Hirak Inception Report

Preparation of Feasibility-cum-Preliminary Design Report for development of
INCEPTION REPORT
MD
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3 Chainpur
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4
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RING ROAD Ormanjhi
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6
May 2013
Stanley Consultants Inc.

Unit No. 405 A & B
Rectangle I, Saket District Centre
Saket, New Delhi - 110 017
Feasibility cum Preliminary Design Report for Development of Hirak Road
from Patratu to Rajbhitta on NH-2 in the state of Jharkhand
INCEPTION REPORT
Contents
Chapter Description Page No
Chapter 1 Introduction 1-5
Chapter 2 Project Appreciation 1-10
Chapter 3 Detailed Methodology 1-19
Chapter 4 Task Assignment and Manning Schedule 1-4
Chapter 5 Work Programme 1-2
Chapter 6 Design Standards 1-16
Chapter 7 Preliminary Findings and Issues 1-5
Revision Level: R0 May 2013 Page 1 of 1

CHAPTER 1
INTRODUCTION
1.1 General
The state of Jharkhand was carved out of Bihar as the 28th State of India on 15th November
2000. It is bounded by Bihar on the north, Orissa on the south, Chhattisgarh on the west and
West Bengal on the east. The State covers 79.90 hectares (2.42% of the geographical area of
the country) with a population of 239.66 million (as per provisional census of 2011) which
accounts for 2.72% of the total population of the country. The tribal population comprises
26.3% of the total population.
Topography of the State is mostly undulating, hilly and sloping with mountains, forests, river
basins and valleys. Due to this, the State is rich in flora and fauna. The State has rich
endowment of forest and mineral resources. The richest deposit of coal and copper are in this
State. Apart from these, the State is the largest producer of coal, copper, kynite and mica in
the country. In fact, the largest coal deposit of the world is in Dhanbad district of Jharkhand.
The mineral endowment of Jharkhand forms 37% of the entire country.
Jharkhand is also known for forest tract of Chhotanagpur and Santhal Parganas. Jharkhand
has a concentration of some of the countrys highly industrialized cities such as Jamshedpur,
Ranchi, Bokaro Steel City and Dhanbad. Jharkhand is also endowed with tourist centers like
Ranchi, the capital, Hazaribagh, the famous tiger resort, Giridih, Deoghar and Daltoganj.
Jharkhand is very rich in minerals and almost all types of natural-occurring minerals are
available here. There are rich deposits of various minerals scattered over all the districts of
Jharkhand. Coal is one of the major mineral in Jharkhand. It is available in 12 districts with
Dhanbad having the largest deposit. Jharia is having the largest deposit of coal in the world.
The movement of minerals to various parts of the state as well as throughout the country is
effected through network of State Highways and National Highways. Some of the mining
areas have lesser productions due to lack of proper access and connectivity to the National
networks. Nevertheless, it is one of the major revenue-generating items of the State.
The Government of Jharkhand (GoJ) has entrusted State Highways Authority of Jharkhand
(SHAJ) constituted under the aegis of Road Construction Department, GoJ for the
development, maintenance and management of Hirak Road from Patratu to Rajganj /
Rajbhitta on NH 2 for a length of 135 km (approx.) to 2/4-lane with divided carriageway
facility on DBFOT in PPP.
In pursuance of the above, IL&FS has entrusted Stanley Consultants Inc. for the work of
feasibility cum Preliminary design report for Hirak Road.
1.2 The Project
The project Hirak was implemented by BRO in year 1995 after nationalization of coal fields
in Bihar (now in Jharkhand) for speedy contraction of link roads in coal field areas. The
project road section was under Central Coalfields Limited (CCL) and recently handed over to
Government of Jharkhand.
The Project Road starts from Patratu passing through Gidhi Washery, Naya More (NH 33),
Lalpania, Gomia, Bokaro, Fusro, Chandrapura, Muraidih in the districts of Ramgarh, Bokaro
and Dhanbad and ends at Rajganj / Rajbhitta on NH 2. The project location map has been
presented in Figure 1.1.

1.3 Objective and Scope of Work
The main objectives of the consultancy service is to establish the technical, economical, and
financial viability of the project and prepare Feasibility cum Preliminary design report for up-
gradation of existing road to two lane/four Lane with divided carriageway facility on DBFOT in
PPP.
The Government of Jharkhand intends to upgrade this section from Patratu to Rajbhitta (NH-
2) as 2/4 lane carriageway with bypasses at congested locations on DBFOT with following
objective:
Provide connectivity of major coal fields with National Highway grid viz. NH-33 & NH-2
Connectivity to State Capital Ranchi and Steel city of Bokaro
Speedy, safe and efficient haulage of coal mineral reserve.
The viability of the project shall be established taking into account the requirements with
regard to rehabilitation, upgrading and improvement based on highway design, pavement
design, provision of service roads wherever necessary, type of intersections, rehabilitation and
widening of existing and/or construction of new bridges and structures including
flyovers/VUP/PUP etc., road safety features, quantities of various items of works and cost
estimates and economic analysis.
The consultant should, along with Feasibility Report, clearly bring out through financial
analysis the preferred mode of implementation [BOT/Annuity] on which the Civil Work for the
stretch is to be taken up.
The Scope of Services comprises:
a) As far as possible, the widening/improvement work to 2 lane/ 4 lane divided

carriageway facility shall be within the existing right of way avoiding land acquisition
or with barest minimum, except for locations having inadequate width and where
provisions of bypasses, service roads, alignment improvement, improvement of
Intersections are considered necessary and practicable and cost effective. However,
bypasses proposals should also be considered, wherever in congested areas and
improvement of the existing road is not possible.
b) The Consultant shall study and recommend the possible locations of toll plazas.
Wayside amenities required on tolled highway shall also be planned. The local and
slow traffic may need segregation from the main traffic and provision of service
roads, wherever necessary to improve efficiency and safety.
c) The entire scope of services would, inter-alia, include the items mentioned in the
Letter of Award (LOA) and the TOR.
d) Consultant shall examine suitability of all new materials / technologies accredited by
IRC, approved/ accredited in the country of origin and those based on best global
practices in the industry and their suitability with respect to Indian conditions, their
initial cost and life cycle cost.
The General Scope of Services shall cover but would not be limited to the following
major tasks.
i Review of all available reports and published information about the roads and the
project influence area;
ii Environmental and social impact assessment, including such as related to cultural
properties, natural habitats, involuntary resettlement etc;
iii Public consultation including consultation with communities located among the road,
NGOs working in the area, other stakeholders and relevant Govt. Depts. at all the
different stages of the assignment (such as inception stage, feasibility stage,
preliminary design stage and final designs);
iv Detailed reconnaissance;
v Identification of possible improvements in existing alignment and bypassing congested

locations with alternatives, evaluations of different alternatives comparisons on techno
economic and other considerations and recommendations regarding most
appropriate options;
vi Traffic studies including traffic surveys and axle load survey and demand forecasting
for twenty years;
vii Inventory and conditions data collection of roads;
viii Inventory and condition data collection for bridges, cross drainage structures and
drainage provisions;
ix Topographic surveys using Total stations and GPS;
x Pavement investigations (on sample basis to enable sufficient accuracy while
designing);
xi Sub grade characteristics and strength: investigation of required sub-grade and sub-
soil characteristics and strength for road and embankment design and subsoil
investigation;
xii Preliminary design of road, its typical cross- sections, horizontal and vertical alignment
and design of embankment and also in poor soil conditions and where density
consideration require, even lesser height embankment;
xiii Preliminary design of structure after preliminary geo-technical investigations,
preparation of GAD and typical drawings for cross drainage structures and
underpasses etc;
xiv Identification of the type and design of intersections & grade separators, their
Economic and financial analysis;
xv Indicative contract packaging and implementation schedule;
xvi Strip plan indicating the scheme for carriageway widening, number & location of all
existing utility services (both over-and underground), structures such as houses, shops
(both title and non title holders) and community assets and the scheme for the
relocation, trees to be felled and planted and land acquisition requirements including
schedule for LA and resettlement and rehabilitation assistance: reports documents and
drawings arrangements of estimates for cutting of trees and shifting of utilities from
the concerned departments;
xvii Preparation of preliminary project report, cost of estimate, approved for construction
drawings, rate analysis, detailed bill of quantities, bid documents for execution of civil
works through PPP basis;
xviii Identification of toll plaza numbers and location including working drawings (type
design);
xix Location of weighing stations, parking areas and rest;
xx Identify location of petrol bunk attached with spare parts stores, fire stations etc.
Any other user oriented facility reroute toll facility;
xxi Preparation of preliminary social development plans for the project for the project
affected people as per policy of the lending agencies / Govt. of India / Govt. of
Jharkhand R & R policy with following information:
The need for the Resettlement in the Project and evaluation of measures to
minimize land acquisition and resettlement.
Description and results of public consultation and plans for continued
participation of PAPs during implementation
Definition of PAPs and eligibility criteria.
Robust estimates based on the preliminary reconnaissance survey inciting
number and the categories of affected people;
Support principles for different categories of Impacts (extract from the GoJ
policy);
Institutional arrangements for implementation of land acquisition and
resettlement impacts including independent grievance redress mechanisms.
Arrangement for monitoring and evaluation (internal and external)
Implementation schedule for resettlement, which is linked to the civil, works
contract.

A matrix of scheduled activities linked to land acquisition procedures to indicate

clearly what steps and actions will be taken at different stages and the time
frame.
A likely itemized budget estimate (replacement value for all assets) and unit costs
for different assets.
1.4 Status of the Study
1.4.1 Mobilisation of Key Professionals
Preparatory works for different requisite engineering surveys has started after reconnaissance
survey of project road by consultant and Consultants key professionals identified for the
project are as below.
Name Position
Banibrata Mondal Sr Highway Engineer cum Team Leader
Vishwanath Jagid Highway Engineer cum Deputy Team Leader
S.K. Paul Bridge Engineer
S. Rajesh Sharma Traffic Engineer cum Safety Expert
Arindam Nandi Pavement cum Material Engineer
Mrs Kirti Sharma PPP Legal/ Contract Expert

Madhusudan Hanumappa Social Development Specialist
Utpal Deka PPP Financial Expert/ BOT Expert
Anil Panda Environmental Management Specialist
1.5 Inception Report
This inception report is being submitted with the following chapters:
Chapter 2 : Project Appreciation

Chapter 3 : Detailed Methodology
Chapter 4 : Task Assignment and Manning Schedule
Chapter 5 : Work Programme
Chapter 6 : Design Standards
Chapter 7 : Preliminary Findings and Issues

Feasibility cum Preliminary Design Report for Development of Hirak Road from Patratu to Rajbhitta on NH-2 in the state
of Jharkhand
Figure 1.1: Project Location Map Hirak Road section from Patratu to Rajbhitta (NH-2)
CHAPTER 2
PROJECT APPRECIATION
1.1 General
The project highway starts from Patratu passing through Gidhi Washery, Nayamore (NH-33),
Chainpur, Badagaon,Lalpania, Gomia, Bokaro, Phusro, Chandrapura to Rajganj (NH-2) near
Dhanbad in the districts of Ramgarh, Bokaro and Dhanbad in the state of Jharkhand.
The detailed reconnaissance of project road has been conducted in month of May 2013 by a
team of professionals to understand project alignment and to assess the existing condition of
the project road in terms of traffic, horizontal and vertical geometry, pavement surface
quality, structures (Bridges and Culverts), social and environmental issues, safety issues and
the on-site constraints. The main findings of project highway are summarized below:
1.2 Project Section
The project influence area has great potential of coal mineral reserve from Patratu to
Lalpania and near Phusro which will attract major freight and passenger traffic on project
highway. The project highway may be divided into following sections based on traffic and
major town connectivity:
Approximate Chainages
Project Section Length (km)
From (Km) To (Km)
Patratu-Nayamore 0 20 20
Naya More- Gomia 20 64 44
Gomia-Phusro 64 92 28
Phusro-Rajganj 92 135 43
1.3 Terrain
The terrain of Hirak Road may be classified as Plain for about 80% of project length and rest
length either passes through the toe of hill as rolling.
1.4 Carriageway & Shoulder
The existing road is generally two lane carriageway with earthen shoulders of 1m on both the
sides of the highway. The pavement condition for 50-60% of project road is fair with good
riding quality, however condition of road is very poor in the area which passes adjacent to
coal mine area and dense villages. The earthen shoulder condition is also fair except some
location.

1.5 Land Use
The land use along the project corridor is predominantly mining, agricultural and forest. The
Built up areas with a mix of residential and commercial land-use are observed in the semi-
urban pockets, viz. Kuju, Chainpur, Badagaon, Lalpani, Gomia, Phusro, Chandrapura,
Nawadih, Bara Pandeydih, Katas and Rajganj. The forest areas are also observed along the
Ghat sections. The category of these forest areas will be collected from the relevant forest
department. The coal extracted deep ditch and its refilled area are also observed at some
locations. The railway line is also runs parallel along the project highway.
1.6 Horizontal Alignment
The horizontal alignment of the existing is

generally good for the reaches running
through plain terrain. But for the stretches
through Ghat sections and coal mines area
consists several curves which requires
improvements.
The circular curves and the transition curves

along the plain terrain reaches allow a
negotiable speed of 50-60 kmph even at the
curves. The vehicle speed along the Ghat
sections and coal mines area is as low as 20
kmph which would require some
improvement.
The improvement of the sub standards curves at the Ghat sections will be studied during the
feasibility stage.
1.7 Settlements
The major settlements/Built up areas along the corridor is Patratu, Chainpur, Lalpania,
Gumia, and Phusro. The building and commercial activity are very close to road edge. The
details of some settlements are presented below:
Built-up area at Gomia Built-up area at km Chandrapura

Chainage (Km)
Village/Town Name
From To
0+000 1+000 Giddi Washri
19+000 20+000 Kuju coalfield offices and Naya More
24+000 25+000 Ara
27+000 30+000 Chainpur
30+000 31+000 Badagaon
31+000 33+000 Jogeshwar
44+000 49+000 Lalpania
62+000 67+000 Gumia
71+000 75+000 Kathara Bazar
75+000 77+000 Jarangdih
89+000 93+000 Phusro
104+000 108+000 Chandrapura
109+000 111+000 Bhandradih(T More)
117+000 120+000 Bhimkanali
120+000 122+000 Nawadih
125+000 127+000 Barora
132+000 134+000 Dharkako
1.8 Vertical Alignment
The longitudinal profile of the project highway is mostly having the grades which appear to
be within permissible limits for the plain terrain sections. For the rolling terrain/ Ghats
sections the vertical geometry appears to be distorted resulting in slow down of vehicle
movement and inadequate sight distance. This would require improvement of vertical curves
and these improvements would be suggested in the Feasibility Study and Preliminary Project
Report Stage.
1.9 Bypasses/ Realignment
There are number of settlements along the project corridor where the building
line/commercial activities are very close to the road edge. The bypass option will be explores
where further up-gradation of existing road is not feasible. The realignment option will be
explored where the existing road geometry does not meet the design criteria as per IRC
standards. The tentative major bypasses/ realignment along the corridor may be as below:
Connectivity of Hirak Road to SH-2 ( Ranchi- Ramgarh Road)
Bypass proposal for Chainpur due to settlement and poor geometry
Realignment near Jageshar to avoid two ROB on existing railway line
Bypass/ Realignment at Lalpania due habitation
Bypass proposal for Gumia due to dense settlement
Bypass proposal for Phusro due to dense settlement
Bypass proposal for Chandrapura due to dense settlement and poor geometry
1.10 Forest Area
The project corridor passes through the forest areas at several locations. The exact status
and the extent of Forest land will be collected from the concerned forest department
subsequently.

1.11 Submergence Area
It is learnt from the local information that the project highway generally never has
submergence history. The Bokaro River running parallel to the project corridor near Km
93+000 to Km94 + 000. The details of HFL along the corridor will be further explored during
feasibility cum preliminary design report.
1.12 Rail Over Bridge (ROB) & RUB
The project influence area (PIA) is full of coal mineral reserves where the raw mineral from
mine is transported to railway sliding by trucks and from these sliding it is transported to
different destinations. PIA has good rail network because railway is only means of mineral
transport from this area. There are several locations where railway line is running parallel to
project road and at some locations project road is passing within Railway ROW. The project
road has number of railway level crossing, Rail over bridge (ROB) and Rail under bridge
(RUB).
ROB at Km 18+500 Railway Level Crossing at Km 27+900
Railway Level Crossing at Km 32+800 Railway Level Crossing at Km 33+600

ROB at Km 54+300 Railway Level Crossing at Km 77+100
RUB at Km 118+000 Railway Level Crossing at Km 129+050
RUB at Km 129+900

1.13 Major and Minor Intersections
There are number of earthen, gravel and bituminous roads meeting/crossing the project
highway. The important junctions along the project road are at Nayamore (NH-33), Shanti
More and Rajabhita (NH-2). The project highway has two lane underpasses at Nayamore
which may be used for one way traffic for other direction traffic option will be explored during
feasibility study.
NH-33 meeting at Km 21+000 Road to Tenughat thermal power at Km 47+500
Shanti More at Km 105+900 T-More at Km.110+500
1.14 Major Bridges
The number major bridge exists on project highway at stream / river crossing. The conditions
of the existing bridges are generally good however the condition of causeway is not good.
The detailed widening scheme for the bridges will be in line with up-gradation proposal of the
existing highway to 2/4 lane divided carriageway.

Causeway at Km 61+400 Causeway at Km 70+300
Bridge over river Damodar at Km 76+600 Bridge over river Jamunia at Km 114+000
The major bridges & causeway details along the Project corridor are presented below:
Bridge River/Crossing Bridge Bridge Type

Span Arrangement
Chainage Name Length (M)
61+400 Hosir 140 40X3.5 RCC

70+300 Bokaro 60 40 x 1.2 RCC
76+600 Damodar 105 7X15 RCC
114+00 Jamunia 160 4 x 40 RCC
125+500 75 3X25 RCC
126+300 75 3X25 RCC

1.15 Minor Bridges & Culverts
The number of culverts and minor bridges exists on the small streams along the project
highway. The slab, box and pipe culverts are observed. The summary of the minor bridges
and culverts are presented below:
Chainage (Km) No. of Chainage No. of

Minor No. of Minor No. of
From To Bridges Culverts From To Bridges Culverts
0+000 1+000 - 2 24+000 25+000 1 -
1+000 2+000 - 1 25+000 26+000 - 1
2+000 3+000 - 1 26+000 27+000 - -
3+000 4+000 - 2 27+000 28+000 - 1
4+000 5+000 - 1 28+000 29+000 - -
5+000 6+000 - 3 29+000 30+000 1 1
6+000 7+000 1 4 30+000 31+000 - 1
7+000 8+000 - 1 31+000 32+000 1 1
8+000 9+000 - 2 32+000 33+000 - 2
9+000 10+000 - 4 33+000 34+000 - 2
10+000 11+000 - 4 34+000 35+000 - 1
11+000 12+000 - 3 35+000 36+000 - 1
12+000 13+000 2 2 36+000 37+000 1 1
13+000 14+000 - 2 37+000 38+000 - 5
14+000 15+000 - 2 38+000 39+000 - 2
15+000 16+000 - 2 39+000 40+000 - 2
16+000 17+000 - 2 40+000 41+000 2 1
17+000 18+000 - 2 41+000 42+000 - 1
18+000 19+000 - 2 42+000 43+000 1 2
19+000 20+000 1 6 43+000 44+000 - 2
20+000 21+000 - 2 44+000 45+000 - 2
21+000 22+000 - 1 45+000 46+000 - 2
22+000 23+000 - 1 46+000 47+000 - 3
23+000 24+000 - - 47+000 48+000 1 2
94+000 95+000 -
95+000 96+000 1
48+000 49+000 1 1 96+000 97+000 - 4
49+000 50+000 1 97+000 98+000 - 3
50+000 51+000 - 6 98+000 99+000 - 1
51+000 52+000 - 7 99+000 100+000 - 2
52+000 53+000 - - 100+000 101+000 - 2
53+000 54+000 - - 101+000 102+000 1 -
54+000 55+000 - - 102+000 103+000 - 3
55+000 56+000 - 1 103+000 104+000 - 1
56+000 57+000 - 2 104+000 105+000 - 1
57+000 58+000 - - 105+000 106+000 - -
58+000 59+000 - 3 106+000 107+000 - 3
59+000 60+000 - 4 107+000 108+000 1 -
60+000 61+000 - 2 108+000 109+000 - 2
61+000 62+000 - 1 109+000 110+000 - 1
62+000 63+000 - - 110+000 111+000 - 2
63+000 64+000 - - 111+000 112+000 - 1

Chainage (Km) No. of Chainage No. of

Minor No. of Minor No. of
From To Bridges Culverts From To Bridges Culverts
64+000 65+000 - - 112+000 113+000 - 3
65+000 66+000 - 1 113+000 114+000 1 1
66+000 67+000 - 1 114+000 115+000 - -
67+000 68+000 - 1 115+000 116+000 - 4
68+000 69+000 - 1 116+000 117+000 - 2
69+000 70+000 - 1 117+000 118+000 - 2
70+000 71+000 - 1 118+000 119+000 - 3
71+000 72+000 - 1 119+000 120+000 - 3
72+000 73+000 - - 120+000 121+000 - 4
73+000 74+000 - 2 121+000 122+000 - 4
74+000 75+000 - 1 122+000 123+000 - 1
75+000 76+000 - - 123+000 124+000 - 3
76+000 77+000 - - 124+000 125+000 - 1
77+000 78+000 - - 125+000 126+000 - 1
78+000 79+000 - - 126+000 127+000 - -
79+000 80+000 1 - 127+000 128+000 - 3
80+000 81+000 - 1 128+000 129+000 - 2
81+000 82+000 - - 129+000 130+000 - 3
82+000 83+000 1 - 130+000 131+000 1 1
83+000 84+000 1 - 131+000 132+000 - -
84+000 85+000 - - 132+000 133+000 - -
85+000 86+000 - 2 133+000 134+000 - 2
86+000 87+000 - 2 134+000 135+000 1 1
87+000 88+000 - 1 135+000 136+000 - 1
88+000 89+000 - - 136+000 137+000 1 1
89+000 90+000 - - Total 24 235
90+000 91+000 - -
91+000 92+000 - 3
92+000 93+000 1 -
93+000 94+000 1 1
1.16 Embankment and Side slope
The project highway is generally having the embankment height of varying from 0.0m to
1.5m. Apparently it seems that rising of embankment may not be required. However the
details will be studied during the feasibility stage. The condition of the embankment is also
good in general, and the side slopes are properly dressed ensuring a stable embankment
slope.
1.17 Utilities along the Project Highway
The overhead electric and telephone lines, water pipelines, OFC cables lines are there at
some locations within the ROW along the project highway. At some places project highway is
passing within and near to railway ROW. The electric transformers and sub-stations are also
located near the road edges. At some locations high tension towers are also crossing the
project corridor.

1.18 Road Safety
The project highway warns active attention about the road safety. The road safety aspects
are not as per the standard norms and requirements. These will be properly addressed and
taken care of at the feasibility stage. The road markings are visible at some locations. Street
lights are missing in the semi urban stretches along the project highway.
In the Ghat sections there are several sharp curves that appear to be accident prone area
and also lagging in turning radius and extra widening. These will be adequately assessed at a
later stage and the option for a safer, better and hassle free corridor will be explored. Road
signs will also be adequately proposed for a safer traffic flow.
1.19 Initial Assessment of Project Proposal
The consultant will have the main focus on the following activities:
Realignment / bypasses along built up locations
Provision of flyovers / interchange at NH crossing for safe traffic movement
Provision of Vehicular Underpass, Pedestrian Underpass & Animal Crossing
Junction Improvement
Provide the safe movement of through traffic and avoid the intermixing of local traffic
Protection of the embankment slope
Provision of adequate Road safety on the Project highway

Feasibility cum Preliminary design Report for Development of Hirak Road from
Patratu to Rajbhitta on NH-2 in the state of Jharkhand
CHAPTER 3
DETAILED METHODOLOGY
3.1 Introduction
The Government of Jharkhand (GoJ) has entrusted State Highways Authority of Jharkhand
(SHAJ) constituted under the aegis of Road Construction Department, GoJ for the development,
maintenance and management of Hirak Road from Patratu to Rajganj / Rajbhitta on NH 2 for
a length of 135 km (approx.) to 2/4-lane with divided carriageway facility on DBFOT in PPP.
This chapter deals with the approach and methodology which Stanley Consultants Inc. (the
Consultants) propose for carrying out the services required under the Terms of Reference
(ToR). In formulating the approach and methodology, the Consultants have given due
consideration to the objectives of the project, the condition of the project road and the scope
of work.
3.2 Understanding of the Assignment
The Consultancy Assignment for the Study involves preparation of feasibility cum preliminary
design report for development of Hirak Road from Patratu to Rajganj / Rajbhitta on NH 2 in
the state of Jharkhand including preparation of bidding documents for the Project on the basis
of appropriate field studies, detailed investigations and data analysis as per sound engineering
practices. The design proposals will have to be evolved and finalised taking into account the
existing conditions, techno-economic feasibility of the Project and safety of operation and
efficient maintenance of the facility. The expert services will also have to ensure the
correctness and authenticity of all information pertaining to the design and documentation.
3.3 Composition of the Team
Keeping in view the magnitude of the project area involved, the Consultant has identified the
team and experts, as given below, by equally apportioning the assignment. The teams for the
project have been drawn from the pool of experts available with the Consultants. Due
consideration has been given to the specific requirements of TOR while selecting the experts.
The experts have extensive experience in the related areas and have worked on similar
projects in India and abroad.
Sl.
Position Team
No.
1 Sr Highway Engineer cum Team Leader Banibrata Mondal
2 Highway Engineer cum Deputy Team Leader Vishwanath Jagid
3 Bridge Engineer S.K. Paul
4 Traffic Engineer cum Safety Expert S. Rajesh Sharma
5 Pavement cum Material Engineer Arindam Nandi
6 PPP Legal/ Contract Expert Mrs Kirti Sharma
7 Social Development Specialist Madhusudan Hanumappa
8 PPP Financial Expert/ BOT Expert Utpal Deka
9 Environmental Management Specialist Anil Panda

3.4 General Approach
Based on the objectives and scope of the consultancy services, an appropriate methodology
has been developed by the Consultants so as to address the other requirements also, specially
with regard to various intermediate targets and completion period and manning schedule. A
work plan has then been prepared on the basis of the methodology developed. A competent
team of suitably qualified key professionals as per the requirements of TOR and other
supporting staff has been selected for carrying out the services.
Since the scope of services covers both independent and inter-dependent activities, it is
proposed to follow a TASK APPROACH to carry out the entire work comprehensively and
accurately to the complete satisfaction of the client. The whole work has been divided into
different tasks. Detailed methodology for each Task has been prepared for ensuring quality
through a quality assurance system.
3.5 Methodology for Surveying, Data Collection and Analysis
Field studies covering topographic field surveys, traffic (classified volume, movement pattern
and vehicle loading characteristics), investigations for bridges and structures, environmental
aspects, socio-economic conditions and construction materials will be the essential tasks for the
assignment. The field studies will be performed as per the stipulations of the TOR which are
quite elaborate and self-explanatory.
The Consultants will use the Total Station and digital/automatic levels while carrying out the
topographic field surveys. The data collected in the site will be downloaded in the electronic
format in computers for further processing and analysis after pre-processing and validation.
The processing of the field survey data and the generation of the road drawings will be based
on digital terrain modeling using Highway design software MxRoad Suite or equivalent. The
data analysis for the preliminary design of bridges and structures will be done using
sophisticated structural design software such as STADD PRO, ADAPT, GT Strudl and in house
software prepared in conformity to MORT&H/IRC specifications.
The traffic data will be analysed using the proven methods as per the IRC guidelines. Traffic
demand estimates will be based on economic indicators besides the time-series data.
Sequence of Activities
Based on an in-depth study of the scope of services contained in the TOR for the project, the
consultants have evolved a methodology wherein the work has been divided into a set of Task
Series that are listed below.

Task Series and Individual Task Elements
Task ID
Description
Series Task Element
1000 Project Initiation and Inception
1100 Standards and Code of Practices
1200 Desk Study and Mobilisation
1300 Collection/Review of Data and Documents
1310 Detailed Field Reconnaissance
1320 Collection of Secondary data
1400 Quality Assurance Plan
1500 Social Analysis
2000 Traffic Studies
2100 Review of Past Traffic Data
2200 Classified Traffic Volume Count
2300 Origin Destination and Commodity Movement Survey
2400 Axle Load Survey
2500 Turning Movement Survey
2600 Speed-Delay Surveys
2700 Pedestrian/Animal Cross Traffic Count
2800 Truck Terminal Surveys
2900 Traffic Demand Estimates
3000 Engineering Surveys/Investigations
3100 Bypasses/Realignment Finalization
3200 Topographic survey
3210 Longitudinal and Cross-Sections
3220 Details of utility services & other physical features
3300 Road and Pavement Investigations
3310 Road Inventory
3320 Pavement Investigations
3330 Subgrade Characteristics and Strength
3400 Investigations for Bridges/Structure
Inventory and Condition Survey of Bridges, Culverts
3410
and Structures
3420 Hydraulic and Hydrological Investigations
3430 Geo-technical Investigations, Sub-soil Exploration
3500 Material Investigations
4000 Preliminary Engineering Design
4100 Design Standard
4200 Geometric Design; Pavement Design & Embankment Design
4300 Preliminary Design of Bridges and Structures; Drainage System
4400 Traffic Safety
Arboriculture and Landscaping/Parking Areas/Miscellaneous
4500
Works
4600 Toll Plaza;
4700 Environmental & Social Impact Assessment
4710 Environmental Impact Assessment
4720 Social Impact Assessment
4800 Estimation of Quantities and Project Costs
4900 Viability and Financing Options
4910 Economic Analysis
4920 Financial Analysis

3.6 Detailed Methodology
The methodology evolved for the assignment has been structured into a set of inter-related but
distinctive Task elements, which are designed to carry out specific tasks. The output of each
Task element or activity in the network of various Tasks is either an input to another Task or
a distinct output as per scope of works. The details concerning objectives and work assigned
to each Task Series and individual Task elements are discussed in this section.
1000: Project Initiation and Inception
1100: Standards and Code of Practices
All activities related to field studies, design and documentation have been or will be done as
per the latest guidelines/circulars of The MORT&H and relevant publications of the Indian
Roads Congress (IRC) and Bureau of Indian Standards (BIS).
All notations, abbreviations and symbols used in the reports, documents and drawings are as
per IRC: 71.
1200: Desk Study and Mobilization
The team of experts for carrying out the services have been mobilised on the receipt of the
order (Commencement of Services) from IL&FS to the Consultants. Prior to that desk study of
several maps, images and drawings have been done by our experts.
1300: Collection/Review of Data & Documents
1310: Detailed Field Reconnaissance
The following documents and data have already been collected/in the process of procurement
during the reconnaissance survey by the team:
Climate of the area surrounding the project road

Project history
Road inventory and condition
Year of original construction, year and type of major maintenance/rehabilitation works
Condition of bridges and cross-drainage structures
Type and location of existing utility services
Hydraulic data
Survey and evaluation of locally available construction materials
1320: Collection of Secondary data
During the project several secondary data have been collected/in the process of procurement
and they are as follows:
Drawings and details of existing bridges

Historical data on classified traffic volume count
Accident statistics
Origin-destination and commodity movement characteristics
RoW Details
1400: Quality Assurance Plan
Immediately upon the award of the consultancy work, based on our extensive experience in
this field and our knowledge of the project, a detailed Quality assurance Plan (QAP) has been

prepared which covers all aspects of field studies, investigations, analysis, design and
documentation. The system also ensures responsibilities to be shared by concerned key
personnel.
The Consultants have used the experience of recently completed / on-going projects of similar
nature and ensured effective implementation of procedures, checks, calibrators and control
networks outlined in the system for traffic surveys, engineering surveys and investigations,
design of road, pavement, bridges and structures, environmental and social impact
assessment, economic and financial analysis and documentation.
1500: Social Analysis
The social analysis study will be carried out by the consultants to find out the direct/indirect
benefit from the project.
2000: Traffic Studies
2100: Review of Past Traffic Data
The Consultant will review all the data collected from secondary sources during reconnaissance
survey. Traffic volume counts (7 consecutive days; 24 hour) for the last few years conducted
by the state PWD or any other agency, on the project road will be collected and will be
compiled in a tabular form.
2200: Classified Traffic Volume Count
The Consultant will carry out 7-days (both directions) classified traffic volume surveys on
homogeneous sections of the project road. The traffic volume data will be collected for every
hour. The methodology for traffic surveys is as per the existing practices in the country and as
per the IRC standards. The vehicle classification of IRC will be adopted for the traffic volume
surveys. The training will be given to the enumerators for volume count survey.
A copy of the proforma in which traffic data will be collected is enclosed. Stanleys senior
personnel will closely supervise the traffic survey.
The data from traffic volume surveys will be analysed for the following:
Average Daily Traffic Volume (ADT);

Traffic composition;
Hourly variation of traffic volume; and,
Daily variation of traffic volume.
The Annual Average Daily Traffic (AADT) volume will be worked out on the basis of ADT
derived from the consultants surveys and the seasonal traffic variation factors estimated from
the available historical traffic volume data/ annual petrol and diesel sell and also existing
practices for the same in vogue in the project area.
2300: Origin-Destination Survey
The OD Surveys will be carried out on or near project road. Survey will be carried out for an
appreciable sample size to establish the potential divertible traffic on the project road.
Key professionals with sufficient number of sub-key professionals will supervise the OD survey.
Several sub professionals and sufficient number of enumerators will be posted at the survey
location and police help will be sought during survey. The proforma in which the survey data
will be collected is enclosed.

2400: Axle Load Survey
The Axle load survey will be carried out on the project road in both directions on random
sample basis normally for trucks (both empty and loaded trucks) for one normal days (24 hrs.).
The vehicle damage factor will be calculated based on axle load survey and accordingly the
number of equivalent standard axles will be arrived at.
The location of the axle load survey will be near the volume count stations. The data will be
collected as per proforma attached. The axle load survey will be preceded by calibration of
pads. Appreciable sample sizes of vehicles will be surveyed.
2500: Turning Movement Survey
The peak hour traffic will be assessed from the volume count. Turning movement survey on
major road crossing will be carried out to determine peak hour traffic, in terms of direction of
traffic and vehicle category-wise. Sufficient numbers of enumerators at each corner of the
junction will be deployed at each location. Proforma that will be used for turning movement
survey is enclosed.
2600: Speed-Delay Surveys
The consultant will carry out appropriate field studies such as moving car survey to determine
running speed and journey speed. The data will be further analysed to identify sections with
typical traffic flow problems and congestion. The suitable measures will be taken accordingly.
2700: Pedestrian/Animal Cross Traffic Count
Pedestrian/animal cross traffic count survey was carried out at suitable locations of the project
road near junctions as well as at the middle of the road between two junctions.
2800: Truck Terminal Surveys
The data derived from O-D, speed delay , other surveys and also supplementary surveys will be
analysed to assess the requirements and location of Truck Terminal.
2900: Traffic Demand Estimates
The traffic demand estimates for the passenger as well as freight will be made by the
consultants keeping in view the past and existing traffic levels, operational characteristics,
divertible traffic from other road forecasts made for similar roads. Data on population and
economic performance, and forecasts made for similar roads in the country will be used for
assessing the future growth rate. The growth rates will also be compared with the trends
observed in historical traffic volume data for the last few years. The projections from annual
vehicle productions in India will also be kept in view while analysing and determining the
growth rates of traffic.
Traffic projections will be carried out using the growth rates derived above. The projections will
be done vehicle type-wise. The projected volumes will be incorporated/utilised to obtain the
total cumulative number of standard axles expected over 20 years period.

3000: Engineering Surveys/Investigations
3100: Bypasses/ Realignment Finalization
The information and inferences derived from the desk study (Task 1200) was supplemented
and augmented by primary data collection from field studies carried out by the Consultants.
The data and information collected during field reconnaissance covered the following aspects:
Terrain;
Land-use;
Water Bodies
Ecologically sensitive areas;
Places of importance; and
Congested areas.
Based on a preliminary study of the available data, maps (topographic, geology) and images
supplemented by the general impression derived from the visits along the Project Road
tentative alignment for bypasses / realignment will be marked on map and it will be cross
checked at site by site engineer for its technical feasibility and any other site specific problem.
The final alignment options for bypasses/realignment will be presented to client for their
observations.
3200: Topographic Survey
3210: Longitudinal and Cross Sections
The scope of topographical survey for this stretch of road encompasses creation of digital
terrain model (DTM) using most modern methods. The main objective of the survey is to
acquire terrain data for creation of accurate model required for preliminary design of the road
including production of cross sections, longitudinal sections and other relevant designs.
Survey for all details in the corridor will be carried out using Total Station so as to get X, Y, Z
co-ordinates of all details falling in the corridor of survey. The detailed field survey essentially
includes the following:
i. Surveys for the existing road, berms, ditches and right of way pillars, KM stones,
hecto-meter stones and all other relevant features will be connected with the
existing road
ii. Details of all physical features along the alignment will be collected. These will
include buildings, structures, monuments, burial grounds, cremation grounds, place
of worship, railway lines, streams, rivers, canals, sewers, gas/oil pipe crossings, trees
with girth greater than 0.3 m, plantation, services such as electric and telephone
lines (overhead and underground), poles, etc.
iii. Normally the surveys will extend to 22.5 m from the existing centre line so as to
have a minimum of 22.5 m beyond either side of the central line of the proposed
carriageway or land boundary whichever is more. The limit side will cover the
widening scheme on either side.
iv. Where existing roads/railways cross alignments, the survey extend to a minimum of
100 m on either side of the road centre line and of sufficient width to allow
improvements, including at grade intersection to be designed.
Information collected during survey will be shown on strip plans so that the proposed
improvements can be appreciated and with the land acquisition schedules, utility removals of
each type can be assessed and suitable action can be initiated.

Topographical surveys for longitudinal and cross sections conform to the following: -
i. Longitudinal section level along final centre line at every 50/100 m interval and at the
locations of curve points, small streams, intersections and at the locations of change in
elevation will be taken.
ii. Cross sections at every 50/100 m interval in full extent of survey covering sufficient
number of spot levels on existing carriageway for profile correction course and
adjacent ground for widening purposes and earth work calculations.
iii. Longitudinal sections for cross roads for lengths adequate for design and quantity
estimation purposes.
iv. Longitudinal and cross sections for major and minor streams as per recommendations
contained in IRC Special Publication No. 13 (Guidelines for the Design of Small Bridges
and Culverts) and IRC: 5 (Standard Specifications and Code of Practice for Road
Bridges, Section I General Features of Design)
Topographical surveys for additional areas around bridge sites and road intersection points will
be carried out so as to enable proper designing of bridges and junctions.
The above data will be available in the digital format (X, Y, Z and feature code) on compact
disk. All information of the right of way (ROW) and land acquisition plan will also be collected
so as to enable proper preparation of strip plan and designing of the road alignment.
The surveyed alignment will be transferred on to the ground as under
Reference pillar and Bench Mark / Reference pillar of size 15cm x 15cm x 45cm shall
be cast in RCC of grade M 15 with a nail fixed in the centre of the top surface. The
reference pillar will be embedded in concrete upto a depth of 30cm with CC M 10 (5
cm wide all around). The balance 15 cm above ground will be painted yellow. The
spacing will be 250m apart in bypasses/ realignment, incase Bench Mark Pillar
coincides with reference pillar, only one of the two need to be provided.
Establishing Bench Marks at site connected to GTS Bench marks at an interval of 250m
in bypasses /realignment on Bench mark pillar made of RCC as mentioned above with
RL and BM No marked on it with red paint.
3220: Details of Utility services & Other Physical Features
While continuing the topographic survey and also with the road inventory survey, details of all
important utility services and other physical features will be collected along the project road.
The utility services include water mains, sewer, gas/oil pipelines and crossings, trees,
plantations, electric and telephone lines (overhead and underground), poles, optical fibre
cables (OFC) etc. which may require shifting at the time of execution.
The information collected during field surveys will be shown on a strip plan so that the
proposed improvements can be appreciated and the extent of land acquisition with L.A.
schedule utility removals of each type can be assessed and suitable action can be initiated.
3300: Road and Pavement Investigations
3310: Road Inventory
The Consultant will carry out detailed field studies in respect of road inventory. The surveys
were carried out by visual observations supplemented with simple measurement. Detailed road
inventory surveys will be carried out to collect details of all existing road and pavement
features along existing road sections including the following
o Terrain
o Land-use
o Carriageway and Shoulder details
o Embankment and/or cut
o Land width
o Road intersection details
o Existing utility services
o Locations of water bodies, retaining walls, culverts, bridges and other structures at
every occurrence
The data will be collected in sufficient detail and will be compiled and presented in tabular as
well as graphical form. It will be stored in computer using utility packages as EXCEL.
3320: Pavement Investigation
The consultant will make trial pits to ascertain pavement composition. The test pit interval will
be at major changes of pavement condition or 2 km whichever is less. Test pits will be on left
and right edges of pavement, alternatively. For each test pit, following shall be recorded
Test pit reference

Pavement composition
Sub grade type
The Consultant will carry out pavement investigations. These surveys will be carried out by
visual observations supplemented with simple measurements for assessing the pavement
conditions. The following pavement damage data (as a percentage of paved carriageway area)
will be collected:
Cracking
Raveling
Pothole
Patch Works
The pavement investigations will also involve pavement structural strength surveys using
Benkelman beam deflection technique on the existing road where overlay on existing road is
anticipated.
3330: Subgrade Characteristics & Strength
Based on the data derived from condition and structural strength surveys, project road sections
will be divided in to homogeneous sections with respect to pavement condition and strength.
The soil sample will be tested corresponding to each homogeneous section. The testing will
include
In-situ density and moisture content

Field CBR using DCP
Grain size and Atterberg limits
Laboratory moisture-density characteristics
Laboratory CBR
For problematic soils, the testing shall be more rigorous. The characteristics with regard to
permeability and consolidation will also be determined for these soils.

3400: Investigations for Bridges/Structure
3410: Inventory and Condition Survey for Bridges, Culverts and Structures
Detailed investigation of bridge, culverts and other cross drainage structures will be carried
out mainly by visual means, with the use of standard tools, such as tapes, folding rules,
chipping hammers and binoculars. Wherever further examinations are needed, special tools
such as Schmidt hammers, crack measurement gauges etc. for the relevant non-destructive
tests would be used. All the existing bridges and culverts are already catering for the present
day traffic and loading and hence load tests may not be needed as could be judged from
preliminary reconnaissance survey. However, wherever the defects/damages are extensive,
detailed review tests and examinations as warranted would be taken up.
The condition surveys of all the culverts and other cross drainage structures will also be carried
out.
Relevant proforma for the above condition surveys for all the major and minor bridges, and
culverts separately along with location wise schedules are appended. The above proformae for
the bridges and culverts adequately cater for the recording of the locations and the extents of
the defects/damages, along with the remedial measures suggested by the official inspecting
the structures. Necessary sketches to clarify the details of the defects/damages, i.e., the types
and their extents etc will be furnished, wherever needed.
3420: Hydrological Investigations
Hydrological investigations will be carried out for those structures, whose waterways are found
to be inadequate from local inquiry and records of pasts flooding patterns and drainage
patterns. The task will be preceded by desk study of available data on topography
(topographic maps), storm duration, rainfall statistics, top soil characteristics, vegetative cover
etc. so as to assess the catchment areas for all proposed drainage provisions. The findings of
the desk study will be further supplemented and augmented by a reconnaissance along the
area. All important hydrological features will be noted during this field reconnaissance.
The information on high flood level (HFL), low water levels (LWL) will be collected from past
records, local inquiries and visible signs, if any, on the banks of streams and structures
existing. Local inquiries will also be made with regard to the sections getting water
logged/flooded during heavy rains.
The existing bridges will be checked for the adequacy of their waterway and the proposed
bridge will be provided for accordingly. Wherever they are inadequate, the hydrological studies
will be made to bring out the pertinent data required for design covering the following
parameters:
Catchment area;
Rainfall;
Run-off duration and intensity relationship
Catchment run-off characteristics; and
Channel slopes and discharge characteristics.
The hydrological studies will be performed using widely accepted procedures. For culvert and
bridge locations where the stream channels are established, the discharge will be computed
using the standard procedure adopting the Area Velocity method. For other locations where
the stream channels are not well defined, the flow will be estimated using widely used
empirical methods.

3430: Geo-technical Investigations
Detailed Geotechnical and sub-surface investigations conforming to the established standards

and as deemed necessary, will be carried out as per the TOR for the flyover, subways,
proposed bridge, and high embankment locations. The sub-soil investigations shall be carried
out for finalizing the span arrangements and designing the foundations for bridges/flyovers.
The data of particular importance for the design of structures include:
Soil profile;
Soil parameters;
Foundation strata;
Safe bearing capacity; and,
Rock strata
The strength of soil layers will be evaluated in the field using SPT tests. The laboratory testing
of soil samples will normally include:
Soil characterisation (grain size distribution and Atterberg Limits);

Moisture content, natural density and chemical tests;
Shear strength parameters; and,
Consolidation parameters.
The parameters for design will be selected after careful consideration of the engineering
strength values and geological information. Sub-soil investigations will be done as per IRC 78-
2000. For proposing fill materials behind the abutments requisite tests will be done.
The scheme for boring locations and depth of boring will be prepared by the Consultant and
submitted to the IIDC for approval and will be finalized in consultation with IIDC.
3500: Material Investigations
The Consultants shall identify sources (including use of fly-ash/slag) of quarry sites and borrow
areas. Test pits will be dug at 0.5m to 1m depth in the borrow areas from where the
embankment material is to be obtained. The borrow areas adjacent to the right of way and off-
road locations will be explored. Sufficient samples will be taken to get strength results for soils
demarcated on the basis of expected similar performance. The tests will include Gradation
Test, Atterberg Limits, Swell Index, deleterious constituents and density-moisture relationship.
Laboratory CBR (4 days soaked) at OMC and modified AASHTO density (IS 2720-Part 8) will
also be determined for use of material in sub grade.
Gravel quarries will be investigated and tested in laboratory to establish their suitability as sub
grade/ sub base material. The test will include:
Grain size and Atterberg limits

Density moisture content relationship (modified AASHTO)
4 days soaked CBR (modified AASHTO compaction).
The investigation for hard stones will comprise qualitative and quantitative assessment of
potential quarries and determination of their suitability for use in:
graded crushed stone base and sub-base

bituminous base and wearing courses; and,
concrete works.
The potential sources of hard stone samples for ascertaining their suitability in road
construction and concrete works will include:

specific gravity;
water absorption;
Los Angeles Abrasion Value (LAV)/Aggregate impact value (AIV);
Bitumen affinity and stripping value;
Chemical tests (total soluble salts, chloride content, sulphate content, alkali-silica
reaction); and,
Sodium sulphate soundness.
Potential sources of sand will be identified. The testing for sand samples in the laboratory will
include.
Grain size analysis;

Sand equivalent; and,
Chemical tests (sulphate and chloride)
For each of the borrow pits, quarry and source identified, the Consultants will determine:
Location and extent;

Material type;
Overburden type and depth;
Depth of weathered mantle; and,
Quantity available
Each potential borrow area and source will be assigned a unique code number for easy
reference. The material investigation aspect will include preparation and testing of bituminous
and concrete mixes using suitable materials.
4000: Preliminary Engineering Design
4100: Design Standard
Geometric Design Standards
Geometric design is the process whereby the layout of the road in a terrain is designed to meet
the needs of the road user. The Principle elements of this process are the selection of suitable
design speed, horizontal and vertical alignments and road and shoulder widths. The geometric
design standards provide the link between the cost of building the road and the costs to the
road users. Usually, the higher the geometric standard, the higher the constructions cost and
lower the vehicle operating costs and road accident costs.
The design standards to be adopted for the study will be evolved on the basis of a study of the
existing standards and practices in the country keeping in view the standards recommended by
IRC & MoRTH.
Pavement Design Standards
The design standards for pavements will be evolved on the basis of recommendations currently
in practice in the country and also those contained in IRC standards and other international
practices. A comparison of different design methods will be presented and recommendations
will be made on the design method to be adopted.
Bridge Design Standards
The design standards for pavements will be evolved on the basis of recommendations
concerning loading and material strength characteristics contained in the current bridge design
practices in the country and those contained in IRC Standards. Typical references generally
used in Bridge Design are;
IRC-5-1998 Standard Specifications & Code of Practice for Road Bridges,

Section-I, General Features of Design.
Section-II, Loads and stresses.
IRC-18-2000 Design Criteria for Pre-stressed Concrete Road bridges (Post
Tensioned Concrete) (Third Revision).
IRC-21-2000 Standard Specifications & Code of Practice for Road Bridges, Section-
III, Cement Concrete (Plain and Reinforced) (Third Revision).

Section-VII, Foundation and sub-structure.
IRC-83-1999 Standard Specifications & Code of practice for Road Bridges,
Section-IX, Bearings, part-I; Metallic Bearings.
IRC:83-1987 (part-II) Standard Specifications and Code of Practice for Road
Bridges, (Part-II) Section IX - Bearings, Part II : Elastomeric Bearings.
BS 5400-Part 9 Design of bearings (for design of pot bearings)
Reinforced Concrete Engineers handbook by Reynolds.
4200: Geometric Design; Pavement Design & Embankment Design
The design of horizontal and vertical elements will be carried out as per the design standards
evolved under task 4100 taking into consideration, the specific site conditions, aesthetics and
economics. Major aspects which are relevant in respect of the geometric design of highway
include:
Smooth curves will be provided and the sharp curves will be avoided.
For small deflection angles, the length of curves will be sufficiently long so as to avoid
the appearance of kink;
An abrupt reversal of alignment will be kept to a minimum; and,
Proper co-ordination between the horizontal alignment and vertical profile will be
aimed at and achieved.
A liberal approach will be adopted for geometric design. The basic philosophy is that the
geometric and cross-sectional elements are so designed that future geometric improvements
are possible and the construction works do not cause much inconvenience to traffic flows
during the implementation phase.
The pavement design for the road will be done on the basis of cumulative number of standard
axles and the CBR of the sub-grade. The composition of pavement will be recommended
keeping in view the construction and maintenance costs. For pavement overlays, the
deflection criteria will be considered.
The Consultant will carry out detailed analysis and design for all embankments of height
greater than 6m based on relevant IRC publications. Embankment design should provide for
maximum utilization of locally available materials consistent with economy. Use of fly ash
wherever available within economical leads will be considered.
4300: Preliminary Design of Bridges and Structures; Drainage System
According to the conceptual design of various improvement proposals, the consultant will
identify the tentative structural arrangement of bridges, flyover, ROB etc. for the project road
section. The Consultant will also prepare General Arrangement Drawing (GAD) supplemented
by preliminary design of structures. The structure will be designed taking into account
Widening / reconstruction of existing structure in accordance with IRC: 5 and IRC Manual. The
design will be done considering following
use of modern construction technologies, such as precasting, composite constructions etc,

adequate diversion facility during construction,
minimal maintenance costs,
topographical and geotechnical characteristics of the embankments,
aesthetic requirement, and
cost considerations
Consideration will be given as far as possible to the possibilities of standardisation of structures

and adoption of the construction methods to the practices in India, in accordance with
acceptable international practice.
General arrangement drawings will be prepared and shall be suitable for preliminary quantity
estimates. The consultant will carry out the structural design for the Bridges, flyovers other
structures as will be required including design of foundations, geometric features and typical
sections. The Preliminary engineering design will include the following:
general plans and layout

Preliminary design of Structures.
GAD will be prepared and shall be suitable for estimating and bidding purpose.
The Bill of Quantities will allow the tenderers to properly price the works with prices for each
type of formwork, concrete, prestressing units, reinforcing steel etc.
The General Arrangement Drawings (GAD) would be prepared and the same would be done in
accordance with design standards under Task 4100, the relevant IRC and Bureau of Indian
Standards Codes:
Geometry;
Structural design of Bridges components;
The following types of loading will generally be considered while evolving GADs
Dead load;
Superimposed dead loads;
Live loads with impacts
Wind loads and seismic effects;
Temperature forces;
Water current forces if any; and
Earth pressures
The design of longitudinal and sub-surface drainage will be based on:
Site conditions;
Topographical information including longitudinal profile characteristics;
Location of cross-drainage;
Soil type; and
Pavement composition
The basic philosophy for design will be to provide the road-side drains of adequate size, shape
and type (unlined, stone pitching, concrete lined) so as to drain road surface run-off most
efficiently. Safety considerations will also be given due attention in the design.
The classification system for all structures will be evolved based on current practices.
Adequacy and condition of existing structures will be examined on hydrological, hydraulic and
visual considerations and standard designs will be evolved for different groups of spans for
extension and reconstruction provisions. The provision of proposed pipe and other culverts will
be based on these standard designs. The design details for Culverts will also include invert
levels, type and dimensions of head wall and wing wall, slope protection and bed protection
works.
4400: Traffic Safety
Suitable designs will be furnished for traffic safety features and road furniture including traffic
signals in urban areas, signs, markings, overhead sign boards, crash barriers, delineators,
fencing in selected stretches etc. Generally, IRC guidelines and MORT&H Specifications will be
followed.
4500: Arboriculture and Landscaping/Parking Areas/Miscellaneous Works
Roadside arboriculture and landscaping of the central verge will be provided in a planned
manner. Planting of appropriate type species of shrubs and bushes in such a manner so as to
avoid the glare of headlights of vehicles travelling from the opposite direction will be
suggested. The type of plantation will be specified. Landscaping of any surplus land on the
sides of the highway will be suggested so as to provide good colourful aesthetics. The existing
trees/plants will be retained to the extent possible. Also, proper land use and landscaping will
be suggested at the grade-separated interchanges to avoid any un-authorised or undesirable
development. The consultant will select suitable sites for parking areas and rest areas.
4600: Toll Plaza
Consultants will identify the possible toll plaza locations deriving from the traffic studies and
availability of land. It will be finalized in consultation with client.
4700: Environmental & Social Impact Assessment
4710: Environmental Impact Assessment
The Consultants will carry out detailed screening and make environmental impact assessment
report, such as short and long term, direct and indirect, and positive and negative in respect of
different parameters such as physical (air, water etc.), Natural (vegetation, wetlands,
conservation area); social (land use, noise, topography etc.)
The objective of the study will be ascertain in the existing baseline conditions and assess the
effects as a result of construction of the Highway. While assessing impact, the consultant will
study available Acts, legislation and Rules with a view to ensuring compliance with various
requirements. Local people will be consulted on various issues. The feasibility cum preliminary
stage will include:
a detailed screening to identify the environmental hot spots along the project corridors,
carry out an EA to prepare a detailed environmental management framework, and
determine the level of environmental analysis required to be carried out by the
successful bidder who is expected to carry out a detailed EA as part of Detailed
Engineering or DPRs
The Environmental Assessment exercise will be supported by secondary and primary

information collection and in consultation with stakeholder consultation. In this regard, the
consultant will:
Determine the potential impacts due to the Sub-Project through identification, analysis
and evaluation on sensitive areas (natural habitats; sites of historic, cultural and
conservation importance), urban settlements and villages/agricultural areas or any
other identified environmental attributes. These should be classified as significant
positive and negative impacts, direct and indirect impacts, immediate and long-term
impacts, and unavoidable or irreversible impacts
Prepare detailed frameworks for monetization of the identified impacts to arrive at

estimates of environmental (management) costs to feed into the Techno-Economic
feasibility assessment and appraisal of individual projects.
Standard and Special Conditions of Contract, specification of works for environmental

management and protection shall be specified.
Define the Concessionaires environmental management capacity to be maintained as

part of agreement
4720: Social Impact Assessment
A baseline socio-economic study will be conducted for the families that may be affected by the
displacement and rehabilitation process. Government of India/ Government of Jharkhand
procedures and norms shall be followed to satisfactorily rehabilitate the affected families and
entrepreneurs.
4800: Estimation of Quantities & Project Cost
Based on the designs and drawings, bill of quantities will be prepared by the consultants as
under:
Detailed and general items;
site clearance and earthworks;
sub-base, base and surfacing courses;
drains, culverts and protection works;
bridges and culverts;
road furniture;
ancillary works; and
miscellaneous items of works
The format for bill of quantities will be as adopted by the consultants for similar type of
National Highway projects in India.
Cost estimates for entire project (civil package wise) will be prepared. The quarry charts form
part of the cost estimates. The unit rate of all items of work will be prepared as realistically as
possible, taking into account the expected leads for earthwork and other structural materials as
obtained from soil and material investigations. The prices of materials like cement, steel,
bitumen etc. and labour will be based on market rates. Consistent with the high qualitative
standard of the facility, the consultants will consider mechanised construction methods for the
analysis of unit rates. Rate analysis for various items for roads & bridge works will be worked
out based on the co-efficient for labour, material, machinery etc., as adopted in the Updated
Standard Data Book for Analysis of Rates.
With the unit costs derived as explained above and the quantities developed by detailed
engineering design activity, the project base costs will be worked out.
After discussion with client, suitable allowances for physical and price contingencies will be
made to produce final engineering estimates for the contract package.

4900: Viability and Financing Options
4910: Economic Analysis
The economic analysis will be carried out taking into consideration the detailed project costs.
The relevant project costs and benefits will be worked out in financial terms i.e. under
prevailing market prices. These will then be converted into economic cost and benefits using
the guidelines of project appraisal division, Planning Commission, IRC:SP-30 and relevant
circulars and letters of MORT&H. The economic cost will be derived from financial costs using
appropriate conversion factors. The conversion factors will be arrived at after evaluating the
tax and duty elements, social opportunity cost of labour etc. Based on these cost and benefit
streams, Economic Internal Rate of Return (EIRR) and Net Present Value (NPV) will be worked
out for the project using relevant widely accepted Computer Aided Package like HDM IV.
Analysis horizon will cover a period upto 20 years. Detailed economic appraisal will entail
estimation of:
Capital and maintenance (Recurrent and Periodic) costs;

Costs, if any, due to property severance effect or for any other reason; and
Benefits due to reduction in Vehicle Operating Cost (VOC), travel time and accidents.
Sensitivity analysis will also be carried out to ascertain the project viability under varying cost
and benefit scenarios. Three different scenarios will be considered for variation in costs and
benefits for the most likely traffic demand scenario.
Case I Base costs and Base Benefits

Case II Base Costs plus 15% and Base Benefits
Case III Base Costs and Base Benefits minus 15%
Case IV Base Costs plus 15% and Base Benefits minus 15%
4920: Financial Analysis
It is envisaged that project stretch will be implemented either on BOT basis or Annuity;
therefore, the Consultant will study the financial viability of the project under a commercial
format and under different user fee scenarios and funding options. The Consultants will submit
and finalise in consultation with client the format for the analysis and the primary parameters
and scenarios that should be taken into account while carrying out the commercial analysis.
The Financial analysis for the project will cover financial internal rate of return, projected
income statements, balance sheets and fund flow statements and will bring out all relevant
assumptions. The sensitivity analysis will be carried out for a number of probabilistic scenarios.
The financial analysis will cover identification, assessment and mitigating measures for all risks
associated with the project.
The Consultant will suggest positive ways of enhancing the project viability and furnish
different financial models for implementing on BOT/Annuity format.
The Consultant will give clear cut recommendation to take up the Civil Work for the stretch
under consideration either on BOT or Annuity.

3.6 Project Deliverables
Inception Report
The Inception Report contains following major aspects:
Project appreciation;
Detailed methodology to meet the requirements of the TOR finalized in consutation
with the IIDC officers;
Quantity Assurance Plan;
Task Assignment and Work programme;
Proforma for data collection;
Design standards and proposed cross-section;
Alignment proposals; and
Proposals for widening to 4 lane standards.
Feasibility Report
The Feasibility study of project will be conducted in accordance with accepted Inception Report
and report will contain following major aspect:
Executive Summary;
Methodology adopted for feasibility study;
Traffic data and Analysis;
Inventory & Condition survey report for Roads, Bridges & CD works;
Pavement & Materials investigation Report;
Proposed cross section types for road & structures, design standards & specifications;
Project description & improvement proposals including possible alternative
alignments/bypasses and technical / engineering alternatives;
Socioeconomic profile of the project areas;
Environmental screening and preliminary environmental assessment;
Initial social assessment and preliminary land acquisition/resettlement plan;
Cost estimates;
Economic and financial analysis;
Overview of project financing and cost recovery mechanisms;
Conclusions and recommendations.
The Final Feasibility report will be submitted within 15 days of receipt of
comments/observations on draft Feasibility report from client.
Preliminary Design Report
Volume I Preliminary Design Report
a. Executive Summary
b. Project Description
c. Summary of EIA/IEE and action
d. Updated Cost Estimates
e. Updated economic and Financial Analysis
f. Suggested methods of Procurement and Packaging
g. Conclusions and Recommendations
Volume II Design Report
a. Road and Bridge Inventory

b. Summary of Survey and Investigations Data
c. Proposed Design basis, Standards and Specifications

d. Proposed Pavement design and Preliminary Bridge designs
Volume III Drawings
a. Location Map
b. Layout Plans & Profile for bypasses, realignments etc.
c. Typical Cross-sections showing Pavement details
d. Drawings for Cross-drainage and other Structures
e. Road Junctions designs
f. Land acquisition Plans
Volume IV Environmental Impact Assessment or Initial Environmental Examination and

Environmental Management Plan in compliance with state Policy
Volume V Resettlement Plan and Resettlement Action Plan
The draft report in 5 copies and 10 copies of final report will be submitted after incorporating all
comment /observation received from client.
Technical Schedules to the Concession Agreement (Schedules A to D)
Preparation of BOT / Annuity bid documents.
Complete set of procurement documents including but not limited to:

I. Letter of Invitation,
II. Request for Qualification (RFQ)
III. Project Information Memorandum (PIM)
IV. Request for Proposal (RFP) including
a. Instruction to Bidder,
b. Conditions of contract,
c. Technical specifications,
d. Bill of Quantities
V. Draft Concession Agreement
Assistance in preparation and submission of application for VGF funding
Assistance in pre-bid meetings and bidding process on technical issues
Post concession award queries on technical issues.

Feasibility cum Preliminary Design Report for Development of Hirak Road from
CHAPTER 4
PROJECT TEAM & TASK ASSIGNMENT
4.1 Professional and Team Management
The consultancy services for this project would be carried out by well co-ordinated and
cohesive groups of engineers with specialization and expertise in various disciplines of project
preparation, Feasibility Analysis, Highway engineering, quantity surveying, contract
engineering, CAD, materials engineering, Quality management, The Consultants have long
experience in successful completion of similar type of works. The main considerations are:
The key professionals identified for the project are well acquainted with the
professional standards, quality assurance procedures and style of working in detailed
engineering design and have very good co-ordination within the team.
The key professionals identified for the project have high academic qualifications and
are fully abreast of the latest technical advancement in their respective professional
fields.
The key professionals are having proper experiences of successfully completing similar
assignments in similar areas and conditions in the past.
The key professionals are able to relate and establish technical communications with
one another and have suitable personal qualities to listen to views impartially.
The major expertise area of each Team would include the following:
Sl. No. Position
1 Sr. Highway Engineer cum Team Leader
2 Highway Engineer cum Deputy Team Leader
3 Bridge Engineer
4 Traffic Engineer cum Safety Expert
5 Pavement cum Material Engineer
6 PPP Legal/ Contract Expert
7 Social Development Specialist
8 PPP Financial Expert/ BOT Expert
9 Environmental Management Specialist

4.2 The Project Team: The basic project team is tabulated below:
Sl.
Name Position Tasks Assignment
No
1 Banibrata Mondal Sr. Highway Study and review of all available reports and
Engineer Cum information about the project road.
Team Leader Finalization of methodology in consultation with
the clients
Preparation of Quality Assurance Plan (QAP)
covering all field, design and documentation
activities and implementation of the same.
Scheduling of all field, design and
documentation activities.
Finalization of data formats and requirements
for field studies and investigation.
Participating in all aspects of professional tasks
for the Project Road.
Adherence to the TOR and time schedule.
Supervise collection and compilation of data and
development of databank for road inventory
and condition surveys,
Evolve Design standards and parameters for the
project.
Supervise preparation of Preliminary design for
geometric improvements; structural / hydraulic
investigation, bridges and cross drainage
structures road side facilities.
Liaise and co-ordinate project activities with the
clients.
Time schedule and management of multi
disciplinary consultants team resources.
Prepare technical specifications, estimation of
bills of quantities and costs.
Preparation of Feasibility cum Preliminary
design reports including financial and economic
analysis and tender documents.
2 Vishwanath Jagid Highway Study and review of all available reports and
Engineer Cum information about the project road.
Deputy Team Finalization of methodology in consultation with
Leader the clients
Preparation of Quality Assurance Plan (QAP)
covering all field, design and documentation
activities and implementation of the same.
Finalization of data formats and requirements
for field studies and investigation.
Participating in all aspects of professional tasks
for the Project Road.
Adherence to the TOR and time schedule.
Supervise collection and compilation of data and
development of databank for road inventory
and condition surveys,
Evolve Design standards and parameters for the
project.
Supervise preparation of Preliminary design for
geometric improvements; structural / hydraulic
Sl.
No
investigation, bridges and cross drainage
structures road side facilities.
Liaise and co-ordinate project activities with the
clients.
Time schedule and management of multi-
disciplinary consultants team resources.
Prepare technical specifications, estimation of
bills of quantities and costs.
Assist Team leader in preparation of project
report
3 Siddhartha Bridge Engineer Preparation of Quality Assurance Plan (QAP)
Chatterjee Review of available Data and Documents
Engineering Surveys and Investigations related
to structures
Reconnaissance and Alignment
Review of Topographic Surveys
Investigations for Bridges and Structure
Review of material Investigations
Analysis of hydraulic survey data
Identification and finalisation of bridge
structures type and spanning
Design Standards
Preliminary Design of Bridges and Structures
Drainage System
Estimation of Quantities and Project Costs
Assist Team leader in preparation of project
report
4 S Rajesh Sharma Traffic cum Study and review of available data and
Safety Expert documents.
Preparation of QAP and implementation of the
same for traffic studies.
Finalisation of data formats and requirements
for detailed traffic surveys.
Conduct traffic studies as per requirement
Collection, compilation of traffic survey data.
Identification of requirements of underpasses,
flyovers, interchanges, major and minor
intersections, etc. along the project alignment
Design of safety features, road furniture and
road markings.
Design of traffic circulation plan
Identification of possible toll plaza locations
Prepare documents on Toll Policy
Design of roadside features like rest areas, bus
bays, etc.
Preparation of reports, documents and drawings
for traffic engineering related features.
Assisting Team Leader in preparation of project
report.
5 Arindam Nandi Pavement Study and review of available data and
Specialist documents.
Quality Assurance Plan (QAP)

Sl.
No
Finalisation of data formats and requirements
for engineering surveys and field studies for
road pavement investigations and sub-grade
characteristics and strength.
Collection, compilation and development of data
bank for pavement condition and sub-surface
investigation surveys
Identify sources of suitable materials for works
including embankment fill, aggregate, sand,
quarry spall, borrow material, cement, bitumen
steel and water in sufficient quantity and quality
to meet the project requirement.
Supervise soil investigation and materials
testing for their suitability in use for the project
road.
Pavement design Flexible and Rigid
Preparation of technical specifications.
Estimation of bills of quantities and costs.
Assist Team Leader in preparation of
engineering design report, drawings, and tender
documents.
6 Mrs. Kirti Sharma PPP Legal/ Preparation of Bid Contract
Contract Expert Assist in bid evaluation
report.
6 Madhusudan Resettlement and Social Analysis
Hanumappa Rehabilitation Social Assessment
Specialist Reporting requirements of RAP
Land Acquisition Report
7 Utpal Deka PPP Financial Social Analysis

Expert/ BOT Toll Plaza
Expert Viability and Financing Options
report.
8 Anil Panda Environmental Study of EI studies and mitigation works.
Expert Supplement conduction of field and EI studies
for collection of environmental related data.
Update environmental management plan.
report.
4.3 Support Professionals:
In addition, there are hard core professionals for support on aspects like Traffic, pavement,
bridge, testing and design etc., the support professional are mainly provided to assist the key
professional in various aspects of project preparation. The support professionals would be
utilised to organise /conduct various field surveys and investigations, analysis of data and
preparation of design drawing and reports.

CHAPTER 5
WORK PROGRAM
5.1 Work Program
The activity wise detailed work programme with deliverables in line with scope of work has
been developed and presented in Figure 5.1.
The consultants have made a critical assessment of field team to carry out the field
activities effectively to complete the fieldwork within the reasonable time to complete the
design work which is dependent on the field activities within the scheduled time period.
Accordingly teams of several disciplines will be mobilised to the project site to carry out
the various engineering activities.

Feasibility cum Preliminary Design Report for Development of Hirak Road from Patratu to
Rajbhitta on NH-2 in the state of Jharkhand
FIG 5.1: WORK PROGRAM
Month- Wise Plan

Task No Description
1 2 3 4 5 6
1000 Initiation of Work and Data Collection
1100 Standards and Code of Practice
1200 Desk Study and Mobilisation
1300 Collection/review of Data & Documents
1310 Detailed Field Reconnaissance
1320 Collection of Secondary Data
1400 Quality Assurance Plan
1500 Social Analysis
2000 Traffic Studies
2100 Review Past Traffic Data
2200 Classified Traffic Volume Count
Origin Destination and Commodity Movement
2300
Survey
2400 Axle Load Survey
2500 Turning Movement Survey
2600 Spped-Delay Survey
2700 Predestrian/Animal Cross Traffic Count
2800 Truck Terminal Survey
2900 Traffic Demand Estimates
3000 Engineering Surveys & Investigations
3100 Bypasses/Realignment Finalization
3200 Topographic Surveys
3210 Longitudinal and Cross Sections
Details of Utility Services and Other Physical
3220
Features
3300 Road and Pavement Investigations
3310 Road Inventory
3320 Pavement Investigations
3330 Subgrade Characteristics and Strength
3400 Investigations for Bridges/Structures
Inventory and Condition survey for Bridges,
3410
Culverts and Structures
3420 Hydraulic and Hydrological Investigation
3430 Geo-technical Investigations, sub-soil exploration
3500 Material Investigations
4000 Preliminary Engineering Design
4100 Design Standards
Geometric Design; Pavement Design &
4200
Embankment Design
4300 Design of Bridges and Structures; Drainage Design
4400 Trafic Safety
Arboriculture and landscaping/Parking areas/
4500
Miscelleneous Works
4600 Toll Plaza
4700 Environment and Social Impact assessment
4710 Environment Impact Assessment
4720 Social Impact Assessment
4800 Estimation of Quantities and Project Costs
4900 Viability and Financing options
4910 Economic Analayis
4920 Financial Analysis
Reports and Documents
QAP and Inception Report
Draft Feasibility Study Report
Final Feasibility Study Report
Revision Level : R0 May 2013 Page 2 of 2

CHAPTER 6
DESIGN STANDARDS AND SPECIFICATIONS
6.1 General
The various design elements and factors, which govern the functioning of any highway, can be
broadly grouped under the following:
Cross-sectional layout;
Bypasses;
Geometric Design, Alignment and Profile;
Pavement;
Drainage;
Bridges and viaducts;
Interchanges and intersections;
Traffic control and safety measures;
Wayside facilities;
Aesthetics;
Socio environmental design and mitigation;
Land-use and access control;
Service and side roads;
Pedestrian facilities.
The basic design philosophy is based on the consideration of providing suitable alignment,
cross-sectional layout, geometric, safety and access control to cater to the fast and
uninterrupted movement of through traffic.
The consultants have designed in the past several national highway projects in India, which
have been taken up for widening. A review of those projects in respect of design standards is
considered useful in formulating the standards for the present project.
6.2 Geometric Design Standards
The up-gradation of existing intermediate/ two lane to Four-Lane divided carriageway will be
based on MANUAL OF SPECIFICATIONS AND STANDARDS for Four-Laning of Highways
through Public Private Partnership (IRC: SP: 84-2009).
The up-gradation of existing intermediate/ two lane to Two lane with paved shoulder will be
based on MANUAL OF STANDARDS AND SPECIFICATIONS for Two-Laning of State Highways
on B.O.T. Basis (IRC:SP:73-2007), published by IRC. Further, the latest version of the codes,
standards, specifications etc., notified/published shall be considered applicable.
The IRC has its own recommendation about the geometric design standards for the design of
highway to the 2/4 lane with paved shoulder standard in plain/rolling terrain. The design
standards presented here are derived from the relevant Indian roads Congress codes with
internationally adopted criteria for economy and safety.
6.3 Terrain
The following terrain classification has been adopted for the project road.
Table 6.1: Terrain Classification

Terrain % Cross-slope
Plain 0 to 10
Rolling Greater than 10 to 25
The majority of project road traverses through plain terrain except some locations in Ghat
section.
6.4 Design Speed
The ruling design speed is the guiding criteria for correlating features such as sight distance,
curvature and super elevation upon which the safe operation of the vehicle depends. Minimum
design speed, however, be adopted in sections where site conditions do not permit adoption of
ruling design speed. The design speeds for plain/rolling terrain have been proposed as under:
Table 6.2: Design Speed (Km/h)

Plain / Rolling Terrain
Ruling Minimum
100 80
For plain terrain the corresponding ruling and minimum speeds are 100 and 80 km/hr.
respectively.
6.5 Cross-Sectional Elements
Right of Way (ROW)
The recommended Right of Way (ROW) required for National and State highways standard roads
in open area in normal condition for plain and rolling terrain are 45m as per IRC 73. The ROW is
required to be suitably increased to accommodate, junctions, interchanges, rest areas, toll plazas
etc., if any. However, where the existing right of way is less than 45m, efforts have to be made
to avoid acquisition of land and to accommodate the proposed highway within the available land.
The existing ROW details of project highway will be reviewed but as per site condition some
encroachment are observed at some locations.
Accordingly, widening/realignment are proposed for the project road for construction of double
lane with paved shoulder carriageway configuration or four lane divided carriageway.
Traffic Lanes, Carriageway Width & Shoulders (Cross Section)
The highway is proposed to be upgraded to two/four lane divided carriageway. The Consultants
have studied various alternatives provided/proposed in similar projects and other design
standards and are of the opinion that the minimum effective roadway width for the project road
derived and recommended is as under:
Proposed Cross-sectional Widths for project road is as two lane with paved shoulder
Table 6.3: Design Standards of Cross-sectional elements (2 Lane)

Normal Sections
Carriageway 7.0 m
Paved Shoulder 2 x 1.5m = 3.0m
Earthen Shoulder 2 x 1.0m = 2.0m
At Bridge Locations
Carriageway width 11 m
Crash barrier 2 x 0.5 = 1.0 m
Camber/Cross Slope
Main Carriageway/Paved Shoulder 2.5 %
Earthen Shoulder 3.0 %

The roads in straights (i.e. without super-elevation) will be provided with a crown at the middle
and surface on either side sloping towards the edge. The crossfall of shoulder was chosen at 0.5
per cent steeper than the slope of the pavement subject to a minimum of 3 per cent.
Proposed Cross-sectional Widths for project road is as Four lane divided Carriageway
Table 6.4: Design Standards of Cross-sectional elements (Four Lane)

Raised Median width 4.5m
Normal Sections
Carriageway 2 x 7.0 m
Kerb Shyness 2 x0.25m
Paved Shoulder 2 x 1.5m
Earthen Shoulder 2 x 2.0m
At Bridge Locations
Carriageway width 2 x 11m
Crash barrier 4 x 0.5m
Camber/Cross Slope
Main Carriageway/Paved Shoulder 2.5 %
Earthen Shoulder 3.0 %
The crossfall of shoulder was chosen at 0.5 per cent steeper than the slope of the pavement
subject to a minimum of 3 per cent. The typical cross sections for 4 lane and 2 lane divided
carriageway has been presented in Figure 6.1 & 6.2.
6.6 Horizontal Alignment
General
While designing the horizontal alignment, the following principles will be followed.
Alignment should be fluent and blend well with the surrounding topography
Curves should be designed to have largest practical radius but in no case less than
minimum value corresponding to minimum design speed
Sudden change in alignment, for example, sharp curve at the end of long tangent
section should be avoided
Long tangent sections exceeding 3 km in length shall be avoided as far as possible.
A curvilinear alignment with long curves is better from the point of safety and
aesthetics
The curves shall be sufficiently long, and have suitable transitions to provide
pleasing appearance
Reverse curves may be needed in difficult terrain. Sufficient length between two
curves shall be provided for introduction of requisite transition curves and required
superelevation
The curves in the same direction separated by a short tangent known as broken
back curve shall be avoided
Sharp curves shall not be provided in high embankment section
Horizontal alignment should be coordinated carefully with the vertical alignment.
Design Consideration
Horizontal alignment comprises three major elements: tangent section, circular curve and
transition curve. A balanced control on the above elements is required to provide safe and
continuous flow of vehicles under general traffic conditions. The design parameters governing the
curve elements are given in Table 6.5.

Figure 6.1: Typical Cross section for 4 lane divided carriageway

Figure 6.2: Typical Cross section for 2 lane with paved shoulder

Table 6.5: Design Parameters for Horizontal Curve

Design Elements Plain / Rolling Terrain
Design Speed, km/h
100 80
Radius of Horizontal curve (m)
Minimum 360 230
No transition curve 2000 1200
Max. super elevation (e) 7% 7%
Super-elevation (e) is calculated by the formula:
e = V2 / (225R)
where,
V = design speed in km/h
R = radius of horizontal curve in m.
Maximum super-elevation, however, has been restricted to a value of 0.10. A maximum side
friction factor of 0.15 has been taken into account.
Transition curves in the form of spiral between the tangent section and circular curve element are
designed to satisfy the requirements of allowable rate of change in experiencing centrifugal
acceleration by the user and attaining super-elevation on carriageway for the circular curve.
Minimum lengths of transition curve proposed for different speeds and radii are given in Table
6.6.
Table 6.6: Minimum Lengths of Transition Curve for Different Speeds and Radii
Curve Radius Transition Length (m) for Design
(R) Speed
in (m) 100 kmph 80 kmph
200 NA
240 90
300 NA 75
360 130 60
400 115 55
500 95 45
600 80 35
700 70 35
800 60 30
900 55 30
1000 50 30
1200 40 NR
1500 35
1800 30
2000 NR
Note: NA = Not Applicable; NR = Not Required
Minimum curve length would be 150m for a deflection angle of 5 degrees and this would be
increased by 30 metres for each one-degree of decrease. No curve is required for deflection angle
of less than one degree.

Sight Distances
Three types of sight distance are relevant in so far as the design of summit vertical curves or
visibility at the horizontal curves are concerned; stopping sight distance, intermediate sight
distance and overtaking sight distance. On two lane roads, overtaking sight distance is the
absolute minimum from safety angle and must be ensured regardless of any other considerations.
Where this is not feasible, intermediate sight distance, which affords reasonable opportunities for
overtaking, should be adopted as the next best alternative. In no case however should the
visibility corresponding to less than the safe stopping distance which is the basic minimum for any
road.
Design values for these sight distance and the criteria for their measurement are given in Table
6.7.
Table 6.7: Design Values of Sight Distances for Various Speeds

Speed Design values - metres
(km/h) Overtaking Sight Intermediate Sight Stopping Sight
Distance Distance Distance
80 470 240 120
100 640 360 180
Table 6.7: Criteria for Measuring Sight Distance

Sight Distance Driver Eye Height Height of Object
Overtaking sight distance 1.2m 1.2m
Intermediate sight distance 1.2m 1.2m
Stopping sight distance 1.2m 0.15m
Widening at Curves
At sharp horizontal curves, it is necessary to widen the carriageway to facilitate safe passage as
given below:
Radius of Curve (m) 101 to 300 Above 300

Extra Width (m) For two lanes 0.6 Nil
6.7 Vertical Alignment
Standard considerations of designing the vertical alignment with smoothness in longitudinal

profile, infrequent change of grades, avoidance of short valley curve in an otherwise continuous
profile, avoidance of broken back grade lines, carrying the decks of small structures following the
same profile as the flanking road section, and co-ordination with horizontal alignment, will be
followed.
6.7.1 Gradient
There are two major elements in vertical geometry of an alignment i.e. longitudinal gradient and
vertical curve. The following gradients for plain / rolling terrain conditions are given in Table 6.8.
Table 6.8: Gradients for plain/rolling Terrains

Classification of Gradient Gradients for Plain/Rolling Terrain
Ruling gradient 3.3% (1 in 30)
Limiting gradient 5.0% (1 in 20)
Exceptional gradient 6.7% (1 in 15)

In general, ruling gradient would be adopted for the design. However in special situations such
as isolated overbridges in flat country or roads carrying a large volume of slow moving traffic, it
will be desirable to adopt a flatter gradient of 2 per cent from the angle of aesthetics, traffic
operations and safety.
The limiting gradients would be adopted where topography compels or where the adoption of
gentler gradients would add enormously to the cost.
Desirable minimum gradients for drainage purposes should be 0.5 per cent if the side drains are
lined and 1 per cent if the drains are unlined.
6.7.2 Vertical Curves
Vertical Curves are introduced for smooth transition at grade changes keeping in mind the
availability the minimum sight distance. Minimum curve and change in grade for vertical curves
are given below.
Design Speed Max grade change Min curve length

(km/h) (%) not requiring a (m)
vertical curve (m)
80 0.6 50
100 0.5 60
6.8 Lateral and Vertical Clearances
Lateral and vertical clearances for the roads at the locations of underpass and overpasses are
proposed as per Indian Roads Congress Standards IRC: 54-1974, IRC: 73-1980 and IRC: 5-1998.
The recommended lateral and vertical clearances for the project are given below:
Road Category Lateral Clearance (m) Vertical

Normal Exceptional Clearance (m)
National/ State Highways 2.5 2.0 5.5
Major/Other District Roads 2.0 1.5 5.5
Village Roads 1.5 1.0 3.5
Non-vehicular crossings 1.0 0.5 3.5
Where horizontal and summit vertical curves overlap, the design would provide for the required
sight distance both in vertical directions along the pavement and in horizontal direction on the
inside of the curve.
6.9 Design Service Volume
6.9.1 General
The prevailing roadway and traffic conditions that influence the traffic flow in a particular
segment would include the geometric features, lane width, lateral clearances on edges of
carriageway, percentage composition of various traffic category and driver characteristics.
Restricted lane width and lateral clearance influence the traffic flow, as the vehicles would be
forced to travel closer and shy away from the roadside objects resulting in reduced speed. The
horizontal and vertical profiles of the highway would be designed adequately to meet the design
speed requirements. Therefore, it is proposed to follow the capacity norms recommended in the
IRC publication 64-1990-Guide lines for capacity of Roads in Rural Areas.

6.9.2 Design Service Volume for 2 Lane & 4 Lane Carriageway
The road will be designed for LOS (level of Service) B with a recommended design service volume
for plain/rolling terrain. The capacity figures relate to peak hour traffic in the range of 8-10%.
Design Service Volume

Terrain Lane Description
in PCU/day
Without paved shoulder 15000
2 lane
With paved shoulder 17250
Plain/Rolling
Without paved shoulder 35000
4 lane
With paved shoulder 40000
6.10 Side Slope
Side slope of embankment and cutting for the roadway formation has been based on the safety
of travel, soil type, stability of slope and economy of construction. The embankment side slope
has been kept as 2 Horizontal : 1 Vertical.
For the excavation / cutting the soil is classified into three broad categories and accordingly cut
slopes are proposed as given below:
a) Ordinary Soil
This comprises organic soil, clay, sand, moorum and stiff clay which can be excavated manually
by pick axes and/ or shovels or with dozers / excavators with normal efforts. This can be cut to
side slopes of 2:1 (H:V). Soil mixed with boulders is also assumed to come under this category.
b) Ordinary /Soft Rock
This comprises soft varieties of rocks such as lime stone, sand stone, lateriite, conglomerate or
other disintegrated rocks, which can be excavated by crow bars and/ or pick axes without
blasting or with casual blasting. This can be cut to side slope of :1 to 1/8 : 1 (H:V).
c) Hard Rock
This covers any hard rock, excavation of which involves intensive drilling, and blasting. This can
stand vertical or even overhanging cut depending on the type /mass and dip of rock. Normally
the cut may vary from 90o 100o to horizontal.
6.11 Pavement Design
The general design procedure is to be based on the prevalent practices in the country and
abroad. The pavement is designed in accordance with IRC: 37 -2012 Guidelines for the Design
of Flexible Pavement. The design of pavement was checked using semi-mechanistic approach
recommended in Guide for Design of Pavement Structure, American Association of State
Highway and Transportation Officials (AASHTO), 1993.
6.11.1 Material Characteristics
The pavement is proposed to have granular base and sub-bases with thick asphalt surfacing
courses. To determine the strength characteristics, preliminary material investigation and
analyses of laboratory test results would be done during the feasibility cum preliminary design
stage. For other materials like bitumen, cement, etc. standard values would be assumed.

6.11.2 Design Traffic
The traffic along the various sections of the project road would be based on the traffic studies
surveys under the present study. The design traffic would be estimated in terms of equivalent
8.16 t standard axles expected on the design lane.
6.11.3 Structural Design
Pavement structure would be based on the sub-grade strength, material characteristics and the
design traffic. The pavement thickness requirement is worked out as per the following methods:
IRC 37: 2012

IRC 81: 1997
6.12 Design of Structures
6.12.1 Design Standards and Codes of Practices
The Design Standards and the codes of practices to be followed are generally based on the
requirements laid down in the latest editions of IRC/IS codes of practices & standard
specifications, and guidelines of MOSRT&H. Additional technical references would be used
wherever there is no relevant provisions mentioned in IRC/IS codes.
Following IRC codes are proposed to be used in the design
IRC:5-1998 Standard Specifications & Code of Practice for Road Bridges, Section I -
General Features of Design (Seventh Revision)
IRC:6-2010 Standard Specifications & Code of Practice for Road Bridges, Section II -
Loads and Stresses (Fifth Revision)
IRC:18-2000 Design Criteria for Pre-stressed Concrete Road Bridges (Post-Tensioned
Concrete) (Third Revision)
IRC:21-2000 Standard Specifications and Code of Practice for Road Bridges, Section
III - Cement Concrete (Plain and Reinforced (Third Revision)
IRC:22-1986 Standard Specifications and Code of Practice for Road Bridges, Section VI
- Composite Construction- (First Revision)
IRC:24-2001 Standard Specifications and Code of Practice for Road Bridges, Section V
- Steel Road Bridges- (Second Revision)
IRC:45-1972 Recommendations for Estimating the Resistance of Soil Below the
Maximum Scour Level in the Design of Well Foundations of Bridges.
IRC:78-2000 Standard Specifications and code of Practice for Road Bridges, Section
VII-Foundations & Substructure (Second Revision)
IRC:83-1999 (part-I) Standard Specifications and Code of Practice for Road Bridges, Section IX
- Bearings, Part I : Metallic Bearings (First Revision)
IRC:83-1987 (part-II) Standard Specifications and Code of Practice for Road Bridges, (Part-II)
Section IX - Bearings, Part II : Elastomeric Bearings.
IRC:83-2002 (part-III) Standard Specifications and Code of Practice for Road Bridges, (Part-II)
Section IX - Bearings, Part III : POT, POT cum PTFE, PIN & METALLIC
GUIDED BEARINGS
IRC:89-1997 Guidelines for Design & Construction of River Training & Control Works
for Road Bridges (First Revision)
IRC:SP:13-2004 Guidelines for the Design of Small Bridges and Culverts (First Revision)
IRC:SP:73-2007 Manual for 2 Laning on PPP mode
IRC:SP:84-2009 Manual for 4 Laning on PPP mode

MOSRT&H Specifications for Road and Bridge Works published by Ministry of

Shipping Road Transport & Highways, Government of India (Fourth
Revision)
Besides the above, following IS codes are also proposed to be used in the design
IS 2911(Part 1/Sec2) Code of Practice for Design & Construction of Pile Foundation Bored
Cast-in-situ piles.
IS 2911(Part 4) - 1985 Code of Practice for Design & Construction of Pile Foundation Load
Test on Piles.
IS 6403: 1981 Code of Practice for Determination of Breaking Capacity of shallow
foundations (First Revision).
IS: 456-2000 Code of Practice for Plain and Reinforced Concrete-based essentially on
CP-110.
IS: 1893-1984 Criteria for Earthquake Resistant Design of structures
IS: 13920-1993 Ductile Detailing of Reinforced Concrete Structures subjected to Seismic

Forces.
IS: 14268-1995 Uncoated Stress Relived Low relaxation Seven-ply Strands for
Prestressed Concrete.
IS: 2062-1999 Steel for General Structural Purpose-Specification
For items not covered in the above specifications, provisions of following standards will be
followed in the given order of priority:
a) Relevant provisions of BS codes of practices

b) Relevant provisions of AASHTO codes of practices
c) Sound Engineering Practice, Technical Literatures/Papers & provision of relevant codes of
other nations.
6.12.2 Types of structures & Cross section
Depending upon the overall length (between inner faces of dirt walls), following types of probable
structures shall be there in the project road:
a. Major Bridge: (Length more than 60m)

b. Minor Bridge: (Length more than 6m but less than 60m)
c. ROB in lieu of Existing Railway Level crossing
d. RUB below Existing Railway Line
e. Grade Separators of major cross Road
f. Underpass(Vehicular & Pedestrian/Cattle)
g. Culvert(Length less than 6m)
Existing bridges in good condition shall be retained or widened its present width.
Overall width of new two lane bridges shall be 12.0 m with 11.0 m carriageway.
Overall width of new four lane divided bridges shall be 12.0m width on each side with keeping
carriageway width of 11.0m.
The typical sketches as per IRC requirement of the New Bridges Cross section recommended for
Project road are presented in Figure 6.3. The foot path is not proposed at bridges because most
of locations are in rural area. The footpath will be proposed if its location is close to habitation.

Figure 6.3: Typical Cross section for Structures

6.12.3 Hydrology
Refer Hydrology report for detailed calculation & justification of linear waterway. The exact
number and vent size of cross drainage structures shall be finalized depending upon the design
discharge. Design discharge shall be determined from the following methods:
a) Empirical formula
b) Area-Velocity method
c) Rational method by catchment area
The stretches where defined streams does not exists on the topographical sheets, the surface
run-off will be estimated taking the residual catchment area after separating out the stretches,
which have well defined streams and hence well-defined catchments.
Following flood return period shall be considered for different structures:
a) 25 years for culverts

b) 50 years for bridges up to 30m length
c) 100 years for bridges having greater than 30m length
6.12.4 Material Properties
6.12.4.1 Concrete
Depending upon the condition of exposure for a particular structure, the minimum grades
of concrete and the corresponding maximum water cement ratio, minimum cement content
etc. are given in the table below (as per Table-5 of IRC:21-2000)
For Moderate condition of Exposure:

For Major Bridges/PSC Bridges/Bridges built with innovative Design or Construction
Structural Min Grade of Min Cement Max Water

Member Concrete Content (kg/cum) cement ratio
PCC Members M25 360 0.45
RCC Members M30 380 0.45
PSC Members M35 400 0.40
For Bridges other than in above table/Culverts/Other incidental construction

For Severe condition of Exposure:

For Major Bridges/PSC Bridges/Bridges built with innovative Design or Construction

PSC Members M40 400 0.40

For Bridges other than in above table /Culverts/Other incidental construction

Coefficient of Thermal expansion
Coefficient of thermal expansion = 12.0 x 10-6/oC as per IRC: 6 2010

Poissons Ratio 0.15
Modulus of Elasticity as per Table 9 of IRC: 21-2000
6.12.4.2 Reinforcement
Reinforcement to be used shall be any of the following grades:
Grade Designation Fe 240 conforming to IS:432 Part 1 (Mild Steel) OR

TMT Bars Grade Designation Fe 500 conforming to IS 1786 (Deformed Bar)
The uniform elongation of the reinforcement bar shall be not less than 14.5% to ensure
adequate ductility under seismic loads.
Youngs Modulus of Elasticity for reinforcement bars shall be taken as 200 GPa.
Bars only of following diameters shall be used: 8, 10, 12, 16, 20, 25, 32 & 36mm
6.12.4.3 Pre-stressing Steel
Pre-stressing steel of the following grades is proposed to be used:
Type of Strands: Uncoated stress relieved low relaxation 7 ply steel

strands of Class II with nominal diameter 12.7mm
conforming to IS 14268: 1995
Nominal Area: 98.7 mm2
Breaking Strength: 183.7 KN

Modulus of Elasticity of Steel: 1.95 x 105 Mpa
Relaxation Loss at 1000 hours As per Table 4A of IRC: 18-2000
Pre-stressing system 12T13 OR 19T13 type of cables are proposed to be used
6.12.4.4 Structural Steel
Structural steel to be used shall be Fe 410W B conforming to IS 2062-1999.
6.12.4.5 Bearings
Project corridor passes through seismic zone-III, Elastomer bearings shall be adopted for
structures of small to medium span range. Tentatively beyond 20m span range, i.e for medium to
large span range, it is proposed to adopt a combination of Free/Fix POT cum PTFE bearings,
Guided bearings and Pin bearings.

6.12.4.6 Expansion Joints
For box type minor bridges, filler type expansion joints are proposed for a movement upto 20mm.
For other minor bridges & in case of Major bridges with longer spans, larger movement is
expected. Expansion joints shall be of strip seal type conforming to IRC-SP: 69-2011. A
movement upto 80mm shall be permitted for a single strip seal joint. Modular joints shall be used
for movement in excess of 80mm.
6.12.4.7 Permissible Stresses in Concrete & Steel Reinforcement
The permissible stresses in reinforced concrete and steel reinforcements shall conform to Table 9
& 10 of IRC-21:2000 respectively. For pre-stress concrete members, Clause 7 & 8 of IRC-18:2000
shall be referred.
6.12.5 Loads & Load Combinations
6.12.5.1 Dead Loads
Following Unit weights will be assumed in the design in conformity with IRC: 6-2000
a) Reinforced Concrete 2.4 t/m3

b) Pre-stressed Concrete 2.5 t/m3
c) Plain Concrete 2.2 t/m3
d) Structural Steel 7.8 t/m3
e) Wearing Coat 2.2 t/m3
6.12.5.2 Superimposed Dead Loads
a) Wearing Coat in Carriageway
Wearing coat in carriageway shall comprise of 40mm bituminous concrete overlaid with 25mm
thick bitumen mastic layer. For the purpose of design however, a thickness of 90mm shall be
considered for the wearing coat, to cater for the provisions of future overlay.
b) Crash Barriers
450mm wide RCC crash barrier is proposed at the outer edges of the bridge. The dimension of
the proposed crash barrier is as per Fig. 4A of IRC: 5-1998.
b) Utility Services
Utility Services, if any, shall be taken on the structures and suitable load thereof shall be
considered in design.
.
6.12.5.3 Live Loads
For the 11m wide carriageway, 3 lanes of live load shall be considered for the design purpose as
per Table-2 of IRC: 6-2010. One lane of Class 70R with one lane of Class A or three lanes of Class
A whichever produces critical results shall be considered in design.
6.12.5.4 Loads for design of Crash barriers
The crash barriers are proposed to be of Low Containment type P2 as per clause 206.6 of IRC: 6
2010. The minimum design requirements, as spelt out in Table 3 of IRC: 6-2010 shall be
followed.

6.12.5.5 Longitudinal forces due to Bearing Friction
The coefficient of friction for the free bearings will be taken as 0.05. Under seismic load
combination however, the friction in free bearing is neglected and the entire lateral load due to
braking / seismic is transferred to the fixed bearing.
6.12.5.6 Horizontal Forces due to Water Currents
The water current forces will be taken as per clause 210 of IRC: 6-2010.
6.12.6 Environmental Effects
6.12.6.1 Exposure Condition
The condition of exposure for the bridges is considered as Moderate for the purpose of design.
6.12.6.2 Seismic Loading
The design of bridges for seismic loads shall be based on provisions of Clause 219 of IRC: 6-
2010. The project corridor traverses through seismic zone III. Vertical seismic force need not
to be considered. Seismic arrester blocks are also not required. Seismic force need not be
considered in design for the bridges satisfying both the following condition.
a) Individual spans are less than 15m

b) Total Bridge length is less than 60m i.e. Minor Bridge
6.12.6.3 Wind Loading
Forces due to wind will be determined in accordance with clause 209 of IRC: 6-2010. The basic
speed shall be obtained from Table4 & Fig 6 of IRC: 6.
6.12.6.4 Temperature Loads
a) The bridge superstructure components i.e. Bearings & Expansion joints will be designed for
a temperature variation of +/- 10oC plus the mean of highest maximum temperature and
the lowest minimum temperature, considering extreme climate.
b) The superstructure will also be designed for effects of distribution of temperature difference
across the deck depth as per clause 215.3 & Fig 10(a) of IRC:6-2010. The value of modulus
of Elasticity for concrete, E c will be taken as Ei/2.
6.12.7 Maintenance Considerations
Considering the importance of the bridges it is proposed to adopt following guidelines in design
and technical specifications with a view to provide durable and economic structure.
Minimum cover of 40mm for all components of superstructure and a clear cover of
50mm for substructure. For foundations, a clear cover of 75mm is proposed.
Proper detailing of reinforcement to ensure thorough compaction
Protection of HTS cable during storage and handling.
Suitable provision for inspection and maintenance.
Proper grouting of cable ducts after stressing of cables
Suitable provisions for introduction of external future pre-stressing in case of distress.
Provision for Dummy cables in the duct.

CHAPTER 7
PRELIMINARY FINDINGS AND ISSUES
7.1 General
This chapter primarily deals with the findings and issues during desk studies of project map,
images, project related past data and also the reconnaissance survey carried out on the project
road. These are the issues which need client attention and corresponding approval before
Consultant proceeds for field Survey and Investigation.
7.2 Location
The Project road planned from Patratu passing through Gidhi Washery, Naya More (NH 33),
Lalpania, Gomia, Bokaro, Fusro, Chandrapura, Muraidih in the districts of Ramgarh, Bokaro and
Dhanbad and ends at Rajganj / Rajbhitta on NH 2. The project influence area is adorned with the
richest deposits of coal in world.
7.3 Project Proposal
The project influence area is dominated by the coal mineral reserves due to this both side of road
have either mining areas, coal washing area, deep ditches from where coal has been extracted or
mine related activity.
The project road runs very close and parallel to existing rail line and at some location railway
ROW is after the project road i.e. project road is passing from railway boundary. The project road
also runs parallel to rail lines on one side with deep ditches or stream on other side at some
locations.
The truck traffic movement is predominant on project road. These are originating from mine area
with the raw material and terminating to either washing area or railway sliding and come back.
The traffic pattern depends on mine and railway sliding locations. The other pattern will be
connectivity between major towns (Ranchi, Phusro, Bokaro and Dhanbad).
The project road section may be developed as 4 lane divided carriageway which has good future
traffic potential and rest section may be developed as two lane with paved shoulder. The road
network with project highway is presented in Figure 7.1.
7.4 Start and End Point of the Project
7.4.1 Start Point
The start point of the project road is planned after crossing the Patratu village.
The SH-2 which connects Ranchi to Ramgarh has been upgraded as 4 lane divided carriageway.
The road takes off from SH-2 leading to Patratu town and project road starts after crossing the
town. It is recommended to provide the connectivity of project road with SH-2 for better road
network connectivity. The consultant has presented these options based on desk study in Figure
7.2 which will be further vetted during feasibility study.
7.4.2 End Point
The end point of the project is at Rajganj/Rajbhitta i.e. the meeting point of NH 2.
It is observed the meeting point project highway at NH-2 is heavily built up location. The
improvement of junction at this location will require major resettlement for safe and smooth

movement of traffic. The consultant has explored options of developing junction on NH-2 towards
Dhanbad based on desk study which will be further vetted during feasibility study.
7.5 NayaMore Junction at NH-33
The NH-33 has a two lane vehicular underpass for Hirak road traffic. The up-gradation of two
lane Hirak road to 4 lane divided carriageway requires one two lane additional underpass/flyover
on NH-33. The detailed option will be reviewed at Feasibility stage.
7.6 Bypass option at Chainpur
The existing road geometry is very poor with two time railway crossing within a distance of about
500-600m at chainpur village. The up-gradation of road will raise major resettlement issues.
The one side of road has big railway setup and hence bypass option will be explored on other
side of existing road and presented in Figure 7.3.
7.7 Realignment near Jageshar
The existing road cross crosses same railway line two time within a distance of about one km.
Hence realignment option will be feasible to avoid the railway line crossing.
7.8 Bypass option at Gumia
The existing road geometry is very poor with both side dense habitations all along existing road
at Gumia village. The new bypass of about 4 km length will be proposed at this location.
7.9 Bypass option at Phusro
The existing road geometry is very poor with both side dense habitations all along existing road
at Phusro village. The new bypass options will be explored at Feasibility stage.
7.10 Bypass option at Chandrapura
The existing road has both side dense habitations with right angle junctions. The up- gradation of
existing road is not feasible due to dense habitation on both side of road. The existing bypass will
be extended and connected to project road.
7.11 RUB and Railway level Crossing near Katras Jn.
The project highway near Katras Junction has railway level crossing and after crossing that within
a distance of about 550m a two lane RUB exists whose vertical clearance is not adequate as per
IRC. The trucks are moving by almost toughing the barrier which is placed before RUB. There are
two options either realign this area or plan a new ROB over this railway line. The feasibility of
this will be explored during feasibility stage.

Figure 7.1: Project Highway with major Road Network

Figure 7.2: Start Point Options for Project Highway

Figure 7.3: Chainpur Bypass Options

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Preparation of Feasibility-cum-Preliminary Design Report for development of

Telo Katras MDR-48Sharmik

Ulatu Palu -2Sondimra

Pithouria MDR-101 Barlanga

Sarwada Gamharia 538 nti Baram

Stanley Consultants Inc.

Chapter Description Page No

Chapter 1 Introduction 1-5

Chapter 2 Project Appreciation 1-10

Chapter 3 Detailed Methodology 1-19

Chapter 4 Task Assignment and Manning Schedule 1-4

Chapter 5 Work Programme 1-2

Chapter 6 Design Standards 1-16

Chapter 7 Preliminary Findings and Issues 1-5

Revision Level: R0 May 2013 Page 1 of 1

1.2 The Project

Revision Level: R0 May 2013 Page 1 of 5

1.3 Objective and Scope of Work

The Scope of Services comprises:

a) As far as possible, the widening/improvement work to 2 lane/ 4 lane divided

v Identification of possible improvements in existing alignment and bypassing congested

Revision Level: R0 May 2013 Page 3 of 5

A matrix of scheduled activities linked to land acquisition procedures to indicate

1.4 Status of the Study

1.4.1 Mobilisation of Key Professionals

Mrs Kirti Sharma PPP Legal/ Contract Expert

1.5 Inception Report

This inception report is being submitted with the following chapters:

Chapter 2 : Project Appreciation

Revision Level: R0 May 2013 Page 4 of 5

1.2 Project Section

1.4 Carriageway & Shoulder

Revision Level: R0 May 2013 Page 1 of 10

1.5 Land Use

1.6 Horizontal Alignment

The horizontal alignment of the existing is

The circular curves and the transition curves

Built-up area at Gomia Built-up area at km Chandrapura

Revision Level: R0 May 2013 Page 2 of 10

1.8 Vertical Alignment

1.9 Bypasses/ Realignment

1.10 Forest Area

Revision Level: R0 May 2013 Page 3 of 10

1.11 Submergence Area

1.12 Rail Over Bridge (ROB) & RUB

ROB at Km 18+500 Railway Level Crossing at Km 27+900

Railway Level Crossing at Km 32+800 Railway Level Crossing at Km 33+600

Revision Level: R0 May 2013 Page 4 of 10

ROB at Km 54+300 Railway Level Crossing at Km 77+100

RUB at Km 118+000 Railway Level Crossing at Km 129+050

Revision Level: R0 May 2013 Page 5 of 10

1.13 Major and Minor Intersections

NH-33 meeting at Km 21+000 Road to Tenughat thermal power at Km 47+500

Shanti More at Km 105+900 T-More at Km.110+500

1.14 Major Bridges

Revision Level: R0 May 2013 Page 6 of 10

Causeway at Km 61+400 Causeway at Km 70+300

Bridge River/Crossing Bridge Bridge Type

61+400 Hosir 140 40X3.5 RCC