the two-lane road In addition to the DPR surveys necessary check surveys were also carried out during the current study. The check surveys carried out as part of this study include road inventory, pavement condition, alignment assessment and bridge inventory. 75 Sheladia Associates Inc, USA

77 5.3 ROAD ALIGNMENT AND HIGHWAY DESIGN REVIEW Alignment Selection Philosophy 213. The selection of the optimum Alignment is intended to meet the objectives of the project. This normally implies a balance between maintaining user benefits by providing the shortest route consistent with engineering constraints of topography, ground conditions, drainage, structures and the location of road construction materials. Any possible environmental impacts including changes to surrounding land use posed by the upgrading of the road must also be considered Accordingly, Alignment selection consists of choosing the best compromise between 'demand' factors and 'terrain' factors. Demand factors determine the areas to be served and the road standard, and terrain factors influence the engineering cost. The principal terrain factors are: ground conditions as they influence the strength of the subgrade or presence of instability or natural hazards, materials used in construction, including quarried rock, earthworks (the volume and stability of cuttings and embankments), surface and sub-surface drainage, including erosion, and the need for structures The extent to which the alignment has avoided or minimized land acquisition and displacement of people and businesses is also an important factor to be taken into consideration In choosing the alignment, it should be borne in mind that the basic function of an upgraded road is to serve the populace living in the vicinity of the road and that in most places where a road has been in existence for decades it is unrealistic for the designer to propose a completely new alignment or corridor bypassing the people who will benefit most by the road being upgraded The Consultant has considered all the above factors in reviewing the proposed project road alignments with a view to identify any alignment improvement needed Description of Alignment Options Proposed Alignment Options 218. As the project mainly involves improvements to the existing road, inherited deficiencies are considered and deficiencies are mostly eliminated in the final options recommended. The engineering factors considered are project length, its plan & profile, sight distance & visibility in horizontal, vertical profiles, carriageway, shoulder and roadway width, cross drainage structures, road side drainage provisions & area drainage considerations and safety features. Any disregard to the above aspects may lead to unnecessary expenditure in the future, since at a later date the alignment may again have to be improved at considerable extra cost. It is therefore imperative that the final centre line of the road with respect to which the improvements are designed and are to be carried out is fixed with great care for ultimate geometric requirements and economy Apart from the aspects discussed above, environmental impact and social aspects, disruption of local communities are also considered in making the final recommendations The following alignments are considered in Alignment selection as discussed below 76 Sheladia Associates Inc, USA

78 Option I 221. This option is an improvement to the existing alignment with realignments kept to a minimum The proposed realignments consist of removal of some existing kinks and sub standard curves in the horizontal alignment through provision of straights. Broken back curves are removed to enhance safety to the road users Option II 223. This option is through the existing alignment with most review comments incorporated Option II alignment is an improvement over Option I in respect of horizontal alignment, adopting mostly a design speed of 80kmph in rural sections and a design speed of 50kmph in town/village sections. Major horizontal alignment improvement and re-grading of the vertical alignment has been applied to the existing road in developing this alternative option. The methodology adopted and details of alternatives studied are discussed in following sections of this chapter Study of Alignment Options 225. The two alternatives have been studied in detail and analyzed based on the DPR horizontal and vertical alignment designs. Segments are analyzed with a wider perspective so that the alignment selection would be made based on engineering consideration, social and environmental factors. The following aspects were considered in improving the existing road: Horizontal Alignment Criteria o Substandard curves o Kinks in horizontal alignment o Broken back curves in rural areas o Visibility o Settlements Vertical Alignment Criteria o Substandard Curves o Steep Gradients o Low Points o Visibility o Settlements 226. A desk review of road alignment was carried out to verify the proposed DPR design meets the project design criteria detailed in Chapter 3. The review reports for each road were issued to the DPR consultants for incorporating those recommendations in the final DPR. Apart from the DPR review, the TA consultants also examined feasibility of improving selected stretches for improving the geometry, safety, economy and social and environmental impacts. The analysis carried out for each road is briefly discussed in the subsequent sections in the chapter. 77 Sheladia Associates Inc, USA

79 227. All the 13 roads, which are part of this study, are newly declared state highways. All these new state highways were formed by converting lower category roads such as MDR, ODR and VR. The design standards for these roads are inferior to the requirement of state highways and hence geometric correction is needed for almost all the roads. The major areas concern common for all the roads are listed below. Individual road specific issues other than listed below are discussed in the following sections. Sharp curves are found in many places along the project stretch, which are to be realigned to ensure adequate visibility for the drivers. All roads are single/intermediate lane with narrow shoulder and hence carriageway and shoulders should be widened. Lack of delineation is observed in many locations for which delineator posts and guard stones with reflectors and road studs are to be installed. Deficient in standard road signs and markings which are to be rectified by marking the chainage, edge line, pedestrian crossings and installing standard road signs at proper locations like school zones, bus bays, cross roads, toll plaza, sumps and end of medians to warn and inform the drivers. A number of electric, telephone posts and trees are seen adjacent to the carriageway edge which are to be removed or provided with hazard markers, reflectors and by using reflective paints etc. Many junctions are to be adequately treated. Foot paths, zebra crossings and pedestrian guard rails are to be provided. Culverts shall be treated with hazard markers / reflectors. Standard bus bays are needed in many locations. Drains are to be covered in many places and parking facilities are to be provided at junctions and village areas. Crash barriers and delineator posts are to be provided at the approach of the bridge. Narrow bridges are to be replaced with new 2lane bridges. Project roads passing through many small villages where acquisition of right of way will involve substantial rehabilitation and resettlement. To mitigate this social cost, measures such as reduction in design speed, bypasses, and reduction in ROW are examined As all the project road except SH80, passing through plain terrain, vertical alignment is not major concern. However the formation levels of substantial sections of the roads are below the required free board criteria of IRC. Hence rising of embankment is needed for those sections SH 78 Bihta Sarmera (100 Km) 229. State Highway No. SH 78 is a newly declared state highway by connecting parts of many ODR and Village roads. As it was formed from inferior category roads, its condition and the geometry was not upto the required standards of a state highway. Hence it is proposed to strengthen / upgrade the SH-78 with approx. length of 100 Km to 4-lane SH Standard. The Road Construction Department, Government of Bihar has entrusted the work of preparation of Detailed Project Report for the above project to Planning & Infrastructural Development Consultant (PIDC), Patna. The DPR study consists of preparation of Feasibility Study and Detailed Project Report (DPR) for four laning of Bihta 78 Sheladia Associates Inc, USA

80 Naubatpuur Daniwan and Chandi Bhaganbigha Sarmera Bihta Daniwan section about 53Km and Chandi Sermera section 47 Km. Considering the forecast traffic and lane requirement, it was later decided to prepare the DPR in two stages with two lane plus paved shoulder combination in the first phase and widening to four lane divided carriage way in the second phase. Accordingly the DPR consultant has prepared a two stage DPR and submitted estimate for phase 1 with acquisition proposal of 60m right of way considering the requirement of four lane road The alignment proposed in the DPR is approved by the GoB and hence the review was mainly focused on the adequacy and other provision of the engineering proposals given in the DPR The geometric improvements of the corridor include design of the horizontal and vertical alignment based on Digital Terrain Model (DTM) prepared from the topographic survey information of the entire project corridor. The horizontal geometry of the roadway includes design of curves based on design speed, sight distance, super elevation and aesthetics. The vertical alignment includes design of gradient, summit, and valley curves based on permissible safe sight distance and permissible gradients. As the horizontal and vertical geometry of the project road was carried out as part of the DPR study, the same was reviewed and the necessary modification to proposed design is created. Safety is considered a major thrust area while designing the project road as the alignment passes through many built-up areas. The major areas of concerns and remedy, which are not listed as general concerns, are summarized below. Proposals for improvements are suggested by keeping in mind to mitigate these concerns The existing alignment is passing through many villages and also having many substandard curves and hence requires substantial R&R for required improvement and also the overall alignment will be longer. Hence TA consultants also agree to the proposal of the DPR consultant to realign almost 92% of the existing road. As the alignment was already approved by the GoB, during the alignment review and modification, maximum emphasis was given to retain the proposed alignment. Accordingly changes were mainly suggested on design of super elevation without modifying the horizontal alignment so that acquisition process can proceed without any hindrance. The summary of the changes suggested is given in Table below: 79 Sheladia Associates Inc, USA

81 S No. Table 5-2 Summary of Geometric Improvements of SH 78 DPR Design Details Transition Design Super Radius Chainage Length Speed-DPR elevation (m) (Km) (m) (Km/h) (%) Proposed Improvement Bhita Daniyavan Section Increase SE to 7% and design speed 100km/h Provide transition and increase the SE to 7%. Design speed 65km/h Increase SE to 4.4% and design speed 100km/h Increase SE to 4.4% and design speed 100km/h Increase SE to 7% & provide Transition to increase design speed to 80 km/h Change SE to 7% to increase design speed to 100km/h Increase SE to 7% to increase design speed to 80km/h Increase SE to 7% to increase design speed to 80km/h Increase SE to 7% to increase design speed to 80km/h Increase SE to 7% and modify transition for design speed 80 km/h Increase SE to 7%. for design speed 80 km/h Design speed can be 100km/h Design speed can be 100km/h Increase SE to 7% for design 100 km/h Increase SE to 7% for design speed 100 km/h Chandi - Sermera All horizontal curves meet required geometric standards 233. As the alignment passes through flat terrain, the proposed vertical gradient meets the design criteria. Wherever minimum length of vertical curve for the design speed is not provided, changes are suggested to increase the vertical curve length to the required minimum Bypasses: As the alignment is already approved, geometric parameter of the alignment only was reviewed. Modifications suggested as part of the alignment is given in Bypasses 80 Sheladia Associates Inc, USA

82 were recommended in the DPR at Sadispour, Naubatpur, Punpun, Dumri, Kansari to Mohiuddinpur, Rahui, Bind and Gopalbad Intersections: A total of 9 major intersections are required and these have to be designed for compliance with IRC standards. Layouts should invariably feature separate left and right-turning lanes protected by raised (curbed) channelizing islands. The required taper and parallel lane (acceleration and deceleration) dimensions should conform to the above standards Evaluation of Alignment Option General Procedure 236. The final evaluation and selection of the preferred alignment is by means of a decision matrix. In order to evaluate the alignments effectively, well defined criteria are needed against which the alignments can be evaluated in a quantitative fashion. Within a decision matrix presented below, the salient parameters of the alignments are compared to each other and these parameters become the criteria of evaluation The criteria provide a constant "yardstick" against which meaningful comparisons can be made. In this instance, the selection criteria for the decision matrix are based on the functional requirements of the available options. To rank the options for selection, weights have been assigned to the basic evaluation factors to reflect the importance of each factor, mainly on four important aspects. These criteria are Engineering aspects of alignment & construction costs; Social & Administrative parameters ; Environmental Impact aspect ;and Safety aspects 238. This will guide for an unbiased recommendation as the respective parameters are logically assessed for each alignment and its final results are measurable. Under Engineering aspects & construction costs, the factors considered are: o Project road length; o Road condition in terms of utilization of existing road and realignment; o Structures major or minor bridges; o Approximate construction cost excluding price & physical contingencies; Under Social & Administrative parameters, the factors considered are: o Land acquisition area; and o Connectivity to towns and villages; Under Environmental Impact, the factor considered is: o Magnitude of environmental impact Under Safety aspect, the factor considered is: o Average safe speed 239. The project quantities have been estimated and construction costs established using unit rates derived during DPR Review Selection of Alignment - Selection Matrix 240. As described above, a matrix incorporating the selection parameters and their respective 81 Sheladia Associates Inc, USA

83 weightings was used to decide between the two identified options Establishing the criterion weighting factors is an important part of the decision matrix. The weighting is assigned as per the priority and gravity of the parameter in deciding the Alignment. The weights for each criterion quantitatively describe how important each criterion is with respect to the other criteria. Obviously required features, such as Engineering Parameters, (as determined by the analysis of design parameters) are of the greatest importance, so have the highest weight. There are many different scales that can be used for assigning weights, but very few hard and fast rules exist for deciding which scale is best. However, a weighting scheme is subjective and carries logical rationale. The choice between alignments is not always clear cut, and which of the factors should take precedence is often a matter of experience and judgement. In this instance the Consultant has used his experience and judgement to assign weights for each criterion as follows: Engineering aspects of alignment & construction costs 66%; Social & Administrative parameters 15% ; Environmental Impact aspect 4% ; and Safety aspects 15%. Table 5-3 Alignment Evaluation - SH78 ALIGNMENT EVALUATION OF SH 78 BHITA-DHANYAWAN & CHANDI-SARMERA SECTION USING RELEVANT ENGINEERING,LAND ACQUISITION AND SAFETY PARAMETERS ITEM Parameter Weight Percentage Option I- Along Existing Alignment with minor realignments Option II- Improved DPR alignment. Weight of Alignment Option I Weight of Alignment Option II A Engineering and Construction Cost % 1 Project Road Length Road Condition 35 a Existing Road b New Road Structures a Major or minor Bridge (Bridge >6m) & ROB Approximate Construction cost (WITH OUT VAT) in Million INR 3, ,379.0 B Social & administrative parameters 40 15% 5 Approximate Land Acquisition Cost 1, , Connectivity to towns/villages C Environmental Impact 10 4% 82 Sheladia Associates Inc, USA

84 ALIGNMENT EVALUATION OF SH 78 BHITA-DHANYAWAN & CHANDI-SARMERA SECTION USING RELEVANT ENGINEERING,LAND ACQUISITION AND SAFETY PARAMETERS ITEM Parameter Weight Percentage 7 Least Environmental Impact 10 D Safety Aspect 40 15% Option I- Along Existing Alignment with minor realignments Option II- Improved DPR alignment Weight of Alignment Option I Weight of Alignment Option II Average safe Speed TOTAL WEIGHTED SCORE RANK 2n d 1 st 242. The analysis confirms that Option II is preferable SH 80 Bhabhua Adhaura (53 Km) 243. The 53km long Bhabhua Adhaura road falls in Kaimur district of south Bihar. The project road start at Patel Chowk in the 2nd Kilometer Bhabhua Chand Dharauli road and ends at Adhaura, block headquarter situated on the hillock of Vindya range. The project corridor runs on plain terrain from 0 to 15.3km, hilly from 15.3 to 27 and on rolling terrain from 27 to the end of the project road. The land use along the project road is mainly of agricultural. Traffic on this road reduces when the alignment progressing towards the end as the road terminate into Adhaura village without any further connectivity. The DPR is yet to be submitted and therefore, Feasibility Study Report (FSR) submitted by ICT-PIDC JV was the basis of this engineering assessment for the project preparation The alignment of SH 80 proposed is generally following existing road alignment. In order to validate/update the FSR data, the following engineering surveys were carried out Road Inventory Survey Pavement Condition Survey Bridge Inventory Survey 245. The salient observation of the field surveys are summarized below Single to intermediate lane width carriageway exists. Bituminous carriageway exists for entire length of the project road. Pavement condition is poor for 20km, fair for 18km and the remaining 15km is in fair to good condition Geometric Standards: A general review and a Road Safety Auditing of the road was conducted based on layout plan submitted as part of feasibility report There are number of substandard curves exist in the present alignment which needs to be improved. The FSR indicate the design speed on some builtup sections may be limited to 60km/hr depending on the social issues. Considering the environmental impact, high cost and low traffic, TA consultant is of the opinion of retaining the existing alignment with 83 Sheladia Associates Inc, USA

85 minimum improvement for the road section from Km 15.3 to Km 27 going through forest and in hilly terrain SH 81 Sakkadi Nazirgunj (84.63 Km) 248. Sakkadi to Nazirganj road (SH 81) connects NH 30 to SH 15. The project road will also act as a major connecting link to NH2, which is part of the NHDP Golden Quadrilateral. This road is passing through the western side of River Son. The terrain is predominantly flat throughout its length with gradual rise in ground elevations from start to end as the contour of the area is generally slopping towards the river Ganga in the northern side. Land use of the project corridor is mostly agricultural in rural areas with few commercial establishments in builtup areas. Four bypasses have been proposed as part of the project improvement Viz. Sakkadi, Akhgaon, Nannanur and Andheri. The DPR submitted by ICT- PIDC JV was the basis of this engineering assessment for the feasibility study The alignment of SH 81 proposed in the DPR is generally following existing road alignment except at 4 bypass locations. The proposed alignment consists of many substandard curves, which include high embankment ROB approaches, and hence improvement options of substandard curves were one of major aspects covered in this feasibility study. In order to validate/update the DPR data, the following engineering surveys were carried out Road Inventory Survey Pavement Condition Survey Bridge Inventory Survey 250. Salient observation of the field surveys are summarized below 38 km of intermediate lane carriageway and single lane width for the remaining length. Bituminous carriageway exists except for 30km where only earthen formation exists. Pavement condition is poor -54km, fair -12km and the remaining length is in fair to good condition. Junction at Sakkadi Failed Culvert 251. In addition to the above surveys, field verification / comparison of data with available past records were also carried out for the DPR survey details. The various engineering surveys conducted during the DPR study include road inventory, pavement condition, bridge inventory and condition, topographic survey, sub soil investigation and geo technical 84 Sheladia Associates Inc, USA

86 investigation. Review details of the DPR surveys are given in Annexure to Annexure The geometry of the existing road is found generally satisfactory except at few locations. Hence the existing alignment with minor geometric improvement is considered appropriate. The changes suggested to improve the proposed geometry is given in Table 5.4. Table 5-4 Summary of Geometric Improvements for SH 81 DPR Design Details S Radius Transition Chainage Design Speed- Super No. (m) Length (m) (Km) DPR (Km/h) elevation (%) , Proposed Improvement 35 Realignment proposed for ROB with 80Km/h speed Bypass 50,35 7,5 Increase the radius to 155m for design speed of 65km/h Bypass Transition design revised at , and Bypass alignment alternative studied Realignment : Figure 5-1 illustrates DPR alignment and realignment option suggested by TA consultant. The proposed DPR alignment is designed through the exiting level cross with an approach design speed of 35km/h. These sharp curves are located on the high embankment approach of the ROB posing serious safety concern. In order to improve the design speed, an alignment on the right side of the existing level crossing is designed with 80km/h design speed. This alignment option proposed by the TA also avoids traffic diversion and shifting of the LC during construction and hence it is recommended. 85 Sheladia Associates Inc, USA

87 Figure 5-1 Realignment for Sakkadi ROB 254. Bypass Alternative : The existing road and the built-up area are on the left side of the irrigation canal which is running almost parallel to the existing road. The proposed DPR alignment for this bypass is on the right side and hence necessitating two additional bridges. Further the design speed is also compromised to limit the bridge skew angle. In order to avoid the bridges and also to have better geometry, an alignment alternative is studied on the left side of the canal. This alignment generally passing through open land except for length of about 200m, where it is running through built-up area. Though it is passing through built-up area, it is technically more valuable due to the better geometry and economic benefit of avoiding two bridges. Figure 5-2 shows proposed alternative bypass alignment. 86 Sheladia Associates Inc, USA

88 Figure 5-2 Realignment at Km As the alignment is passing through plain terrain, the vertical geometry meets the required IRC standards for state highways The route selection analysis matrix prepared based on criteria similar to SH 78 is presented in Table 5-5. Table 5-5 Alignment Evaluation - SH 81 ITEM Parameter Weight Percentage Option I- Existing Alignment with minor realignments Option II- Improved DPR alignment. Weight of Alignment Option I Weight of Alignment Option II A Engineering and Construction Cost % 1 Project Road Length Road Condition 35 a Existing Road b New Road Structures 87 Sheladia Associates Inc, USA

89 ITEM Parameter Weight Percentage Option I- Existing Alignment with minor realignments Option II- Improved DPR alignment. Weight of Alignment Option I Weight of Alignment Option II a Major or minor Bridge (Bridge >6m) & ROB Approximate Construction cost (WITH OUT VAT) in Million INR 2, ,428.0 B Social & administrative parameters 40 15% 5 Approximate Land Acquisition Cost in Million INR Connectivity to towns/villages C Environmental Impact 10 4% 7 Least Environmental Impact D safety Aspect 40 15% 8 Average safe Speed TOTAL WEIGHTED SCORE RANK 2n d 1 st 257. The option 2 is recommended as it score is 4.8 point more than the option 1 and hence it justifies the proposed improvements SH 82 Kadirgunj Sonoho (94.32 Km) 258. The Kadirgunj Sonoho road runs west to east and passing through Nawada and Jamui districts. All the rivers in Bihar generally run towards Ganga and hence SH 82 crosses many such rivers as it traverse west to east. The existing road has reasonably fair alignment. At present the existing road is in poor condition between Km 32 and Km 52 as the bituminous surface is in totally worn-out condition. However in this section, average 7m wide formation width with about 1.5m high embankment is available. In the remaining section, 5.5m wide bituminous carriageway with an average 1.5m wide earthen shoulder is available. The Project Road predominantly traverses through plain and rolling terrain. The first seventy kilometers (up to Khaira) of the Project Road is on a normal (1.5m) embankment. The land use along the project road is mainly of agricultural. The Feasibility Report submitted by ICT-PIDC JV was the basis of this engineering assessment for the PPTA study. 88 Sheladia Associates Inc, USA

90 259. The alignment of SH 82 proposed in the FSR was generally following existing road alignment. In order to validate/update the FSR data, the following engineering surveys were carried out Road Inventory Survey Pavement Condition Survey Bridge Inventory Survey 260. The salient observation of the field surveys are summarized below Single lane width for 30km and remaining length of the road is having intermediate lane width. Bituminous carriageway exists for entire length of the project road however it is worn out condition for about 30km. Pavement condition is very poor for 30km and the remaining 64km is in fair condition There are number of substandard curves existing in the present alignment which needs to be improved. The project road is also passing through many builtup locations where ROW is narrow and hence land acquisition is highly difficult. The improvement measures consider minor realignments on some of the locations. The alignment is passing through Khaira Bazar, where widening/improvement along the existing alignment will invite considerable R&R issues and hence a bypass option is considered for the route analysis In general vertical alignment of the existing road meets the required standards. Low embankment is found on the initial stretches. Minimum freeboard of 0.6 to 1m from the HFL to the bottom of the subgrade level is considered for fixing the vertical alignment of the project road. These are to be ensured in the detailed design which is yet to be submitted SH 83 Bagi Barbiga (37.3 Km) 263. The Bagi Barbiga road starts from SH 8 at Bagi and ends on NH 82 in Barbiga. The project road is passing through Nawada and Sheikpura districts. The exiting alignment crossing Gaya Kiul BG line three times at Km 3+011, Km and Km The Project Road predominantly traverses through plain and rolling terrain and the land use along the project road is mainly of agricultural. The DPR submitted by ICT-PIDC JV was the basis of this engineering assessment for the feasibility study The alignment of SH 83 proposed in the DPR was generally following existing road alignment. In order to validate/update the DPR data, the following engineering surveys were carried out. Road Inventory Survey Pavement Condition Survey Bridge Inventory Survey 265. The salient observation of the field surveys are summarized below Intermediate lane carriageway width exist for the entire length of the alignment Improvement works are in progress and hence good bituminous pavement is assumed for analysis There are 75 curves exist in the proposed DPR alignment which include 63 curves with 89 Sheladia Associates Inc, USA

91 design speed 100/80 km/h, 10 curves designed for 65km/hr and 2 curves with 50km/h. Considering the socio economic constraints, TA consultant also agrees on the reduction in design speed proposed except Wasiliganj bypass. No ROBs are recommended in the DPR study at the three level crossings with rail line based on less number of trains passing per day DPR study proposed a bypass for Warsiliganj between Km and Km The alignment utilises the existing single lane road and hence land acquisition is minimised. Four curves in proposed bypass alignment are designed for 65 km/h. Improvement of these substandard curves in the bypass portion to 80 km/h design speed is considered in route selection analysis Minor realignment suggested by the DPR consultant at Amvar Village between Km and Km meets the required IRC standards In general vertical alignment of the existing road meets the required standards. Low embankment is found on the initial stretches. Minimum freeboard of 0.6 to 1m from the HFL to the bottom of the subgrade level is considered for fixing the vertical alignment of the project road The route selection analysis matrix prepared based on criteria similar to SH 78 is presented in Table 5-6. Table 5-6 Alignment Evaluation - SH 83 ITEM Parameter Weight Percentage Option I- Along Existing Alignment with minor realignments Option II- Improved DPR alignment. Weight of Alignment Option I Weight of Alignment Option II A Engineering and Construction Cost % 1 Project Road Length Road Condition 35 a Existing Road b New Road Structures a Major or minor Bridge (Bridge >6m) & ROB Approximate Construction cost (WITH OUT VAT) in Million INR ,058.0 B Social & administrative parameters 40 15% 5 Approximate Land Acquisition Cost in Million INR Sheladia Associates Inc, USA

92 ITEM Parameter Weight Percentage Option I- Along Existing Alignment with minor realignments Option II- Improved DPR alignment. Weight of Alignment Option I Weight of Alignment Option II 6 Connectivity to towns/villages C Environmental Impact 10 4% 7 Least Environmental Impact D safety Aspect 40 15% 8 Average safe Speed TOTAL WEIGHT SCORED RANK 2n d 1 st 271. The option 2 is recommended as it score is 5.8 point more than the option 1 and hence it justifies the proposed improvements SH 84 Ghogha - Barahat (54.6 Km) 272. The project road SH 84 start from Gogha at NH 80 in Bhagalpur district and ends at Barahat on SH23 in Banka district. Project road crosses double lane BG railway track at Km and ROBs are proposed at both the locations. The overall terrain is predominantly flat throughout with gradual rise in ground elevations from start to end as the contour of the area is generally slopping towards the river Ganga in the southern side. Land use of the project corridor is mostly agricultural in rural areas with few commercial establishments in builtup areas. The project alignment passes through settlements like Ghoga, Kurma Hut and Bikrampur where bypasses are proposed to mitigate the R&R issues. The DPR submitted by ICT-PIDC JV was the basis of this engineering assessment for the feasibility study The alignment of SH 84 proposed in the DPR was generally following existing road alignment except at 3 bypass locations. The proposed alignment consists of many substandard curves which include high embankment ROB approaches and hence improvement options of substandard curves were one of major aspects covered in this feasibility study. In order to validate/update the DPR data, the following engineering surveys were carried out Road Inventory Survey Pavement Condition Survey Bridge Inventory Survey 274. Salient observation of the field surveys are summarized below 30.6 km of intermediate lane carriageway and single lane width for the remaining length. Bituminous carriageway exists except for 24km where existing pavement is almost 91 Sheladia Associates Inc, USA

93 worn out. Pavement condition is poor -24km, fair - 6.6km and the remaining 25Km is in good condition. Poor Pavement Condition Ongoing construction Ongoing special repair works in progress Level Cross at Ghogha Level Cross at Barahat In addition to the above surveys, field verification / comparison of data with available past 92 Sheladia Associates Inc, USA

94 records were also carried out for the DPR survey details. The various engineering surveys conducted during the DPR study include road inventory, pavement condition, bridge inventory and condition, topographic survey, sub soil investigation and geo technical investigation. Review details of the DPR surveys are given in Annexure The geometry of the existing road is found generally satisfactory except at few locations. Hence the existing alignment with minor geometric improvement is considered appropriate. The changes suggested to improve the existing geometry is given in Table 5-7. S No. Table 5-7 Summary of Geometric Improvements for SH 84 DPR Design Details Design Super Radius Transition Chainage Speedelevation (m) Length (m) (Km) DPR (%) (Km/h) Proposed Improvement Realignment proposed for ROB with 80Km/h speed 2 130,150 35, Increase radius to 230m for design speed of 80km/h Realignment Realignment Increase the design speed to Increase the radius to 230m for design speed of 80 km/h. 6 TA consultant also concur the design speed/row is restrictions proposed at builtup locations , , , , , , , , , , , , to , Realignment for Ghoga ROB ( ): The proposed DPR alignment is passing through congested Gogha builtup and also design speed is compromised to 35 km/h at On request of BSRDCL to improve the design speed, avoid the heavy builtup and skew proposed in the DPR alignment, an alignment on the left side of the existing road is examined. This alignment also shifts the Junction towards left so that social impact on Junction improvement also will be minimised. The alignment proposed by the TA also avoids traffic diversion and shifting of the LC during construction and hence it is recommended. Figure 5-3 illustrates the DPR alignment and realignment options suggested by the TA consultant. 93 Sheladia Associates Inc, USA

95 View of Ghoga side alignment of SH 84 SH 84 alignment after LC at Start Figure 5-3 Ghoga ROB realignment 278. As the alignment is passing through plain terrain, the vertical geometry meets the required IRC standards for state highways. Rising of formation level is recommended to ensure minimum free board above HFL The route selection analysis matrix prepared based on criteria similar to SH 78 is presented in 280. Table Sheladia Associates Inc, USA

96 Table 5-8 Alignment Evaluation - SH 84 ITEM Parameter Weight A Engineering and Construction Cost Percentage % Option I- Along Existing Alignment with minor minimum realignments Option II- Improved DPR alignment. Weight of Alignment Option I Weight of Alignment Option II 1 Project Road Length Road Condition 35 a Existing Road b New Road Structures a Major or minor Bridge & ROB Approximate Construction cost in Million INR 1, ,887.0 B Social & administrative parameters 40 15% 5 Approximate Land Acquisition Cost Connectivity to towns/villages C Environmental Impact 10 4% 7 Least Environmental Impact D Safety Aspect 40 15% 8 Average safe Speed TOTAL WEIGHT SCORED RANK 2n d 1 st 281. The Option 2 is recommended as it score 4.1 point more than Option SH 85 Akbhar Nagar -Amarpur (34 Km) 282. SH 85 starts from Akbarpur in Bhagalpur district and ends at Amarpur in Banka districts. This road is crossing major BG double line near Akbarpur. The overall terrain is predominantly flat throughout with gradual rise in ground elevations from start to end as the contour of the area is generally slopping towards the river Ganga in the southern side. Land use of the project corridor is mostly agricultural in rural areas with few commercial establishments in builtup areas. The project alignment passes through settlements like Sirampur, Pachrukhi, Sahkund, Kusmaha, Pawai, Bikrampur and Mahadevpur. Project 95 Sheladia Associates Inc, USA

97 road crosses double lane BG railway line at Km and about 40 trains are passing through this line hence an ROB alignment is examined. The DPR submitted by ICT-PIDC JV was the basis of this engineering assessment for the feasibility study The alignment of SH 85 proposed in the DPR is generally following existing road alignment except at 3 bypass locations. In order to validate/update the DPR data, the following engineering surveys were carried out Road Inventory Survey Pavement Condition Survey Bridge Inventory Survey 284. Salient observation of the field surveys are summarized below 18 km intermediate lane carriageway and remaining 16km single lane width. Bituminous carriageway exists for the entire length of the alignment. However bituminous surface is in worn out condition for nearly 18 km Pavement condition is poor 18 km, fair 7 km and 9 km is in good condition. Akbar Nagar Junction Amarpur Junction Poor Pavement Condition Special Repair Works in Progress 285. In addition to the above surveys, field verification / comparison of data with available past 96 Sheladia Associates Inc, USA

98 records were also carried out for the DPR survey details. The various engineering surveys conducted during the DPR study include road inventory, pavement condition, bridge inventory and condition, topographic survey, sub soil investigation and geo technical investigation. Review details of the DPR surveys are given in Annexure to Annexure The geometry of the existing road is found generally satisfactory except at few locations. Hence the existing alignment with minor geometric improvement is considered appropriate TA consultant also concur the design speed/row restrictions proposed at built-up locations , , , , , , ROB alignment for Akbar Nagar ROB ( ): About 40 trains/day passing through this BG line and hence possibility of an ROB alignment is studied. The major constraint in fixing the alignment is the insufficient approach length on the Akbarnagar side of the crossing, which is only 150m and is not sufficient to accommodate the IRC stipulated gradient. Two options are studied by shifting the Akbar Nagar Junction towards right side of the alignment to obtain the required approach length. Among the two options illustrated in Figure 5-4 and Figure 5-5, Option 2 is recommended due to better design speed. AkbarNagar Level Crossing Figure 5-4 Alignment for Akhbar Nagar ROB Option 1 97 Sheladia Associates Inc, USA

99 Figure 5-5 Alignment for Akhbar Nagar ROB Option As the alignment is passing through plain terrain, the vertical geometry meets the required IRC standards for state highways. Rising of formation level is recommended to ensure minimum free board above HFL The route selection analysis matrix prepared based on criteria similar to SH 78 is presented in Table Sheladia Associates Inc, USA

100 Table 5-9 Alignment Evaluation - SH 85 ITEM Parameter Weight Percentage A Engineering and Construction Cost % 1 Project Road Length 60 2 Road Condition 35 Option I- Along Existing Alignment with minor minimum realignments Option II- Improved DPR alignment Weight of Alignment Option I Weight of Alignment Option II a Existing Road b New Road Structures a Major or minor Bridge (Bridge >6m) & ROB Approximate Construction cost 60 (WITH OUT VAT) in Million INR B Social & administrative parameters 40 15% 5 Approximate 20 Land Acquisition Cost 6 Connectivity to 20 towns/villages C Environmental Impact 10 4% 7 Least 10 Environmental Impact D Safety Aspect 40 15% 8 Average safe 40 Speed TOTAL WEIGHT SCORED RANK 2n d 1 st 291. Both options scores are very close with changes in weighting can affect the outcome. Considering the need for ROB, Option 2 is recommended. The difference in score is marginal due to the increase in cost of option 2 due to ROB and the realignment. 99 Sheladia Associates Inc, USA

101 SH 86 Saraiya - Motipur (28.33 Km) 292. The project road Saraiya to Motipur (SH-86) constitutes a very important connection between NH-28 and NH-102 serving as a bypass to Muzapharpur town. The project section takes off from NH-102 at Saraiya and travels towards south to end at Motipur on NH-28. The overall terrain is predominantly flat throughout with gradual rise in ground elevations. Land use on the project corridor is mostly agricultural in rural areas with few commercial establishments in built up areas. The DPR submitted by ACPL-CETEST JV was the basis of this engineering assessment for feasibility study The alignment of SH 86 proposed in the DPR is generally following existing road alignment except at some of the bridges. The proposed alignment consists of many substandard curves and hence improvement options of substandard curves were one of major aspects covered in this feasibility study. In order to validate/update the DPR data, the following engineering surveys were carried out Road Inventory Survey Pavement Condition Survey Bridge Inventory Survey 294. Salient observation of the field surveys are summarized below Single lane bituminous carriageway exists for the entire alignment. Bituminous pavement of poor to very poor condition is observed mostly. The carriageway widths of all the six existing bridges are less than 5m. Poor pavement condition Rehabilitation of Bridge at In addition to the above surveys, field verification / comparison of data with available past records were also carried out for the DPR survey details. The various engineering surveys conducted during the DPR study include road inventory, pavement condition, bridge inventory and condition, topographic survey, sub soil investigation and geo technical investigation. Review details of the DPR surveys are given in Annexure The geometry of the existing road is found generally satisfactory except at few locations. Hence the existing alignment with minor geometric improvement is considered appropriate. The changes suggested to the DPR design to improve the existing geometry is given in Table Sheladia Associates Inc, USA

102 S No. Table 5-10 Summary of Geometric Improvements for SH 86 DPR Design Details Design Transition Chainage Radius (m) Speed-DPR Length (m) (Km) (Km/h) Super elevation (%) Proposed Improvement Realignment proposed Increase the radius to 230m Increase the radius to 230m Increase the radius to 230m Increase the radius to 230m Increase the radius to 230m ,200, Single curve with skew crossing on the d/s of existing bridge Skew crossing with flat curve Skew crossing with flat curve ,60,60, ,90,150, Increase the curve radius Realignment : Considerable parking and pedestrian movement is noticed at the Saraiya Junction. Improvement of this junction to meet the required IRC standards is practically impossible due to the presence of Saraiya River and bridge on the left side. Left side of the embankment needs to be protected for a length of 300m due the river Saraiya running on the left side of the project road. Further mix land use of residential and shops are observed along the right side of this stretch. Considering the above constraints, a realignment option on the right side of the project road by shifting the start junction by about 500m from the present junction is also examined. Final alternative of this stretch was identified based on the cost comparison, social issues on acquiring agricultural land etc. The proposed realignment is presented in the Figure Sheladia Associates Inc, USA

103 Start point of SH 86 at Saraiya Km0/0 Embankment protection at Km 0/100 Start point of proposed Saraiya realignment End point of the proposed Saraiya realignment 102 Sheladia Associates Inc, USA

104 Figure 5-6 Realignment at Saraiya As alignment is passing through flat terrain, gradients of the present road meet the design standards except at approaches of few CD works. However minimum free board from the high flood level is not maintained in general and rising of the vertical profile is recommended at low embankment stretches Junctions: A total of 9 major junctions are required and these have to be designed for compliance with IRC standards. Four lane improvements are in progress on NH28. Coordination with NHAI is necessary for provision of median opening/vup at the right location for Motipur junction The route selection analysis matrix prepared based on criteria similar to SH 78 is presented in Table Sheladia Associates Inc, USA

105 Table 5-11 Alignment Evaluation - SH 86 ITEM Parameter Weight Option I- Along Option II- Existing Weight of Weight of Improved Alignment with Alignment Alignment DPR minor minimum Option I Option II alignment. realignments A Engineering and % Construction Cost 1 Project Road Length 2 Road Condition 35 a Existing Road b New Road Structures a Major or minor Bridge (Bridge 5 6 >6m) & ROB 4 Approximate Construction cost (WITH OUT VAT) 1, ,514.0 in Million INR B Social & 40 15% administrative parameters 5 Approximate Land Acquisition Cost 6 Connectivity to towns/villages C Environmental 10 4% Impact 7 Least Environmental Impact D Safety Aspect 40 15% 8 Average safe Speed 265 Percentage TOTAL WEIGHT SCORED RANK 2n d 1 st 301. Option II is recommended as it scores higher. 104 Sheladia Associates Inc, USA

106 SH 87 Runnisaidpur - Bhiswa ( Km) 302. SH 87 Runnisaidpur Bhiswa road connects many villages in northern portion of Bihar to Mohammadpur, Patna and other parts of the state through NH77. The project road starts at Runnisaidpur at NH77 and terminates at Bhiswa market en-route major settlements viz. Nanpur, Pupri, Bajpatti and Parihar. The terrain is predominantly flat throughout with gradual rise in ground elevations from start to end as the contour of the area is generally slopping towards the river Ganga in southern side. Land use on the project corridor is mostly agricultural. The project road is located in a moderate rain fall area and the annual rainfall ranges from 1100 to 1300mm. The temperature of the area varies from 9 to 40oC. Community settlements are noticed in 22 locations at Torma, Mahasol, Gourichatti, Sarifpur, Koyali, Mahabir, Nanpur, Chainpura, Balaha Muksudhan, Basudevpur, Rasulpur, Birak, Sursan, Barahi Market, Sisotia, Parihar Market, Sonapatti, Chantola, Sishua, Musharnia, Bhisnupur, Khairwa and Bhiswa aggregating Km which is about 56.6% of the project road length. Existing road is of single lane to intermediate lane configuration and its condition is predominantly very poor. As the project road consists of many sharp curves and those are generally located at the builtup locations, design standards may required to be compromised for minimizing social impact. The DPR submitted by ACPL- CETEST JV was the basis of this engineering assessment for feasibility study The alignment of SH 87 proposed in the DPR is generally following existing road alignment. The proposed alignment consists of many substandard curves and hence improvement options of substandard curves were one of major aspects covered in this feasibility study. In order to validate/update the DPR data, the following engineering surveys were carried out Road Inventory Survey Pavement Condition Survey Bridge Inventory Survey 304. Salient observation of the field surveys are summarized below 55 km Single lane, 14 km of intermediate lane carriageway and 1 km two lane carriageway exists. Pavement condition is poor -40km, fair - 24km and the remaining 3Km is in good condition 105 Sheladia Associates Inc, USA

107 Runnisaidpur Junction Poor Pavement Condition View of Level Crossing 305. In addition to the above surveys, field verification / comparison of data with available past records were also carried out for the DPR survey details. The various engineering surveys conducted during the DPR study include road inventory, pavement condition, bridge inventory and condition, topographic survey, sub soil investigation and geo technical investigation. Review details of the DPR surveys are given in Annexure Geometric Standards - Review: The DPR study proposed 36 curves with design speed below 80 km/h which include 21 curves with 65 km/h design speed and 13 curves with 50km/h design speed. Considering the safety of pedestrian and social impacts on acquiring lands, the reduction in design speed at these locations is justified As alignment is passing through flat terrain, gradients of the present road meet the design standards except at approaches of few CD works. However minimum free board from the high flood level is not maintained in general and rising of the vertical profile is recommended at low embankment stretches The route selection analysis matrix prepared based on criteria similar to SH 78 is 106 Sheladia Associates Inc, USA

108 presented in Table Table 5-12 Alignment Evaluation - SH 87 ITEM Parameter Weight Option I- Along Existing Alignment with minor minimum realignments Percentage Option II- Improved DPR alignment. Weight of Alignment Option I Weight of Alignment Option II A Engineering and Construction Cost % 1 Project Road Length 2 Road Condition 35 a Existing Road b New Road Structures a Major or minor Bridge (Bridge >6m) & ROB Approximate Construction cost (WITH OUT VAT) in Million INR 3, ,277.0 B Social & administrative parameters 40 15% 5 Approximate Land Acquisition Cost Connectivity to towns/villages C Environmental Impact 10 4% 7 Least Environmental Impact D safety Aspect 40 15% 8 Average safe Speed 265 TOTAL WEIGHT SCORED RANK 2n d 1 st 309. Option II is recommended as it scores higher and provides better level of service. 107 Sheladia Associates Inc, USA

109 SH 88 Baruna Bridge - Rasiyari (124.2 Km) 310. SH 88 starts from Baruna Bridge on NH 103 in Samastipur district and run towards north to end at Rasiyari in Darbhanga district. The terrain is predominatly plain with gradual rise in elevation from south to north. As the project road has many sharp curves e generally located at built-up locations, design standards are compromised for minimizing social impact. The project road alignment overlaps with NH 28 at Dalsingh Sarai and with SH55 after Singhia Ghat Village. The project road pass through 15 villages covering a length about 37 km through the villages. The feasibility study report submitted by ACPL-CETEST JV was the basis of this engineering assessment for this study The alignment of SH 88 proposed in the FSR is mostly following existing road alignment. The proposed alignment consists of many substandard curves and hence improvement options of substandard curves were one of major aspects covered in this feasibility study. In order to validate/update the DPR data, the engineering surveys were carried out including road inventory survey, pavement condition survey and bridge inventory survey Salient observation of the field surveys are summarized below 71 km Single lane, 30 km of intermediate lane and 13 km two lane carriageway exists. Pavement condition is poor -42km, fair - 15km and the remaining 67Km is in fair to good condition 313. In addition to the above surveys, field verification / comparison of data with available past records were also carried out for the DPR survey details. Various engineering surveys conducted during the DPR study include road inventory, pavement condition, bridge inventory and condition, topographic survey, sub soil investigation and geo technical investigation. Review details of the DPR surveys are given in Annexure Geometric Standards - Review: The feasibility study by the DPR consultant identified major areas of geometric improvements at bridge approaches and built-up locations In order to minimise sub standard curves and R&R issues, bypasses/ major realignments are required at Muktiyarpur(13-14), Dalsing Sarai( ), Kharaj Village( ), Mahesinghia Village( ), Jaganathpur Village( ), Behera Market( ) and Pohadi, Bharampura & Ghyanshyampur ( ). In addition to above bypass locations, minor realignments are required at 32 locations aggregating 23.7km As alignment is passing through flat terrain, gradients of the present road meet the design standards except at approaches of few CD works. However minimum free board from the high flood level is not maintained in general and rising of the vertical profile is recommended at low embankment stretches SH 89 Siwan - Siswan ( Km) 317. The project road Siwan - Siswan (SH-89) constitutes a very important connection between NH 85 and the MDR, Tejpur Majhi Seiswan Barauli road serving as a bypass. The terrain is wholly in plain terrain and is passing through Rural (Non-urban) as well as scanty urban to semi-urban areas. Land use on the project corridor constitutes 45% of urban to semi urban type comprising residential and commercial use and remaining 55% for 108 Sheladia Associates Inc, USA

110 agricultural purposes. The DPR submitted ACPL-CETEST JV was the basis of this preliminary design The alignment of SH 89 proposed in the DPR is generally following existing road alignment. The proposed alignment consists of many substandard curves and hence improvement options of substandard curves were one of major aspects covered in this feasibility study. In order to validate/update the DPR data, the following engineering surveys were carried out Road Inventory Survey Pavement Condition Survey Bridge Inventory Survey 319. Salient observation of the field surveys are summarized below: Single lane bituminous carriageway exists for the entire alignment. Bituminous pavement of poor to very poor condition is observed for most of the project stretch. Brick soling also observed at some builtup stretches. The carriageway widths of all four existing minor bridges are below 5m. Width of major bridge at is 7m. Poor pavement condition at Km 3 Brick Soling at Km In addition to the above surveys, field verification / comparison of data with available past records were also carried out for the DPR survey details. Various engineering surveys conducted during the DPR study include road inventory, pavement condition, bridge inventory and condition, topographic survey, sub soil investigation and geo technical investigation. Review details of the DPR surveys are given in Annexure The geometry of the existing road is found generally satisfactory except at few locations. Hence the existing alignment with minor geometric improvement is considered appropriate. The changes suggested to improve the existing geometry is given in the Table Sheladia Associates Inc, USA

111 S No. Table 5-13 Summary of Geometric Improvements for SH 89 DPR Design Details Design Super Radius Transition Chainage Speedelevation (m) Length (m) (Km) DPR (%) (Km/h) Proposed Improvement Realignment recommended. Ref figure 5.7 and , 60, Realignment recommended. Ref figure , Proposed geometry is inferior to the existing. Construction of bridge on existing alignment recommended Proposed geometry is inferior to the existing. Construction of bridge on existing alignment recommended Proposed geometry is inferior to the existing. Construction of bridge on existing alignment recommended Speed restriction suggested by DPR is agreed with traffic calming measures. Sharp Curve at Km Sharp Curve at Km Realignment for initial stretch from Km 0+00 to Km 2+225: The project road alignment at this stretch is passing through crowded market area and it is practically difficult to improve many substandard curves exist in this section due to the presence many shops and other buildings. Further this section pass through one railway level crossing and construction of ROB at this location is not recommended in the DPR due to lesser number of gate closures. The same railway line also crosses the NH85 about 400m from the project start junction at Km 0+00 with NH85. In order to avoid construction of separate ROB for NH and the project road, shifting of the start point before the railway crossing of NH85 is considered for the realignment option. Accordingly a realignment option mainly passing through open areas is identified with geometry satisfying the design standards. The 110 Sheladia Associates Inc, USA

112 realignment proposed by the DPR consultant is presented in Figure 5-7 and the proposed realignment based on this study is presented in Figure 5-8. Maharaja Gunj Market at Railway Level Crossing at Figure 5-7 Realignment options by DPR Consultant 111 Sheladia Associates Inc, USA

113 Figure 5-8 Proposed Realignment 323. Realignment of stretch from Km to 6+000: Presence of heavy builtup area, religious structures and narrow right of way limits the geometric improvement option of this section. Open land is available on the left side of the project road and hence realignment of this section on the left side of the project road is proposed to avoid the dangerous S- curve. The proposed alignment is presented in Figure As the alignment is passing through flat terrain, gradients of the present road meet the design standards. However minimum free board from the high flood level is not maintained at some stretches between Km 15 to 28 and hence raising of the vertical at these stretches are recommended 112 Sheladia Associates Inc, USA

114 Sharp reverse curve and Mosque at Km 5+85 Figure 5-9 Realignment at Km Junctions: A total of 5 major junctions are required and these have to be designed for compliance with IRC standards. Layouts should invariably feature separate left and rightturning lanes protected by raised (curbed) channelizing islands. The required taper and parallel lane (acceleration and deceleration) dimensions should conform to the above standards. List of junctions along the project road is given in 113 Sheladia Associates Inc, USA

115 326. Table Sheladia Associates Inc, USA

116 Table 5-14 List of Junctions along SH89 Joining road Station (km) Junction Type Start of the Project Road at Siwan (NH-85) X Junction. At Siwan Market T Junction Daranda Andar road X Junction Chhapra Road T Junction End of the project road at siswan T Junction 327. The route selection matrix prepared based on criteria similar to SH 78 is presented in Table Table 5-15 Alignment Evaluation - SH 89 ITEM Parameter Weight A Engineering and Construction Cost Percentage % Option I- Along Existing Alignment with minor minimum realignments Option II- Improved DPR alignment. Weight of Alignment Option I Weight of Alignment Option II 1 Project Road Length Road Condition 35 a Existing Road b New Road Structures a Major or minor Bridge & ROB Approximate Construction cost in Million INR 60 1, , B Social & administrative parameters 40 15% 5 Approximate Land Acquisition Cost in Million INR 6 Connectivity to towns/villages C Environmental Impact 10 4% 7 Least Environmental Impact D Safety Aspect 40 15% 8 Average safe Speed TOTAL WEIGHT SCORED RANK 2n d 1 st 115 Sheladia Associates Inc, USA

117 SH 90 Mohammadpur - Chapra (68.5 Km) 328. SH 90 Mohammadpur Chapra roads forms a shorter link between NH101 and NH19. Once developed the project road will act as better connectivity for traffic originating locally as well as long distance traffic from NH28, which is part of East-West corridor of NHDP. The overall terrain is predominantly flat throughout with gradual rise in ground elevations. Land use along the project corridor is mostly agricultural in rural areas with few commercial establishments in built up areas. The DPR submitted by ACPL-CETEST JV was the basis of this engineering assessment for feasibility study The alignment of SH 90 proposed in the DPR mostly follow existing road alignment. The horizontal alignment meets IRC requirement for the entire length of the alignment except at km 52/100-52/500 where design speed is reduced to 65 kmph. Considering the nature of built-up area, the speed restriction proposed is agreed. In order to validate/update the DPR data, the following engineering surveys were carried out Road Inventory Survey Pavement Condition Survey Bridge Inventory Survey 330. Salient observation of the field surveys are summarized below Carriageway width of 52 km is single lane, 7 km is intermediate lane width and remaining 10 km is having two lane width. Pavement condition of the project road is varying with 37 km poor, 27 km fair and balance 6 km in good condition. Poor pavement condition View of Concrete Pavement 331. In addition to the above surveys, field verification / comparison of data with available past records were also carried out for the DPR survey details. The various engineering surveys conducted during the DPR study include road inventory, pavement condition, bridge inventory and condition, topographic survey, sub soil investigation and geo technical investigation. Review details of the DPR surveys are given in Annexure The TA consultant also concur the proposed horizontal alignment by the DPR consultant The proposed vertical alignment is agreeable except at the following locations. From Km 16/2 to 16/6, the proposed vertical alignment shall be revised to avoid ponding. 116 Sheladia Associates Inc, USA

118 334. Junctions: 3 major junctions are required as part of the project road improvement. Based on the peak hour truning volume count, at grade intersections as per IRC guidelines are recommended. View of Junction at Chapra 335. The route selection analysis matrix prepared based on criteria similar to SH 78 is presented in Table Table 5-16 Alignment Evaluation - SH 90 Option I- Along Existing ITEM Parameter Weight Alignment with minor realignments A Engineering and Construction Cost % Percentage Option II- Improved DPR alignment. Weight of Alignment Option I Weight of Alignment Option II 1 Project Road Length Road Condition 35 a Existing Road b New Road Structures a Major or minor Bridge & ROB Approximate Construction cost in Million INR 60 2, , B Social & administrative parameters 40 15% 5 Approximate Land Acquisition Cost in Million INR Sheladia Associates Inc, USA

119 ITEM Parameter Weight Percentage Option I- Along Existing Alignment with minor realignments Option II- Improved DPR alignment. Weight of Alignment Option I Weight of Alignment Option II 6 Connectivity to towns/villages C Environmental Impact 10 4% 7 Least Environmental Impact D safety Aspect 40 15% 8 Average safe Speed TOTAL WEIGHT SCORED RANK 2n d 1 st 336. Option II is recommended as it provides better level of service SH 91 Birpur Udai Kishanganj ( Km) 337. SH 91 Birpur to Udakishanganj provides lifeline connectivity for many villages enroute by the project road. This road is passing through the Kosi river flooding zone and hence development of an all season road with high level bridges is one of the primary needs of the area. Once developed the project road will act as a better connectivity for traffic originating locally as well as long distance traffic from Nepal border to south Bihar and beyond. The terrain is predominantly flat throughout with gradual fall in ground elevations from start to end as the contour of the area is generally slopping towards the river Ganga in southern side. Land use along the project corridor is mostly agricultural. Community settlements are noticed in 13 locations at Birpur, Hridayanagar, Balua, Bhimpur Halt, Chhatapur, Kariyapatti, Jadia, Tikulia, Mirganj, Muraliganj Market, Bihariganj Market and Udakishanganj aggregating 8.67Km. The DPR submitted by ACPL-CETEST JV was the basis of this engineering assessment for feasibility study The alignment of SH 91 proposed in the DPR iss generally following existing road alignment. In order to validate/update the DPR data, the following engineering surveys were carried out Road Inventory Survey Pavement Condition Survey Bridge Inventory Survey 339. Observation of the field surveys are summarized below Carriageway width of 24km is single lane, 80 Km intermediate width and remaining length is having two lane width. Pavement condition of the project road is varying with 42Km poor, 46Km fair and balance in good condition. 118 Sheladia Associates Inc, USA

120 Washed off road section Washed Off Bridge 340. In addition to the above surveys, field verification / comparison of data with available past records were also carried out for the DPR survey details. The various engineering surveys conducted during the DPR study include road inventory, pavement condition, bridge inventory and condition, topographic survey, sub soil investigation and geo technical investigation. Review details of the DPR surveys are given in Annexure The DPR study proposed 49 curves with design speed below 80 km/h which include 36 curves with 65 km/h design speed and 13 curves with 50km/h design speed. Considering the safety of pedestrian and social impacts on acquiring lands, the TA also agrees on the reduced speed proposed where it is also recommended to improve the road safety by providing proper traffic control measures An alternative alignment is studied for bridge at to improve speed and the skew angle. The alternative alignment designed by the TA consultant is shown as Figure This alignment is designed for 80Km/h speed and also avoid the irrigation structure on the existing alignment. 119 Sheladia Associates Inc, USA

121 Figure 5-10 Proposed alignment at Km The vertical profile for the entire length of the alignment is found flat and the proposed gradient is below the IRC stipulated maximum gradient. It is noticed that the road profile is raised throughout the alignment including builtup locations. Rising of road profile in village areas will cause adverse environmental and social impact on people residing along the alignment and recommended to avoid. As the raising of road above the freak flood due to Kosi breach is considerably expensive, TA consultant is of the opinion that the road top level shall be fixed based on normal flood level with adequate free board to subgrade bottom. The flooding situation may later improve if proper flood control measures are built along Kosi River. The issue was further discussed in the joint meeting with BSRDCL and it was decided by the BSRDCL to consider only normal flood level for the design of vertical profile of the road. 120 Sheladia Associates Inc, USA

122 View of Birpur Junction 344. The route selection matrix prepared based on criteria similar to SH 78 is presented in Table Table 5-17 Alignment Evaluation - SH 91 ITEM Parameter Weight A Engineering and Construction Cost Percentage % Option I- Along Existing Alignment with minor minimum realignments Option II- Improved DPR alignment. Weight of Alignment Option I Weight of Alignment Option II 1 Project Road Length Road Condition 35 a Existing Road b New Road Structures a Major or minor Bridge & ROB Approximate Construction cost in Million INR 60 3, , B Social & administrative parameters 40 15% 5 Approximate Land Acquisition Cost in Million INR Sheladia Associates Inc, USA

123 ITEM Parameter Weight Percentage Option I- Along Existing Alignment with minor minimum realignments Option II- Improved DPR alignment. Weight of Alignment Option I Weight of Alignment Option II 6 Connectivity to towns/villages C Environmental Impact 10 4% 7 Least Environmental Impact D Safety Aspect 40 15% 8 Average safe Speed TOTAL WEIGHT SCORED ROAD CROSS SECTION RANK 2n d 1 st 345. Standards adopted for road cross sections are explained in Chapter 2. Generally 2 lanes with 1.5m gravel shoulder and 1m earthen shoulder is adopted as the minimum cross sectional configuration for all the roads. However requirement of paved shoulder is analysed based on design service volume criteria and suggested paved shoulder for roads in which traffic exceed PCU within design period. The details of cross section adopted for each road are given in Table Table 5-18 Adopted Road Cross Section Sl.No Road Option Name of The Project Road Section From To Number Considered 1 SH 80 Bhabhua - Aghaura L+GS+ES 2 SH 81 Sakkadi - Nasrigunj L+GS+ES 3 SH 82 Kadirganj - Sono Road L+GS+ES 4 SH 83 Bagi - Barbigha L+GS+ES 5 SH 84 Ghogha - Barahat L+GS+ES 6 SH 85 Akbarnagar - Arnapur L+GS+ES 7 SH 86 Saraiya - Motipur L+PS+ES 8 SH 87 Runisaidpur - Bhiswa L+GS+ES 9 SH 88 Varuna Bridge (NH 103) - Rasiyari L+GS+ES 10 SH 88 Varuna Bridge (NH 103) - Rasiyari L+PS+ES 11 SH 88 Varuna Bridge (NH 103) - Rasiyari L+GS+ES 12 SH 89 Siwan - Siswan L+GS+ES 13 SH 90 Mohammadpur Chapra L+GS+ES 14 SH 90 Mohammadpur Chapra L+PS+ES 15 SH 91 Birpur - Udakishunganj L+PS+ES 122 Sheladia Associates Inc, USA

124 Sl.No Road Number Name of The Project Road Section From To Option Considered 16 SH 91 Birpur - Udakishunganj L+PS+ES 17 SH 91 Birpur - Udakishunganj L+GS+ES Legend: 2L+GS+ES 2 Lane with 1.5 Natural Gravel Shoulder and 1 m Earthen Shoulder; 2L+PS+ES 2 Lane with 1.5 Paved Shoulders and 1 m Earthen Shoulder 5.5 MATERIAL AND GEOTECHNICAL INVESTIGATIONS GEOLOGY OF THE STATE OF BIHAR 346. Bihar state is located in the eastern part of India between latitude 21-58'-10" N ~ 27-31'- 15" N and longitude 82-19'-50" E ~ 88-17'-40" E. Bihar's land has average elevation above sea level is 173 feet. The Ganga basin in the Himalayan foreland is a part of the world s largest area of modern alluvial sedimentation and supports over 200 million people. The Indo-Gangetic plain in Bihar consists of a thick alluvial mantle of drift origin overlying in most part the Shiwalik and older tertiary rock. The soil is mainly young loam rejuvenated every year by constant deposition of silt, clay and sand brought by different streams but mainly by floods in Bhar. The most common soil in Bihar is Gangetic alluvium of Indo-Gangetic plain region, Piedmont Swamp Soil which is found in northwestern part of West Champaran district and Terai Soil which is found in northern part of Bihar along the border of Nepal, clay soil, sand soil and loamy soil are common in Bihar. The state is drained by the Ganges River, including northern tributaries of other river. The Bihar plain is divided into two unequal halves by the river Ganga which flows through the middle from west to east. Other Ganges tributaries are the Son, Budhi, Gandak, Chandan, Orhani and Falgu. The Himalayas begin at foothills a short distance inside Nepal but significantly influence Bihar's landforms, climate, hydrology and culture. Central parts of Bihar have some small hills, for example the Rajgir hills. The Himalayan Mountains are to the north of Bihar, in Nepal The geology of the area constitutes the highest alluvial plain in the domain of the Himalayan Rivers to the north of the Ganga. It is a part of the Great Gangetic Basin. The basin was formed during late Paleogene-Neogene times and is related to the upheaval of the Himalayas vis a vis flexural down warp of the Indian Lithosphere under the supracrustal load of the Himalayas (Wadia, 1961). Geophysical studies and data available in the Ganga basin include gravity, seismic and aeromagnetic surveys coupled with some deep drilling carried out by ONGC for oil explorations. The thickness of the alluvium is nearly 6km near the foothill zone and decreases gradually towards the south. Geophysical surveys show that the metamorphic basement exhibits a number of ridges and basins (Figure 5-11) The Ganga basin is characterized by three subsurface ridges, i.e., Delhi-Haridwar ridge in the west, Faizabad ridge in the middle and Monghyr-Saharsa ridge in the east. There are two important depressions in this area, namely the Gandak and the Sarda deep. The foreland sediments rest on these basement ridges. In the area between the Delhi- Haridwar ridge and the Faizabad ridge the sediments rest on Late Proterozoic unmetamorphosed sediments, which are part of Vindhyan basin in the south and the Krol basin sediments lie on a thick succession on Gondwana rocks. 123 Sheladia Associates Inc, USA

125 Figure 5-11 Subsurface Geology and Tectonic framework of upper and middle Ganga basin; numbers indicate major subsurface faults identified by Geophysical surveys (based on Sastri et.al. 1971, Rao 1973, GSI 2000) 349. Relatively little is known about Quaternary alluvial history of the middle Ganga plains (Bihar region) and the organization of the deposits, in part because few natural exposures exist. The channels are not deeply incised in this area and exposed bank sediments are those of the modern, aggrading floodplain system, rather than that of earlier Holocene or late Pleistocene sediments. Subsurface data from the Kosi Fan show a sheet of gravel and sand >60m thick capped by a surficial unit of sand and mud, typically upto 10m thick but locally upto 40m. The lower units are interpreted as a braided-river deposit and the upper units are megafan sweeps succession, generated by migration of the active zone of smaller channels across the fan. No age dates presently constrain the timing of these events Shallow alluvial stratigraphy of the Baghmati river plains in the Kosi-Gandak interfluves reveals the presence of 30-50m of mud with thin sand layers (2-3m) representing crevasse deposits. Flood-plain accumulation estimates of mm/year in the north Bihar plains over the past about 2400 years imply rapid aggradations during late Holocene. These rates are much higher than those documented for the other near-surface parts of the Ganga plains Sinha et.al. analyzed borehole records down to about 100m and found that the modern anabranching reach of the Baghmati in north Bihar plains is underlain by thick sand units (typically 10-25m) and thick mud units (upto 25m), with widths of some channel bodies constrained to less than a few kilometers, probably much less. Extrapolation of near 124 Sheladia Associates Inc, USA

126 surface flood plain accumulation rates to these mudstones suggest that channels were stably positioned for tens of thousands of years, allowing thick fine-grained units to build up. Repeated reoccupation of drainage lines with depths comparable to those of modern channels may have promoted the creation of thick channel bodies. The floodplain deposits probably include both repeated (seasonal) flood deposits, from floods such as those that inundate the Baghmati plains in most years, and avulsion deposits into floodplain lakes (Tals) The flood plains south of Ganga, William and Clarke (1984, 1995) described alluvial sequences in the Belan and Son valleys ranging in the age from middle Pleistocene to Holocene. A comparison of these sequences with those in the upper Gangetic plains describes the recognition of a widespread discontinuity predation 10ka in the form of reworked Aeolian deposits capping the alluvial succession. It is suggested that bulk of Aeolian deposits accumulated during the LGM period when the river levels were low River Systems and Major Fluvial Processes in the Ganga Plains in Bihar 353. The east-west trending Ganga plains are the surface expression of the Himalayan foreland basin and are drained by a number of north-south trending river systems in a varied climatic setting (Figure 5-12). The normal annual rainfall in the Ganga plain varies from 600mm to more than 1600mm. In general, the western part of the Ganga plains receives less rainfall (from mm) in comparison to the eastern parts (900 - >1600mm). Further, the northern part of the plains area receives higher rainfall than the southern part. The temperature in Ganga plains varies from 5 to 25 C in the winter and from 20 to more to more than 40 C during summer seasons. Figure 5-12 Major drainage and rainfall distribution across the Upper (UGP), Middle (MGP) and Lower (LGP) Ganga plains (Singh 1994) 354. The primacy of three distinct types of fluvial systems in the evolution of Ganga plains has been recognized, each characterized by different source area characteristics, viz mountain-fed, foothills-fed and plains-fed. Mountain-fed rivers such as the Ganga, Gandak and Kosi are generally multi-channel, braided systems, characterized by discharge and sediment loads that are many times higher than those of the singlechannel, sinuous foothills-fed and plains-fed river systems. They also transfer a large quantity of sediments from their high relief catchments to the plains and consequently 125 Sheladia Associates Inc, USA

127 form large depositional areas (megafans). The foothills-fed (e.g., Baghmati, Rapti) and plains-fed (e.g., Buri Gandak, Gomti) rivers derive their sediments from the foothills and from within the plains and a large proportion of this material is re-deposited in the plains after local reworking (Figure 5-13). Figure 5-13 The Gandak river bank in north Bihar plains as an example of attached floodplains 355. In a geomorphic perspective, each of these fluvial systems has characteristics geomorphic units, such as channel belt, floodplain, dissected plain and piedmont plain. These units themselves consist of different geomorphic elements, e.g. active/inactive channels, lake/swamps, gullies and eolian features. This consequently characterizes the plains to be dominantly aggradational or degradational. Such geomorphic diversity is attributed to differences in stream power of the rivers draining the plains and sediments supply from the catchment areas which, in turn are controlled by varied climatic and tectonic settings The alluvial rivers in the Ganga plains occupy narrow valleys which are separated by large interfluves. The process of controlling the valley formation and filling in the Gangetic plains are extremely variable in space. Near the Himalayan front, both tectonic and climatic factors have been responsible for valley formation and incison. On the contrary the strong incised valleys in the western and southern plains have mainly been controlled by climatic factors since tectonic activity and subsidence have been minimal in these regions Methodology Geotechnical Investigations 357. In order to evaluate subsoil characteristics and to establish engineering properties of the soils encountered within the zone of influence of foundations of various structures along all the proposed state highways, subsoil investigation programs had been devised and 126 Sheladia Associates Inc, USA

128 carried out by the DPR consultants Subsoil exploration works have been primarily undertaken by conducting boreholes generally using Shell and Auger method, with few exceptions where shallow depth Trial Pits have been undertaken. Chiseling has not been required since the boreholes have been advanced maximum up to depth of 30-35m whereby rock strata is not encountered in none of the projects envisaged by BSRDCL Phase II projects. Diameter of the boreholes adopted were 150mm and size of the drill holes were standard NX size During the advancement of the boreholes the investigation comprised of field studies by conducting Standard Penetration Tests and collecting disturbed soil samples from various strata at regular intervals for identification, classification logging and further laboratory test on the samples. Undisturbed samples are also collected at suitable intervals or change of strata locations wherever found relevant and preserved for further laboratory tests Trial pits (typically 3-4m depth) have also been undertaken occasionally as evident from the draft DPR at some of the culvert locations where deeper subsoil conditions are presumed to be competent enough to support the superimposed loads from the proposed structure and the backfill materials including pavement and live loads The following Table summarizes overall subsoil investigation works undertaken by the DPR Consultants: Table 5-19 Summary of overall subsoil investigation - DPR consultants Sr. No. State Highway Location (Ch) Structure No. of Boreholes Depth of Boreholes (m) South Bihar 1 SH 80 Yet to be reported 2 SH 81 Ch km Ch km Ch Km Ch km Ch km Ch km Ch km Ch km Ch km Ch km Ch km Ch km Ch km Canal Bridge Ch km ROB Bridge Bridge Bridge Bridge Bridge Bridge Bridge Canal Bridge Canal Bridge Canal Bridge Canal Bridge Canal Bridge Canal Bridge Canal Bridge 3 SH 82 Yet to be reported 4 SH 83 Ch km Bridge Ch km Bridge 5 SH 84 Ch km Ch km ROB Bridge / Sheladia Associates Inc, USA

129 Sr. No. State Highway Location (Ch) Structure No. of Boreholes Depth of Boreholes (m) Ch Km Ch km Ch km Ch km Ch km Ch km Ch km Ch km Bridge Bridge Bridge Bridge Bridge Bridge Bridge ROB to 13 6 SH 85 Ch km Ch km Ch Km Ch km SH 86 Ch km Ch km Ch km Ch km Ch km Ch km SH 87 Ch km Ch km Ch Km Ch km Ch km Ch km Ch Km Ch km Ch km Ch km Ch Km Ch km Ch km Ch km Ch Km Ch km Ch Km Ch km Ch km Ch km Ch Km Ch km Ch km Ch km Ch Km Bridge Bridge Bridge Bridge North Bihar Bridge Bridge Bridge Bridge T-beam Bridge T-beam Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Trial Pits 2 Trial Pits Sheladia Associates Inc, USA

130 Sr. No. State Highway Location (Ch) Structure No. of Boreholes Depth of Boreholes (m) Ch km Ch km Ch km SH 90 Ch km Ch km Ch Km Ch km Ch km Ch km Ch km Ch km Ch km Ch km Ch km SH 91 Ch km Ch km Ch Km Ch km Ch km Ch km Ch km Ch km Ch km Ch km Ch km Ch Ch km Ch km Ch km Ch km Ch km Ch km Ch km Ch km Ch km Ch km Ch km Ch km Ch km Ch km Ch km Ch km Ch km Ch km Bridge Bridge Bridge RCC Slab Bridge Int. Slab Bridge Int. Slab Bridge T-Beam Bridge T-Beam Bridge T-Beam Bridge T-Beam Bridge Int. Slab Bridge Int. Slab Bridge Bridge T-Beam Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge Bridge 2 Trial Pits 2 Trial Pits 2 Trial Pits Trial Pits Trial Pits 2 Trial pits 2 Trial Pits 1 2 Trial Pits 2 Trial Pits 2 2 Trial Pits 1 2 Trial Pits / / , Sheladia Associates Inc, USA

131 362. Review on the SI works undertaken as detailed in Table 5-19 above were forwarded to the DPR consultants (Detailed in review reports fgiven in Annexure 5.1). Further geotechnical investigations would be required at the construction stage in terms of confirmatory boreholes also in order to reestablish the founding levels and shear strength of the supporting soil stratas at proposed structure locations and also at critical high embankment locations as per recommendations in IRC 78: 2000 and MORT&H specifications. Comments on the Geotechnical aspects of foundation for the proposed structures and potential settlement and stability concerns of embankments are also communicated to the DPR consultants for further compliance in the final DPR Ground Improvement 363. From the subsoil exproation results, both from the field and laboratory, it is evident that subsoil stratification comprises of soft to stiff deposits of alluvium silty clay / clayey silt deposites at shallow depths. Such soft / compressible stratifications are more pronounced on the north Bihar project areas (SH86, SH 87, SH88, SH89, SH89 and SH91) and also in SH81 in the south Bihar. A close study of the borehole information from these areas need to be further evaluated and reviewed along with the surcharge height of the embankment to be newly laid / built in those specific areas Accordingly suitable ground improvement measures, e.g., in terms of partial or complete replacement of such compressible deposits shall be recommended in order to avoid noticeable longterm settlements which would other wise affect the riding quality of the project roads. Such ground improvement measures are recommended to adopt more importantly on the bridge (minor or major) approaches whereby stiffness of road surface changes abruptly from very hard (Deck concrete) to mild stiff embankment soils. In order to optimise such ground improvement measuers it is suggested to incorporate all the geotechnical investigations to be mapped over the plan and profile drawings in order to appreciate the subsoil conditions and the surcharge heights to be built together Such subsoil conditios would be more pressing on slope stability requirements of the high embankments, e.g., bridge approaches during the construction stage. The pore water pressure regime of the soft subsoil strata would increase according to the height of embankment being built which may reach to a threshold when the factor of safety becomes less than one and thereby instability condition would arise. Therefore it would be prudent to either adopt staged construction if excavate and replace option is not workable else alternatively length of the viaduct could also be increased. One such typical situation is found at the approaches to a ROB at the beginning of the project whereby height of the bridge approach is recommended to adopt reinforced soil retaining structure where maximum height is of the order of 12-13m above existing ground level and the susoil is having 6-8m deep soft soil deposites evident from the borelog informations. It has been recommended to increase the length of viaduct in order to bypass the instability condition of the RE wall and also probably the cost and time of ground improvement measures would work out more uneconomical. Similar situation shall need further review during the final detailed design stage of all the projects Slope Protection & Erosion Controls 366. All the roads proposed under the BSHP Phase II are required to be built either on the grade or over the earthen embankments. None of the state highways proposed are passing through any cut slope areas and hilly terrains. 130 Sheladia Associates Inc, USA

132 367. It is essential that the slopes of embankments are required to be protected adequately against potential soil erosion due to rains and flood water in compliance to Clauses 306 and 307 of Specifications for Road and Bridge Works, 2001, Ministry of Road Transport and Highways. Suitable vegetation over the earthen embankment slopes as preventive and remedial measure to stabilize slopes is of paramount significance to upkeep the long and sustainable performance of the pavement and the shoulders. Hydrological and mechanical mechanism contributes beneficial influence of vegetation on slope stability and soil erosion control measures. Vegetation modifies the moisture content profile of the soil, influencing soil shear strength and the presence of roots in the soil increase soil strength and, therefore, its stability. Figure 5-14 View of a typical vegetated highway slope 131 Sheladia Associates Inc, USA

133 Figure 5-15 Typical root system from vegetation 368. Careful selection of various species in a highway situation is of paramount importance, which potentially depends upon climatic conditions of the project area and sustainability of vegetations under the highway environment. The climate of Bihar state is typically a part of the climatic pattern of the Indian subcontinent. It enjoys a continental monsoon type of climate owing to its great distance from the sea. The state is mildly cold in the winter (the lowest temperatures being around 4 to 10 degrees Celsius). Winter months are December and January. It is hot in the summer (with average highs around Celsius). April to mid June is the hot months. The monsoon months of June, July, August, and September see good rainfall. October & November and February & March have pleasant climate The structure of the root system of the plants and vegetation is very diverse, varying from very fine fibrous systems through branched systems to those with a dominant vertical tap root. The spatial distribution of the root system is usually influenced by both the genetic character of the plant and localized soil conditions, and may vary over time. Most roots are usually found in the upper 0.5m of the soil under herbaceous vegetation, and upto 3m deep under trees and shrubs. Therefore careful selection of the vegetation root type is of paramount importance keeping in view the highway environment where they are intended to perform Functions of the vegetation in slope stability: Soil moisture depletion Root reinforcement Buttressing and arching Surface cover shading the soil erosion 371. Suitably established vegetation over the highway embankment slopes play an important role in preventing shallow slip failures by removing excess moisture and providing tensile 132 Sheladia Associates Inc, USA

134 reinforcement through the roots. It is recommended to construct suitable top soil and establish local vegetation and shrubs uniformly over the slopes in order to prevent the soil erosion and maintain the designed slopes in the long term. Long-term maintenance of such vegetated slopes also need be considered during the design stage itself Slope / Bed Protection Rock Armour 372. Embankment slopes exposed to water fronts and high embankment slopes in heavy rain areas would required to be protected against soil erosion problems. IRC 89: 2000 guidelines shall be adopted under such conditions for design of the slope protection measures. Figure 5-16 Typical detail of Rock armor protection & toe details 373. Filter blanket shown underneath the rock pitching can be alternatively replaced and as suitable geotextile in compliance to specifications of MORT&H. The geotextile filters provide ease of construction and better assurance in terms of intended filtration performance. 5.6 PAVEMENTS AND MATERIALS Proposed Pavement Types 374. Flexible pavement is recommended except some stretches in the built up areas where raising of the road level is not feasible apart from issues on the local conditions like drainage etc. Flexible pavements are considered to include the pavements which have bituminous surfacing and granular base and subbase courses confirming to the IRC standards or Specification for Road and Bridge works, Ministry of Road Transport and Highways Occasionally rigid pavements are also recommended for the projects where raising of road levels is not possible, e.g., in heavily congested built up areas and also where the local drainage conditions are found poor which can not be economically improved with regular / popular techniques Subbase Materials 376. The material envisaged to be used for the projects shall be natural sand, or gravel, crushed stone, meeting the grading requirements and physical requirements. If subbase material warrants combination of materials, mixing is recommended to be undertaken mechanically either using a suitable mixer or adopting mix in-place method. The materials 133 Sheladia Associates Inc, USA

135 are to be free from organic or other deleterious constituents and conform to one of the three grading given in Section 401 of MORT&H specifications Physical requirements: The material shall have a 10 per cent fines value of 50 kn or more (for sample in soaked condition) when tested in compliance with BS: 812 (Pan 111). The water absorption value of the coarse aggregate shall be determined as per IS: 2386 (Pan 3); if this value is greater than 2 per cent, the soundness test shall be carried out on the material delivered to site as per IS: 383. For Grading II and III materials, the CBR shall be determined at the density and moisture content likely to be developed in equilibrium conditions, which shall be taken as being the density relating to a uniform air, voids content of 5 per cent Thickness of subbase recommended of minimum thickness of 150mm for design traffic less than 10msa and of 200mm for design traffic of 10msa and above. From drainage considerations the granular subbase is recommended to be extended over the entire formation width in case the subgrade soil is relatively low permeability Pavement Base Courses 379. Unbound granular bases which comprise conventional Water Bound Macadam (WBM), Wet Mix Macadam (WMM) or any other any other equivalent granular construction is recommended to be adopted for the projects, confirming to the IRC/MORT&H specifications Recommended minimum thickness of granular base is 225mm for traffic upto 2msa and 250mm for the traffic exceeding 2msa. Materials recommended for use shall satisfy grading and physical requirements as per IRC/MORT&H specifications. Where WBM construction is recommended in the base course for roads carrying traffic more than 10msa, the thickness of WBM base shall be increased from 250mm to 300mm (i.e., 4 layers of WBM grades II and III each of 75mm compacted thickness) for each construction with corresponding reduction in the subbase thickness keeping the overall pavement thickness unchanged as deduced from the design charts Materials 381. This work shall consist of clean, crushed aggregates mechanically interlocked by rolling and bonding together with screening, binding material where necessary and water laid on a properly prepared subgrade/ sub-base/ base or existing pavement, as the case may be Coarse aggregates shall be either crushed or broken stone, crushed slag, over-burnt (Jhama) brick aggregates only. The crushed or broken Stone shall be hard, durable and free from excess flat, elongated, soft and disintegrated particles, dirt and. other deleterious material. If water absorption value of coarse aggregate is greater than 2%, soundness test shall be carried out on the material delivered to site as per IS: 2386 (Part 5) Grading requirement of coarse aggregates: The coarse aggregates shall conform to one of the Gradings given in Section 500 of MORTH specifications, provided, however, the use of Grading No.l shall be restricted to sub-base courses only. 134 Sheladia Associates Inc, USA

136 Screenings 384. Screenings to fill voids in the coarse aggregate shall generally consist of the same material as the coarse aggregate. However, where permitted, predominantly non-plastic material such as moorum or gravel (other than rounded river borne material) may be used for this purpose provided liquid limit and plasticity index of such material are below 20 and 6 respectively and fraction passing 75 micron sieve does not exceed 10 per cent. Screenings shall conform to the grading as shown in MORT&H specifications Binding material 385. Binding material to be used for water bound macadam as a filler material meant for preventing raveling, shall comprise of a suitable material approved having a Plasticity Index(PI) value of less than 6 as determined in accordance with IS: 2720 (Part-5). Quantity of the binding material depends upon the type of screenings. As a guide, the quantity required for 75mm compacted thickness of water bound macadam will be m3 / 10m2 and m3 / 10m2 for 100mm compacted thickness of WBM Bituminous Base & Surface Courses 386. The existing surface shall be ensured firm and clean, and treated with Prime or Tack coat as specified on the drawings and as otherwise stated in the project specifications Binder 387. The binder shall be an appropriate type of bituminous material complying with the relevant Indian Standard (IS), as defined in the appropriate Clauses of the specifications, or as otherwise specified in MORT&H specifications Coarse Aggregates 388. The coarse aggregates shall consist of crushed rock, crushed gravel or other hard material retained on the 2.36 mm sieve. They shall be clean, hard, and durable, of cubical shape, free from dust and soft or friable matter, organic or other deleterious matter. Where crushed gravel is proposed for use as aggregate, not less than 90% by weight of the crushed material retained on the 4.75 mm sieve shall have at least two fractured faces. The aggregates shall satisfy the physical requirements specified for the individual relevant layer for the material in question Fine Aggregates 389. Fine aggregates shall consist of crushed or naturally occurring material, or a combination of the two, passing 2.36mm sieve and retained on the 75 micron sieve. They shall be clean, hard, durable, dry and free from dust, and soft or friable matter, organic or other deleterious matter. 135 Sheladia Associates Inc, USA

137 5.6.5 Source of material 390. The source of all materials to be used on the projects shall be tested in accordance to the specifications and be expressly approved by the Engineer Other construction and materials related guidelines for the projects shall adopt IRC standards and Specification for Road and Bridge Works, Ministry of Road Transport and Highways (MORT&H) Field Sampling 392. Existing subgrade investigations have been carried out to know the strength properties of the existing soil. Visual inspection of the existing pavement condition has also been undertaken by the DPR consultants prior to commencement of sub-grade investigation work. Based on the data derived from condition (surface condition, roughness) and structural strength surveys, the project road section has been divided into eleven different numbers of homogeneous sections with respect to pavement condition and strength. The testing scheme envisaged for the widening areas and the existing road section within the ROW included testing of at least three subgrade soil samples for each homogeneous road segment or three samples for each soil type encountered, whichever was more as per the requirements of the TOR. While collecting samples, it was ensured that at least one representative sample was collected generally from a stretch of 5 km irrespective of the length of the homogeneous section. Various in-situ tests conducted and laboratory tests included in the testing program on soil samples along the alignment as per the requirements are summarized in Table Table 5-20 Site Sampling and Testing Criteria Sl. No. Type of Soil Sample i) Subgrade soil samples from existing pavement along the project road ii) Subgrade soil samples from the widening area Sampling Criteria Test pits to obtain at least three subgrade soil samples for each homogeneous road segment or three samples for each soil type encountered, whichever was more as per the requirements of the TOR Test pits to obtain at least three subgrade soil samples for each Testing Criteria Description of Test Standard Code Applicable In-situ Density IS 2720(Part 29) In-situ Moisture Content IS 2720(Part 2) Dynamic Cone TRRL (U.K.) vide Road Penetration Test Note No. 31 Soil Classification IS 1498 Sieve Analysis IS 2720 (Part 4) Atterberg s Limits IS 2720 (Part 5) Laboratory Compaction Test (Modified Proctor) IS 2720 (Part 8) 4-day soaked CBR at 3 energy levels corresponding to 10, 35 & IS 2720 (Part 16) 65 blows of heavy compaction rammer. Free Swelling Index IS 2720 (Part - 40) Soil Classification IS 1498 Sieve Analysis IS 2720 (Part 4) Atterberg s Limits IS 2720 (Part 5) 136 Sheladia Associates Inc, USA

138 Sl. No. ii) iii) Type of Soil Sample along the project road Soil samples from borrow areas Stone metal samples from crushers/quarries Sampling Criteria homogeneous road segment or three samples for each soil type encountered, whichever was more as per the requirements of the TOR Representative samples were collected from each of the identified borrow areas within reasonable lead. Samples of various sizes of stone including stone dust were collected from crusher/quarry located within reasonable lead of the project road. iv) Fine Aggregates Samples were collected from different sources located within the vicinity of project road. v) Water sample One sample from each source like tube wells and rivers located within the project influence area. Testing Criteria Standard Code Description of Test Applicable Free Swelling Index IS 2720(Part 40) Soil Classification IS 1498 Sieve Analysis IS 2720 (Part 4) Atterberg s Limits IS 2720 (Part 5) Laboratory Compaction Test (Modified Proctor) IS 2720 (Part 8) Free Swelling Index IS 2720(Part 40) 4-day soaked CBR IS 2720 (Part 16) Direct Shear Test on selected samples IS 2720 (Part 13) Sieve Analysis IS Flakiness and Elongation Index IS 2386 (Part 1) Specific Gravity and Water Absorption IS 2386 (Part 3) Aggregate Impact Value (AIV) IS 2386 (Part 4) Soundness Test IS 2386 (Part 5) Alkali Aggregate Reactivity Test IS 2386 (Part 7) Grain Size Analysis IS Specific Gravity and IS 2386 (Part 3) Water Absorption Sand Equivalent Test ASTM D ph Value, Chlorides, MOSRT&H Sulphates (SO 4 ), Acidity, Specification Clause Alkalinity, Organic, 1010; Inorganic impurities and IS 456 (2000) suspended matter Field Tests along the existing pavement 393. Field tests have been conducted as per the requirements of TOR to determine the subgrade characteristics and strength. Tests undertaken on existing subgrade soil along the roads includes: In-situ density and moisture content at each test pit Field CBR using DCP at each test pit 394. The results of the field tests and laboratory tests thus undertaken have been analyzed and discussed for further recommendations. 137 Sheladia Associates Inc, USA

139 395. Field sampling of subgrade materials along each of the routes was based on excavated test pits of nominal 0.5m x 0.5m size. In some locations it was also possible to use existing agricultural or irrigation trenches, excavations for village houses, or scour cuttings to assess a deeper profile. All pits were logged manually and samples taken for laboratory testing. Pits were typically spaced at about 5 kilometer intervals or marked change in soil type Dynamic Cone Penetration Test 396. Dynamic Cone Penetration tests have been conducted at the test pit locations to assess the in-situ CBR at subgrade and below subgrade level at various locations as reported in the respective draft project reports of the proposed state highways DCP equipment as recommended by TRRL (U.K.) vide Road Note No. 31 comprises of a 60º cone with a base diameter of 20 mm and 8 kg hammer dropping from a height of 575 mm was used for the DCP test. A typical sketch of the instrument is shown in Figure Sheladia Associates Inc, USA

140 Figure 5-17 TRL Dynamic Cone Penetrometer 398. Number of blows and corresponding values of penetration in mm were recorded to a depth of about 850 mm The CBR value is assessed based on different soil layers encountered. The slope change in the graph (Penetration Vs Number of Blows) indicates the interface of two layers of different penetration resistance. From the graph, thickness of layer and slope (penetration mm/blow) were calculated. The following TRRL equation has been used to calculate the layer DCP-CBR value for each layer: 400. log10 (CBR) = * log10 (mm/blow) 139 Sheladia Associates Inc, USA

141 401. These layered CBR values have been converted to overall CBR value using Japanese formula for the purpose: Overall CBR = Σ (Layer thickness (DCP-CBR) 1/3 ) Laboratory Tests Σ (Layer thickness) 402. The laboratory testing for subgrade includes: Characterization (Grain size and Atterberg s limits at each test pit) Laboratory moisture-density characteristics) Laboratory CBR (4-day soaked compacted at three energy levels) and swell) Approximate 40 kg of soil sample is collected in a bag from each test pit from the existing road and the widening portion for testing purposes. The identification mark and location of the samples are recorded and sent to the laboratory for conducting the tests indicated in Table 1.7. The results thus recorded are analyzed and discussed to ascertain in-situ condition (compacted density and CBR value) and engineering properties of the existing subgrade soils Survey and Investigation of Borrow Materials for Construction 404. Materials commonly required for the highway construction works comprise of the following broad items: Borrow materials like soil and gravel Quarry materials like hard stone metal (aggregates) and sand (fine aggregates) Manufactured materials like cement, steel, and bitumen Other construction materials like water fly ash, etc It is a paramount task to identify the potential sources of these materials in compliance to the requirements of specifications and near to the project site in order to economize the cost of construction besides timely completion of the project Borrow Area Soil 406. Surveys have been conducted to locate the potential sources of borrow area soil required for the construction of embankment shoulder and subgrade for each proposed highways. Number of borrow areas located on both sides along the project each road have been identified. The locations, lead, owner and quantity of borrow soil are given available in respective draft DPRs. The distance of these borrow areas from the project road alignment are identified and reported in terms of tables and lead charts Soil samples from the potential borrow areas thus identified are collected in bags weighing approximately 40kg from each and send for laboratory tests in order to establish their engineering characteristics and CBR value. These parameters are further assessed in order to further ascertain their workability in terms of embankment fill, fill behind the structures, shoulder and the subgrade construction. The test results are used for the pavement design and also to make decisions on deployment of type of construction equipments needed to achieve design specification of the projects. 140 Sheladia Associates Inc, USA

142 408. Generally only the materials satisfying the density requirements as in Section 300 of MORT&H specifications shall is used for the construction of the embankment and the subgrade. It shall be further ensured that the subgrade material when compacted to the density requirements as per Section 300 of MORT& specifications Earthen shoulders on either side of the road is recommended be of selected earth/ granular material/ paved conforming to the requirements of Clause 305/401 and the median may be of selected earth conforming to the requirements of Clause 305 of MORT&H Paved shoulders shall consist of sub-base, base and surfacing courses, as per the drawings and materials for the same shall conform to relevant Specifications of the corresponding items. Where paved or hard shoulders are not provided, the pavement shall be provided with brick/stone block edgings as shown in the drawings. The bricks shall conform to Clause 1003 of MORT&H Specifications. Stone blocks shall conform to Clause 1004 of MORT&H Specifications and could be of, size 225 mm 110 mm x 75 mm Quarry Materials 411. Stone Metal: In general there is scarcity of rock quarries in Bihar state. There are only two designated quarries available in the state one at Sheikhpura and the other one named Pakur. Stone quarries have been identified for each of the proposed state highway projects involved and the materials have been evaluated in term of their availability and their vicinity of all the proposed project areas. The samples were collected from the quarry and from respective crushers as well and sent for relevant laboratory tests for relevant engineering parameters for use as aggregate for pavement and structural concrete works in order to assess their compliance to MORT&H specifications. The crushed or broken Stone shall be hard, durable and free from excess flat, elongated, soft and disintegrated particles, dirt and. other deleterious material Sand: Sand is one of the important constituent materials required for any highway construction project. River sands available all over the state are generally of good quality. Nearby potential sand quarries for each of the project have been investigated and samples collected for evaluation of all relevant engineering characteristics as per IRC, IS standards and MORT&H specifications Sand / fine aggregate shall consist of clean, hard, strong and durable pieces of crushed stone, crushed gravel, or a suitable combination of natural sand, crushed stone or gravel. The material should not contain dust, lumps, soft or flaky, materials, mica or other deleterious materials in such quantities as to reduce the strength and durability of the concrete, or to attack the embedded steel SH 80: Bhabhua-Aghaura 414. The project road traverses in plain terrain from km to km and from km to km , in hilly terrain from km to km and in rolling terrain from km to km Substantial length of the project road passes through reserved forest area. Existing formation width varies from location to location and is from 4.8 m. to 10.0 m. In hilly stretch the road is in cut and fill. Side slope of embankment are found on an average 1V:1H or steeper at places. Alignment of the project road is fairly acceptable in entire stretch except at a few locations where it requires improvement. 141 Sheladia Associates Inc, USA

143 Condition of the road in general is varying from good / fair to poor Geotechnical investigations works are in progress and analysis of the subsoil conditions are expected to be similar to that of typical of Gangetic plains except in stretches on the hilly terrains along the alignment Road Condition Survey 416. The existing road is of nearly fair alignment and built of flexible pavement sections. Detailed pavement investigations including condition surveys by visual inspection, examination of pavement composition by excavating test pits and testing the properties of the existing subgrade soil and Benkelman Beam Deflection (BBD) are carried out to determine the extent and nature of pavement distress of the existing carriageway Form the project feasibility study surveys existing subgrade soil is determined as clayey silt or silty clay type of material having 4-day soaked CBR value of 5.6 to 6.5% when compacted to 97% of MDD. Laboratory test results on MDD and FMC of the subgrade material are 16.2 to 18.6kn/cum and 3.86 to 10.4% respectively. Indicative DCP-CBR test results of existing subgrade soils at the project feasibility stage are found to be in the range of 7% to 22% Total thickness of the existing pavement varies from 80mm to 340mm comprising varying thickness of GSB, base course and bituminous layers. It is worth noting that subbase layer GSB is generally non existent along the project road. In general the condition of the existing pavement is dilapidated in stretches both sides before and after the hilly terrain Borrow Materials for Construction 419. Total fifteen (15) numbers of potential soil borrow areas have been identified on both sides of the road. Lead distance of these borrow areas vary from 0.2km to 1km from the project road alignment. Evaluations of engineering properties of potential borrow area materials are yet to be conducted and can be analyzed once the test results are available. However design 4 day soaked CBR value of the soils from the potential borrow areas is taken 8% in the plain areas and 10% in the hilly terrain for the pavement design purposes. Design CBR value recommended shall be further assessed upon availability of the detailed laboratory results Quarry Materials 420. Potential stone / aggregate quarry for the project is identified at 11th km of Bhabua- Chairpur road with average total lead distance of 36 to 38km for the project works. Engineering properties of the aggregate materials available from the quarry will be established and reported at the detailed design stage Sand 421. Potential source of sand material for the project road construction is identified from river Durgawati at an average lead distance of about 27km from the project road. Engineering properties of the sand materials available from the source will be established and reported at the detailed design stage. 142 Sheladia Associates Inc, USA

144 Pavement Design 422. Design life of the flexible pavement is considered as 15 years from base year of completion of construction in day soaked CBR value of the borrow area soils indicate that a design CBR value of 8% and 10% can be reasonably achieved from the borrow sources when compacted to more than 97% of MDD required as per MORT&H specifications Design of new flexible pavement adopts guidelines as per IRC: Layer composition of the pavement for new construction on main carriageway (widened portion and realigned stretches, if any) and bypass sections are given hereunder works out as shown in Table Section Table 5-21 Pavement Section for New Construction (ADB-TA) ( ) Chainage (km) Design Traffic (msa) Design CBR (%) Pavement Composition (mm) BC DBM WMM GSB Rigid Pavements 424. The option of rigid pavement has been envisaged to be built only in heavily congested areas whereby bypass is not warranted and it is difficult to improve the local drainage due to low lying areas or poor subgrade conditions. IRC 58: 2002 guidelines are adopted for the design with an aim of design life of 28 years For a subgrade soil having 4-day soaked CBR value of 8 % or 6%, Modulus of Subgrade Reaction, k of 25.3 or 20.6 kg/cm2 /cm deflection can be adopted (Modified for 100 mm thick sub-base of dry lean cement concrete). Design traffic and axle load spectrum described in the DPR appears reasonable to adopt for the rigid pavement design recommended as 300mm thick M45 concrete in 6% CBR areas or 280mm thick in areas having subgrade CBR of 8% underlain by 100 thick dry lean concrete and 150mm of GSB with other construction joint details and dowels Overlay and Strengthening 426. It is envisaged from the test pits that in stretches where work of strengthening appears to have been completed thickness of bituminous layer is less than desired designed thickness. This is more in Section 1 km0.00 to km Therefore it is proposed to lay 90 mm DBM and 40 mm. BC in entire width of 7.00 m. (Carriageway width). BBD test is being carried out by the consultants and strengthening design of pavement need be further reviewed after completion of BBD test and change if required will be incorporated at the detailed design stage. 143 Sheladia Associates Inc, USA

145 SH81: Sakkadi Nasirganj 427. Proposed SH81 takes off from Sakkadi on NH-30 and proceeds upto its end at Nasirganj in km 86. The project developments envisaged include widening of SH-81 complete road of a length of 83.5 km (including connectivity to SH-15) Vikramgunj Nasriganj- Dehri road to a 2-lane state highway. The project road runs almost parallel to River Son Geotechnical investigations conducted at the bridge locations (kilometers 1.735, 6.400, 8.230, 9.595, , , , , , , , , , and ) reveal the subsoils along the proposed route primarily constitute of alluvial deposits of silty clay or silty sand classifications of varying thicknesses and consistency. These soil deposits are typical of Gangetic plains of Bihar and are generally stable in terms of supporting the road embankments and related structures Road Condition Survey 429. Existing Carriageway width is varying from 3.05m to 5.5m. Bituminous surface is generally in deteriorated condition from km 35 to 62. There is concrete road in few settlement areas. Road is in good condition from km 0 to 21 and km 68 to 79 whereas the same is in poor condition in remaining portion. The project road is generally traversing in embankment along the canal. There are four major and thirty five minor junctions on the road The pavement is mostly single/ intermediate lane from km 0.00to One metre wide earthen shoulder exists along the project road except some reaches. The road is in embankment along the canal in major stretches & remaining stretches are in embankment having height 0.5 to 1.00m. Test pits have been dug at every 500 m and also along each homogeneous road segment to obtain pavement composition details (pavement course, material type, and thickness). The existing pavement section is flexible. The pavement composition comprises of bituminous layer (BC or SDBC and DBM), WMM, granular subbase (GSB), boulders and sand / murram. The thickness of bituminous layer ranges between 10 mm and 120 mm, GSB ranges from 50 mm to 550 mm, boulders range from 50 mm to 200 mm and Sand layer thickness varies from 30 mm to 200 mm. Total thickness of flexible section of the pavement of the main carriageway varies from 50 mm to 630 mm Soils and Materials Investigations 431. The objectives of the soils and materials investigation (including road and pavement condition surveys) were as follows: To assess the condition of the existing road; To assess the composition of existing road pavement To determine the material characteristics of the base / subbase and strength of subgrade materials; To investigate availability of potential embankment construction, pavement and structural concrete materials and their engineering properties in compliance to IRC standards and MORT&H specifications; To investigate availability and engineering properties of other construction materials, e.g., water, cement steel, flyash etc. 144 Sheladia Associates Inc, USA

146 432. The following investigations have been carried out by the DPR consultants and evaluated by the TA consultants: Visual observations of the road conditions and noting/measuring its in-situ conditions with typical photographs; Test pits at the pavement edge or on proposed widened alignment upto likely subgrade levels; Collection of samples from the test pits for laboratory tests and further evaluations Collection of soil samples from the potential borrow areas and conducting laboratory tests to evaluate the materials properties in terms of their suitability for construction of embankment, subgrade, shoulder and other backfill materials. Collection of stone and aggregate materials, sand from existing base / subbase and potential quarry areas. Collection of potential source of Flyash material available near the project alignment and conducting laboratory tests to evaluate their suitability of the project road. Collection of water samples from potential sources along the project alignment and carry out relevant laboratory test to assess suitability in the project construction. TRL dynamic cone penetration tests in test pits along the edge of the road in order to evaluate in-situ condition (CBR, compaction conditions) of the existing subgrade Details of the test pit locations and composition of the existing pavement crust is illustrated in the draft DPR of the consultants. Variation of the field dry density and moisture content of the subgrade material found in-situ is as shown in Figure 5-18 and Figure Predominant soil encountered along the project corridor is of the ML-CL to CL type of low to medium plasticity. The relative compaction level varies from 75 % to 97 %. At some locations, especially where the relative compaction of the subgrade is lower than 97% of MDD, the CBR at FDD gives low value. The laboratory soaked CBR at 97 % MDD varied in the range of 3 % to 25 % with an average value of 10 %. MDD was found to range in 1.8 to 2.0 gm/cc. Thus, the existing subgrade exhibits poor to excellent quality along the project corridor. The above characteristics of soil and its grading properties indicated that the soil encountered at the sub-grade level is not a fully impermeable layer. DCP tests were conducted at 37 locations between 0 km and 87 km. The DCP-CBR values vary in the range of 4 % to 35 % while the average DCP-CBR value determined to approximate 15%. Since the tests were carried out during peak summer, the subsoil condition is assumed to be unsaturated and so it is not a representative under worst conditions. It is inferred that CBR obtained from DCP test is higher than the corresponding 4-days laboratory soaked CBR values and this is typically due to unsaturated condition of the subgrade soil during the peak summer when the DCP Tests were performed. 145 Sheladia Associates Inc, USA

147 SH FMC (%) FDD (g/cc) Chainage (km) Chainage (km) Figure 5-19 Variation of field moisture content of existing subgrade soil along SH A total of 26 soil samples were collected along the proposed area of widening from the natural ground at the toe of the existing embankment. The soil samples exhibit ML, CL, and CI type of soils with non-plastic to low to medium plasticity exhibiting that the existing soil in the widening area is suitable for supporting the widened embankment The results of the in-situ tests and laboratory tests conducted on existing sub-grade soil along the road indicate that it can be considered as suitable sub-grade material, 4-days soaked CBR (at 97% of MDD) of which is more than 10% in majority of the cases. Due to less compaction of the existing sub-grade than the desired level, the likely CBR at present compaction level of sub-grade can not be considered as the value obtained in the laboratory. Depending on the degree of compaction, the strength of existing sub-grade in terms of CBR will be abnormally low in some sections, especially where high deflection values (from BBD test) are obtained more than 2.0 mm. This situation may be considered as sub-grade failure for the purpose of pavement design. In the sections of sub-grade failure, the pavement is required to be built up from sub-grade level and in that case loosening and re-compaction of existing sub-grade soil (which has 4-days soaked CBR more than design CBR) will be required. The soil type encountered is consistent with those obtained from the other stretches and is of the ML and CL type predominantly. 146 Sheladia Associates Inc, USA

148 Borrow Materials for Construction 437. Potential soil borrow areas available along the alignment are identified and soil properties investigated to substantiate their suitability for various earthworks involved with project. A total of 17 borrow areas located on both sides along the project road have been identified. The types of soil available from the identified borrow areas are of the type ML, ML-CL, CI and CL of non-plastic to low to intermediate plasticity. The CBR (4-days soaked at 100 % of MDD) varies in the range of 5.2 % to 14.6 %. Considering other engineering properties and range of CBR values of the material from the prospective borrow pits, 4 day soaked CBR value of 8 % is considered reasonable for designing pavement for new carriageway/new alignment Quarry Materials 438. Only one (1) stone quarry has been identified within the near vicinity of the project area. The samples was collected at quarry as well as at crusher located at a distance of 5km from quarry. Test results show that the stone metal is suitable for construction of road work and other structures as all properties except flakiness and elongation are satisfactory with respect to their specified / desired values. Flakiness and Elongation are affected by stratification of the rock and method of crushing. This property can be improved considerably by adopting suitable technique of crushing Sand 439. Only one (1) source was identified as potential source for sand. Four samples were collected from the same source at different locations. Properties of the sand material are found in general to be in compliance to requirements of MORT&H for pavement and concrete works Water 440. Ten (10) samples of water from hand pump and one (1) sample of water from Son River were collected from different locations of project-influenced area. Test results on the water samples conducted demonstrate that the in general the water from the sources are suitable for the construction of the pavement and structural concrete at large except for the alkalinity characteristics from some of the sources investigated Pavement Design 441. The flexible pavement for the project road has to be designed for fifteen (15) years and for concrete pavement twenty eight (28) years Projection of traffic and the Vehicle Damage Factor (VDF) of various types of commercial vehicles, Cumulative Standard Axles (CSA) during the period of design life has been analyzed and presented under the Traffic section of this report. Design cumulative standard axles (CSA) as adopted by the DPR consultant is as shown in Table Sheladia Associates Inc, USA

149 Table 5-22 Traffic (As per DPR consultants) S. No. Section Length Design Traffic in MSA Adopted Traffic From To (Km) Year (Calculated) (MSA) Main Carriageway Bypasses B B B B The DPR consultants recommend adoption of design traffic as 45msa for kilometers 0.00 to and 30msa for the rest of the road from kilometer 1.6 to 87. Whereas design cumulative standard axles from the results of traffic survey and data analysis by the TA consultants works out as 15msa as detailed under Traffic section of this report Majority of the laboratory test results available for the borrow area soils show 4-day soaked CBR of the borrow area soils are more than 8% (at 97% MDD), except some locations. The soils from borrow area having lesser values than recommended design CBR (8%) shall be restricted for use as subgrade construction material. Design CBR value of 8% for subgrade soil from the potential sources along the project influence area when compacted to more that 97% of MDD appears acceptable to adopt for the pavement design Design of new flexible pavement adopts guidelines as per IRC: The pavement is designed based on traffic forecast of 15 years with base year of completion of the project road construction stipulated to be year Layer composition of the pavement for new construction on main carriageway (widened portion and realigned stretches, if any) and bypass sections are given hereunder works out as shown in Table Table 5-23 Pavement Section for New Construction (ADB-TA) ( ) Pavement Composition (mm) Section Chainage (km) Design Traffic (msa) Design CBR (%) BC DBM WMM GSB Table 5-24 Pavement Section for New Construction ( ) (DPR Consultant) Section Chainage (km) Design Design Pavement Composition (mm) Traffic CBR (%) (Msa) BC DBM WMM GSB Sheladia Associates Inc, USA

150 Rigid Pavements 448. The option of rigid pavement has been envisaged to build the road only in heavily congested areas whereby raising the existing road pavement level is not an option and bypass is not warranted. IRC 58: 2002 guidelines have been primarily adopted for the design with an aim of design life of 28 years For a subgrade soil having 4-day soaked CBR value of 8 %, Modulus of Subgrade Reaction, k of 20.8 kg/cm2 /cm deflection has been adopted (Modified for 100 mm thick sub-base of dry lean cement concrete). Design traffic and axle load spectrum described in the DPR appears reasonable to adopt for the rigid pavement design Strengthening of Existing Pavements 450. Strengthening option of existing flexible pavements is not recommended due to thickness of vertical profile corrective courses, minimum free board of 600mm requirement involved and poorly compacted condition / CBR of the existing subgrade soils. Therefore in the present case the pavement crust shall be build beginning from the subgrade level SH 82: Kadirganj - Sono 451. The Project Road predominantly traverses the plain and rolling terrain. The first seventy kilometers (up to Khaira) of the Project Road is on a normal (1.5m) embankment. Generally pavement condition is poor in km to km , whereas pavement is in good condition in remaining section Geotechnical investigations works along the project road is to be confirmed upon completion. However the subsoil stratification is expected to be typical of Gangetic plain deposits of Silty clay / Silty sand types. conducted at the bridge locations (kilometers and ) along the proposed route Road Condition Survey 453. The project road is built of flexible pavement. Generally the existing road is built over embankment section of 1m to 2.5m height. Detailed pavement investigations including condition surveys by (a) visual inspection, (b) examination of pavement composition by excavating test pits and testing the properties of the existing sub grade soil to determine the extent and nature of pavement distress of the existing carriageway. From km 35 to km 50 pavement as the bituminous surface is totally worn-out under the specification of rural road of 3.0m wide. However in this section, average 7 m wide formation width with about 1.5m average embankment height is available. From km to km , the pavement condition was better. Strengthening and widening of the stretch has been done recently by RCD The BBD tests are yet to be undertaken in view of on going strengthening works in progress by RCD, Govt. of Bihar. Equivalent CBR values based on DCP test results (18 locations) is found to vary from 6 and 20 percent for the existing subgrade soil. Average FDD and FMC of the existing subgrade soil are 18.2 kn/cum and 6.7%. Subgrade soil is identified as sandy clay. Index testing of the subgrade and analysis of the results is yet to be finalized. 149 Sheladia Associates Inc, USA

151 455. In general average total thickness of existing pavement crust is varying from 0 (km 40 to 50) to 405mm and constitute of GSB, base course overlain by bituminous layers of varying thickness Borrow Materials for Construction 456. Total twelve (12) numbers of potential soil borrow areas have been identified and investigated to substantiate their suitability for various earthworks involved with the project. Lead distance of these borrow area are varying from 0.2km to maximum 1.2km from the project road alignment. Evaluation of soil materials available from the potential borrow areas is under evaluation. However 4 day soaked CBR value of 8 % is considered reasonable to achieve and recommended for designing pavement for improvement / widening / new alignment. Materials showing high clay content and low CBR values shall be restricted for use of subgrade construction Quarry Materials 457. Potential stone quarry for the project road is identified at Sheikhpura having a lead distance of about 100km from the project alignment. Stone from the Sheikhpura quarry is considered in compliance to MORT&H specification. However the same shall be further ascertained at the construction Sand 458. Sand material for the project works is proposed from the beds of Kiul River with an average lead distance of 30km from the project road. Three sources of sand have been identified as potential sources near the project alignment from river Kiul near the project road. The engineering properties of sand samples tested have been found in compliance to specifications for pavement and concrete works of the project Water 459. Nine (09) samples of water from hand pumps / wells were collected from different locations of project-influenced area. Test results on the water samples conducted demonstrate that the water is suitable for all construction works of the project Pavement Design 460. Design life of the flexible pavement is considered as 15 years from base year of completion of construction in Majority of 4-day soaked CBR value of the borrow area soils indicate that a design CBR value of 8% can be reasonably achieved from the borrow sources from the vicinity of the project road when compacted to more than 97% of MDD required as per MORT&H specifications Design of new flexible pavement adopts guidelines as per IRC: The pavement is designed based on traffic forecast of 15 years with base year of completion of the project road construction stipulated to be year Layer composition of the pavement for new construction on main carriageway (widened portion and realigned stretches, if any) and bypass sections are given hereunder works out as shown in 462. Table Sheladia Associates Inc, USA

152 Table 5-25 Pavement Section for New Construction (ADB-TA) ( ) Design Design Pavement Composition (mm) Section Chainage (km) Traffic CBR (%) (msa) BC DBM WMM GSB Rigid Pavements 463. The option of rigid pavement has been envisaged to build the road only in heavily congested areas whereby raising the existing road pavement level is not an option and bypass is not warranted. IRC 58: 2002 guidelines have been primarily adopted for the design with an aim of design life of 28 years For a subgrade soil having 4-day soaked CBR value of 8 %, Modulus of Subgrade Reaction, k of 24.8 kg/cm2 /cm deflection has been adopted (Modified for 100 mm thick sub-base of dry lean cement concrete). Design traffic and axle load spectrum described in the DPR appears reasonable to adopt for the rigid pavement design SH 83: Bagi Barbigha 465. The Project Road predominantly traverses trough plain terrain. Allignment of the project road is fairly acceptable except few locations Geotechnical investigations conducted at the bridge locations (kilometers and ) along the proposed route. The depth of boreholes advanced up 15-30m. Primarily the subsoil deposits constitute of alluvial deposits of silty clay or silty sand classifications with some discrete presence of kankars occasionally of varying thicknesses and consistency as revealed from the borelogs. These soil deposits are typical deposits of Gangetic plains of Bihar and are generally stable in terms of supporting the road embankments and related structures Road Condition Survey 467. The project road is built of flexible pavement. Generally the existing road is built over embankment section of 1m to 2.5m height. It is propose to raise the road level in line with requirements of IRC 37: 2001 to achieve difference in bottom level of subgrade and the level of flood water not less than 600mm to 1000mm. Also the road level is required to raise to accommodate Hume pipes and box culvert structures to IRC standards. Detailed pavement investigations including condition surveys by visual inspection, examination of pavement composition by excavating test pits and testing the properties of the existing subgrade soil and Benkelman Beam Deflection (BBD) are carried out to determine the extent and nature of pavement distress of the existing carriageway The BBD tests were not conducted between 0.00 km and km due to deteriorated condition of the existing bituminous layer and on going maintenance activities. Total seven (07) numbers of test pits have been undertaken to investigate engineering characteristics of the existing subgrade soil and pavement composition. Field dry density and field 151 Sheladia Associates Inc, USA

153 moisture content have been at the excavated pits is varying 16.2 to 18.6 kn/cum and 4 % to 10 % respectively Equivalent CBR values based on DCP test results is found to vary from 9 and 33 percent for the existing subgrade soil. Index test results of the subgrade soil indicate clayey silt ML, MI classifications having PI value NP to 9%. Compacted samples were tested after 4- days of soaking at three energy levels i.e. at three different dry densities. Soaked CBR at 97% of MDD for the subgrade material varies between 6.0% and 9%. Laboratory MDD and OMC of the existing subgrade soil is varying from 18.0 to 18.9 kn/cum and 9% to 13% respectively In general average total thickness of existing pavement crust is varying from 390 to 630mm and constitute of GSB, base course overlain by bituminous layers of varying thickness Borrow Materials For Construction 471. Total seven (07) numbers of potential soil borrow areas have been identified and investigated to substantiate their suitability for various earthworks involved with the project. Lead distance of these borrow area are varying from 0.2km to maximum 1km from the project road alignment. Majority of soil types available from the identified borrow areas are of Clayey silt or silty sand of ML, ML-CL or SM classifications of low to intermediate plasticity. The CBR (4-days soaked at 97 % of MDD) varies significantly from 5% to 20% of the borrow area soils identified day soaked CBR value of 8 % is considered reasonable to achieve and recommended for designing pavement for improvement / new alignment. Materials showing high clay content and low CBR values shall be restricted for use of subgrade construction Quarry Materials 473. Three (3) stone quarries (Sheikhpura and Koderma) have been identified within the project area as the potential sources of coarse aggregates required for the project. The lead distance of these quarries from the project road is in the range of 40.0 km to km. Engineering properties and compliance to MORT&H specifications of the stone samples from these quarries are yet to be established Sand 474. Three sources of sand have been identified as potential sources near the project alignment from river Kiul near the project road. The engineering properties of sand samples tested have been found in compliance to specifications for pavement and concrete works of the project Water 475. Five (05) samples of water from hand pump / wells were collected from different locations of project-influenced area. Test results on the water samples conducted demonstrate that the water is suitable for all construction works of the project Pavement Design 152 Sheladia Associates Inc, USA

154 476. Design life of the flexible pavement is considered as 15 years from base year of completion of construction in Majority of 4-day soaked CBR value of the borrow area soils indicate that a design CBR value of 8% can be reasonably achieved from the borrow sources from the vicinity of the project road when compacted to more than 97% of MDD required as per MORT&H specifications Design of new flexible pavement adopts guidelines as per IRC: The pavement is designed based on traffic forecast of 15 years with base year of completion of the project road construction stipulated to be year Layer composition of the pavement for new construction on main carriageway (widened portion and realigned stretches, if any) and bypass sections are given hereunder works out as shown in Table Table 5-26 Pavement Section for New Construction (ADB-TA) ( ) Design Pavement Composition (mm) Design Section Chainage (km) Traffic CBR (%) (msa) BC DBM WMM GSB Rigid Pavements 478. The option of rigid pavement has been envisaged to build the road only in heavily congested areas whereby raising the existing road pavement level is not an option and bypass is not warranted. IRC 58: 2002 guidelines have been primarily adopted for the design with an aim of design life of 28 years For a subgrade soil having 4-day soaked CBR value of 6 %, Modulus of Subgrade Reaction, k of 24.8 kg/cm2 /cm deflection has been adopted (Modified for 100 mm thick sub-base of dry lean cement concrete). Design traffic and axle load spectrum described in the DPR appears reasonable to adopt for the rigid pavement design SH 84 Ghogha Barahat 480. The Project Road predominantly traverses in a plain terrain prone to floods. First thirty kilometres (up to Dharaua) of the Project Road is on a high embankment Geotechnical investigations conducted at the bridge locations (kilometers 0.850, , , , , , , , , ) along the proposed route. The depth of boreholes advanced up 12-15m only except at proposed ROB location at Ch. Km whereby 4 boreholes upto depth of 30m have been undertaken. Primarily the subsoil deposits constitute of alluvial deposits of silty clay or silty sand classifications with some discrete presence of kankars occasionally of varying thicknesses and consistency as revealed from the borelogs. These soil deposits are typical deposits of Gangetic plains of Bihar and are generally stable in terms of supporting the road embankments and related structures Road Condition Survey 482. The existing road is of reasonably fair alignment and pavement section is flexible type. 153 Sheladia Associates Inc, USA

155 Generally the existing road is built over embankment section The existing road in first 24 km is in poor condition and bituminous pavement is totally deteriorated and shoulder is also in poor condition in this section. From km 24 to km existing road is in fair condition with 5.5 m wide carriageway and average 1.5m wide earthen shoulder in fair condition. Apparently inadequate compaction of the road embankment seems primary reason for poor road conditions in initial 30km length Detailed pavement investigations including condition surveys by visual inspection, examination of pavement composition by excavating test pits and testing the properties of the existing subgrade soil and Benkelman Beam Deflection (BBD) are carried out to determine the extent and nature of pavement distress of the existing carriageway. The BBD tests are carried out between section km to km only The BBD tests were not conducted between 0.00 km and km due to deteriorated condition of the existing bituminous layer and on going maintenance activities. Average characteristic deflection value ranges between 1.4 mm and 2.3 mm, indicating performance problem of the subgrade Total 29 numbers of test pits have been undertaken to investigate engineering characteristics of the existing subgrade soil and pavement composition. Field dry density and field moisture content have been at the excavated pits is varying 17.3 to 19.5 kn/cum and 7 % to 16 % respectively Equivalent CBR values based on DCP test results is found to vary from 7 and 50 percent for the existing subgrade soil. Index test results of the subgrade soil indicate clayey. Out of 29 samples, 59 % corresponds to CL (low compressible clay) group of soil type, 14 % corresponds to CI (intermediate compressible clay), 14 % corresponds to ML (low compressible silt), 10 % corresponds to ML-CL (low compressible clay with silt) and 3 % corresponds to SM (silty sand) group of soil type. Compacted samples were tested after 4- days of soaking at three energy levels i.e. at three different dry densities. Soaked CBR at 97% of MDD for the subgrade material varies between 4.0% and 18.6%. Graphical presentation of the FDD and the moisture content of the subgrade soil is shown in Figure 5-20 and Figure Dry Density (gm/cc) Chainage (km) FDD MDD 154 Sheladia Associates Inc, USA

156 Figure 5-20 Variation of FDD of existing subgrade along SH84 road Moisture Content (%) Chainage (km) Figure 5-21 Variation of field moisture content of existing subgrade along SH84 road FMC 487. It is observed that FDD, on an average, is about 95% of MDD of the subgrade material at majority of the stretches suggesting the existing sub-grade is close to desired compaction levels. Laboratory CBR at FDD of existing sub-grade soil is found to be above 7% at more than 65 % of the locations investigated along the project road. Therefore, the soil in the present situation can be used as the subgrade soil with the 4-days soaked CBR at present FDD (Field Dry Density) adopted for pavement design of overlay and/or partial reconstruction sections whichever is deemed necessary as per design requirements of project road profile In general average total thickness of existing pavement crust is varying from 275 to 420mm and constitute of GSB overlain by bituminous layers of varying thickness Borrow Materials forconstruction 489. Total of 12 numbers of potential soil borrow areas have been identified and investigated to substantiate their suitability for various earthworks involved with project. Lead distance of these borrow area are varying from 0.1km to maximum 2km from the project road alignment. Majority of soil types available from the identified borrow areas are of the type Clayey silt or silty clay of ML, ML-CL, CL classifications of low to intermediate plasticity. The CBR (4-days soaked at 97 % of MDD) varies significantly of the borrow area soils identified day soaked CBR value of 8 % is considered reasonable to achieve and recommended for designing pavement for improvement / new alignment. Materials showing high clay content and low CBR values shall be restricted for use of subgrade construction. OMC 155 Sheladia Associates Inc, USA

157 Quarry Materials 491. Three (3) stone quarries have been identified within the project area as the potential sources of coarse aggregates required for the road construction. The lead distance of these quarries from the project road is in the range of 25.0 km to 66.0 km. The samples collected have been tested for specific gravity, water absorption, flakiness, elongation, alkali reaction and AIV. In general the stone aggregates satisfy the IRC/MORT&H specification standards fro use of aggregated in concrete and pavement works except for flakiness and elongation characteristics which are possible to achieve when crusher jaws are adjusted to produce desired product at the time of construction. Apparently high AIV values (13 to 18%) are observed from the samples collected and thereby the material need further investigation in order to establish their suitability for wearing course constructions Sand 492. Three sources of sand has been identified as potential sources near the project alignment, two from Gherwa river and one from Sukanya river with lead distance from 03km to 6km. The gradations of the sand sample indicate lying within Zone I or Zone II of MORT&H specifications and other test results confirm the materials are suitable for concrete and pavement works Water 493. Eight (8) samples of water from hand pump / wells were collected from different locations of project-influenced area. Test results on the water samples conducted demonstrate that the in general the water from the sources are suitable for concrete and pavement works except for their alkalinity and acidity characteristics from some of the hand pump sources investigated. Possibly this could be augmented by further boring to retrieve water from deeper depths Fly Ash 494. NTPC Kahalgaon located at is one of the potential sources of flyash material for embankment construction and back fill material. Two samples were collected and tested for their engineering properties. PI value found as non-plastic for one sample whereas the other has a value of 13%. Average 4-day soaked CBR value is of the order of 13% demonstrating the flyas material could be potentially good for embankment constructions Pavement Design 495. Projection of traffic and the Vehicle Damage Factor (VDF) of various types of commercial vehicles, Cumulative Standard Axles (CSA) during the period of design life has been analyzed and presented under the Traffic section of this report. Design life of the flexible pavement is considered as 15 years from base year of completion of construction in Majority of 4-day soaked CBR value of the borrow area soils indicate that a design CBR value of 7% can be reasonably achieved from the borrow sources from the vicinity of the project road when compacted to more than 97% of MDD required as per MORT&H 156 Sheladia Associates Inc, USA

158 specifications Design of new flexible pavement adopts guidelines as per IRC: The pavement is designed based on traffic forecast of 15 years with base year of completion of the project road construction stipulated to be year Layer composition of the pavement for new construction on main carriageway (widened portion and realigned stretches, if any) and bypass sections are given hereunder works out as shown in Table Table 5-27 Pavement Section for New Construction (ADB-TA) ( ) Design Pavement Composition (mm) Design Section Chainage (km) Traffic CBR (%) (msa) BC DBM WMM GSB Rigid Pavements 498. The option of rigid pavement has been envisaged to build the road only in heavily congested areas whereby raising the existing road pavement level is not an option and bypass is not warranted. IRC 58: 2002 guidelines have been primarily adopted for the design with an aim of design life of 28 years For a subgrade soil having 4-day soaked CBR value of 7 %, Modulus of Subgrade Reaction, k of 20.8 kg/cm2 /cm deflection has been adopted (Modified for 100 mm thick sub-base of dry lean cement concrete). Design traffic and axle load spectrum described in the DPR appears reasonable to adopt for the rigid pavement design Strengthening of Existing Pavements 500. Strengthening option of existing flexible pavements is recommended where thickness of vertical profile corrective courses and minimum free board of 600mm requirements are achievable. The strengthening overlay design recommended in the draft DPR appears acceptable SH85 Akbar Nagar Amarpur 501. The Project Road predominantly traverses through a plain terrain prone to floods. At present SH-85 takes off from Akbarnagar on NH-80 and proceeds up to its end at Amarpur Market in km Condition of road in general is varying from good to poor, recently between km 2.40 to pavement is in good condition after strengthening and widening works undertaken by RCD Geotechnical investigations conducted at the bridge locations (kilometers 3.690, 2.110, and ) along the proposed route. The depth of boreholes advanced up 15m only. The subsoil deposits constitute of alluvial deposits of silty clay / silty clay or silty sand classifications of varying thicknesses and consistency as revealed from the borelogs. Such subsoil stratification are typical of Gangetic plains of Bihar and are generally stable in terms of supporting the road embankments and related structures. 157 Sheladia Associates Inc, USA

159 Road Condition Survey 503. The existing road is of nearly fair alignment and built of flexible pavement section. Generally the existing road is built over low embankment sections. From km 0.00 to km 18.00, the pavement condition was very poor; from km 0.00 to km 5.00, fine cracks with extent up to 5% of area, average area affected by pot holes of 15 %, rut depth varying from 5 cm to 30 cm, edge break of up to 200 m per km and raveling of up to 5% in area were observed. From km to km 30.00, the pavement condition was very good with no cracking, rutting, patching, edge breaks or pot holes Detailed pavement investigations including condition surveys by visual inspection, examination of pavement composition by excavating test pits and testing the properties of the existing subgrade soil and Benkelman Beam Deflection (BBD) are carried out to determine the extent and nature of pavement distress of the existing carriageway The BBD tests have been carried out between section km to km only. The BBD tests were not conducted between 0.00 km and km due to deteriorated condition of the road. Average characteristic deflection value ranges between 1.081mm and 2.627mm and except one section between Km28 and Km., all the sections have shown deflections more of than 1.5 mm indicating inadequate strength of existing pavement layers and subgrade. So it would be prudent if the pavement is rebuilt from the subgrade levels Total of 18 numbers of test pits have been undertaken to investigate engineering characteristics of the existing subgrade soil and pavement composition. Field dry density and field moisture content have been at the excavated pits is varying 17.8 to 19.6 kn/cum and 10 % to 25 % respectively. Relative compaction state of the subgrade soil is of the order of 77% to 95%/ therefore the existing subgrade is in general good to poor state of compactness. Out of 18 samples tested, 72% are of Clay type corresponding to CL classification (low compressibility) and the remainders are of CI or ML-CL classification. The subgrade CBR (soaked) has been found to be less than 5 % in more than 50 % of the project corridor. It is attributable to the presence of clayey soil and poor compaction effort DCP-CBR is varying in the range of 4% to 26 with considerable scatter along the project road. 4-day soaked CBR of the existing subgrade material is found of the order of 3% to 10% with a considerable wide scatter along the project road. Therefore it would prudent and economical to build the proposed road from the subgrade level using good quality subgrade material available within reasonable lead distance from the project alignment Borrow Materials for Construction 508. Total of 7 numbers of potential soil borrow areas have been identified and investigated to substantiate their suitability for various earthworks involved with project. Lead distance of these borrow area are varying from 0.3km to maximum 2km from the project road alignment. Majority of soil types available from the identified borrow areas are of the type Clayey silt or silty clay of ML, ML-CL, CL classifications of low to intermediate plasticity. The CBR (4-days soaked at 97 % of MDD) varies significantly of the borrow area soils identified. 158 Sheladia Associates Inc, USA

160 509. From the range of 4 day soaked CBR value exhibited by the potential borrow area soils 10 % is considered reasonable to achieve and recommended for designing pavement for improvement / new alignment. Materials showing high clay content and low CBR values shall be restricted from use of subgrade construction Quarry Materials 510. Two (2) stone quarries have been identified within the project area as the potential sources of coarse aggregates required for the road construction. The lead distance from the project road is found in the range of 1.5 km to 2.0 km. In general the stone aggregates satisfy the IRC/MORT&H specification standards fro use of aggregated in concrete and pavement works except for flakiness and elongation characteristics which were not carried out because of only big size of samples available from the sources Sand 511. Total four (04) quarries of sand / stone dust have been identified as potential sources near the project alignment, three from Gherwa River and one from Sukanya River with lead distance varying from 10km to 55km from the project road alignment. The gradations of the sand sample indicate falling within Zone I, II or Zone II of MORT&H specifications and other test results confirm the materials are suitable for concrete and pavement works Water 512. Five (5) samples of water from hand pumps were collected from different locations of project-influenced area. Test results on the water samples conducted demonstrate that the in general the water from the sources are suitable for concrete and pavement works except for their alkalinity and acidity and Sulphate content characteristics from some of the hand pump sources investigated. Possibly these restraints could be augmented by further boring to in order to retrieve water from deeper depths Fly Ash 513. NTPC Kahalgaon located at is one of the potential sources of flyash material for embankment construction and back fill material. Two samples were collected and tested for their engineering properties. PI value found as non-plastic for one sample whereas the other has a value of 13%. Average 4-day soaked CBR value is of the order of 13% demonstrating the flyas material could be potentially good for embankment constructions Pavement Design 514. Projection of traffic and the Vehicle Damage Factor (VDF) of various types of commercial vehicles, Cumulative Standard Axles (CSA) during the period of design life has been analyzed and presented under the Traffic section of this report. Design life of the flexible pavement is considered as 15 years from base year of completion of construction in day soaked CBR value of the borrow area soils indicate that a design CBR value of 10% can be reasonably achieved from the borrow sources available in vicinity of the project road when compacted to more than 97% of MDD required as per MORT&H specifications. 159 Sheladia Associates Inc, USA

161 516. Design of new flexible pavement adopts guidelines as per IRC: The pavement is designed based on traffic forecast of 15 years with base year of completion of the project road construction stipulated to be year Layer composition of the pavement for new construction on main carriageway (widened portion and realigned stretches, if any) and bypass sections are given hereunder works out as shown in Table Table 5-28 Pavement Section for New Construction (ADB-TA) ( ) Design Pavement Composition (mm) Design Section Chainage (km) Traffic CBR (%) (msa) BC DBM WMM GSB Rigid Pavements 517. The option of rigid pavement has been envisaged to build the road only in heavily congested areas whereby raising the existing road pavement level is not an option and bypass is not warranted. IRC 58: 2002 guidelines have been primarily adopted for the design with an aim of design life of 28 years For a subgrade soil having 4-day soaked CBR value of 10 %, Modulus of Subgrade Reaction, k of 27.8 kg/cm2 /cm deflection has been adopted (Modified for 100 mm thick sub-base of dry lean cement concrete). Design traffic and axle load spectrum described in the DPR appears reasonable to adopt for the rigid pavement design recommended as 300mm thick M45 concrete underlain by 100 thick dry lean concrete and 150mm of GSB with other construction joint details and dowels Strengthening of Existing Pavements 519. Strengthening option of existing flexible pavements is not recommended due to status and type of existing subgrade materials along the project SH86 Saraiya - Motipur 520. The project section is in predominantly plain terrain with mild sloping from north to south. The proposed road runs through an alluvial terrain underlain by soft quaternary formations, which includes highest level of alluvial terraces. The project road is in embankment throughout the entire length with average height of embankment varying from 0.50 m to 3.00 m, except for the high embankment of 5.00 m in approaches to a major bridge Geotechnical investigations conducted at the bridge locations (kilometers 8.764, , , , and ) along the proposed route. The depth of boreholes advanced from 15m to 35m. The subsoil deposits constitute predominantly of alluvial deposits of silty clay / clayey silt clay or occasional silty sand deposits of varying thicknesses and consistency as revealed from the borelogs. Such subsoil stratifications are typical of Gangetic plains of Bihar and are generally considered stable in terms of supporting the road embankments and related structures. 160 Sheladia Associates Inc, USA

162 Road Condition Survey 522. The existing road has few sharp curves including reverse S-curves and built of flexible pavement section. Generally the existing road is built over low embankment sections. The existing road surface appears fair to very poor condition at stretches and also completely failed at many places as observed during reconnaissance survey. The width of pavement is generally 3.00 m to 5.00 m with thickness varying from 250 mm to 300 mm. The pavement composition indicates stage construction over the years in rehabilitation and widening / strengthening works Detailed pavement investigations including condition surveys by visual inspection, examination of pavement composition by excavating test pits and testing the properties of the existing subgrade soil and Benkelman Beam Deflection (BBD) are carried out to determine the extent and nature of pavement distress of the existing carriageway The BBD tests have been carried out between section km to km only. The BBD tests were not conducted between 0.00 km and km due to deteriorated condition of the road. Average characteristic deflection value ranges between 1.081mm and 2.627mm and except one section between Km28 and Km., all the sections have shown deflections more of than 1.5 mm indicating inadequate strength of existing pavement layers and subgrade. So it would be prudent if the pavement is rebuilt from the subgrade levels Total of 56 numbers of test pits have been undertaken to investigate engineering characteristics of the existing subgrade soil and pavement composition. State of field dry density and field moisture content data is not available, however, modified Proctor s laboratory test results of the existing subgrade soil shows MDD varying from 17.9 to 19.6 kn/cum and OMC from 9.8% to 13.2% respectively. Out of 56 samples tested, majority are of CL type and only few are found as CL-ML classification indication existing subgrade is of Clay type corresponding to CL classification (low compressibility). Existing subgrade CBR (soaked) has been found to be in the range of 7% to 19% at compacted density of 95% of MDD. It is attributable to the presence of clayey soil and poor compaction effort Borrow Materials for Construction 526. Total of 5 numbers of potential soil borrow areas have been identified and investigated to substantiate their suitability for various earthworks involved with project. Lead distance of these borrow areas is about 0.1km from the project road alignment. Majority of soil types available from the identified borrow areas are of Clayey silt, silty clay or Silty sand type of ML, ML-CL, CL classifications of low to intermediate plasticity. The CBR (4-days soaked at 97 % of MDD) varies significantly from 8% to 23% of the borrow area soils identified From the range of 4 day soaked CBR value exhibited by the potential borrow area soils 6% is considered reasonable and practically acceptable to achieve at 97% compaction of respective MDD and recommended for designing the pavement for improvement / new alignment. Materials showing high clay content values shall be restricted from use of subgrade construction. 161 Sheladia Associates Inc, USA

163 Quarry Materials 528. Two (2) stone quarries (Pakur and Shiekhpura) have been identified nearest to the project road alignment as potential sources of coarse aggregates required for the road construction. Lead distance of the potential aggregate quarries from the project road is found in the range of 180km (Shiekhpura) to 460km (Pakur). In general the stone aggregates satisfy the IRC/MORT&H specification standards fro use of aggregated in concrete and pavement works except for flakiness and elongation characteristics of some of the samples tested which could be made within acceptable range by suitable adjustment of crusher s jaws and screens during the manufacturing Sand 529. Potential source of sand material for the SH86 project is from Son river bed at Koilwar claimed suitable both for pavement and concrete works. Requisite test results for the sand samples from the source are yet to be established Water 530. Tests on water samples are yet to be carried out for the project. Water table as observed from the borelogs is quite near the ground level in the range of 1.5m to 2.5m depth. Quality of water is to be ensured at the construction stage Fly Ash 531. NTPC, Kanti is at distance of 18 km from Motipur on NH-28. However due to on going projects of NH-28 and other National Highways in and around Muzaffarpur, currently there is a shortage of bottom ash/pond ash and the same may not be available for this project. However availability of fly ash for the project road can be further explored at the construction stage subject to its compliance to MORT&H specifications for earthworks Pavement Design 532. Projection of traffic and the Vehicle Damage Factor (VDF) of various types of commercial vehicles, Cumulative Standard Axles (CSA) during the period of design life has been analyzed and presented under the Traffic section of this report. Design life of the flexible pavement is considered as 15 years from base year of completion of construction in day soaked CBR value of the borrow area soils indicate that a design CBR value of 10% can be reasonably achieved from the borrow sources available in vicinity of the project road when compacted to more than 97% of MDD required as per MORT&H specifications Design of new flexible pavement adopts guidelines as per IRC: The pavement is designed based on traffic forecast of 15 years with base year of completion of the project road construction stipulated to be year Layer composition of the pavement for new construction on main carriageway (widened portion and realigned stretches, if any) and bypass sections are given hereunder works out as shown in 162 Sheladia Associates Inc, USA

164 Table Sheladia Associates Inc, USA

165 Table 5-29 Pavement Section for New Construction (ADB-TA) ( ) Section Chainage (km) Design Traffic (msa) Design CBR (%) Pavement Composition (mm) BC DBM WMM GSB SH87: Runnisaidpur - Bhiswa 535. The project road predominantly traverses through a plain terrain with gradual rise in ground elevations from south towards north. The project road is on embankment throughout with height of embankment typically varies from 0.5m to 1.5m except at bridge approaches where the height of embankment is upto 3.5m. In general present condition of the road is varying from good to poor and fair to very poor with wide spread of alligator cracklings, pot holes and undulating surface. The project rod is also subject to frequent flooding due to rains and flood water in northern Bihar Geotechnical investigations conducted at the bridge locations (kilometers 3.035, 3.406, 5.316, , , , , , , , , , , , , , , , , , , , 3.132, , , , , The depths of boreholes advanced are 15m to 25m and few trial pits upto depth of 3.5m. The subsoil deposits constitute of alluvial deposits of silty clay / silty clay or occasionally of silty sand classifications of varying thicknesses and consistency as revealed from the borelogs. Such subsoil stratifications are typical of Gangetic plains of Bihar and are generally stable in terms of supporting the road embankments and related structures It is emphasized that slope stability and long term settlement are found critical in some of the sections along the project alignment whereby soft alluvial deposits are observed. Necessary soil improvement measures, e.g., excavate and replace technique would be required to implement at the construction stage in order to proceed safely and better performance of the road pavement Road Condition Survey 538. The existing road is of nearly fair alignment and built of flexible pavement section. Generally the existing road is built over low embankment sections subject to frequent flooding upto the road levels. Detailed pavement investigations including condition surveys by visual inspection, examination of pavement composition by excavating test pits and testing the properties of the existing subgrade soil and Benkelman Beam Deflection (BBD) are carried out to determine the extent and nature of pavement distress The BBD tests have not been considered, as the entire length of road requires full reconstruction in view of vertical profile corrections and raising of the subgrade levels minimum 600mm to 1000mm above the HFL Total of 134 numbers of test pits have been undertaken along the road to investigate engineering characteristics of the existing subgrade soil and pavement composition. Field 164 Sheladia Associates Inc, USA

166 dry density and field moisture results of the subgrade material is unavailable. Laboratory MDD and OMC of the subgrade material is in the range of 17 kn/cum to 2.02 kn/cum and 9 to 15% respectively. Majority (60 to 70%) of the subgrade material is of silty clay (CL, CI) classification and the rest are of sandy silt / silty sand (SM, ML / MI) classifications with PI value ranging between 7 to 17% except those of ML classification along the road. Therefore the existing subgrade soil at most of the places is of high clay size content with PI value upto 17% which are considered unsuitable for subgrade. Poor performance of the road pavement is attributable to the presence of clayey soil, poor compaction efforts and drainage condition. 4-day soaked CBR results at 95% compaction are found with significant wide scatter and in the range of 3% to 30% Therefore it would prudent and economical to build the proposed road from the subgrade level using good quality select subgrade material available within reasonable lead distance from the project alignment and which are in compliance to specifications of MORT&H Borrow Materials for Construction 542. Total of ten potential soil borrow areas have been identified and investigated to substantiate their suitability for various earthworks involved with project. Lead distance of these potential borrow areas are less than 5km from the project road alignment. Majority of soil types available from the identified borrow areas are of silty clay of CL / CI classifications of low to intermediate plasticity and two sources from the Chainage km 59 and km 63 areas are having silty sand (SM). The CBR (4-days soaked at 97 % of MDD) results reported varies significantly of the borrow area soils identified (3% to 30%) From the range of 4 day soaked CBR value reported by the potential borrow area soils 6% design CBR for Km 0.00 to km and 8% design CBR for the remainder stretch from km to km is considered reasonable to achieve when compacted to more than 97% of respective MDD values and recommended for designing pavement for improvement / new alignment. Materials showing high clay content and low CBR values shall be restricted from use of subgrade construction Quarry Materials 544. Two (2) stone quarries (Pakur and Sheikhpura) have been identified as potential source of stone aggregates for the project area for the road construction. The lead distance from the project road would be of the order of 250 to 500km range from the project road. In general the stone aggregates from Pakur and Sheikhpura quarries satisfy the IRC/MORT&H specification standards fro use of aggregated in concrete and pavement works except for elongation and flakiness index characteristics which could potentially be ascertained at the time of construction Sand 545. Potential source of sand materials for the project are identified from Koliwar river with a lead distance of the order of 200km from the project road. Engineering characteristics of the source material need to be established for suitability in pavement and concrete works. 165 Sheladia Associates Inc, USA

167 Pavement Design 546. Projection of traffic and the Vehicle Damage Factor (VDF) of various types of commercial vehicles, Cumulative Standard Axles (CSA) during the period of design life has been analyzed and presented under the Traffic section of this report. Design life of the flexible pavement is considered as 15 years from base year of completion of construction in day soaked CBR value of the borrow area soils indicate that a design CBR value of 6% (km 0.00 to km 45.00) and 8% (km to km 67.00) can be reasonably achieved from the potential borrow sources available in vicinity of the project road when compacted to more than 97% of MDD required as per MORT&H specifications Design of new flexible pavement adopts guidelines as per IRC: The pavement is designed based on traffic forecast of 15 years with base year of completion of the project road construction stipulated to be year Layer composition of the pavement for new construction on main carriageway (widened portion and realigned stretches, if any) and bypass sections are given hereunder works out as shown in Table Table 5-30 Pavement Section for New Construction (ADB-TA) ( ) Section Design Pavement Composition (mm) Design Chainage (km) Traffic CBR (%) (msa) BC DBM WMM GSB Rigid Pavements 549. The option of rigid pavement has been envisaged to build the road only in heavily congested areas whereby raising the existing road pavement level is not an option and bypass is not warranted. IRC 58: 2002 guidelines have been primarily adopted for the design with an aim of design life of 28 years For a subgrade soil having 4-day soaked CBR value of 8 %, Modulus of Subgrade Reaction, k of 25.3 kg/cm2 /cm deflection has been adopted (Modified for 100 mm thick sub-base of dry lean cement concrete). Design traffic and axle load spectrum described in the DPR appears reasonable to adopt for the rigid pavement design recommended as 280mm thick M45 concrete underlain by 100 thick dry lean concrete and 150mm of GSB with other construction joint details and dowels Strengthening of Existing Pavements 551. Strengthening option of existing flexible pavements is not recommended due to status and type of existing subgrade materials along the project. 166 Sheladia Associates Inc, USA

168 SH 88: Baruna Bridge - Rasiyari 552. The project road primarily traverses through plain terrain and commences from Baruna Bridge to Rasiyari. Existing formation width varies from location to location and found in the range of 2.8 to 3.75m with earthen shoulders. Alignment of the project road is fairly acceptable in entire stretch except a few locations where it requires improvement. Condition of the road in general is varying from good / fair to poor Geotechnical investigations works are in progress and analysis of the subsoil conditions are expected to be similar to that of typical stratification of Gangetic plains comprising silty clay or clayey silt layers of varying consistency with interlayers of silty sand Road Condition Survey 554. The existing road is of nearly fair alignment and built of flexible pavement sections. Detailed pavement investigations including condition surveys by visual inspection, examination of pavement composition by excavating test pits and testing the properties of the existing subgrade soil and Benkelman Beam Deflection (BBD) are carried out to determine the extent and nature of pavement distress of the existing carriageway. BBD test results show typical characteristics deflection of the order of 1.4mm to 2.5mm demonstrating poor condition of the existing subgrade and pavement crust thickness Form the project feasibility study surveys existing subgrade soil is determined as clayey silt or silty clay type of material. Test results of 4-day soaked CBR value and field density are to be evaluated upon availability of the reslts during the detailed design stage Total thickness of the existing pavement varies from 300mm to 340mm comprising varying thickness of GSB, base course and bituminous layers. In general the condition of the existing pavement is dilapidated in stretches apparently due to poor subgrade condtions and prevailing poor drainage conditions Borrow Materials for Construction 557. Total fifteen (15) numbers of potential soil borrow areas have been identified on both sides of the road. Lead distance of these borrow areas are within 5km from the project road alignment. Evaluations of engineering properties of potential borrow area materials are yet to be conducted and can be analyzed once the test results are available. However design 4 day soaked CBR value of the soils from the potential borrow areas is taken 8% throughout the length of the project. Design CBR value recommended shall be further assessed upon availability of the detailed laboratory results Quarry Materials 558. Potential stone / aggregate quarry for the project is identified at Pakur and Jamalpur quarries with respective lead diastances of approximately 355km and 111km. Engineering properties of the aggregate materials available from the quarry will be established and reported at the detailed design stage. 167 Sheladia Associates Inc, USA

169 Sand 559. Potential source of sand material for the project road construction is identified from Koilwar quarry with approxiamate lead distance of 66km from the project road. Engineering properties of the sand materials available from the source will be established and reported at the detailed design stage Pavement Design 560. Design life of the flexible pavement is considered as 15 years from base year of completion of construction in day soaked CBR value of the borrow area soils indicate that a design CBR value of 8% can be reasonably achieved from the borrow potentialsources when compacted to more than 97% of MDD required as per MORT&H specifications Design of new flexible pavement adopts guidelines as per IRC: Layer composition of the pavement for new construction on main carriageway (widened portion and realigned stretches, if any) and bypass sections are given hereunder works out as shown in Table Table 5-31 Pavement Section for New Construction (ADB-TA) ( ) Section Design Pavement Composition (mm) Design Chainage (km) Traffic CBR (%) (msa) BC DBM WMM GSB Rigid Pavements 562. The option of rigid pavement has been envisaged to be built only in heavily congested areas whereby bypass is not warranted and it is difficult to improve the local drainage due to low lying areas or poor subgrade conditions. IRC 58: 2002 guidelines are adopted for the design with an aim of design life of 28 years For a subgrade soil having 4-day soaked CBR value of 8 % Modulus of Subgrade Reaction, k of 25.3 kg/cm2 /cm deflection can be adopted (Modified for 100 mm thick subbase of dry lean cement concrete). Design traffic and axle load spectrum described in the DPR appears reasonable to adopt for the rigid pavement design recommended as 280mm thick in areas having subgrade CBR of 8% underlain by 100 thick dry lean concrete and 150mm of GSB with other construction joint details and dowels Overlay and Strengthening 564. In view of raise of road level involved due to flooding and vertical profile corrections involved, it is envisaged that strengthening / overlaying of the existing pavement would not be a viable alternative. However slavaged materials from the existing pavement shall be duly evaluated in terms of their further use on the main line or service roads of the project. 168 Sheladia Associates Inc, USA

170 SH89 Siwan - Siswan 565. The Project Road predominantly traverses through a plain terrain with mild rise in ground elevations from south to north. The project road is predominantly on low embankment of height varying from 0.5 to 1.5m. Proposed SH89 takes off from NH85 at Siwan and end at Siswan MDR. Condition of the road in general is varying from fair to poor and occasionally it has failed due to inappropriate drainage conditions and pavement crust thickness Geotechnical investigations conducted along the project route at proposed bridge locations (kilometers 1.241, 5.016, 5.107, , , , qnd ) along the proposed route. The depth of boreholes advanced varies from 15 to 35m. The subsoil deposits constitute of alluvial deposits of silty clay / silty clay or silty sand classifications of varying thicknesses and consistency as revealed from the borelogs. Generally such soil stratifications are typical of Gangetic plains of Bihar and are generally stable in terms of supporting the road embankments and related structures Road Condition Survey 567. The existing road is of nearly fair alignment with deficient road geometries at few locations and built of flexible pavement sections. Present road is prone to submergence during rains and flood in North Bihar. Therefore it is advisable to raise the current road levels such that the subgrade level is minimum 600mm above the HFL. Detailed pavement investigations including condition surveys by visual inspection, examination of pavement composition by excavating test pits and testing the properties of the existing subgrade soil and Benkelman Beam Deflection (BBD) are carried out to determine the extent and nature of pavement distress of the existing carriageway. However it is proposed to adopt a complete new pavement construction due to flood conditions and requirements of subgrade level to minimum 600mm above the HFL The BBD tests have been carried out between section km 0.00 to km Average characteristic deflection value ranges between 1.41mm and 2.29mm indicating inadequate strength of existing pavement layers and subgrade. So it would be prudent to rebuild the pavement from the subgrade levels Total of 67 numbers of test pits have been undertaken to investigate engineering characteristics of the existing subgrade soil and pavement composition. Out of 130 samples tested, more than 80% locations are of Clay type corresponding to CL or CI classification (low to intermediate compressibility) and the remainders are of ML or CL-ML classification. FDD and FMC test results are of the order of 14.5 to 18.0 kn/cum and 3 to 15% with majority having degree of compaction in the range of 73 to 90%. Laboratory 4- day soaked CBR (soaked) values are interpreted varying from 4 to 22% with majority of the order of 5 to 15% at 95% of MDD. Present poor condition of the road is attributed primarily presence of clayey subgrade material, low relative compacted density, prevailing poor drainage conditions and also overloading of the vehicles Borrow Materials For Construction 570. Total six (06) numbers of potential soil borrow areas have been investigated in order to substantiate their suitability for various earthworks involved with the project. Lead distance of these borrow areas are less than 5km from the project road alignment. Majority of soil 169 Sheladia Associates Inc, USA

171 types available from the identified borrow areas are of the type Clayey silt or silty clay of CL or CI classification with 75 micron passing more than 80%. The CBR (4-days soaked) value of the potential borrow soils vary from 9% to 19% at 95% compacted density. These materials may need some improvement by way of blinding with coarse materials in order to improve their workability and to achieve more than 97% compaction density as per requirements of MORT&H specification. Amount of percent addition and necessary blinding shall be established at the construction stage in order to achieve recommended density and 4-day soaked CBR value From the range of 4 day soaked CBR value exhibited by the potential borrow area soils 8% when compacted to minimum 97% of MDD is considered reasonable to achieve and recommended for designing the pavement for improvement / new alignment. Materials showing high clay content and low CBR values shall be restricted from use of subgrade construction Quarry Materials 572. Two (2) stone quarries (Pakur and Sheikhpura) have been identified suitable for aggregate source for the project. Lead distance of these quarries would be of the order of 200 to 500km respectively from the project road. In general the stone aggregates have been found satisfying the IRC/MORT&H specification standards for use of aggregates in concrete and pavement works Sand 573. Potential source of sand material for the project road construction is identified from Doriganj (10km from project road). Though the sand from the source is reported being used frequently for the road and concrete works, engineering properties of the sand from Doriganj source is yet to be established for its use in construction of different pavement layers and concrete works for the project Water 574. Ground water level along the project road is varying typically from 1m to 2.5m below the ground level as evident from the borelogs. Qualitative analysis of water from the project area is yet to be established and the same shall be ensured at the construction stage in compliance to the MORT&H specifications Pavement Design 575. Design life of the flexible pavement is considered as 15 years from base year of completion of construction in day soaked CBR value of the borrow area soils indicate that a design CBR value of 6% can be reasonably achieved from the borrow sources with or withought blinding with suitable coarse material available in the vicinity of the project road when compacted to more than 97% of MDD required as per MORT&H specifications Design of new flexible pavement adopts guidelines as per IRC: Layer composition of the pavement for new construction on main carriageway (widened portion and realigned stretches, if any) and bypass sections are given hereunder works out as shown in Table Sheladia Associates Inc, USA

172 Table 5-32 Pavement Section for New Construction (ADB-TA) ( ) Section Chainage (km) Design Traffic (msa) Design CBR (%) Pavement Composition (mm) BC DBM WMM GSB Rigid Pavements 577. The option of rigid pavement has been envisaged to be built only in heavily congested areas whereby raising the existing road pavement level is not an option and bypass is not warranted. IRC 58: 2002 guidelines have been primarily adopted for the design with an aim of design life of 28 years For a subgrade soil having 4-day soaked CBR value of 8 %, Modulus of Subgrade Reaction, k of 25.3 kg/cm2 /cm deflection can be adopted (Modified for 100 mm thick subbase of dry lean cement concrete). Design traffic and axle load spectrum described in the DPR appears reasonable to adopt for the rigid pavement design recommended as 300mm thick M45 concrete underlain by 100 thick dry lean concrete and 150mm of GSB with other construction joint details and dowels SH90 Mohammadpur-Chapra 579. The Project Road predominantly traverses through a plain terrain with mild rise in ground elevations from south to north. The project road is predominantly on low embankment of height varying from 0.5 to 2.5m. Proposed SH90 takes off from Mohammad on NH101 and proceeds up to its end at Chhapra Bazar on NH19. Condition of the road in general is varying from fair to poor and occasionally it has failed due to inappropriate drainage conditions and pavement crust thickness Geotechnical investigations conducted along the project route at proposed bridge locations (kilometers , , , , , , , , , and ) along the proposed route. The depth of boreholes advanced varies from 20 to 30m. The subsoil deposits constitute of alluvial deposits of silty clay / silty clay or silty sand classifications of varying thicknesses and consistency as revealed from the borelogs. Generally such soil stratifications are typical of Gangetic plains of Bihar and are generally stable in terms of supporting the road embankments and related structures Road Condition Survey 581. The existing road is of nearly fair alignment and built of flexible pavement sections. Present road is prone to submergence during rains and flood in North Bihar. Therefore it is advisable to raise the current road levels such that the subgrade level is minimum 600mm above the HFL. Detailed pavement investigations including condition surveys by visual inspection, examination of pavement composition by excavating test pits and testing the properties of the existing subgrade soil and Benkelman Beam Deflection (BBD) are carried out to determine the extent and nature of pavement distress of the existing carriageway. However it is proposed to adopt a complete new pavement construction. 171 Sheladia Associates Inc, USA

173 582. The BBD tests have been carried out between section km 0.00 to km Average characteristic deflection value ranges between 1.11mm and 1.62mm indicating inadequate strength of existing pavement layers and subgrade. So it would be prudent if the pavement is rebuilt from the subgrade levels Total of 130 numbers of test pits have been undertaken to investigate engineering characteristics of the existing subgrade soil and pavement composition. Out of 130 samples tested, more than 70% are of Clay type corresponding to CL or CI classification (low to intermediate compressibility) and the remainders are of ML or ML-CL classification. Laboratory 4-day soaked CBR (soaked) values are interpreted varying from 7 to 28% with majority of the order of 8 to 12% at 95% of MDD. Present poor condition of the road is attributed primarily presence of clayey subgrade material and prevailing poor drainage conditions Borrow Materials for Construction 584. Total five (05) potential soil borrow areas have been investigated to substantiate their suitability for various earthworks involved with the project. Lead distance of these borrow areas are less than 5km from the project road alignment. Majority of soil types available from the identified borrow areas are of the type Clayey silt or silty clay of CL or CI classification with 75 micron passing more than 80%. The CBR (4-days soaked) value of the potential borrow soils vary from 7% to 19%. These materials need some improvement by way of blinding with coarse materials in order to improve their workability and to achieve more than 97% compaction density as per requirements of MORT&H specification. Amount of percent addition and necessary blinding shall be established at construction stage in order to achieve recommended density and 4-day soaked CBR From the range of 4 day soaked CBR value exhibited by the potential borrow area soils 8% % is considered reasonable to achieve and recommended for designing the pavement for improvement / new alignment. Materials showing high clay content and low CBR values shall be restricted from use of subgrade construction Quarry Materials 586. Two (2) stone quarries (Pakur and Sheikhpura) have been identified suitable for aggregate source for the project. Lead distance of these quarries would be of the order of 200 to 500km respectively from the project road. In general the stone aggregates have been found satisfying the IRC/MORT&H specification standards for use of aggregates in concrete and pavement works Sand 587. Potential source of sand material for the project road construction is identified from Doriganj (10km from project road). Though the sand from the source is used frequently for the road and concrete works, engineering properties of the sand from Doriganj source is yet to be established for its use in construction of different pavement layers and concrete works for the project. 172 Sheladia Associates Inc, USA

174 Water 588. Ground water level along the project road is varying from 1m to 2.5m below the ground level as evident from the borelogs. Qualitative analysis of water from the project area is yet to be established and the same shall be ensured at the construction stage in compliance to the MORT&H specifications Pavement Design 589. Design life of the flexible pavement is considered as 15 years from base year of completion of construction in day soaked CBR value of the borrow area soils indicate that a design CBR value of 6 to 8% can be reasonably achieved from the borrow sources with or withought blinding with suitable coarse material available in the vicinity of the project road when compacted to more than 97% of MDD required as per MORT&H specifications Design of new flexible pavement adopts guidelines as per IRC: Layer composition of the pavement for new construction on main carriageway (widened portion and realigned stretches, if any) and bypass sections are given hereunder works out as shown in Table Table 5-33 Pavement Section for New Construction (ADB-TA) ( ) Section Design Design Pavement Composition (mm) Chainage (km) Traffic (msa) CBR (%) BC DBM WMM GSB Rigid Pavements 591. The option of rigid pavement has been envisaged to be built only in heavily congested areas whereby raising the existing road pavement level is not an option and bypass is not warranted. IRC 58: 2002 guidelines have been primarily adopted for the design with an aim of design life of 28 years For a subgrade soil having 4-day soaked CBR value of 8 %, Modulus of Subgrade Reaction, k of 25.3 kg/cm2 /cm deflection can be adopted (Modified for 100 mm thick subbase of dry lean cement concrete). Design traffic and axle load spectrum described in the DPR appears reasonable to adopt for the rigid pavement design recommended as 300mm thick M45 concrete underlain by 100 thick dry lean concrete and 150mm of GSB with other construction joint details and dowels SH 91 Birpur to Udaikishanganj 593. The Project Road predominantly traverses through a plain terrain prone to flash floods from Kosi River. Condition of road in general is varying from average to very poor, with breached embankment at many places between Ch km 0.00 to Ch km due to 2008 flood. Road conditions from Ch km to Ch are fair with intermittent 173 Sheladia Associates Inc, USA

175 undulations and breached embankments Geotechnical investigations conducted at the proposed bridge / culvert locations (kilometers 2.537, 7.169, 7.575, 7.968, 9.953, , , , , , , , , , , , , , , , , , , , , , , , and ) along the proposed route. The depth of boreholes advanced from 15m to 30m depth and some trial pits at the culvert locations upto depth of 3.5m have been undertaken. The subsoil deposits constitute of alluvial deposits of Silty sand, silty clay / clayey silt classifications of varying thicknesses and consistency as revealed from the borelogs and trial pits. Such subsoil stratifications are typical of Gangetic plains of Bihar and are generally stable in terms of supporting the road embankments and related structures Embankment Slope Protection 595. In view of flood condition and available borrow area soils prevailing along the project road, the embankment slopes are to be securely protected by way of growing green vegetation and occasionally by adopting Rock Armour pitching as described under previous Sections. Such protection measures would also be required at the entry and exit location of all the drainage culverts in order to safeguard the foundation of these structures. It is further envisaged that it would be prudent if growth of local vegetation and shrubs are encouraged within the lands available between toe of the embankment and ROW of the project road in order to restrain / mitigate erosion forces of the sheet flow conditions observed during the floods. Such protection measures would benefit performance of the project road in the long term Road Condition Survey 596. The existing road is of nearly fair alignment with few exceptions at the bridge approaches and in built-up areas and built of flexible pavement section. Generally the existing road is built over low embankment sections of height varying from 1.0m to 3.5m reaching maximum average height near the bridge location upto 5m Detailed pavement investigations including condition surveys by visual inspection, examination of pavement composition by excavating test pits and testing the properties of the existing subgrade soil and Benkelman Beam Deflection (BBD) are carried out to determine the extent and nature of pavement distress of the existing pavement The BBD tests have been carried out between section km to km only as condition of the road surface from Ch km 0.00 to Ch km is very poor and deteriorated. However, since it is proposed to raise the road level all through due to requirement of minimum free board of 600mm above the subgrade level, so it would be prudent if the pavement is rebuilt from the subgrade levels Borrow Materials for Construction 599. Total sixteen (16) numbers of potential soil borrow areas have been investigated to substantiate their suitability for various earthworks involved with the project. Lead distance of these borrow area are varying from 0.1km to maximum 2km from the project road alignment. Majority of soil types available from the identified borrow areas are of the Sandy silt / silty sand type with SM or SI classifications except two numbers which are of 174 Sheladia Associates Inc, USA

176 CL and CI classifications. The CBR (4-days soaked at 95 % of MDD) varies significantly in the range of 3% to 29% of the borrow area soils identified From the range of 4 day soaked CBR value exhibited by the potential borrow area soils 8 % is considered reasonable to achieve and recommended for designing pavement for improvement / new alignment. Materials showing high clay content and low CBR values shall be restricted from use of subgrade construction Quarry Materials 601. Two (2) stone quarries (Pakur and Shiekhpura) have been identified nearest to the project road alignment as potential sources of coarse aggregates required for the road construction. In general the stone aggregates satisfy the IRC/MORT&H specification standards fro use of aggregated in concrete and pavement works except for flakiness and elongation characteristics of some of the samples tested which could be made within acceptable range by suitable adjustment of crusher s jaws and screens during the manufacturing Sand 602. Source of the sand material for the project road is identified from the local river beds. Tests results of the sand materials sources shall be ascertained at the time of construction in compliance to the MORT&H specifications Water 603. Potential sources of water for the project are not established. However from the borelogs details it is evident that ground water table is available generally at a depth of 1-2m below the ground level. All engineering parameters as per requirements of MORT&H and IS specification need be established prior to use at the construction stage Pavement Design 604. Projection of traffic and the Vehicle Damage Factor (VDF) of various types of commercial vehicles, Cumulative Standard Axles (CSA) during the period of design life has been analyzed and presented under the Traffic section of this report. Design life of the flexible pavement is considered as 15 years from base year of completion of construction in day soaked CBR value of the borrow area soils indicate that a design CBR value of 8% can be reasonably achieved from the borrow sources available in vicinity of the project road when compacted to more than 97% of MDD required as per MORT&H specifications. Else suitable material for the subgrade construction shall be transported and used for subgrade construction Design of new flexible pavement adopts guidelines as per IRC: The pavement is designed based on traffic forecast of 15 years with base year of completion of the project road construction stipulated to be year Layer composition of the pavement for new construction on main carriageway (widened portion and realigned stretches, if any) and bypass sections are given hereunder works out as shown in Table The DPR suggested adopting a 5 to 6% CBR for design and the design traffic is lower in the DPR as 175 Sheladia Associates Inc, USA

177 diverted traffic is not considered. An adoption of 8% CBR will result in using better material brought in for subgrade as embankment is raised. Based on a comparison of all aspects, a final choice can be made by BSRDC. Table 5-34 Pavement Section for New Construction (ADB-TA) ( ) Section Design Design Pavement Composition (mm) Chainage (km) Traffic CBR (%) (msa) BC DBM WMM GSB Rigid Pavements 607. The option of rigid pavement has been envisaged to build only in heavily congested areas whereby raising the existing road pavement level is not an option and bypass is not warranted. IRC 58: 2002 guidelines have been primarily adopted for the design with an aim of design life of 28 years For a subgrade soil having 4-day soaked CBR value of 8 %, Modulus of Subgrade Reaction, k of 25.8 kg/cm2 /cm deflection has been adopted (Modified for 100 mm thick sub-base of dry lean cement concrete). Design traffic and axle load spectrum described in the DPR appears reasonable to adopt for the rigid pavement design recommended as 300mm thick M45 concrete underlain by 100 thick dry lean concrete and 150mm of GSB with other construction joint details and dowels Strengthening of Existing Pavements 609. Strengthening option of existing flexible pavements is not recommended due to raise in road level involved with subgrade level minimum 600mm above the HFL and vertical profile recommended. 5.7 REVIEW AND ANALYSIS OF HYDROLOGY, DRAINAGE AND STRUCTURES General Approach 610. The state of Bihar experiences various climatic hazards at different parts as well as different point of time in every year. The Northern Bihar (predominantly defined by the North of River Ganges), in general is susceptible to extreme flood and Seismic calamities. Vulnerable flooding zones are shown in the following Map, published by UNDP. Due importance have been given while reviewing the DPRs to assess flood intensities and dealing with the requirement of waterways for the bridges on Project Roads in the Northern Region in particular. 176 Sheladia Associates Inc, USA

178 5.7.2 Basis of Study: Review of Hydrology 611. The TA Consultant reviewed the Hydrology and Hydraulic submissions of DPRs and Feasibility Study Reports submitted by the Design Consultants in order to verify the estimated discharge of the streams, vis-à-vis the size of structures for preliminary designing and costing. The various methods and principles followed in DPRs are as follow: Discharge calculations by Rational Method, Empirical formula methods like Ryve s method, Inglis method etc. and Method of Area Velocity, using Manning s Formula. Synthetic Unit Hydrograph Method as recommended by IRC: Basic inputs for all the above discharge calculation methods are Catchment Area, slope characteristics, vegetation and soil cover; and the peak hourly rainfall intensity and peak of 24 hour point rainfall intensity. The catchment areas were obtained from the 1:50,000 and 1:250,000 topographic maps for medium and large catchments with vegetation and soil cover assessed from the field reconnaissance. Rainfall intensity data is available from meteorological Department, published gazettes of the State and or as given in IRC: SP-13. The Percentage Coefficient of Run-off P and f, the spatial distribution coefficient was adopted from SP-13. Figure 5-22 Flooding zones of Bihar 613. Discharges derived from various methods by the DPR Consultants are thoroughly reviewed and the review methodology primarily is based on following principle: 177 Sheladia Associates Inc, USA

179 Methodologies followed by the DPR Consultants are as depicted under relevant clauses of IRC: , under Section-General Features of Design. Synthetic Unit Hydrograph Method followed is in accordance with Flood estimation reports in respect of climatic sub-zones in the country based on the Hydro- Meteorological data collected by the DPR Consultants for selected catchments as stated in IRC: Methodologies followed by the DPR Consultants are in line with Indian Roads Congress (IRC) Special Publication 13 Guidelines for the Design of Small Bridges and Culverts. Criteria set forth by the latest Bridge Engineers Hand-book in order to decide well conceived and ill conceived crossings. Verification of hydraulic parameters by Stage-Discharge and other relationship, wherever, data is available from utility Department or CWC. Extensive site visit, to visualise flooding patterns and to validate DPR findings and supplement, vide illustrations of major features and observations with photographs Design Standards 614. While reviewing Designs and Drawings of the DPR Consultants, the design basis of various components of the structures adopted by DPR Consultants is reviewed on the basis of following codes and sound engineering practice: IRC: IRC: IRC: IRC: IRC: IRC: IRC: IRC: SP IRC: SP-33 IRC: SP-40 Standard Specifications and Code of Practice for Road Bridges, Section I General Features of Design. Standard Specifications and Code of Practice for Road Bridges, Section-II Loads and Stresses. Standard Specifications and Code of Practice for Road Bridges, Section-III Cement Concrete. Design Criteria for Prestressed Concrete Road Bridges (Post Tensioned Concrete) (Third Revision). Standard Specifications and Code of Practice for Road Bridges, Section- VI Composite Construction. Standard Specifications and Code of Practice for Road Bridges, Section-V Steel Road Bridges. Guidelines for Design and Construction of River Training and Control Works for Road Guidelines for the Design of Small Bridges and Culverts. Guidelines on Supplemental Measures for Design, Detailing & Durability of Important Bridge Structures. Guidelines on Techniques for Strengthening and Rehabilitation of Bridges. IRC:83 (Part I) 1999 IRC:83 (Part II) 1999 Section IX (Part I), Metallic Bearings Section IX (Part II), Elastomeric Bearings 178 Sheladia Associates Inc, USA

180 IRC:83 (Part III) 2002 IRC: IRC:SP: IRC:SP: IS:2911 (Part I/Sec- 2) IS: Section IX (Part III), POT, Pot cum PTFE, Pin and Metallic Guide Bearings. Guide lines for design and construction of River Training and Control Works for Road Bridges (I st Revision) Guidelines for Analysis and Design of cast in place voided slab superstructure Guidelines and Specifications for Expansion Joints Code of Practice for Design and Construction of Pile Foundations, Concrete, Bored cast-in-situ Indian Standard, Plain and Reinforced Concrete, Code of Practice The Standard Drawings of the MORTH The Specifications for Road and Bridge Works (Third Revision), MORTH. Loading - The Design and Drawings are reviewed for the following loadings: Dead Load (DL) - Unit weight for Dead loads shall be considered as per IRC: Super Imposed Dead Load (SIDL) - Unit weight for superimposed dead load shall be in conformity with IRC: Carriageway and Footpath Live Load (LL) - Since the State Highways are proposed to be upgraded to 2-Lane standard including structures, the minimum Carriageway Live Loadings are considered are as follow: 1 Lane of Class 70R (Wheel or Track)/ 2 lane of Class A Conforming to IRC shall be considered in analysis and whichever producing severe effect shall be considered in design. Pedestrian live load in conformity with clause shall be considered over the footpath, wherever applicable. Seismic Load - The alignments (SH-78) are falling in Seismic Zone V, Zone IV and also some sections in Zone III. Seismic coefficients are reviewed in accordance with IRC: (Fourth Revision). To prevent dislodgement of superstructures, reaction blocks are ensured on the top of Pier and Abutment caps for bridges in Zone - V and Zone IV. Wind and Temperature Relevant clauses are applied in accordance with IRC: (Fourth Revision), to arrive at Design Loadings. Coefficient of thermal expansion 11.7x10-6/C as per IRC: (Fourth Revision). Coefficient of shrinkage 2.0x10-4/C as per IRC: (Fourth Revision). Modulus of Elasticity as per Table 8 of IRC: For post tensioned superstructures: Relevant provisions of IRC: have been used Hydraulics 615. Hydraulic calculations for large crossings carried out by the DPR Consultants are verified 179 Sheladia Associates Inc, USA

181 in accordance with relevant clauses of IRC: , under Section-I, General Features of Design. Hydraulic calculations are to ensure primarily the following design parameters: Linear Waterway requirement of the bridges are not compromised. Founding Levels are proposed below Estimated Scour depths around Abutments and Piers with grip length in accordance with IRC: 78. Where waterway is constricted, 33% constriction is accepted in accordance with the recommendations of Bridge Engineers Hand Book. Afflux is worked out and added to the HFL or ignored if negligible Once the above criteria of Hydrology and Hydraulics are satisfied, the GADs are agreed upon Review of GADs and Recommendations 617. Reviewing of DPR Consultants proposals is the basis of TA Consultant s Feasibility Study. Review of GADs for bridges is done on the basis of satisfactory hydrology and hydraulics, vis-à-vis, linear waterway. Once the Linear waterway is decided by hydraulics and Hydrology, the types of bridge as a whole and different component of the structures are reviewed so as to ensure that all aspects follow provisions of IRC codes and sound engineering practice Identification of Seismic Zone 618. While reviewing the design basis and standards, the seismic zone of each project road was identified from the Seismic Map of India, published in latest version of IRC: 6. Northern and Southern Bihar are bifurcated by the River Ganges. In general, all roads in Northern Bihar fall predominantly under Zone-IV and a few close to Nepal Border at extreme North also fall in Zone-V also. In high seismic zones, the following structures are permitted: Simply supported structures with Seismic Reaction Blocks on substructures. Integral or Portal structures with adequate ductility detailing For North Bihar, a few State Roads pass through both Zones V and IV. Similarly in South Bihar, both seismic Zone-III and Zone-IV are found applicable to some of the roads. Roads which are falling in two different zones, TA Consultant advised DPR Consultants to review and redesign structures under respective zones in view of economy New Structures Type of Superstructures 620. Type of superstructures proposed by the design consultants which are reviewed and found acceptable are as follows: Simply supported spans upto 10.0 m, RCC solid slab. Simply supported spans between 10.0 m to 20.0 m RCC T-Girder and slab or RCC voided slab superstructures. Simply supported spans between 20.0 m to 24.0 m with RCC T-Girder and slab. RCC multi-cell Box on ground bridges. 180 Sheladia Associates Inc, USA

182 Multispan portal bridges with small individual spans. For ROBs, having individual spans more than 24.0 m, precast PSC Girders plus castin-place RCC deck slabs or composite steel Girder and RC deck slab superstructures Type of substructures 621. RCC solid wall type Abutments and Piers and also RCC circular Piers Type of Foundations 622. Where good bearing strata is available, open foundations and Else, Pile foundations. All proposals were reviewed in accordance with the provisions of relevant codes of IRC Improvement Proposals for Existing Bridges: Recommendations 623. Existing Bridges on State Highways are mostly proposed to be reconstructed/ replaced. The proposals are examined on desk and subsequently validated on site and agreed upon when the following criteria are fulfilled: The Bridges are narrow and functionally not qualified to cater for 2-Lane traffic. Those which are narrow, about single or intermediate lanes, besides being old, also are not able to sustain under projected/induced 2- Lane traffic due to upgradation. Structurally fatigued and distressed. Bridges have insufficient waterway and vertical clearance rendering hydraulic inadequacy. Bridges are replaced due to geometric improvement of the road due to realignment. Many existing bridges have old RR masonry or brick masonry substructures and foundations which are normally not encouraged in seismic Zone-V and Zone-IV, with distresses and joints opened up The bridges which do not come under above category and widths are close to 2-Lanes are recommended for retention with rehabilitation and/or widening Improvement Proposals for Existing Culverts 625. The culverts on existing sections are proposed to be reconstructed/ replaced and rehabilitated due to same reasons as described above Additional Structures 626. During review and site inspection, proposal of additional structures are studied with particular emphasis on the overtopped sections of the project road. In such sections additional structures are recommended simultaneous with the road raising Road wise details of existing and proposed structures are given in 181 Sheladia Associates Inc, USA

183 Table Sheladia Associates Inc, USA

184 Table 5-35 Details of Structures State Highway No. Existing Structures Proposed Structures Type Number Type Number SH - 78 Major Bridges Nil Major Bridges 1 SH - 78 Minor Bridges 4 Minor Bridges 17 SH - 78 Culverts 130 Culverts 185 SH - 78 ROBs Nil ROBs 3 SH 80 Major Bridges Nil Major Bridges 1 SH 80 Minor 3 Minor Bridges 2 SH 80 Culverts 90 Culverts 90 SH - 80 ROBs Nil ROBs Nil SH - 81 Major Bridges Nil Major Bridges Nil SH - 81 Minor Bridges 17 Minor Bridges 17 SH - 81 Culverts 230 Culverts 237 SH - 81 ROBs Nil ROBs Nil SH-82 Major Bridges 1 Major Bridges 6 SH-82 Minor Bridges 8 Minor Bridges 8 SH-82 Culverts 261 Culverts 261 SH-82 ROBs Nil ROBs Nil SH-83 Major Bridges Nil Major Bridges Nil SH-83 Minor Bridges 4 Minor Bridges 4 SH-83 Culverts 102 Culverts 102 SH-83 ROBs Nil ROBs Nil SH 84 Major Bridges Nil Major Bridges Nil SH 84 Minor Bridges 13 Minor Bridges 13 SH 84 Culverts 105 Culverts 127 SH - 84 ROBs Nil ROBs 2 SH 85 Major Bridges 1 Major Bridges 1 SH 85 Minor Bridges 4 Minor Bridges 4 SH 85 Culverts 76 Culverts 85 SH - 85 ROBs Nil ROBs Nil SH 86 Major Bridges Nil Major Bridges 1 SH 86 Minor Bridges 6 Minor Bridges 7 SH 86 Culverts 52 Culverts 87 SH - 86 ROBs Nil ROBs 1 SH 87 Major Bridges 0 Major Bridges 2 SH 87 Minor Bridges 24 Minor Bridges 29 SH 87 Culverts 87 Culverts Sheladia Associates Inc, USA

185 State Highway No. Existing Structures Proposed Structures Type Number Type Number SH - 87 ROBs Nil ROBs 1 SH - 87 Underpass Nil Underpass 2 SH 88 Major Bridges 3 Major Bridges 2 SH 88 Minor Bridges 21 Minor Bridges 29 SH 88 Culverts 161 Culverts 136 SH - 88 ROBs Nil ROBs 1 SH 89 Major Bridges 1 Major Bridges 1 SH 89 Minor Bridges 6 Minor Bridges 7 SH 89 Culverts 41 Culverts 95 SH - 89 ROBs Nil ROBs Nil SH 90 Major Bridges Nil Major Bridges Nil SH 90 Minor Bridges 11 Minor Bridges 6 SH 90 Culverts 67 Culverts 166 SH 90 ROBs Nil ROBs 1 SH 91 Major Bridges Nil Major Bridges 2 SH 91 Minor Bridges 19 Minor Bridges 29 SH 91 Culverts 228 Culverts 273 SH 91 ROBs Nil ROBs Review for existing Drainage Structures & Recommendations 628. For each road, review report consisting of identified list of discrepancies and anomalies and recommendations are forwarded to the respective DPR Consultants to attend. These are discussed in meetings and the Consultants are expected to modify and fine tune their proposals when they submit their. These review reports are presented in Annexure to Annexure Major observations of the Review Reports for each of the Project Roads are presented below: SH -78 Structure Major Bridge Punpun Bridge across river Dardha Proposal of DPR Consultants 6 x = Effective Linear Waterway = m Located on Sharp curve with no bank protection, vide Photo-2. TA Consultants observation Aidth of spread at HFL = m decided to be proposed as clear waterway Banks to be protected TA Consultants recommendation Additional of 10.0 m equally on either Approach in the form of Box shall be proposed. Banks to be protected adequately both u/s and d/s Remarks Decided in a meeting in Team Leader s office. Safety of the structure shall be ensured 184 Sheladia Associates Inc, USA

186 General Other drawing and design observations in overall proposal are provided in the Annexure To attend in final submission Ensure in final submission SH-81 Structure Bridges Proposal of DPR Consultants Bridges are designed for Seismic Zone IV TA Consultants observation The TA Consultants feels structures are predominantly in Zone-III. TA Consultants recommendation To review Seismic Zoning of the Project Road and redesign structures during final submission Remarks This may reduce cost and lead to value Engineering. Bridges Thickness of wearing course = 56 mm 24 hr. point rainfall intensity = 260 mm for 50 year recurrence interval is high Bridges Bridge Hydraulics Bridge wise Calculation of discharge and hydraulics not traced. Particularly back up for Regression equations for discharge for relevant subzones. Bridges Pot cum PTFE Bearings As zone IV is likely to change into Zone III, Pot cum PTFE may be replaced by Elastomeric Bearings Bridges Wall Type Pier Designed as Plate type Bridges Rehabilitation of Retained Bridges Width of Heel and Toe Slab to Depth ratio Integral widening of Substructures and Foundations proposed Width of Heel and Toe Slab are more than 3 times No rehabilitation and preparation of Joint shown for Substructures and Foundations Rainfall intensity being high it is recommended to adopt 65 To submit the same in the final DPR To review and make changes in Final DPR To modify design and detailing according to proposed Wall Type Pier in the final submission To be restricted to 1:3 ratio Special mechanical joint treatment with provision of shear keys etc. with appropriate detailing to be prepared This will ensure more impermeability to deck slab and life of structure enhanced Pending submissions, TA Consultant assumes calculations justify requirements. Ensure in final submission This approach will lead to a lot of cost reduction and value engineering Modifications necessary to follow provisions of IRC: Modifications necessary to follow provisions of IRC: Widening Details and Rehabilitation proposals shall be prepared as per practice 185 Sheladia Associates Inc, USA

187 Structure ROBs ROBs Culverts Culverts Culverts General Proposal of DPR Consultants Normal Crash barriers proposed Composite Overhang of slab more than Girder depth No schedule submitted Additional culverts proposed Individual catchment analysis as per FHWA method TA Consultants observation High- Containment Barriers shall be proposed Restrict overhang upto depth of Girder Schedule be submitted in the Drawing vol. including widening details No Hydrological justification found Details of analysis not furnished Other drawing and design discrepancies in overall proposal and identified in the list of observations in the Annexure TA Consultants recommendation To submit the same in the final DPR To submit the same in the final DPR To submit the same in the final DPR Hydrological justifications necessary Analysis need to be furnished for review To attend in final submission Remarks Ensure Railway norms Ensure practice Ensure in final submission To justify need of additional culverts Ensure in final submission Ensure in final submission SH-84 Structure Bridges Bridges Proposal of DPR Consultants Bridges are designed for Seismic Zone IV Thickness of wearing course = 56 mm TA Consultants observation TA Consultants felt a major part of alignment falls in Zone-III. 24 hr. point rainfall intensity = 240 mm for 50 year recurrence interval is high TA Consultants recommendation To review Seismic Zoning of the Project Road and redesign relevant structures in zone III, during final submission Rainfall intensity being high it is recommended to adopt 65 Remarks This may reduce cost and lead to value Engineering. This will ensure more damp proof arrangement and life of structure enhanced 186 Sheladia Associates Inc, USA

188 Structure Proposal of DPR Consultants TA Consultants observation Bridges Bridge Hydraulics Bridge wise and Hydrological Calculation of calculations discharge and hydraulics not found. Particularly back up for Regression equations for discharge for relevant sub-zones. Bridges Pot cum PTFE As zone IV is Bearings likely to change into Zone III, Pot cum PTFE may be replaced by Elastomeric Bearings Bridges Pot cum PTFE As Seismic reaction Bearings in Zone - blocks proposed to IV prevent dislodgement, Pot cum PTFE be avoided by Elastomeric Bearings Bridges Wall Type Pier Designed as Plate type Bridges Rehabilitation of Retained Bridges ROBs ROBs Width of Heel and Toe Slab to Depth ratio Integral widening of Substructures and Foundations proposed Normal Crash barriers proposed Solid wall Abutment and RE Walls to retain embankment Width of Heel and Toe Slab are more than 3 times No rehabilitation and preparation of Joint shown for Substructures and Foundations High- Containment Barriers shall be proposed Solid Abutment may be replaced by Abutment Piers TA Consultants recommendation To submit the same in the final DPR To review and make changes in Final DPR To review and make changes in Final DPR To modify design and detailing according to proposed Wall Type Pier in the final submission To be restricted to 1:3 ratio Special mechanical joint treatment with provision of shear keys etc. with appropriate detailing to be prepared To submit the same in the final DPR Be reviewed and submitted the same in the final DPR Remarks Pending submissions, TA Consultant assumes calculations justify requirements. This approach will lead to a lot of cost reduction and value engineering This approach will lead to a lot of cost reduction and value engineering Modifications necessary to follow provisions of IRC: Modifications necessary to follow provisions of IRC: Widening Details and Rehabilitation proposals shall be prepared as per practice Ensure Railway norms This will reduce cost and lead to value engineering 187 Sheladia Associates Inc, USA

189 Structure ROBs Culverts Culverts Culverts General Proposal of DPR Consultants Composite Overhang of slab more than Girder depth No schedule submitted Additional culverts proposed Individual catchment analysis as per FHWA method TA Consultants observation Restrict overhang upto depth of Girder Schedule be submitted in the Drawing vol. including widening details No Hydrological justification found Details of analysis not furnished Other drawing and design discrepancies in overall proposal and identified in the list of observations in the Annexure TA Consultants recommendation To submit the same in the final DPR To submit the same in the final DPR Hydrological justifications necessary Analysis need to be furnished for review To attend in final submission Remarks Ensure practice Ensure in final submission Vindicate need of additional culverts Ensure in final submission Ensure in final submission SH-85 Structure Bridges Bridges Proposal of DPR Consultants Bridges are designed for Seismic Zone IV Thickness of wearing course = 56 mm TA Consultants observation TA Consultants felt a major part of alignment falls in Zone-III. 24 hr. point rainfall intensity = 240 mm for 50 year recurrence interval is high TA Consultants recommendation To review Seismic Zoning of the Project Road and redesign relevant structures in zone III, during final submission Rainfall intensity being high it is recommended to adopt 65 Remarks This may reduce cost and lead to value Engineering. This will ensure more damp proof arrangement and life of structure enhanced 188 Sheladia Associates Inc, USA

190 Structure Bridges Bridges Bridges Bridges Bridges Culverts Proposal of DPR Consultants Bridge Hydraulics and Hydrological calculations Total catchment is distributed amongst individual minor streams Pot cum PTFE Bearings Pot cum PTFE Bearings in Zone - IV Width of Heel and Toe Slab to Depth ratio No schedule submitted Culverts Additional 9 culverts proposed Culverts Individual catchment analysis as per FHWA method TA Consultants observation Bridge wise Calculation of discharge and hydraulics not found. Particularly back up for Regression equations for discharge for relevant sub-zones. No supportive Contour survey Plan/Topo sheets found showing the Main flow and the Branches As zone IV is likely to change into Zone III, Pot cum PTFE may be replaced by Elastomeric Bearings As Seismic reaction blocks proposed for dislodgement, Pot cum PTFE be avoided by Elastomeric Bearings Width of Heel and Toe Slab are more than 3 times Schedule be submitted in the Drawing vol. including widening details No Hydrological justification found Details of analysis not furnished TA Consultants recommendation To submit the same in the final DPR Rationale needs to be supported by drawings showing main and branches and delineated catchments To review and make changes in Final DPR To review and make changes in Final DPR To be restricted to 1:3 ratio and final submissions made To submit the same in the final DPR Hydrological justifications necessary Analysis need to be furnished for review Remarks Pending submissions, TA Consultant assumes calculations justify requirements. The same needs to be submitted for review This approach will lead to a lot of cost reduction and value engineering This approach will lead to a lot of cost reduction and value engineering Modifications necessary to follow provisions of IRC: Ensure in final submission To vindicate need of additional culverts Ensure in final submission 189 Sheladia Associates Inc, USA

191 Structure General Proposal of DPR Consultants TA Consultants observation Other drawing and design discrepancies in overall proposal and identified in the list of observations in the Annexure TA Consultants recommendation To attend in final submission Remarks Ensure in final submission SH 86 Structure Bridges Bridges Box structures Box structures Bridges Bridges Bridges Proposal of DPR Consultants Approach geometry on sharp curves to avoid skew in Minor Bridges Proposed T-Girder and slab superstructure is of M-25 Followed MOST standard drawings Followed MOST standard drawings Structures designed for seismic zone - IV Notes on Detailed Drawings Other essential Features in GADS TA Consultants observation Approach geometry shall not be compromised Superstructures is preferred to have richer mix SBC requirement does not match with requirement Some of the dimensions are not in agreement with standard drawings Seismic Reaction Blocks not proposed Some essential notes are missing, e.g. Splice length, anchorage length etc. Bore logs and level blocks are missing TA Consultants recommendation Bridges to be proposed in skew orientation Superstructure Grade be M-30 Need to be made consistent with the standard drawings Need to be made consistent with the standard drawings Reaction blocks need be proposed to prevent dislodgement To submit the same in the final DPR To submit the same in the final DPR Remarks Minor Bridges shall follow road alignment From Durability criteria. May be modified in Final DPR Explanations needed or modified in the final submission Explanations needed or modified in the final submission To be designed and incorporated as per IRC : 6, in the final submission Ensure in final submission Ensure in final submission 190 Sheladia Associates Inc, USA

192 SH -87 Structure Bridges Proposal of DPR Consultants Bridges are designed for Seismic Zone V Bridges For multi-cell Box bridges hydraulic calculations not submitted in the Draft Bridges Existing bridges at Km. Ch , and Bridges Proposed T- Girder and slab superstructure is of M-25 Bridges Bridges Culverts Culverts General Proposed Bed Protection Other essential Features in GADS Culvert Schedule in the Drawing volume All drainage elements are proposed for replacement TA Consultants observation TA Consultants felt a major part of alignment falls in Zone-IV Hydraulic justification of the proposals is necessary Proposed waterways found less than the existing Superstructures is preferred to have richer mix Configuration of rigid and flexible protection does not match with codal provisions Bore logs, level blocks, design discharges to appear in the notes etc. Needs to show more comprehensive information, e.g. existing configuration, improvement proposals etc. Culverts with large vents may be retained and rehab Other drawing and design discrepancies in overall proposal and identified in the list of observations/suggestions in the Annexure TA Consultants recommendation To review Seismic Zoning of the Project Road and redesign relevant structures in zone IV, during final submission To furnish reasons for the same in the final DPR To furnish reasons for the same in the final DPR Superstructure Grade be M-30 Proposals of bed protection shall be as per IRC:89 To submit the same in the final DPR To fine tune in the final DPR To review and submit the same in the final DPR To attend in final submission Remarks This may reduce cost and lead to value Engineering. Ensure in final submission Ensure in final submission From Durability criteria. May be modified in Final DPR Ensure in final submission Ensure in final submission Ensure in final submission Ensure in final submission. This will lead to value engineering Ensure in final submission 191 Sheladia Associates Inc, USA

193 SH -89 Structure Bridges Bridges Bridges Bridges Bridges Proposal of DPR Consultants Reconstruction of Minor bridges at Km and at Km Reconstruction of Minor bridges at Km Proposed major bridge at Km Bridge Hydraulic calculations Proposed Bridges at chainages 5+308, , and are having right angled crossing TA Consultants observation Reconstruction justified. Reconstruction justified. Existing 2-Ln bridge is in very good condition The ventways obtained from Hydraulic calculations are restricted to about 50% 60% This leads to unsatisfactory road geometrics inferior to existing geometry TA Consultants recommendation Multi-cell box may be looked into in place of proposed single span Girder for Multi-cell box may be looked into in place of proposed single span Girder No need to replace Constriction upto 33% may be permitted as per site conditions and if Afflux issues are taken care of Needs to be improved. Remarks DPR Consultants agreed to review and submit alternative in Final DPR DPR Consultants agreed to review and submit alternative in Final DPR Agreed by DPR Consultants to submit in Final DPR Agreed by DPR Consultants to submit in Final DPR Agreed by DPR Consultants to submit in Final DPR Bridges Culverts Culverts Structures designed for seismic zone - IV All existing culverts, proposed to be replaced/reconstru cted by Boxes, vents much in excess. Culvert Schedule in the Drawing volume Seismic Reaction Blocks not proposed It is observed that each drainage element is proposed for reconstruction/repl acement. Needs to show more comprehensive information, e.g. existing configuration, improvement proposals etc. Culverts No. of culverts Density of culvert appears less than required. Reaction blocks need be proposed to prevent dislodgement To review Draft submission again whether some the balancing pipe culverts can be retained To fine tune in the final DPR To review and augment if necessary Agreed by DPR Consultants to submit in Final DPR This will lead to substantial savings and provide value engineering. Ensure in final submission DPR Consultants agreed to review and submit in Final DPR 192 Sheladia Associates Inc, USA

194 Structure Other structures Road Submergenc e General Proposal of DPR Consultants Proposed Retaining Walls Overtopped section between Km. 25 & 26 TA Consultants observation Observed some of them in Plan n Profile but no schedule in the Drawing vol Severely flood prone due to major river Daha. Estimation of overtopped discharge is necessary. Other drawing and design discrepancies in overall proposal and identified in the list of observations/sugg estions in the Annexure TA Consultants recommendation Drawing vol. needs to have the schedule Road raising and additional culverts proposed based on overtopped discharge To attend in final submission Remarks DPR Consultants agreed to provide in Final DPR DPR Consultants agreed to provide in Final DPR Ensure in final submission SH 90 Structure Bridges Bridges Bridges Bridges Proposal of DPR Consultants Proposed No. is 25 against only 13 existing bridges For some Minor bridges, hydraulic calculations not submitted in the Draft Bridge Hydraulics Thickness of wearing course = 52 mm TA Consultants observation To be justified Hydraulic justification of the proposals is necessary Discrepancies observed, e.g. VC is not as per IRC:5, Afflux not worked out for constricted waterways and waterways considered in the skew direction etc. Intensity of rainfall is high TA Consultants recommendation Detailed hydraulic calculations necessary To furnish reasons for the same in the final DPR To correct the errors and resubmit Rainfall intensity being high it is recommended to adopt 65 Remarks Ensure in final submission Ensure in final submission Ensure in final submission This will ensure more damp proof arrangement and life of structure enhanced 193 Sheladia Associates Inc, USA

195 Structure Bridges Bridges Bridges Bridges Bridges Proposal of DPR Consultants Camber of Girder Bridges Use of TMT bars, Adoption of Bridge Bearings skew angles of bridges Proposed Bed Protection TA Consultants observation Attained by wearing course HYSD Fe-415 used as reinforcing steel Pot cum PTFE bearings used Some of them are Very High, > 45 0 Configuration of rigid and flexible protection has to be consistent with codal provisions TA Consultants recommendation Need to be attained by varying thickness of deck slab To explore possibility of using Fe-500 With seismic reaction blocks Elastomeric Bearings may be adopted To explore possibility of marginal realignment for reduction of skew to < 45 0 Proposals of bed protection shall be as per IRC:89 Remarks Ensure in final submission Use of Fe- 500 is popular in HW bridges in India and will bring in substantial economy and value engineering May be reviewed for adoption or else reasons furnished. This will give substantial economy May be reviewed for adoption or else reasons furnished. This will give substantial economy Ensure in final submission Bridges Bridges Rehabilitation Approach slab of skew Bridges Essential Features of GADs, e.g. Index Plan, level blocks, quadrant pitching, toe walls etc. Bridge at Km is proposed for rehabilitation Length of 3.5 m shown in the square orientation Not indicated in the GADs No drawings provided Length shall be in skew direction Need to be clearly indicated, bridge by bridge Detailed drawings need to be provided Ensure in final submission Ensure in final submission Ensure in final submission 194 Sheladia Associates Inc, USA

196 Structure General Proposal of DPR Consultants TA Consultants observation Other drawing and design discrepancies in overall proposal and identified in the list of observations/suggestions in the Annexure Culverts No. of c-ds Proposed are 3 times more than existing Culverts Culverts General General SH -91 Proposed culverts Standard MOST Box structures All drainage elements of existing are replaced Dimensional Parameters are not always matching with the standard sections Other drawing and design discrepancies in overall proposal and identified in the list of observations/suggestions in the Annexure TA Consultants recommendation To attend in final submission Hydraulic justification necessary Existing balancing pipes may be retained To be made consistent with, else separate designs to be submitted To attend in final submission Remarks Ensure in final submission Ensure in final submission To review and explore some retention. This will add on to value engineering. Ensure in final submission Ensure in final submission Structure Bridges Bridges Bridges Proposal of DPR Consultants Proposed No. is 32 against only 20 existing bridges Proposed Structures are designed for seismic zone - IV Use of TMT bars, TA Consultants observation To be justified Significant sub section towards North, falls in zone-v HYSD Fe-415 used as reinforcing steel TA Consultants recommendation Detailed hydraulic calculations necessary Seismic zone boundary be demarcated and accordingly the relevant structures shall be designed To explore possibility of using Fe-500 Remarks DPR Consultants agreed to review and submit the same in Final DPR DPR Consultants agreed to review and submit the same in Final DPR Use of Fe-500 is popular in HW bridges in India and will bring in substantial economy and value engineering 195 Sheladia Associates Inc, USA

197 Structure Bridges Bridges Culverts Culverts Culverts Other structures Culverts General Proposal of DPR Consultants No Bridge proposed Proposed multicell bridge has waterway = 5 x 4.5 Road raising and additional culverts proposed as the Road is flood prone Substantial road raising and additional culverts, throughout Proposed culverts Retaining Walls in the floodprone areas General features TA Consultants observation There is an active channel found during joint site visit near Km where no opening proposed Existing collapsed bridge is 5 x 7.5 History of flooding and overtopping was confirmed by local enquiry during site visit. Therefore proposal somewhat logical. It was informed by local people during inquiry that flood overtopping problem is at discreet locations All drainage elements of existing are replaced Km. 7-8 and Km are flood prone. Embankment protection measures, e.g. Retaining walls Discrepancies in terms of practice pointed out in the culvert comments TA Consultants recommendation As per DPR Consultants response that this was decided with the Client and a proposal with Proposed waterway shall be reviewed. Justify by calculation of overtopped discharges, and propose raising with additional culverts Review profile raising and propose raising only for overtopped subsections with corresponding increase in the number of culverts Existing balancing pipes/good condition pipes may be retained Drawing vol. needs to have the schedule To be made consistent with, practice Remarks TA Consultant feels that some opening is required as the river may change its course in future. However, if found not required, the Client and DPR Consultant to take responsibility DPR Consultants proposes the same waterway with justification. Ensure in final submission Ensure in final submission To review and explore some retention. This will add on to value engineering. DPR Consultants agreed to provide in Final DPR Ensure in final submission 196 Sheladia Associates Inc, USA

198 Structure General Proposal of DPR Consultants TA Consultants observation Other drawing and design discrepancies in overall proposal and identified in the list of observations/suggestions in the Annexure TA Consultants recommendation To attend in final submission Remarks Ensure in final submission SH-80, 82, DPR Consultants are yet to submit their Draft DPR for SH 80, 82,88. For SH 83, DPR received in the month of May and review is in progress. Therefore, detailed designs and drawings are not reviewed for the above roads. Out of these four, only one belongs to North Bihar, i.e., SH-88. Remaining three roads are in the South Bihar where structures are exposed to lesser climatic hazard, in terms of severity of flood and seismicity. This can be verified from Table 7.1, showing Flooding zones of Bihar. These three roads therefore are not so flood prone. Based on the review of FSR Reports, the following are tabulated below It appears that SH-80 falls in Seismic Zone-III and therefore DPR Consultant needs to verify the Zone. Presently, structures are proposed to be designed, according to FSR methodology in Zone IV. In zone three, seismic coefficients being less, it may be possible to avoid Reaction Blocks, wider caps and Pot cum PTFE bearings. Sections of foundations and substructures also essentially reduced leading to great economy and value engineering. Replaced/New HP culverts shall be of 1200 dia. instead of 1000 as per FSR of SH-80. The same is applicable to other roads also. For SH-80, no additional culvert is proposed. Further to confirm by DPR Consultant. For SH-80, the slab culvert at Km may come under bridge category. Similarly reviewing and zone verification are recommended to the DPR Consultant if the designs are done in Zone IV alone for SH-82 and 83. However, in Zone IV also by proposing appropriate reaction blocks, the DPR Consultant may avoid costly Pot cum PTFE. Elastomeric bearings shall be tried instead. SH-88, on the other hand is in North Bihar and hence severity in terms of both seismicity and flood disaster exist. The structures proposed to be designed for Seismic Zone IV is justified As the report is prepared based on FSR but not DDPR, therefore, it is anticipated that the number of culverts may undergo some change during final DPR submissions. Accordingly final list of structures shall be modified. 197 Sheladia Associates Inc, USA

199 Photo illustrations showing important features and findings pertaining to bridges on various vulnerable flood prone State Highways under the scope of study SH - 78 Photo 1 This is unbridged crossing across Punpun River. Punpun is a perennial river. The river is the mightiest river on the alignment of SH 78. The alignment crosses the river near the tree in the photograph. Proposed span arrangement of the major bridge is 6 x m and additional relief vents of 5.0 m each on either approach recommended to take care of clear waterway requirement. Though natural spread, high bank to high bank is 150 m and a constriction of 20% which is less than 33% and is adopted as per site condition and is acceptable as per provision of standards ` Photo 2 Photo 3 Gauge versus discharge relationship collected by the TA Consultants, videphoto -2 and Photo 3, to verify design discharge and other hydraulic parameters worked out by the DPR Consultants. This is collected from Sripalpur Gauging station of CWC, Patna and is located little downstream of the proposed crossing. 198 Sheladia Associates Inc, USA

200 High level Bridge across river Punpun at Sripalpur Gauging station. This is located little downstream of the proposed crossing on NH-83. Total length of this bridge is about m, similar to the adopted proposed span arrangement This is an unbridged crossing across river Dardha River, takes a sharp turn and the bridge is located very close to the bend. Banks shall be necessarily protected for the safety of the bridge. Draft proposal does not propose any protective measures and therefore it is recommended to propose bank protection in the final proposal. Photo Sheladia Associates Inc, USA

201 SH 89 Very old single lane stone masonry arch bridge at Km of SH-89 has been proposed for replacement. DPR consultant has proposed replacement by superstructure with single span RCC T- Girder and slab. TA consultant however, recommended multi-cell RCC Box bridge which upon site visit found more suitable with flat bed and will reduce the cost of bridge as well as road due to shallow approaches Photo 6 Similarly as in previous photo, the narrow and distressed brick masonry Arch bridge at Km of SH-89 also have same characteristics. Against a single span of Girder proposal the TA Consultant recommends muti-cell box bridge Photo Sheladia Associates Inc, USA

202 SH 86 Severely distressed and narrow bidges, vide Photo 8, are characteristics for SH -86. This is a typical example for such a case at Km The bridge is proposed for reconstruction Photo 8 This is a frequently overtopped section between Km. 25 and 26 of SH-89. Condition of pavement/black top is deplorable as is visible in the photograph. Cross-drainage openings are also less. Road raising is recommended along with additional Culverts. Mighty river Daha is very close to this location, adds to the woe by flooding almost every year. The narrow and very old brick masonry bridge seen in the photograph 9, is grossly undersized and being replaced by a high level girder bridge Photo Sheladia Associates Inc, USA

203 During site visits, the TA Consultants conducted local enquiry with experienced and senior residents to arrive at conclusions about the veracity of flooding effects, historical floods and identification of overtopped sub-sections and extents for the State Highways. One such local team being interviewed has been displayed in the photograph-10. Photo 10 Photo 11 Major Bridge, span arrangement 5 x 16.0 across river Daha. This is in very good overall condition for all parts of the visible components. The DPR Consultants proposed for replacement on the basis of 6.8 m carriageway width and brick masonry substructures, which are also found in good and robust shape. The bridge also reported to be adequate from Hydraulic point of view. This bridge is recommended for retention with minor rehabilitation like minor repair of RCC wearing coat and spalled hand-railings and expansion joints as seen in the photographs 12 and 13. Photo 12 Photo Sheladia Associates Inc, USA

204 SH - 91 This road is one of the worst flood affected road in Nort Bihar. The road is the catchment of unpredictable and disastrous floods of the Koshi river. The captioned bridge stands testimony of nature s fury. It collapsed by the 2008 historical flood. DPR Consultants recommended a multicell box bridge of 5 x 4.5, against existing span arrangement of 5 x 7.5, on the basis of observation that the main flow is now deflected due to change of course. However, TA Consultants have observed during site visit that existing waterway cannot be compromised and therefore if justifiable at least the same waterway shall be provided and that is concurred by the DPR Consultants. Photo 14 Old existing bridge at Km of SH-91, with severely distressed brick masonry substructures has developed dangerous vertical cracks. The bridge is almost in dilapidated condition. Weak structure coupled with aggressive flood situation is close to failure/collapse. All such cases are identified and reconstruction proposed. Photo Sheladia Associates Inc, USA

205 Existing road of SH-91 does no longer exist at this location. This is completely washed out due to consecutive heavy floods of river Koshi and its tributaries. The path along which people are walking and the motorbike plying, would have been the State Highway once upon a time. Such sections are identified, raising recommended with additional culverts to drain the intercepted floods. Photo MISCELLANEOUS ITEMS Road Furniture & Traffic Control Devices 632. Traffic signs and road markings are important features of traffic safety and control devices; they transmit visually vital information to drivers, and ensure increased safety and efficiency in free flow of traffic. The standard road markings and traffic signs give information about highway routes, directions, and destinations. These also give information on special obligations, prohibitions, and restrictions and caution about the existence of any hazardous conditions on or adjacent to the roadway. The consultants propose to use IRC standards for both markings and signs Road Markings 633. The ordinary paint for markings takes a long time to dry and has a short life (3/6 months). Thermoplastic paint mixed with retro-reflective beads has long life, night visibility and its drying period is very short. In view of these advantages retro-reflective thermoplastic paint is proposed for use. The specifications and standards for road markings are as per IRC: Lane markings are provided both with Thermoplastic paint mixed with retro-reflective beads throughout and with Raised Pavement Markers (Cat s eye) on curves. The lane markings are provided at 3.5m lane width, the markings are 1.5m continuous and 3m gap. The cat s eyes at curves are provided at 9m intervals placed at the center of the gap. Cat s eyes are also provided at all the stop markings. 204 Sheladia Associates Inc, USA