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3.0 Detailed Methodology 3.1 General

The document outlines the detailed methodology for conducting a feasibility study and preparing a detailed project report for road projects in four stages: 1) Stage I involves developing a quality assurance plan, inception report, and reviewing past data. 2) Stage II focuses on feasibility studies including traffic surveys, environmental screening, and cost estimates. 3) Stage III includes preliminary design, environmental assessments, and a preliminary project report. 4) Stage IV is the detailed project report with final design, specifications, cost estimates and bid documents. The methodology identifies over 110 specific tasks to be completed within the four stages. Data collection, review of existing information and traffic surveys are some of the initial tasks described.

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Bilal A Barbhuiya

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100% found this document useful (1 vote)

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3.0 Detailed Methodology 3.1 General

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Bilal A Barbhuiya

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Inception Report Detailed Methodology

3.0 DETAILED METHODOLOGY

3.1 General
The Project preparation activities will be carried out in accordance with Terms of Reference
(TOR) in four stages as follows:
Stage I : Quality Assurance Plan (QAP) and Inception Report (IR)
Stage II : Feasibility Report (FR)
Stage III : Preliminary Project Report (LA & PPR)
Stage IV : Detailed Project Report (DPR) and Bid Documents
The above stages of work have been further broken down into tasks necessary for efficient
achievement of results. The tasks listed below are not necessarily to be performed in the order
of their listing. Several tasks might be carried out simultaneously and could be modified or
adjusted as per the project needs and circumstances based the field condition.

TASKS FOR STAGE I - QUALITY ASSURANCE PLAN AND INCEPTION

REPORT

101 Mobilization
102 Start-up Meetings
103 Review of Past Data and Documents
104 Reconnaissance Survey
105 Preparation of Quality Assurance Plan (QAP)
106 Network description and Identification of Homogeneous Links
107 Identification of Agencies for Clearances
108 Detailed Methodology and Work Plan
109 Draft Design Standards
110 Preparation and Submission of Inception Report

TASKS FOR STAGE II - FEASIBILITY REPORT

201 Study of Transportation Network and Up-gradation Potential and Plans

202 Prepare Socio-economic Profile
203 Traffic Surveys, Axle Load Survey and Assessment of Vehicle Movement Pattern
204 Traffic Data Analysis and Traffic Growth Factors, Network Simulation and Traffic
Forecast Model, Traffic Forecast and Design ESA/ Toll able Traffic
205 Topographic Surveys
206 Preparation of Improvement Proposals
207 Investigations
208 Environmental Screening
209 Initial Social Analysis
210 Geotechnical Investigations
211 Identification and Evaluation of Construction Material and their sources
212 Preparation of Cost Estimates
213 Economic and Financial Analysis
214 Preparation and Submission of Feasibility Report with LA/Utility Relocation plan

Consultancy Services for Feasibility Study and Preparation of Detailed Project

SAICPL in association with NPEC
Report for Two lanning from Morigaon to Rowta via Koupati including a two lane
bridge across river Brahmaputra and from Udalguri to Indo-Bhutan border via
Khoirabari including Udalguri and Rowta bypass in the state of Assam
Inception Report Detailed Methodology

TASKS FOR STAGE III – PRELIMINARY PROJECT REPORT (LA & PPR)

301 Main Report

302 Design Report
303 Materials Report
304 Environmental Assessment Report including Environmental Management Plan
(EMP) & Resettlement Action Plan (RAP)
305 Technical Specifications
306 Rate Analysis
307 Cost Estimates
308 Bill of Quantities
309 Drawing Volume
310 Land Acquisition Report
311 Draft Preliminary Project Report
312 Final Preliminary Project Report

TASKS FOR STAGE IV - Detailed Project Report (DPR)

401 Finalisation of Design Standards

402 Geometric Design of Highway, Design for High Embankment
403 Detailed Design of Bridges & CD Structures and Preparation of GAD’s
404 Detailed GAD and Alignment plan for ROBs/RUBs
405 Drainage and Protection Works
406 Traffic Management Scheme and Junction Design
407 Detailed Designs for Ancillary Road Works, Toll Plaza, Wayside Amenities
408 Environment Impact Assessment and Management Plan
409 Social Survey and Resettlement Action Plan
410 Pavement designs
411 Miscellaneous Works
412 Technical Specifications
413 Rate Analysis and Item of Works, Preparation of Bill of Quantities (BOQ) and Cost
Estimates
414 Draft Bid Document
415 Draft DPR and Project Clearances
416 Final DPR including Final Bid Documents

This Inception Report outlines the strategy for completion of the Consultancy Services in
accordance with the Terms of Reference as well as the Quality Assurance Plan.

3.2 Tasks 103 & 201 to 203: Collection and Review of Data
At the out-set, all available information relating to all possible existing road linkages within
project influence area, registered vehicular growth, circulation pattern of vehicles on the
existing road network and surrounding region, likely future developments in the project
influence area will be collected and collated, which will be used in the following manner:
 Information suitable for direct use in this project

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 Information relevant to the project but requiring verification and/or supplementation

 Information serving as the basis for undertaking further surveys, investigations and
assessment

The data and information required for the studies can be broadly classified as:
 Information on existing transportation system in the project influence area.
 Long-term traffic data on existing road
 Economic data and socio-economic parameters of the State and the project influence
area including demographic data.
 Design standards, design/as-built drawings, traffic survey data and traffic projections,
socio-economic and environmental data from earlier relevant studies in the vicinity.
 Various types of systematic data (meteorological, hydraulic, hydrological, geological,
environmental, land use, rehabilitation etc.)
 Type and location of utility services etc.
 Proposed development plans in the influence area including industries, fisheries,
horticulture, tourism etc.
 Maps/topographical sheets of the Survey of India and satellite imageries and aerial
photographs (if available).
 Available gauge/discharge data of rivers, major streams at bridge sites within the
project influence area.
 Available data on geotechnical investigations at the major / minor bridge and high
embankment locations in the vicinity of the alignment.
 Available design calculations for discharge, scour, hydrological and hydraulic data at
the existing sites.
 Vehicle loading behaviour.
 Data on construction materials including location of borrow areas, quarries within the
project influence area, and field test data on soils and materials available from past
studies / activities, etc.
 Design and drawings of existing bridges, Cross Drainage Works in the vicinity of
project site
 Development proposals for the railway network, if any, affecting the project influence
area.
 Revenue records with current ownership status
 Tree species and other forest products available in the project influence area. Forest/
sanctuary/ national park area details within the proposed right of way.
 Information on accidents occurred on the project road will be collected from the Police
Department, if available and the accident prone stretches will be identified for
necessary improvement in geometric.
The requirement of information will be further reviewed and refined during the various stages
of the study.

3.3 Tasks 203 & 204: Traffic Surveys

The traffic survey locations for traffic studies are selected based on homogeneous sections
and existing traffic pattern. All the traffic surveys will be carried out as per the guidelines
listed in IRC: 108-2015, IRC: SP 19-2001, IRC: SP 41-1994, IRC: 102-1988 and IRC: 09-

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1972 and as per requirement of TOR. The locations of various traffic surveys are given in
chapter 2. The formats have been provided in QAP.

a) Classified Traffic Volume Count

The classified traffic volume count will be done for seven days for 24 hours in both
directions four selected locations.
The vehicle classification system adopted for the study is as follows.
Table No 3.1: Classification of Traffic
Motorized Traffic Non- Motorized Traffic
2 Wheeler Bi-Cycle
3 Wheeler Cycle Rickshaw
Passenger Car Animal Drawn Vehicles (ADV)
Utility Vehicles (Jeep, Van etc.) Hand Cart
Mini Bus/Matador Other non-Motorised vehicles
Standard Bus
LCV Passenger
Freight
MCV 2-Axle Rigid Chassis Truck
3- Axle Rigid Chassis
Multi-Axle Truck Semi Articulated
Articulated

The traffic counts will be done manually by the trained enumerators in three 8 hour shifts on
each day. The traffic count data will be recorded at 15 minute intervals. The field data format
to be used for recording the classified traffic count is presented in quality assurance plan
(QAP).
The clarified volume count will be carried out at the locations given in Chapter 2.

b) Origin - Destination (O-D) Survey

The Origin-Destination survey will be carried out to study the travel pattern of goods
and passenger traffic along the study corridor. The O-D survey will be carried out for
one day at the locations; given in Chapter 2.
Roadside interview method will be adopted for conducting the survey. The vehicles
will be stopped on random sample basis with the help of traffic police. Appropriate
bays for interview will be prepared using traffic cones. Trained enumerators will
interview drivers. The zones will be decided in accordance with the Quality
Assurance Plan for traffic surveys. Appropriate coding will be adopted for zones and
type of vehicle/commodity being transported. The pertinent information on travel
characteristics including the following will be collected during the interviews:
- Origin and destination of trips,
- Trip length,
- Trip purpose,
- Trip duration,
- Number of passengers,
- Commodity type and pay load and

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- Frequency of trips
The O-D survey will be limited to cars in passenger vehicle category and Trucks
(LCV, 2 axle/3 axle, MAV) in freight vehicle category. The sample size in the survey
will be as per standard of Bureau of Public Roads. It will be ensured that sample size
do not fall below 20% so that even after removal of erroneous data sufficient sample
size is available for analysis.

c) Speed and Delay Survey

The speed and delay survey will be conducted using the ‘Moving Car Observer
Method’. The survey will be conducted to establish the journey speed and running
speed of traffic stream. The study corridor is divided in to 1 Km. segments for
detailed collection of data. Total two runs of test car are proposed on the study
corridor. Following information will be collected:
i. Number of vehicles from opposite direction of test car.
ii. Number of vehicles overtaken by test car.
iii. Number of vehicles overtaking the test car.
iv. Amount of delay occurred on the road.
v. Reasons for the delay.

d) Turning Movement Count Survey

The objective of the Turning Movement Count Survey is to obtain information on
direction wise movement of the traffic at major intersections. The survey will be
conducted for 8 hours covering morning and evening peak hours. These surveys will
be conducted by manual counting by trained enumerators. The peak hourly
directional movement will be used to plan the improvement schemes as at grade /
grade separated / signals and for design of intersections.

e) Willingness to Pay (WTP) Survey

The objective of willingness to pay survey is to collect the users’ opinion on
imposition of toll and their acceptability to pay toll to travel on the improved facility.
These surveys are proposed on the same locations where O-D surveys are being
conducted also on road side amenities like dhabas, restaurants, fuel stations and repair
shops along the study corridor. In this survey the users will be asked to state the level
of acceptance for various toll rates and their views on possible, reduction in trips due
to imposition of toll. The collected data would be useful for identifying the
willingness to pay and fixation of optimum toll rates for various road users. It is
proposed to carry out as many interviews as possible. At least 300 to 500 for truck
users and 100 to 200 for car users will be covered. It is proposed to extend the
surveys to cover the opinion of truck operators as well. The scenarios in the
questionnaire will represent the current speed, Vehicle operating costs and travel time
levels with no improvement/widening and with improvement/widening. The findings
of these surveys will be compared with the user fees being collected for ongoing
projects in the country. The detailed format for WTP survey is given in QUALITY
ASSURANCE PLAN (QAP).

Consultancy Services for Feasibility Study and Preparation of Detailed Project

f) Pedestrian Cross Traffic Counts

It has been found in the reconnaissance survey that at many places semi-urban
development has taken place on either side of the proposed corridor. Therefore, it is
essential to provide some facilities for pedestrian movement in the form of pedestrian
subways/ foot over bridges etc. To design these facilities, it is essential to assess
pedestrian traffic. Trained enumerators will do manual counts for the pedestrian
movement. This survey will be conducted for 16 hours in two shifts covering the
morning and evening peak periods. The location of survey has been selected
judiciously so that no possible high movement spot would be missed.

g) Survey for Truck Terminals

Substantial truck traffic is seen on the study corridor as the National Highway is the
lifeline of Rajasthan state. All essential commodities are supplied to Rajasthan
through this route only. Thus, there is the requirement of Truck terminal cum rest
area. The data from O-D survey, speed and delay and other supplementary surveys
will be integrated to assess the requirement of Truck terminals. In view of this it is
proposed to interview truck drivers / operators regarding:
i. Purpose of parking.
ii. Arrival time
iii. Departure time
iv. Duration of parking
v. Frequency of parking
vi. Type of commodity carried etc.
The above data will be used to estimate the parking demand and hence will be useful
in designing facilities for Truck Terminals.

h) Way Side Amenities Survey

In order to assess the existing wayside amenities along each side of the project
corridor an inventory survey will be carried out. Information regarding location, type,
level of quality, size and available parking spaces will be collected. Collected
information will be segregated in terms of seating capacity in eateries,
accommodation in dormitories, parking spaces, wayside repairs, communication
points, toilets, police stations and medical aid centres. The segregated data will be
used in assessing the deficiencies at present and in future.

i) Axle Load Analysis

For realistic designing of the road pavement, assessment of the actual vehicle loading
pattern is necessary. Axle loads will be ascertained through axle pads by placing them
below the axles and recording the weights on rear and front axles separately. This
survey will be carried out for trucks, buses and light commercial vehicles and
separate vehicle damage factor will be evolved for each of them with the help of
following formula:

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VDF= (Weight of Axle/8.16) ^ 4

3.3.1 Analysis of Collected Data

The above collected data will be analysed. The brief description of the analysis, which will be
carried out, is as follows.
a) Analysis of Volume Count Data
The Passenger Car Units (PCU) as recommended in IRC: 64 - 1990 will be adopted.
Following factors will be calculated:
i. Average Daily Traffic (ADT).
ii. Annual Average Daily Traffic (AADT).
iii. Daily Variations.
iv. Hourly Variations.
v. Future design hour traffic.
vi. Morning and evening peak hours.
vii. Directional distribution.
viii. Traffic Composition
b) Analysis of O-D and Commodity Movement Survey
For analysis of O-D data appropriate zoning system as indicated above will be used.
The selected zoning system may be further modified and improved if required. Proper
codes for commodity and zones will be used. Following analysis will be carried out:
i. Development of O - D matrices for different modes.
ii. Development of combined O-D matrix for all vehicles.
iii. Preparation of desire line diagram.
iv. Percentage of through traffic
v. State wise analysis of passenger trips
vi. State wise analysis of freight trips
vii. Commodity analysis showing distribution of various commodities.
viii. Lead - Load analysis
ix. Occupancy and Trip Purpose
x. Estimation of by-passable traffic if any.
xi. Estimation of diverted Traffic

c) Analysis of Speed and Delay Survey Data

The data collected in this study will be used to determine the following for peak and
off - peak hours:
i. Running Speed
ii. Journey Speed
iii. Delays/ reasons for delays.

d) Analysis of Turning Movement Count Surveys

The peak hour movement of traffic for each leg will be calculated at selected Major
intersections. Conflicting movements will be identified. Influence of local traffic will
also be identified. The analysis of turning movement surveys will be used for
studying the requirement of improvement schemes like at grade intersections with or

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without traffic signals, flyovers, underpasses, interchanges etc. The intersections

requiring special treatments presently or in future will be identified.

e) Analysis of Willingness to Pay Survey

These preference surveys would be conducted by appropriately designed willingness
to pay survey formats. The data collected will be coded and analysed. The analysis of
data includes the following:
i. Road user characteristics.
ii. Toll willingness to pay analysis.
iii. Correlation between user characteristics and willingness to pay.
The analysis will bring out an appropriate and acceptable toll structure.

f) Wayside Amenities, Parking Surveys, Truck Terminal Surveys

The data collected will be entered in computer and analysed. Availability of space for
parking of Auto rickshaws, Trucks and other vehicles will be assessed and
appropriate parking facilities for each mode of conveyance will be designed. Also,
other amenities such as toilet blocks, drinking water kiosk, rest areas and telephone
booth will be provided at places where their uses would be the maximum. The
exercise will be carried out keeping in mind future traffic requirement.

g) Homogeneous Traffic Sections

The total project road will be divided into homogeneous sections on the basis of
similar traffic characteristics. Further analysis will be carried out based on intra and
inter traffic movement patterns.

h) Traffic Demand Forecasting

This is one of the very important phase of planning. The traffic forecasting will be
done for 30 years period. The traffic forecasting depends on various factors such as
population, gross domestic product, vehicle ownership, agricultural output, fuel
consumption, and other socio-economic parameters. Thus, the methodology adopted
for traffic forecasting will incorporate perspective growth envisaged in economy and
changes in transport demand elasticity over a period of time. Thus, past trend in
traffic growth, economic perspective and transport demand elasticity will be studied
in detail for traffic forecasting. Following methods will be adopted for travel
forecasting for passenger and goods traffic:
i. State Domestic Product Method
ii. Time Series Method
iii. Motor Vehicle Regression Method.
iv. Econometric Models
v. As per IRC: 108-2015

i) Estimation of Generated Traffic

At present, there is no major industry en-route nor is planned in near future but as
development of this state will continue, one can expect series of industries along this

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arterial road of the state. There is bound to be induced development once the existing
road is improved to four-lane facility. This may generate additional traffic on the
project road. The anticipated generated traffic will be added to the existing traffic in
order to project future traffic. Separate formats have been developed for interviews to
be taken at prospective potential areas. The specimen formats are given in quality
assurance plan.

j) Estimation of Diverted Traffic

Due to improvement of existing facility some traffic may divert from other routes.
Due to introduction of toll on highway some traffic may divert to other State
Highway / MDR. Sample interviews will be conducted to identify percentage of
diverted traffic. The formats to be used for such interviews are given in quality
assurance plan.
Projection for toll able traffic will be made after detailed analysis considering
anticipated generated, diverted traffic, realistic growth rates and local commercial and
personal traffic.
k) Capacity Analysis
Capacity analysis will be carried out to identify the present and future level of
services at various sections of project road. Design Hour Factor and directional
distribution of traffic on project road will be calculated for the analysis. IRC: 64-
1990 recommends Level of Service (LOS)-B for rural roads. Thus, it will be
identified whether LOS - B is being maintained during the designed period of the
project. The traffic projections will determine the need for augmentation of capacity
by comparing the capacity of existing road by providing divided carriageways/ paved
shoulders/ grade separation/ service road etc. The improvement proposals will be
formulated in phased manner to cater the need of traffic at different time horizons.

3.4 Task 104: Reconnaissance Survey & Need of Bypass

Detailed Reconnaissance shall begin after the study of all maps of the project area, satellite
imagery obtained from National Remote Sensing Agency and as Survey of India topographic
maps, provided these are made available by MoRT&H. Other useful inputs viz. information
on natural resources, geology, geomorphology, land use, soil status, drainage pattern, forest
etc. will be derived from the imageries. Reconnaissance survey will be carried out considering
the points as per Appendix - 3 of IRC: SP19-2001.

The minimization of disruptions to settlements is the essential requirements of any project

which generally results in re-routing of the road alignment in congested localities. Thus,
bypasses become the part and parcel of any major highway improvement work. The need of
bypass will be established by integrating the findings of technical, social and environmental
surveys. Matrices based on the following factors will be formed in order to evolve an efficient
bypass route:

Objectives
 Accessibility

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 Service to Highway users

 Directness of route
 Network connectivity
 Traffic Demand

Environment
 Identification of Minimal impact on environment
 Rehabilitation and resettlement
 Water and Air quality
 Minimum noise pollution
 Preservation of culture
 Protection of flora and fauna

Land Use
 Minimal impact on agricultural activities
 Minimal impact on commercial activities
 Consideration of future land use plan

Financial
 Cost effective construction
 Minimal cost of construction
 Other construction considerations

3.5 Task 202: Prepare Socio-economic Profile

The details on Socio-economic parameters will include per capita income, demographic details,
growth of primary, secondary and tertiary sectors of economy, GNP, NSDP, traffic growth
rates, number of villages connected with the roads, density of road network and other modes of
transport in the region, achievement of five year plan outlays and sectors having more emphasis
in plan outlays of the State government etc. These details will be collected for the State and
project road influence area giving true picture of the socio-economic profile of the region. The
details collected will be utilised for the traffic forecasting and social analysis.

3.6 Task 205: Topographic Surveys

Horizontal Control Grid
The horizontal control grid will be fixed using Differential Global Positioning System
(DGPS) with two geo-receivers at every 5 km on a pair of control stations with an accuracy of
+ 2 cm in northings and easting, and + 50 mm in elevation. These will be called as Primary
Control Stations.

Selection of primary Control Points and Observations will be as detailed below:

 These will be located on the edge of the proposed right of way (ROW) at inter- visible
locations at about every 5 km.

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 These will be, as far as possible, on either side of 5 km stone so that it can be identified
easily in the field and an arrow will be painted on the existing road indicating their
location. They will be recorded in separate field with their three dimensional locations.

 The stations selected will be free from obstruction towards sky at an angle of 15° with
horizontal plane.

 The horizontal control station will be established on nail fixed in centre of RCC (M15)
pillar of size 15 cm x 15 cm x 45 cm embedded in concrete M10 (5 cm all around) up to a
depth of 30 cm and the balance 15 cm above the ground will be painted yellow.

 The Primary Control Stations will be fixed using DGPS instrument. The time of
observations at Base Stations will be observed for a minimum of 30 minutes and at
Reference Stations for 20 minutes or longer if instrument signal is not indicating
sufficient data received, to eliminate the possible projection and time errors in the signals
received from various satellites being observed at respective locations in order to ensure
high accuracy in the positioning of control stations within + 20 mm.

 Minimum of 6 satellites will be available during observation to ensure high accuracy.

Secondary control stations will be established at 2 km intervals using Total Station and
through closed traverse distributed linearly running between two nearest Primary Control
Stations ensuring an accuracy in the order of 12 √K in mm, where ‘k’ is the distance in
kilometres between two primary control stations. Any errors within permissible limits will be
distributed in rational manner to establish the accurate and effective horizontal control grid.
These shall be established on reference pillars having configuration similar to primary control
station with an arrow painted on the surface of existing road indicating their location.

Bench Mark (BM)

These will be located, as far as possible, along the proposed right of way (ROW) boundaries
at an interval of 250 m with BM No. marked on it with red paint.

 Bench Mark pillar will be of size 15 cm x 15 cm x 45 cm cast in RCC M15 with a nail
fixed in the centre of the top surface and embedded in concrete M10 (5cm all around) up
to a depth of 30 cm. The balance 15 cm above the ground will be painted yellow.

 An arrow indicating the location of the BM will be painted on the road with the
permanent yellow paint and recorded in separate field books with its three dimensional
location.

The Bench Marks will be established using high accuracy Digital Level and Bar coded staff
by way of double run levelling in small circuits of 3 km length ensuring an accuracy in the
order of 12 √k mm, where ‘k’ is the distance in kilometres between two Bench Marks
available in the project area, and error, if any, within permissible limits will be distributed in
rational manner to establish the accurate and effective vertical control grid.

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The topographic survey will extend up to the proposed Right of Way (ROW). Wherever
necessary, the survey corridor width will be further increased to accommodate situations
arising out of encroachments and any other contingencies. The survey area at the locations of
intersections will cover up to a minimum of 500m on the either side of the centreline, and will
be of sufficient width to accommodate improvement measures. Necessary surveys will also be
carried out for determining the requirements of service roads for local traffic, where
appropriate.

Approach to Topographic survey

a) Existing Road
In one string, points will be taken in exact sequence, in one direction only for the
complete section of the project road i.e. from Basnaghat. All survey teams will follow
same direction.

Locate the following features on the road

 Centre line of carriageway (code: CC**);
 Edge of carriageway (code: CE**);
 Paved shoulder (code: SS**); and
 Edge of earthen/gravel shoulder (code: ES**)

b) Topography
Embankments (code: EB** for bottom and ER** for top)
 Embankment will be located opposite the chalk marks and any change of
direction or grade where they run parallel to the road.

 When embankments are not parallel to the road, readings at every 25 m or

change of direction or grade will be recorded.

 While following an embankment that changes direction often keep the Top and
Bottom readings next to each other to avoid the lines overlapping.

Canal (code CA**)

 Canal strings run along the top of the Canal bank.

 The location of the strings will be same as for Top of Banks.

 The strings will not cross the Bridge readings.

Natural Surface Points (code : PSPL)

 These points will be located every 25 m or to show low or high points.

 Natural surface points will never be used to show changes of grade instead of a
string.

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Edge of Water/Pond (code: WP**)

 Readings will be taken at edge of water to show outline.

 Readings will be in proper sequence, beginning from start to end point.

Edge Ditch/Borrow Pit (code: D***)

 Readings will be taken to the edge of ditch and one reading to the bottom of
ditch.

Outline of Rock (Code: RO**)

 Readings will be taken at edge of Rocks to show outline and on reading the top of
the Rock.
Electricity, Telephone and Underground Utilities

 Electricity / Transformer / Telephone Poles (Codes: PEPL, PTRF, PTPL)

 Locate these features on roadside of the pole. Height of electric wires / telephone
wires crossing project road will be recorded taking minimum of three points just
above the carriageway.

 Underground utilities like optical fibre cable and gas pipeline will be picked up in
addition to other utilities. Location of distribution points can be seen over-ground
(Code: OFC*, and GASL*).

c) Structures
Edge of Buildings (Code: BC**)
 Locate corners of buildings closest to the road.

 Pole will be placed on the natural ground not on the buildings.

Fence line (Code: FL**)

 Locate fence line every 25 m or change in grade or direction.

Kilometre stone (Code: PKM) where is kilometre distance.

 Locate the top centre of the stone (not to be used for contouring).

Hectometre stone (Code: PH**) where ** is number of the stone for the specific
kilometre section

 Locate the top centre of the stone (not to be used for contouring).

Religious Structures (Code: PR**)

 Temple (Code: PRT*)
 Church (Code: PRC*)

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 Mosque (Code: PRM*)

 Gurudwara (Code: PRG*)
 Locate the outline of the structures

Graveyard (Code: PGR*)

 Take one point near edge of grave on the ground (pole will be placed on the
ground and not on the grave), which is nearest to road.

Temporary House or Hut (Code: TH**)

 Locate the same as for Building (BG) string.
 TH strings are contour-able and break-lines.

Compound Wall (Code: BW**)

 Locate roadside edge of compound wall at ground level.

Tube Well/Hand Pump (Code: PTWP)

 Take one point adjacent to Tube well/Hand Pump.

Open Dry Well (Code: WO**)

 Locate a string of at least three points around the well so that a circle can be
created.

Concrete/Masonry Well (Code: WC**)

 Locate a string of at least three points around the well so that a circle can be
created.

Irrigation Well (Code: Wl**)

 Locate a string of at least three points around the well so that a circle can be
created.

Level Crossing
 At level crossing, cover the railway line at least 400 m on either side of project
road noting layout, level and physical features around the area.

 Code: RL**

 Take the readings on top of rails at 25 m interval on straight and 10 m interval on

curve section. Similarly, the edge of formation (Code: EF**) and toe (Code:
ET**) shall also be taken.

Trees (Code: PTR) where is the class of tree.

 Trees with girth less than 0.3 m need not be recorded.
 Trees will be classified into four categories based on girth and they are
Girth (m) Class

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0.3 to 0.6 1 PTR1

0.6 to 0.9 2 PTR2
over 0.9 3 PTR3
Reading of trees will be taken at the side of trees near to the road and upto R.O.W.

d) Long Sections
 Long section will be carried out along the centre line of existing road at 25 m
intervals generally but closer intervals as directed by the supervisor where there is
any change in vertical profile, also at the location of curve points, small streams
and intersections.

 In addition to long sections, levels have to be taken at start, centre, and end of
each culvert having length more than 3 m.

 For culverts having lengths less than 3 m, only one level at centre will be
sufficient.

 For bridges, additional levels of the centre line at start, end, and at least two
levels in between start and end will be taken.

e) Cross-Sections
 Cross-sections to be taken at 50 m interval up to 40 m on both sides from the
centre line of the existing carriageway.

 The cross-sections levels will be taken at centre line of existing road, on

carriageway at 2.5 m from pavement edges, shoulder edges, toes of embankment,
side drains and additional cross section levels on adjacent ground as necessary to
define ground profile, but not exceeding 5 m interval.

 At cross road locations, where major intersections are anticipated, cross sections
of cross road will be taken at 25 m intervals up to 20 m from centre line or up to
ROW of cross road, whichever is greater. The cross sections shall be carried up to
minimum length of 200 m on either side of the project road centre line or greater
as directed by Highway Engineer.

 At other cross road locations, cross sections of cross roads will be taken at 25 m
intervals up to 15 m from centre line or up to ROW of cross road, whichever is
greater. The cross-sections will be carried up to minimum length of 100 m on
either side of the project road centre line.

A sketch showing cross section points is given as under:

CC00
ES00 ES01
CE00 CE01
PSPL
PSPL ET00 PSPL
ET01

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Additional surveys for the improvement of junctions will be carried out. In case of major
crossings where a grade separated structure or rotary is expected, survey will be extended at
least 500m in a width of 45m on cross roads and will cover the complete area of the proposed
improvement. On other junctions, survey on cross road will extend up to 100m in a width of
30m.

Extra width will be surveyed on the inside of curves and where existing alignment is poor, in
consultation with Design Engineer.
A typical case is illustrated below:

Proposed
Alignment

Existing Road

In Figure shown above, as the existing alignment is having S-curve and also substandard,
survey will be extended up to 50 to 100 m from existing centre line inside of curves.

f) Bridges (Length > 6 m)

The scope is explained as under:
 Bridge is a cross drainage structure whose total length is greater than 6 m.

 Bridges (Code: BR) where is the string number.

 A bridge string should be located at the inside edge of the Bridge Deck which
matches with the level of road. Over a bridge, reading will be taken every 5 m
with the objective that minimum number of readings is about 3 along each side.
Apart from taking bridge centre line reading (CC** string) at regular interval of
25 m, additional centre line reading at the start, centre and end of the bridge will
be taken.

 Abutment (Code: PABT) and at least two piers (Code: PIER) of the bridge will
be located. These points will not be contour-able.

 The edge of road (CE**) strings will stop before start and end of bridge and be
joined manually.

 In case of the proposed railway over bridges railway track levels will be taken
and complete layout of the track of at least 200m either side will be mapped.

 Cross sections depending upon the type of cross drainage structures will be
taken as under:

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(i) For bridge length more than 60 m at 100 m interval and up to 500 m
upstream and downstream.

(ii) For bridge length between 30 m to 60 m and for defined channel at 100m
interval and up to 200 m upstream and downstream.

(iii) For minor waterway three cross-sections one at bridge centre line, 100m
upstream and downstream.

 Survey of the stream / river will extend up to natural grounds level or F.S.L. of
the bridge wherever within 200 m from road bridge site upstream and
downstream from the bridge. All physical features such as high or low points,
trees, existing temporary or permanent installations on bed, and banks on either
side of approach road shall be recorded.

 Natural surface readings should be recorded about 30 m -50 m beyond the top of
river banks or HFL, whichever is higher.

 If possible, from local enquiry or from High Flood marks on adjacent structures,
take one reading for HFL and identify L WL with dates.

 Note down the direction of flow and structure number of the bridge on Field
book.

g) Culverts
 Culvert is a cross drainage structure whose total length is less than 6 m.

 Readings will be taken at invert level of any pipes crossing the road or affecting
proposed drainage.

 Readings at each end of pipe will be string.

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 Only two points required on culvert strings.

 Points will be located at ground level.

 One reading at centre of culvert will be taken.

 In case of silted culverts, take silted level as this would be the new invert level.

 Where there is a marked drain at inlet and outlet of culvert, it is necessary to

show shape of drain in plan.

 Edge of shoulder (ES strings) will be joined to the culvert strings.

 Note down culvert number, number of vents, vent size and flow direction on the
Field Book in bridge inventory format.

 As marked three points are taken along the road centre line, one each at start,
centre and end of culvert.
 The string number CE** and CC** can continue to be same but at end of
culvert, string number for ES** and ET** are increased.

h) Drains (Code: BD and TD)

 Drains in rural road surveys can generally be coded as top and bottom of drain.

 In urban surveys, if drains are man-made, it is necessary to code them as drains

as their importance increases for drainage design.

 Where a drain has near vertical sides, keep top of drain readings about 20 mm
away from edge to ensure the lines don’t overlap.

i) Temporary Stations (Code: PS**)

 Temporary stations will be placed between Traverse stations to locate additional
survey not visible from Traverse stations.

 Before reading to the Temporary station check angle to the reference object.
This angle must be correct before placing any new stations.

 A final check reading should be taken to back sight station after reading to
Temporary station.

 Using Temporary station

i. If only a few additional readings are being taken from the Temporary station
the previous booking sheet can be used, otherwise use a new sheet.
ii. Take readings to additional detail.

However, the survey must close onto a Known Station on Main Traverse.

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Based on the survey, strip plan and profile of the road alignment will be prepared. A digital
terrain model will be generated after connecting all the coordinates of the surveyed points
with UTM projections and levels with Survey of India’s (SOI) Bench mark. ROW details will
be used in preparation of land acquisition and utility shifting plans.

3.7 Task 208 & 308: Environmental Screening, Environmental Impact Assessment
& Management Plan

The main objectives of environmental screening are to determine the magnitude and
sensitivity of direct and indirect socio-economic and environmental impacts likely to result
from the proposed project, to identify stretches likely to pose not-so-easily mitigable impact
issues requiring detailed analysis, and to facilitate integration of social and environmental
considerations in the implementation of the project.

Considering the nature of the proposed project and the requirements of the MOEF, Govt. of
India in respect of highway projects, collected environmental screening data will be used
collated with technical and social study to evolve eco-friendly road alignment with the
appropriate mitigation measures. A strip map will be prepared showing the important
environmental features within 200m distance from the existing road and having the potential
impact during or after the improvement works. Severity index will be formulated to adjudge
the minimum impacted scenario and/ or the suitable mitigation measure to be the part of the
environment management plan. It will serve a background for subsequent detailed
environmental impact assessment which involves:

i. Collection of Baseline Environment Data

It is the collection of information regarding present environmental setting covering
the following components:

(a) Land Environment

Information on physiographic, geology, minerals, soils, land use wetlands and
forest areas will be collected and analysed.

(b) Water Environment

Water environment consists of information on estuaries, streams, rivers, and
lakes. Facilities for irrigation, situation of ground water, water balance of the
project influence area, hydrology and climate condition will be the part of the
study. Quality of surface and ground water will be assessed by testing for the
parameters e.g. BOD, dissolved impurities, hardness etc.

(c) Air Environment

The baseline status of the ambient air quality will be assessed through an
ambient air quality monitoring network. The meteorology of the area plays an
important role in the air quality surveillance program. The micro-
meteorological parameters regulate the transport and diffusion of pollutants into
the atmosphere. Data on rainfall and other meteorological aspects viz. wind

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speed, humidity, isohyets will be obtained from the Indian Meteorological

Department (IMD). To monitor the air quality the testing will be done at 20 km
interval or the worst affected locations whichever is less. From testing, the
information on the following parameters will be obtained:

(a) Suspended Particulate Matter (SPM)

(b) Respirable Particulate Matter (RPM)
(c) Level of Oxides of Nitrogen (NOx)
(d) Level of Sulphur di oxide (SO2)
(e) Level of Carbon mono oxide (CO)
(f) Level of Lead (Pb)
(g) Hydrocarbon

(d) Noise Environment

The noise levels will be recorded along the alignment at congested junctions
and away from congested areas. Bruel & Kajer Sound Pressure Level Meter
will be used for this purpose. The readings in the form of Instantaneous
Sound pressure level were taken at three time bracket of 08-10, 12-14, 16-18
and 24-02 hours in order to have an assessment of the Day and Night time
noise levels of the area. Each measurement cycle will consist of duration of
24 minutes during which 24 readings will be taken, thus a total of 96 readings
will be taken in a period of 24 hours for each location.

(e) Ecological Environment

An ecological study of the ecosystem is essential to understand the impact
due to project development activities on the existing flora and fauna of the
area. The objective is to characterize and understand the present status of the
ecosystem in the study area. Inventory of flora and fauna, fisheries,
endangered species, nature and wildlife reserves, sanctuaries, parks and other
protected areas - identification of sensitive / critical natural habitats and other
significant ecological features will be made and analysed.

ii. Review of Policy, Legal and Administrative Framework

 Analysis / review of existing State and Central Government norms, policies,
guidelines, statutory provisions and regulatory framework pertaining to
environmental quality, standards and limits; as applicable in the project area and
its influence zones;

 Identification of existing organizations responsible for environmental inspection,

mitigation and management at central, state and local levels, institutional capacity
and past experience of these organizations in environmental management in other
projects.

iii. Environmental Impact Assessment

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The data collected as part of the environmental impact assessment will be analysed
for:
 Identification of direct and indirect and natural environmental impacts, positive as
well as negative, likely to result from the proposed project. Since the proposed
project is an important infrastructure project, the assessment will also consider
the environmental impacts from the secondary / induced development that the
project might generate.

 Appraisal of natural hazards and social risks during construction and operation of
the project.

 Exploration of opportunities for enhancement of environmental, aesthetic and

socio-economic quality through the proposed project.

 Suggesting requisite feasible and cost effective mitigative measures for each
potentially adverse environmental impact, including relocation or rebuilding of
the cultural properties, rehabilitation of borrow areas / quarries from where the
construction materials are to be procured; and computation of the cost estimates
in implementing these measures.

 Delineation of impacts that are unmanageable, or cannot be avoided or mitigated.

 Determining any significant economic and environmental issues requiring

additional studies and analysis.

 Estimation of quality of available data, key data gaps, if any, and levels of
uncertainty of environmental impact predictions.

The results of this analysis will be quantified, tabulated and plotted on maps to identify any
major environmental risks / conflicts, which the proposed road is likely to generate, and show
the resultant classification of highway sections as:

 Those with minor or no potential impacts and hence requiring a limited social and
environmental analysis, for all the civil works components of the project to determine
mediatory measures.

 Those with major socio-environmental issues which should either be excluded from
the road programme or be the subject of a full and detailed EA to determine
appropriate mitigation measures.

iv. Environmental Management Plan

The Environmental Management Plan (EMP) deals with the implementation
procedure of the guidelines and measures recommended minimizing and mitigating
environmental impacts of the project. A specific plan, which provides a
comprehensive, formalized and integrated approach, will be prepared for the
implementation of the project. It will be prepared to cater the following parameters:

(a) Soil Conservation in both, road construction and quarrying

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(b) Obviate the water contamination

(c) Minimise the air and noise pollution
(d) To avoid the disruption to road users
(e) Workers’ health and safety risks
(f) Minimise the loss to cultural properties
(g) Disposal of construction waste
(h) Development of roadside arboriculture
(i) Landscaping and beautification of the road

Separate provision in bill of quantities will be made for the items required to be
executed by the contractor. A complete monitoring and maintenance plan will be
made to evolve effective and efficient environmental management system.

3.8 Task 209 & 309: Initial Social Screening, Social Survey & Resettlement Action
Plan

The report will be prepared conforming to the guidelines of the Government of India
separately for each district.

Initial Social Screening

A reconnaissance survey will be undertaken to ascertain the aspects of the social structure,
religious and cultural composition, occupational pattern, vulnerability of the people, which
cannot be ascertained through the secondary sources of data. While conducting the sample
survey, the care will be taken to select people for survey in such a manner so that the real
situation of the area could be ascertained. Through this survey, critical areas will be identified
needing bypass/ reduction of the proposed ROW/ relocation etc.

Secondary Data Collection

The background of the project region using secondary data from the census and other
published documents will be established. District and village level analysis will be followed
to identify the vulnerable settlements based on the selected social, economic and demographic
indicators. Vulnerable/ problematic settlements will be identified by combination of following
seven (7) indicators: Density of population, Sex ratio, Literacy Rate, Proportion of Scheduled
Caste population to total population of the Settlement, Proportion of Scheduled Tribe
population to total population of the Settlement, Percentage of Cultural Waste, Proportion of
Non-Workers. A comparison with the state average will be done and those settlements'
performing at a level lower than the State average will be marked as critical. A settlement
showing a poor performance in all selected indicators will be marked as highest critical, those
with five out of seven will be marked high, those with three out of seven will be marked
medium and less than this will be marked as low critical. Vulnerable/ problematic settlements
will be identified by combination of seven indicators with the objective that while acquiring
land for bypasses or other alignment purposes, the criticality of these settlements is kept in
mind such that the highway widening process does not affect livelihood and other support
system of communities as far as possible. Also, identification of such settlements will help in
further conducting full socio-economic and census surveys and preparing Resettlement Action
Plan.

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Baseline Socio-Economic Survey

Detailed Social survey will be carried all along the project road within the Corridor of Interest
(COI) to ascertain various categories of land uses, properties and economic activities. Width
of COI will at least be up to the proposed ROW and will be extended at junctions. On both
sides of the project road, all structures will be counted, their type of use and ownership status
will be ascertained, critical sites will be identified and mitigation measures will be suggested.
Affected structures and land will be divided into private, government and communal assets.
Their market value will be ascertained and compensatory amount will be established.

Public Consultation
Positive consultation process will be initiated to obtain the views and possible solutions from
the local people, NGOs, and other government officials. Consultation process will be carried
out separately with related state and district level officials for acquainting them about the
project and for their possible cooperation in its operation and execution of Resettlement
Action Plan. Maximum efforts will be put in to make entire process transparent.

Resettlement Action Plan

A time-bound action plan with budget, resettlement strategy, objectives, entitlement, actions,
responsibilities, monitoring and evaluation will be prepared if resettlement becomes
unavoidable. Project Affected People (PAP) will be identified and their entitlements will be
worked out based on the government policy. Compensation and its implementation cum
monitoring mechanism will be evolved within the government policy framework.
Resettlement of each communal assets will be dealt independently and consensus based
solution will be given.

3.9 Task 207: Engineering Surveys and Investigations

3.9.1 Inventory and Condition Surveys

The condition of the project road will be visually inspected with a view to broadly classify the
road conditions and to prepare a suitable road inventory. Preliminary reconnaissance survey will
be followed by road inventory surveys in order to capture the overall conditions of the roads.
The data to be collected by field inspection will inter-alia cover the following aspects:

- Terrain (flat, rolling etc.)

- Abutting land use (agricultural, commercial, forest, residential etc.)
- Carriageway (width, surfacing type)
- Shoulder (width, composition, condition)
- Sub grade / local soil type
- Road geometry (horizontal and vertical alignment / works)
- Location of water bodies
- Embankment (height and condition)
- Traffic scenario
- Land width (ROW)
- Temporary or permanent structures within ROW

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- Bridges, ROB’s, Culverts and other structures

- Roadside arboriculture
- Existing utility within ROW
- General drainage condition
- Design speed

The data will be collected at least 40m either side of the road so that a proper widening
scheme would be prepared.

Through condition survey, existing condition of pavement, embankment, shoulder and

drainage will be studied and the observed data will be recorded. Pavement condition survey
will be carried out visually and the presence of various distresses viz. ravelling, cracks,
rutting, upheaving and depression etc. will be noted. Pavement condition will result into the
division of entire project road into homogeneous sections for the purpose of pavement
treatment design. Embankment and shoulder condition survey will reveal the requirement of
maintenance and strategy on the slope stabilization measures.

Drainage study is the most important among all condition surveys as most of road failure is
due to the poor drainage. A complete drainage report will be prepared containing the
directions of existing flow lines, runoff pattern, collection network and presence of outfalls.
Each cross drainage structures will be inspected for its contribution to the drainage network.
The requirement of addition or may be deletion due to redundancy of few structures will be
ascertained. Local inquires will be made for the submergence area and its extent. A special
and comprehensive survey will be carried out for such areas. Cut section and hill strata will be
examined for their erodibility.

3.9.2 Intersection Inventory Survey

Details collected will include:
- Name of Intersection or destination/ origin of cross road;
- Location of Intersection;
- Type of Intersection i.e. ‘T’ or ‘+’ etc.;
- Category of arms i.e. NH / SH / MDR / ODR, width and ROW;
- Traffic guidance system at intersection;
- Any development around intersection; and
- Road widths and carriageway type

3.9.3 Inventory and Condition Survey of Bridges and Structures

The information about the existing bridges would be collected through the inventory survey,
and the data shall be compiled in the inventory forms which are as per provisions contained in
IRC: SP-35 “guidelines for Inspection and Maintenance of Bridges”. Preliminary inspection
in accordance with the relevant provisions contained in IRC: SP-35 shall be carried out to
ascertain the present condition of the existing single lane bridges.

Inventory of condition of bridges, culverts and other structures will focus on factors such as:
 History of the structure with available HFL/OWL and materials used in the
construction;

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 Geometric aspects, including bridge widths and whether the existing structure can be
economically incorporated into the new road geometry.

 Condition of each element of the structure viz. foundation, sub-structure, bearings,

super-structure, railings, drainage spouts, river protection works, returns and wearing
course;

 Approach road conditions.

 Waterway conditions.

 The capability of the structure to meet the proposed design standards for traffic
loading;

 Repair needs or the requirement of reconstruction of one element or the complete

structure based on the present distress level.
 Ease of maintenance and future maintenance costs.
Visual observations to be carried out during the condition survey will be mainly to identify
degree of distresses. For any distress observed, the extent or the magnitude plays a vital role,
and consequently the extent of the distress needs to be recorded. Thus, evaluation of the
distress is of paramount importance. The super-structures and the sub-structures will be
inspected to identify cracks, exposed reinforcement, bulging and loose mortar in joints. The
wing walls and the return walls will be inspected to identify any separation of these from the
abutment. Any unusual differential settlement, which gives rise to cracks in the return or wing
wall, will be investigated. After carrying out the detailed condition survey, an assessment about
the distress level of the structure will be made.

The site inspection for the adequacy of waterway will be concentrated on the collection of
information of high flood level and marks of scouring at side and bed levels.

The data collected from this inspection will also be compared with the inventory details
collected from the PWD. (NH) if any. This inspection will enable assessment of the overall
structural adequacy of the bridges.

For Rehabilitation and Up gradation of the existing single lane/2-lane National Highway
(NH) sections to 2-lnae with paved shoulder, configuration plans will be drawn as per
guidelines contained in IRC: SP-40-1993 “guidelines on techniques for Strengthening/
Rehabilitation of Bridges” and IRC: SP:73-2015 Manual of specifications and standards for 2
Laning of Highways through Public Private Partnership.

3.9.4 Assessment of Load Carrying Capacity or Rating of Existing Bridges

The evaluation of load carrying capacity of bridges will be carried out as per IRC: SP:37-
Guidelines for Evaluation of Load Carrying Capacity of Bridges. The analytical and co-
relations method will be used for the structures having design data / as built drawing. The
structure for which the design data or as built drawing would not be available, grade of
concrete for superstructure shall be referred as per MORT&H standard drawings,

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reinforcement will be considered sufficient and will be co-related with the present standard
typical drawings.

3.9.5 Hydrological and Hydraulic Study

The objective of the hydrological and hydraulic study is to determine the required number and
sizes of the drainage structures so as to allow the design discharge of the river / stream to pass
safely through the opening, and to check whether waterway of the existing structure is
sufficient to transmit the flow without risk.

The hydrological and hydraulic study for the project will be based on:
 Topographic survey data of the existing structures
 Topographical data and maps of river, upstream and downstream
 Rainfall pattern of the project area
 Study of the characteristics of the catchments area, HFL from local enquiries and tell-
tale marks and hydraulic conditions at the existing structures.
The available topographic maps of the influence area on the various scales of 1:50,000 and
1:2,50,000 will be studied to identify the number of valleys crossing the alignment of the
road, to broadly assess the number of drainage structures and demarcate their catchment area
so as to assess the runoff characteristics. Hydrological reconnaissance survey will be carried
out to properly identify and match the existing structures with proper valley location, to
finalize the number of additional structures required, to ascertain the hydraulic condition of
the existing structures and to get idea of the general drainage pattern of the area. Information
on past floods and their effects on existing structures will be collected from records, local
officers and nearby residents of the area. Design discharge and high flood level would be
established using these data and information collected from field and their detailed
interpretation and analysis.

Topographic survey will be carried out to get the required number of cross sections and
longitudinal sections of the river/stream for those structures, which have sizeable catchment
area and defined definite stream keeping in view the guidelines set out in IRC-5 and IRC-SP-
13. The observed HFL at bridge site will be ascertained from existing flood marks and
remnants of floating material at the piers and abutments or at the nearby trees and/or from
local enquiry.

For determining the characteristics of peak rainfall regimes, help will be taken from the
rainfall data collected from Indian Meteorological Department and Flood Estimation Report
for the corresponding sub zone. The report has been jointly prepared by CWC, MOST,
Ministry of Railways and IMD, and contains all the rainfall data and procedure required for
estimation of design discharge of 25, 50 and 100-year return periods by applying the
Synthetic Unit Hydrograph (SUH) approach, the parameters of which have been indicated in
the above report.

The following methods, as applicable, will be used to estimate the peak discharge for the
bridge site.

 Improved Rational Method

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 Synthetic Unit Hydrograph Method

 Slope-Area Method

The Improved Rational Method is a modified version of rational method as described in

IRC-SP-13. This method has been elaborated in Bridges and Flood Wing Report prepared by
Research Design and Standard Organization (RDSO), Ministry of Railways and is best suited
for those streams having catchment’s area less than 25 Sq.km. Synthetic Unit Hydrograph
(SUH) method is applicable for catchment’s area more than 25 Sq.km. In SUH approach, a
Hydrograph is prepared using catchment area, rainfall of desired design period, equivalent
stream slope and length of stream.

The Slope-Area Method will be utilized to calculate the discharge from the river cross-
sections and riverbed slope at the proposed bridge site. After plotting the cross sections of the
river and marking the observed HFL over the cross section, the Cross-Sectional Area (A) and
Wetted Perimeter (P) will be computed. The floodwater slope of the river will be calculated
from the available records of HFL at different points along the length of the river. Where such
data is not available, the bed slope of the river will be estimated from the longitudinal section
or from the U/s and D/s Cross Sections. By Manning’s formula, Velocity will be computed
using the Hydraulic Depth R computed from area of stream and its perimeter, slope of the
stream and Manning’s coefficient. Thus, discharge is calculated by velocity and the cross-
sectional area of the stream.

The discharges thus obtained from Modified rational method or Synthetic unit graph method
would be compared with discharge computed by Slope-Area method. The above computed
figures would then be compared with the maximum discharges observed (if any) from the past
available record. The recommended design discharge would be the maximum value of the
discharges worked out as above (limiting to 50% variation as per the Clause 7.1 of IRC-SP-
13, i.e., if the discharge obtained by one method is greater than 1.5 times the discharge
obtained by the other, the design discharge should be limited to 1.5 times of the smaller one).
Accordingly, the design discharges will be established for the drainage structures.

Slope-Area method will also be used to calculate the afflux at the bridge site as per the
proposed linear waterway and existing width of the stream and to establish design HFL
corresponding to the design discharge.

Adequacy of the existing structures will be arrived corresponding to the Design HFL and the
clearance / freeboard required as per the IRC guidelines. For the additional new structures
required if any, the linear waterway will be provided as per the design discharge keeping in
view width of the existing stream.

The Improved Rational method will be used to determine discharges at the culvert locations
where catchment areas could be marked from topo-sheets. The adequacy of most of the slab
culverts will be checked assuming flow through culvert as open channel flow and assuming
suitable velocity through culverts based upon stream characteristics. The adequacy of the pipe
culverts acting as balancer will be checked taking inlet submerged condition and runoff
coming from road and adjacent area.

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3.9.6 Riding Quality

Riding quality will be assessed through the roughness test with the vehicle fitted with Road
Measuring Data Acquisition System (ROMDAS) to be driven on existing carriageway at 30
kmph both in up and down directions.

3.9.7 Pavement Structural Strength

Structural strength of the pavement will be evaluated by Benkelman beam test. The test will be
carried out in two stages:

 Main line Test- It will be carried out at every 500m interval for the outer wheel path and
as per the procedure described in IRC: 81-1997. From the test homogeneous sections will
be identified based on the procedure given in AASHTO. A chart with cumulative
deflections will be prepared and locations of the rate of its change will be observed.

 Control Section Test- In each homogeneous section, the representative 100m stretch will
be selected in every km for the control section testing. The test will be carried out in such
a manner as described in AASHTO test T-256 l so that besides rebound deflection, radius
of curvature could be had. These two outcomes will be used in designing the pavement
strengthening as well as pavement repair treatment.

Test pits will be dug to obtain pavement composition and establish a connection between
compositions and deflections especially if they differ from central strip to edge strip in a cross
section. If the bituminous layers are thick, the temperature of the asphalt will be measured and
deflections adjusted accordingly. The Consultants will also establish the moisture correction
factor for the deflection measurements to allow for seasonal variations. The subsoil moisture
survey together with experience of the Consultants in the region, will be used to develop
appropriate correction factors.

3.9.8 Sub grade Characteristics and Strength

To determine the subgrade strength, 2m deep trial pits will be dug at every 5 km interval
under the wheel path and at the edge of shoulder. Collected soil samples will be tested for the
following parameters:
i. In-situ density and moisture content;
ii. Characterization / Classification;
iii. Laboratory moisture-density characteristics; and
iv. Laboratory CBR (unsoaked and 4-day soaked at 3 energy levels).

3.10 Task 220: Revenue Records and Utility Shifting

Land Acquisition
Name of villages, blocks, tehsils & districts en-route the project road will be collected from
the concerned civic authorities. Names will be site verified and local bodies will be contacted
to establish their authenticity. Revenue maps pertaining to the project road and for the villages
en-route will be collected from the district land record office and the finalized road alignment
will be marked. Marking of the alignment will be ground verified with the help of local
revenue staff and the prominent land mark. The requirement of land acquisition will

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ascertained by comparing the existing and the proposed ROW and the affected survey
numbers will be noted to prepare the land acquisition schedule.

Ownership records for the affected survey numbers will be collected and will get authenticated
by the revenue department. Affected survey numbers, area required to be acquired, ownership
status will be used to prepare the documents for the land acquisition as per the National
Highway Act,56.

Past land sale statistics at least for the past 5 years will be collected form the revenue
department and the estimate for the land acquisition will be prepared not only based on the
official rates but also on market rates.

Utility Shifting

Details of utilities falling within the proposed ROW will be collected through road inventory
survey and their ownership status will be ascertained from the PWD and the concerned
government department. If the utility is happened to be falling within construction zone, a joint
survey will be carried out with the concerned department for its relocation. An estimate to pay
the charges of relocation will be sought form the respective department. The received estimate
will be checked for the correctness of incorporated shifting quantities.

3.11 Task 210: Geotechnical Investigations

Geotechnical investigations will be carried out at the major bridges, minor bridges, proposed
ROBs, widening of ROBs, Grade separator locations and high embankment locations.
The geotechnical investigations are proposed to be got carried out through suitable sub-
consultant on the panel of MoRT&H for such works. A plan for boring/drilling including the
specifications and the depth to be carried out shall be submitted to the Client separately before
starting the work. All the same, the broad features of the proposed work are as follows:

Available data on sub-surface conditions for the existing bridges in the vicinity will be collected
from the records of the authorities concerned. The existing data will be studied and an
assessment of sub-surface conditions for the bridges will be made. A complete boring scheme
will be prepared and got approved to obtain the fresh data by conducting geo-technical
investigation in the following manner:

One bore hole on abutment for bridge lengths from 6 m to 30 m;

One bore hole on abutment location and at least one intermediate location between abutments
for structures having more than one span for bridge length from 30 m to 60 m; and On each
abutment and each pier locations for bridge length more than 60 m.

One bore hole / or as finalized at least 30 m depth for new ROB / widening of ROB.
One bore hole at least 5 m depth for underpass and minimum two bore holes/ or as finalized of
at least 25 m depth for the grade separated structures.

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In case of hill strata, to determine the correct slope stability measures and to adjudge
representative soil profile, one bore per 100m length of cut.

Sub soil investigations will be carried out in accordance with IRC: 78-2014. Bore hole of 150
mm diameter shall be drilled by shell/Augur boring/ Rotary drilling resorted by using NX size
Diamond Cutting bit, Standard Penetration at every 1.5 m intervals and every change of strata as
described in IS: 2131 to all depth till refusal shall be monitored. Undisturbed samples at regular
intervals of 3 m in accordance with IS: 2132 shall be collected and marked for identification,
sealed with wax as per IS: 2132. Samples of soil, weathered rock and hard rock encountered
during drilling procedure shall be collected in a chronological order and shall be preserved in a
core-box. Vane Shear Tests in soft clay as per IS:4434 – 1978 shall be also conducted.
Bore logs for each bore shall be prepared as per IS:1892-1979, Appendix D, Clause 6.5.1 and
Daily Drill report under Clause 2.1 of Appendix A of IS:4464-1967.
Rock samples encountered during drilling shall be evaluated for Core Recovery and Rock
Quality Designation (RQD). Rock samples shall be tested for density, specific gravity,
compressive strength, porosity, and water absorption and petrography analysis. The depth of
boring shall be restricted to 3.0m in case hard rock encountered.
Soil Sample collected through Shelby tube shall be tested as directed for FDD/FMC, Specific
Gravity Atterberg's Limit, Grain size analysis, Silt factor, Direct shear test and Consolidation
test / Triaxial UU/CU/CD.

At High Embankment locations also Sub soil investigations shall be carried out by making bore
holes up to 20 m depth or twice the height of embankment whichever is more. For the locations
of bore holes guideline of IRC: 75 shall be followed.

3.12 Task 211: Identification and Evaluation of Construction Materials and their
sources
Sources of various construction materials within reasonable haulage will be identified. Their
suitability for various components of the work will be ascertained through field and
laboratory tests as per the prescribed IS standards. If the sources are found suitable likely
quantity which can be economically extracted will be established by assessing the potential
area. Their ownership status will also be ascertained in order to avoid disputed land or forest
areas. The appropriate locations for the various construction machinery viz. hot mix plant,
stone crushers and concrete batching plant will be recommended based on the following
criteria:
 To minimize the haulage;
 Away from town or habitat area;
 Have adequate space for manoeuvring etc;
 Easy approach and accessibility from the project road;
 Availability of land on lease/ hire; and
 Should not be in ecologically sensitive area.

The borrow areas for soils will be selected outside the proposed ROW, at regular intervals
keeping in view the techno-economic and environmental requirements. Suitable measures for
restoration and reshaping of borrow areas will be suggested. Elaborate quarry charts will be

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prepared showing lead (metalled/ unmetalled), locations of selected borrow areas, quarries
and respective estimated quantities.

Alternatives will be suggested in absence of the availability of suitable material from either
conventional or non-conventional form or the combination of both. In case of the
combination, mixing will be suggested after the elaborate trials.

Mass haul diagram on the basis of cut and fill quantities and economic lead will be prepared
in respect of each type of material and average haulage will be determined which will be used
in the Rate analysis. Market rates for each type of construction material will be ascertained by
obtaining the filled quotations at site.

3.13 Task 301 & 302: Highway Design

3.13.1 Design Standards
The Consultants will evaluate the design standards proposed for recently completed / ongoing
studies for the development of similar highways or expressways in India, and formulate the
design standards for the project road, keeping in view the local requirements, IRC standards,
guidelines of the MORT&H and international practices.
3.13.2 Geometric Designs
Based on the design standards evolved and finalized, preliminary designs of horizontal and
vertical alignment will be made using MX Roads software. These designs will be transferred to
the ground to adjudge the following:
 Correctness of the survey details
 Ease in construction
 Problem of Land acquisition
 Issue of displacement
 Suitability in respect of topography of the area
On ground verification, detailed design for the highway alignment will be carried out
incorporating the suggestions/ observations noted during site scrutiny.

3.13.3 Design of Intersection Layouts and Grade Separators

The nature, volume and intensity of projected traffic along the selected corridor will be studied
to devise efficient traffic management scheme. Data from the traffic surveys such as volume
count and estimated traffic dispersal characteristics at intersections will form the basis for
designing necessary traffic dispersal layout plan for ensuring a smooth flow of traffic. Network
connectivity of the project influence area will be studied in depth and few intersections will be
closed if alternate route is available. Private access will be closed or restricted to the service
road if proposed at that location.

Special attention will be given for preparing traffic dispersal plan for the existing at-grade
intersections, in view of the likely interference of cross road traffic to the main road and detailed
improvement scheme will be finalized based on the guidelines IRC: SP41-1994, MORTH Type
Design Manual for Intersections on National Highways, 1992 and Manual for Safety in Road
Design, 1998. Maximum efforts will be made to segregate the slow moving traffic from the

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highway traffic. For that, if land is available service road will be provided at locations where
local traffic is significant.

At significant intersections, underpass or grade separators will be considered, as appropriate.

Intersection layout plans will be prepared showing traffic movement pattern at these locations.
Constructability of such structures will be the main concern while finalizing the proposal.

Merging and diverging of service roads will be designed to enhance to road safety. The
provisions for road markings, road signs, delineators and kerbing will be considered as
applicable as per IRC: 67-2012.

3.14 Task 310: Pavement Design

3.14.1 Pavement Design
Pavement design is a very critical component for the urban arterial highway and the
requirements will be analysed in depth taking into account relevant design parameters such as
traffic projection, design cumulative ESA, materials characteristics and the climatic conditions.
The cumulative ESA (Equivalent Standard Axle) will be made available from the traffic
forecast model. An appropriate fixed value for the ultimate design life and the progression of
ESA values for phased construction for different vehicle categories will be established for the
project road. Vehicle damage factor will be available from the axle load survey. As
strengthening course, flexible pavement will be provided designed based on IRC: 81-1997.
Strategy for the materials to be used in profile corrective course will be decided after
ascertaining the required thickness and the due consideration will be given to economize the
item without compromising on the needed strength.

Both rigid and flexible pavement options will be exercised in case of additional two-lanes. Life
cycle cost analysis will be carried out in order to decide the most viable option. Flexible
pavement will be designed not merely on the method given in IRC: 37-2012 but the layer
equivalency theory given in AASHTO will also be applied along with the serviceability factor
in order to optimize the crust design. Rigid pavement will be designed as per the provisions
contained in IRC: 58-2015. However, dowel and tie bars will be designed based on the
AASHTO considerations.

Besides the above, designs for service roads, toll plaza, parking bays and cross roads will be
carried out. Pavement management system will be evolved. Maintenance needs (during
construction and post- construction) and the future renewal courses will be defined. A strategy
will be formulated to suggest utilization of abandoned road stretches.

3.14.2 Design of High Embankments

Detailed design for high embankments will be carried out where necessary. The performance
data of existing high embankments will be analysed and utilized in the design. Possibility of
reinforced earth embankments will also be examined. The design of high embankments will be
based on IRC: 75-2015. The requirement of pre-loading or fast dissipation of pore water
pressure will be examined in case of poor quality of backfills.

3.15 Task 305: Drainage and Protection Works

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The drainage requirements for the project road and adjoining areas will be assessed through the
prepared DTM. Pavement internal and external drainage will be ensured by providing drainage
layer and camber respectively. Longitudinal slopes in roadside ditches and central drain will
generally be equal to generate self cleaning velocity at the time of storm. Small catchment
analysis with project specific unit hydrograph will be undertaken for the hydraulic design of the
drain channel. The shape of the channels will be fixed to facilitate easy and economical
construction and easy maintenance. The possibility of providing sub-surface drains will be
examined in super-elevated and hilly stretches. Suitable drainage system will be planned for the
high embankment, super-elevated carriageway and other key areas, with a view to ensure easy
collection and disposal of storm water. A network will be conceptualized from runoff till final
disposal and its continuity will be ensured at each critical point.

For road section passing through mountainous section, protection works are the essential
features. The software will be used in analyzing the slope stability both in embankment and
rock cut areas. Detailed report will be prepared for the rock cut areas and all the desired
parameters will be established to design the adequate slope protection works. The slope
protection works will be provided considering the availability of the corresponding construction
material. All available alternatives will be explored before finalizing the material and type of
protection work. The main enemy of the protection works is the drainage and thus, designed
drainage system will be integrated to the slope protection. Unnecessary slope protection will be
avoided and its eco-friendly feature will be given the prime importance especially in forest
areas. Guidelines given in IRC: 48-1998 will be followed in suggesting the safety measures
during the construction.

River protection works to safeguard the cross drainage structures will be designed based on the
provisions contained in IRC: 89-1997 “Guidelines for Design & Construction of River Training
& Control works for Road Bridges”. While designing river protection works, adequate care will
be taken not to disturb the river cycle. The extent of training and protection works will be
determined based on hydrological and other data. Settlement analysis will be carried out along
with structural and hydraulic analysis to frame a stable protection work.

3.16 Task 303: Detailed Design of Bridges and Cross Drainage Structures
The alternatives for the structural system, span arrangements, form of the superstructure,
foundation system etc. will be explored keeping in view the aesthetic and environmental
requirements, functionality, physical and sub-soil conditions. The foundation systems for the
existing bridges on or in the vicinity of the project roads will be studied while deciding the
requirements for the new facilities.

The design of culverts and bridges shall be carried out based on the design standards. Adequacy
of size of proposed sections for superstructure, substructure and foundations shall be verified
based on detailed design. Foundation shall be designed based on the detailed subsoil
investigation report. Open/Pile foundations shall be provided wherever possible. In case of deep
foundation for river bridges Pile/Well foundation shall be provided. The founding level of open
foundations shall be kept not less than 2.0 m below the scour level or protected bed level. In
case of Well foundations, the foundation shall be provided a minimum grip of 1/3rd the
maximum depth of scour below the design scour level.

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In mountainous terrain river bed consists of of large size boulders and it may be very difficult to
construct the foundation due to presence of boulders in the bed. It is thus advisable to provide
large span bridges in order to reduce the number of foundations in such strata. It is seen the
sinking of well is very difficult in the bouldary strata and also rate of sinking is very slow. At
times pneumatic sinking have to be adopted for the construction of well foundations in such
terrain.

Open foundations shall be preferred for bridges in mountainous terrain provided good bearing
capacity is available at shallow depth as deep scours are not anticipated in hilly terrains.
The proposals for minor bridges will be based on the following considerations:

 Total deck width of the 2- lane minor bridges will be equal to overall Roadway width
including crash barrier on both sides as per the guidelines of MORT&H.

 The new bridges will be designed for traffic as per IRC 6-2014.

 In order to reduce the number of Expansion joints for improving the riding quality and for
providing the unobstructed flow under the bridge so that linear water way shall not be less
than the existing, the small multiple spans will be replaced with equivalent single spans
wherever possible, matching with the existing opening.

 Piers and abutments of new structure will be proposed to be kept in line with those of
existing structure.

 Single spans to be adopted wherever possible up to a maximum economical length.

 Foundations for the proposed structures will be same as those of existing bridges.

Efforts will be made to adopt similar type of structures and standard structural system in order
to have easy construction. Structural design will be carried out through STAAD software and in
house developed software and drawings will be prepared with adequate detailing to ensure the
completeness of the design. The provisions contained in relevant IS/ IRC codes will be followed
in selection of design parameters and drawing details. Emphasis will be given to maximize the
usage of locally available construction material.

All slab and functional pipe culverts will be extended to have widths equal to the road
formation. Proper jointing arrangement will be developed for the extension of culverts. All new
culverts will be Slab type. Buried / malfunction culverts will also be replaced with Slab culverts.
In case of the road on high embankments, box culverts with earth cushion will be provided.
Approaches will be protected only if needed.

Bridges and other structures having deficiencies/defects will be repaired on the following
principals;

 Damaged handrails/Parapets to be replaced wherever required.

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 Drainage spouts provided in the kerb and those ending at face of soffit of solid slab to
be replaced with new spouts having adequate length to prevent the water from falling
on the superstructure.

 For railing kerbs, which have, their outer vertical faces distressed/damaged, the affected
portions to be cut out and replaced with fresh M25 concrete.

 Damaged faces of RCC pier caps/abutment caps over Coursed Rubble Masonry (CRM)
substructure will be repaired by geniting after removing the affected portions.

 Damaged pointing in the CRM to be removed and cleaned before applying fresh
pointing.

 Cracks in Coursed Rubble Masonry (CRM) abutments/wing walls/piers will be pressure

grouted with cement grout through holes drilled in the masonry around the cracks.

 Damaged /missing portions of the CRM wing walls to be reconstructed with fresh
coarse rubble masonry.

 Sunk approach slabs will be lifted and settled embankment will be filled with fresh
material.

 Opening between returns and approach slab will be filled.

 Exposed reinforcement will be treated with epoxy and covered with polymer modified
mortar (PMC).

 All distressed surfaces will be repaired by guniting.

 Damaged expansion joints will be replaced.

 The RCC/Steel T-Beam and slab superstructure supported on elastomeric/POT-PTPFE

bearings at supports will be critically inspected and the defective ones will be replaced.

 Pier/ abutments if required will be strengthened by jacketing and annular space will be
refilled.

3.17 Task 311: Miscellaneous Designs

3.17.1 Wayside Facilities, Weighing Station
Wayside amenities and passenger oriented facilities will cater to emergencies and incidental
stops. These provisions will include:
 Petrol pumps;
 Telephone kiosks;
 First aid rooms;
 Bus shelters and bus- bays;
 Snack bars;
 Drinking water tank; and

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 Toilets
Suitable sites for weighing stations and parking areas will also be selected and designs prepared
wherever required and found feasible.

3.17.2 User fee Plaza

The user fee collection system on this type of road will be peculiar since the facility may not be
fully barricaded.

The alternative approaches for a closed system of user fee collection will be reviewed based on
the study of various existing proposals on Indian toll roads, and the most appropriate system and
the equipment for user fee collection will be incorporated in the design of user fee. In design,
MORT&H latest guideline of not to provide permanent structure for the plaza will be followed.
The Consultants will carry out the design of the toll system and other facilities such as lighting,
toll-way maintenance depots, barrier gates, generator room, weigh-bridges with their locations
and operational aspects including traffic surveillance and communication systems as applicable
to the peculiar situation requirements.

3.17.3 Road Furniture, Appurtenances and Safety Features

Safety and uninterrupted traffic flow are of special importance in urban sections of the project
road, and these will be considered in providing road furniture and appurtenances as indicated
below:
 Traffic signs and road markings;
 Safety barriers viz. delineators, guard rails, guard posts, crash barrier etc.;
 Drain and median kerbs;
 Roadside facilities viz. lay-byes, truck parking areas, rest areas;
 Locating utility services;
 Other road furniture.
The Consultants will prepare detailed layouts for each of such facilities.

3.17.4 Landscaping and Surplus Land Development

The Consultants will prepare an appropriate plan for development of surplus land, if any, within
the right-of-way with a view to beautify the road. The plan will take into account retention of
the existing trees / plants, to the extent possible. The proposal would inter-alia cover planting of
trees, horticultural and floricultural development on the surplus land and creation of gardens,
wherever feasible. Beautification of central verge by grassing and flowering plant along with
Intersection Island will be given prime importance. A ready-to-implement detailed plan
showing name of shrubs, trees, flowering plants will be prepared.

3.18 Tasks 212 & 313: BoQ and Cost Estimates

3.18.1 Rate Analysis
Unit rates given in state’s schedule of rates and similar on-going works will be studied. Rate
analysis based on Standard Data Book for Analysis of Rates, MOSRT&H, 2003 will be carried
for each identified item of work from the basic inputs like equipment hire rates and labour /
material costs. While driving the rates, the due consideration on the finalized specifications

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for the finished works, applicable taxes/levies/ rebates, overhead charges and other incidental
costs will be given.

3.18.2 Preparation of BOQ and Cost Estimates

MORT&H Specifications for Road & Bridge Works, Latest edition will be followed for the
identified item of works. The item of works will be finalized after the careful study of similar
construction tenders, project drawings and the execution needs. Entire gamut of item of works
will be broken down into different bills. These bills will be formulated to facilitate the easy
identification of the similar works. The effort will be made to minimize the item by avoiding the
repetition of same item under different bills.

 The earthwork quantities like roadway excavation and embankment will be computed
based on the DTM developed in MXROAD renew software.

 The quantities for road pavement, base, sub-base etc. for main carriageway and
service roads will be calculated through applicable cross sectional template developed
in MXROAD software.
 The quantities for structures will be calculated based on detailed structural drawing
and associated GAD using STAAD and in-house software.

 The quantities for drainage, protection and river training works will be computed
based on typical drain drawings and tentative drainage plan. The road furniture
quantities will be worked out based on junction improvement scheme and road
signage plans.

 Provision for routine maintenance during the construction period will be made based
on the provisions contained in IRC:82-2015 Code of Practice for Maintenance of
Bituminous Surfaces of Highways’.

 Separate provision for miscellaneous items like photographic records, vehicles, PIU
office, Traffic management and tree plantation will be made.

The costs for relocating of utilities within project limits, forest compensation, resettlement /
rehabilitations and land acquisition will not be included in cost estimates for the contract
packages as the construction site will be made available to the contractor free from such
encumbrances. Therefore, these will be provided separately as Non-Civil Works.

The construction packages will be decided in consultation with the MORT&H. Based on the
bill of quantities and schedule of rates prepared as above, the cost estimate will be prepared
separately for each construction package.

3.19 Task 213: Economic and Financial Analysis

3.19.1 Economic Analysis
The economic evaluation for the project will be undertaken separately for different road
linkages of the network, and also for the project as a whole, using HDM-4 model. The
economic feasibility will be determined by utilizing the discounted cash flow technique, over

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a period of 20 years. The economic evaluation will be carried out for both "with" and
"without" project situations.

Vehicle Operating Cost

The Consultants will provide unit vehicle operating costs (VOC) for representative vehicles
based on IRC: SP 30. Manual on Economic Evaluation of Highway Projects in India (Latest
Revision) and update Road User Cost study.

Assessment of Economic Benefit

The economic benefits likely to result from the improvement and upgrading of NH-8 will be
identified and quantified in monetary values. These are expected in terms of savings in road
user costs comprising the cost of vehicle operation on different routes / modes, value of travel
time and accident losses.

In order to assess economic benefits, vehicle operating costs (VOC) for cars, buses and trucks
and road users' time costs for passengers and goods in transit will be worked out in economic
terms for vehicle mix and user groups under different traffic flow conditions for "without"
and "with" the project situations. The VOC model will be run for alternate traffic scenarios
for each homogenous road segment. The model will provide total VOC benefits under "with"
and "without" scenarios. The Consultants will also consider estimated changes in congestion
level and the committed plans for improvement of other links of the existing road network in
the region. The net VOC savings under "with" and "without" project situations will be taken
as economic benefits.

The savings in passenger time will be determined by making use of the income method for
passengers using private and public modes of transport. The savings in freight consignment cost
will be determined based on the accounting rate of return on the value of goods in transit,
estimated from the commodity composition, average pay-load by vehicle type, and current price
level of selected commodities.

The accident costs arising out of injuries and death of victims and damages to vehicles will be
determined by using the `ex-post' methodology (cost incurred by the community due to accident
having taken place). The cost elements may include such items as (i) cost to the injured party,
(ii) cost to the insurance company due to damage of vehicles and fatalities, (iii) administrative
expenses of courts and Police Departments, (iv) damage to property, etc. The savings in
accident costs will be related to the net change in accident rates due to improved traffic flow
condition.

Assess Economic Cost

The total project cost, estimated in financial terms at perceived market prices, will be converted
into economic cost to reflect the resource cost to the national economy. The financial cost of the
project will be distributed among major cost components. The principal elements of economic
cost estimates will comprise:
a) Civil works and construction (including cost of land and ROW, environmental and social
impact mitigation);
b) Capital cost - initial cost of machinery and equipment required;

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c) Consulting services and training;

d) Incremental administrative costs (including cost of staffing and auditing); and
e) Initial working capital.

To the base cost, contingency allowances (reflecting physical and price changes that can
reasonably be expected to increase a base cost estimate), interest during construction, and
other financial charges will be added.

EIRR and Sensitivity Analysis

The economic analysis will be based on economic internal rate of return (EIRR) and Net
Present Value (NPV) using cost benefit approach. The annual streams of project benefits and
costs computed for 20 years will be used in this analysis. The sensitivity analysis will be
carried out by varying cost and benefit independently as well as in combination. The end
results of this study will be presented in a series of NPVs.

3.19.2 Financial Analysis and Assessment of Viability Gap Funding

Financial analysis of the project will cover Financial Internal Rate of Return, projected
income statement based on proposed user fee levels and traffic growth projections, cash flow
statement and balance sheets, amortization statement etc. The analysis will also cover
assessment of risks associated with the project and their mitigation measures, including
situation arising out of cost and time over-run, shortfall in projected traffic volume, exchange
rate variation, interest rate volubility, political risks, force majeure etc.

The financial analysis will be carried out separately for each construction package, and
suitable recommendations will be made identifying the capital structure, government
incentives, complementary public-sector investments and contributions, if any and, other
features needed to make the concession financially viable and attractive to private sector.
Option of SPV i.e. supporting public sector investment needed to develop the project on a
public-private partnership basis will also be examined.

Prioritization of segments for implementation

Priorities for implementation of the construction packages will be based on the viability of the
package on the most good and least harm basis. This means the package with the highest IRR
will produce the most good, and the sections with the least negative environmental effects
will do the least harm. On the basis of this examination, the Consultants will recommend a
priority sequence for the packages for the implementation.

Financing Options
After estimating the project costs, the financial plan will be prepared, as the FIRR depends on
cost of different funds. The financing plan for private sector participation inter-alia involves:
 Co-financing arrangements;
 Availability;
 Ability of internal funds;

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 Self financing ratio;

 Equity contribution;
 Terms of loan; and
 Raising funds through cess on land improvement.
The Consultants will study the various sources for financing the project and suggest
approximate mix of finances after discussions with different funding agencies and the
MoRT&H. The option of financing the project through annuity payment will also be
explored, if need arise.

User Fee Rate Options

Range of acceptable user fee rates will be determined from the achieved savings in total cost
of traversing through the road vis-à-vis other roads and the paying capacity of different users,
to be determined through an opinion survey. A comparison will be among acceptable rates,
cost of accrued savings and MORT&H specified rates.

Given the average annual volume of traffic with its vehicle mix and the concessionaire period,
the Consultants will work out the user fee rates to cover the cost and arrive at the break-even
point. Matrix of user fee rate versus traffic at break even points will be indicated. However,
for analysis the latest rate as per the Govt. Of India notification shall be adopted.

Risks on DBFO Projects

Any DBFO project would involve a number of identifiable risks. The primary risks are:
 Construction risks (time and cost overrun)
 Financing risks (adequacy, interest rate fluctuation, exchange parity, etc.)
 Traffic and revenue risks (traffic volume and toll collection)
 Political risks (stability of government policy and socio-political scenario).
All the above factors will carefully be examined and evaluated while assessing the financial
viability of the project on DBFO basis.

Financial Viability
In this exercise, cash flow projections and financing plan will be prepared at current market
prices for 30 years franchise period taking into account all contingency allowances, both in
terms of physical and price contingency. This analysis will involve the following elements:
 Project cost estimates;
 Financial plan, depreciation and taxes;
 Disbursement schedule;
 Income projections;
 Annual stream of costs and income;
 Discounting of net stream of costs and income; and
 Determination of FIRR

If the project does not appear to be viable based on user fee alone, the Consultants will
examine other alternatives such as government subsidy, shortfall loan, partial realisation of
investment costs by developing surplus land development, other free bees etc., to make the

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project viable. The sensitivity analysis will be carried out for the recommended option by
varying revenue and various costs independently as well as in combination.

3.20 Task 312: Technical Specification & Bid Documents

The Consultants will prepare detailed technical specifications for the items, which are not
covered under the MORT&H specifications, and also specify quality control norms for the
construction works. The specifications given in MORT&H specifications (latest edition) will
be modified as per the project specific needs. All specifications will be made consistent to
drawings, cost estimates and with respect to each other.

The bid documents will be based on the standard form of bidding documents being issued by
the MORT&H in DBFO packages. It comprises of pre-qualification document, instruction set
to bidders, draft concession agreement, project schedules. If the study reveals that DBFO
format or Annuity format are not possible Normal bid documents as EPC format shall be
prepared.
In case the construction is to be carried out in a phase manner, separate bid documents will be
prepared for each stage of work. The conditions of contract will primarily be FIDIC base.
Project drawings labelled as ‘For Bidding Purpose Only’ will be issued along with the bid
document. While preparing the document latest guidelines and policy circulars issued by the
MOSRT&H will be kept in view. Requirements of newly evolved Model Concession
Agreement will be kept in view.

3.21 Road Safety Audit

Checklists given in supplement II of TOR will be used before finalization of the reports/
documents for that stage to screen the prepared design and to comply it on the prescribed
safety norms. Provision mentioned in IRC: SP 27-1984, ‘Report Containing
Recommendations of IRC Regional Workshops on Highway Safety’ and IRC: SP 32-1988,
‘Road Safety for Children (5-12 years old)’ will be considered while carrying out safety
checks. Safety audit will also be aimed at suitability of design in its implementation according
to the conditions given in IRC: SP 44-1996, ‘Highway Safety Code’. All elements of design
will be scrutinized in accordance with the provisions contained in ‘Manual for Safety in Road
Design, MORT&H, 1998.

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3.0 Detailed Methodology 3.1 General

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3.0 Detailed Methodology 3.1 General

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Inception Report Detailed Methodology

3.0 DETAILED METHODOLOGY

TASKS FOR STAGE I - QUALITY ASSURANCE PLAN AND INCEPTION

TASKS FOR STAGE II - FEASIBILITY REPORT

201 Study of Transportation Network and Up-gradation Potential and Plans

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301 Main Report

TASKS FOR STAGE IV - Detailed Project Report (DPR)

401 Finalisation of Design Standards

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 Information relevant to the project but requiring verification and/or supplementation

3.3 Tasks 203 & 204: Traffic Surveys

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a) Classified Traffic Volume Count

b) Origin - Destination (O-D) Survey

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c) Speed and Delay Survey

d) Turning Movement Count Survey

e) Willingness to Pay (WTP) Survey

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f) Pedestrian Cross Traffic Counts

g) Survey for Truck Terminals

h) Way Side Amenities Survey

i) Axle Load Analysis

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VDF= (Weight of Axle/8.16) ^ 4

3.3.1 Analysis of Collected Data

c) Analysis of Speed and Delay Survey Data

d) Analysis of Turning Movement Count Surveys

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without traffic signals, flyovers, underpasses, interchanges etc. The intersections

e) Analysis of Willingness to Pay Survey

f) Wayside Amenities, Parking Surveys, Truck Terminal Surveys

g) Homogeneous Traffic Sections

h) Traffic Demand Forecasting

i) Estimation of Generated Traffic

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j) Estimation of Diverted Traffic

3.4 Task 104: Reconnaissance Survey & Need of Bypass

The minimization of disruptions to settlements is the essential requirements of any project

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 Service to Highway users

3.5 Task 202: Prepare Socio-economic Profile

3.6 Task 205: Topographic Surveys

Selection of primary Control Points and Observations will be as detailed below:

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 Minimum of 6 satellites will be available during observation to ensure high accuracy.

Bench Mark (BM)

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Approach to Topographic survey

Locate the following features on the road

 When embankments are not parallel to the road, readings at every 25 m or

Canal (code CA**)

 The location of the strings will be same as for Top of Banks.

 The strings will not cross the Bridge readings.

 These points will be located every 25 m or to show low or high points.

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Edge of Water/Pond (code: WP**)

 Readings will be in proper sequence, beginning from start to end point.

Edge Ditch/Borrow Pit (code: D***)

Outline of Rock (Code: RO**)

 Electricity / Transformer / Telephone Poles (Codes: PEPL, PTRF, PTPL)

 Pole will be placed on the natural ground not on the buildings.

Fence line (Code: FL**)

Kilometre stone (Code: PKM***) where *** is kilometre distance.

Religious Structures (Code: PR**)

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 Mosque (Code: PRM*)

Graveyard (Code: PGR*)

Temporary House or Hut (Code: TH**)

Compound Wall (Code: BW**)

Tube Well/Hand Pump (Code: PTWP)

Open Dry Well (Code: WO**)

Concrete/Masonry Well (Code: WC**)

Irrigation Well (Code: Wl**)

 Take the readings on top of rails at 25 m interval on straight and 10 m interval on

Kilometre stone (Code: PKM) where is kilometre distance.

Trees (Code: PTR) where is the class of tree.

 Bridges (Code: BR) where is the string number.

h) Drains (Code: BD and TD)