MainReport PDF

Consultancy Services for Carrying out Feasibility Study, Preparation of
Detailed Project Report and providing pre-construction services in

respect of 2 laning of Pallel - Chandel Section of NH- 102C on
Engineering, Procurement and Construction mode in the state of
Manipur. (Package No. NHIDCL/DPR/SN-DMP-PC/Manipur/2016/390)
FINAL DETAILED PROJECT REPORT
STAGE: IV VOLUME – I : MAIN REPORT

National Highways & Infrastructure
Development Corporation Ltd.
PTI Building, 3rd Floor, 4, Parliament Street,
New Delhi-110001
C. E. Testing Company Pvt. Ltd.

124-A, NSC Bose Road, Kolkata -92
CET/4046/NHIDCL/NH-102C/FDPR Rev: R3 NOV, 2019

Table of Content
Chapter No. Name of the Chapter Page No.
Chapter-1 Executive Summary………………………………………………………………………………………………..

1-8
Chapter-2 Introduction………………………………………………………………………………………………..9 - 19
Chapter-3 Project Description…………………………………………………………………………………………………………

20 - 79
Chapter-4 Engineering surveys, Investigation and Analysis………………………………………………………………

80 - 98
Chapter-5 Social Analysis………………………………………………………………………………………………………………..

99 - 199
Chapter-6 Traffic Surveys and Analysis……………………………………………………………………………………………

200 - 233
Chapter-7 Indicative Design Standards ……………………………………………………………………………………………

234 - 249
Chapter-8 Cost Estimate………………………………………………………………………………………………………………..

250 - 253
Chapter-9 Environmental Aspects……………………………………………………………………………………………………

254 - 272
Chapter-10 Road Safety Audit……………………………………………………….……………...………………………

273 - 291
Chapter-11 Financial Analysis……………………………………….……………………………………………………………………

292 - 297
Chapter-12 Conclusions and Recommendations…………………………………………………………………………………

298
Consultancy Services for Carrying out Feasibility Study, Preparation of Detailed
Project Report and providing pre-construction services in respect of 2 laning of Final Detailed Project Report
Pallel-Chandel Section of NH- 102C on Engineering, Procurement and Construction Executive Summary
mode in the state of Manipur.
CHAPTER – 1
EXECUTIVE SUMMARY
1.1 Project Background
National Highways and Infrastructure Development Corporation (NHIDCL) is a fully owned company
of the Ministry of Road Transport & Highways (MoRT&H), Government of India. The company
promotes, surveys, establishes, design, build, operate, maintain and upgrade National Highways and
Strategic Roads including interconnecting roads in parts of the country which share international
boundaries with neighboring countries. The regional connectivity so enhanced would promote cross
border trade and commerce and help safeguard India’s international borders. This would lead to the
formation of a more integrated and economically consolidated South and South East Asia. In
addition, there would be overall economic benefits for the local population and help integrate the
peripheral areas with the mainstream in a more robust manner.
As a part of the above mentioned endeavor, National Highways & Infrastructure Development
Corporation Limited (NHIDCL) has been entrusted with the assignment of Consultancy Services
for Carrying out Feasibility Study, Preparation of Detailed Project Report and providing pre-
construction services in respect of 2 laning of Pallel - Chandel Section of NH-102C on Engineering,
Procurement and Construction mode in the state of Manipur.
National Highways & Infrastructure Development Corporation Ltd. is the employer and executing
agency for the consultancy services and the standards of output required from the appointed
consultants are of international level both in terms of quality and adherence to the agreed
time schedule.
National Highways & Infrastructure Development Corporation Limited (NHIDCL), MoRT&H, New
Delhi has appointed C.E. Testing Company Pvt. Ltd. (CETEST) as consultant to prepare the Detailed
Project Report for the above road stretches vide Letter of Acceptance No. NHIDCL/DPR/SN-DMP-
PC/MANIPUR/2016/Vol-ll/390 dated 26.10.2017.
The project road starts from Junction of Imphal(RHS)- Myanmar border(LHS) road near Pallel village
under Kakching district and ends at Chandel village near Chandel district hospital under Chandel
district. The existing length of the project road comes out as 18.297 km. The start co-ordinate of the
project is latitude 24027’1.77”N and longitude 9401’33.54”E. The End co-ordinate is latitude
24019’5.49”N and longitude 93059’3.74”E. The project road connects NH-102 at Pallel.
The project road lies in Kakching and Chandel district of Manipur. The project road passes through
plain/mountainous Terrain. This road stretch is passing through Pallel village, Thamlakhuren village,
Penaching village, Liwachangning village, Kapaam village, Old Wangparal village, Ziontlang village,
Chandanpokpi village, Khukthar village, Hebunglok village, Ringkhu village, Sektaikarong village,
Salemthar village, Lirungtabi village, Seljol village, Betuk village, Liwakhullen village, Mengkang
village, Liwasarei village, P. Ralringkhu village, Japhou village, Thotchanram village, Thangbang
Minou village, Sinadam village, Khadungyon village, Japhou bazaar, Abungnikhu village, Deeringkhu
village, Panchai village, Hnatham village, Chandel Khullen Village, Chandel Khubul village and ends
at Chandel Christian village.
Doc No: CET/4046/NHIDCL/NH-102C/FDPR Revision: R3 Nov, 2019 Page: 1

1.2 Objectives
The main objective of the Consultancy Service is to prepare the Detailed Project Report (DPR) for up
gradation of existing road to 2-lane configuration from Pallel to Chandel road Section of NH-102C in
the State of Manipur ensuring –
 Minimum Land acquisition

 Enhanced road safety
 Minimum adverse impact on environment
Project preparation activities mainly comprises of six stages in accordance with Terms of reference
(TOR)
 STAGE 1: Inception Report
 STAGE 2: Feasibility Report
 STAGE 3: LA & Clearances I Report
 STAGE 4: Detailed Project Report (DPR)
 STAGE 5: Technical Schedules
 STAGE 6: LA & Clearances II Report
1.3 Deficiencies and Issues

The following major deficiencies have been identified and addressed in terms of traffic operation,
safety, road conditions and maintenance. A few other issues which contribute to operational
deficiencies and safety concerns and which prevent the optimum utilization of the highway capacity
to a desirable level of service, e.g. driving discipline and compliance, traffic surveillance, corridor
security and management, level of regular road maintenance, maintenance and its road worthiness
etc. are beyond the scope of this study.
a) Operation
 No access control
 Fast Moving Vehicles conflicts with slow moving vehicles due to poor pavement condition
 Deficient road surface conditions (roughness)
 Deficiency in the geometry of existing road alignment
 Uncontrolled roadside developments and encroaching the area under ROW
 Cross-drainage structure require to be improved through reconstruction
b) Safety
 Shoulder drop-off at places
 Exposed roadside hazards, specially a protective part throughout the road stretch.
 Inadequate traffic signs
 Sharp Curves on the project road
c) Road
 Fair - Poor pavement condition and structurally inadequate
 Shoulder functionally and structurally inadequate

 Cross drainage - poor condition and inadequate

 Curve radii less than what is required for the ruling Design speed of 40 km / hr. in roads for
mountainous terrain
 Deficient and reverse curves in roads without transition length for safe
reversal of elevation.
1.4 Salient Features

This relates to the most suitable alignment for 2-laning of road sections and for optimum upgrading
of existing road based on field data and detail study involving traffic, geo-technical, topographic,
pavement and road condition and socio-economic aspects. Special attention has been given for
augmentation of capacity for intended level of service in design period. A few appropriate design
applications have been considered for operational efficiency and road safety.
Table 1.1: Salient Features of the Proposed Road

Sl.
Descriptions Existing Proposed
No.
1. Start of Project Junction of Imphal (RHS)-Myanmar border Junction of Imphal (RHS)-Myanmar border
Road (LHS) road (LHS) road
2. End of Project Chandel Village (near Chandel District Chandel Village (near Chandel District
Road Hospital) Hospital)
3. Length Existing Length = 18.297 Km Proposed Length =18.292 Km
4. Connectivity Connectivity with NH-102 at Pallel Connectivity with NH-102 at Pallel
5. Terrain Plain Terrain – (7.0 km) Plain and Mountainous Terrain (Same as
0+000 km to 3+750 km Existing)
10+000 km to 13+250 km
Mountainous Terrain – (11.297 km)
3+750 km to 10+000 km
13+250 km to 18+297 km
6. Alignment The horizontal alignment of the existing Horizontal curves including the sharp/ blind
road has many sub-standard sharp curves curves as well as zigzag ones has been
including reverse S-curves. The stretches improved to achieve required design speed
are given below:
and super elevation reversal for riding safety
Type of Sl. From To and comfort in conformation to MoRT&H
Curves No. (km) (km)
standards. Vertical alignment has been
1 4+600 4+800 designed within the limiting gradient of 5%
Sharp 2 5+700 5+900 in case of mountainous stretches.
Curves/ 3 6+000 6+200
Blind 4 6+700 7+000
Curves 5 7+800 8+000
6 10+300 10+500
Zigzag
1 12+500 12+950
Curves
In mountainous portion steep gradient is
found in several locations.
7. Design Speed Avg. 40-50Kmph in plain Terrain & 20-40 Plain Terrain
kmph in mountainous terrain. Design speed followed 80 kmph in general.
However, design speed has been restricted

Sl.
No.
to 40kmph to accommodate the 2 lane
proposal within existing right of way.
Mountainous Terrain
Design speed followed 40-60 kmph in
general.
However, speed has been restricted to
20kmph due to site constraints like hair pin
bend and to accommodate the 2 lane
proposal within existing right of way.
8. Cross-Section Carriageway width 7.0m in general except Rural Area
in the following locations (a)Roadway width > 7.5m
 Carriageway Width=7.0 m
Chainage  Earthen Shoulder Width=Varies equally
Carriageway on both side
From To Width(m) (b)Roadway width=7.5m
(km) (km)
 Carriage Way Width=7.0 m
15+000 15+250 7.5  Kerb Shyness =2 x 0.25 m
15+250 15+500 10.0 (Toe wall/Retaining wall on valley side and
15+500 16+000 13.0 breast wall hill side shall be provided as per
16+000 16+250 9.0 site condition)
17+900 18+297 4.5 (c)Roadway width > 7.5m
Earthen Shoulder/Gravel Shoulder:  Earthen Shoulder Width on valley side
0.50m – 1.5m =Varies
Total Formation width: 7.0m – 15.0 m (d)Roadway width = 8.75 m
 Earthen Shoulder =1 X 0.75 m
 Kerb Shyness =1 x 0.25 m
 Open Drain = 1 X 0.75 m
Built- up Area
(e)Roadway width = 9.0m
 Carriageway Width = 7.0 m
 Kerb Shyness = 2 x 0.25 m
 Drain(Open/Covered) = 2 x 0.75 m
(f)Roadway width=7.5m
 Perforated Drain below pavement = 2
x 0.75 m
(g)Roadway width=6.0 m
 Perforated Drain below pavement = 2
x 0.75 m

Sl.
No.
Built- up Area of Chandel Bazaar
(h)Roadway width=11.5 m
 Paved Shoulder Width =2 x 1.5m
 Cover Drain Width=2 x 0.75m
(i) Roadway width=13.5m
 Carriage Way Width = 7.0 m
 Paved Shoulder Width = 2 x 2.5 m
 Covered Drain Width = 2 x 0.75 m
9. CBR Varies from 4% to 16% (as per trial pit Design CBR adopted =10%
investigation)
10. Traffic Base year traffic (Year 2019) Projected traffic (Year 2042)
 Total Vehicle in Nos. = 1962 nos.  Total Vehicle in Nos. = 10352 nos.
 Total Vehicle in PCUs. = 1742 nos.  Total Vehicle in PCUs. = 9194 nos.
11. Traffic Growth -
7.5%
Rate
12. Pavement -
Flexible Pavement - 20 Years
Design Life
13. Design msa 1 MSA Calculated MSA = 3 MSA
Adopted MSA for Base and Sub-Base Layer=
20 MSA
Adopted MSA for Bituminous Course Layer=
5 MSA
14. Flexible Bituminous Surface = 40 – 80 mm Reconstruction Portion Overlay Portion
Pavement Stone Aggregate + Sand = 250 – 550 mm BC = 30 mm
Thickness Moorum +Clay = 200 – 300 mm BC = 30 mm
DBM = 50 mm
Total Pavement Thickness = 490 – 930 DBM = 50 mm
WMM = 250 mm
mm WMM = 125 mm
GSB= 200 mm
Total = 205 mm
Total = 530mm
15. Bridges Major Bridge = Nil Minor Bridge = 17 Nos.
Minor Bridge = 17 Nos.  Reconstruction = 2 Nos.(RCC T-Beam

 RCC Slab Bridge =12Nos. Bridge)
 Bailey bridge =1 No.  Retained with Repair = 12 Nos. (RCC Slab
 RCC T-Girder Bridge = 3 Nos. Bridge)
 Composite Bridge = 1 No.  Retained with Repair = 3 Nos. (RCC T-
Girder Bridge)
16. Culverts Total Culverts = 84 Nos. Total Culverts proposed = 84 Nos.
(All are slab culverts)  Reconstruction with box culvert = 46 Nos.
 Retained existing culvert=35 Nos.
 Removal of existing culvert=3 nos.
 Additional new Box culvert = 3 Nos.
17. Protection Breast Wall = 420m  Length of Breast Wall = 575 m
Work Retaining Wall = Nil  Length of Toe Wall = 4555 m
 Length of Retaining Wall = 875 m
18. Longitudinal Length of Earthen Drain = 6630 m Total Length of Lined Drain = 17290 m
Drains  Length of RCC Covered Drain = 6267 m
 Length of Perforated PCC Drain = 945 m
 Length of PCC Trapezoidal Open Drain =
Sl.
No.
9394 m
 Length of PCC Kerb Channel Drain = 684 m
19. Bus bay Nil Nil
20. Passenger Nil 18 Nos. (9 Locations on Both Side)
Shelter Sl. No. Chainage (km) Location
1 0+100 Pallel
2 1+800 Leishokohing
3 2+710 Kapam
4 7+800 Salemthar
5 10+250 Liwa Sarei
6 12+870 P.Ralingkhu
7 15+400 Japhou
8 16+550 Hnatham
9 17+650 Chandel
21. Truck Lay Bye Nil Nil
22. Major 2 Nos. 2 Nos. Major Intersections
Intersection Location of  No improvement proposed on Pallel
Chainage (km)
Junction junction
0.000 Pallel  At-grade improvement proposed on
15.685 Chandel Chandel junction within EROW
23. Minor 48 nos. Minor intersections have been
48 nos.
Intersection improved at-grade
24. Service Road Nil Nil
25. Toll Plaza Nil Nil
26. ROW 7.0 m to 16.0 m Proposed 2-lane is found within the existing
ROW
27. Land Details Available land 18.8415 Ha.  The existing road will be upgraded within
the existing ROW.
 No additional land is acquired.
 Requirement of muck disposal area and
forest land is Nil.
28. Total Civil Cost -
Rs. 80.09 Cr. (Rs. 4.38 Cr/Km)
(Rs.)
29. Total -
Construction Rs. 106.75 Cr. (Rs. 5.84 Cr/Km)
Cost (Rs.)

0.5 Cost Estimates

Rate Analysis of each item of work has been carried out as per Manipur Schedule of Rates, 2018 for
National Highway – Works published by Public Works Department, Govt. of Manipur. The Standard
Data Book for Analysis of Rates revised in 2010 by MoRTH has been essentially been taken as the
basis for the publication of this schedule. The rates for materials and labour has been collected from
the market and other sources and rationalized for the entire state of Manipur.
Table 1.2: Leads for Various Materials

Distance from Source Distance on Project
Sl. Name of Total Lead
Name of Source to Start/ End Point of Road (Km)
No. Material (Km)
Project Road (Km) (Half of Project Road)
1 Sand (Fine) Nongpok 40 9.146 49.146
2 Filling Material Local - - 10.0
Wangparel (Near
3 Stone Metal 9 9.146 10.146*
Kapam Village)
Wangparel (Near
4 Stone Boulder 9 9.146 10.146*
Kapam Village)
Stone Chips, Wangparel (Near

5 9 9.146 10.146*
Aggregate Kapam Village)
6 Coarse Sand Nongpok 40 9.146 49.146
7 Cement Imphal 46 9.146 55.146
8 Steel Imphal 46 9.146 55.146
9 Bitumen Imphal 46 9.146 55.146
Bitumen
10 Imphal 46 9.146 55.146
Emulsion
11 Structural Steel Imphal 46 9.146 55.146
*Note: Distance of Wangparel from Ch. 4+000 Km of Project Road = 5.0 Km

C.G. of Project Road = 9.146 Km
Distance of Ch. 4+000 km of Project road from C.G. of Project road = 9.146-4+5 = 10.146 Km
A brief summary of project cost is given in Table 1.3.
From the table it is found that total civil cost of the project comes out as Rs. 80.09 Cr. with per km
cost Rs 4.38 Cr.
Maintenance charges (2.5%), GST (12%), Contingency (2.8%), Supervision charges (3%) and Agency
charges (3%) shall be added over Civil Cost to derive total construction cost.
Thus, total construction cost comes out Rs. 106.75 Cr. with per km cost Rs 5.84 Cr.
Total Capital Cost including Departmental Cost comes out as 107.73 Cr. With per km cost 5.89 Cr.

Table 1.3: Abstract of Cost

DESCRIPTION OF WORKS TOTAL COST PER KM.
% of Cost of
COST OF TOTAL ROAD
Civil Works
A. ROAD WORKS (IN LENGTH
(% of C )
CRORES.) (IN CRORES.)
1 Site Clearance and Dismantling 1.13 0.06 1.41%
2 Earth work ,Sub-grade and Erosion control 0.83 0.05 1.04%
3 Sub-Base & Base 20.39 1.11 25.46%
4 Bituminous Courses 14.91 0.82 18.62%
5 Junction Improvement (Major & Minor) 0.57 0.03 0.71%
Traffic signs, Road marking & other road
6 2.99 0.16 3.73%
appurtenances
7 Passenger Shelter 0.37 0.02 0.46%
Drainage and Protective Works
8 Longitudinal Drains 8.34 0.46 10.41%
9 Retaining wall 1.91 0.10 2.37%
10 Breast wall 1.45 0.08 1.81%
11 Toe Wall 2.99 0.16 3.73%
B. BRIDGES & CULVERTS

12 Culvert 10.74 0.59 13.41%
13 Minor Bridges 6.10 0.33 7.62%
14 Repairing & Rehabilitation of Minor Bridges 7.37 0.40 9.20%
COST OF CIVIL WORKS IN CRORES (AS PER SOR
C. 80.09 4.38
2018)
D. Maintenance for 5 years, i.e. 2.5% on civil cost (C ) 2.00
E. GST @ 12% of (C) 9.61
F. Contingencies @ 2.8% over Civil Cost (C) 2.24
G. Supervision Charges @ 3% of (C) 2.40
H. Agency Charges @3% of (C) 2.40
I. Escalation Cost @ 10% during Construction Period 8.01
TOTAL CONSTRUCTION COST *
J. 106.74 5.84
(C+D+E+F+G+H+I)=J
K. DEPARTMENTAL COST
a. LA Cost NIL
b. R&R Cost 0.09
c. Utility Shifting (Electrical+PHE) 0.40
d. Environmental Budget 0.49
L. Sub Total (K) 0.98
M. TOTAL CAPITAL COST (K+L)=M 107.72 5.89
Note: * Total Construction cost of the project has been derived based on Circular No. of MoRT&H "NO RW -
NH 33044/10/2019-S&R(P&B), Dated 7th March, 2019 "
0.6 Financial Analysis
The project fails to generate the desired level of return, even with a grant of 40% on TPC. Therefore,
project does not qualify to be implemented on the BOT – Toll mode and recommended to be
implemented on EPC mode.

Pallel-Chandel Section of NH- 102C on Engineering, Procurement and Construction Introduction
CHAPTER – 2
INTRODUCTION
2.1 General
National Highways and Infrastructure Development Corporation (NHIDCL) is a fully owned company
of the Ministry of Road Transport & Highways (MoRT&H), Government of India. The company
promotes, surveys, establishes, design, build, operate, maintain and upgrade National Highways and
Strategic Roads including interconnecting roads in parts of the country which share international
boundaries with neighboring countries. The regional connectivity so enhanced would promote cross
border trade and commerce and help safeguard India’s international borders. This would lead to the
peripheral areas with the mainstream in a more robust manner.
As a part of the above mentioned endeavor, National Highways & Infrastructure Development
Corporation Limited (NHIDCL) has been entrusted with the assignment of Consultancy Services
for Carrying out Feasibility Study, Preparation of Detailed Project Report and providing pre-
construction services in respect of 2 laning of (i) Maram-Peren-Dimapur section on NH129A
(Manipur & Nagaland), (ii) Pallel-Chandel Section of NH-102C and (iii) Sangshak-Nampisha on
NH-102A(A part of Bharatmala Project) on Engineering, Procurement and Construction mode in
the state of Manipur.
National Highways & Infrastructure Development Corporation Ltd. is the employer and executing
agency for the consultancy services and the standards of output required from the appointed
consultants are of international level both in terms of quality and adherence to the agreed
time schedule.
National Highways & Infrastructure Development Corporation Limited (NHIDCL), MoRT&H, New
Delhi has appointed C.E. Testing Company Pvt. Ltd. (CETEST) as consultant to prepare the Detailed
Project Report for the above road stretches vide Letter of Acceptance No. NHIDCL/DPR/SN-DMP-
PC/MANIPUR/2016/Vol-ll/390 dated 26.10.2017.
Present report deals with the final detailed project report stage of Pallel-Chandel Road stretch.
2.2 Project Background

State Profile
Manipur is one of the Border States in the northeastern part of the country having an international
boundary of about 352km long stretch of land with Myanmar in the southeast. It is bounded by
Nagaland in the north, Assam in the west and Mizoram in the south. It has a total area of 22,327
sqkm. It lies between 23.8°N to 25.7°N latitude and 93.5°E to 94.8°E longitude.
Geographically, the state of Manipur could be divided into two regions, viz. the hill and the valley.
The valley lies in the central part of the state and the hills surround the valley. The average elevation
of the valley is about 790m above the sea level and that of the hills is between 1500m and 1800m.
The hill region comprises of ten districts viz. Senapati, Kangpokpi, Tamenglong, Noney,
Churachandpur, Pherzawl, Chandel, Tengnoupal, Ukhrul, Kamjong and the valley region consists of
six districts, viz. Imphal East, Imphal West, Thoubal, Jiribam, Kakching and Bishnupur. The hill
districts occupy about 90 percent (20,089 sqkm) of the total area of the state and the valley occupies
only about tenth (2,238 sqkm) of the total area of the state.
Manipur in northeast India is a small beautiful state with Imphal as its capital. The name Manipur
literally means "Land of Jewels" and the state has a rich culture which can be seen in martial arts,
dance, theatre and sculpture. Renowned for its greenery and pleasant climate, Manipur has been a
popular tourist destination.
Manipur has been at the crossroads of Asian economic and cultural exchange for more than 2,500
years. It has long connected the Indian subcontinent to Southeast Asia, enabling migration of people,
cultures and religions. It has also witnessed many wars, including fighting during World War II.
Agriculture is the main mode of living of the people. People of Manipur are also engaged in
handloom sector which is the largest cottage industry in Manipur.
The state is the birth place of the game Polo which was known as Sagol Kangjei or Pulu and is also
famous for its Manipuri dance the Ras Lila created by Rajashree Bhagyachandra. Manipur also boosts
of its rich culture and tradition. People of Manipur are very enthusiastic about their traditional art
and dance forms. Ras Lila is the highest expression of artistic genius, devotion and excellence.
Manipur is a land of festivities. Throughout the year different festivals are celebrated by the
different tribes of the state. Followings are some facts & figures regarding the state:
Location : Approximately lies between 23.8o to 25.7o latitude, North of Equator and
between the longitudinal lines 93.5oE to 94.8oE.
Area : 22,327 Sq. km.
Capital : Imphal (790 m above sea level)
District : Bishnupur, Churachandpur, Chandel, Imphal East, Senapati, Tamenglong,

Thoubal, Ukhrul, Imphal West, Kangpokpi, Tengnoupal, Pherzawl, Noney,
Kamjong, Jiribam and Kakching.
Population : 28,55,794 (According to 2011 census)
Density of : 128 persons per sq.km.

Population
Male : 14,38,586
Female : 14,17,208
Sex Ratio : 985 (Female per 1000 Male)
Main : Meitei/Meeteilon (Manipuri), Tangkhul, Kabui Kuki, Hmar, Paite, Thadou ,

Languages Bishnupriya Manipuri, English, Hindi and local dialects

Tribes : The Meitei constitute a majority of the state's population. According to 1891
census Meitei were recorded as a forest tribe. In 1901 Meitei were listed as
main tribe of Manipur. They live primarily in the state's valley region.
Besides the Meitei people, the Thadous have the second highest percentage
of the population. The third is the Nagas who are further sub-divided into
subtribes:Tangkhul,Maram, PoumaiNaga, Sumi,Angami, Ao, Chakhesang, Ch
ang, Khiamniungan, Konyak, Liangmai,Lotha, Pochury, Rongmei, Zeme
and Mao.
Literacy : 79.21% (According to 2011 census)
Per capita : Rs. 36,474/- (2012-2013)

income
Climate : Rainfall 1467.5 mm average
Temperature : 15O C to 32O C in Summer &4O C to 28O C in Winter
Surfaced : National Highways - 968 km, out of which the length of NH under PWD,
Roads Length Manipur is 283 kms only. The remaining 685 km is under BRO. State
Highways - 668 km
Crops : There are forests of teak, pine, oak, uningthou, leihao, bamboo, and cane.
Rubber, tea, coffee, and cardamom are grown in hill areas. Rice and cash
crops make up the main vegetation cover in the valley.
Fruits : Litchi, cashew nuts, walnuts, orange, lemon, pineapple, papaya, peach, pear,
banana and plum.
Vegetable : Cauliflower, Cabbage, Tomato, Pea etc.
Major : Limestone, Asbestos, Copper, Lignite, Nickel, Chromites, Salts etc.
Minerals
Forests : 17,086 sq km (76.53% of total land area).
Livestock & : Category Year Stock / Population
Poultry
1. Cattle 2012 263843 Nos.
2. Buffalo 2012 66369 Nos.
3. Mithun 2012 10131 Nos.
4. Sheeps 2012 11463 Nos.
5. Gaots 2012 65158 Nos.
6. Horses 2012 1101 Nos.
7. Pigs 2012 277215 Nos.
8. Dogs 2012 161818 Nos.
9. Rabbits 2012 2039 Nos.
Poultry

1. Fowls 2012 1851109 Nos.

2. Ducks 2012 551433 Nos.
2. Others 2012 19778 Nos.
Industries : Handlooms, Handicrafts, Sericulture, Food Processing, Bamboo Processing,
IT, Hydro Power and Tourism.
Project Road
The project road starts from Junction of NH-150 near Pallel village under Kakching district and ends
at Chandel village under Chandel district. The existing length of the project road comes out as
18.297 km.
Location Map of the project road is enclosed in Figure 2.1
Figure 2.1: Location Map of Pallel - Chandel Road

Project Districts
The project road stretch from Pallel-Chandel falls under Kakching and Chandel districts of Manipur
state.
Kakching District
Kakching District is one of the 16 districts of Manipur state in northeastern India. This district is
bounded by Thoubal district on the north, Ukhrul and Chandel districts on the east, Churchandpur
and Bishnupur districts on the south and Imphal West and Imphal East districts on the west.The
Kakching District is one of the newly form district by the Government of Manipur in 2016 from
Thoubal district. Sekmai river is the most significant river flow in the District. It is situated at Uyok
Ching, in the south of Kakching Bazar. It is one of the most highly rated gardens in Manipur. The
district is divided into 2 sub-divisions namely, Kakching and Waikhong. Four Assembly Constituencies
namely Hiyanglam Assembly Constituency, Wabagai Assembly Constituency, Sugnu Assembly
Constituency and Kakching Assembly Constituency fall under the District.
Chandel District
The Chandel District (formerly known as Tengnoupal District) came into existence on May 13, 1974.
The District lies in the south-eastern part of Manipur at 24o40' N Latitude and 93o50' E Longitude. It
is the border district of the state with an area of 3,313 sq. km. Its neghbors are Myanmar (erstwhile
Burma) on the south, Ukhrul district on the east, Churachandpur district on the south and west, and
Thoubal district on the north. It is about 64 km away from Imphal. The National Highway No. 39
passes through this district.
The district is inhabited by several communities. It is sparsely inhabited by about 20 different tribes.
They are scattered all over the district. Prominent tribes in the district are Anal, Lamkang, Kuki,
Moyon, Monsang, Chothe, Thadou, Paite, Maring and Zou etc. There are also other communities like
Meiteis, and Muslims (Meitei Pangal) in small numbers as compared to the tribes. Non-Manipuris
like Nepalis, Tamils, Bengalis, Punjabis and Biharis are also settled in this district.
The Moreh town, the international trade centre of the state, lies on the southernmost part of the
district. When the Trans-Asian Super Highway comes into existence, Chandel district will be one of
the gateways to the Asian countries.
The project road starts from the Pallel village Junction with NH-150 at Pallel village under Kakching
district and ends at Chandel village in the district of Chandel. The road passes through plain and
mountainous terrain. This road stretch is passing through Pallel village, Thamlakhuren village,
at Chandel Christian village.
Key plan of Pallel-Chandel road is shown in Figure 2.2

Origin Point at Pallel

(Km 0.000)
Project Road
(NH-102C)
Terminating Point at Chandel (Km 18.297)
Figure 2.2: Key Plan of Pallel-Chandel Road

2.3 Overview of NHIDCL Organization & Activities
National Highways and Infrastructure Development Corporation is a fully owned company of the
Ministry of Road Transport & Highways, Government of India. The company promotes, surveys,
establishes, designs, builds, operates, maintains and upgrades National Highways and Strategic
Roads including interconnecting roads in parts of the country which share international boundaries
with neighboring countries. The regional connectivity so enhanced would promote cross border
trade and commerce and help safeguard India’s international borders. This would lead to the
peripheral areas with the mainstream in a more robust manner. An approximate aggregate length of
10,000 kms has been identified to begin with for development through this company. The company
envisages creating customized and specialized skills in terms of addressing issues like complexities of
geographical terrains and addressing extensive coordination requirements with security agencies.
The company would also endeavor to undertake infrastructure projects including but not restricted

to urban infrastructure and urban or city transport and to act as an agency for development of all
types of Infrastructure. The company envisages working towards cross sharing of technical know-
how and enhancing opportunities for business development with other nations and their agencies
including the multilateral organizations and institutions.
The company also proposes to improve road connectivity and efficiency of the international trade
corridor, by expanding about 500 KMs of roads in the North Bengal and Northeastern region of India
to enable efficient and safe transport regionally with other South Asia Sub-regional economic
Cooperation (SASEC) member countries. These projects are being funded by ADB (Asian
Development Bank).
Mission of NHIDCL
To be a professional company which works in most efficient and transparent manner and designs,
develops & delivers infrastructure projects in a time bound basis for maximizing benefits to all
stakeholders.
Vision of NHIDCL
To be an instrument for creation and management of infrastructure of the highest standard in the
country with focus on the North East and Border areas and contribute significantly towards nation
building.
Organizational Structure of NHIDCL is given below:


2.4 Objective
The main objective of the consultancy service is to establish the technical, economical, and
financial viability of the project and prepare detailed project reports for rehabilitation and
upgrading of the existing road to 2- lane configuration.
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, road safety features, quantities of
various items of works and cost estimates and economic analysis.
The Detailed Project Report would inter-alia include detailed highway design, design of pavement
and overlay with options for flexible or rigid pavements, design of bridges and cross drainage
structures and grade separated structures, design of service roads, quantities of various items,
detailed working drawings, detailed cost estimates, economic and financial viability analyses,
environmental and social feasibility, social and environmental action plans as appropriate and
documents required for tendering the project on commercial basis for international / local
competitive bidding.
Preparation of detailed project should incorporate aspects of value engineering, quality audit and
safety audit requirement in design and implementation. Cost estimates along with Detailed
Project Report should be given.
2.5 Scope of Consultancy Services
The broad area of scope of consultancy services is highlighted below:
 The widening/improvement work to 2 lane road shall be carried out within the existing right of
way by avoiding land acquisition.
 Environmental Impact Assessment, Environmental Management Plan and Rehabilitation and
Resettlement Studies shall be carried out as per the requirement and suggestion of NHIDCL.
 Preparation of the bid documents including required schedules preferably for EPC mode of
documents. To assist the NHIDCL and its Financial Consultant and the Legal Adviser by
furnishing clarifications as required for the financial appraisal and legal scrutiny of the
Project Highway and Bid Documents.
 Review of all available reports and published information about the project road and the
project influence area;
 Environmental and social impact assessment, including such as related to cultural properties,
natural habitants, Involuntary resettlement etc.;
 Public consultation, including consultation with Communities located along the road, NGOs
working in the area, other stake-holders and relevant Govt. departments at all the different
stages of assignment (such as inception stage, feasibility stage, preliminary design stage and
once final design are concretized).
 Detailed reconnaissance & reflection in the report;
 Identification of possible improvements in the existing alignment within the available right of
way;
 Traffic studies including traffic surveys, Axle load survey and demand forecasting for next
thirty years;

 Inventory and condition surveys for road;

 Inventory and condition surveys for bridges, cross-drainage structures, other structures, river
bank training/protection works and drainage provisions;
 Detailed topographic surveys using mobile/aerial LiDAR or equivalent technology;
 Pavement investigations;
 Sub-grade characteristics and strength; investigation of required sub-grade and sub-soil
characteristics and strength for road and embankment design all sub soil investigation;
 Identification of sources of construction materials;
 Detailed design of road, its x-sections, horizontal and vertical alignment and design of
embankment of height more than 6m and also in poor soil conditions and where density
consideration require, even lesser height embankment. Detailed design of structures
preparation of GAD and construction drawings and cross-drainage structures etc.
 Identification of the type and the design of intersections;
 Design of complete drainage system and disposal point for storm water.
 Value analysis / value engineering and project costing;
 Economic and financial analyses;
 Contract packaging and implementation schedule;
 Strip plan indicating the scheme for carriageway widening, location of all existing utility
services (both over and underground) and the scheme for their relocation, trees to be felled;
reports documents and drawings arrangement of estimates for cutting of trees and shifting of
utilities from the concerned department;
 To find out financial viability of project for implementation and suggest the preferred mode on
which the project is to be taken up.
 Preparation of detailed project report, cost estimate, approved for construction drawings, rate
analysis, detailed bill of quantities, bid documents for execution of civil works through
budgeting resources;
 Tie-in of on-going/sanctioned works of MORT&H/NHAI/other agencies;
Preparation of social plans for the project affected people as per policy of the lending agencies/Govt.
of India R & R policy.
2.6 Stages of Submission

The project mainly comprises of 6 Stages from QAP/IR to DPR
STAGE 1: Inception Report
STAGE 2: Feasibility Report
STAGE 3: LA & Clearances I Report
STAGE 4: Detailed Project Report (DPR)
STAGE 5: Technical Schedules
STAGE 6: LA & Clearances II Report

2.7 Structure of Report

Final Detailed Project Report (FDPR) consists of the following volumes:-
Volume – I: Main Report

 Chapter -1 : Executive Summary
 Chapter -2 : Introduction
 Chapter -3 : Project Description
 Chapter -4 : Engineering Surveys, Investigation and Analysis
 Chapter -5 : Social Analysis
 Chapter -6 : Traffic Surveys & Analysis
 Chapter -7 : Indicative Design Standards
 Chapter- 8: Cost Estimates
 Chapter -9 : Environmental Aspects
 Chapter -10 : Road Safety Audit
 Chapter -11 : Economic and Financial Analysis
 Chapter -12 : Conclusions & Recommendations
Volume – IA: Appendix to Main Report
Volume – II: Design Report
Volume – III: Materials Report
Volume – IV: Environmental Assessment Report including Environmental Management Plan (EMP)
and Resettlement Action Plan (RAP)
Volume – V: Technical Specifications
Volume – VI: Rate Analysis
Volume – VII: Cost Estimates
Volume – VIII: Bill of Quantities
Volume – IX: Drawing Volume

Pallel-Chandel Section of NH- 102C on Engineering, Procurement and Construction Project Description
CHAPTER-3
PROJECT DESCRIPTION
3.1 Existing Scenario
1
Pallel-Chandel section of NH-102C starts from Pallel village, Junction of (Imphal (RHS)-Myanmar
border (LHS) road) and ends at Chandel Village near Chandel District Hospital in the state of
Manipur. The project road lies in Kakching and Chandel district of Manipur.The existing project road
directly connects NH-102 at Pallel. The length of the road is 18.297 km.
Starting Point at Pallel Village End point at Chandel Village
3.2 Settlement
The project road passes through village/ localities namely Pallel village, Thamlakhuren village,
at Chandel Christian village. Details are given below in Table 3.1.
Table 3.1: Details of Settlement/ Habitation Area

Location of Village
Sl. From Length
To (km) Name of Habitation w.r.t Existing Centre Remarks
No. (km) (m)
line
1 0.000 0.900 900 PALLEL Both Major Settlement
2 0.900 2.312 1412 THAMLAKHUREN Both
3 2.231 2.650 419 PENACHING Left
4 2.312 2.645 333 LIWACHANGNING Right
5 2.645 4.080 1435 KAPAAM Both
6 4.080 4.355 275 OLD WANGPARAL Both
7 4.355 5.032 677 ZIONTLANG Both
8 4.490 5.460 970 CHANDANPOKPI Both
9 5.085 5.658 573 KHUKTHAR Both
10 5.580 7.000 1420 HEBUNGLOK Both
11 7.000 7.317 317 RINGKHU Both
12 7.317 7.595 278 SEKTAIKARONG Both

Location of Village
Sl. From Length
To (km) Name of Habitation w.r.t Existing Centre Remarks
No. (km) (m)
13 7.595 7.908 313 SALEMTHAR
line
Both
1
14 7.908 8.618 710 LIRUNGTABI Both
15 8.618 8.767 149 SELJOL Left
16 8.618 8.948 330 BETUK Right
17 8.767 13.500 4733 LIWAKHULLEN Both
18 8.815 8.880 65 MENKANG Left
19 8.880 13.593 4713 LIWASAREI Both
20 13.067 13.410 343 P.RALRINGKHU Both
21 13.067 13.352 285 NEW KHONGYON Both
22 13.593 13.973 380 JAPHOU Both
23 13.973 14.254 281 THOTCHANRAM Both
24 14.254 14.365 111 THANGBUNG MINOU Both
25 14.365 14.756 391 SINADAM Both
26 14.536 14.654 118 KHADUNGYON Left
27 14.756 15.865 1109 JAPHOU BAZAR Both Major Settlement
28 15.686 15.972 286 ABUNGNIKHU Right
29 15.865 15.972 107 DEERINGKHU Left
30 15.872 16.450 578 PANCHAI Both
31 16.450 16.820 370 HNATHAM Both
32 16.820 17.320 500 CHANDEL KHULLEN Both
33 17.320 17.712 392 CHANDEL KHUBUL Both
34 17.712 18.297 585 CHANDEL CHRISTIAN Both
Pallel Village Chandel Village
3.3 Land Use Pattern
The project road is located in the moderately high rainfall area with 55% of the road length passing
through unclassified forest area. Remaining portion of the road length is passing through scattered
settlement area with major habitation area observed in Pallel and Chandel.
Details are given in Road Inventory data sheet of Volume-1A: Appendix to Main Report.

3.4 Existing Right of Way (ROW)
The existing ROW varies from 7 m to 16 m throughout the project road. Details of existing ROW are
given below in Table-3.2.
1
TABLE- 3.2: DETAILS OF EXISTING RIGHT OF WAY (EROW)
Ex. Offset Distance from Existing Centre line (m)
TOTAL EROW (m)
Chainage EROW LEFT SIDE EROW RIGHT SIDE
0.000 Starting Junction at Pallel
0.100 4.6 4.7 9.3
0.200 3.3 3.5 7.0
0.300 3.4 4.5 7.9
0.400 3.8 4.0 7.8
0.500 4.3 4.2 8.5
0.600 4.2 4.4 8.6
0.700 4.1 4.7 8.8
0.800 4.6 4.2 8.8
0.900 4.3 4.2 8.5
1.000 4.2 4.0 8.2
1.100 4.5 4.4 8.9
1.200 4.9 4.2 9.1
1.300 4.2 4.6 8.8
1.400 4.8 4.6 9.4
1.500 4.3 4.1 8.4
1.600 4.2 4.2 8.4
1.700 3.7 4.1 7.8
1.800 4.2 4.1 8.3
1.900 4.5 4.8 9.3
2.000 4.4 4.7 9.1
2.100 4.7 4.4 9.1
2.200 4.6 4.6 9.2
2.300 4.8 4.7 9.5
2.400 4.3 4.2 8.5
2.500 3.6 5.4 9.0
2.600 4.8 4.9 9.7
2.700 5.4 4.9 10.3
2.800 4.5 5.3 9.8
2.900 4.8 4.7 9.5
3.000 4.9 4.9 9.8
3.100 4.8 4.1 8.9
3.200 3.8 4.1 7.9
3.300 4.1 4.3 8.4
3.400 4.0 4.9 8.9
3.500 4.6 4.2 8.8
3.600 3.4 4.1 7.5
3.700 3.9 3.8 7.7
3.800 4.2 4.6 8.8
3.900 4.8 4.9 9.7
4.000 4.1 4.7 8.8


TOTAL EROW (m)
4.100
4.200
4.4
4.5
5.0
4.7
9.4
9.2
1
4.300 4.3 4.0 8.3
4.400 4.2 4.6 8.8
4.500 4.2 5.2 9.4
4.600 4.7 5.1 9.8
4.700 4.0 4.3 8.3
4.800 5.3 5.5 10.8
4.900 5.0 5.0 10.0
5.000 4.8 4.8 9.6
5.100 5.4 4.8 10.2
5.200 4.6 4.9 9.5
5.300 5.4 4.8 10.2
5.400 5.9 4.9 10.8
5.500 5.1 4.6 9.7
5.600 5.3 5.0 10.3
5.700 4.1 4.5 8.6
5.800 4.1 4.9 9.0
5.900 4.3 5.1 9.4
6.000 5.1 4.8 9.9
6.100 4.7 4.4 9.1
6.200 5.1 4.7 9.8
6.300 4.1 4.8 8.9
6.400 5.6 4.7 10.3
6.500 5.5 5.0 10.5
6.600 5.1 4.5 9.6
6.700 5.3 3.8 9.1
6.800 4.7 3.6 8.3
6.900 4.7 5.0 9.7
7.000 3.8 4.1 7.9
7.100 4.6 4.2 8.8
7.200 5.1 3.9 9.0
7.300 4.1 3.5 7.6
7.400 5.1 3.9 9.0
7.500 4.4 4.5 8.9
7.600 3.7 4.8 8.5
7.700 4.7 4.7 9.4
7.800 4.7 4.5 9.2
7.900 4.1 4.1 8.2
8.000 4.9 4.3 9.2
8.100 5.0 3.7 8.7
8.200 5.1 4.3 9.4
8.300 3.7 4.3 8.0
8.400 4.9 4.8 9.7
8.500 5.0 4.5 9.5
8.600 4.8 3.9 8.7


TOTAL EROW (m)
8.700
8.800
4.5
5.1
4.3
4.2
8.8
9.3
1
8.900 4.2 4.4 8.6
9.000 4.5 4.8 9.3
9.100 4.0 3.6 7.6
9.200 4.6 4.6 9.2
9.300 4.3 3.7 8.0
9.400 5.6 4.5 10.1
9.500 4.0 4.3 8.3
9.600 4.5 4.5 9.0
9.700 4.1 4.2 8.3
9.800 3.9 4.3 8.2
9.900 3.8 3.6 7.4
10.000 4.6 4.3 8.9
10.100 3.7 4.5 8.2
10.200 5.6 4.6 10.2
10.300 6.5 4.2 10.7
10.400 4.1 4.2 8.3
10.500 5.2 4.6 9.8
10.600 6.3 5.5 11.8
10.700 4.3 4.2 8.5
10.800 4.3 5.4 9.7
10.900 4.6 4.2 8.8
11.000 4.4 4.5 8.9
11.100 4.6 4.6 9.2
11.200 4.7 4.6 9.3
11.300 5.4 4.2 9.6
11.400 4.6 4.5 9.1
11.500 4.5 4.3 8.8
11.600 5.2 5.0 10.2
11.700 3.8 3.6 7.4
11.800 5.9 5.0 10.9
11.900 5.2 4.9 10.1
12.000 5.3 5.0 10.3
12.100 5.2 5.7 10.9
12.200 4.7 5.0 9.7
12.300 4.8 6.2 11.0
12.400 4.7 4.9 9.6
12.500 4.9 5.1 10.0
12.600 3.8 5.6 9.4
12.700 4.4 4.8 9.2
12.800 5.0 4.2 9.2
12.900 4.6 4.5 9.1
13.000 4.6 5.1 9.7
13.100 4.8 4.5 9.3
13.200 5.4 4.4 9.8


TOTAL EROW (m)
13.300
13.400
4.3
5.2
4.5
4.6
8.8
9.8
1
13.500 4.0 3.9 7.9
13.600 3.9 4.1 8.0
13.700 4.7 4.9 9.6
13.800 4.5 5.2 9.7
13.900 4.6 4.2 8.8
14.000 5.1 4.4 9.5
14.100 4.9 4.7 9.6
14.200 4.4 4.0 8.4
14.300 4.1 4.4 8.5
14.400 4.5 4.2 8.7
14.500 5.3 4.0 9.3
14.600 4.2 4.6 8.8
14.700 5.0 5.7 10.7
14.800 4.0 4.1 8.1
14.900 4.0 5.1 9.1
15.000 4.1 5.9 10.0
15.100 5.8 5.5 11.3
15.200 6.2 5.7 11.9
15.300 7.1 6.3 13.4
15.400 7.4 6.7 14.1
15.500 7.7 8.3 16.0
15.600 8.2 7.2 15.4
15.700 7.2 7.7 14.9
15.800 5.2 3.4 8.6
15.900 5.5 4.4 9.9
16.000 5.1 5.6 10.7
16.100 4.2 5.1 9.3
16.200 3.9 4.7 8.6
16.300 4.1 4.0 8.1
16.400 5.6 4.6 10.2
16.500 5.0 4.6 9.6
16.600 4.8 4.6 9.4
16.700 4.2 3.7 7.9
16.800 5.0 3.8 8.8
16.900 4.6 4.8 9.4
17.000 4.7 3.8 8.5
17.100 4.9 5.1 10.0
17.200 5.1 4.3 9.4
17.300 5.4 4.4 9.8
17.400 4.7 5.1 9.8
17.500 5.0 5.0 10.0
17.600 4.7 4.6 9.3
17.700 4.5 4.1 8.6
17.800 4.1 5.2 9.3


TOTAL EROW (m)
17.900
18.000
3.6
3.3
3.5
3.7
7.1
6.5
1
18.100 3.5 3.6 6.6
18.200 3.8 3.4 6.6
18.300 3.5 3.5 6.7
3.5 Existing Alignment

The horizontal alignment of the existing road has sub-standard sharp curves including zigzag curve
and hair pin bends in few locations. There is no proper transition length for most of the horizontal
curves including the zigzag curves require which adequate super elevation. These deficiencies have
been corrected in fixing the horizontal alignment for the entire project road as per IRC SP-73: 2015.
The vertical alignment of the existing road is also deficient at few locations with presence of steeper
gradient. The details of sharp/blind curves & zigzag curves are given below.
TABLE- 3.3: DETAILS OF EXISTING SHARP/ BLIND CURVES AND ZIGZAG CURVE
Type of Curves Sl. No. From (km) To (km) Length (m)
1 4+600 4+800 200
2 5+700 5+900 200
Sharp Curves/ 3 6+000 6+200 200
Blind Curves 4 6+700 7+000 300
5 7+800 8+000 200
6 10+300 10+500 200
Zigzag Curve 1 12+500 12+950 450
Total Length of sub-standard curves = 1750 m
3.6 Existing Pavement

The existing road is mostly two lanes with earthen shoulder. Variation of carriageway found during
inventory stage is given below in Table 3.4.
TABLE 3.4: VARIATION OF EXISTING CARRIAGEWAY WIDTH
Chainage
Average Carriageway
Width (m)
From (km) To (km)
0+000 3+000 6.5
3+000 6+000 7
6+000 10+000 6.7
10+000 13+000 5.5
13+000 15+000 6.7
15+000 16+000 13
16+000 18+297 7

However, recent past maintenance work on the existing road has been done and it is revealed that
the present road is found 7.0 m in general except at the following locations of Chandel Bazar and
Chandel Town where variation of carriageway is given below: 1
From To Carriageway Shoulder
Location
(km) (km) Width(m) Width(m)
15+000 15+250 7.5 2x1.0

15+250 15+500 10.0 2x1.0
Chandel Bazar
15+500 16+000 13.0 2x1.0
16+000 16+250 9.0 2x1.0
17+900 18+297 4.5 2x0.5 Chandel
Width of earthen shoulder varies from 0.50 – 1.50 m. Hence, total formation width varies from 6.50
– 15.00 m.
During pavement condition survey, it is found that the condition of the road surface is varying from
fair (around 72% of project road) to poor (around 28% of project road). It has been observed that in
some portion of the stretch the existing pavement is partially damaged with cracks, potholes,
raveling, rutting with considerable amount of patching and some stretches have been observed as
fully exposed. Recent past, maintenance work of the road has been carried out to restore the poor
stretch. Accordingly BBD survey has been conducted to determine the characteristic deflection. The
summary of characteristic deflection of existing pavement is given below in Table-3.5.
TABLE- 3.5: SUMMARY OF CHARACTERISTIC DEFLECTION
CHAINAGE (KM) CHARACTERISTIC DEFLECTION(MM/KM)
FROM TO LHS RHS MAXIMUM
0.000 1.000 1.191 0.908 1.191
1.000 2.000 0.762 0.515 0.762
2.000 3.000 0.656 0.527 0.656
3.000 4.000 0.611 0.584 0.611
4.000 5.000 0.447 0.566 0.566
5.000 6.000 0.460 0.629 0.629
6.000 7.000 0.460 0.519 0.519
7.000 8.000 0.494 0.767 0.767
8.000 9.000 0.562 0.626 0.626
9.000 10.000 0.791 0.768 0.791
10.000 11.000 0.562 0.577 0.577
11.000 12.000 0.712 0.714 0.714
12.000 13.000 0.964 0.581 0.964
13.000 14.000 0.870 0.483 0.870
14.000 15.000 0.675 0.677 0.677
15.000 16.000 0.666 0.655 0.666
16.000 17.000 0.528 0.633 0.633
17.000 18.000 0.481 0.626 0.626

Poor Condition of Pavement Fair Condition of Pavement
3.7 Existing Junction:

There are 2 nos. major junction and 48 nos. minor junction in the project stretches. Details of the
Major Junction are given below in Table-3.6
TABLE- 3.6: DETAILS OF MAJOR JUNCTION

Major Junctions
Sl. Chainage
Location Type of Junction Leads To
No. (Km.)
Imphal
1 0.000 Pallel 4-legged
(RHS)-Burma Border (LHS) road
2 15.685 Chandel 3-legged Towards Japhon Village (LHS)
Junction at Km 0.000 Junction at Km 15.685
3.8 Existing Bridges and Culverts
Bridges:
There are 17 nos. of minor bridge in the project stretch. The details are given below in Table-3.7.

Bridge at Km 3+654 Bridge at Km 16+709
TABLE- 3.7: DETAILS OF EXISTING BRIDGES ALONG THE PROJECT ROAD

Existing Details
Survey Clear Roadway Total Outer to
Sl. Span
Chainage Type of Structures width between Outer Width of
No. Arrangement
(km) (Bridge) kerbs (m) Bridge (m)
(No. X Span) m
1 3.654 COMPOSITE BRIDGE 5 X 9.5 4.2 4.7
2 4.350 RCC SLAB BRIDGE 1 X 8.6 8.0 8.5
3 5.668 RCC SLAB BRIDGE 1X10.7 7.5 8.3
4 6.991 RCC SLAB BRIDGE 1X9.4 7.7 8.2
5 7.315 RCC SLAB BRIDGE 1X7.5 8.2 9.07
6 7.597 RCC SLAB BRIDGE 1X8.3 10.5 11.0
7 8.304 RCC SLAB BRIDGE 1X8.5 8.0 8.5
8 8.612 RCC SLAB BRIDGE 1X8.7 7.25 7.9
9 9.115 RCC T-GIREDER BRIDGE 2 X 12.8 7.6 8.4
10 9.311 RCC SLAB BRIDGE 1X8.3 7.7 8.4
11 10.539 BAILEY BRIDGE 1X18.3 3.5 4.1
12 11.697 RCC SLAB BRIDGE 1 X 7.6 9.3 9.8
13 12.246 RCC SLAB BRIDGE 1 X 7.4 9.0 9.9
14 13.320 RCC SLAB BRIDGE 1X7.5 7.8 8.6
15 14.728 RCC T-GIRDER BRIDGE 1X10.5 9.3 10.4
16 16.709 RCC T-GIRDER BRIDGE 1X13.0 9.2 10.2
17 17.716 RCC SLAB BRIDGE 1X7.5 9.2 10.1
Culverts:
There are 84 nos. of existing culverts (all are slab culverts) on the project road. The details are given
below in Table-3.8.
TABLE- 3.8: DETAILS OF EXISTING CULVERTS ALONG THE PROJECT ROAD
Type of
Survey Width of
Sl. Structures Span Arrangement Carriageway
Chainage Culvert
No. (Pipe/ Slab/ (No. x Length) (m) Width (m)
(km) (m)
Box/ Arch)
1 0.131 SLAB 1X1.7X.5 10.000 10.400
2 0.592 SLAB 1X1.5X1.5 9.500 10.000
3 0.692 SLAB 1X1.5X1.0 9.650 10.050
4 0.885 SLAB 1X1.5X0.8 7.200 7.800

Type of
Survey Width of
Chainage Culvert
No.
(km)
(Pipe/ Slab/
Box/ Arch)
(No. x Length) (m) Width (m)
(m) 1
5 1.010 SLAB 1X1.5X1.0 6.600 7.000
6 1.162 SLAB 1X1.4X1.0 6.600 7.100
7 1.300 SLAB 1X1.5X1.0 6.500 8.000
8 1.532 SLAB 1X1.4X1.0 8.700 9.200
9 1.657 SLAB 1X1.0X1.0 8.200 9.200
10 1.928 SLAB 1X1.5X2.0 9.000 9.500
11 2.030 SLAB 1X1.5X1.2 9.400 9.900
12 2.080 SLAB 1X1.5X1.0 10.500 11.000
13 2.736 SLAB 1X1.5X1.2 9.500 10.000
14 3.098 SLAB 1X1.5X1.0 9.500 10.000
15 3.173 SLAB 1X1.5X1.0 9.500 10.500
16 3.215 SLAB 1X1.5X1.2 9.500 10.000
17 3.352 SLAB 1X1.5X1.6 9.500 10.000
18 3.486 SLAB 1X1.5X1.2 9.500 10.200
19 3.551 SLAB 1X1.5X1.2 9.500 10.200
20 3.852 SLAB 1X1.5X1.2 9.500 10.000
21 3.985 SLAB 1X1.5X1.2 9.900 10.300
22 4.169 SLAB 1X1.65X1.2 9.200 10.000
23 4.462 SLAB 1X1.4X1.2 9.600 10.600
24 4.655 SLAB 1X1.5X2.0 9.600 10.600
25 5.042 SLAB 1X1.5X1.2 9.600 10.600
26 5.115 SLAB 1X0.7X0.7 9.500 10.000
27 5.215 SLAB 1X1.5X2.0 10.000 10.500
28 5.278 SLAB 1X1.5X0.8 10.000 10.400
29 5.540 SLAB 1X1.2X0.8 9.800 10.200
30 5.782 SLAB 1X1.2X0.5 6.700 7.200
31 6.109 SLAB 1X1.0X1.0 8.200 8.600
32 6.189 SLAB 1X1.0X0.5 8.000 8.400
33 6.322 SLAB 1X1.5X0.8 6.700 7.100
34 6.365 SLAB 1X1.5X1.0 9.500 10.000
35 6.577 SLAB 1x3.0x2.0 7.800 8.400
36 7.170 SLAB 1X1.5X1.0 9.000 9.550
37 7.435 SLAB 1X1.5X0.6 9.000 9.500
38 7.907 SLAB 1X1.5X1.0 9.200 10.000
39 8.056 SLAB 1X1.34X1.2 9.200 10.000
40 8.399 SLAB 1X1.3X1.2 9.200 10.000
41 9.192 SLAB 1X1.2X0.8 11.000 11.400
42 9.260 SLAB 1X1.0X1.0 9.000 9.500
43 9.692 SLAB 1X1.0X1.0 9.000 9.400
44 10.067 SLAB 1X0.7X0.8 8.500 10.200
45 10.166 SLAB 1X1.5X2.0 9.000 9.250

Type of
Survey Width of
Chainage Culvert
No.
(km)
(Pipe/ Slab/
Box/ Arch)
(No. x Length) (m) Width (m)
(m) 1
46 10.433 SLAB 1X1.5X2.5 8.500 9.000
47 10.657 SLAB 1X1.0X1.0 9.000 9.500
48 10.921 SLAB 1X1.0X1.0 8.500 9.000
49 10.991 SLAB 1X1.0X0.8 11.000 11.500
50 11.288 SLAB 1X1.0X0.6 8.500 9.000
51 11.377 SLAB 1X1.0X0.6 9.200 10.000
52 12.159 SLAB 1X1.0X1.0 9.400 10.000
53 12.605 SLAB 1X1.5X2.0 10.000 10.500
54 12.945 SLAB 1X0.7X0.7 9.500 10.000
55 13.052 SLAB 1X1.2X2.8 9.500 10.000
56 13.429 SLAB 1X0.7X0.8 7.200 7.700
57 13.506 SLAB 1X1.2X2.5 7.000 7.500
58 13.534 SLAB 1X1.2X1.5 7.200 7.700
59 13.589 SLAB 1X1.5X2.0 9.200 9.700
60 13.905 SLAB 1X1.5X2.0 9.000 9.500
61 13.983 SLAB 1X1.5X1.5 9.200 9.700
62 14.156 SLAB 1X1.5X2.0 9.000 9.500
63 14.190 SLAB 1X1.2X0.8 9.200 9.700
64 14.247 SLAB 1X1.2X1.0 9.000 9.500
65 14.574 SLAB 1X1.0X0.8 9.000 9.500
66 14.877 SLAB 1X1.0X0.5 9.200 9.700
67 14.976 SLAB 1X1.0X0.5 15.000 15.600
68 15.000 SLAB 1X1.5X0.5 10.500 11.000
69 15.089 SLAB 1X1.0X0.5 15.500 15.700
70 15.762 SLAB 1X1.5X1.0 10.000 10.500
71 16.050 SLAB 1X1.5X0.8 9.000 9.500
72 16.307 SLAB 1X1.5X0.8 8.500 9.000
73 16.351 SLAB 1X4.0X2.5 6.500 7.000
74 16.666 SLAB 1X1.5X1.0 10.000 10.750
75 16.740 SLAB 1X1.0X1.0 9.000 9.500
76 16.843 SLAB 1X1.5X1.5 8.200 8.700
77 16.895 SLAB 1X1.5X1.0 8.500 9.000
78 17.036 SLAB 1X1.2X1.0 8.500 9.000
79 17.323 SLAB 1X1.2X1.0 9.000 9.500
80 17.518 SLAB 1X1.0X0.5 8.700 9.200
81 17.604 SLAB 1X1.2X0.5 8.800 9.200
82 17.658 SLAB 1X1.5X0.6 9.000 9.500
83 17.876 SLAB 1X1.5X0.5 9.100 9.500
84 17.893 SLAB 1X1.5X1.0 9.100 9.500

3.9 Forest Stretch

Approx 55% of the existing road length passes through unclassified forest stretch.
1
3.10 Roadway Drainage
Side drains (Lined & Unlined) are present in the few stretches in the built up area & unlined drain is
also present in few stretches in the hill side. So, most portion of the project road stretch is affected
by rain water and seepage water from hilly portion. The existing length of the drain 6631 m as found
during survey works.

EXISTING ROAD PHOTOGRAPHS

1
1: Start Point at Ch. 0+000 km 2: Junction at Ch. 0+072km
3: Culvert at Ch. 2+813km 4: Roadside Church
5: Patching Shown in Existing Pavement Surface 6: Roadside College

7: Culvert at Ch. 3+175km 8: Bridge at Ch. 3+736km
9: Existing Road Through Built-up Area 10: Bridge at Ch. 4+424km
11: Existing Road Through Agricultural Land 12: Bridge at Ch. 5+745km

13: Poor Road Condition 14: Roadside Jungle
15: Bridge at Ch. 7+080km 16: Bridge at Ch. 7+420km
17: Bridge at Ch. 7+720km 18: Roadside Utilities

23: Bridge at Ch. 10+810km 24: Bridge at Ch. 11.968km

27: Bridge at Ch. 14+995km 28: Junction at Ch. 15+290km
29: Junction at Ch. 15+786km 30: Junction at Ch.15+890km

31: Bridge at Ch. 16+980km 32: Cross road towards Fishery Department
33: Poor Road Condition 34: Roadside Petrol Pump
35: Bridge at Ch. 17+985km 36: End Point at Ch. 18+165km

3.11 Development Proposal
3.11.1 Geometrics Design

1
Horizontal Alignment
Horizontal curves including the sharp/blind curves as well as zigzag ones has been improved to achieve required design speed and super elevation reversal for riding
safety and comfort in conformation to MoRT&H standards. Total design length of the project road comes out as 18.292 km
Details of Horizontal Alignment Report are given below in Table-3.9 along with vertical report given in Table-3.10.
TABLE- 3.9: HORIZONTAL ALIGNMENT REPORT
HIP DEFLECTION ANGLE START END EXTRA
CHORD HAND SUPEREL DESIGN
HIP/CUR LENGT BEARING RADIUS WIDENI
MI ELEMENT CHAINAGE CHAINAGE LENGT OF EVATION SPEED
VE NO. EASTING NORTHING DEG SEC H (M) (dd mm ss) (M) NG
N (M) (M) H (M) ARC (%) (KMPH)
(M)
Start 0.000 103.815 103.815
Normal
1 603879.656 2704466.647 45 45 56.9 Arc 103.815 123.784 19.969 25 Left 20 Junction
Camber
Straight 123.784 360.495 236.711 S 32^33'13.34" W
Normal
2 603738.468 2704245.485 0 51 59.3 Arc 360.495 390.741 30.246 2000 Right 80 --NA--
Camber
Straight 390.741 433.008 42.267 S 33^25'12.64" W
Normal
3 603694.261 2704178.492 2 11 2.47 Arc 433.008 478.750 45.742 1200 Left 80 --NA--
Camber
Straight 478.750 509.741 30.991 S 31^14'10.17" W
Normal
4 603659.179 2704120.648 1 18 59.22 Arc 509.741 537.312 27.572 1200 Right 80 --NA--
Camber
Straight 537.312 616.063 78.751 S 32^33'09.39" W
Normal
5 603589.686 2704011.786 2 5 51.58 Arc 616.063 689.286 73.222 2000 Left 80 --NA--
Camber
Straight 689.286 881.719 192.433 S 30^27'17.80" W
Transition 881.719 916.719 35
6 603454.949 2703780.917 7 56 10.11 Arc 916.719 923.272 6.554 300 Left 5.3 60 0.6
Transition 923.272 958.272 35
Straight 958.272 968.444 10.172 S 22^31'07.70" W
Normal
7 603432.400 2703728.806 0 47 48.21 Arc 968.444 985.130 16.687 1200 Right 60 --NA--
Camber
Straight 985.130 1202.478 217.348 S 23^18'55.90" W


N (M) (M) H (M)
1 ARC (%)
Normal
(KMPH)
(M)
8 603337.197 2703507.910 0 34 1.57 Arc 1202.478 1232.172 29.693 3000 Left 60 --NA--
Camber
Straight 1232.172 1252.320 20.148 S 22^44'54.33" W
Normal
9 603319.218 2703465.033 1 38 48.91 Arc 1252.320 1275.315 22.995 800 Left 60 --NA--
Camber
Straight 1275.315 1283.570 8.254 S 21^06'05.43" W
Normal
10 603308.062 2703436.124 1 36 32.88 Arc 1283.570 1306.037 22.468 800 Right 60 --NA--
Camber
Straight 1306.037 1428.218 122.180 S 22^42'38.30" W
Normal
11 603254.356 2703307.802 0 19 34.09 Arc 1428.218 1439.602 11.384 2000 Right 80 --NA--
Camber
Straight 1439.602 1477.700 38.098 S 23^02'12.39" W
Normal
12 603228.249 2703246.408 2 11 19.8 Arc 1477.700 1523.543 45.843 1200 Right 80 --NA--
Camber
Straight 1523.543 1549.716 26.173 S 25^13'32.19" W
Normal
13 603197.650 2703181.456 2 10 3.32 Arc 1549.716 1595.114 45.398 1200 Left 80 --NA--
Camber
Straight 1595.114 1668.639 73.525 S 23^03'28.87" W
Normal
14 603154.466 2703080.007 1 20 23.16 Arc 1668.639 1696.699 28.06 1200 Right 80 --NA--
Camber
Straight 1696.699 1753.135 56.436 S 24^23'52.03" W
Normal
15 603123.274 2703011.238 0 11 33.81 Arc 1753.135 1763.226 10.091 3000 Right 80 --NA--
Camber
Straight 1763.226 1826.351 63.125 S 24^35'25.84" W
Normal
16 603085.058 2702927.730 2 15 35.27 Arc 1826.351 1873.680 47.329 1200 Left 80 --NA--
Camber
Straight 1873.680 1895.901 22.222 S 22^19'50.58" W
Normal
17 603062.947 2702873.899 1 10 30.08 Arc 1895.901 1920.511 24.61 1200 Right 80 --NA--
Camber
Straight 1920.511 1966.238 45.727 S 23^30'20.66" W
Transition 1966.238 1991.238 25
18 603015.998 2702762.966 11 54 10.96 Arc 1991.238 2065.957 74.719 480 Left 3.9 60 --NA--
Transition 2065.957 2090.957 25
Straight 2090.957 2111.652 20.695 S 11^36'09.70" W
Transition 2111.652 2141.652 30


19 602990.805 2702639.291 12
N
53 23.57 Arc
(M)
2141.652
(M)
2167.895
H (M)
26.243
1 250
ARC
Left
(%)
4.4
(KMPH)
50
(M)
0.6
Transition 2167.895 2197.895 30
Straight 2197.895 2206.580 8.685 S 1^17'13.87" E
Normal
20 602990.891 2702573.668 5 16 37.19 Arc 2206.580 2234.210 27.63 300 Right 40 0.6
Camber
Straight 2234.210 2341.804 107.594 S 3^59'23.31" W
Transition 2341.804 2371.804 30
21 602976.719 2702399.357 17 37 10.23 Arc 2371.804 2418.683 46.88 250 Right 4.4 50 0.6
Transition 2418.683 2448.683 30
Straight 2448.683 2456.803 8.119 S 21^36'33.55" W
Transition 2456.803 2491.803 35
22 602923.763 2702268.451 21 50 8.51 Arc 2491.803 2580.662 88.859 325 Right 3.4 50 --NA--
Transition 2580.662 2615.662 35
Straight 2615.662 2630.392 14.730 S 43^26'42.06" W
Normal
23 602850.625 2702186.819 5 48 0.4 Arc 2630.392 2660.761 30.369 300 Left 40 0.6
Camber
Straight 2660.761 2695.308 34.547 S 37^38'41.65" W
Normal
24 602809.800 2702133.892 1 37 57.34 Arc 2695.308 2729.501 34.193 1200 Left 50 --NA--
Camber
Straight 2729.501 2742.987 13.485 S 36^00'44.31" W
Normal
25 602777.007 2702088.777 2 24 18.74 Arc 2742.987 2793.361 50.375 1200 Right 50 --NA--
Camber
Straight 2793.361 2818.610 25.248 S 38^25'03.05" W
Normal
26 602738.694 2702040.469 1 4 16.18 Arc 2818.610 2841.044 22.434 1200 Left 40 --NA--
Camber
Straight 2841.044 2858.485 17.441 S 37^20'46.87" W
Transition 2858.485 2873.485 15
27 602711.706 2702001.434 43 41 50.36 Arc 2873.485 2881.365 7.88 30 Left 5.9 20 1.5
Transition 2881.365 2896.365 15
Straight 2896.365 2947.062 50.697 S 6^21'03.49" E
Normal
28 602720.648 2701900.986 11 56 29.99 Arc 2947.062 3009.588 62.526 300 Right 40 0.6
Camber
Straight 3009.588 3041.020 31.431 S 5^35'26.50" W
Transition 3041.020 3056.020 15


29 602710.795 2701809.551 15
N
29 38.42 Arc
(M)
3056.020
(M)
3084.287
H (M)
28.267
1 160
ARC
Right
(%)
4.4
(KMPH)
40
(M)
0.6
Transition 3084.287 3099.287 15
Straight 3099.287 3107.606 8.319 S 21^05'04.92" W
Transition 3107.606 3122.606 15
30 602686.984 2701747.499 13 40 25.52 Arc 3122.606 3150.564 27.957 180 Right 4.0 40 0.6
Transition 3150.564 3165.564 15
Straight 3165.564 3260.775 95.211 S 34^45'30.45" W
Normal
31 602612.507 2701638.786 0 17 21.31 Arc 3260.775 3275.920 15.145 3000 Left 60 --NA--
Camber
Straight 3275.920 3441.860 165.940 S 34^28'09.13" W
Normal
32 602503.896 2701480.575 0 42 8.94 Arc 3441.860 3478.642 36.782 3000 Right 60 --NA--
Camber
Straight 3478.642 3546.500 67.858 S 35^10'18.08" W
Normal
33 602444.839 2701396.768 0 55 56.86 Arc 3546.500 3579.049 32.549 2000 Right 60 --NA--
Camber
Straight 3579.049 3610.699 31.650 S 36^06'14.94" W
Normal
34 602410.437 2701349.598 0 35 56.97 Arc 3610.699 3631.614 20.915 2000 Left 60 --NA--
Camber
Straight 3631.614 3747.934 116.320 S 35^30'17.97" W
Transition 3747.934 3767.934 20
35 602318.364 2701218.833 13 15 49.42 Arc 3767.934 3794.233 26.299 200 Left 3.6 40 0.6
Transition 3794.233 3814.233 20
Straight 3814.233 3819.860 5.627 S 22^14'28.55" W
Transition 3819.860 3839.860 20
36 602294.767 2701157.863 31 55 11.07 Arc 3839.860 3853.286 13.426 60 Left 6.7 30 1.2
Transition 3853.286 3873.286 20
Straight 3873.286 3892.556 19.269 S 9^40'42.52" E
Normal
37 602301.613 2701104.473 3 1 26.99 Arc 3892.556 3908.390 15.834 300 Right 40 0.6
Camber
Straight 3908.390 3973.906 65.516 S 6^39'15.52" E
Normal
38 602313.627 2701001.490 6 55 24.98 Arc 3973.906 4034.326 60.42 500 Left 50 --NA--
Camber
Straight 4034.326 4083.089 48.763 S 13^34'40.51" E
39 602336.680 2700906.038 4 23 42.3 Arc 4083.089 4121.443 38.354 500 Right Normal 50 --NA--


N (M) (M) H (M)
1 ARC (%)
Camber
(KMPH)
(M)
Straight 4121.443 4154.648 33.205 S 9^10'58.21" E

Transition 4154.648 4169.648 15
40 602350.898 2700823.634 15 5 11.94 Arc 4169.648 4202.044 32.396 180 Left 4.0 40 0.6
Transition 4202.044 4217.044 15
Straight 4217.044 4218.134 1.090 S 24^16'10.15" E
Transition 4218.134 4233.134 15
41 602378.365 2700763.977 23 37 15.62 Arc 4233.134 4269.667 36.533 125 Left 5.7 40 0.6
Transition 4269.667 4284.667 15
Straight 4284.667 4295.670 11.002 S 47^53'25.77" E
Transition 4295.670 4310.670 15
42 602428.062 2700716.110 14 0 7.84 Arc 4310.670 4329.883 19.214 140 Right 5.1 40 0.6
Transition 4329.883 4344.883 15
Straight 4344.883 4365.177 20.294 S 33^53'17.93" E
Normal
43 602460.142 2700669.753 4 22 48.12 Arc 4365.177 4388.111 22.934 300 Right 40 0.6
Camber
Straight 4388.111 4404.987 16.876 S 29^30'29.81" E
Transition 4404.987 4419.987 15
44 602497.314 2700600.218 30 24 11.48 Arc 4419.987 4489.888 69.902 160 Right 4.4 40 0.6
Transition 4489.888 4504.888 15
Straight 4504.888 4526.699 21.811 S 0^53'41.67" W
Transition 4526.699 4546.699 20
45 602499.518 2700495.157 26 3 40.07 Arc 4546.699 4572.185 25.485 100 Left 7.0 40 0.9
Transition 4572.185 4592.185 20
Straight 4592.185 4619.885 27.700 S 25^09'58.40" E
Transition 4619.885 4634.885 15
46 602529.573 2700417.371 70 56 13.56 Arc 4634.885 4650.837 15.952 25 Right 7.0 20 1.5
Transition 4650.837 4665.837 15
Straight 4665.837 4677.952 12.115 S 45^46'15.17" W
Transition 4677.952 4692.952 15
47 602482.522 2700362.960 36 52 55.8 Arc 4692.952 4735.886 42.934 90 Left 4.4 30 0.9


N
Transition
(M)
4735.886
(M)
4750.886
H (M)
15
1 ARC (%) (KMPH)
(M)
Straight 4750.886 4787.951 37.065 S 8^53'19.37" W

Transition 4787.951 4802.951 15
48 602462.324 2700254.934 17 8 28.2 Arc 4802.951 4844.794 41.842 190 Right 3.7 40 0.6
Transition 4844.794 4859.794 15
Straight 4859.794 4879.222 19.428 S 26^01'47.56" W
Transition 4879.222 4894.222 15
49 602427.540 2700178.883 18 56 42.33 Arc 4894.222 4920.554 26.332 125 Left 5.7 40 0.6
Transition 4920.554 4935.554 15
Straight 4935.554 4944.196 8.642 S 7^05'05.23" W
Transition 4944.196 4964.196 20
50 602417.884 2700119.265 17 16 45.86 Arc 4964.196 4971.338 7.142 90 Right 7.0 40 0.9
Transition 4971.338 4991.338 20
Straight 4991.338 5016.038 24.700 S 24^21'51.09" W
Transition 5016.038 5036.038 20
51 602390.101 2700047.804 42 24 4.44 Arc 5036.038 5053.040 17.002 50 Left 7.0 30 1.2
Transition 5053.040 5073.040 20
Straight 5073.040 5251.444 178.405 S 18^02'13.35" E
Normal
52 602464.794 2699808.624 10 0 57.64 Arc 5251.444 5338.851 87.406 500 Right 50 --NA--
Camber
Straight 5338.851 5412.141 73.291 S 8^01'15.70" E
Transition 5412.141 5432.141 20
53 602486.166 2699662.974 11 31 21.84 Arc 5432.141 5452.363 20.222 200 Left 3.6 40 0.6
Transition 5452.363 5472.363 20
Straight 5472.363 5480.255 7.892 S 19^32'37.54" E
Transition 5480.255 5495.255 15
54 602504.160 2699608.750 6 39 49.32 Arc 5495.255 5503.516 8.261 200 Right 3.6 40 0.6
Transition 5503.516 5518.516 15
Straight 5518.516 5545.902 27.386 S 12^52'48.22" E
Transition 5545.902 5580.902 35
55 602531.835 2699507.608 31 8 52.25 Arc 5580.902 5627.447 46.545 150 Left 7.0 50 0.6


N
Transition
(M)
5627.447
(M)
5662.447
H (M)
35
1 ARC (%) (KMPH)
(M)
Straight 5662.447 5678.155 15.708 S 44^01'40.47" E

Normal
56 602584.768 2699446.962 2 27 21.91 Arc 5678.155 5691.015 12.86 300 Left 40 0.6
Camber
Straight 5691.015 5716.368 25.353 S 46^29'02.38" E
57 602620.109 2699413.406 19 14 26.47 Arc 5716.368 5749.950 33.581 100 Right 4.0 30 0.9
Straight 5749.950 5756.876 6.926 S 27^14'35.91" E
Transition 5756.876 5771.876 15
58 602640.223 2699367.750 52 41 39.16 Arc 5771.876 5793.663 21.787 40 Right 4.0 20 1.5
Transition 5793.663 5808.663 15
Straight 5808.663 5834.037 25.374 S 25^27'03.25" W
Normal
59 602617.821 2699313.658 0 41 5.61 Arc 5834.037 5848.381 14.344 1200 Right 40 --NA--
Camber
Straight 5848.381 5891.656 43.275 S 26^08'08.86" W
Normal
60 602590.520 2699258.017 1 6 4.06 Arc 5891.656 5914.718 23.062 1200 Left 50 --NA--
Camber
Straight 5914.718 5938.612 23.894 S 25^02'04.80" W
Transition 5938.612 5958.612 20
61 602562.275 2699201.367 22 48 3.61 Arc 5958.612 5974.428 15.816 90 Right 7.0 40 0.9
Transition 5974.428 5994.428 20
Straight 5994.428 6019.515 25.088 S 47^50'08.41" W
62 602494.610 2699137.905 65 24 40.37 Arc 6019.515 6090.297 70.782 62 Left 3.0 30 0.9
Straight 6090.297 6097.327 7.030 S 17^34'31.96" E
63 602512.602 2699081.103 9 42 38.53 Arc 6097.327 6122.750 25.423 150 Left 3.0 30 0.6
Straight 6122.750 6138.258 15.509 S 27^17'10.49" E
64 602529.578 2699048.193 6 41 59.53 Arc 6138.258 6155.798 17.54 150 Right 3.0 30 0.6
Straight 6155.798 6194.194 38.395 S 20^35'10.96" E
65 602558.224 2698971.927 30 40 56.86 Arc 6194.194 6261.133 66.939 125 Right 3.0 30 0.6
Straight 6261.133 6279.631 18.498 S 10^05'45.90" W
Normal
66 602544.551 2698895.135 9 36 22.27 Arc 6279.631 6329.929 50.298 300 Left 40 0.6
Camber
Straight 6329.929 6400.760 70.831 S 0^29'23.63" W
67 602543.622 2698786.533 9 34 41.08 Arc 6400.760 6425.836 25.075 150 Right 3.0 30 0.6


N
Straight
(M)
6425.836
(M)
6443.472 17.636
H (M)
1
S 10^04'04.71" W
ARC (%) (KMPH)
(M)
68 602536.485 2698746.334 8 6 11.37 Arc 6443.472 6464.686 21.214 150 Right 3.0 30 0.6
Straight 6464.686 6470.801 6.115 S 18^10'16.08" W
Transition 6470.801 6485.801 15
69 602515.124 2698690.169 44 34 9.42 Arc 6485.801 6540.810 55.009 90 Right 3.0 30 0.9
Transition 6540.810 6555.810 15
Straight 6555.810 6561.775 5.964 S 62^44'25.50" W
Normal
70 602456.387 2698656.777 6 57 56.81 Arc 6561.775 6598.247 36.473 300 Right 40 0.6
Camber
602395.154 2698634.134 Straight 6598.247 47.027 S 69^42'22.32" W
602395.154 2698634.134 Straight 6711.222 65.948 S 57^53'01.95" W
Transition 6711.222 6726.222 15
71 602320.256 2698584.663 37 25 37.71 Arc 6726.222 6743.883 17.661 50 Left 7.0 30 1.2
Transition 6743.883 6758.883 15
Straight 6758.883 6771.224 12.341 S 20^27'24.24" W
Transition 6771.224 6786.224 15
72 602294.735 2698510.038 66 18 11.29 Arc 6786.224 6838.342 52.118 58 Left 7.0 30 1.2
Transition 6838.342 6853.342 15
Straight 6853.342 6860.696 7.354 S 45^50'47.05" E
73 602332.618 2698467.330 7 51 26.68 Arc 6860.696 6874.410 13.714 100 Right 4.0 30 0.9
Straight 6874.410 6876.924 2.514 S 37^59'20.36" E
Transition 6876.924 6891.924 15
74 602358.560 2698427.960 60 45 21.36 Arc 6891.924 6935.246 43.322 55 Right 4.0 30 1.2
Transition 6935.246 6950.246 15
Straight 6950.246 6969.239 18.993 S 22^46'01.00" W
Transition 6969.239 6984.239 15
75 602333.427 2698354.410 28 7 13.58 Arc 6984.239 6996.233 11.994 55 Left 7.0 30 1.2
Transition 6996.233 7011.233 15
Straight 7011.233 7036.667 25.434 S 5^21'12.58" E
76 602337.165 2698298.442 11 4 56.94 Arc 7036.667 7056.009 19.343 100 Right 7.0 40 0.9
Straight 7056.009 7063.671 7.662 S 5^43'44.36" W


N (M) (M) H (M)
1 ARC (%)
Normal
(KMPH)
(M)
77 602332.714 2698254.075 10 22 17.18 Arc 7063.671 7117.976 54.305 300 Left 40 0.6
Camber
Straight 7117.976 7146.498 28.522 S 4^38'32.83" E
Transition 7146.498 7161.498 15
78 602339.792 2698137.126 37 44 41.62 Arc 7161.498 7251.901 90.404 160 Right 4.4 40 0.6
Transition 7251.901 7266.901 15
Straight 7266.901 7288.094 21.192 S 33^06'08.79" W
79 602292.515 2698060.195 8 47 9.8 Arc 7288.094 7303.428 15.335 100 Left 4.0 30 0.9
Straight 7303.428 7336.129 32.701 S 24^18'58.99" W
Transition 7336.129 7351.129 15
80 602263.459 2697989.574 42 49 28.21 Arc 7351.129 7392.186 41.057 75 Left 5.3 30 0.9
Transition 7392.186 7407.186 15
Straight 7407.186 7414.516 7.330 S 18^30'29.22" E
Normal
81 602278.771 2697935.636 7 17 27.5 Arc 7414.516 7439.966 25.45 200 Left 30 0.6
Camber
Straight 7439.966 7499.062 59.096 S 25^47'56.72" E
Transition 7499.062 7514.062 15
82 602322.025 2697839.316 49 15 7.72 Arc 7514.062 7550.639 36.577 60 Right 6.7 30 1.2
Transition 7550.639 7565.639 15
Straight 7565.639 7579.789 14.150 S 23^27'11.01" W
83 602302.993 2697787.965 6 15 13.46 Arc 7579.789 7593.432 13.644 125 Left 3.2 30 0.6
Straight 7593.432 7609.153 15.721 S 17^11'57.55" W
84 602292.197 2697753.089 10 38 1.07 Arc 7609.153 7636.991 27.839 150 Left 3.0 30 0.6
Straight 7636.991 7719.387 82.396 S 6^33'56.48" W
Transition 7719.387 7734.387 15
85 602271.672 2697604.753 53 9 6.84 Arc 7734.387 7807.516 73.129 95 Right 4.2 30 0.9
Transition 7807.516 7822.516 15
602198.926 2697558.302 Straight 7822.516 32.888 S 59^43'03.32" W
602198.926 2697558.302 Straight 7882.049 26.645 S 64^50'05.38" W
Transition 7882.049 7897.049 15
86 602158.200 2697534.752 75 33 29.78 Arc 7897.049 7908.424 11.375 20 Left 7.0 20 1.5
Transition 7908.424 7923.424 15


N
Straight
(M)
7923.424
(M)
7951.312 27.888
H (M)
1
S 10^43'24.40" E
ARC (%) (KMPH)
(M)
Transition 7951.312 7966.312 15

Normal
87 602167.658 2697465.653 8 2 36.93 Arc 7966.312 7979.389 13.077 200 Left 30 0.6
Camber
Transition 7979.389 7994.389 15
Straight 7994.389 8056.483 62.094 S 18^46'01.33" E
Transition 8056.483 8071.483 15
88 602202.274 2697364.032 9 17 54.55 Arc 8071.483 8088.941 17.458 200 Left 3.6 40 0.6
Transition 8088.941 8103.941 15
Straight 8103.941 8144.431 40.490 S 28^03'55.88" E
Normal
89 602251.010 2697271.531 15 18 56.53 Arc 8144.431 8224.624 80.193 300 Right 40 0.6
Camber
Straight 8224.624 8265.976 41.352 S 12^44'59.35" E
Transition 8265.976 8280.976 15
90 602276.919 2697162.558 20 52 33.19 Arc 8280.976 8311.520 30.544 125 Left 5.7 40 0.6
Transition 8311.520 8326.520 15
Straight 8326.520 8348.589 22.069 S 33^37'32.54" E
Normal
91 602311.767 2697107.954 4 43 34.11 Arc 8348.589 8373.335 24.746 300 Right 40 0.6
Camber
Straight 8373.335 8383.689 10.354 S 28^53'58.44" E
Normal
92 602327.077 2697080.220 3 24 56.13 Arc 8383.689 8401.573 17.884 300 Left 40 0.6
Camber
Straight 8401.573 8445.852 44.279 S 32^18'54.57" E
Normal
93 602360.100 2697028.013 3 15 55.85 Arc 8445.852 8462.951 17.098 300 Right 40 0.6
Camber
Straight 8462.951 8517.754 54.803 S 29^02'58.72" E
Transition 8517.754 8532.754 15
94 602405.302 2696942.637 32 32 24.37 Arc 8532.754 8568.868 36.114 90 Right 7.0 40 0.9
Transition 8568.868 8583.868 15
Straight 8583.868 8616.000 32.132 S 3^29'25.64" W
Normal
95 602402.866 2696870.841 1 50 51.65 Arc 8616.000 8628.899 12.899 400 Right 40 --NA--
Camber
Straight 8628.899 8639.319 10.420 S 5^20'17.29" W
96 602398.794 2696827.255 10 14 58.8 Arc 8639.319 8692.986 53.667 300 Left Normal 40 0.6


N (M) (M) H (M)
1 ARC (%)
Camber
(KMPH)
(M)
Straight 8692.986 8729.481 36.495 S 4^54'41.51" E

Normal
97 602405.552 2696748.608 5 55 45.2 Arc 8729.481 8760.527 31.045 300 Right 40 0.6
Camber
Straight 8760.527 8825.228 64.701 S 1^01'03.69" W
Transition 8825.228 8840.228 15
98 602401.949 2696638.659 28 15 1.86 Arc 8840.228 8869.604 29.376 90 Right 7.0 40 0.9
Transition 8869.604 8884.604 15
Straight 8884.604 8907.851 23.247 S 29^16'05.55" W
Transition 8907.851 8922.851 15
99 602364.401 2696562.744 45 28 59.21 Arc 8922.851 8955.481 32.63 60 Left 6.7 30 1.2
Transition 8955.481 8970.481 15
Straight 8970.481 8993.719 23.238 S 16^12'53.66" E
Transition 8993.719 9008.719 15
100 602381.652 2696492.014 9 33 43.79 Arc 9008.719 9014.580 5.861 125 Right 5.7 40 0.6
Transition 9014.580 9029.580 15
Straight 9029.580 9067.213 37.633 S 6^39'09.87" E
Normal
101 602390.141 2696423.339 5 12 26.58 Arc 9067.213 9094.479 27.266 300 Left 40 0.6
Camber
Straight 9094.479 9120.379 25.900 S 11^51'36.45" E
Normal
102 602400.754 2696372.802 4 37 6.77 Arc 9120.379 9144.562 24.183 300 Left 40 0.6
Camber
Straight 9144.562 9166.225 21.663 S 16^28'43.22" E
Normal
103 602413.101 2696331.064 3 43 43.02 Arc 9166.225 9185.748 19.523 300 Right 40 0.6
Camber
Straight 9185.748 9223.936 38.188 S 12^45'00.20" E
Normal
104 602426.090 2696273.660 4 9 44.58 Arc 9223.936 9245.730 21.794 300 Right 40 0.6
Camber
Straight 9245.730 9260.560 14.830 S 8^35'15.62" E
Normal
105 602433.745 2696222.972 10 25 10.43 Arc 9260.560 9311.480 50.92 280 Right 40 0.6
Camber
Straight 9311.480 9317.810 6.330 S 1^49'54.81" W
106 602432.214 2696175.124 9 9 18.12 Arc 9317.810 9349.767 31.957 200 Left 3.6 40 0.6
Straight 9349.767 9385.590 35.822 S 7^19'23.31" E


N
Transition
(M)
9385.590
(M)
9400.590
H (M)
15
1 ARC (%) (KMPH)
(M)
107 602442.612 2696101.557 17 9 26.95 Arc 9400.590 9415.535 14.945 100 Left 7.0 40 0.9
Transition 9415.535 9430.535 15
Straight 9430.535 9451.152 20.617 S 24^28'50.26" E
Transition 9451.152 9466.152 15
108 602466.496 2696045.407 11 57 48.61 Arc 9466.152 9472.033 5.88 100 Right 7.0 40 0.9
Transition 9472.033 9487.033 15
Straight 9487.033 9546.495 59.463 S 12^31'01.65" E
Normal
109 602486.389 2695958.549 2 14 15.83 Arc 9546.495 9569.929 23.433 600 Right 40 --NA--
Camber
Straight 9569.929 9597.298 27.369 S 10^16'45.82" E
Transition 9597.298 9612.298 15
110 602497.661 2695899.070 8 52 59.25 Arc 9612.298 9625.205 12.907 180 Left 4.0 40 0.6
Transition 9625.205 9640.205 15
Straight 9640.205 9664.562 24.357 S 19^09'45.07" E
Normal
111 602516.423 2695843.626 3 38 39.57 Arc 9664.562 9690.004 25.442 400 Right 40 --NA--
Camber
Straight 9690.004 9794.533 104.529 S 15^31'05.50" E
Transition 9794.533 9824.533 30
112 602564.566 2695689.686 47 50 21.88 Arc 9824.533 9852.980 28.447 70 Left 7.0 40 0.9
Transition 9852.980 9882.980 30
Straight 9882.980 9889.692 6.712 S 63^21'27.38" E
Transition 9889.692 9904.692 15
113 602624.040 2695653.665 6 23 15.75 Arc 9904.692 9911.989 7.297 200 Right 3.6 40 0.6
Transition 9911.989 9926.989 15
Straight 9926.989 9961.727 34.738 S 56^58'11.63" E
Normal
114 602681.880 2695616.447 3 31 39.04 Arc 9961.727 9992.511 30.783 500 Right 40 --NA--
Camber
Straight 9992.511 10006.060 13.549 S 53^26'32.58" E
Normal
115 602714.948 2695591.926 4 39 56.27 Arc 10006.060 10030.489 24.429 300 Left 40 0.6
Camber
Straight 10030.489 10050.967 20.478 S 58^06'28.85" E
Transition 10050.967 10070.967 20


116 602775.510 2695551.617 28

N
34 3.46 Arc
(M)
10070.967
(M)
10110.799
H (M)
39.832
1 120
ARC
Right
(%)
5.9
(KMPH)
40
(M)
0.6
Transition 10110.799 10130.799 20
Straight 10130.799 10173.071 42.272 S 29^32'25.40" E
Transition 10173.071 10188.071 15
117 602834.162 2695454.899 19 1 2.1 Arc 10188.071 10219.539 31.468 140 Left 5.1 40 0.6
Transition 10219.539 10234.539 15
Straight 10234.539 10281.818 47.279 S 48^33'27.49" E
Normal
118 602904.789 2695391.054 6 32 33.8 Arc 10281.818 10316.076 34.258 300 Right 40 0.6
Camber
Straight 10316.076 10337.329 21.253 S 42^00'53.70" E
Transition 10337.329 10352.329 15
119 602944.727 2695338.823 88 45 54.28 Arc 10352.329 10376.060 23.731 25 Right 7.0 20 1.5
Transition 10376.060 10391.060 15
Straight 10391.060 10406.237 15.177 S 46^45'00.58" W
Normal
120 602910.523 2695299.390 3 40 23.17 Arc 10406.237 10425.469 19.232 300 Right 40 0.6
Camber
Straight 10425.469 10448.942 23.473 S 50^25'23.75" W
Transition 10448.942 10463.942 15
121 602859.000 2695254.571 28 39 10.99 Arc 10463.942 10503.952 40.01 110 Left 6.5 40 0.6
Transition 10503.952 10518.952 15
Straight 10518.952 10567.523 48.571 S 21^46'12.76" W
122 602823.870 2695171.242 7 37 53.63 Arc 10567.523 10580.843 13.32 100 Left 4.0 30 0.9
Straight 10580.843 10588.416 7.573 S 14^08'19.13" W
Transition 10588.416 10603.416 15
123 602811.519 2695127.438 21 43 18.07 Arc 10603.416 10635.805 32.389 125 Right 5.7 40 0.6
Transition 10635.805 10650.805 15
Straight 10650.805 10655.474 4.669 S 35^51'37.21" W
Transition 10655.474 10670.474 15
124 602777.159 2695075.648 21 23 59.77 Arc 10670.474 10692.824 22.35 100 Left 7.0 40 0.9
Transition 10692.824 10707.824 15
Straight 10707.824 10726.209 18.386 S 14^27'37.44" W
Transition 10726.209 10746.209 20


125 602756.225 2695005.474 21

N
22 30 Arc
(M)
10746.209
(M)
10763.516
H (M)
17.306
1 100
ARC
Right
(%)
7.0
(KMPH)
40
(M)
0.9
Transition 10763.516 10783.516 20
Straight 10783.516 10800.879 17.364 S 35^50'07.44" W
Normal
126 602717.072 2694948.640 5 16 20.97 Arc 10800.879 10846.891 46.011 500 Right 40 --NA--
Camber
Straight 10846.891 10858.337 11.447 S 41^06'28.40" W
Transition 10858.337 10878.337 20
127 602660.346 2694877.356 49 28 4.03 Arc 10878.337 10948.992 70.654 105 Left 6.8 40 0.6
Transition 10948.992 10968.992 20
Straight 10968.992 11020.716 51.725 S 8^21'35.63" E
Transition 11020.716 11035.716 15
128 602675.378 2694722.970 54 7 25.29 Arc 11035.716 11096.287 60.571 80 Right 5.0 30 0.9
Transition 11096.287 11111.287 15
Straight 11111.287 11117.421 6.134 S 45^45'49.66" W
129 602631.889 2694675.813 8 34 55.31 Arc 11117.421 11139.888 22.468 150 Left 3.0 30 0.6
Straight 11139.888 11153.207 13.319 S 37^10'54.35" W
Transition 11153.207 11168.207 15
130 602593.499 2694629.210 39 58 27.32 Arc 11168.207 11209.022 40.815 80 Right 5.0 30 0.9
Transition 11209.022 11224.022 15
Straight 11224.022 11226.945 2.923 S 77^09'21.68" W
Transition 11226.945 11241.945 15
131 602534.445 2694611.267 35 23 18.55 Arc 11241.945 11257.827 15.882 50 Left 7.0 30 1.2
Transition 11257.827 11272.827 15
Straight 11272.827 11335.294 62.467 S 41^46'03.12" W
Transition 11335.294 11350.294 15
132 602458.989 2694528.772 10 51 0.87 Arc 11350.294 11373.169 22.874 200 Left 3.6 40 0.6
Transition 11373.169 11388.169 15
Straight 11388.169 11408.839 20.670 S 30^55'02.26" W
Transition 11408.839 11423.839 15
133 602404.577 2694443.163 32 59 51.19 Arc 11423.839 11500.985 77.147 160 Right 4.4 40 0.6
Transition 11500.985 11515.985 15


N
Straight
(M)
11515.985
(M)
11556.215 40.230
H (M)
1
S 63^54'53.45" W
ARC (%) (KMPH)
(M)
Transition 11556.215 11571.215 15

134 602297.617 2694387.411 17 0 36.92 Arc 11571.215 11593.325 22.111 125 Left 5.7 40 0.6
Transition 11593.325 11608.325 15
Straight 11608.325 11656.416 48.091 S 46^54'16.53" W
Normal
135 602234.119 2694329.321 4 32 41.8 Arc 11656.416 11680.213 23.797 300 Left 40 0.6
Camber
Straight 11680.213 11698.735 18.522 S 42^21'34.73" W
Transition 11698.735 11713.735 15
136 602195.361 2694289.424 31 9 27.61 Arc 11713.735 11734.082 20.347 65 Right 6.2 30 0.9
Transition 11734.082 11749.082 15
Straight 11749.082 11778.273 29.190 S 73^31'02.34" W
Normal
137 602131.145 2694268.591 3 0 28.89 Arc 11778.273 11804.523 26.25 500 Right 40 --NA--
Camber
Straight 11804.523 11841.980 37.457 S 76^31'31.24" W
Transition 11841.980 11856.980 15
138 602063.068 2694251.025 23 25 4.12 Arc 11856.980 11866.503 9.523 60 Left 6.7 30 1.2
Transition 11866.503 11881.503 15
Straight 11881.503 11904.366 22.863 S 53^06'27.12" W
Transition 11904.366 11919.366 15
139 602008.877 2694212.733 12 25 13.13 Arc 11919.366 11936.882 17.516 150 Right 4.7 40 0.6
Transition 11936.882 11951.882 15
Straight 11951.882 12013.889 62.007 S 65^31'40.25" W
Transition 12013.889 12028.889 15
140 601910.099 2694167.860 13 58 22.41 Arc 12028.889 12044.373 15.484 125 Right 5.7 40 0.6
Transition 12044.373 12059.373 15
Straight 12059.373 12079.408 20.035 S 79^30'02.66" W
Transition 12079.408 12104.408 25
141 601789.123 2694134.145 89 52 41.79 Arc 12104.408 12204.902 100.494 80 Left 7.0 40 0.9
Transition 12204.902 12229.902 25
Straight 12229.902 12242.457 12.554 S 10^22'39.13" E
Transition 12242.457 12267.457 25


142 601807.394 2693998.749 41

N
42 18.83 Arc
(M)
12267.457
(M)
12300.688
H (M)
33.231
1 80
ARC
Left
(%)
7.0
(KMPH)
40
(M)
0.9
Transition 12300.688 12325.688 25
Straight 12325.688 12336.691 11.003 S 52^04'57.96" E
Transition 12336.691 12356.691 20
143 601867.524 2693941.563 57 52 51.02 Arc 12356.691 12377.099 20.408 40 Right 5.0 20 1.5
Transition 12377.099 12397.099 20
Straight 12397.099 12404.305 7.205 S 5^47'53.06" W
Transition 12404.305 12419.305 15
144 601860.617 2693861.988 49 5 3.02 Arc 12419.305 12472.839 53.534 80 Right 7.0 40 0.9
Transition 12472.839 12487.839 15
Straight 12487.839 12527.120 39.281 S 54^52'56.08" W
145 601786.010 2693805.763 25 42 47.89 Arc 12527.120 12549.559 22.439 50 Left 7.0 30 1.2
Straight 12549.559 12557.149 7.590 S 29^10'08.19" W
Transition 12557.149 12572.149 15
146 601765.826 2693744.937 148 9 52.31 Arc 12572.149 12614.041 41.891 22 Left 7.0 20 1.5
Transition 12614.041 12629.041 15
Straight 12629.041 12659.974 30.934 N 61^00'15.88" E
Transition 12659.974 12674.974 15
147 601858.246 2693780.517 30 3 19.19 Arc 12674.974 12691.448 16.474 60 Right 6.7 30 1.2
Transition 12691.448 12706.448 15
Straight 12706.448 12737.319 30.871 S 88^56'24.93" E
Transition 12737.319 12752.319 15
148 601948.397 2693774.459 92 58 30.33 Arc 12752.319 12790.869 38.55 33 Right 5.0 20 1.5
Transition 12790.869 12805.869 15
Straight 12805.869 12808.168 2.299 S 4^02'05.40" W
149 601950.268 2693715.043 28 57 48.18 Arc 12808.168 12848.608 40.441 80 Right 5.0 30 0.9
Straight 12848.608 12919.972 71.363 S 32^59'53.58" W
Transition 12919.972 12934.972 15
150 601889.498 2693604.053 135 15 13.39 Arc 12934.972 12967.184 32.212 20 Left 7.0 20 1.5
Transition 12967.184 12982.184 15
Straight 12982.184 12998.109 15.925 N 77^44'40.19" E


N
Transition
(M)
12998.109
(M)
13013.109
H (M)
15
1 ARC (%) (KMPH)
(M)
151 601962.033 2693608.104 36 16 24.81 Arc 13013.109 13026.598 13.489 45 Right 4.0 20 1.2
Transition 13026.598 13041.598 15
Straight 13041.598 13070.638 29.040 S 65^58'55.01" E
Normal
152 602019.323 2693584.720 3 11 34.76 Arc 13070.638 13092.929 22.291 400 Right 40 --NA--
Camber
Straight 13092.929 13105.638 12.709 S 62^47'20.25" E
Transition 13105.638 13120.638 15
153 602067.482 2693558.543 21 26 32.65 Arc 13120.638 13152.418 31.78 125 Right 5.7 40 0.6
Transition 13152.418 13167.418 15
Straight 13167.418 13202.612 35.194 S 41^20'47.60" E
Transition 13202.612 13217.612 15
154 602133.711 2693481.296 42 21 17.99 Arc 13217.612 13258.055 40.443 75 Right 5.2 30 0.9
Transition 13258.055 13273.055 15
Straight 13273.055 13295.608 22.553 S 1^00'30.39" W
155 602135.086 2693413.455 8 49 30.8 Arc 13295.608 13314.861 19.254 125 Left 5.7 40 0.6
Straight 13314.861 13323.879 9.018 S 7^49'00.41" E
Normal
156 602141.984 2693363.213 12 11 44.36 Arc 13323.879 13387.735 63.856 300 Left 40 0.6
Camber
Straight 13387.735 13514.059 126.324 S 20^00'44.77" E
157 602203.172 2693195.212 10 36 29.14 Arc 13514.059 13554.791 40.732 220 Left 3.2 40 0.6
Straight 13554.791 13562.811 8.019 S 30^37'13.91" E
158 602225.565 2693157.380 11 48 47.08 Arc 13562.811 13593.737 30.927 150 Right 3.0 30 0.6
Straight 13593.737 13603.988 10.251 S 18^48'26.83" E
Normal
159 602239.067 2693117.735 6 8 54.6 Arc 13603.988 13636.181 32.193 300 Left 40 0.6
Camber
Straight 13636.181 13701.938 65.757 S 24^57'21.44" E
Transition 13701.938 13716.938 15
160 602286.314 2693013.065 22 22 29.44 Arc 13716.938 13752.705 35.767 130 Right 5.5 40 0.6
Transition 13752.705 13767.705 15
Straight 13767.705 13777.145 9.439 S 2^34'52.00" E
161 602290.209 2692956.110 8 23 28.46 Arc 13777.145 13806.435 29.291 200 Right 3.6 40 0.6


N
Straight
(M)
13806.435
(M)
13824.448 18.012
H (M)
1
S 5^48'36.46" W
ARC (%) (KMPH)
(M)
162 602285.279 2692907.655 9 9 35.25 Arc 13824.448 13856.422 31.974 200 Left 3.6 40 0.6
Straight 13856.422 13876.833 20.412 S 3^20'58.79" E
Transition 13876.833 13891.833 15
163 602288.091 2692849.609 10 50 15.43 Arc 13891.833 13905.206 13.373 150 Right 4.7 40 0.6
Transition 13905.206 13920.206 15
Straight 13920.206 13934.770 14.564 S 7^29'16.64" W
164 602281.574 2692795.544 10 24 18.35 Arc 13934.770 13971.091 36.321 200 Right 3.6 40 0.6
Straight 13971.091 13999.053 27.963 S 17^53'34.98" W
Normal
165 602263.194 2692738.617 3 7 37.19 Arc 13999.053 14026.341 27.288 500 Left 40 --NA--
Camber
Straight 14026.341 14060.134 33.792 S 14^45'57.80" W
Transition 14060.134 14075.134 15
166 602242.342 2692664.183 20 27 16.84 Arc 14075.134 14104.759 29.625 125 Right 5.7 40 0.6
Transition 14104.759 14119.759 15
Straight 14119.759 14145.353 25.595 S 35^13'14.63" W
Transition 14145.353 14160.353 15
167 602201.148 2692602.992 8 50 56.88 Arc 14160.353 14166.976 6.623 140 Left 5.1 40 0.6
Transition 14166.976 14181.976 15
Straight 14181.976 14224.427 42.452 S 26^22'17.75" W
Transition 14224.427 14239.427 15
168 602154.999 2692505.951 35 22 40.91 Arc 14239.427 14301.610 62.183 125 Left 5.7 40 0.6
Transition 14301.610 14316.610 15
Straight 14316.610 14349.224 32.614 S 9^00'23.16" E
Normal
169 602170.371 2692394.889 12 28 44.12 Arc 14349.224 14414.564 65.339 300 Right 40 0.6
Camber
Straight 14414.564 14510.474 95.910 S 3^28'20.96" W
170 602161.801 2692253.645 14 34 50.48 Arc 14510.474 14535.922 25.448 100 Right 4.0 30 0.9
Straight 14535.922 14544.892 8.970 S 18^03'11.44" W
Transition 14544.892 14559.892 15
171 602143.156 2692205.406 47 4 3.55 Arc 14559.892 14589.252 29.36 54 Right 4.0 30 1.2
Transition 14589.252 14604.252 15


N
Straight
(M)
14604.252
(M)
14609.344 5.092
H (M)
1
S 65^07'14.99" W
ARC (%) (KMPH)
(M)
Transition 14609.344 14624.344 15

172 602088.776 2692178.428 20 52 1.28 Arc 14624.344 14645.764 21.42 100 Right 4.0 30 0.9
Transition 14645.764 14660.764 15
Straight 14660.764 14676.481 15.717 S 85^59'16.27" W
Transition 14676.481 14691.481 15
173 602024.443 2692170.491 40 23 37.4 Arc 14691.481 14708.206 16.725 45 Left 7.0 30 1.2
Transition 14708.206 14723.206 15
Straight 14723.206 14740.771 17.565 S 45^35'38.87" W
174 601988.257 2692138.177 4 21 1.64 Arc 14740.771 14755.957 15.186 200 Right 3.6 40 0.6
Straight 14755.957 14763.211 7.254 S 49^56'40.51" W
175 601970.146 2692122.950 6 43 23.7 Arc 14763.211 14780.812 17.601 150 Left 4.7 40 0.6
Straight 14780.812 14787.110 6.297 S 43^13'16.81" W
Transition 14787.110 14802.110 15
176 601938.879 2692086.035 41 37 14.42 Arc 14802.110 14837.959 35.849 70 Left 4.7 30 0.9
Transition 14837.959 14852.959 15
Straight 14852.959 14862.809 9.850 S 1^36'02.39" W
177 601934.795 2692029.219 10 33 12.09 Arc 14862.809 14890.438 27.629 150 Right 4.7 40 0.6
Straight 14890.438 14903.340 12.902 S 12^09'14.48" W
Transition 14903.340 14918.340 15
178 601922.542 2691981.939 37 14 35.9 Arc 14918.340 14932.591 14.251 45 Right 4.7 30 1.2
Transition 14932.591 14947.591 15
Straight 14947.591 14962.546 14.955 S 49^23'50.38" W
Normal
179 601890.874 2691952.127 2 27 43.31 Arc 14962.546 14975.437 12.891 300 Right 40 0.6
Camber
Straight 14975.437 14992.452 17.015 S 51^51'33.69" W
Normal
180 601867.712 2691933.940 1 42 54.84 Arc 14992.452 15004.427 11.975 400 Left 40 --NA--
Camber
Straight 15004.427 15042.635 38.208 S 50^08'38.84" W
Normal
181 601826.682 2691899.687 3 31 57.27 Arc 15042.635 15061.131 18.497 300 Left 40 0.6
Camber
Straight 15061.131 15113.498 52.366 S 46^36'41.57" W


N
Transition
(M)
15113.498
(M)
15128.498
H (M)
15
1 ARC (%) (KMPH)
(M)
182 601761.383 2691835.932 25 17 57.56 Arc 15128.498 15157.653 29.156 100 Left 7.0 40 0.9
Transition 15157.653 15172.653 15
601726.257 2691749.954 Straight 15172.653 63.233 S 21^18'44.01" W
601726.257 2691749.954 Straight 15375.736 139.850 S 23^20'25.68" W
Normal
183 601657.175 2691589.859 3 17 41.89 Arc 15375.736 15444.746 69.01 1200 Left 40 --NA--
Camber
Straight 15444.746 15517.806 73.061 S 20^02'43.78" W
Transition 15517.806 15532.806 15
184 601607.324 2691455.485 12 55 47.92 Arc 15532.806 15574.224 41.418 250 Right 3.0 40 0.6
Transition 15574.224 15589.224 15
Straight 15589.224 15626.577 37.353 S 32^58'31.70" W
Transition 15626.577 15661.577 35
185 601528.810 2691343.472 42 7 35.97 Arc 15661.577 15718.483 56.906 125 Right 7.0 50 0.6
Transition 15718.483 15753.483 35
Straight 15753.483 15961.566 208.083 S 75^06'07.67" W
Transition 15961.566 16016.566 55
186 601190.679 2691238.971 41 51 17.51 Arc 16016.566 16071.142 54.576 150 Left 7.0 50 0.6
Transition 16071.142 16126.142 55
Straight 16126.142 16176.161 50.019 S 33^14'50.16" W
Transition 16176.161 16191.161 15
187 601088.184 2691101.147 29 5 29.48 Arc 16191.161 16239.629 48.468 125 Right 5.7 40 0.6
Transition 16239.629 16254.629 15
Straight 16254.629 16269.986 15.357 S 62^20'19.64" W
Transition 16269.986 16294.986 25
188 601012.743 2691058.343 13 3 20.99 Arc 16294.986 16308.723 13.737 170 Left 4.2 40 0.6
Transition 16308.723 16333.723 25
Straight 16333.723 16512.100 178.377 S 49^16'58.65" W
Transition 16512.100 16532.100 20
189 600822.552 2690899.348 31 36 7.1 Arc 16532.100 16567.256 35.156 100 Right 7.0 40 0.9
Transition 16567.256 16587.256 20


N
Straight
(M)
16587.256
(M)
16592.744 5.488
H (M)
1
S 80^53'05.75" W
ARC (%) (KMPH)
(M)
Transition 16592.744 16607.744 15

190 600748.952 2690883.390 28 1 7.72 Arc 16607.744 16641.646 33.902 100 Left 7.0 40 0.9
Transition 16641.646 16656.646 15
Straight 16656.646 16683.858 27.212 S 52^51'58.04" W
191 600690.200 2690840.980 15 0 18.43 Arc 16683.858 16710.047 26.189 100 Left 4.0 30 0.9
Straight 16710.047 16713.176 3.129 S 37^51'39.61" W
Transition 16713.176 16728.176 15
192 600670.225 2690813.762 19 4 49.23 Arc 16728.176 16733.157 4.981 60 Left 4.0 30 1.2
Transition 16733.157 16748.157 15
Straight 16748.157 16755.351 7.194 S 18^46'50.38" W
Transition 16755.351 16770.351 15
193 600645.717 2690758.130 69 39 43.49 Arc 16770.351 16810.063 39.712 45 Right 7.0 30 1.2
Transition 16810.063 16825.063 15
Straight 16825.063 16919.259 94.195 S 88^26'33.87" W
Normal
194 600502.541 2690749.878 3 1 56.36 Arc 16919.259 16945.721 26.462 500 Left 40 --NA--
Camber
Straight 16945.721 16988.737 43.016 S 85^24'37.51" W
Normal
195 600405.430 2690742.083 14 39 48.35 Arc 16988.737 17070.633 81.896 320 Left 40 --NA--
Camber
Straight 17070.633 17089.546 18.913 S 70^44'49.16" W
Transition 17089.546 17104.546 15
196 600310.228 2690707.371 22 37 17.62 Arc 17104.546 17156.666 52.12 170 Left 4.2 40 0.6
Transition 17156.666 17171.666 15
Straight 17171.666 17179.687 8.022 S 48^07'31.54" W
Normal
197 600252.589 2690657.552 10 15 10.78 Arc 17179.687 17233.372 53.685 300 Left 40 0.6
Camber
Straight 17233.372 17308.163 74.791 S 37^52'20.76" W
Normal
198 600183.561 2690568.793 1 32 15.84 Arc 17308.163 17329.633 21.471 800 Right 40 --NA--
Camber
Straight 17329.633 17385.643 56.010 S 39^24'36.60" W
199 600124.104 2690496.435 21 45 28.71 Arc 17385.643 17438.808 53.165 140 Left 3.0 30 0.6
Straight 17438.808 17445.145 6.337 S 17^39'07.89" W


N
Transition
(M)
17445.145
(M)
17460.145
H (M)
15
1 ARC (%) (KMPH)
(M)
200 600103.549 2690421.042 51 49 40.22 Arc 17460.145 17517.510 57.365 80 Left 3.0 30 0.9
Transition 17517.510 17532.510 15
Straight 17532.510 17618.344 85.834 S 34^10'32.33" E
Transition 17618.344 17633.344 15
201 600193.046 2690277.560 52 57 18.63 Arc 17633.344 17678.420 45.076 65 Right 6.2 30 0.9
Transition 17678.420 17693.420 15
Straight 17693.420 17815.829 122.410 S 18^46'46.30" W
Normal
202 600127.791 2690075.462 20 11 18.94 Arc 17815.829 17918.013 102.184 290 Left 40 0.6
Camber
Straight 17918.013 17928.899 10.886 S 1^24'32.64" E
Transition 17928.899 17948.899 20
203 600127.003 2689959.681 44 10 1.31 Arc 17948.899 18013.693 64.795 110 Right 6.5 40 0.6
Transition 18013.693 18033.693 20
Straight 18033.693 18086.197 52.504 S 42^45'28.67" W
Normal
204 600052.687 2689873.954 1 45 35.57 Arc 18086.197 18101.555 15.358 500 Right 40 --NA--
Camber
Straight 18101.555 18125.484 23.929 S 44^31'04.24" W
Transition 18125.484 18140.484 15
205 600014.968 2689836.933 17 30 55.78 Arc 18140.484 18152.998 12.513 90 Right 7.0 40 0.9
Transition 18152.998 18167.998 15
Straight 18167.998 18189.923 21.925 S 62^02'00.03" W
Transition 18189.923 18204.923 15
206 599945.382 2689801.422 36 38 46.44 Arc 18204.923 18244.289 39.366 85 Right 7.0 40 0.9
Transition 18244.289 18259.289 15
Straight 18259.289 18292.286 32.997 N 81^19'13.54" W
TABLE 3.10: VERTICAL CURVE REPORT

IP CURVE START END GRADIENT %
CURVE TYPE OF
CHAINAGE LEVEL LENGTH M VALUE CHAINAGE LEVEL CHAINAGE LEVEL K VALUE
NO. CURVE IN OUT
(M) (M) (M) (M) (M) (M) (M)
1 15.054 793.825 Sag 25 0.034 2.554 793.968 27.554 793.82 -1.142 -0.04 22.686


CURVE TYPE OF
NO.
CHAINAGE
(M)
LEVEL
(M)
CURVE
LENGTH
(M)
M VALUE CHAINAGE
(M)
LEVEL
(M)
CHAINAGE
(M)
1 LEVEL
(M)
IN OUT
K VALUE
2 82.997 793.798 Sag 50 0.028 57.997 793.808 107.997 793.901 -0.04 0.412 110.619
3 160.307 794.117 Hog 60 -0.065 130.307 793.993 190.307 793.982 0.412 -0.449 69.686
4 567.879 792.288 Sag 110 0.245 512.879 792.535 622.879 793.022 -0.449 1.335 61.659
5 708.798 794.17 Hog 118 -0.286 649.798 793.382 767.798 793.813 1.335 -0.605 60.825
6 828.743 793.445 Sag 74 0.051 791.743 793.668 865.743 793.426 -0.605 -0.05 133.333
7 1040.146 793.338 Sag 100 0.067 990.146 793.363 1090.146 793.581 -0.05 0.486 186.567
8 1410.329 795.137 Sag 60 0.014 1380.329 794.991 1440.329 795.34 0.486 0.679 310.881
9 1579.109 796.282 Hog 100 -0.076 1529.109 795.943 1629.109 796.317 0.679 0.069 163.934
10 1716.503 796.377 Hog 100 -0.092 1666.503 796.342 1766.503 796.043 0.069 -0.667 135.870
11 1939.948 794.886 Sag 70 0.1 1904.948 795.12 1974.948 795.051 -0.667 0.47 61.566
12 2065.073 795.475 Sag 104 0.318 2013.073 795.231 2117.073 796.993 0.47 2.919 42.466
13 2160.234 798.253 Hog 45 -0.113 2137.734 797.596 2182.734 798.457 2.919 0.908 22.377
14 2422.282 800.633 Sag 55 0.061 2394.782 800.383 2449.782 801.128 0.908 1.802 61.521
15 2625.608 804.297 Hog 100 -0.32 2575.608 803.396 2675.608 803.918 1.802 -0.758 39.063
16 2737 803.452 Sag 68 0.13 2703 803.71 2771 803.715 -0.758 0.772 44.444
17 2858.124 804.388 Sag 54 0.072 2831.124 804.179 2885.124 804.885 0.772 1.844 50.373
18 2972.552 806.497 Hog 60 -0.283 2942.552 805.944 3002.552 805.919 1.844 -1.929 15.902
19 3102.751 803.986 Hog 42 -0.136 3081.751 804.391 3123.751 803.036 -1.929 -4.523 16.191
20 3180.764 800.457 Sag 88 0.514 3136.764 802.447 3224.764 800.523 -4.523 0.15 18.832
21 3503.211 800.94 Sag 40 0.033 3483.211 800.91 3523.211 801.101 0.15 0.806 60.976
22 3594.875 801.679 Hog 60 -0.06 3564.875 801.437 3624.875 801.679 0.806 0 74.442
23 3756.893 801.679 Sag 85 0.495 3714.393 801.679 3799.393 803.66 0 4.661 18.236
24 3869.939 806.948 Hog 84 -0.519 3827.939 804.991 3911.939 806.828 4.661 -0.286 16.980
25 4023.887 806.509 Sag 82 0.318 3982.887 806.626 4064.887 807.665 -0.286 2.82 26.401
26 4121.052 809.249 Hog 60 -0.234 4091.052 808.403 4151.052 809.16 2.82 -0.296 19.255
27 4251.401 808.863 Hog 42 -0.175 4230.401 808.925 4272.401 808.1 -0.296 -3.633 12.586
28 4308.012 806.806 Sag 40 0.11 4288.012 807.533 4328.012 806.52 -3.633 -1.43 18.157
29 4440.733 804.908 Sag 75 0.389 4403.233 805.444 4478.233 805.929 -1.43 2.721 18.068
30 4593.669 809.07 Sag 50 0.142 4568.669 808.39 4618.669 810.32 2.721 5 21.939
31 4963.611 827.567 Hog 70 -0.674 4928.611 825.817 4998.611 826.622 5 -2.701 9.090
32 5097.946 823.939 Sag 50 0.101 5072.946 824.614 5122.946 823.667 -2.701 -1.088 30.998


CURVE TYPE OF
NO.
CHAINAGE
(M)
LEVEL
(M)
CURVE
LENGTH
(M)
M VALUE CHAINAGE
(M)
LEVEL
(M)
CHAINAGE
(M)
1 LEVEL
(M)
IN OUT
K VALUE
33 5272.56 822.04 Sag 70 0.233 5237.56 822.421 5307.56 822.59 -1.088 1.57 26.336
34 5383.542 823.782 Hog 96 -0.788 5335.542 823.029 5431.542 821.382 1.57 -5 14.612
35 5510.8 817.419 Sag 116 0.948 5452.8 820.319 5568.8 818.311 -5 1.537 17.745
36 5599.861 818.788 Hog 40 -0.186 5579.861 818.481 5619.861 818.352 1.537 -2.183 10.753
37 5708.127 816.425 Sag 40 0.026 5688.127 816.862 5728.127 816.094 -2.183 -1.655 75.758
38 5794.588 814.994 Sag 74 0.616 5757.588 815.606 5831.588 816.844 -1.655 5 11.119
39 5965.763 823.553 Hog 90 -0.938 5920.763 821.303 6010.763 822.052 5 -3.335 10.798
40 6106 818.875 Sag 53 0.192 6079.5 819.759 6132.5 818.758 -3.335 -0.443 18.326
41 6202.338 818.448 Hog 50 -0.088 6177.338 818.559 6227.338 817.987 -0.443 -1.846 35.638
42 6327.919 816.13 Sag 55 0.207 6300.419 816.638 6355.419 816.45 -1.846 1.162 18.285
43 6419.772 817.197 Sag 40 0.088 6399.772 816.965 6439.772 817.782 1.162 2.925 22.689
44 6574 821.708 Sag 54 0.14 6547 820.918 6601 823.058 2.925 4.998 26.049
45 6779.507 831.979 Hog 114 -1.425 6722.507 829.13 6836.507 829.129 4.998 -5 11.402
46 6947.498 823.579 Sag 76 0.676 6909.498 825.479 6985.498 824.385 -5 2.119 10.676
47 7097.322 826.754 Hog 80 -0.37 7057.322 825.907 7137.322 826.123 2.119 -1.578 21.639
48 7272.35 823.992 Sag 40 0.05 7252.35 824.308 7292.35 823.878 -1.578 -0.57 39.683
49 7357.94 823.505 Hog 40 -0.105 7337.94 823.619 7377.94 822.97 -0.57 -2.675 19.002
50 7427.034 821.656 Sag 42 0.217 7406.034 822.218 7448.034 821.961 -2.675 1.452 10.177
51 7560.249 823.591 Hog 40 -0.054 7540.249 823.3 7580.249 823.666 1.452 0.378 37.244
52 7628.867 823.85 Sag 57.716 0.333 7600.009 823.741 7657.725 825.293 0.378 5 12.487
53 7814.601 833.137 Hog 100 -0.859 7764.601 830.637 7864.601 832.202 5 -1.869 14.558
54 8070.778 828.349 Sag 120 1.03 8010.778 829.471 8130.778 831.348 -1.869 4.997 17.477
55 8186.896 834.152 Hog 80 -0.887 8146.896 832.153 8226.896 832.603 4.997 -3.874 9.018
56 8301.031 829.73 Sag 105 0.785 8248.531 831.764 8353.531 830.837 -3.874 2.108 17.553
57 8524.471 834.441 Hog 60 -0.273 8494.471 833.809 8554.471 833.98 2.108 -1.537 16.461
58 8650.95 832.497 Sag 73 0.368 8614.45 833.058 8687.45 833.409 -1.537 2.5 18.083
59 8745.515 834.861 Hog 60 -0.45 8715.515 834.111 8775.515 833.811 2.5 -3.498 10.003
60 8927.952 828.479 Sag 190 1.534 8832.952 831.802 9022.952 831.292 -3.498 2.961 29.416
61 9065.475 832.551 Hog 46 -0.126 9042.475 831.87 9088.475 832.728 2.961 0.769 20.985
62 9154.108 833.233 Hog 40 -0.039 9134.108 833.079 9174.108 833.23 0.769 -0.014 51.086
63 9265.242 833.217 Sag 40 0.017 9245.242 833.22 9285.242 833.281 -0.014 0.322 119.048


CURVE TYPE OF
NO.
CHAINAGE
(M)
LEVEL
(M)
CURVE
LENGTH
(M)
M VALUE CHAINAGE
(M)
LEVEL
(M)
CHAINAGE
(M)
1 LEVEL
(M)
IN OUT
K VALUE
64 9335.148 833.442 Sag 40 0.052 9315.148 833.378 9355.148 833.714 0.322 1.36 38.536
65 9519.253 835.946 Sag 40 0.051 9499.253 835.674 9539.253 836.421 1.36 2.376 39.370
66 9608.774 838.073 Hog 50 -0.338 9583.774 837.479 9633.774 837.315 2.376 -3.034 9.242
67 9687.783 835.676 Sag 93 0.594 9641.283 837.087 9734.283 836.643 -3.034 2.079 18.189
68 9828.738 838.607 Hog 50 -0.294 9803.738 838.087 9853.738 837.951 2.079 -2.625 10.629
69 9905.105 836.602 Sag 80 0.433 9865.105 837.652 9945.105 837.283 -2.625 1.702 18.489
70 10064.11 839.308 Hog 70 -0.154 10029.11 838.712 10099.11 839.287 1.702 -0.061 39.705
71 10255.24 839.192 Sag 70 0.161 10220.24 839.213 10290.24 839.813 -0.061 1.775 38.126
72 10450.45 842.656 Hog 40 -0.056 10430.45 842.301 10470.45 842.789 1.775 0.663 35.971
73 10513.63 843.075 Hog 40 -0.033 10493.63 842.942 10533.63 843.075 0.663 0 60.332
74 10588.08 843.075 Hog 40 -0.017 10568.08 843.075 10608.08 843.007 0 -0.341 117.302
75 10702.27 842.685 Sag 50 0.149 10677.27 842.771 10727.27 843.194 -0.341 2.035 21.044
76 10968.46 848.102 Sag 85 0.315 10925.96 847.237 11010.96 850.227 2.035 5 28.668
77 11122.2 855.789 Hog 100 -0.907 11072.2 853.289 11172.2 854.662 5 -2.254 13.785
78 11227 853.427 Sag 60 0.17 11197 854.103 11257 853.429 -2.254 0.006 26.549
79 11426.96 853.439 Sag 69 0.34 11392.46 853.437 11461.46 854.8 0.006 3.944 17.522
80 11579.11 859.439 Hog 67 -0.559 11545.61 858.118 11612.61 858.524 3.944 -2.732 10.036
81 11695.52 856.258 Sag 89 0.86 11651.02 857.474 11740.02 858.483 -2.732 5 11.511
82 11945.74 868.769 Hog 170 -1.806 11860.74 864.519 12030.74 865.794 5 -3.5 20.000
83 12147.09 861.722 Sag 65 0.312 12114.59 862.859 12179.59 861.832 -3.5 0.339 16.931
84 12295.86 862.226 Sag 91 0.53 12250.36 862.072 12341.36 864.501 0.339 5 19.524
85 12477.52 871.309 Hog 40 -0.097 12457.52 870.309 12497.52 871.922 5 3.068 20.704
86 12633.32 876.089 Sag 40 0.097 12613.32 875.475 12653.32 877.089 3.068 5 20.704
87 12755.27 882.186 Hog 99 -1.203 12705.77 879.711 12804.77 879.85 5 -4.719 10.186
88 13066.29 867.51 Sag 60 0.512 13036.29 868.926 13096.29 868.143 -4.719 2.111 8.785
89 13193.84 870.203 Hog 41 -0.207 13173.34 869.77 13214.34 869.808 2.111 -1.925 10.159
90 13258.91 868.951 Sag 68 0.299 13224.91 869.605 13292.91 869.491 -1.925 1.589 19.351
91 13375.81 870.808 Hog 60 -0.124 13345.81 870.331 13405.81 870.79 1.589 -0.061 36.364
92 13470.62 870.751 Sag 60 0.06 13440.62 870.769 13500.62 870.974 -0.061 0.745 74.442
93 13618.97 871.856 Sag 69 0.331 13584.47 871.599 13653.47 873.436 0.745 4.578 18.002
94 13694.09 875.295 Hog 40 -0.133 13674.09 874.379 13714.09 875.679 4.578 1.92 15.049


CURVE TYPE OF
NO.
CHAINAGE
(M)
LEVEL
(M)
CURVE
LENGTH
(M)
M VALUE CHAINAGE
(M)
LEVEL
(M)
CHAINAGE
(M)
1 LEVEL
(M)
IN OUT
K VALUE
95 13826.36 877.834 Hog 50 -0.341 13801.36 877.354 13851.36 876.949 1.92 -3.541 9.156
96 13898.5 875.28 Sag 75 0.39 13861 876.607 13936 875.512 -3.541 0.62 18.025
97 14022.42 876.048 Sag 60 0.116 13992.42 875.862 14052.42 876.697 0.62 2.164 38.860
98 14111.57 877.977 Hog 50 -0.121 14086.57 877.436 14136.57 878.033 2.164 0.222 25.747
99 14334.96 878.473 Sag 100 0.529 14284.96 878.362 14384.96 880.702 0.222 4.457 23.613
100 14470.65 884.521 Hog 80 -0.19 14430.65 882.738 14510.65 885.545 4.457 2.56 42.172
101 14591.69 887.62 Sag 50 0.022 14566.69 886.98 14616.69 888.347 2.56 2.91 142.857
102 14693.25 890.575 Hog 40 -0.145 14673.25 889.993 14713.25 890.575 2.91 0 13.746
103 14769.4 890.575 Sag 87.5 0.547 14725.65 890.575 14813.15 892.762 0 5 17.500
104 14965.43 900.376 Hog 60 -0.381 14935.43 898.876 14995.43 900.353 5 -0.078 11.816
105 15119.42 900.257 Hog 80 -0.208 15079.42 900.288 15159.42 899.395 -0.078 -2.155 38.517
106 15222.6 898.034 Sag 80 0.204 15182.6 898.896 15262.6 897.99 -2.155 -0.11 39.120
107 15367.71 897.874 Hog 80 -0.208 15327.71 897.918 15407.71 896.999 -0.11 -2.188 38.499
108 15592.39 892.959 Sag 80 0.128 15552.39 893.834 15632.39 892.596 -2.188 -0.908 62.500
109 15765.77 891.385 Sag 80 0.245 15725.77 891.748 15805.77 892.003 -0.908 1.545 32.613
110 15923.86 893.827 Sag 50 0.084 15898.86 893.441 15948.86 894.547 1.545 2.882 37.397
111 16045.62 897.336 Hog 70 -0.321 16010.62 896.327 16080.62 897.062 2.882 -0.782 19.105
112 16222.26 895.954 Hog 40 -0.14 16202.26 896.11 16242.26 895.238 -0.782 -3.581 14.291
113 16320.25 892.445 Sag 127 1.114 16256.75 894.719 16383.75 894.625 -3.581 3.433 18.107
114 16462.23 897.319 Hog 80 -0.708 16422.23 895.946 16502.23 895.86 3.433 -3.65 11.295
115 16619.16 891.592 Sag 66 0.301 16586.16 892.796 16652.16 891.592 -3.65 0 18.082
116 16736.54 891.592 Hog 40 -0.075 16716.54 891.592 16756.54 891.291 0 -1.503 26.613
117 16851.49 889.864 Sag 40 0.072 16831.49 890.165 16871.49 889.853 -1.503 -0.055 27.624
118 16951.38 889.809 Hog 50 -0.083 16926.38 889.823 16976.38 889.463 -0.055 -1.385 37.594
119 17017.57 888.892 Sag 40 0.097 16997.57 889.169 17037.57 889.004 -1.385 0.558 20.587
120 17115.42 889.438 Sag 40 0.07 17095.42 889.326 17135.42 889.828 0.558 1.95 28.736
121 17288.25 892.809 Hog 100 -0.414 17238.25 891.833 17338.25 892.128 1.95 -1.362 30.193
122 17592.67 888.663 Sag 60 0.149 17562.67 889.071 17622.67 888.849 -1.362 0.622 30.242
123 17750.4 889.643 Sag 45 0.246 17727.9 889.503 17772.9 890.768 0.622 5 10.279
124 17917.4 897.993 Hog 200 -2.118 17817.4 892.993 18017.4 894.523 5 -3.47 23.613
125 18143.76 890.138 Sag 61.63 0.264 18112.95 891.207 18174.58 890.124 -3.47 -0.046 17.999

3.13 Proposed Cross Section Details

Cross-section of the improved facility should be adequate to cater to the traffic expected over the
design period and offer safe and convenient traffic operation at speeds consistent with the terrain 1
conditions and functional classification of this road.
The cross-sectional parameters (carriageway/shoulder width etc.) shall be proposed considering the
standards specified in IRC SP: 73. Following typical cross-sections have been envisaged for the
development of existing road as per 2 lane configuration within existing ROW. TCS length is presented in
Table- 3.11 and Chainage wise cross sectional details is given in Table- 3.12:
TABLE 3.11: PROPOSED CROSS-SECTION DETAILS

Sl. No. Description Length
Typical cross section of Two Lane Carriageway with Both side hard shoulder in Rural Area
TCS-1A 847
(Overlay with BC, DBM & WMM Single Layer)
TCS-1B 1841
(Reconstruction from GSB Layer)
TCS-1C 245
(Reconstruction from Sub-grade Layer)
Typical cross section of Two Lane Carriageway with Breast wall in hill side in Rural Area
TCS-2A 125
Typical cross section of Two Lane Carriageway in Rural Area with One Side Toe wall (Overlay
TCS-3A 75
with BC, DBM & WMM Single Layer)
Typical cross section of Two Lane Carriageway in Rural Area with One Side Toe wall
TCS-3B 250
Typical cross section of Two Lane Carriageway with One side RCC Covered Drain in Built-Up
TCS-4A 421
Area (Overlay with BC, DBM & WMM Single Layer)
Typical cross section of Two Lane Carriageway with One side RCC Covered Drain in Built-Up
TCS-4C 97
Area (Reconstruction from Sub-grade Layer)
Typical cross section of Two Lane Carriageway with One side PCC trapezoidal open drain in
TCS-5A 1542
Built-Up Area (Overlay with BC, DBM & WMM Single Layer)
TCS-5B 3749
Built-Up Area (Reconstruction from GSB Layer)
TCS-5C 339
Built-Up Area (Reconstruction from Sub-grade Layer)
Typical cross section of Two Lane Carriageway with RCC Covered Drain & Retaining wall on
TCS-6B 50
valley side in Built-Up Area (Reconstruction from GSB Layer)
Typical cross section of Two Lane Carriageway with both side RCC Covered Drain in Built-Up
TCS-7A 325
Area (Overlay with BC, DBM, WMM Single Layer)
TCS-7B 1599
Area (Reconstruction from GSB Layer)
TCS-7C 150
Typical cross section of Two Lane Carriageway with both side Perforated Drain in Built-Up Area
TCS-8A 472
Typical cross section of Two Lane Carriageway with existing breast wall on hill side in Rural
TCS-9B 100
Area (Reconstruction from GSB Layer)
Typical cross section of Two Lane Carriageway with existing breast wall on hill side in Rural
TCS-9C 250

Sl. No. Description Length

Typical cross section of Two Lane Carriageway with both side PCC trapezoidal open drain in
TCS-10A 147
Built-Up Area (Overlay with BC, DBM, WMM Single Layer)
Typical cross section of Two Lane Carriageway with both side PCC trapezoidal open drain in
1
TCS-10B 1420
Built-Up Area (Reconstruction from GSB Layer)
Typical cross section of Two Lane Carriageway with both side PCC trapezoidal open drain in in
TCS-10C 50
Built-Up Area (Reconstruction from Sub-grade Layer)
Typical cross section of Two Lane Carriageway in Rural Area with both side retaining wall
TCS-11A 75
Typical cross section of Two Lane Carriageway in Rural Area with both side retaining wall
TCS-11C 287
Typical cross section of Two Lane Carriageway in Rural Area with retaining wall on valley side
TCS-12B 100
and breast wall on hill side (Reconstruction from GSB Layer)
Typical cross section of Two Lane Carriageway in Rural Area with both side toe wall
TCS-13B 447
Typical cross section of Two Lane Carriageway in Rural Area with both side toe wall
TCS-13C 1578
Typical Cross Section of Two lane Carriageway with 1.5m Wide Paved Shoulder on Both Side in
TCS-14A 100
Chandel Bazaar Area (Overlay with BC, DBM & WMM Single Layer)
Typical Cross Section of Two lane Carriageway with 1.5m Wide Paved Shoulder and on Both
TCS-14B 100
Side in Chandel Bazaar Area (Reconstruction from GSB Layer)
Typical Cross Section of Two lane Carriageway with 2.5m Wide Paved Shoulder on Both Side in
TCS-15A 575
Chandel Bazaar Area (Overlay with BC, DBM & WMM Single Layer)
Typical cross section of Intermediate Lane Carriageway with both side Kerb Channel Drain in
TCS-16A 342
Built-Up Area (Overlay with BC, DBM & WMM Single Layer)
Typical cross section of Intermediate Lane Carriageway with both side Kerb in Built-Up Area
TCS-17B 80
Typical cross section of two lane carriageway in rural area with one side toe wall
TCS-18C 179
(Reconstruction from Subgrade Layer)
TABLE 3.12: CHAINAGEWISE CROSS-SECTION DETAILS

Chainage (m)
Net Length (m) TCS Type
From To
0 475 475 TCS-8A
475 550 75 TCS-1A
550 1025 475 TCS-1B
1025 1625 600 TCS-13C
1625 1775 150 TCS-1B
1775 1875 100 TCS-1A
1875 2125 250 TCS-4A
2125 2225 100 TCS-1B
2225 2375 150 TCS-3B
2375 2800 425 TCS-7B
2800 3125 325 TCS-7A
3125 3475 350 TCS-13B
3475 3875 400 TCS-13C
3875 4350 475 TCS-1B
4350 4550 200 TCS-1A

Chainage (m)
From To
4550
4625
4625
4700
75
75
TCS-1B
TCS-1A
1
4700 4775 75 TCS-3A
4775 4875 100 TCS-1A
4875 4975 100 TCS-13C
4975 5100 125 TCS-5B
5100 5250 150 TCS-5A
5250 5600 350 TCS-5B
5600 5850 250 TCS-5A
5850 6025 175 TCS-5B
6025 6125 100 TCS-13C
6125 6275 150 TCS-10A
6275 6325 50 TCS-5A
6325 6425 100 TCS-1A
6425 6575 150 TCS-5B
6575 6625 50 TCS-11C
6625 6875 250 TCS-9C
6875 7375 500 TCS-5B
7375 7475 100 TCS-13C
7475 7525 50 TCS-1C
7525 7825 300 TCS-10B
7825 7925 100 TCS-1C
7925 8025 100 TCS-12B
8025 8125 100 TCS-1C
8125 8225 100 TCS-13B
8225 8575 350 TCS-10B
8575 8625 50 TCS-1B
8625 8800 175 TCS-4A
8800 8925 125 TCS-1A
8925 9025 100 TCS-13C
9025 9125 100 TCS-11C
9125 9350 225 TCS-5A
9350 9675 325 TCS-5B
9675 9775 100 TCS-4C
9775 9975 200 TCS-5C
9975 10225 250 TCS-13C
10225 10425 200 TCS-1B
10425 10625 200 TCS-18C
10625 10725 100 TCS-5B
10725 10825 100 TCS-3B
10825 11025 200 TCS-5B
11025 11175 150 TCS-10B
11175 11475 300 TCS-5A
11475 11700 225 TCS-5B
11700 11800 100 TCS-10B
11800 12575 775 TCS-5B

Chainage (m)
From To
12575
12875
12875
12925
300
50
TCS-7B
TCS-6B
1
12925 13075 150 TCS-1B
13075 13375 300 TCS-5B
13375 13775 400 TCS-10B
13775 13975 200 TCS-1B
13975 14275 300 TCS-5B
14275 14375 100 TCS-10B
14375 14575 200 TCS-5A
14575 14725 150 TCS-5C
14725 14825 100 TCS-9B
14825 14875 50 TCS-10B
14875 15250 375 TCS-7B
15250 15350 100 TCS-14A
15350 15450 100 TCS-14B
15450 16025 575 TCS-15A
16025 16375 350 TCS-7B
16375 16525 150 TCS-7C
16525 16575 50 TCS-10C
16575 16750 175 TCS-11C
16750 16825 75 TCS-11A
16825 17125 300 TCS-5A
17125 17250 125 TCS-2A
17250 17525 275 TCS-5B
17525 17625 100 TCS-5A
17625 17700 75 TCS-1A
17700 17870 170 TCS-7B
17870 17950 80 TCS-17B
17950 18292 342 TCS-16A
Total Length= 18292 m
3.14 Pavement Details
After finalization of horizontal and vertical alignment of the stretch from km 0.00 to km 18.292, adopted
pavement thickness as per TCS type has been mentioned below:
Table 3.13: Adopted Flexible Pavement Thickness

Chainage (m) Length Adopted Pavement Thickness Over Existing Road
SL No. TCS No. Remarks
From To (m) BC DBM WMM GSB
1 0 475 475 TCS-8A 30 50 125 - Overlay
2 475 550 75 TCS-1A 30 50 125 - Overlay
3 550 1025 475 TCS-1B 30 50 250 200 Reconstruction from Sub-Base
4 1025 1625 600 TCS-13C 30 50 250 200 Reconstruction from Sub-grade
6 1775 1875 100 TCS-1A 30 50 125 - Overlay
7 1875 2125 250 TCS-4A 30 50 125 - Overlay


8
9
2125 2225
2225 2375
100
150
TCS-1B
TCS-3B
30
30
50
50
250
250
200
200
1
Reconstruction from Sub-Base
11 2800 3125 325 TCS-7A 30 50 125 - Overlay
15 4350 4550 200 TCS-1A 30 50 125 - Overlay
17 4625 4700 75 TCS-1A 30 50 125 - Overlay
18 4700 4775 75 TCS-3A 30 50 125 - Overlay
19 4775 4875 100 TCS-1A 30 50 125 - Overlay
22 5100 5250 150 TCS-5A 30 50 125 - Overlay
24 5600 5850 250 TCS-5A 30 50 125 - Overlay
27 6125 6275 150 TCS-10A 30 50 125 - Overlay
28 6275 6325 50 TCS-5A 30 50 125 - Overlay
29 6325 6425 100 TCS-1A 30 50 125 - Overlay
43 8625 8800 175 TCS-4A 30 50 125 - Overlay
44 8800 8925 125 TCS-1A 30 50 125 - Overlay
47 9125 9350 225 TCS-5A 30 50 125 - Overlay


54
55
10625 10725
10725 10825
100
100
TCS-5B
TCS-3B
30
30
50
50
250
250
200
200
1
58 11175 11475 300 TCS-5A 30 50 125 - Overlay
70 14375 14575 200 TCS-5A 30 50 125 - Overlay
75 15250 15350 100 TCS-14A 30 50 125 - Overlay
77 15450 16025 575 TCS-15A 30 50 125 - Overlay
82 16750 16825 75 TCS-11A 30 50 125 - Overlay
83 16825 17125 300 TCS-5A 30 50 125 - Overlay
84 17125 17250 125 TCS-2A 30 50 125 - Overlay
86 17525 17625 100 TCS-5A 30 50 125 - Overlay
87 17625 17700 75 TCS-1A 30 50 125 - Overlay
90 17950 18292 342 TCS-16A 30 50 125 - Overlay
3.15 Proposed Right of Way (ROW)

Proposed up gradation and improvement of 2 lane road has been accommodated within existing ROW.
The details are already given in Table-3.2. Hence, no additional land will be acquired. No forest stretch
will be diverted for land purpose.

3.16 Bridges and Culverts
3.16.1 Bridges 1
There are 17 nos. of minor bridges in the project stretch. Improvement proposal of bridges are given
below in table 3.14:
TABLE 3.14: DETAILS OF BRIDGES
Existing Details
Design Survey Span
Sl. Span Improvement
Chainage Chainage Bridge Bridge Type Arrangement
No. Arrangement Proposal
(km) (km) Type (No. x Span) m
(No. x Span) m
Composite
1 3.658 3.654 5 X 9.5 Reconstruction RCC T-BEAM 3 x 18.75
Bridge
RCC SLAB Retained with
2 4.350 4.350 1 X 8.6 - -
BRIDGE repairing
3 5.666 5.668 1X10.7 - -
BRIDGE repairing
4 6.988 6.991 1X9.4 - -
BRIDGE repairing
5 7.311 7.315 1X7.5 - -
BRIDGE repairing
6 7.597 7.597 1X8.3 - -
BRIDGE repairing
7 8.301 8.304 1X8.5 - -
BRIDGE repairing
8 8.609 8.612 1X8.7 - -
BRIDGE repairing
RCC T-
Retained with
9 9.111 9.115 GIRDER 2 X 12.8 - -
repairing
BRIDGE
10 9.306 9.311 1X8.3 - -
BRIDGE repairing
BAILEY
11 10.553 10.539 1X18.3 Reconstruction RCC T-BEAM 1 X 18.75
BRIDGE
12 11.695 11.697 1 X 7.6 - -
BRIDGE repairing
13 12.240 12.246 1 X 7.4 - -
BRIDGE repairing
14 13.317 13.320 1X7.5 - -
BRIDGE repairing
RCC T-
Retained with
15 14.724 14.728 GIRDER 1X10.5 - -
repairing
BRIDGE
RCC T-
Retained with
16 16.705 16.709 GIRDER 1X13.0 - -
repairing
BRIDGE
17 17.711 17.716 1X7.5 - -
BRIDGE repairing

3.16.2 Culverts
Total 84 Nos. culverts proposed along the project stretches out of which
a) Reconstruction with Box Culvert = 46 nos.
1
b) Retained existing culvert= 35 nos.
c) Additional new box culvert = 3 nos.
d) Removal of existing culvert = 3 nos.
The improvement proposal of culverts are given below in Table 3.15a to 3.15d
TABLE- 3.15a: DETAILS OF RECONSTRUCTION CULVERTS

Existing Details Proposal
Survey Design
Span Span Arrangement
Sl. No. Chainage Chainage Type of Type of
Arrangement (No. of Cell ) [Span (M) X
(Km) (km) Structure Structure
(M) Height (M)]
1 0.131 0.132 SLAB 1X1.7X.5 Box Culvert 1 X 2.0 X 2.0
2 0.692 0.692 SLAB 1X1.5X1.0 Box Culvert 1 X 2.0 X 2.0

Existing Details Proposal

Survey Design
(Km) (km) Structure
Arrangement
(M)
Structure
(No. of Cell ) [Span (M) X
Height (M)]
1
TABLE- 3.15b: DETAILS OF RETAINED CULVERT

Existing Details Improvement Proposal
Survey Design
Arrangement (No. of Cell )
(Km) (km) Structure Structure
(M) [Span (M) X Height (M)]
1 0.592 0.591 SLAB 1X1.5X1.5 - -
2 1.657 1.657 SLAB 1X1.0X1.0 - -
3 1.928 1.927 SLAB 1X1.5X2.0 - -
4 2.080 2.079 SLAB 1X1.5X1.0 - -
5 2.736 2.737 SLAB 1X1.5X1.2 - -
6 3.098 3.098 SLAB 1X1.5X1.0 - -
7 3.173 3.173 SLAB 1X1.5X1.0 - -
8 3.215 3.215 SLAB 1X1.5X1.2 - -
9 3.352 3.352 SLAB 1X1.5X1.6 - -
10 3.486 3.486 SLAB 1X1.5X1.2 - -
11 5.215 5.213 SLAB 1X1.5X2.0 - -
12 5.278 5.278 SLAB 1X1.5X0.8 - -
13 5.540 5.539 SLAB 1X1.2X0.8 - -
14 6.109 6.106 SLAB 1X1.0X1.0 - -
15 6.365 6.362 SLAB 1X1.5X1.0 - -
16 6.577 6.574 SLAB 1x3.0x2.0 - -
17 7.170 7.167 SLAB 1X1.5X1.0 - -
18 9.192 9.188 SLAB 1X1.2X0.8 - -
19 10.166 10.162 SLAB 1X1.5X2.0 - -
20 10.921 10.915 SLAB 1X1.0X1.0 - -
21 11.377 11.372 SLAB 1X1.0X0.6 - -
22 12.159 12.152 SLAB 1X1.0X1.0 - -
23 13.052 13.050 SLAB 1X1.2X2.8 - -
24 13.589 13.586 SLAB 1X1.5X2.0 - -
25 14.574 14.570 SLAB 1X1.0X0.8 - -
26 14.877 14.874 SLAB 1X1.0X0.5 - -

Existing Details Improvement Proposal

Survey Design
(Km) (km) Structure
Arrangement
(M)
Structure
(No. of Cell )
[Span (M) X Height (M)]
1
27 15.089 15.086 SLAB 1X1.0X0.5 - -
28 15.762 15.758 SLAB 1X1.5X1.0 - -
29 16.307 16.303 SLAB 1X1.5X0.8 - -
30 16.666 16.661 SLAB 1X1.5X1.0 - -
31 16.843 16.838 SLAB 1X1.5X1.5 - -
32 17.036 17.031 SLAB 1X1.2X1.0 - -
33 17.323 17.317 SLAB 1X1.2X1.0 - -
34 17.604 17.600 SLAB 1X1.2X0.5 - -
35 17.658 17.653 SLAB 1X1.5X0.6 - -
TABLE- 3.15c: DETAILS OF NEW CULVERTS

Improvement Proposal
Sl. No. Design Chainage (km) Span Arrangement
Type of Structure
(No. of Cell ) [Span (M) X Height (M)]
1 9.904 Box 1 X 2.0 X 2.0
2 13.753 Box 1 X 2.0 X 2.0
3 14.336 Box 1 X 2.0 X 2.0
TABLE- 3.15d: DETAILS OF REMOVED CULVERTS

Existing Details
Sl. No. Survey Chainage (Km)
Type of Structure Span Arrangement (M)
1 4.655 SLAB 1X1.5X2.0
2 12.605 SLAB 1X1.5X2.0
3 17.893 SLAB 1X1.5X1.0
3.17 Junction Improvement

Details of at grade junctions (major/minor) along with their improvement proposal are stated below:
TABLE- 3.16: DETAILS OF MAJOR JUNCTION
Sl. Des. Ch.
Name of Junction Leads to Proposal
No. (km.)
Imphal At-Grade 4-Legged junction
1 0.000 Junction at Pallel Village
(RHS)-Burma border (LHS) road (No improvement proposed)
2 15.680 Junction at Chandel Village Towards Japhou Village (LHS) At-Grade 3-Legged junction
48 no. minor junctions are developed at grade within the existing ROW.
3.18 Service Roads

No service road has been proposed along the project stretch.
3.19 Drains
RCC cover drain, RCC perforated drain and PCC Trapezoidal Open Drain has been proposed in built up
areas for proper drainage purpose. Details are given below:

TABLE- 3.17: DETAILS OF RCC COVER DRAIN

Chainage Net Length
Length(m) CD Length Side TCS Type
From(m)
1875
To(m)
2125 250 3.96 One
(m)
246 TCS-4A
1
2375 2800 425 Both 850 TCS-7B
2800 3125 325 Both 650 TCS-7A
8625 8800 175 One 175 TCS-4A
9675 9775 100 2.6 One 97 TCS-4C
12575 12875 300 Both 600 TCS-7B
12875 12925 50 One 50 TCS-6B
14875 14975 100 2.6 Both 195 TCS-7B
14975 15250 275 2.6 Both 545 TCS-7B
15250 15350 100 Both 200 TCS-14A
15350 15450 100 Both 200 TCS-14B
15450 16025 575 Both 1150 TCS-15A
16025 16175 150 2.6 Both 295 TCS-7B
16175 16375 200 4.5 Both 391 TCS-7B
16375 16525 150 Both 300 TCS-7C
17700 17870 170 8.6 Both 323 TCS-7B
Total Net length 6267 m
TABLE- 3.18: DETAILS OF RCC PERFORATED DRAIN

Chainage Net Length
Length(m) Side CD Structure (m) TCS Type
From(m) To(m) (m)
0 475 475 Both 2.6 945 TCS-8A
TABLE- 3.19: DETAILS OF PCC TRAPEZOIDAL OPEN DRAIN

Chainage
Length(m) Side CD Structure Net Length (m) TCS Type
From(m) To(m)
4975 5100 125 One 2.6 122 TCS-5B
5100 5250 150 One 2.6 147 TCS-5A
5250 5600 350 One 350 TCS-5B
5600 5850 250 One 12.4 238 TCS-5A
5850 6025 175 One 175 TCS-5B
6125 6275 150 Both 2.6 295 TCS-10A
6275 6325 50 One 2.6 47 TCS-5A
6425 6475 50 One 50 TCS-5B
6475 6575 100 One 100 TCS-5B
6625 6875 250 One 250 TCS-9C
6875 7375 500 One 12 488 TCS-5B
7525 7825 300 Both 6 588 TCS-10B
8225 8400 175 Both 10.6 329 TCS-10B
8400 8575 175 Both 350 TCS-10B
9125 9350 225 One 10.1 215 TCS-5A
9350 9675 325 One 325 TCS-5B
9775 9975 200 One 2.6 197 TCS-5C
10425 10625 200 One 21.45 179 TCS-18C

Chainage
Length(m) Side CD Structure Net Length (m) TCS Type
From(m) To(m)
10625
10825
10725
11025
100
200
One
One
2.6
2.6
97
197
TCS-5B
TCS-5B
1
11025 11175 150 Both 300 TCS-10B
11175 11475 300 One 2.6 297 TCS-5A
11475 11700 225 One 6.2 219 TCS-5B
11700 11800 100 Both 200 TCS-10B
11800 12575 775 One 6 769 TCS-5B
13075 13375 300 One 6 294 TCS-5B
13375 13775 400 Both 10.5 779 TCS-10B
13975 14275 300 One 10.7 289 TCS-5B
14275 14375 100 Both 2.6 195 TCS-10B
14375 14575 200 One 200 TCS-5A
14575 14725 150 One 8 142 TCS-5C
14725 14825 100 One 100 TCS-9B
14825 14875 50 Both 100 TCS-10B
16525 16575 50 Both 100 TCS-10C
16825 17125 300 One 2.6 297 TCS-5A
17250 17350 100 One 100 TCS-5B
17350 17425 75 One 75 TCS-5B
17425 17525 100 One 2.6 97 TCS-5B
17525 17625 100 One 100 TCS-5A
TABLE- 3.20: DETAILS OF PCC KERB CHANNEL OPEN DRAIN

Chainage Net Length
Length(m) Side CD Structure Remarks
From(m) To(m) (m)
17950 18292 342 Both 684 TCS-16A
3.20 Road Markings/ Signage/ Road Furniture

Road signs, markings and other road furniture like overhead gantry, delineators etc are proposed along
the project road from road safety point of view. A detail list of road signs is given in table 3.21.
TABLE- 3.21: DETAILS OF TRAFFIC SIGNS

IRC 67 2012
Type Dimension Chainage No
Specification
Mandatory/ Regulatory Sign
Major Junction - 2nos (ch. 0.0 & 15.685)
Side Road- 40 (ch. 0.1, 0.32, 0.45, 0.9, 0.97, 1.57, 1.9, 2.32, 2.59,
2.725, 3.05, 3.1, 3.81, 4.98, 6.21, 6.42, 7.205, 7.53, 7.675, 8.35, 9.17,
900 mm
Stop Sign Fig 14.01 9.25, 9.66, 10.365, 12.15, 12.935, 13.965, 14.715, 14.915, 14.955, 61
Octagonal
15.015, 15.395, 15.515, 15.925, 16.165, 16.265, 16.715, 17.635,
17.875, 18.225)
Cross Road- 8 (ch. 0.68, 1.25, 2.43, 2.87, 3.93, 15.680, 14.155,

IRC 67 2012
Specification
17.845)
Design Speed less than 60kmph
1
(0.060-0.200,1.991-2.660,2.873-3.150,3.767-4.121,4.169-
600 mm 5.914,5.958-6.996,7.036-7.251,7.288-7.908,7.966-10.948,11.035-
Speed Limit Fig 14.37 38
circular 11.257,11.350-12.300,12.356-13.026,13.070-14.414,14.510-
14.932,14.962-16.641, 16.683-16.810,16.919-17.329,17.385-
17.678,17.815-18.244)
Restriction 600 mm Design Speed less than 60kmph
Fig 14.40 4
Ends circular (1.991-2.660,2.873-3.150)
Left Hand Fig 15.01 & 900 mm 0.114,2.878,3.847,5.045,12.977,17.491,4.645,4.251,6.515, 8.551
24
Side curve 15.02 Triangular 9.850,17.983
Right & Left
Fig 15.03 & 900 mm
Hair Pin 12.572, 12.752, 10.369 6
Fig 15.04 Triangular
bend
Series of 900 mm 5.600-6.150, 6.650-8.000, 10.850-11.300, 12.050-13.400, 14.450-
Fig 15.07 12
bends Triangular 15.100, 16.150-16.850
Side Road- 40 (ch. 0.1, 0.32, 0.45, 0.9, 0.97, 1.57, 1.9, 2.32, 2.59,
2.725, 3.05, 3.1, 3.81, 4.98, 6.21, 6.42, 7.205, 7.53, 7.675, 8.35, 9.17,
Fig 15.09 & 900 mm
Side Road 9.66, 10.365, 12.15, 12.935, 13.965, 14.715, 14.915, 14.955, 15.015, 120
15.10 Triangular
15.395, 15.515, 15.680,15.925, 16.165, 16.265, 16.715, 17.635,
17.875, 18.225)
900 mm Cross Road- 10 (ch. 0.68, 1.25, 2.43, 2.87,3.93, 9.5,12.59,
Cross Road Fig 15.14 40
Triangular 14.155,16.545, 17.845)
0.450,0.700,0.900,2.800,4.164,9.170,12.150,14.715,3.94,
15.000, 15.400, 15.500, 15.680, 15.930, 16.165, 16.715, 4.980,
6.210,7.205,7.530,8.350,9.660,10.365,12.935,13.965,17.845,18.225
Pedestrian 900 mm
Fig 15.33 School : 2.000,15.150 84
Crossing Triangular
passenger shelter - 0.100, 1.800, 2.710, 7.800, 10.250, 12.870,
15.400, 16.550, 17.650
Major Junction - 0,15.685
School 900 mm
Fig 15.34 2.000, 2.100, 2.680, 3.950, 15.150 10
ahead Triangular
Built -up 900 mm Built Up area- 10 ( 0-0.75, 1.9-3.16, 8.65-8.84, 9.15-9.3, 9.65-9.75,
Fig 15.35 20
area Triangular 10.25-10.4, 11.425-11.655, 12.61-12.94, 14.8-16.5, 17.6-18.292)
Rumble Built Up area- 10 ( 0-0.75, 1.9-3.16, 8.65-8.84, 9.15-9.3, 9.65-9.75,
Rumble Strip Fig 15.50 20
Strip 10.25-10.4, 11.425-11.655, 12.61-12.94, 14.8-16.5, 17.6-18.292)
Culvert- 84 (0.132, 0.591, 0.692, 0.883, 1.01, 1.162, 1.302, 1.532,
1.657, 1.927, 2.029, 2.079, 2.737, 3.098, 3.173, 3.215, 3.352, 3.486,
3.551, 3.852, 3.985, 4.167, 4.459, 5.041, 5.112, 5.213, 5.278, 5.539,
5.781, 6.106, 6.186, 6.319, 6.362, 6.574, 7.167, 7.43, 7.905, 8.052,
Object 900x300 8.395, 9.188, 9.255, 9.69, 9.904, 10.063, 10.162, 10.427, 10.653,
Fig 15.76 256
Hazard Rectangular 10.915, 10.985, 11.282, 11.972, 12.152, 12.941, 13.05, 13.426,
13.502, 13.53, 13.586, 13.753, 13.902, 13.98, 14.152, 14.187, 14.245,
14.336, 14.57, 14.874, 14.972, 14.997, 15.086, 15.758, 16.046,
16.303, 16.347, 16.661, 16736, 16.838, 16.89, 17.031, 17.317,
17.513, 17.6, 17.653, 17.87)

IRC 67 2012
Specification
Bridge = 17
Hairpin bend - 12.57, 12.752, 10.300
1
series of bend - 5.600-6.150, 6.650-8.000, 10.850-11.300, 12.050-
13.400, 14.450-15.100, 16.150-16.850
Direction Major Junction – 2 nos. (ch. 0.00 & 15.685),Built Up area- 10 (0-0.75,
Place/ City
Fig 16.06 Sign > 0.9 1.9-3.16, 8.65-8.84, 9.15-9.3, 9.65-9.75, 10.25-10.4, 11.425-11.655, 27
identification
sqm 12.61-12.94, 14.8-16.5, 17.6-18.292)
Convex Convex
Mirror for Mirror for 12.572, 12.752, 12.934 6
Blind Curve Blind Curve
3.21 Passenger Shelter

18 nos. of passenger shelter are provided at 9 habitation areas on both side of the project road.
TABLE- 3.22: LIST OF PASSENGER SHELTER
Sl. No. Chainage (km) Name of the Habitation Side
1 0+100 Pallel Both
2 1+800 Leishokohing Both
3 2+710 Kapam Both
4 7+800 Salemthar Both
5 10+250 Liwa Sarei Both
6 12+870 P/Ralringkhu Both
7 15+400 Japhou Both
8 16+550 Hnatham Both
9 17+650 Chandel Both
3.22 Protection Work

For protection of Hill slopes Breast wall has been provided. In case of Valley side Retaining wall /
Toe wall has been considered considering the average height of embankment. The details are
given below in Table 3.23 to 3.25.
TABLE- 3.23: DETAILS OF BREAST WALL
Chainage
Length(m) Side Net Length (m) TCS Type
From(m) To(m)
6625 6875 250 One 250 TCS-9C
7925 8025 100 One 100 TCS-12B
14725 14825 100 One 100 TCS-9B
17125 17250 125 One 125 TCS-2A
Total Length 575 m
TABLE- 3.24: DETAILS OF RETAINING WALL

Chainage Length(m) Avg. Side CD Net Length TCS Type

From(m) To(m) Height Structure (m)

6575 6625 50 2 Both 100 TCS-11C
7925
9025
8025
9125
100
100
2
2
One
Both 23
100
154
TCS-12B
TCS-11C
1
12875 12925 50 2 One 50 TCS-6B
16575 16750 175 2 Both 14.6 321 TCS-11C
16750 16825 75 2 Both 150 TCS-11A
TABLE- 3.25: DETAILS OF TOE WALL

Chainage Net Length
Length(m) Side CD Structure TCS Type
From(m) To(m) (m)
1025 1625 600 Both 7.8 1184 TCS-13C
2225 2375 150 One 150 TCS-3B
3125 3475 350 Both 700 TCS-13B
3475 3875 400 Both 61.45 677 TCS-13C
4700 4775 75 One 75 TCS-3A
4875 4975 100 Both 200 TCS-13C
6025 6125 100 Both 200 TCS-13C
7375 7475 100 Both 2.6 195 TCS-13C
8125 8225 100 Both 200 TCS-13B
8925 9025 100 Both 200 TCS-13C
9975 10225 250 Both 2.6 495 TCS-13C
10425 10625 200 One 21.45 179 TCS-18C
10725 10825 100 One 100 TCS-3B

Final Detailed Project Report
Project Report and providing pre-construction services in respect of 2 laning of
Engineering Surveys,
Pallel-Chandel Section of NH- 102C on Engineering, Procurement and Construction
Investigation and Analysis
CHAPTER - 4
ENGINEERING SURVEYS,
INVESTIGATION AND ANALYSIS
4.1 Introduction
Different types of field studies, engineering surveys and investigations are required to gather data
and information for preparation of the report for the project road stretches. The aim of the
investigations is to develop an adequate supportive database for selecting and preparing the most
appropriate and economic proposal to meet the functional and structural efficiency of the road as
well as safety requirements.
The following are the necessary engineering survey and investigations need to be carried out at site
to assess the existing characteristics of the road:
(a) Reconnaissance Survey
(b) Road Inventory
(c) Pavement Condition Survey
(d) Inventory and Condition Survey of Existing Structures
(e) Topographical Survey
(f) Traffic Survey
(g) Benkelman Beam Deflection Test
(h) Sub-grade Investigation
(i) Quarry Material Survey
(j) Sub-Soil Exploration
4.2 Engineering Surveys and Investigations

4.2.1 Reconnaissance Survey
The consultants made an in-depth study of the available maps of the project area and other relevant
information collected. A detailed reconnaissance survey was conducted for the entire stretch of the
project road and detail features such as land use, habitation, water routes, river, intersecting roads,
utilities such as electrical lines (HT/LT), etc has been noted. This enabled the Consultants to visualize
the possible problems to be encountered while selecting the realignment. The detailed ground
reconnaissance of project influence area was utilized for planning and programming the detailed
surveys and investigations.
4.2.2 Road Inventory
Detailed inventory of the project road stretches have been prepared through visual inspection with
sample measurements to assess the existing status during the month of January to February, 2018.
Features like existing kilometerage, terrain, land use, width of pavement and shoulders, height of
embankment, geometric deficiencies, important road junctions, railway level crossings, utilities,
other roadside features etc. were recorded. The inventory is essentially included to collect physical
information on the road and its environment for enabling preliminary assessment of the project. The
existing road is mostly intermediate/two lane with earthen shoulder. The details of these

inventories are provided in Appendix: 4.1 of Main Report. Brief summary of existing carriageway and
shoulder details are given in table 4.1.
Table 4.1: Brief Summary of Carriageway and Shoulder Details
From To Carriagewa Shoulder From To Carriagewa Shoulder

(km) (km) y Width(m) Width(m) (km) (km) y Width(m) Width(m)
0+000 0+250 5.5 2x1.5 7+750 8+000 6.2 2x0.5
0+250 0+500 6.0 2x1.0 8+000 8+250 6.5 2x0.5
0+500 0+750 7.0 2x1.0 8+250 8+750 7.0 2x0.5
0+750 1+000 7.0 2x1.0 8+750 9+000 6.5 2x0.5
1+000 1+250 6.3 2x1.3 9+000 10+000 6.0 2x0.5
1+250 1+500 6.5 2x1.0 10+000 12+250 6.5 2x0.5
1+500 1+750 6.2 2x1.0 12+250 12+750 6.0 2x0.5
1+750 3+000 7.0 2x0.7 12+750 13+000 7.0 2x0.5
3+000 3+250 6.8 2x1.0 13+000 13+250 6.5 2x0.5
3+250 3+500 6.5 2x1.5 13+250 13+750 6.0 2x0.5
3+500 3+750 6.5 2x1.5 13+750 14+000 6.5 2x0.5
3+750 4+500 7.0 2x1.0 14+000 14+250 7.0 2x0.5
4+500 4+750 7.0 2x1.5 14+250 14+750 6.5 2x0.5
4+750 5+000 6.7 2x1.0 14+750 15+000 6.5 2x1.0
5+000 5+250 7.0 2x0.5 15+000 15+250 7.5 2x1.0
5+000 5+750 7.0 2X1.0 15+250 15+500 10.0 2x1.0
5+750 6+000 6.7 2x1.0 15+500 16+000 13.0 2x1.0
6+000 6+250 6.5 2x1.0 16+000 16+250 9.0 2x1.0
6+250 6+500 7.0 2x1.0 16+250 16+500 7.0 2x1.0
6+500 6+750 7.0 2x0.5 16+500 16+750 6.0 2x0.5
6+750 7+000 7.0 2x1.0 16+750 17+900 7.0 2x0.5
7+000 7+500 7.0 2x0.5 17+900 18+297 4.5 2x0.5
7+500 7+750 6.5 2x0.5
Maintenance work has been done by NHIDCL in recent past on the road and it is found that
the majority stretch of the road has 7m carriageway except at the following locations of
Chandel Bazar and Chandel Town where variation of carriageway is given below:
From To Carriageway Shoulder Location
(km) (km) Width(m) Width(m)

15+000 15+250 7.5 2x1.0 Chandel Bazar
15+250 15+500 10.0 2x1.0

15+500 16+000 13.0 2x1.0
16+000 16+250 9.0 2x1.0
17+900 18+297 4.5 2x0.5 Chandel
4.2.3 Pavement Condition Survey

Pavement condition survey has been carried out in the month of January to February, 2018. The
existing pavement surface is of bituminous type and surface condition along the road varies from fair
to poor. Some portion of the stretches, the existing pavement is partially damaged with cracks,
potholes, raveling, rutting and considerable amount of patching. Few stretches have been observed
where bituminous layer is fully exposed. Detailed field study including pavement condition, shoulder
condition, embankment condition, drainage condition etc. were noted by visual means
supplemented by sample measurements. The following measurements were involved:
 Cracking (as a percentage of paved carriageway area)
 Raveling (as a percentage of paved carriageway area)
 Pothole (as a percentage of paved carriageway area)
 Rut depth, mm
 Edge drop, mm
During condition survey it was noticed that restoration work of existing road was ongoing at site in
the following stretch of the project corridor.
 Ch. 10+400 km to 13+700 km = 3.300 km
Shoulder and embankment conditions were determined visually and its extent will be noted. The
details of the pavement conditions are provided in Appendix: 4.2 to the Main Report. Brief summary
of existing pavement surface condition are given in table 4.2.
Table 4.2: Brief Summary of Pavement Condition Details
Fair Condition Poor Condition
km 0+000 – km 4+250 = 4250 m,
km 4+250 – km 4+500 = 250 m,
km 4+500 – km 9+000 =4500 m,
km 9+000 – km 9+500 = 500 m,
km 9+500 – km 10+250 = 750 m,
km 10+250 – km 10+400 = 150 m,
km 13+700 – km 15+000 = 1300 m,
km 15+000 – km 15+250 = 250 m,
km 15+250 – km 16+000 = 750 m,
km 16+000 – km 17+500 = 1500 m
km 17+500 – km 18+297 = 797 m,
Total Length = 12347 m Total Length = 2650 m
Maintenance work has been done by NHIDCL in recent past on the road surface especially in
poor stretches. The 20mm thick premix carpet done on the entire road surface however is not
reflected in the pavement condition survey data. However, this thickness has been considered in
framing the cost estimate and Bill of quantities of the project.

4.2.4 Inventory and Condition Survey of Existing Structures

Inventory and condition survey of the existing bridges and culverts were carried out to identify their
number, type, condition and hydrological aspects. Mainly visual inspection and dimensional
measurements were carried out during this survey. Data were collected in the standard format. The
exercise enabled to collect the visible as-built information to the extent possible and condition to
assess the individual requirements of the existing structures enroute, like widening, repair and
reconstruction. The details of culvert and bridge inventories and condition surveys are provided in
Appendix: 4.3 & 4.4 of Appendix to Main Report respectively. Brief summary of existing structures
are presented in table 4.3.
Table 4.3: Brief Summary of Structure Details
Structure Type Number

Bridge (Total = 17 nos.)
RCC Slab Bridges 12 nos. (minor bridge)
RCC T- Girder Bridges 3 nos. (minor bridge)
Bailey Bridges 1 no. (minor bridge)
Composite Bridges 1 no. (minor bridge)
Culverts (Total = 84 nos.)
RCC Slab Culverts 84 nos.
4.2.5 Topographic Survey

The specific objective of the topographical survey is to delineate accurately the complete existing
natural and man-made features, so as to study and develop the existing road, creating an accurate
Digital Terrain Model, which is also a fundamental requirement to design the highway through latest
software. The detailed topographical survey for the existing road as well as realignment stretches
were completed with fixing BM pillars according to the procedure outlined in the TOR. A list of TBM
and GPS pillars established along the project road is given in Appendix: 4.5 of Main Report. Summary
of BM, TBM and GPS pillar list are mentioned in table 4.4.
Table 4.4: Summary of Pillars Details
 BM Pillar List
BM NO. EASTING (M) NORTHING (M) RL (M)
BM-1/1 603852.953 2704411.040 793.223
BM-1/2 603686.277 2704175.160 792.473
BM-1/3 603547.500 2703950.348 793.489
BM-2/1 603341.730 2703504.815 793.483
BM-2/2 603239.370 2703260.634 795.172
BM-2/3 603126.660 2703006.727 796.017
BM-3/1 602994.642 2702621.776 798.195
BM-3/2 602971.205 2702402.873 800.390
BM-3/3 602792.879 2702120.669 803.364

BM NO. EASTING (M) NORTHING (M) RL (M)

BM-4/1 602599.293 2701628.781 800.110
BM-4/2 602505.413 2701474.883 800.653
BM-4/3 602338.371 2701260.036 800.869
BM-5/1 602356.087 2700830.320 808.603
BM-5/2 602488.828 2700629.717 804.709
BM-5/3 602519.238 2700427.108 810.156
BM-6/1 602476.358 2699668.968 821.367
BM-6/2 602578.644 2699443.828 816.390
BM-6/3 602574.104 2699243.087 822.532
BM-7/1 602531.883 2698711.554 818.729
BM-7/2 602395.875 2698627.439 824.807
BM-8/1 602339.234 2698245.587 826.052
BM-8/2 602277.229 2698041.129 823.698
BM-8/3 602286.334 2697762.854 824.351
BM-9/1 602244.949 2697300.803 832.283
BM-9/2 602362.903 2697040.571 833.002
BM-9/3 602411.867 2696760.561 834.593
BM-10/1 602403.437 2696342.847 832.800
BM-10/2 602435.105 2696105.001 833.991
BM-10/3 602496.948 2695881.225 837.004
BM11-1 602860.232 2695420.664 838.737
BM11-2 602904.409 2695303.666 841.385
BM12-1 602666.418 2694894.337 846.597
BM12-2 602577.132 2694617.472 854.007
BM12-3 602433.978 2694474.028 853.224
BM13-1 602052.980 2694251.946 864.629
BM13-2 601809.422 2694141.880 862.287
BM13-3 601867.547 2693954.498 865.477
BM14-1 601950.375 2693708.357 878.550
BM14-2 601972.567 2693612.537 869.005
BM14-3 602130.066 2693405.585 869.817
BM15-1 602281.268 2692973.761 876.119
BM15-2 602269.166 2692736.951 875.499
BM15-3 602172.764 2692533.865 877.890
BM16-1 601876.462 2691950.382 900.611
BM16-2 601743.249 2691771.939 898.358
BM16-3 601616.023 2691503.359 894.853
BM17-1 601221.225 2691261.693 896.249
BM17-2 600993.950 2691050.976 893.131
BM18-1 600620.962 2690747.305 890.186
BM18-2 600351.483 2690718.078 889.243
BM18-3 600134.386 2690055.563 895.196
 TBM Pillar List

TBM Easting (m) Northing (m) RL (m)
TBM-2 603991.621 2704490.231 794.423
TBM-1 604007.809 2704464.112 794.414


TBM-T2 603618.285 2704065.881 792.595
TBM-P1 603476.101 2703812.457 793.628
TBM-T3 603356.438 2703559.914 793.81
TBM-T4 603362.519 2703556.683 793.859
TBM-T4 603219.391 2703216.942 795.869
TBM-6 603051.641 2702858.615 793.727
TBM-5 603060.376 2702855.707 793.811
TBM-3 602999.822 2702715.122 794.986
TBM-4 603010.318 2702712.777 796.4
TBM-8 602978.273 2702480.16 799.837
TBM-7 602977.701 2702474.327 798.439
TBM-10 602888.691 2702238.687 803.181
TBM-9 602885.606 2702233.928 803.281
TBM-T8 602648.434 2701681.059 801.037
TBM-T7 602569.566 2701566.327 800.955
TBM-T5 602485.699 2701463.082 801.22
TBM-T6 602493.321 2701457.014 801.222
TBM-11 602298.595 2701152.098 805.469
TBM-15 602384.985 2700051.488 826.192
TBM-16 602395.023 2700050.588 826.151
TBM-14 602572.53 2699465.275 817.241
TBM-13 602566.507 2699460.49 817.253
TBM-18 602515.292 2699087.639 819.212
TBM-17 602507.697 2699083.941 819.133
TBM-19 602338.69 2698358.478 825.14
TBM-20 602330.064 2698357.615 825.091
TBM-T12 602276.628 2697930.333 821.967
TBM-T14 602276.308 2697770.142 825.678
TBM-26 602390.622 2696402.288 832.911
TBM-25 602398.793 2696400.853 832.937
TBM-23 602429.069 2696201.346 833.315
TBM-24 602436.982 2696200.997 833.372
TBM-2 602933.217 2695336.201 840.775
TBM-1 602927.3126 2695321.974 840.856
TBM-T15 602661.67 2694876.142 847.538
TBM-T16 602449.598 2694524.3 853.369
TBM-27 601802.896 2694128.917 862.542
TBM-28 601809.928 2694122.311 862.496
TBM-21 601885.359 2693626.149 874.695
TBM-22 601883.38 2693620.249 874.565
TBM-T13 602146.79 2693390.707 869.327
TBM-T9 602140.856 2692213.092 887.408
TBM-T10 602147.626 2692206.137 887.344
TBM-12 601917.304 2691985.794 899.28
TBM-11 601914.698 2691981.807 899.288
TBM-29 601621.553 2691491.247 895.317
TBM-30 601535.731 2691350.31 892.766


TBM-31 601544.205 2691338.138 893.022
TBM-32 601008.718 2691060.726 893.768
TBM-33 601014.763 2691054.354 893.651
TBM-35 600715.869 2690866.423 890.226
TBM-34 600721.341 2690858.45 890.22
TBM-37 600543.885 2690756.842 890.065
TBM-36 600545.882 2690746.429 890.136
TBM-42 600168.17 2690329.056 888.905
TBM-43 600160.388 2690323.462 888.935
TBM-41 600126.841 2690072.49 894.835
TBM-40 600136.814 2690072.253 894.876
TBM-39 599966.473 2689805.037 890.771
TBM-38 599961.075 2689802.81 891.036
 GPS Pillar List

GPS NO Easting (m) Northing (m) RL (m)
GPS-0 603962.506 2704531.333 795.034
GPS-0A 604019.89 2704446.795 794.507
GPS-1 603436.37 2703721.134 793.635
GPS-2 603025.658 2702772.836 794.899
GPS-3 602718.757 2701815.509 804.662
GPS-4 602312.38 2701077.714 806.265
GPS-5 602395.929 2700042.838 825.653
GPS-5A 602441.598 2699862.187 822.545
GPS-6 602562.691 2698970.348 819.214
GPS-7 602346.955 2698424.59 824.658
GPS-8 602224.062 2697583.151 832.635
GPS-9 602360.337 2696559.266 829.632
GPS-10 602618.275 2695664.915 836.988
GPS-10A 602754.194 2695560.329 838.853
GPS-11 602809.478 2695107.575 842.885
GPS-12 602273.289 2694353.606 858.842
GPS-13 601771.089 2693749.11 875.227
GPS-14 602224.772 2693178.761 871.693
GPS-15 602169.77 2692263.656 885.422
GPS-15A 602125.642 2692186.664 887.218
GPS-16 601447.152 2691327.691 891.35
GPS-17 600782.892 2690885.053 892.542
GPS-18 600085.307 2689904.059 893.099
GPS-18A 599987.36 2689814.536 889.455
The survey has been done involving the following sequential steps:
1. Establishing Bench Marks

2. Traversing and Leveling
3. Cross-section Surveying/Detailing
Following features were recorded during detailing, in general:

 Carriageway crown, carriageway edges and two intermediate carriageway points

 Roadway edges (shoulder break-points)
 Embankment toe-line
 Borrow pit / pond / ditch / toe drain profile, where present
 All break-points of natural ground
 Positions of individual entities such as trees, utility lines and poles, wells and tube wells,
other pillars like ROW etc.
 Property lines and structures (with description)
 Salient points on bridges and culverts (e.g. abutment, headwall, inverts level, etc.)
The data for each survey point were recorded in terms of Northing, Easting, and Elevation. To ensure
standardization of works of different survey teams and to facilitate further CAD works, a rational
coding system was developed and used.
The survey data collected in the field was downloaded in text file format and converted to graphic
files using suitable software.
4.2.6 Traffic Survey

Following traffic surveys were conducted at site to estimate the present and future traffic of the
project road.
 Classified traffic volume count survey
 Axle Loading Characteristics Survey
 Intersection Volume Count Survey
 Origin - Destination Survey
 Pedestrian count Survey
 Speed & Delay Survey
The details of the Traffic Survey Locations and Analysis of traffic survey data are provided in Chapter
- 6 of the Main Report.
4.2.7 Sub-grade Investigation

Trial pits of size 1m x 1m were dug at the pavement shoulder interface at 0.5 km interval, extending
through the pavement layers down to the sub-grade level to assess the following:
 Visual classification of soil
 Field density
 Field moisture content
 Atterberg Limits
 Existing pavement composition
 Available CBR
After the completion of field tests and collection of samples, the pits were backfilled with the
excavated materials and compacted suitably so as not to discomfort the smooth movement of traffic
of the existing road.

Composition of Existing Pavement

The layer composition of the existing pavement noted from each excavated pit is given in Appendix:
4.6 of Main Report. Brief summary of existing crust details is presented in table 4.5.
Table 4.5: Summary of Existing Crust Details
Stone Silty Clay

Chainage Bituminous Morrum
TP No. Aggregate with Total (mm)
(Km) Surface(mm) with Clay
with Sand Gravel
1 0.000 50 200 200 - 450
2 0.500 50 300 400 750
3 1.000 50 180 350 580
4 1.500 60 300 250 610
5 2.000 40 300 320 660
6 2.500 40 300 200 540
7 3.000 30 300 200 530
8 3.500 30 280 190 500
9 4.000 40 310 350
10 4.500 40 320 360
11 5.000 50 370 420
12 5.500 70 550 620
13 6.000 50 410 460
14 6.500 30 310 200 540
15 7.000 70+40 100+100 300 610
16 7.500 40+30 280+330 680
17 8.000 40 300 350 690
18 8.500 40 300 250 590
19 9.000 40 410 450
20 9.500 40 480 520
21 10.000 40 310 200 550
22 10.500 50 500 550
23 11.000 40 590 630
24 11.500 40 380 420
25 12.000 50 500 550
26 12.500 40 390 300 730
27 13.000 40 480 520
28 13.500 40 500 540
29 14.000 40 420 460
30 14.500 40 560 600
31 15.000 40 380 420
32 15.500 30 620 650
33 16.000 80 420 500
34 16.500 50 400 150 600
35 17.000 30 420 450
36 17.500 30 470 500
37 18.000 40 470 510
38 18.200 50 200 400 650

Analysis of Sub-grade Characteristics

The results of field and laboratory investigations for determination of sub-grade characteristics have
been compiled in the form of tables and figures and summarized in Appendix: 4.7. The factual results
and the corresponding interpretations will be instrumental to assess the actual scenario of the
existing road construction and will form a basis for the design of pavement structure. Summary of
laboratory test result is given in Table 4.6.

Table 4.6: Summary of Laboratory Test Result

Laboratory
SIEVE ANALYSIS
LOCATION / CHAINAGE
ATTERBERG LIMIT Compaction SOAKED CBR AT 3 ENERGY LEVELS
Differential Free swell

I.S. CLASSIFICATION
(% PASSING BY WEIGHT)
(Heavy)
SOAKED CBR AT
97 % OF MDD
Sample No.
Test 1 Test 2 Test 3
Index %
SL. NO.
(KM)
OMC (%)
4.75 mm
2.00 mm
Soaked CBR
Soaked CBR
Soaked CBR
(gm/cc)
LL (%)
20 mm
10 mm
PI (%)
425 m
PL (%)
MDD
75 m
(gm/cc)
(gm/cc)
(gm/cc)
DD
DD
DD
%
%
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
1 0.000 TP-01 100 100 100 82 68 54 43 26 17 CI 8.33 1.806 17.74 1.528 5.451 1.652 6.55 1.799 9.83 8.78
2 0.500 TP-02 100 100 100 93 89 83 36 21 15 CI 2.50 1.726 20.42 1.460 3.949 1.579 5.41 1.719 8.27 7.35
3 1.000 TP-03 100 100 100 98 96 94 57 29 28 CH 7.69 1.682 22.55 1.423 2.122 1.541 2.68 1.675 4.00 3.57
4 1.500 TP-04 100 100 100 100 100 91 48 28 20 MI 0.00 1.703 20.42 1.441 2.645 1.558 3.18 1.696 4.77 4.26
5 2.000 TP-05 100 100 100 94 76 68 39 24 15 CI 8.33 1.808 12.78 1.530 3.221 1.654 4.48 1.801 10.66 8.68
6 2.500 TP-06 100 100 100 92 84 76 36 21 15 CI 2.33 1.784 11.46 1.509 2.822 1.632 3.89 1.777 9.75 7.87
7 3.000 TP-07 100 100 100 99 93 79 48 26 22 CI 2.13 1.722 17.48 1.457 4.242 1.576 4.54 1.715 5.69 5.32
8 3.500 TP-08 100 100 100 94 79 73 40 23 17 CI 4.35 1.807 15.38 1.529 4.012 1.653 4.77 1.800 8.51 7.31
9 4.000 TP-09 100 100 100 91 74 69 41 22 19 CI 2.13 1.813 14.74 1.534 2.334 1.659 3.74 1.806 8.66 7.08
10 4.500 TP-10 100 100 100 100 90 84 40 23 17 CI 2.22 1.775 17.08 1.502 3.105 1.624 3.85 1.768 6.53 5.67
11 5.000 TP-11 100 100 100 96 86 80 49 27 22 CI 4.65 1.838 16.75 1.555 3.473 1.683 4.19 1.830 6.55 5.79
12 5.500 TP-12 100 100 100 95 84 76 46 25 21 CI 4.44 1.744 18.16 1.475 2.524 1.596 3.78 1.737 7.39 6.23
13 6.000 TP-13 100 100 100 100 100 88 35 22 13 CI 10.00 1.791 14.48 1.515 1.494 1.639 2.63 1.784 7.37 5.85
14 6.500 TP-14 100 100 100 96 87 86 50 27 23 CH 4.17 1.734 18.28 1.467 1.863 1.587 2.82 1.727 5.54 4.67
15 7.000 TP-15 100 100 100 85 69 63 33 22 11 CL 0.00 1.888 11.67 1.597 6.196 1.728 7.64 1.880 13.81 11.83
16 7.500 TP-16 100 100 100 88 75 75 39 22 17 CI 6.82 1.812 13.24 1.533 2.251 1.658 3.46 1.805 7.89 6.47
17 8.000 TP-17 100 100 100 97 86 60 42 26 16 MI 2.13 1.846 12.78 1.562 4.088 1.689 5.79 1.839 10.70 9.12
18 8.500 TP-18 100 100 100 100 98 82 42 24 18 CI 2.27 1.796 16.44 1.519 0.938 1.643 2.52 1.789 6.67 5.34
19 9.000 TP-19 100 100 93 86 76 67 48 24 24 CI 0.00 1.776 17.35 1.502 2.676 1.625 3.55 1.769 6.03 5.23
20 9.500 TP-20 100 100 100 98 89 72 37 24 13 CI 8.33 1.811 14.22 1.532 2.893 1.657 4.70 1.804 9.32 7.84

Laboratory
SIEVE ANALYSIS
LOCATION / CHAINAGE
ATTERBERG LIMIT Compaction SOAKED CBR AT 3 ENERGY LEVELS
Differential Free swell

I.S. CLASSIFICATION
(% PASSING BY WEIGHT)
(Heavy)
SOAKED CBR AT
97 % OF MDD
Sample No.
Test 1 Test 2 Test 3
Index %
SL. NO.
(KM)
OMC (%)
4.75 mm
2.00 mm
Soaked CBR
Soaked CBR
Soaked CBR
(gm/cc)
LL (%)
20 mm
10 mm
PI (%)
425 m
PL (%)
MDD
75 m
(gm/cc)
(gm/cc)
(gm/cc)
DD
DD
DD
%
%
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
21 10.000 TP-21 100 100 100 93 89 80 44 24 20 CI 4.76 1.848 13.90 1.563 2.452 1.693 3.01 1.841 4.63 4.10
22 10.500 TP-22 100 100 92 68 47 37 37 23 14 SC 14.29 1.902 10.67 1.609 7.210 1.740 9.91 1.894 19.05 16.12
23 11.000 TP-23 100 100 100 85 70 61 40 23 17 CI 0.00 1.817 11.24 1.537 5.105 1.663 6.08 1.810 9.26 8.24
24 11.500 TP-24 Trial Pit not possible due to presence of rock layer
25 12.000 TP-25 Trial Pit not possible due to presence of Highly weathered rock.
26 12.500 TP-26 100 100 100 77 53 40 35 20 15 SC 2.44 1.941 10.16 1.642 3.196 1.776 5.71 1.933 18.19 14.18
27 13.000 TP-27 100 100 91 83 73 65 48 26 22 CI 12.00 1.812 15.78 1.533 1.972 1.658 3.17 1.805 9.01 7.14
28 13.500 TP-28 100 100 100 86 77 60 42 23 19 CI 7.68 1.833 13.78 1.551 3.737 1.677 5.24 1.826 9.66 8.24
29 14.000 TP-29 100 100 100 95 85 77 55 26 29 CH 8.33 1.778 16.80 1.504 1.523 1.629 1.93 1.771 2.93 2.61
30 14.500 TP-30 100 100 94 88 73 60 37 20 17 CI 0.00 1.826 12.41 1.545 2.297 1.671 3.94 1.819 8.96 7.35
31 15.000 TP-31 100 100 96 84 70 47 37 20 17 SC 0.00 1.867 12.45 1.579 3.009 1.708 5.30 1.860 14.84 11.78
32 15.500 TP-32 100 100 100 95 85 82 33 19 14 CL 4.55 1.944 10.90 1.645 3.871 1.781 5.02 1.936 8.64 7.47
33 16.000 TP-33 100 100 100 95 89 81 38 20 18 CI 4.55 1.844 10.16 1.560 2.625 1.687 3.62 1.837 9.07 7.32
34 16.500 TP-34 100 100 100 74 56 49 51 23 28 SC 0.00 1.853 11.40 1.568 8.182 1.695 8.76 1.846 10.97 10.26
35 17.000 TP-35 100 100 98 96 88 72 37 21 16 CI 0.00 1.904 14.48 1.611 3.984 1.742 4.73 1.896 8.45 7.26
36 17.500 TP-36 100 100 95 89 76 63 42 23 19 CI 2.38 1.861 12.75 1.574 1.849 1.703 3.26 1.854 9.12 7.24
37 18.000 TP-37 100 100 100 95 86 83 37 21 16 CI 0.00 1.883 14.20 1.593 3.281 1.724 4.64 1.875 8.58 7.30
38 18.200 TP-38 100 100 100 91 84 77 39 18 21 CI 2.46 1.877 14.78 1.588 2.338 1.717 3.60 1.869 8.20 6.72

4.2.8 Benkelman Beam Deflection Survey

The test has been carried out for first 18 km after completion of maintenance work. Appendix 4.8 shows
the calculation of rebound deflections measured using Benkelman Beam Deflection method (as per IRC-
81:1997) and calculation of characteristic deflections which will be required for overlay design. Table 4.7
represents the characteristic deflection along the existing road and the required overlay thickness.
Table 4.7: Characteristic Deflection with required Overlay Thickness

Existing Maximum Design Required Equivalent Required Overlay
Length
Chainage (Km) Characteristics MSA BM BC+DBM Thickness
(km)
From To deflection (mm) (mm) (mm) (mm) BC(mm) DBM(mm)
0 1 1 1.191 20 100 70 40 50
1 2 1 0.762 20 20 14 40 50
2 3 1 0.656 20 0 0 40 50
3 4 1 0.611 20 0 0 40 50
4 5 1 0.566 20 0 0 40 50
5 6 1 0.629 20 0 0 40 50
6 7 1 0.519 20 0 0 40 50
7 8 1 0.767 20 20 14 40 50
8 9 1 0.626 20 0 0 40 50
9 10 1 0.791 20 20 14 40 50
10 11 1 0.577 20 0 0 40 50
11 12 1 0.714 20 20 14 40 50
12 13 1 0.964 20 60 42 40 50
13 14 1 0.870 20 25 18 40 50
14 15 1 0.677 20 0 0 40 50
15 16 1 0.666 20 0 0 40 50
16 17 1 0.633 20 0 0 40 50
17 18 1 0.626 20 0 0 40 50
4.2.9 Quarry Material

Investigation for road construction material required to be carried out to identify the potential sources
of construction materials and to assess their general availability, engineering properties and quantities.
This is one of the most important factors for stable, economic and successful implementation of the
road program within the stipulated time. The material investigation is quite representative, but more
exhaustive search may surely be explored by the contractors at the time of construction. For
improvement work as well as for new construction the list of materials includes the following:
 Granular materials for sub-base works
 Crushed stone aggregates for base , bituminous surfacing and cement concrete works
 Sand for bituminous and cement concrete works, sub-base, filter materials and filling
materials etc.
 Borrow earth/ moorum materials for embankment, sub-grade and filling

Objective
The following are the basic objective to make material investigation:
 Source locations indicating places, kilometerage, availability and the status whether in
operation or new source.
 Access to source, indicating the direction and nature of the access road i.e. left/ right of
project road, approximate lead distance from the gravity center and type of access road.
 Ownership of land/ quarries, either government or private.
 Test results, indicating the quality of materials with respect to their suitability in
construction.
 Probable use indicating the likely use of materials at various stages of construction work i.e.
fill material, sub-grade, sub-base, base, bituminous surfacing and cross drainage structures.
The potential sources of construction materials were selected from consideration of the availability and
suitability of the materials, easy access to the source and minimum hauling distance from the source in
order to make the construction economical and feasible as far as possible.
A) Coarse Aggregate:-
Hard stone aggregate, fulfilling the requirements of concrete works, base, sub base and asphaltic works
are considered from Wangparel (Near Kapam Village) with a distance of 5 km from Ch. 4+000 Km of the
project road.
Distance from Distance on

Quarry Source to Start Project Road Total
Location (Half of Project Probable purpose of
Material Point of Project Lead
Road) use of material
Road
9 km by start of
Wangparel the project road 9-4+5= GSB, WMM,
Coarse
(Near Kapam (i.e. 5 km from Ch. 9.146 Km 10.146 Bituminous and
Aggregate
Village) 4+000 Km of the Km concrete works
project road)
B) Fine Aggregate
Fine Sand or Coarse Sand is collected from Nongpok, fulfilling the requirements of concrete works and
filling works. The distance is 40 km by road from start point of the project road.
Distance on
Distance from
Quarry Project Road Probable purpose
Material Source to Start Point Total Lead
Location (Half of of use of material
of Project Road
Project Road)
Fine 40 km by start of the
Nongpok 9.146 Km 49.146 Km Filling works
Aggregate project road

C) Bitumen
Bitumen is available from Imphal. The distance is 46 km by road from Imphal to Pallel.
Distance on
Distance from
Project Road Probable purpose
Location Material Source to Start Point Total Lead
(Half of Project of use of material
of Project Road
Road)
46 km by start point
Imphal Bitumen 9.146 Km 55.146 km Wearing course
of the project road
D) Cement
Cement is available from Imphal. The distance is 46 km by road from Imphal to Pallel.
Distance on
Distance from
(Half of of use of material
of Project Road
Project Road)
Imphal Cement 9.146 Km 55.146 km Structural Work
of the project road
E) Reinforcement
Steel is available from Imphal. The distance is 46 km by road from Imphal to Pallel.
Distance on
Distance from
(Half of of use of material
of Project Road
Project Road)
Imphal Steel 9.146 Km 55.146 km Structural Work
of the project road
4.2.10 Borrow Area Requirement
Total Earthwork in Cutting quantity = 16043 cum and Total Earthwork for filling quantity= 8677 cum
(Ref. Quantity Calculation for Road Works of Volume-VII: Cost Estimation). Hence, filling should be done
from the suitable material generated from earthwork cutting.
So, No Earthwork is required for embankment construction from Borrow area.

Lead Chart for Material

Imphal
(Cement, Steel, Bitumen, Bitumen
Emulsion, Structural Steel)
(Length = 46 km)
Nongpok
(Coarse Aggregate, Fine
aggregate (sand))
46 km (Length = 40 km)
40 km
Origin Point of the project

road at Pallel (Ch. 0+000 km)
Wangparel
(Near Kapam Village)
5 km (Stone Metal, Stone
Ch. 4+000 km
Boulder, Stone Chips)
(Length = 54 km)
Project Road C.G. (Ch. 9+146 km)
Pallel to Chandel Road

Length = 18.292 km
Terminating Point of the project

road at Chandel (Ch. 18+292 km)
Quarry Location
Surface Road
4.2.11 Sub-soil Exploration

Subsoil exploration has been done at proposed bridge locations in consultation with NHIDCL officials.
The detailed sub-soil exploration report is given in Volume II: Design Report.

4.2.12 Photographs
Photographs of field activities are given below:
Road Inventory at Ch. Km 0+000 Pavement Condition Survey at Ch. Km 3+500
Culvert Inventory at Ch. Km 3+175 Bridge Inventory at Ch. Km 5+745

Topographic Survey at Ch. 10+300 km Trial Pit at Ch. 1+000 km
TMC Survey at Ch. 16+000 km CTVC Survey at Ch. 3+750 km
Axle Load survey OD Survey

Sub-soil Investigation Work at Bridge Location

BBD Survey
(Ch. 3+654 km)
Sub-soil Investigation Work at Bridge Location Sub-soil Investigation Work at Bridge Location
(Ch. 10+539 km) (Ch. 10+539 km)

Pallel-Chandel Section of NH- 102C on Engineering, Procurement and Construction Social Analysis
CHAPTER – 5
SOCIAL ANALYSIS
5.1 INTRODUCTION AND BACKGROUND

5.1.1 The Project
Manipur is one of the Border States in the north-eastern part of the country having an international
boundary of about 352 km long stretch of land with Myanmar in the southeast. It is bounded by
Nagaland in the north, Assam in the west and Mizoram in the south. It has a total area of 22327 sq.
kms. It lies between 23.80 N to 25.70 N latitude and 93.50 E to 94.80 E longitude.
Geographically, the State of Manipur could be divided into two regions, viz. the hill and the valley.
The valley lies in the central part of the State and the hills surround the valley. The average elevation
of the valley is about 790 m above the sea level and that of the hills is between 1500 m and 1800m.
Manipur earlier had 9 districts - Imphal West, Imphal East, Bishnupur, Thoubal, Ukhrul, Senapati,
Tamenglong, Churachandpur and Chandel and the newly formed districts are Kangpokpi,
Tengnoupal, Pherzawl, Noney, Kamjong, Jiribam and Kakching. The hill districts occupy about 90
percent (20089 sq km) of the total area of the State and the valley occupies only about tenth (2238
sq km) of the total area of the State. Imphal is the capital city of Manipur.
In the need of development of the newly created state the Government of India under the vehicle of
National Highway Authority of India had initiated in constructing/upgrading the road conditions in
the state. The district of Kakching & Chandel in the state of Manipur, does not have any railway
connectivity so there was an urgent requirement of the development of the roadways.
Realizing the above fact NHIDCL has taken up one prestigious road network improvement projects
namely developing a road from Pallel village [Junction of Imphal(RHS)- Myanmar border(LHS) road]
to Chandel village near Chandel District hospital. The upgraded road will connect NH102 at Pallel.
Provision of a high class access controlled facility for high mobility in the form of NH/SH may be
useful in bypassing the city by external traffic, if it is not connected to the core by proper road
network. It will not be helpful in decongesting the core area. Realizing this need NH has proposed 30
National Highways in its master plan. The National Highways not only provide connectivity between
the cities but also serve as a connecting link between proposed townships and the cities. They also
help in serving the traffic expected to be generated by the exploring activities in the outer
municipalities. The NH with its service roads connected to the cities by National Highway network is
expected to direct the development of Project Influence Area and will be a position to cater the
travel demand patterns generated by these developments.
The National Highway Infrastructural Development Corporation Limited (NHIDCL) Manipur Wing
planned to develop the major arterial roads to facilitate smooth traffic flow on existing major
arterials and State Highways.

Figure 5.1: Depicting Map of the Project Road
Source: Google
Adequate attention has been given during the feasibility phases of the project preparation to
minimize the adverse impacts on land acquisition and resettlement impacts. However, technical and
engineering constraints were one of the major concerns during exploration of various alternative
alignments. With the available options, best engineering solution have been adopted to avoid large
scale land acquisition and involuntary resettlement impacts.
This Resettlement Plan (RP) is prepared to mitigate all unavoidable negative impacts caused due to
the project, resettle the affected persons and restore their livelihoods. This Full Resettlement Plan
has been prepared on the basis of census survey findings and consultation with various stakeholders.
The plan complies with National Highway policy for involuntary resettlement and rehabilitation.
5.1.2 Scope of Land Acquisition and Resettlement Impacts

The existing RoW varies from 7 m to 16 m throughout the project road. As improvement of the
alignment with 2 lane configuration is being made within the ERoW, the acquisition of Land is not
required for this project.
A project census survey was carried out to identify the persons who would be affected by the project
and to make an inventory of their assets that would be lost to the project, which would be the basis
of calculation of compensation.
As per requirement of the Resettlement Action Plan a 100% census survey of the likely affected

Persons (DP) have been conducted in the month of June – July 2018 for affected land and non-land
assets of the project. The impacts can be broadly classified as (i) impacts on private land, (ii) impacts
on private structures including (Encroachers and Squatters), (iii) impacts on livelihoods due to loss of
private properties and (iv) loss of common property resources. The census survey reveals that no
private structures units will be affected due to the project work. The details of project impacts as
revealed in the study have been depicted in the following section and the summary of the project
impacts are presented in Table 5.1.
Table 5.1: Brief Summary of the Resettlement Impact.
Sl No Impacts Number
1 Total Land Acquisition Requirements (in Hectare) Nil
2 Total Private Land Acquisition Requirements (in Hectare) Nil
3 Total Community Land Acquisition Requirements (in Hectare) Nil
4 Total Number of Residencial Structures Nil
5 Total Number of Commercial Structures Nil
6 Total Number of Residencial cum Commercial Structures Nil
7 Total Number of Affected Families (Structure Owner) Nil
8 Total Number of CPRs Affected (Community and Government) 7
Source: Census Survey on June-July, 2018
5.1.3 Stakeholders Consultation and Participation

Focus Group Consultations with various stakeholders were carried out during various phases of
project preparation. Key person and focus group consultations at section of the society were
arranged at the stage of project preparation to ensure peoples’ participation in the planning phase of
this project and to treat public consultation and participation as a continuous two-way process.
Aiming at promotion of public understanding and fruitful solutions of developmental problems such
as local needs and problem and prospects of resettlement, various sections of APs and other
stakeholders were consulted through focus group discussions and individual interviews.
To keep more transparency in planning and for further active involvement of APs and other
stakeholders, the project information will be disseminated through disclosure of resettlement
planning documents. This report with the Entitlement Matrix after accepted by the EA and NHIDCL
would be available for disclosure on both EA’s and NHIDCL website.
5.1.4 Legal and Policy Framework

The legal framework and principles adopted for addressing resettlement issues in the Project have
been guided by the proposed legislation and policies of the Government of Manipur, Government of
India, Safeguard Policies and guidelines of NHIDCL. Prior to the preparation of the Resettlement Plan,
a detailed analysis of the proposed national and state policies was undertaken and an entitlement
matrix has been prepared for the entire program. The section below provides details of the various
national and state level legislations studied and their applicability within this framework. This RP is
prepared based on the review and analysis of all applicable legal and policy frameworks of the
country and National Highway policy requirements.
The objectives of the Resettlement Framework as per the policies are as follows: -

 To minimize displacement and to identify non-displacing or least-displacing alternatives.

 To plan the resettlement and rehabilitation of Project Affected Families, (PAFs) including
special needs of Tribal and vulnerable sections.
 To provide better standard of living to APs; and
 To facilitate harmonious relationship between the Requiring Body and APs through mutual
cooperation.
 The involuntary resettlement would be avoided wherever possible or minimized as much as

possible by exploring project and design alternatives.
 The Project or all sub-projects under the program will be screened to identify past, present,
and future involuntary resettlement impacts and risks.
 The scope of resettlement planning will be determined through a survey and/or census of
affected persons, including a gender analysis, specifically related to resettlement impacts and
risks.
 Meaningful consultations with affected persons, host communities, and PIU will be carried
out and all affected persons will be informed of their entitlements and resettlement options
participation in planning, implementation, and monitoring and reporting of resettlement
programs will be ensured.
 Particular attention will be paid to the needs of vulnerable groups, especially those below
the poverty line, the landless, the elderly, women and children, and Indigenous Peoples, and
those without legal title to land, and ensure their participation in consultations.
 An effective grievance redress mechanism will be established to receive and facilitate

resolution of the affected persons’ concerns. The social and cultural institutions of affected
persons and their host population will be supported through proper planning. Where
involuntary resettlement impacts and risks are highly complex and sensitive, compensation
and resettlement decisions should be preceded by a social preparation phase.
 The livelihoods of all affected persons will be improved or at least restored through (i) land-
based resettlement strategies when affected livelihoods are land based where possible or
cash compensation at replacement value for land when the loss of land does not undermine
livelihoods, (ii) prompt replacement of assets with access to assets of equal or higher value,
(iii) prompt compensation at full replacement cost for assets that cannot be restored, and (iv)
additional revenues and services through benefit sharing schemes where possible.
 Physically and economically affected persons will be provided with needed assistance,
including (i) if there is relocation, secured tenure to relocation land, better housing at
resettlement sites with comparable access to employment and production opportunities,
integration of resettled persons economically and socially into their host communities, and
extension of project benefits to host communities; (ii) Transportation support and
development assistance, such as land development, credit facilities, training, or employment
opportunities; and (iii) civic infrastructure and community services, as required.

 The standards of living of the affected poor and other vulnerable groups, including women,
will be improved to at least national minimum standards. In rural areas legal and affordable
access to land and resources will be provided, and in urban areas appropriate income
sources and legal and affordable access to adequate housing will be provided to the affected
poor.
 If land acquisition is through negotiated settlement, procedures will be developed in a
transparent, consistent, and equitable manner to ensure that those people who enter into
negotiated settlements will maintain the same or better income and livelihood status. If,
however, the negotiated settlement fails, the normal procedure of land acquisition will be
followed.
 Affected persons without titles to land or any recognizable legal rights to land will be ensured
that they are eligible for resettlement assistance and compensation for loss of non-land
assets.
 A resettlement plan will be prepared elaborating on affected persons’ entitlements, the

income and livelihood restoration strategy, institutional arrangements, monitoring and
reporting framework, budget, and time-bound implementation schedule.
 The draft resettlement plan, including documentation of the consultation process will be
disclosed in a timely manner, before project appraisal, in an accessible place and in a form
and language(s) understandable to affected persons and other stakeholders. The final
resettlement plan and its updates will also be disclosed to affected persons and other
stakeholders.
 Involuntary resettlement will be conceived and executed as part of a development project or
program. Full costs of resettlement will be included in the presentation of project’s costs and
benefits. For a project with significant involuntary resettlement impacts, consider
implementing the involuntary resettlement component of the project as a stand-alone
operation.
 All compensation will be paid and other resettlement entitlements will be provided before
physical or economic displacement. The resettlement plan will be implemented under close
supervision throughout project implementation.
 Resettlement outcomes, their impacts on the standards of living of affected persons will be
monitored; it will be accessed whether the objectives of the resettlement plan have been
achieved by taking into account the baseline conditions and the results of resettlement
monitoring. Monitoring reports will be disclosed to APs.
 Land acquisition for the project would be done as per National Highway Act, 1956 and the
RFCTLARR Act, 2013 in accordance to Manipur RFCTLARR Rules, 2014. To meet the
replacement cost of land payment of compensation in revised rate.
 The uneconomic residual land remaining after land acquisition will be acquired as per the
provisions of Land Acquisition Act. The owner of such land/property will have the right to
seek acquisition of his entire contiguous holding/ property provided the residual land is less

than the average land holding of the district.

 People moving in the project area after the cut-off date will not be entitled to any assistance.
In case of land acquisition, the date of publication of preliminary notification for acquisition
under RFCTLARR Act, 2013 in accordance to Manipur RFCTLARR Rules, 2014 will be treated as
the cut-off date.
 All common property resources (CPR) lost due to the project will be replaced or
compensated by the project.
The project will recognize three types of affected persons like (i) persons with formal traditional
rights to land lost in its entirety or in part; (ii) persons who lost the land they occupy in its entirety or
in part who have no formal legal rights to such land, but who have claims to such lands that are
recognized or recognizable under national laws; and (iii)persons who lost the land they occupy in its
entirety or in part who have neither formal traditional rights nor recognized or recognizable claims to
such land but occupying the land for than three years. The involuntary resettlement requirements
apply to all three types of affected persons.
5.1.5 Entitlements, Assistance and Benefits

The project will have three types of affected persons i.e., (i) persons with formal legal/traditional
rights to land lost in its entirety or in part; (ii) persons who lost the land they occupy in its entirety or
in part who have no forma/traditional legal rights to such land, but who have claims to such lands
that are recognized or recognizable under national laws; and (iii) persons who lost the land they
occupy in its entirety or in part who have neither formal legal rights nor recognized or recognizable
claims to such land. The involuntary resettlement requirements apply to all three types of affected
persons.
Compensation eligibility is limited by a cut-off date as set for this project on the day of the beginning
of the census survey which is 11th June 2018. APs who settle in the affected areas after the cut-off
date will not be eligible for compensation. They, however, will be given sufficient advance notice,
requested to vacate premises and dismantle affected structures prior to project implementation.
Their dismantled structures materials will not be confiscated and they will not pay any fine or suffer
any sanction.
Compensation for the lost assets to all affected persons will be paid on the basis of replacement cost.
Resettlement assistance for lost income and livelihoods will be provided to both title holders. Special
resettlement and rehabilitation measures will be made available to the “Vulnerable Group”
comprises of APs living below poverty line (BPL), SC, ST, women headed households, the elderly and
the disabled. The detail of the assistance and entitlements has been discussed in the following
chapters.
5.1.6 Relocation of Housing and Settlements

The EA will provide adequate and appropriate replacement land and structures or cash
compensation at full replacement cost for lost land and structures, adequate compensation for
partially damaged structures, and relocation assistance, according to the Entitlement Matrix. The EA
will compensate to the title holders for the loss of assets other than land, such as dwellings, and also

for other improvements to the land, at full replacement cost.
5.1.7 Income Restoration and Rehabilitation

Due to loss of land and structures, many households shall lose their livelihoods or shall get
economically affected. The APs losing their livelihoods includes titleholders land, agricultural
labourers, agricultural tenants, and sharecroppers, APs having commercial structures and employees
of the affected structures. In the case of economically affected persons, regardless of whether or not
they are physically affected, the EA will promptly compensate for the loss of income or livelihood
sources at full replacement cost. The EA will also provide assistance such as credit facilities, training,
and employment opportunities so that they can improve, or at least restore, their income-earning
capacity, production levels, and standards of living to pre-displacement levels.
5.1.8 Resettlement Budget

The resettlement cost estimate for this project includes eligible compensation, resettlement
assistance and support cost for RP implementation. The support cost, which includes staffing
requirement, monitoring and reporting in project implementation and other administrative expenses
are part of the overall project cost. The unit cost for land and other assets in this budget has been
derived through field survey, consultation with affected families, relevant local authorities and
reference from old practices. Contingency provisions have also been made to take into account
variations from this estimate. The total R&R budget for the proposed project RP works out to Rs.
0.08Cr.
5.1.9 Institutional Arrangements

For implementation of RP there will be a set of institutions involve at various levels and stages of the
project. The Executing Agency (EA) for the Project is NHIDCL. They have already set up a Project
Implementing Unit (PIU) headed by a GM(P)with Technical Manager and Deputy Managers (DGM)
assisted by other staffs. This office will be functional for the whole Project duration. The EA, headed
by GM(P)will have overall responsibility for implementation of the project and will also be
responsible for the overall coordination among NHIDCL, Government of Manipur and PIU. For
resettlement activities, PIU will do the overall coordination, planning, implementation, and financing.
Project Implementation Unit (PIU) will be established at project level for the implementation of sub-
projects.
5.1.10 Implementation Schedule

Implementation of RP mainly consists of compensation to be paid for affected structures and
rehabilitation and resettlement activities. A composite implementation schedule for R&R activities in
the project including various sub tasks and time line matching with civil work schedule is prepared
and presented in the following chapters. The cut-off date will be notified formally for titleholder as
the date of LA notification. However, the sequence had change or delay had occurred due to
circumstances beyond the control of the Project and accordingly the time can be adjusted for the
implementation of the plan. The present implementation schedule may be structured through
package wise. The entire stretch has been considered in one single package and the completion of
resettlement implementation for the said package shall be the pre-condition to start of the civil work

at that particular contract package.
5.1.11 Monitoring and Reporting

Monitoring and reporting are critical activities in involuntary resettlement management in order to
ameliorate problems faced by the APs and develop solutions immediately. Monitoring is a periodic
assessment of planned activities providing midway inputs. It facilitates change and gives necessary
feedback of activities and the directions on which they are going. In other words, monitoring
apparatus is crucial mechanism for measuring project performance and fulfilment of the project
objectives.
PIU responsible for supervision and implementation of the RP will prepare monthly progress reports
on resettlement activities and submit to EA. The Resettlement Expert under CSC would be
responsible for monitoring of the RP implementation will submit a quarterly review report to
determine whether resettlement goals have been achieved, more importantly whether livelihoods
and living standards have been restored/ enhanced and suggest suitable recommendations for
improvement. All the resettlement monitoring reports will be disclosed to APs as per procedure
followed for disclosure of resettlement documents by the EA. An External Monitor to be engaged to
review and monitor the implementation process and time frame of the resettlement and
rehabilitation of the APs. The External Monitor may submit a biannual report on the progress of the
implementation of the Resettlement action plan to NHIDCL.

5.2 PROJECT DESCRIPTION

5.2.1 General
National Highway Infrastructure Development Company Limited has decided to prepare a Project
Report for NH-102C with 2-Lane configuration starting from the Junction of Imphal-Myanmar border
road near pallel village and ending at Chandel village near chandel district hospital. The entire road is
located under Kakching and Chandel district in the state of Manipur. The project is going to be
implemented under EPC mode.
5.2.2 The Project Road and its Location

The project road starts from Pallel village (Junction of Imphal-Myanmar border road) and ends at
Chandel village near Chandel district hospital. Total length of the project road is 18.292 km. The start
co-ordinate of the project is latitude 24027’1.77”N and longitude 9401’33.54”E. The End co-ordinate
is latitude 24019’5.49”N and longitude 93059’3.74”E. Major stretch of the project road is in
Mountanious Terrain with few location falls
in plain terrain. Road is passing through
Pallel village, Thamlakhuren village,
Penaching village, Liwachangning village,
Kapaam village, Old Wangparal village,
Ziontlang village, Chandanpokpi village,
Khukthar village, Hebunglok village, Ringkhu
village, Sektaikarong village, Salemthar
village, Lirungtabi village, Seljol village, Betuk
village, Liwakhullen village, Mengkang
village, Liwasarei village, P. Ralringkhu
village, Japhou village, Thotchanram village,
Thangbang Minou village, Sinadam village, Khadungyon village, Japhou bazaar, Abungnikhu village,
Deeringkhu village, Panchai village, Hnatham village, Chandel Khullen Village, Chandel Khubul village
and ends at Chandel Christian village in which Pallel and Chandel are the major settlements.
The existing ROW varies from 7m to 16 m along the project road. As improvement of alignment is
made within existing right of way hence no additional land will be acquired.

Figure 5.2: Location Map
5.2.3 Profile of the Project Area

The project road section passes through Kakching and Chandel districts of Manipur State. The start
co-ordinate of the project is latitude 24027’1.77”N and longitude 9401’33.54”E. The End co-ordinate
is latitude 24019’5.49”N and longitude 93059’3.74”E.
5.2.4 The Profile of the District of Kakching and Chandel

The Pallel-Chandel section of NH-102C lies in Kakching and Chandel districts of Manipur. The total
length of project road section is 18.292km. The road scenario in Kakching and Chandel does not fare
any better than the overall scenario of Manipur. NH-102C is an important road connecting Chandel
district headquarter to NH102 (Impahl-Moreh road) at Pallel.
5.2.5 Details of Kakching District

On 8 December 2016, Kakching district came into existence when all its administrative units of the
erstwhile Kakching sub-division were transferred to form a new district. This District is one of the 16
districts of Manipur state in northeastern India. This district is bounded by Thoubal district on the
north, Ukhrul and Chandel districts on the east, Churchandpur and Bishnupur districts on the south
and Imphal West and Imphal East districts on the west. The Kakching District is one of the newly form
district by the Government of Manipur in 2016 from Thoubal district.
The district is home to about 1.4 lakh people, among them about 68 thousand (50%) are male and
about 68 thousand (50%) are female. 70% of the whole population are from general caste, 29% are

from schedule caste and 1% are schedule tribes. Child (aged under 6 years) population of Kakching
district is 14%, among them 51% are boys and 49% are girls. There are about 29 thousand
households in the district and an average 5 persons live in every family. Hindus contribute 74% of the
total population and are the largest religious community in the district all other religious
communities contribute 26% of the total population. As of 2011 census there are 1003 females per
1000 male in the district.
Table 5.2.: District (Kakching) at Glance

1. Geography
Climate Maximum: 350C Minimum: 40C
Location Latitude: 24.480N Longitude: 93.980E
2. Administrative Units
Sub Divisions 2Nos. (Kakching and Waikhong)

4Nos. (Hiyanglam, Wabagai, Sugnu Assembly and
Vidhan Sabha constituencies
Kakching )
3. Police Service
Police Station of Kakching is situated at Kakching Chumnang opposite to State Bank of India,
Kakching Branch.
4. Official Languages Meitei (Manipuri)
5. People
Population 33,500 Approx

Source: Website of Manipur State
5.2.6 Details of Chandel District

Chandel District came into existence on May 13, 1974. It is the border district of the state with an
area of 2,100 sq. km. Its neighbours are Myanmar (erstwhile Burma) on the south and east, Ukhrul
district on the north, Churachandpur district on the south and west, and Thoubal district on the
north. It is about 64 km. away from Imphal. The National Highway No. 39 passes through this district.
The district is inhabited by several communities. It is sparsely inhabited by about 20 different tribes.
They are scattered all over the district. Prominent tribes in the district are Anal, Lamkang, Kuki,
Moyon, Monsang, Chothe, Thadou, Paite, Maring and Zou etc. There are also other communities like
Meiteis and Muslims (Meitei Pangal) in small numbers as compared to the tribes. Non-Manipuris like
Nepalis, Tamils, Bengalis, Punjabis and Biharis are also settled in this district.
The district is home to about 144,182 people, among them about 74,579 (52%) are male and about
69,603 (48%) are female. As per 2011, Density per Sq. km is 43
Average literacy rate of Chandel district in 2011 were higher 70.85% compared to 56.2% of 2001. If
things are looked out at gender wise, male and female literacy were 77.93% and 63.26 respectively.

Table 5.3: District (Chandel) at Glance

1. Geography
Climate Maximum: 350C Minimum: 50C
Location Latitude: 24040’N Longitude: 93050’E

Highest peak is in Eswani which is 8,348 ft. above mean sea
Highest Peak
level.
Rainfall Average Annual rainfall of 1036 mm
2. Administrative Units
Sub Divisions 4Nos.
Tehsils 6Nos.
Revenue Villages 437Nos.
Assembly Area 2Nos.
3. Police Service
Police Station 7 Nos.
4. Assembly Constituencies
Tengnoupal (ST) 62 Polling Stations
Chandel (ST) 69 Polling Stations
5. People
Population as per 2011 census Male: 74,543 Female: 69,485 Total: 1,44,028
Literacy Rate as per 2011 census Male: 79.52% Female: 62.88% Average: 71.47%
6. Area 3,313 Square kms

2,699.92 Square kms, out of which 140.60 sq. kms is
reserve forest, 184.32 sq. kms is under wild life sanctuary,
7. Forest
50.00 sq. kms is protected forest and the remaining 2325
sq. kms is under unclassified forest.
8. Roads
National Highway 2010-11 110 km
State Highway 2010-11 160km
Source: Website of Manipur State

5.2.7 The Profile of the State of Manipur

Manipur is a state in north eastern India, with the city of Imphal as its capital. It covers an area of
22,347 square kilometres. The state is bounded in the north by Nagaland, in the south by Mizoram,
Assam lies in the west and nation of Myanmar is bordering in the east. Manipur has a recorded
history of kingship since 33 A.D. with the coronation of Pakhangba followed by a series of kings ruling
over the kingdom of Manipur. The independence and sovereignty of Manipur remained
uninterrupted until the Burmese invaded and occupied it for seven years in the first quarter of the
19th century (1819-25). In 1891 British Govt. brought it under its rule, and later on it was merged in
the Indian Union as part "C" State on 15 October, 1949. This was replaced by a Territorial Council of
30 elected and 2 nominated members. In 1963, a Legislative Assembly of 30 elected and 3 nominated
members was established under the Union Territories Act, 1962. Manipur attained full-fledged
statehood on 21 January, 1972. With this, a Legislative Assembly consisting of 60 elected members
was established.
Figure 5.3: Key Map

Figure 5.4: Buffer 10 km, 20 km and 30 km is drawn on Toposheet

Figure 5.5: Elevation Map keeping buffer of 10 km of project road

Figure 5.6: Drainage Map keeping buffer of 10 km of project road

Figure 5.7: Wildlife Protected Area Map

Physiographically, Manipur is characterised in two distinct physical regions – an outlying area of

rugged hills and narrow valleys, and the inner area of flat plain, associated with residual mounds and
undulating plains. These two regions are also conspicuous with respective distinct various flora and
fauna. The Loktak lake is an important feature of the central plain. The hills cover about 9/10th of the
total area of the State. Manipur Valley is about 790 metres above the sea level. The hill ranges are
higher on the north and gradually diminish in height as they reach the southern part of Manipur. The
valley itself slopes down towards the south. The highest peak is Mt. Iso of 2,994 m altitude near Mao.
Manipur state has four major river basins: the Barak River Basin (Barak Valley) in the west,
the Manipur River Basin in central Manipur, the Yu River Basin in the east, and a portion of the Lanye
River Basin in the north. The total water resources of Barak and Manipur river basins are about
1.8487 Mham. The Barak River, the largest of Manipur, originates in the Manipur Hills and is joined
by a number of tributaries, all originating from surrounding hills. Rivers in the valley area are in
mature stage and deposit their sediments in Loktak. The rivers in the hills cause land erosion and in
rainy season turn into turbulent form.
According to 2011 census Manipur has a total population of 2,721,756 and ranked 22nd among
Indian states. Its density of population is 115 persons per square kilometre. Population communities
of Manipur comprise Meitei, Pangal, Naga, Kuki and Mizo. The Meitei, who live primarily in the
state's valley region, form the primary ethnic group (60% of the total population). They occupy about
10% of the total land area. The Muslims (the Meitei-Pangal) also live in the valley. The Kuki, Naga,
Mizo and several other smaller tribal communities make up about 40% of the population but occupy
the remaining 90% of the total area of Manipur.
5.2.8 Impact and Benefits

2 Laning of the project road within the existing ROW does not create any adverse impacts but brings
some benefits. The strategically interconnects two major districts as well as National Border road
NH102, which connected the Mayanmar and India. Boost in agricultural and industrial development
can be viewed as boosting economic growth and poverty reduction which will bring substantial social
and economic development in the region. The social benefits arising due to the project will be
triggered off due to improved accessibility to various services such as easy access to markets, health
facilities, schools, workplace etc. which in turn increases the income of the locals, and ultimately
elevating their standard of living. The possible direct and indirect positive impacts of the project are
listed below.
 Road network will not only link the village communities to better national markets, but also
open up wider work opportunities in distant places. People can shuttle to distant worksites
and engage in construction, mining, factories, business as well as domestic works.
 The immediate benefits of road construction and improvement will come in the form of
direct employment opportunities for the roadside communities and specially those who are
engaged as wage labourers, petty contractors and suppliers of raw materials.
 Effective drainage system to ensure that there will be no pooling of water
 Safety measures in the form of traffic sign, Pavement marking and slope protection in the
form of breast wall on hill side, Retaining/Toe wall on valley side etc.

 Project facilities in the form of passenger shelters.

 Rectification of geometric deficiencies (both Horizontal & Vertical).
 Provision of crash barrier at Bridge approaches.
 Improvement of Major and Minor Intersections.
Other benefits: -
 It will give a major fillip to the quest for all weather connectivity.
 It will reduce travel time between towns and cities by 50% to 60%.
 It will enhance the spirit of enterprise.
 Help the locals to ply their trade.

 Provide direct employment in road construction and allied activities.
 Lower accident and provide quick accessibility to services like hospital, market, office etc.
 Will help in growth of tourism activities immensely.
5.2.9 Minimizing Resettlement

As per the NH’s guidelines, adequate attention has been given during the feasibility and detailed
project design phases of the project preparation to minimize the adverse impacts on land acquisition
and resettlement impacts. However, technical and engineering constraints were one of the major
concerns during exploration of various alternative alignments. With the available options, best
engineering solution have been adopted to avoid large scale land acquisition and resettlement
impacts. Following are the general criteria adopted for the selection of the alignment:
 It should serve as uninterrupted traffic for proposed Tourist centres.
 It should provide linkage to other roads in the region.
 It should take in to account the future traffic growth and management.
 It should be coordinated with local and national development plans.

 It should minimize environment impact along the corridor.
 It should take in to consideration the opinions of local people in selection of
 Alignment.
The specific measures adopted for minimizing the resettlement impacts for the sub
Project is as follows:
 Exploration of alternate alignments in consultation with engineering team, concerned

government departments and local community
 Avoiding major settlements and urban areas to minimize the large scale physical
displacement.
 Avoiding productive agricultural land to minimize the adverse economic displacement;

 Diverting the alignment towards the available unused government land to minimize impact

on private property.
5.2.10 Scope and Objective of Resettlement Plan (RP)

The aim of this Resettlement Plan (RP) is to mitigate all such unavoidable negative impacts caused
due to the project and resettle the affected persons and restore their livelihoods. This Full
Resettlement Plan has been prepared on the basis of project census survey findings and consultation
with various stakeholders. The legal framework and principles adopted for addressing resettlement
issues in the Project have been guided by the proposed legislation and policies of the Government of
Manipur, Government of India, Safeguard Policies and guidelines of National Highway’s guidelines.
The issues identified and addressed in this document are as follows:
 Type and extent of loss of land/ non-land assets, loss of livelihood, loss of common property
resources and social infrastructure.
 Impacts on indigenous people, vulnerable groups like poor, women and other disadvantaged
sections of society.
 Public consultation and people’s participation in the project.
 Proposed legal and administrative framework and formulation of resettlement policy for the
project.
 Preparation of entitlement matrix, formulation of relocation strategy and restoration of
businesses/income.
 R&R cost estimate including provision for fund and Institutional framework for the
implementation of the plan, including grievance redress mechanism and monitoring &
reporting.
5.2.11 Primary Responsibility for Land Acquisition & Resettlement

The NHIDCL Department, Manipur is the nodal agency for implementation of the proposed project.
Therefore, the prime responsibility for land acquisition lies with the NHIDCL, Manipur. However, such
land acquisition is normally done through the State Level District Administration and the
compensation amount is deposited with the District Administration by the acquiring body for
disbursement. Similarly, the resettlement of the affected population will be implemented by the
NHIDCL, Manipur like it is being done in other projects. The NHIDCL do conduct RAP implementation
through PIU. An independent External Monitor would be engaged to review and monitor the
implementation process and time frame of the resettlement and rehabilitation of the APs. The
Monitor may submit a biannual report on the progress of the implementation of the Resettlement
action plan to EA.

5.3 METHODOLOGY FOR IMPACT ASSESSMENT

This Chapter presents an analysis of the project impacts based on census survey data. The purpose of
the analysis is to (a) develop profiles of APs and communities affected by the project. (b) Identify the
nature and types of losses. The following sections briefly describe the methods used to ascertain
various types of impacts.
5.3.1 The Census Survey

The census survey was carried out in the month of June - July 2018 by a team of trained enumerators.
The objectives of the census survey were to
generate an inventory of social impacts on
the people affected by the project, their
structures affected, social profile of the
project affected people, their poverty, their
views about the project and also their views
on various options of rehabilitation and
resettlement. A questionnaire was used to
collect detailed information on affected
households/business for a full understanding
of impacts in order to develop mitigation
measures and resettlement plan for the APs.
A structured census questionnaire was used to collect detailed information on affected households/
properties for a full understanding of impacts in order to develop mitigation measures and
resettlement plan for the APs. The census survey includes the following: -
 Inventory of the affected assets
 Categorization and measurements of potential loss
 Physical measurements of the affected assets/structures

 Identification of trees and crops
 Household characteristics, including social, economic and demographic profile
 Identification of titleholders
 Assessment of potential economic impact
The present census survey has covered 100% structures affected within the proposed ROW including
private and customary owners. The additional information about the private land holders land is
being collected from village Council. The results of census survey presented in the report will also be
updated further after completion of landholders’ data collection.
5.3.2 Land Acquisition Planning

The alignment was finalized as per the detailed engineering design. Initially, the numbers of affected
villages were identified as per the alignment. All the village maps were collected from the local
revenue offices. The village maps were digitized by the consultant. Following the digitization of

village maps, the engineering design of the alignment was superimposed in the digitized cadastral
map in order to identify the number of land parcels and their demarcation including the
quantification. The superimposition of alignment on the village map provided all the plot numbers. A
Land Acquisition Plan (LAP) has been prepared accordingly.
5.3.3 Inventory of Assets

Following finalization of the road alignment and identification of the land parcels, cross-sections
design and land acquisition requirements, census of all affected persons (APs) was carried in the sub-
project. The objective of the project census survey was to identify the persons who would be affected
by the project and to make an inventory of their assets that would be lost to the project, which
would be the basis of calculation of compensation. The survey team was trained by the resettlement
specialist and the survey was closely monitored on a regular basis. Additionally, socio-economic data
was also collected as part of the Social Impact Assessment (SIA) study. The census survey includes the
following.
5.3.4 Survey of Affected Structures

Different types of structures will be affected by the road improvements. In order to assess market/
replacement value for the affected structures, the survey considered the types of construction,
material used for roof, walls and floor; levels/ stories of structures, and land area of each structure.
5.3.5 Public Consultation

To ensure peoples’ participation in the
planning phase and aiming at promotion of
public understanding and fruitful solutions
of developmental problems such as local
needs of road users and problem and
prospects of resettlement, various sections
of affected persons and other stakeholders
were consulted through focus group
discussions, individual interviews and
formal and informal consultations. The
vulnerable sections of APs and women
were also included in this consultation
process.

5.4 SOCIO ECONOMIC PROFILE OF THE PROJECT AREA

To understand the socio-economic profile of project area, the socio-economic information of APs was
collected through the Socio Economic Survey (SES). The gross findings of the survey are presented in
the following sections.
5.4.1 Social Categories of the APs

The social stratification of the project area shows the dominance of Naga Tribes population with 91%
households. The second stratum of the social grouping in the area is of General Caste Hindu
population in the project area is 8% and others population with 1% households. There are different
Naga Clans and tribes inhabited in the whole alignment of the proposed road. The Social stratification
is depicted in Figure 5.8.
Figure 5.8: Social Categories of APs along the Project Road
Source: Census Survey, June - July, 2018
5.4.2 Religious Categories of the Affected Households

The project area is dominated by Christian community and ST as they form 91% of the total sample
Households (AH). There is only 8% household, who are not Hindus by faith are being affected by the
Project. There are still very few household following animistic belief. The detail of the same is
graphically represented in Figure 5.9

Figure 5.9: Religious Categories in the Project area along the Project Road
5.4.3 Number of Affected Persons (APs)

There is no AP, which are being affected by the project as up-gradation and widening of the road has
been carried out within EROW..
5.4.4 Vulnerable Households being affected in the project

There is no AP, which are being affected by the project.
5.4.5 Annual Income Level in the Project area

The number of BPL population, is further strengthen from the data analysed on the basis of monthly
income of the households, which reflects that there are no households, which are having an average
monthly income of less than Rs. 30000/. About 7 % APs are having income in the range of Rs. 30000-
50000, while 42% are earning in the range of Rs. 50000-100000. It has been observed that about 51%
households are annually earning more than Rs. 100000/-. The average income level of households in
the project area is summarized in Table 5.4.
Table 5.4.: Annual Income Level in the Project area
Sl. Annual Income Categories in (Rs) Percentage
1 >30000 and <50000 7%
2 >50000 and <100000 42%
3 <100000 51%
Total 100%

5.4.6 Occupation in Project Area

The occupational status of head of the households i.e. the primary occupation by the households
reveals that 17% households are depending on agricultural or allied agricultural services, whereas
about 64% of the population depends on business and this includes the business they are carrying
out in the road side mainly shops. About 11% households are wage earnings as their primary source
of income and 2% are engaged in Government jobs. The details of occupations by the APs are
presented in Table 5.5.
Table 5.5: Occupational Status in Project Area

Sl. Occupational Status of APs Percentage
1 Government/ Semi Goverment Service 2%
2 Agriculture 17%
3 Business 64%
4 Wage Earner 11%
5 Private Service 4%
6 Professional 2%
Total 100%
5.4.7 Educational Status of Aps

The educational status of head of the households reveals that overall scenario of literacy level is not
encouraging in the project area as significant percentage of population, i.e., 9% are still illiterate.
Another 20% has attained the education up to Class VIII level. About 12% APs are informally literate;
while very few (5%) have degree of master and above, which are presented in Figure 5.10.
Figure 5.10: Educational Status in the Project area
5.4.8 Impact on Indigenous People

The Scheduled Tribes (STs) in the project area is considered to be IP. The presence of ST population in
the affected state as affected person is more than 96%. The census survey reveals that the majority
of the population belongs to the ST community, thus this is the mainstream population of the region.

5.4.9 Gender Impact and Mitigation Measures

The gender composition of APs shows that the male accounts for 50.2% and female accounts for
49.8%. The gender disparity is not acute as the sex ratio among APs i.e. 991 against state level
statistic having 971 as per provisional census data of India, 2011.
Figure 5.11: Gender Ratio in study area

The participation of women in FGDs during the census survey was not encouraging because of their
shy nature and ignorance. Some of their specific concerns are summarized below.
The working women and girl students face lot of problem for travel, due to non-availability of good
road and transport network. Especially in rainy season, the problem increases manifold which
sometimes compels the girl students abstains from classes.
Only primary health centers (PHCs) are located at some villages and the quality of treatment and
medical facilities are less than satisfactory. In emergency they have to reach hospitals at district
headquarters only.
Health status will improve as they will be able to visit Govt. hospital at Imphal if sick and especially
during pregnancy and will not have to depend on uneducated rural midwife for safe delivery, which
are common in villages. Incidence of child mortality & maternal mortality rate will reduce with easy
access to Govt. health care facility centres.
The women feel that their mobility will increase as market & relatives’ places will be easily accessible
for them as better road condition will induce more transport vehicles to operate. More shops,
markets will open within the village approach area and as a result they will get quality leisure time at
their disposal.
Women from poor families will get job opportunity during construction work as casual labour or at
office. Besides, women can operate individual / family enterprise by opening small tea stalls,
shops/eateries to provide meals to the construction labourers. This will enhance their family income
as well as their entrepreneurial skill which may be useful in future.
Women labourers feel that improved road network will provide them with better job opportunity as
they will be able to travel further and even can commute from home. Moreover, travel by public

transport system, like Govt. bus service, will become cheaper and money saved on transport can be
better utilized for household needs.
The girl students will be able to attain higher education at colleges, since journey time and cost will
be greatly reduced and the girls can commute from home all by themselves free of hazard.
Women will not be affected negatively due to the program. Any negative impacts of the project on
female-headed households will be taken up on a case-to-case basis and assistance to these
households will be treated on a priority basis. During disbursement of compensation and provision of
assistance, priority will be given to female-headed households. Additionally, women headed
households are considered as vulnerable and provision for additional assistance (lump sum amount
@ Rs. 25,000/- per affected households) has been made in the entitlement of the RP. Provision for
equal wage and health safety facilities during the construction will be ensured by the EA. Therefore,
the sub project activities will not have any negative impact on women.

5.5 DEFINITIONS
The Definition of various terms used in this Policy Document are as follows:
(a) “Administrator for Resettlement and Rehabilitation” means an officer not below the rank of
District Collector of the State Government appointed by it for the purpose of resettlement and
rehabilitation of the Project Affected Families of the Project concerned provided that if the
appropriate Government in respect of the project is the Central Government, such appointment shall
be made in consultation with the Central Govt.
(b) “affected zone”, in relation to a project, means declaration of this Policy by the appropriate
Government area of villages or locality under a project for which the land is being acquired under
Land Acquisition Resettlement and Rehabilitation, 2013 or any other Act in force or an area that
comes under submergence due to impounding of water in the reservoir of the project.
(c) “agricultural family” means a family whose primary mode of livelihood is agriculture and
includes family of owners as well as sub-tenants of agricultural land, agricultural labourers, occupiers
of forest lands and of collectors of minor forest produce.
(d) “agricultural labourer” means a person normally resident in the affected zone for a period of
not less than three years immediately before the declaration of the affected zone who does not hold
any land in the affected zone but who earns his livelihood principally by manual labour on agricultural
land therein immediately before such declaration and who has been deprived of his livelihood.
(e) “Agricultural land” includes lands used or capable of being used for the purpose of-
agriculture or horticulture;
Dairy farming, poultry farming, pisciculture, breeding or livestock and nursery growing medical herbs.
raising of crops, grass or garden produce; and
Land used by an agriculturist for the grazing of cattle, but does not include land used for the cutting
of wood only.
(f) “Appropriate Government” means, -

(i) In relation to acquisition of land for the purposes of the NHIDCL, the Central Government;
(ii) in relation to a project which is executed by Central Government agency(NHIDCL)/Central

Government undertaking or by any other agency on the orders/directions of Central Government,
the Central Government, otherwise the State Government and in relation to acquisition of land for
other purposes, the State Government.
(g) ‘BPL Family’: The Below Poverty Line Families shall be those as defined by the Planning
Commission of India from time to time.
(h) “Commissioner for Resettlement and Rehabilitation”, in relation to a project, means the
Commissioner for Resettlement and Rehabilitation appointed by the State Government not below
the rank of Commissioner/Secretary of that Government.
(i) “Affected family” means any tenure holder, tenant, Government lessee or owner of other
property, who on account of acquisition of his land including plot in the abadi or other property in

the affected zone for the purpose of the project, has been affected from such land or other property.
(j) “Family” means Project Affected Family consisting of such persons, his or her spouse, minor
sons, unmarried daughters, minor brothers or unmarried sisters, father, mother and other members
residing with him and dependent on him for their livelihood.
(k) “Holding” means the total land held by a person as an occupant or tenant or as both;
(l) “Marginal farmer” means a cultivator with an unirrigated land holding up to one acres or
irrigated land holding up to half acres.
(m) “non-agricultural laborer” means a person who is not an agricultural laborer but is normally
residing in the affected zone for a period of not less than three years immediately before the
declaration of the affected zone and who does not hold any land under the affected zone but who
earns his livelihood principally by manual labour or as a rural artisan immediately before such
declaration and who has been deprived of earning his livelihood principally by manual labour or as
such artisan in the affected zone.
(n) “Notification” means a notification published in the Official Gazette;
(o) “Occupiers” mean members of Scheduled Tribe community in possession of forest land prior
to 25th October, 1980;
(p) “Project” means a project displacing 500 families or more enmasse in plain areas and 250
families or more enmasse in hilly areas, DDP blocks, areas mentioned in Schedule V and Schedule VI
of the Constitution of India as a result of acquisition of land for any project.
(q) “affected family” means a family/person whose place of residence or other properties or
source of livelihood are substantially affected by the process of acquisition of land for the project and
who has been residing continuously for a period of not less than three years preceding the date of
declaration of the affected zone or practicing any trade, occupation or vocation continuously for a
period of not less than three years in the affected zone, preceding the date of declaration of the
affected zone.
(r) “Resettlement zone”, in relation to a project, means the declaration of any area under our
National Policy by the appropriate Government acquired or proposed to be acquired for resettlement
and rehabilitation of Project Affected Families as a resettlement zone.
(s) “Requiring Body” shall mean any company, a body corporate, an institution, or any other
organization for whom land is to be acquired by the appropriate Government, and includes the
appropriate Government if the acquisition of land is for such Government either for its own use or
for subsequent allotment of such land in public interest to a body corporate, institution, or any other
organization or to any company under lease, license or through any other system of transfer of land
to such company, as the case may be.
(t) “Small farmer” means a cultivator with an unirrigated land holding up to two acres or with an
irrigated land holding up to one acres.

5.6 SCOPE OF LAND ACQUISITION AND RESETTLEMENT

5.6.1 Scope of Land Acquisition
As discussed earlier also the scope of land acquisition is nil as the project is implemented within
EROW. A project census survey was carried out to identify the persons who would be affected by the
project and to make an inventory of their assets that would be lost to the project, which would be
the basis of calculation of compensation. The major findings of the 100% census survey conducted
are discussed in the following.
5.6.2 Loss of Land

No AP will be losing their land to the project and their livelihoods. According to the Land Acquisition
Plan (LAP) prepared as a part of Project Report, no land need to be acquired for the project.
5.6.3 Uses of Affected Structure

During the census survey in addition to 7 structures belong to CPRs as detailed in Table 5.6.
Table 5.6: Uses of Affected Structure
Sl. Type of Uses No. of Properties Percentage
1 Residential Nil Nil
2 Commercial Nil Nil
3 Residential cum Commercial Nil Nil
4 CPR 7 100%
5 Other Nil Nil
Total 7 100%
Source: Census Survey, June –July, 2018
5.6.4 Type of Construction of Affected Structure

The construction type of structures being affected in the project area is of various types The details of
type of constructions of the affected structures are summarized in Table 5.7
Table 5.7: Type of Construction of Affected Structure
Sl. Type of Construction Total Pecentage
1 Temporary Nil Nil
2 Semi-permanent Nil Nil
3 Permanent Nil Nil
4 Under Constraction Nil Nil
5 Gate 7 100%
Total 7 100%
5.6.5 Age of Structures Being Affected

To know the condition of structures, the age of structures being affected due to the project was

enumerated during the census survey. Among 7 affected structures, 100.00% structures are
constructed within 10 years only. The details of age of affected structures are presented in Table 5.8
Table 5.8: Age of Structures Being Affected

Sl. Age of Structure Percentage
1 Up to 10 Years 100%
2 Above105 Years 0.00%
Total 100%
5.6.6 Type of Commercial Structures Affected

Among 7 total structures affected in the sub-project, there is no one of commercial structures being
affected. The details of structures are given in the Table 5.9.
Table 5.9: Type of Commercial Establishment Affected
Sl. Type of Structure No. of Structure Percentage
1 Shops (Owner) Nil Nil
2 Saw Mill Nil Nil
3 Car Wash Nil Nil
4 Rice Mill Nil Nil
Total Nil Nil
5.6.7 Type of Mixed Structures Affected

There is no mixed category structure being affected.
5.6.8 Type of Other Structures Affected

As per census survey following structures are affected within the proposed ROW in Table 5.10.
Table 5.10: Type of Other Structures Affected
1 Abandoned Nil Nil
2 Basement Nil Nil
3 Boundary Wall Nil Nil
4 Culvert Nil Nil
5 Fencing Nil Nil
6 Memorial Structure Nil Nil
7 Pavement Nil Nil
8 Septic Tank Nil Nil
9 Under Constraction Nil Nil
10 Water Tank Nil Nil


11 Gate 7 100%
Total 7 100%
5.6.9 Status of Ownership

As per census survey, out of 7 affected structures in the sub-project, all belong to Community. The
details of Ownership according to their legal status are given in Table 5.11.
Table 5.11: Status of Ownership

Sl. Ownership Status No. of Structure Percentage
1 Private Nil Nil
2 Community 7 100%
3 Government Nil Nil
Total 7 100%
5.6.10 Scale of Impact on Structure

The severity of impact on any structure is determined by percentage of impact on the properties and
the usable status of residual part of the structure. The impact percentage on the structures is being
examined from its distance from the centre line and the total area of the structures. This analysis
helps to know that whether the remaining part of the structure would serve any purpose. As per the
collected information during the social survey it is found that the impact is Category A in most of the
structures. The exact details for scale of impact on structures are given in Table 5.12.
Table 5.12: Scale of Impact on Structure
Sl. Scale of Impact Percentage
1 Category A (more than 50%) 100%
2 Category B (less than 50% but more than 25%) Nil
3 Category C (less than 25% more than 10%) Nil
4 Category D (less than 10%) Nil
Total 100%
5.6.11 Loss of Livelihoods

There is no livelihood loss, as there is no commercial or residential or private land being affected. The
details of impact on livelihoods in the project are presented in Table 5.13.
Table 5.13: Loss of Livelihoods
Sl. Loss No. of Person Percentage
1 Owners of Commercial Structure (TH) Nil Nil
2 Owners of Residential cum Commercial Structure (TH) Nil Nil


3 Commercial tenant Nil Nil
4 Employee in commercial Structures Nil Nil
Total Nil Nil
5.6.12 Loss of Community Property Resources (CPRs)

During census, it was observed that there are 7 structures of community property resources are
affected considering the toe line of impact.
5.6.13 Summary Project Impacts

As per findings of the 100% census of affected land and non-land assets, the project impacts can be
broadly classified as (i) impacts on private land, (ii) impacts on private structures (iii) impacts on
livelihoods due to loss of private properties and (iv) loss of common property resources. From the
analysis of impacts, it is noted that 7 CPRS are affected.The details of project impacts are discussed in
the following section and the summary project impacts are presented in Table 5.14.
Table 5.14: Summary Project Impacts
Again as per findings of the 100% census of affected land and non-land assets, the project impacts on
the social group is that no families are affected.

5.7 REHABILITATION AND RESETTLEMENT PLAN

The procedure mentioned in this chapter shall be followed for declaration of the affected area,
carrying out survey and census of affected persons, assessment of government land available and
land to be arranged for rehabilitation and resettlement, declaration of the resettlement area or
areas, preparation of the draft rehabilitation and resettlement scheme or plan and its final
publication.
Where the appropriate Government is of the opinion that there is likely to be involuntary
displacement of four hundred or more families enmasse in plain areas, or two hundred or more
families enmasse in tribal or hilly areas, DDP blocks or areas mentioned in the Schedule V or Schedule
VI to the Constitution due to acquisition of land for any project or due to any other reason, it shall,
declare, by notification in the Official Gazette, area of villages or localities as an affected area.
Every declaration made in our policy shall be published in at least three daily newspapers, two of
which shall be in the local vernacular having circulation in villages or areas which are likely to be
affected, and also by affixing a copy of the notification on the notice board of the concerned gram
panchayats or municipalities and other prominent place or places in the affected area and the
resettlement area, and/or by any other method as may be prescribed in this regard by the
appropriate Government.
Once the declaration is made, the Administrator for Rehabilitation and Resettlement shall undertake
a baseline survey and census for identification of the persons and families likely to be affected.
Every such survey shall contain the following village-wise information of the affected families: -
 Members of the family who are permanently residing engaged in any trade, business,
occupation or vocation in the affected area.
 families who are likely to lose, or have lost, their house, agricultural land, employment or are
alienated wholly or substantially from the main source of their trade, business, occupation
or vocation.
 Agricultural labourers and non-agricultural labourers.
 Families belonging to the Scheduled Caste or Scheduled Tribe categories.
 Vulnerable persons such as the disabled, destitute, orphans, widows, unmarried girls,
abandoned women, or persons above sixty years of age; who are not provided or cannot
immediately be provided with alternative livelihood, and who are not otherwise covered as
part of a family.
 families that are landless (not having homestead land, agricultural land, or either homestead
or agricultural land) and below poverty line, but residing continuously for a period of not
less than three years in the affected area preceding the date of declaration of the affected
area.
 Scheduled Tribes families who are or were having possession of forest lands in the affected
area prior to the LA Notice Publication date.

 Every survey undertaken under shall be completed within a period of ninety days from the
date of declaration.
On completion of the above surveyor on expiry of a period of ninety days, whichever is earlier, the
Administrator for Rehabilitation and Resettlement shall, by notification, and also in such other
manner so as to reach all persons likely to be affected, publish a draft of the details of the findings of
the survey conducted by him and invite objections and suggestions from all persons likely to be
affected thereby. This draft shall be made known locally by wide publicity in the affected area.
On the expiry of thirty days from the date of publication of the draft of the details of survey and after
considering the objections and suggestions received by him in "this behalf, the Administrator for
Rehabilitation and Resettlement shall submit his recommendations thereon along with the details of
the survey to the appropriate Government.
Within forty-five days from the date of receipt of the details of the survey and recommendations of
the Administrator for Rehabilitation and Resettlement, the appropriate Government shall publish the
final details of survey in the Official Gazette. The appropriate Government shall, by notification,
declare any area (or areas) as a resettlement area (or areas) for rehabilitation and resettlement of
the affected families.
The Administrator for Rehabilitation and Resettlement shall ensure that the affected families may be
settled, wherever possible, in a group or groups in such resettlement areas. However, it has to be
ensured that the affected families may be resettled with the host community on the basis of equality
and mutual understanding, consistent with the desire of each group to preserve its own identity and
culture.
The Administrator for Resettlement and rehabilitation shall draw up a list of lands that may be
available for rehabilitation and resettlement of the affected families.
The lands drawn up shall consist of: -
 Land available or acquired for the project and earmarked for this purpose
 Government wastelands arid any other land vesting in the Government available for
allotment to the affected families.
 Lands that may be available for purchase or acquisition for” the purposes of rehabilitation
and resettlement scheme or plan.
 A combination of one or more of the above.
However, the Administrator for Rehabilitation and Resettlement should ensure that such acquisition
of land does not lead to another set of physically affected families. The Administrator for
Rehabilitation and Resettlement, on behalf of the appropriate Government, may either purchase
land from any person through consent award and may enter into an agreement for this purpose, or
approach the state Government concerned for acquisition of land for the purposes of rehabilitation
and resettlement scheme or plan.
After completion of baseline survey and census of the affected families and assessment of the
requirement of land for resettlement, the Administrator for Rehabilitation and Resettlement shall
prepare a draft scheme or plan for the rehabilitation and resettlement of the affected families after

consultation with the representatives of the affected families including women and the
representative of the requiring body.
The draft rehabilitation and resettlement scheme or plan shall contain the following particulars,
namely: -
(a) The extent of land to be acquired for the project and the name(s) of the affected village(s);
(b) A village-wise list of the affected persons, family-wise, and the extent and nature of land and
immovable property owned or held in their possession in the affected area, and the extent and
nature of such land and immovable property which they are likely to lose or have lost, indicating the
survey numbers thereof;
(c) A list of agricultural laborers in such area and the names of such persons whose livelihood
depends on agricultural activities;
(d) A list of persons who have lost or are likely to lose their employment or livelihood or who
have been or likely to be alienated wholly or substantially from their main sources of trade business,
occupation or vocation consequent to the acquisition of land for the project or involuntary
displacement due to any other cause;
(e) A list of non-agricultural laborers, including artisans;
(f) A list of affected landless families, including those, without homestead land and below
poverty line families;
(g) A list of vulnerable affected persons.

(h) A list of occupiers, if any;
(i) A list of public utilities and government buildings which are affected or likely to be affected;
(j) Details of public and community properties, assets and infrastructure;
(k) A list of benefits and packages which are to be provided to the affected families;
(l) Details of the extent of land available in the resettlement area for resettling and for
allotment of land to the affected families.
(m) Details of the amenities and infrastructural facilities which are to be provided for
resettlement.
(n) The time schedule for shifting and resettling the affected persons in the resettlement area or
areas.
(o) Such other particulars as the Administrator for Rehabilitation and Resettlement may consider
necessary.
The draft scheme or plan may be made known locally by wide publicity in the affected area and the
resettlement area (or areas) in such manner as may be prescribed by the appropriate Government.
The draft rehabilitation and resettlement scheme or plan shall also be discussed in gram sabhas in
rural areas and in public hearings in urban and rural areas where gram sabhas don't exist.
The consultation with the gram sabha or the panchayats at the appropriate level in. the Scheduled
Areas under' Schedule V of the Constitution shall be in accordance with the provisions of the

Provisions of the Panchayats (Extension to the Scheduled Areas) Act, 1996 (40 of 1996).
In cases of involuntary displacement of two hundred or more Scheduled Tribes families from the
Scheduled Areas, the concerned Tribes Advisory Councils may also be consulted.
While preparing a draft scheme or plan, the Administrator for Rehabilitation and Resettlement shall
ensure that the entire estimated cost of the rehabilitation and resettlement scheme or plan forms an
integral part of the cost of the project for which the land is being acquired. The entire expenditure on
rehabilitation and resettlement benefits and the expenditure for rehabilitation and resettlement of
the affected families are to be borne by the requiring body for which the land is being acquired. The
Administrator for Rehabilitation and Resettlement shall ensure that the entire estimated cost of
rehabilitation and resettlement benefits and other expenditure for rehabilitation and resettlement of
the affected families is communicated to the requiring body for incorporation in the project cost.
The Administrator for Rehabilitation and Resettlement shall submit the draft scheme or plan for
rehabilitation and resettlement to the appropriate Government for its approval. In case of a project
involving land acquisition on behalf of a requiring body, it shall be the responsibility of the
appropriate Government to obtain the consent of the requiring body, to ensure that the necessary
approvals as required under this policy have been obtained, and to make sure that the requiring body
has agreed to bear the entire cost of rehabilitation and resettlement benefits and other, expenditure
for rehabilitation and resettlement of the affected families as communicated by the Administrator for
Rehabilitation and Resettlement, before approving it. After approving the rehabilitation and
resettlement scheme or plan, the appropriate Government shall publish the same in the Official
Documents. On final notification of the rehabilitation and resettlement scheme or plan, it shall come
into force.
It shall be the responsibility of the requiring body to provide sufficient funds to the Administrator for
Rehabilitation and Resettlement for proper implementation of the rehabilitation and resettlement
scheme or plan. As soon as the rehabilitation and resettlement scheme or plan is finalized, the
requiring body shall deposit one-third cost of the rehabilitation and resettlement scheme or plan
with the Administrator for Rehabilitation and Resettlement. The administrator for Rehabilitation and
Resettlement shall keep proper books of accounts and records of the funds placed at his disposal and
submit periodic returns to the appropriate Government in this behalf.
In case of a project involving land acquisition on behalf of a requiring body, an exercise for fast-track
updating of land records shall be undertaken on currently with the land acquisition proceedings.
Persons who have acquired any right prior to the date of issue of the notification under sub-section
(1) of section 24 of the RFCTLARR Act, 2013 in accordance to Manipur RFCTLARR Rules, 2014 (or such
notification under any other Act of the Union or a State for the time being in force under which land
acquisition is being undertaken) as per the updated’ records shall also have right to proportionate
compensation along with the original landowners referred to in the notification.
(a) The compensation award shall be declared well in time before displacement of the affected
families. Full payment of compensation as well as adequate progress in resettlement shall be ensured
in advance of the actual displacement of the affected families.
(b) The compensation award shall take into account the market value of the property being
acquired, including the location-wise minimum price per unit area fixed (or to be fixed) by the State

Government.
(c) Conversion to the intended category of use of the land being acquired (for example, from
agricultural to non-agricultural) shall be taken into account in advance of the acquisition, and the
compensation award shall be determined as per the intended land use category.
(d) The applicable conversion charges for the change in the land use category shall be paid by
the requiring body, and no reduction shall be made in the compensation award on this account.
In case of a project involving land acquisition on behalf of a requiring body, and if the requiring body
is a company authorized to issue shares and debentures, the affected families who are entitled to get
compensation for the land or other property acquired, shall be given the option to take up to twenty
percent of the compensation amount due to them in the form of shares or debentures or both of the
requiring body, as per the guidelines to be notified by the Central Government: Provided that the
appropriate Government, at its discretion, may raise this proportion up to fifty percent of the
compensation amount.
Land compulsorily acquired for a project cannot be transferred to any other purpose except for a
public purpose, and after obtaining the prior approval of the appropriate Government.
If land compulsorily acquired for a project or part thereof, remains unutilized for the project for a
period of five years from the date of taking over the possession by the requiring body, the same shall
revert to the possession and ownership of the appropriate Government without payment of any
compensation or remuneration to the requiring body. Whenever any land acquired for a public
purpose is transferred to an individual or organization (whether in private sector, public sector or
joint sector) for a consideration, eighty percent of any net unearned income so accruing to the
transferor, shall be shared amongst the persons from whom the lands were acquired or their heirs, in
proportion to the value at which the lands were acquired. The fund shall be kept in a separate
account which shall be administered in such manner as may be prescribed.

5.8 REHABILITATION AND RESETTLEMENT BENEFITS FOR THE AFFECTED

FAMILIES
The rehabilitation and resettlement benefits shall be extended to all the affected families who are
eligible as affected families on the date of publication of the declaration under as stated above, and
any division of assets in the family after the said date may not be taken into account.
Any affected family owning house and whose house has been acquired or lost, may be allotted free
of cost house site to the extent of actual loss of area of the acquired house but not more than two
hundred and fifty square meter of land in rural areas, or one hundred and fifty square meter of land
in urban areas, as the case may be, for each nuclear family Provided that, in urban areas, a house of
up to one hundred square meter' carpet area may be provided in lieu thereof. Such a house, if
necessary, may be offered in a multi-storied building complex
Each affected below poverty line family which is without homestead land and which has been
residing in the affected area continuously for a period of not less than three years preceding the date
of declaration of the affected area and which has been involuntarily affected from such area, shall be
entitled to a house of minimum one hundred square meter carpet area in rural areas, or fifty square
meter carpet area in urban areas (which may be offered, where applicable, in a multi-storied building
complex), as the case may be, in their settlement area:
Provided that any such affected family which opts not to take the house offered, shall get a suitable
one-time financial assistance for use construction, and the amount shall not be less than what is
given under any programme of house construction by the Government of India.
Each affected family owning agricultural land in the affected area and whose entire land has been
acquired or lost, may be allotted in the name of the khatedar(s) or holder of Village Council Pass in
the affected family, agricultural land or cultivable wasteland to the extent of actual land loss by the
khatedar(s) in the affected family subject to a maximum of one acres of irrigated land or two acres of
irrigated land or cultivable wasteland, if Government land is available in the resettlement area. This
benefit shall also be available to the affected families who have, as a consequence of the acquisition”
or loss of land, been reduced to the status of marginal farmers.
In the case of irrigation or hydel projects, the affected families shall be given preference in allotment
of land-for-land in the command area of the project, to the extent possible. Such lands may be
consolidated, and plots of suitable sizes allotted to the affected families who could be settled their
in-groups. In case a family cannot be given land in the command area of the project or the family opts
not to take land there, such a family may be given monetary compensation on replacement cost basis
for their lands lost, for purchase of suitable land elsewhere.
In the case of irrigation or hydel projects, the State Governments may formulate suitable schemes for
providing land to the affected families in the command areas of the projects by way of pooling of the
lands that may be available or, otherwise, could be made available in recommended areas of such
projects.
(a) In the case of irrigation or hydel projects, fishing rights in the reservoirs shall be given to the
affected families, if such rights were enjoyed by them in the affected area; (b) In other cases also,
unless there are special reasons, fishing rights shall be given preferentially to the affected families.

In case of a project involving land acquisition on behalf of a requiring body, the stamp duty and other
fees payable for registration of the land or house allotted to the affected families shall be borne by
the requiring body.
The land or house allotted to the affected families under this policy shall be free from all
encumbrances.
The land or house allotted to the affected families under this policy may be in the joint names of wife
and husband of the affected family.
In case of allotment of wasteland or degraded land in lieu of the acquired land, each khatedar in the
affected family shall get a one-time financial assistance of such amount as the appropriate
Government may decide but not less than fifteen thousand rupees per acres for land development.
In case of allotment of agricultural land in lieu of the acquired land, each khatedar in the affected
family shall get a one-time financial assistance of such amount as the appropriate Government may
decide but not less than ten thousand rupees, for agricultural production.
Each affected family that is affected and has cattle, shall get financial assistance of such amount as
the appropriate Government may decide but not less than fifteen thousand rupees, for construction
of cattle shed. Each affected family that is affected shall get a one-time financial assistance of such
amount as the appropriate Government may decide but not less than ten thousand rupees, for
shifting of the family, building materials belongings and cattle.
Each affected person who is a rural artisan, small trader or self-employed person and who has been
affected shall get a one-time financial assistance of such amount as the appropriate Government may
decide but not less than twenty-five thousand rupees, for construction of working shed or shop.
In case of a project involving land acquisition on behalf of a requiring body, -
 The requiring body shall give preference to the affected families – at least one person per
nuclear family - in providing employment in the project, subject to the availability of
vacancies and suitability of the affected person for the employment.
 Wherever necessary, the requiring body shall arrange for training of the affected persons, so
as to enable such persons to take on suitable jobs.
 The requiring body shall offer scholarships and other skill development opportunities to the
eligible persons from the affected families as per the criteria as may be fixed by the
appropriate Government.
 The requiring body shall give preference to the affected persons or their groups or
cooperatives in the allotment of outsourced contracts, shops or other economic
opportunities coming up in or around the project site.
 The requiring body shall give preference to willing landless labourers and unemployed
affected persons while engaging labour in the project during the construction phase.
 The affected persons shall be offered the necessary training facilities for development of
entrepreneurship, technical and professional skills for self-employment.
In case of a project involving land acquisition on behalf of a requiring body, the affected families who

have not been provided agricultural land or employment shall be entitled to a rehabilitation grant
equivalent to seven hundred fifty days minimum agricultural wages or such other higher amount as
may be prescribed by the appropriate Government: Provided that, if the requiring body is a company
authorized to issue shares and debentures, such affected families shall be given the option of taking
up to twenty percent of their rehabilitation grant amount in the form of shares or debentures of the
requiring body, in such manner as may be prescribed provided further that the appropriate
Government may, at its discretion, raise this proportion up to fifty per cent of the rehabilitation grant
amount.
In cases where the acquisition of agricultural land or involuntary displacement takes place on
account of land development projects, in lieu of land-for-land or employment, such affected families
would be given site(s) or apartment(s) within the development project, in proportion to the land lost,
but subject to such limits as may be defined by the appropriate Government.
In case of a project involving land acquisition on behalf of a requiring body, each affected family
which is involuntarily affected shall get a monthly subsistence allowance equivalent to twenty-five
days’ minimum agricultural wages per month for a period of one year from the date of displacement.
The project authorities shall, at their cost, arrange for annuity policies that will pay a pension for life
to the vulnerable affected persons, of such amount as may be prescribed by the appropriate
Government subject to a minimum of five hundred rupees per month.
If land is acquired in cases of urgency under the RFCTLARR Act, 2013 in accordance to Manipur
RFCTLARR Rules, 2014, each affected family which is affected shall be provided with transit and
temporary accommodation, pending rehabilitation and resettlement scheme or plan, in addition to
the monthly subsistence allowance and other rehabilitation and resettlement benefits due to them
under this policy.
In case of linear acquisitions, in projects relating to railway lines, highways, transmission lines, laying
of pipelines and other such projects wherein only an arrow stretch of land is acquired for the purpose
of the project or is utilized for right of way, each khatedar in the affected family shall be offered by
the requiring body an ex-gratia payment of such amount as the appropriate Government may decide
but not less than twenty thousand rupees, in addition to the compensation or any other benefits due
under the Act or programme or scheme under which the land, house or other property is acquired
provided that, if as a result of such land acquisition, the land-holder becomes landless or is reduced
to the status of a "small" or "marginal" farmer, other rehabilitation and resettlement benefits
available under this policy shall also be extended to such affected family.
5.8.1 Rehabilitation and Resettlement benefits for Project Affected families belonging to
the scheduled tribes and scheduled castes
In case of a project involving land acquisition on behalf of a requiring body which involves involuntary
displacement of two hundred or more Scheduled Tribes families, a Tribal Development Plan shall be
prepared, in such form as may be prescribed, laying down the detailed procedure for settling land
rights due but not settled and restoring titles of tribal on alienated land by undertaking a special drive
together with land acquisition. The Plan shall also contain a programme or development of alternate
fuel, fodder and non-timber forest produce (NTFP) resources on non-forest lands within a period of
five years sufficient to meet requirements of tribal communities who are denied access to forests.

The concerned gram sabha or the panchayats at the appropriate level in the Scheduled Areas under
Schedule V of the Constitution or as the case may be, Councils in the Schedule VI Areas shall be
consulted in all Cases of land acquisition in such areas including land acquisition in cases of urgency,
before issue of a notification under the RFCTLARR Act, 2013 in accordance to Manipur RFCTLARR
Rules, 2014, and the consultation shall be in accordance with the provisions of the provisions of the
Panchayats (Extension to the Scheduled Areas) Act, 1996 and other relevant laws. Further, in cases of
involuntary displacement of two hundred or more Scheduled Tribes families from the Scheduled
Areas, the concerned Tribes Advisory Councils (TACs) may also be consulted.
Each affected family of Scheduled Tribe followed by Scheduled Caste categories shall be given
preference in allotment of land-for-land, if Government land is available in the resettlement area.
In case of land being acquired from members of the Scheduled Tribes, at least one-third of the
compensation amount due shall be paid to the affected families at the outset as first installment and
the rest at the time of taking over the possession of the land.
In case of a project involving land acquisition on behalf of a requiring body, each Scheduled Tribe
affected family shall get an additional one-time financial assistance equivalent to five hundred days’
minimum agricultural wages for loss of customary rights or usages of forest produce.
The Scheduled Tribes affected families will be re-settled, as far as possible, in the same Schedule Area
in a compact block, so that they can retain their ethnic, linguistic and cultural identity. Exceptions
would be allowed only in rare cases where the requiring body in case of a project involving land
acquisition, or the State Government in other cases of involuntary displacement is unable to offer
such land due to reasons beyond its control.
The resettlement areas predominantly inhabited by the Scheduled Tribes shall get land free of cost
for community and religious gatherings, to the extent decided by the appropriate Government.
In case of a project involving land acquisition on behalf of a requiring body, the Scheduled Tribes
affected families resettled out of the district will get twenty-five percent higher rehabilitation and
resettlement benefits in monetary terms in respect of the items specified in
Any alienation of tribal lands in violation of the laws and regulations for the time being in force shall
be treated, as null and void. In the case of acquisition of such lands, the rehabilitation and
resettlement benefits would be available to the original tribal land-owners.
In the case of irrigation or hydel projects, the affected Scheduled Tribes, 'other, traditional forest
dwellers and the Scheduled Castes families having fishing rights in a river or pond, or’ dam in the
affected area shall be given fishing rights in the reservoir area of the irrigation or hydel projects.
The Scheduled Tribes and Scheduled Castes affected families enjoying reservation benefits in the
affected area shall be entitled to get the reservation benefits at the resettlement area(s).
The affected Scheduled Tribes families, who were in possession of forest / lands in the affected area
prior to January, 2013, shall also be eligible for the rehabilitation and resettlement benefits under
this policy.
5.8.2 Amenities and Infrastructural facilities to be provided at Resettlement areas

In all cases of involuntary displacement of four hundred families or more enmasse in plain areas, or

two hundred families or more enmasse in tribal or hilly areas, DDP blocks or areas mentioned in the
Schedule V or Schedule VI to the Constitution, comprehensive infrastructural facilities and amenities
notified by the appropriate Government shall be provided in the resettlement area (such facilities
and amenities shall, inter alia, include roads, public transport, drainage, sanitation, safe drinking
water, drinking water for cattle, community ponds, grazing land, land for fodder, plantation (social
forestry or agro forestry), Fair Price shops, panchayat grams, Cooperative Societies, Post Offices,
seed-cum-fertilizer storage, irrigation, electricity, health centers, child" and mother supplemental
nutritional services, children's playground, community centers, schools, institutional arrangements
for training, places of worship, land for traditional tribal institutions, burial / cremation grounds, and
security arrangements.
In cases of involuntary displacement of less than four hundred families enmasse in plain areas, or less
than two hundred families or more enmasse in tribal or hilly areas, DDP blocks or areas mentioned in
the Schedule V or Schedule VI to the Constitution, all affected families shall be provided basic
infrastructural facilities and amenities at the resettlement site(s) as per the norms specified by the
appropriate Government. It would be desirable that provision of drinking water, electricity, schools,
dispensaries, and access to the resettlement sites, amongst others, be included in the resettlement
plan approved by the appropriate Government.
If relocation takes place in a proposed settlement area, the same infrastructure shall also be
extended to the host community.
While shifting the population of the affected area to the resettlement area, the Administrator for
Rehabilitation and Resettlement shall, as far as possible, ensure that:
a) In case the entire population of the village or area to be shifted belongs to a particular
community, such population or families may, as far as possible, be resettle den masseur a compact
area, so that socio-cultural relations and social harmony amongst the shifted families are not
disturbed.
b) In the case of resettlement of the Scheduled Caste affected families, it may, as far as
possible, be ensured that such families are resettled in the areas close to the villages.
The appropriate Government shall ensure that a resettlement area forms part of a gram panchayat
or municipality.
5.8.3 Indexation of Rehabilitation grant and other benefits

The rehabilitation grants and other benefits expressed in monetary terms in this policy shall be
indexed to the Consumer Price Index (CPI) with the first day of April following the date of coming into
force of this policy as the reference date, and the same shall also be revised by the appropriate
Government at suitable intervals.
5.8.4 Periphery Development

In case of a project involving land acquisition on behalf of a requiring body, the requiring body will be
responsible for development of the defined geographic area on the periphery of the project site as
decided by the appropriate Government, and will be required to contribute to the socio-economic
development of the areas contiguous to its area of operation. For this purpose, the requiring body

will earmark a percentage of its net profit or, in case no profit is declared by the requiring body in a
particular year, for that year, such minimum alternative amount as may be determined by the
appropriate Government after consultation with the requiring body, to be spent within the specified
zone. The requiring body will carry out the developmental activity within this zone in close
coordination with the Commissioner for Rehabilitation and Resettlement. The State Governments
will be free to frame their own rules and guidelines for this purpose.

5.9 GENDER IMPACT AND MITIGATIVE MEASURES

5.9.1 Introduction
The social economical survey and census survey to the project sites identified some critical social
issues related to gender impacts associated with project impacts. Typically, vulnerability is relatively
higher among this group. Dislocation and loss of livelihood caused by road widening and
development may further aggravate their disadvantaged situation, unless special attention is paid to
them. This chapter particularly examines the issues from social safeguard considerations to develop
specific mitigation measure.
5.9.2 Women’s Participation in the Project

The gender composition of APs shows that the male accounts for 50.2% and female accounts for
49.8%. The gender disparity is visible in lower sex ratio among APs i.e. 991 against state level statistic
having 971. The census survey revealed that 6 women headed households will be affected by the sub
project.
The Gender Development Index (GDI) value for India is very low and the socio-economic profile of
the project area shows much lower socio-economic standing for women. They are largely involved in
domestic work and have very low economic participation rate (i.e. productive or gainful
employment). In the project, women are affected in a variety of ways. For example, they face
hardship and stress and continue to suffer during the transition period until the time the project -
affected households are able to regain their lost income and livelihood. Often, the duration of this
process is lengthened due to delays in payment of compensation, rehabilitation assistance and
implementing the R&R., reconstructing the livelihood systems. The longer the transition period, more
would be the miseries for women. The census identified 6 women headed households. The
vulnerability of women headed households has been addressed in the RAP with social attention and
gender specific attention. During project implementation, project affected women will receive
preferential treatment for the civil work in the project. Each field team of the RAP implementation
agencies/partner agencies shall include at least one-woman investigator/facilitator. The PIU will
ensure that the women are consulted and invited to participate in group based activities to gain
access and control over the resource as a part of the RAP. The monitoring and evaluation team(s)
shall include woman. Further, during RAP implementation, PIU will make sure that women are
actually taking part in issuance of identity cards, opening accounts in the bank, receiving
compensation amounts by cheque in their names. This will further widen the perspective of
participation by the women in the project implementation. The implementing agencies will provide
training for upgrading women’s skill for alternative livelihoods and income restoration.
5.9.3 HIV/ AIDS and Health Risks

HIV/ AIDS are major development challenges in India. Given the epidemic nature of the problem, it
may reverse India’s achievements in health and development. According to National AIDS Control
Organization (NACO) HIV estimates for 2011, India has close to 4 million HIV infected people. This is
less than one percent of the adult population but still more than any country in the region. It is
estimated that HIV infection could grow to 5 percent of adult population – more than 57 million by

2016 without successful intervention. HIV infection is typically concentrated among the poor
marginalized groups including sex workers, drug users, migrant laborers and truck drivers. These
groups, particularly the truckers drive the HIV/AIDS epidemic and many studies indicate that
infection is spreading rapidly to the general population. Recently, the Government of India (GOI) has
shown increasing commitment to HIV/AIDS control. GOI established a consortium like collaboration
of external partners (UNAIDS, USAID, DFID, CIDA and others) to provide technical and financial
assistance to NACO to design and help implement GOI’s national policy on HIV/AIDS control before
mass spread into general community. There is need to improve awareness level in the state,
particularly in the project area. Information and education campaign on HIV/AIDS and other sexually
transmitted diseases (STDs) will be conducted by PIU during project implementation. The campaign
will target the project construction workers at campsites, truckers at truck stops and dhabas and the
public at large along the alignment. The PIU will work closely with the relevant state agencies and
other proposed networks dedicated to prevention work for further building up of awareness
programs in the project area. HIV/AIDS awareness brochures would also be developed for
distribution to local communities, local markets, truck/bus stations and other appropriate places to
increase awareness about risks/dangers of HIV/AIDS. This would ultimately lead to lowering the risk
for the general community in the project affected area.
The Project Area is affected by HIV/AIDS as per NACO reports on 2011 on the study for 2005, 2006
and 2007 the district of the least HIV/AIDS affected districts and the district of Kakching and Chandel
lies in the Category B, the second standard HIV/AIDS affected districts of India. As per the guidelines
of ADB’s SPS 2009 and subsequent publications proper and effective Awareness campaign both in
regard of Gender and HIV /AIDS is to be undertaken by the Project Proponent.

5.10 PUBLIC CONSULTATION

Public Consultations or community participation is an integral part and process of any projects which
involves resettlement or rehabilitation issues. It helps to incorporate valuable indigenous suggestions
and perceptions of development. In the process, stakeholders get the opportunity to address issues,
which are resolved after making appropriate changes in design and alternative finalization. The
stakeholders become aware of the development schemes and at the same time influence and share
to control over these initiatives, decisions and resources. Community consultations also help to avoid
opposition to the project, which is otherwise likely to occur. The Table briefly depicts the plan and
implementation of Public Consultation and Disclosure of the Project.
Table 5.15: Public Consultation and Disclosure Implementation and Plan

Feedback/
Timing
No of Issues/
Activity Task (Date/ Agencies Remarks
People Concerns
Period)
Raised
Stakeholder Identification Mapping of the project area
Project information Distribution of information leaflets to

Dissemination Affected persons (APs)
Consultative Meetings with Discuss potential impacts of the project
APs during Scoping Phase
Public Notification Publish list of affected lands/sites in a
local newspaper; Establish eligibility
cut-off date
Socio-Economic Survey Collect socioeconomic information on
DP’s perception on the project
Consultative Meetings on Discuss entitlements, compensation
Resettlement Mitigation rates, grievance redress mechanisms
Measures
Publicize the resettlement Distribute Leaflets or Booklets in local
plan (RP) language
Full Disclosure of the RP to Distribute RP in local language to APs
APs
Web Disclosure of the RP RP posted on NHIDCL and/or EA
website
Consultative Meetings during Face to face meetings with APs
DMS
Disclosure after Detailed Disclose updated RP to APs
Measurement Survey (DMS)
Web Disclosure of the Updated RP posted on NHIDCL and/or
Updated RP EA website
The overall objectives of the consultation program in preparing RAP were to disseminate project
information and to incorporate public and DP's views in Resettlement and Environmental Action
Plans, which are guided by specific objectives like:
 Awareness amongst stakeholders by disclosing the updated R.P. according to GOI’s

involuntary resettlement policy.
 Improvement in project design minimising potential conflicts and delays in implementation.

 Facilitate development of appropriate and acceptable entitlement options.

 Increase project sustainability.
 Reduce problems of institutional co-ordination.
 Make the R&R process transparent and reduce leakage.
 Increase re-settler commitment, ensure effectiveness and sustainability of the income

restoration strategies, and improve coping mechanisms.
 Creating sense of belongingness among the stakeholders.
5.10.1 Identification of the stakeholders

The stakeholders are all the people getting affected by the project or are responsible for the project,
whether directly or indirectly. The community participation programmes in social assessment
ensured that information is disseminated to all the APs and other stakeholders in appropriate ways.
The information dissemination has taken place in vernacular, detailing about the main project
features and the entitlement framework. Due consideration has also been given to address the views
of the vulnerable groups.
Certain issues conditioned the participation of the stakeholders, as follows:

 Who might be affected (positively or negatively) by the proposed development?
 Who are voiceless for whom special efforts may have to be made?
 Who are representatives of those likely to be affected?
 Who is responsible for what is intended?

 Who can make what is intended more effective through their participation or less effective
by their non-participation or outright opposition?
 Who can contribute financial and technical resources?
 Whose behaviour has to change for the effort to succeed?

 Both primary and secondary stakeholders were identified, based on the above criteria. They
were invited to take part in the consultation series, and were solicited to participate in
planning and implementation of the R&R programme.
Primary stakeholders included those affected negatively or positively by the project, like the APS,
project beneficiaries and project implementing agencies. Secondary stakeholders included other
individuals and groups, with an interest in the project, viz., the NHIDCL, the highway users etc.
5.10.2 Discloser of Project Information

The sharing of information is essential for sustainable development. It stimulates public debate on
and broadens understanding of development issues, and enhances transparency and accountability
in the development process. It also strengthens public support to improve the lives of people,
facilitates collaboration among the many parties involved in development, and improves the quality
of projects and programs. It is now accepted everywhere that the expanded access to information by
the public will enhance the dialogue on development, and make an important contribution to efforts

to reduce poverty and promote sustainable development. In this development project the discloser
of project information (during the feasibility stage) to the public in general and to the people who are
likely to be impacted negatively in particular have been done by way of consultation process. During
the consultation session it was observed that the local people are aware of this project through local
newspaper, published from time to time.
5.10.3 Consultations for Determining Principle

The consultation process is not only targeted at project information dissemination to the people but
another important aspect covered is determining of principle for formulating an entitlement frame
work and eligibility policy for the project. The consultation process throws light of the people's
expectations, aspirations etc. from the project as well as their expectations in terms of compensation
and assistance from the project in case of adverse impacts.
5.10.4 Participants at different levels

The extent or the likely level of adverse impacts was one of the major criteria in deciding locations for
public consultation sessions. The consultation programme has been tiered and conducted at several
levels, such as:
 Heads of the households, likely to be impacted
 Members of the households, likely to be impacted

 Clusters of APS
 Villagers
 Village Panchayats
 Local voluntary organisations and CB0s/NG0s

 Government agencies and departments
5.10.5 Levels of Consultation

The enactment of the participation and consultations with the stakeholders has been done at
different levels throughout the project preparation stage. The Public Consultation was carried out at
various stages of project preparation: Social Screening stage and Feasibility stage.
5.10.6 Consultation during Project Preparation

The Census Survey Team carried out preliminary consultations through Focus Group Discussions
(FGD) and meetings with the APs as well as the general public in the project area. FGDs were
conducted primarily in settlements with problems of traffic congestion, dense informal/squatter
settlement, close junctions and road intersections, and concentration of APs. During the survey,
intensive discussion and consultation meetings were conducted with large number of APs in nearly
every affected village wherein policy related issues; displacements and other related issues were
discussed. Suggestions and comments by APs were incorporated in the project road design as well as
the policy measures for resettlement management. Public discussions were conducted at important
points, where people could assemble in large numbers. Panchayat members were contacted to
inform the people. The Team also had informal meetings with village head, panchayat and other

district level government officials, leaders of local level organization /association, trucker’s
association, and village women groups.
Illustration of Public Consultation meetings at our project corridor are tagged below:
We held a meeting with Naga Chief’s

Association Chandel (NANC) in presence of
All the Departments (Revenue, PWD,
Horticulture, Agriculture and forest). NANC
Executive members are happy with the
project as the alignment is for public interest
and they are very much helpful co-operation
in our Project field work.
Mr. Prem Lamkang INFO/SECY also mention

that, we (DPR consultant) done the
proposed centre line and Proposed RoW
marking and it’s help public to understand the physical view of Proposed alignment.
Affected Households are satisfying as for public interest of pallel area we reduce the Proposed RoW
and omit the Buy-bay.
5.10.7 Plan for further Consultation in the Project

The effectiveness of the R&R program is directly related to the degree of continuing involvement of
those affected by the Project. Several additional rounds of consultations with APs will form part of
the further stages of project preparation and implementation. PIU conducting these consultations
during RP implementation, which will involve agreements on compensation, assistance options, and
entitlement package and income restoration measures suggested for the sub-project. The
consultation will continue throughout the project implementation. The following set of activities will
be undertaken for effective implementation of the Plan:
In case of any change in engineering alignment planning the APs and other stakeholders will be
consulted in selection of road alignment for minimization of resettlement impacts, development of
mitigation measures etc.
The Project Implementation Unit (PIU) will conduct information dissemination sessions in the project
area and solicit the help of the local community/ leaders and encourage the participation of the DP’s
in Plan implementation.
During the implementation of RP, PIU will organize public meetings, and will appraise the
communities about the progress in the implementation of project works, including awareness
regarding road construction.
Consultation and focus group discussions will be conducted with the vulnerable groups like women,
SC, ST, and OBC’s to ensure that the vulnerable groups understand the process and their needs are
specifically taken into consideration.
To make reasonable representation of women in the project planning and implementation they will
be specifically involved in consultation.

5.10.8 Information Disclosure

To keep more transparency in planning and for further active involvement of APs and other
stakeholders the project information will be disseminated through disclosure of resettlement
planning documents. The EA will submit the following documents to NHIDCL for disclosure on
NHIDCL’s website:
 The final resettlement plan endorsed by the EA after the census of affected persons has been
completed;
 A new resettlement plan or an updated resettlement plan, and a corrective action plan
prepared during project implementation, if any; and
 The resettlement monitoring reports.
The EA will provide relevant resettlement information, including information from the above
mentioned documents in a timely manner, in an accessible place and in a form and language(s)
understandable to affected persons and other stakeholders. A resettlement information leaflet
containing information on compensation, entitlement and resettlement management adopted for
the project will be made available in local language (Manipuri) and distributed to APs.
.

5.11 OBJECTIVES AND POLICY FRAME WORK

This Resettlement Plan (RP) has been prepared in accordance with National Highway Safeguard
Policies and RFCTLARR Act, 2013 in accordance to Manipur RFCTLARR Rules, 2014. Policies are
designed to protect the rights of the affected persons and communities. The primary objectives of
the RP are to mitigate the adverse impacts of the project and to assist the affected persons (APs) in
resettlement and restoration of their income and livelihoods.
The legal framework and principles adopted for addressing resettlement issues in the Project have
been guided by the proposed legislation and policies of the GOI, the state Government of Manipur,
National Highway Authority of India and in accordance with the principles of NHIDCL. Prior to the
preparation of the Resettlement Plan, a detailed analysis of the proposed national and state policies
was undertaken and an entitlement matrix has been prepared for the entire program. The section
below provides details of the various national and state level legislations studied and their
applicability within this framework. This RP is prepared based on the review and analysis of all
applicable legal and policy frameworks of the country and NHIDCL’s policy requirements. A summary
of applicable acts and policies is presented in the following paragraphs and the detailed policy review
and comparison is provided in the entitlement matrix.
5.11.1 Objectives of the Policy

The objectives of the Policy are as follows: -
To minimize displacement and to identify non-displacing or least-displacing alternatives;
To plan the resettlement and rehabilitation of Project Affected Families, (PAFs) including special
needs of Tribal and vulnerable sections;
To provide better standard of living to APs; and
To facilitate harmonious relationship between the Requiring Body and APs through mutual
cooperation.
5.11.2 The National Highways Act

For LA, the Act defines the various APs of the process as follows: (i) section 3A - power to acquire
land; (ii) 3B - power to enter for surveys; (iii) 3C - hearing of objections; (iv) 3D - declaration of
acquisition; (v) 3E - power to take possession; (vi) 3F - power to enter into the land where land has
vested in the central government; (vii) 3G - determination of amount payable as compensation; and
(viii) 3F - deposit and payment of amount. The Act requires that the processes must be completed
within a year from 3A to 3D. The acquisition process is faster due to central government co-
ordination and provision for arbitration or power of civil court for trying any LA-related dispute.
Although NHAI Act significantly reduces the time frame for acquisition, the rules and principles of
compensation are derived from the LA Act of 1894 amended from time to time. The Act covers only
legal title holders and provides for: (i) market value of the land; (ii) a solarium of 30% on the market
value for compulsory acquisition; (iii) additional amount for trees, crops, houses or other immovable
properties; (iv) damage due to severing of land, residence, place of business; (v) compensation to
sharecroppers for loss of earning; and (vi) an interest of 12% on the market value from the date of

notification to award.
The LA Act does not address many of the social and economic issues associated with displacement
and resettlement of 'illegal" or non-titled informal settlers/squatters. However, in many donor-
funded or DFBOT (Design Finance Built Operate Transfer) projects, EA assisted affected and/or
affected persons even without any legal title. The impacts of the present project are also on the
roadside SBEs/households - people who are "non titled” informal dwellers and encroachers.
5.11.3 Right to Fair Compensation and Transparency in Land Acquisition Rehabilitation

and Resettlement Act, 2013.
The Government of India (GoI) in December 2013 had enacted RFCTLARR Act, 2014 in accordance to
Manipur RFCTLARR Rules, 2014 from 1st January 2015. It recognizes the following essential features:
 That Affected Households (DHs) not only lose their lands, other assets and livelihoods, they
also experience adverse psychological social/cultural consequences.
 The need to minimize large-scale displacement and where displacement and where
inevitable, resettlement and rehabilitation has to be handled with care. This is especially
necessary for tribal, small and marginal farmers and women.
 That cash compensation alone is often inadequate to replace agricultural land, homesteads
and other resources. Landless labour, forest dwellers, tenants, artisans are not eligible for
cash compensation. The need to provide relief especially to the rural poor (with no assets)
and marginal farmers, SCs/STs and women; the revised draft of NPRR include poor (BPL)
and deprived groups, vulnerable, an ex-gratia of Rs 20,000/- for linear acquisition, per
family.
 The importance of dialogue between DFs and the administration; responsible for
resettlement for smoother implementation of projects R&R.
Affected agricultural labourer who has been working for a period of minimum three years and who
used to earn his livelihood by working on the land which is now under acquisition and who has
become jobless because of the acquisition, shall be entitled for onetime payment of two hundred
days’ wages as fixed by the govt. under minimum wages act and shall also be entitled for
National/State level job card under National Rural Employment Guarantee Program.
The policy specifies that the entire cost for Resettlement and Rehabilitation, in addition to the cost of
acquisition of land shall be borne by the respective requisitioning authorities. The Requisitioning
Authority shall deposit an amount equivalent to 0.5 percent of the estimated cost of land under
acquisition for the project to the Collector-cum-Administrator, Resettlement and Rehabilitation
through a bank draft subject to maximum of Rs. 2 lacs (Two lacs) only. This amount shall be over and
above the amount paid for establishment expenditure under LAA. This additional amount shall be
paid for outsourcing the work of survey for Resettlement, Monitoring, Stationeries, POL and other
incidentals like vehicle, Computer, Computer Operator, Amins, Drafts man, Chainman etc.
5.11.4 NHIDCL Policy of Social Safeguard

The NHIDCL Guidelines for Confirmation of Environmental and Social Considerations refer not only to
the natural environment, but also to social issues such as involuntary resettlement and respect for

the human rights of indigenous peoples.
The objective of the Guidelines is to encourage project proponents seeking funding from NHIDCL to
implement appropriate environmental and social considerations in accordance with the Guidelines.
In doing so, it endeavours to ensure transparency, predictability and accountability in its confirmation
of environmental and social considerations.
One of the basic principles of Guidelines regarding confirmation of environmental and social
considerations is that the responsibility for environmental and social considerations for the project
shall be that of the project proponent. NHIDCL confirms environmental and social considerations by
undertaking screening, environmental review, and monitoring and follow ups.
Environmental and social considerations required for funded projects cover underlying principles,
examination of measures, scope of impact to be examined, compliance with laws, standards and
plans, social acceptability and social impacts, involuntary resettlement, indigenous peoples and
monitoring.
The following are summary of requirements under the Guidelines. Social acceptability and social
impacts
Projects must be adequately coordinated so that they are accepted in a manner that is socially
appropriate to the country and locality in which the project is planned. For projects with a potentially
large environment impact, sufficient consultations with stakeholders, such as local residents, must be
conducted via disclosure of information from an early stage where alternative proposals for the
project plans may be examined. The outcome of such consultations must be incorporated into the
contents of the project plan; and
Appropriate consideration must be given to vulnerable social groups, such as women, children, the
elderly, the poor and ethnic minorities who are susceptible to environmental and social impact and
who may have little access to the decision-making process within society.
5.11.5 Involuntary resettlement

Involuntary resettlement and loss of means of livelihood are to be avoided where feasible, exploring
all viable alternatives. When, after such examination, it is proved unfeasible, effective measures to
minimize impact and to compensate for losses must be agreed upon with the people who will be
affected;
People to be resettled involuntarily and people whose means of livelihood will be hindered or lost
must be sufficiently compensated and supported by project proponents, etc., in a timely manner. The
project proponents, etc. must make efforts to enable people affected by project, to improve their
standard of living,
Income opportunities and production levels, or at least to restore them to pre project levels.
Measures to achieve this may include: providing land and monetary compensation for losses (to
cover land and property losses), supporting the means for an alternative sustainable livelihood, and
providing expenses necessary for relocation and re-establishment of community at relocation sites;
and
Appropriate participation by the people affected and their communities must be promoted in the
planning, implementation and monitoring of involuntary resettlement plans and measures against

the loss of their means of livelihood.
5.11.6 Indigenous peoples

When a project may have adverse impact on indigenous peoples, all of their rights in relation to land
and resources must be respected in accordance with the spirit of the relevant international
declarations and treaties. Efforts must be made to obtain the consent of indigenous peoples after
they have fully informed.
5.11.7 National Highway Policy of Social Considerations

The NHAI Guidelines for Confirmation of Environmental and Social Considerations refer not only to
the natural environment, but also to social issues such as involuntary resettlement and respect for
the human rights of indigenous peoples.
The objective of the Guidelines is to encourage project proponents seeking funding from MoRTH or
Funding Agency to implement appropriate environmental and social considerations in accordance
with the Guidelines. In doing so, it endeavors to ensure transparency, predictability and
accountability in its confirmation of environmental and social considerations.
One of the basic principles of Guidelines regarding confirmation of environmental and social
considerations is that the responsibility for environmental and social considerations for the project
shall be that of the project proponent. NHIDCL confirms environmental and social considerations by
undertaking screening, environmental review, and monitoring and follow ups.
Environmental and social considerations required for funded projects cover underlying principles,
examination of measures, scope of impact to be examined, compliance with laws, standards and
plans, social acceptability and social impacts, involuntary resettlement, indigenous peoples and
monitoring.
The following are summary of requirements under the Guidelines.

Social acceptability and social impacts
Projects must be adequately coordinated so that they are accepted in a manner that is socially
appropriate to the country and locality in which the project is planned. For projects with a potentially
large environment impact, sufficient consultations with stakeholders, such as local residents, must be
conducted via disclosure of information from an early stage where alternative proposals for the
project plans may be examined. The outcome of such consultations must be incorporated into the
contents of the project plan; and
Appropriate consideration must be given to vulnerable social groups, such as women, children, the
elderly, the poor and ethnic minorities who are susceptible to environmental and social impact and
who may have little access to the decision-making process within society.
5.11.8 Policy Framework for this Project

Based on the above analysis of applicable legal and policy frameworks of the country and in
consistent with state policy requirements the broad resettlement principle for this project shall be
the following:
The involuntary resettlement would be avoided wherever possible or minimized as much as possible

by exploring project and design alternatives.
The Project or all sub-projects under the program will be screened to identify past, present, and
future involuntary resettlement impacts and risks. The scope of resettlement planning will be
determined through a survey and/or census of affected persons, including a gender analysis,
specifically related to resettlement impacts and risks.
Meaningful consultations with affected persons, host communities, PIU will be carried out and all
affected persons will be informed of their entitlements and resettlement options. DP’s participation
in planning, implementation, and monitoring and reporting of resettlement programs will be
ensured.
Particular attention will be paid to the needs of vulnerable groups, especially those below the
poverty line, the landless, the elderly, women and children, and Indigenous Peoples, and those
without legal title to land, and ensure their participation in consultations.
An effective grievance redress mechanism will be established to receive and facilitate resolution of
the affected persons’ concerns. The social and cultural institutions of affected persons and their host
population will be supported through proper planning. Where involuntary resettlement impacts and
risks are highly complex and sensitive, compensation and resettlement decisions should be preceded
by a social preparation phase.
The livelihoods of all affected persons will be improved or at least restored through (i) land-based
resettlement strategies when affected livelihoods are land based where possible or cash
compensation at replacement value for land when the loss of land does not undermine livelihoods,
(ii) prompt replacement of assets with access to assets of equal or higher value, (iii) prompt
compensation at full replacement cost for assets that cannot be restored, and (iv) additional
revenues and services through benefit sharing schemes where possible.
Physically and economically affected persons will be provided with needed assistance, including (i) if
there is relocation, secured tenure to relocation land, better housing at resettlement sites with
comparable access to employment and production opportunities, integration of resettled persons
economically and socially into their host communities, and extension of project benefits to host
communities; (ii) Transportation support and development assistance, such as land development,
credit facilities, training, or employment opportunities; and (iii) civic infrastructure and community
services, as required.
The standards of living of the affected poor and other vulnerable groups, including women, will be
improved to at least national minimum standards. In rural areas legal and affordable access to land
and resources will be provided, and in urban areas appropriate income sources and legal and
affordable access to adequate housing will be provided to the affected poor.
If land acquisition is through negotiated settlement, procedures will be developed in a transparent,

consistent, and equitable manner to ensure that those people who enter into negotiated settlements
will maintain the same or better income and livelihood status. If, however, the negotiated settlement
fails, the normal procedure of land acquisition will be followed.
Affected persons without titles to land or any recognizable legal rights to land will be ensured that
they are eligible for resettlement assistance and compensation for loss of non-land assets.

A resettlement plan will be prepared elaborating on affected persons’ entitlements, the income and
livelihood restoration strategy, institutional arrangements, monitoring and reporting framework,
budget, and time-bound implementation schedule.
The draft resettlement plan, including documentation of the consultation process will be disclosed in
a timely manner, before project appraisal, in an accessible place and in a form and language(s)
understandable to affected persons and other stakeholders. The final resettlement plan and its
updates will also be disclosed to affected persons and other stakeholders.
Involuntary resettlement will be conceived and executed as part of a development project or

program. Full costs of resettlement will be included in the presentation of project’s costs and
benefits. For a project with significant involuntary resettlement impacts, consider implementing the
involuntary resettlement component of the project as a stand-alone operation.
All compensation will be paid and other resettlement entitlements will be provided before physical
or economic displacement. The resettlement plan will be implemented under close supervision
throughout project implementation.
Resettlement outcomes, their impacts on the standards of living of affected persons will be
monitored; it will be accessed whether the objectives of the resettlement plan have been achieved
by taking into account the baseline conditions and the results of resettlement monitoring.
Monitoring reports will be disclosed to APs.
Land acquisition for the project would be done as per both National Highway Safeguard Policies and
the RFCTLARR ACT, 2013 in accordance to Manipur RFCTLARR Rules, 2014. To meet the replacement
cost of land payment of compensation in revised market rate.
The uneconomic residual land remaining after land acquisition will be acquired as per the provisions
of Land Acquisition Act. The owner of such land/property will have the right to seek acquisition of his
entire contiguous holding/ property provided the residual land is less than the average land holding
of the district.
People moving in the project area after the cut-off date will not be entitled to any assistance. In case
of land acquisition, the date of publication of preliminary notification for acquisition under the
RFCTLARR Act, 2013 in accordance to Manipur RFCTLARR Rules, 2014 will be treated as the cut-off
date.
All common property resources (CPR) lost due to the project will be replaced or compensated by the
project.
The project will recognize three types of affected persons like (i) persons with formal legal rights to
land lost in its entirety or in part; (ii) persons who lost the land they occupy in its entirety or in part
who have no formal legal rights to such land, but who have claims to such lands that are recognized
or recognizable under national laws; and (iii) persons who lost the land they occupy in its entirety or
in part who have neither formal legal rights nor recognized or recognizable claims to such land. The
involuntary resettlement requirements apply to all three types of affected persons.
5.11.9 Methodology for Determination of Valuation of Assets

All lands proposed to be acquired under this project will be compensated as per replacement cost.
Land surveys to determine compensation rates will be conducted on the basis current land use and

assessment of market value. Records as they are on the cut-off date will be taken into consideration
while determining the current use of land. The EA will determine the replacement cost as per
RFCTLARR ACT, 2013 in accordance to Manipur RFCTLARR Rules, 2014 based on market survey and in
consultation with APs. After notification for acquisition as per National Highway Safeguard Policies,
the EA will negotiate with APs for voluntary acquisition and ensure payment of additional registration
cost and solatium to all APs. The EA will ensure that the rates established for the project are
sufficient to purchase the same quality and quantity of land in the specific area.
The compensation for houses, buildings and other immovable properties will be determined on the
basis of replacement cost as on date without depreciation. The EA will determine the replacement
cost of structures in consultation with the owners by assessing (i) sources and cost of materials,
whether the materials are locally available; (ii) type of shops (private or state-owned); (iii) distance to
be traveled to procure materials; (iv) obtaining cost estimates through consultation with three
contractors/suppliers in order to identify cost of materials and labor; (v) identifying the cost of
different types of houses of different categories and compare the same with district level prices.
Cash compensation for properties belonging to the community if opted by the community, will be
provided to enable construction of the same at new places through the community/ local self-
governing bodies / appropriate authority in accordance with the modalities determined by such
bodies / authority to ensure correct use of the amount of compensation.
Compensation for trees will be based on their market value. Loss of timber trees will be compensated
at their replacement cost while the compensation for the loss of fruit bearing trees will be calculated
as annual produce value for at next 15 years depending on the nature of crops/trees.
5.11.10 Procedure and Steps of Land Acquisition

The land acquisition in this project context will be accordingly the RFCTLARR Act, 2013 in accordance
to Manipur RFCTLARR Rules, 2014, along with additional provision made under RFCTLARR ACT, 2013
in accordance to Manipur RFCTLARR Rules, 2014. The process for land acquisition in the project will
be as follows:
 All the land identified for the project will be placed under the RFCTLARR ACT, 2013 in
accordance to Manipur RFCTLARR Rules, 2014 and a notification with Government’s
intension to acquire land will be issued by the District Collector (DC).
 Objections if any must be made within 30 days to the District Collector by the landowners.
 The land will be then placed under the LA Authority where a declaration will be made by the
Government for acquisition of land for public purpose.
 The DC will take steps for the acquisition, and the land is placed and notice will be issued by
the DC in the name of persons interested.
 Once the land is placed under the EA will negotiate with APs for voluntary acquisition to
ensure payment of additional registration cost and solatium to all APs.
 The DC will make declaration of award and disburse the compensation to the APs

5.12 ENTITLEMENTS, ASSISTANCE AND BENEFITS

5.12.1 Definition of APs and Eligibility
The project will have three types of affected persons i.e., (i) persons with formal legal rights to land
lost in its entirety or in part; (ii) persons who lost the land they occupy in its entirety or in part who
have no formal legal rights to such land, but who have claims to such lands that are recognized or
recognizable under national laws; and (iii) persons who lost the land they occupy in its entirety or in
part who have neither formal legal rights nor recognized or recognizable claims to such land. The
involuntary resettlement requirements apply to all three types of affected persons. APs entitled for
compensation, assistance and rehabilitation provisions under the sub project are:
All APs losing land either covered by formal legal title, recognizable title, or without legal status;
Tenants and sharecroppers whether registered or not;

Owners of buildings, crops, plants, or other objects attached to the land; and APs losing business,
income, and salaries
Compensation eligibility is limited by a cut-off date as set for this project on the day of the beginning
of the census survey which is 11th June 2018 or as decided by the EA. APs who settle in the affected
areas after the cut-off date will not be eligible for compensation. They, however, will be given
sufficient advance notice, requested to vacate premises and dismantle affected structures prior to
project implementation. Their dismantled structures materials will not be confiscated and they will
not pay any fine or suffer any sanction.
5.12.2 Entitlements
The entitlement provisions various categories of APs in terms loss of land house and income as per
census survey are detailed below:
Agricultural land impacts will be compensated at replacement cost. Cash compensation at
replacement cost will be determined according to RFCTLARR Act, 2013 in accordance to Manipur
RFCTLARR Rules, 2014. If the residual plot(s) is (are) not viable, i.e., the DP becomes a marginal
farmer, three options are to be given to the DP, subject to his acceptance which are (i) The DP
remains on the plot, and the compensation and assistance paid to the tune of required amount of
land to be acquired, (ii) Compensation and assistance are to be provided for the entire plot including
residual part, if the owner of such land wishes that his residual plot should also be acquired by the
EA, the EA will acquire the residual plot and pay the compensation for it and (iii) If the DP is from
vulnerable group, compensation for the entire land by means of land for land will be provided if DP
wishes so, provided that land of equal productive value is available. All fees, stamp duties, taxes and
other charges, as applicable under the relevant laws, incurred in the relocation and rehabilitation
process, are to be borne by the EA.
Loss of homestead /Commercial land will be compensated at replacement cost. Cash compensation
at replacement cost will be determined according to RFCTLARR Act, 2013 in accordance to Manipur
RFCTLARR Rules, 2014. All fees, stamp duties, taxes and other charges, as applicable under the
relevant laws, incurred in the relocation and rehabilitation process, are to be borne by the EA.
Loss of Structures Residential/Commercial/Other will be compensated at replacement value with

other assistance. The details on the determination of compensation will be as (i) Compensation of
structure will be paid at the replacement cost to be calculated as per latest prevailing basic schedules
of rates (BSR) without depreciation or the replacement cost, (ii) Shifting assistance of Rs. 50,000/-,
(iii) Right to salvage material from demolished structure and frontage etc., and (iv) Rental assistance
as per the prevalent rate in the form of grant to cover maximum three month rentals.
Loss of rental accommodation by the tenants will be compensated as rental assistance and shifting
assistance. The details assistance will be as per (i) Rental assistance for both residential & commercial
tenants as per the prevalent rate in the form of grant to cover maximum three month rentals, (ii)
Additional structures erected by tenants will also be compensated and deducted from owner’s
compensation amount, (iii) Shifting assistance based on type of house and household assets, (iv) Any
advance deposited by the tenants will be refunded from owners total compensation package to the
tenant on submission of documentary evidences and (v) Right to salvage material from demolished
structure and frontage etc. erected by tenants
Loss of Trees will be compensated to Land holders, Share- croppers and Lease holders based on the
market value to be computed with assistance of horticulture department. This can further be
detailed in specific ways such as (i) Advance notice to APs to harvest fruits and remove trees, (ii) b)
For fruit bearing trees compensation at average fruit production for next 15 years to be computed at
current market value and (iii) For timber trees compensation at market cost based on kind of trees
Loss of Crops will be compensated to Land holders, Share- croppers and Lease holders based on the
market value to be computed with assistance of agricultural department. The detailed compensation
methods are (i) Advance notice to APs to harvest crops and (ii) In case of standing crops, cash
compensation at current market cost to be calculated of mature crops based on average production.
Loss of Livelihood due to Loss of primary source of income will be compensated through
rehabilitation assistances. There are various categories of entitled persons under this category which
are (i) Titleholders losing income through business, (ii) Titleholders losing income through agriculture,
(iii) Wage earning employees indirectly affected due to displacement of commercial structure, (iv)
Agricultural labourer/share-cropper and (v) Licensed mobile vendors and kiosk operators. Details of
entitlements for the above categories are described below:
Title holders losing their business establishment due to displacement will be provided rehabilitation
assistance through a lump sum Transportation allowance of Rs. 9,000/-
Titleholders losing income through agriculture will be provided with the rehabilitation assistance
which are (i) Training Assistance will be provided for income generating vocational training and skill
up gradation options as per APs choice at the rate of Rs. 5,000 per affected household to those
households losing their primary source of income and (ii) Employment opportunity for APs in the
road construction work, if available and if so desired by them.
Wage earning employees indirectly affected due to displacement of commercial structure will be
assisted through rehabilitation assistance which are; (i) persons indirectly affected due to the
employer having being affected, on case-by-case, based on local wage rates for three months, (ii)
Employment opportunity for APs in the road construction work, if available and if so desired by them,
or (iii) National/State level job card under National Rural Employment Guarantee Program.
Rehabilitation assistance for Agricultural labourer/share-cropper will be paid as per the details such

as (i) Assistance is to be paid as per the prevailing local wage rates for 100 days., (ii) b) Employment
opportunity for APs in the road construction work, if available and if so desired by them, or (iii)
National/State level job card under National Rural Employment Guarantee Program.
Licensed mobile vendors and kiosk operators will be provided with the rehabilitation assistance
which are (i) Mobile vendors are not eligible for compensation or assistance (ii) Those mobile vendors
in possession of a permit from local authorities to operate in the affected area will be treated as
kiosks operators, (iii) Kiosk operators and vendors licensed to operate from affected locations will be
entitled to a one time lump sum assistance of Rs. 10,000/-.
Loss of community infrastructure/common property resources will be compensated either by cash

compensation at replacement cost or reconstruction of the community structure in consultation with
the affected community
Additional Assistance to vulnerable groups (Vulnerable households including BPL, SC, ST, WHH,
disabled and elderly) will be paid with Special Assistance which will be one time lump sum assistance
of Rs. 20,000/ to vulnerable households. This will be paid above and over the other assistance(s) as
per this entitlement matrix.
Other Unanticipated Impacts (Temporary impact during construction like disruption of normal
traffic, damage to adjacent parcel of land / assets due to movement of heavy machinery and plant
site) will be compensated to either individual or community in the form of (i) The contractor shall
bear the cost of any impact on structure or land due to movement of machinery during construction
or establishment of construction plant and (ii) All temporary use of lands outside proposed RoW to
be through written approval of the landowner and contractor. Location of Construction camps by
contractors in consultation with RCD.
Any unanticipated impacts (if any) due to the project will be documented and mitigated based on
the spirit of the principle agreed upon in this entitlement matrix.
5.12.3 Entitlement Matrix

Compensation for the lost assets to all affected persons will be paid on the basis of replacement cost.
Resettlement assistance for lost income and livelihoods will be provided to title holders. Special
resettlement and rehabilitation measures will be made available to the “Vulnerable Group”
comprises of APs living below poverty line (BPL), SC, ST, women headed households, the elderly and
the disabled. An Entitlement Matrix has been formulated, which recognizes and lists various types of
losses resulting out of the project and specific compensation and resettlement packages.

Table 5.16: Entitlement Matrix

Sl. Impact Category Entitlements Implementation Guidelines
PART I.TITLE HOLDERS-Compensation for Loss of Private Property
1 Loss of Land 1.1 Compensation for land at Replacement Land will be acquired by the competent
(agricultural, Cost or Land for land, where feasible authority in accordance with the
homestead, provisions of RFCTLARR Act, 2013.
commercial or
otherwise) Replacement cost for Land will be, higher
of(i) market value as per Indian Stamp
Act, 1899 for the registration of sale deed
or agreements to sell, in the area where
land is situated; or(ii)average sale price
for similar type of land, situated in the
nearest village or nearest vicinity area,
ascertained from the highest 50% of sale
deeds of the preceding 3years; or (iii)
consented amount paid for PPPs or
private companies.
Plus 100%solatium and 12%interest from

date of notification to award.
The multiplier factor adopted by GoM for

land in rural area, based on the distance
from urban area to the affected area, will
be applied.
In case of severance of land, house,

manufactory or other building,
As per Section 94(1), the whole land and
/or structure shall be acquired, if the
owner so desires.
2 Loss of Structure 2.1 Compensation at replacement cost The market value of structures and other
(house, shop, building immovable properties will be determined
or immovable by replacement cost and/or PWD on the
property or assets basis of relevant PWD Schedule of rates
attached to the land) (SR)N as on date without depreciation.
Plus 100% solatium
For partly affected structures, the DP will

have the option of –claiming
compensation for the entire structure, if
the remaining portion is unviable.
PART II. REHABILITATION AND RESETTLEMENT- Both Land Owners and Families Whose Livelihood is Primarily Dependent
on Land Acquired


3 Loss of land 3.1 Employment to at least one member per
affected family in the project or arrange
for a job in such other project as may be
required after providing suitable training
and skill development in the required field
and at a rate not lower than the minimum
wages provided for in any other law for
the time being in force.
Or
One-time payment of Rs.5,00,000/-for
each affected household.
Or
Annuity policy that shall pay Rs, 2000/-
per month for 20 years with appropriate
indexation to CPIAL
3.2 Monthly subsistence allowance of Rs,
3000/-per month for a period of one year
to affected households who require to
relocate due to the project
3.3 Transportation assistance of Rs, 50,000/-
for affected households who require to
3.4 One time assistance of Rs, 25,000/- to all
those who loss a cattle shed
3.5 One time Resettlement Allowance of Rs,
50,000/- for affected house \hold who
have to relocate
3.6 Additional onetime assistance of Rs,
50,000/-to scheduled caste and scheduled
tribe families who are affected from
scheduled areas and who require to
4 Loss of Residence 4.1 An alternative house for those who have Stamp Duty and registration charges will
to relocate, as per IAY specification in be borne by the project in case of new
rural areas and constructed house/flat of houses or sites.
minimum 50sq.m. in urban areas or cash
in lieu of house if opted (the cash in lieu
of house will be Rs, 70,000/-in the line
with Gol IAY standards in rural areas and
Rs, 1,50,000 in case of urban areas) , for
those who do not have any homestead
land and who have been residing in the
affected areas continuously for a
minimum period of 3years

4.2 Employment to at least one number per

affected family in the project or arrange
wages provided for any other law for the
time being in force.
Or
One Time payment of Rs, 5,00,000/- for
each affected household
Or
Annuity policy that shall pay Rs, 2000/-
per month or 20 years with appropriate
indexation to CPIAL
4.3 Monthly subsistence allowance of Rs,
3000/- per month for a period of one year
to affected households who require to
locate due to the project
for affected households who require to
4.5 One time assistance of Rs, 25,000/-to all
those who lose a cattle shed
4.6 One time assistance of Rs, 25,000/- for
each affected family of an artisan or self-
employed and who has to relocate

50,000/-for affected household who have
to relocate
4.8 Additional onetime assistance of Rs,
50,000/-to scheduled caste and scheduled
tribe families who are affected from
scheduled areas and who require to
4.9 Right to salvage affected materials.
5 Loss of shop /trade 5.1 Employment to at least one number per

/commercial structure affected family in the project or arrange
wages provided for in any other law for
the
Or
One-time Payment of Rs,5,00,000/-for
each affected household
Or
Annuity policy that shall pay Rs, 2000/-per
month for 20 years with appropriate
indexation to CPIAL

5.2 Monthly subsistence allowance of 3000/-

per month for a period of one year to
affected household who require to
for affected household who require to
5.4 One time assistance of Rs, 25,000/-for
each affected family of an artisan or self-
employed or small trader and who has to
relocate
50,000/-for affected household who have
to relocate
5.6 Additional onetime assistance of 50,000/-
to scheduled caste and scheduled tribe
families who are affected from scheduled
areas and who require to relocate due- to
the project
5.7 Right to salvage affected materials

PART IV.IMPACT TO VULNERABLE HOUSEHOLD
8 Vulnerable Household 8.1 Training for skill development. This One adult member of the affected
assistance includes cost of training and household, whose livelihood is affected,
financial assistance for travel/conveyance will be entitled for skill development.
and food.
The PIU will identify the number of
eligible vulnerable affected persons
8.2 One time assistance of Rs,25,000/-to DHs during joint verification and updating of
who have to relocate the RP and will conduct training need
assessment in consultations with the APs
so as to develop appropriate training
programmes suitable to the APs skill and
the region.
Suitable trainers or local resources will be

identified by PIU in consultation with
local training institutes.
PART V.IMPACT DURING CIVIL WORKS
9 Impact to structure / 9.1 The contractor is liable to pay damages to The PIU will ensure compliance
assets/tree/crops assets/tree/crops in privet/public land,
caused due to civil works
10 Use of private land 10.1 The contractor should obtain prior written
consent from the landowner and pay
mutually agreed rental for use of private
land for storage of material or movement
of vehicles and machinery or diversion of
traffic during civil works
PART VI. COMMION PROPERTY RESOURCES


11 impact to common 11.1 Relocation or restoration, if feasible, or
property resources cash compensation at replacement cost.
such as places of
worship, community
buildings, schools, etc.
12 Utilities such as water 12.1 Will be relocated and services restored The PIU will ensure that utilities are
supply, electricity, etc. prior to commencement of civil works relocated prior to commencement of civil
works in that stretch of the road corridor
in accordance with the civil works
schedule
PART VII. UNFORSEEN IMPACT
Unforeseen Impacts encountered during implementation will be addressed in accordance with the principles of
RFCTLARR2013/ Safeguard policy Guidelines of Multilateral Institutions

5.13 GRIEVANCE REDRESS CELL

There is a need for an efficient grievance redressal mechanism, which will assist the APs in resolving
queries and complaints. Any disputes will be addressed through the grievance redressal mechanism.
Formation of Grievance Redressal Cell (GRC) is most important for grievance redressal and it is
anticipated that most, if not all grievances, are settled by the GRC. Detailed investigation will be
undertaken which may involve field investigation with the concerned APs. The GRCs are expected to
resolve the grievances of the eligible persons within a stipulated time.
The GRCs will continue to function, for the benefit of the APs, during the entire life of the project
including the defects liability period. The response time prescribed for the GRCs is 15 days. The GRC
will meet once in a fortnight to expedite redressal of grievances.
People are not debarred from moving to the court for issues including those related to R&R
Entitlement. However, it is expected that the GRCs will play a very crucial role in redressing
grievances of the APs, and will help the implementation of the project as scheduled.
5.13.1 Constitution of Grievance Redressal Committee (GRC)

The committee will comprise of representatives of PIU; public representatives (viz., Member of
Parliament, Member of Legislative Assembly, etc.) from respective district; representative of women
group, squatters and vulnerable APs; line department and affected persons especially women as well
as the representative of respective District Administration. Minimum participation of women in GRC
will be 33%. At least two persons from each group will be there in the GRC. The functions of the GRC
will be:
 To provide support for the APs on problems arising out of Land/ Property acquisition.
 To record the grievances of the APs, categorizes and prioritize and solve them within a
month.
 To inform PIU of serious cases within an appropriate time frame; and

 To report to the aggrieved parties about the development regarding their grievance and
decision of PIU.
5.13.2 Operational Mechanism

It is proposed that GRC will meet regularly (at least once in 15 days) on a pre-fixed date (preferably
on first 7th day of the month). The committee will look into the grievances of the people and will
assign the responsibilities to implement the decisions of the committee. The committee will deliver
its decision within a month of the case registration.
The mechanism will be based on proposed laws. The Grievance Redressal Cell (GRC) will be set up at
each district. Grievance not resolved amicably at the district level will be routed through PIU to the
GRC. Arbitrator may also be appointed for unresolved cases. Arbitrator will be selected by PIU.

The various queries, complaints and problems that are likely to be generated among the APs will
primarily relate to disputes of ownership of assets, identification of legal heirs of deceased property
owner and other non-land related issues.
The PIU and office of NHIDCL will act as Public Information Centres, which will be in possession of all
documents relating to the Project including compensation packages and grievance redressal
procedures, and will provide any information regarding compensation and grievance redressal.
Through public consultations, the APs will be informed that they have a right to grievance redressal.
The APs can present their grievances or queries to the GRC. The PIU will act as an in-built grievance
redressal body.
5.13.3 Grievance Redressal Mechanism for APs

The successive grievance redressal stages are illustrated in the flow chart shown below:
Flow Chart
Levels of Grievance Redressal
DPs
Grievances
Structures Land Acquisition
Redressed DLC Competent Authority Redressed
Not Redressed Not Redressed
Redressed GRC GRC Redressed
Not Redressed Not Redressed
Redressed EA / PIU, HQ EA / PIU, HQ Redressed
At any stage the DP can seek the help of judicial

help

District Level Committees: The first stage will be District Level Committees (DLCs). The APs will be
encouraged to be part of DLCs composed of:
 Representatives of affected persons;
 Panchayat members of the affected villages; and
 PIU’s Field worker

33% participation of women from affected families and full participation of women from the women
headed households will also be encouraged.
The DLCs will meet at regular intervals as decided by the community, specifically for grievance
redressing purposes at a pre-decided date, time and place. The APs can be formally present in these
meetings and discuss their queries and grievances. At the community level, the committee will have
the power to resolve matters either by providing information or agreeing on a follow-up action. It
may also reject some grievances for not being legitimate. However, it will have to explain to the AP,
the premise for not recording the grievance. Legitimate grievances, which the DLC is unable to
resolve, will be taken to the GRC, which will then take the necessary action after reviewing the
findings of a thorough investigation. The DLC will maintain a register of all queries and grievances,
and the subsequent action taken.
The APs will present their grievance, concerning compensation for structures / land and R&R
assistance to the DLC. The DLC will examine the grievance, and where required will review with
DRO/CA and will do utmost to reach an amicable settlement to the satisfaction of the APs.
5.13.4 Role of NHIDCL/EA Headquarters

The APs, who would not be satisfied with the decision of the GRC, will have the right to take the
grievance to the NHIDCL/EA Head Office for its redressal. Failing the redressal of grievance at
NHIDCL/EA, the APs will take the case to Arbitration. The Arbitrator(s) will be independent but
appointed by NHIDCL. Taking grievances to arbitration and Judiciary will be avoided as far possible
and the PIU will make utmost efforts at reconciliation at the GRC level.

5.14 INCOME RESTORATION MEASURES

5.14.1 Introduction
The Development projects have an adverse impact on the income of project-affected persons. They
also have a negative impact on the socio- cultural systems of affected communities. Restoration of
pre-project levels of income is an important part of rehabilitating socio-economic and cultural
systems in affected communities.
As indicated by the Income Restoration Study in road sector projects, income restoration
interventions are much more complex due to occupational diversity of APs. For example, there may
be a mix of a large number of land title holders (big, small and marginal farmers) or/and engaged in
small business enterprises (vehicle repairing shops, small hotels, other rural/semi urban small activity
based shops, commercial squatters etc.) as affected people. This complex nature of occupational
diversity poses a problem for mitigation measures in the context of economic rehabilitation. The task
becomes even more challenging due to the inherent pressure of completion of road construction
work in a time bound manner.
However, the R&R framework proposed for the project has adequate provisions for restoration of
livelihood of the affected communities. Attempts have been made towards improving the Income
restoration strategies. The focus of restoration of livelihood is to ensure that the Affected Persons
(APs) are able to at least "regain their previous living standards". To restore and enhance the
economic conditions of the APs, certain income generation and income restoration programs are
incorporated in the RP. To begin with, providing employment to the local people during construction
phase will enable them to participate in the benefits of the project, reduce the size of intrusive work
forces & keep more of the resources spent on the project in the local economy. It will also give the
local communities a greater stake & sense of ownership in the project.
The R&R framework of the project provides that the loss of livelihood which would mainly result from
the loss of land will be compensated by way of:
 Alternate economic rehabilitation support and training for up-gradation of skills or imparting
new skills; and various R&R assistance such as Transportation Allowance, Economic
rehabilitation grant for vulnerable.
 Preference of providing employment through the contractors for road works specially to
those belonging to vulnerable groups.
Alternate village income sources such as village based industries will be promoted by the project in
association with the local NGOs/CBOs. Villagers will be supported & encouraged to develop
industries that are suited to their resources, skills and interests. Support in the form of technical
assistance and training, marketing, business management and coordination will be provided by the
PIU. The project does not affect any families.

Table 5.17: Income Restoration for affected persons

1 Owners of Commercial Structure (TH) Nil Nil
3 Owners of Residential cum Commercial Structure Nil Nil
4 Commercial tenant Nil Nil
5 Employee in commercial Structures Nil Nil
Total Nil Nil
Source: Census Survey on June-July,2018
The project will assist the APs in liaison with PIU, to encourage the APs to work in the road
construction services. The project will:
 Assist to establish contact with the construction contractors for road works;
 Encourage to enlist labour for work to handle road related contract services;
 Compensate them for the loss of livelihood and income resulting from land acquisition;
 Identify training needs & modules;

 Assist access to poverty alleviation programs of the Govt. such as Swarnjayanti Gram Swa
Rojgar Yojna especially for those below poverty line.
 Also assist to identify self-employment options.
5.14.2 Self-Employment Generation Scheme

PAPs will be encouraged to take up training for income generating activities, with active support from
the project through the PIU, in self-employment schemes.
Besides the land losers, other APs namely homestead losers; daily wage labourers and DP in the
vulnerable category are eligible for enrolment into the training program. For training and
upgradation of skills Rs. 5000 per family has been worked out as per the entitlement matrix. The PIU
will take the initiative to make necessary arrangements for providing infrastructure and other
institutional support that will be required, to assist the DP to get financial support through local bank
and Government program. The PIU would generate awareness among the APs about the different
income earning opportunities and facilitate and training among APs. The PIU-R&R cell will not only
take the initiative for self-employment generating schemes and also arrange for appropriate training
programmes so that the trained APs will be eligible for others jobs.
The principles governing the resettlement and rehabilitation will take into consideration:
 Rehabilitation assistance in the form of shop space if opted by 50 people or more;
 Transportation allowance.
 Women, handicapped and BPLs will be in the vulnerable category, will be given priority in
allotment of shops.
 Compensation for those who don’t want shop space, these APs will be assisted for alternate
livelihood scheme. Till then, the amount paid for assistance will be kept in banks as joint

account with the Project Authority.
 Only one shop per DP will be considered, multiple occupations will not be considered.
 Only those APs will be eligible for such compensation whose primary source of income is
from shops that will be lost.
 Conditions for shop allotment to APs will be laid down which will include formation of market
committees with DP participation, representative of this committee for smooth operation
and maintenance of the complex. A nominal license fee will be charged.
 Access to loans will be facilitated by the Project Authority.
 Shops will be allotted based on the type of business carried out prior to eviction.
5.14.3 Option of self-employment and EA’s Assistance

It is perceived that the EA will be unable to provide direct employment to the APs. Hence, an
alternative programmes are proposed as outlined in the above sections. Training for self-
employment and assistance in setting up micro-enterprises is the primary vehicle of rehabilitation.
The following order of priority would be considered for the APs entitled for self-employment:
Have the requisite educational qualification.

Have taken training in some micro-enterprise scheme and appeals to the EA for assistance; and
Possess previous experience in running micro-enterprises.

However, relaxation will be made for women, those below poverty line, and minorities and
vulnerable APs who have taken training, but may not have requisite educational qualifications and
experience. In both cases, the R&R cell in consultation with the PIU and the DLCs will vet appeals.
The key parameters of the EA level of assistance in setting up of micro-enterprises are as follows:
Survey of marketing opportunities by the PIU and information on APs under the supervision of R&R
Cell.
Identification of training needs and modules that matches market opportunities. This will be done by
the PIU.
PIU to assist the APs to form groups/cooperatives that can bid for contracts tendered by the
construction contractors or its sub-contractors. Activity to be supervised by R&R Cell.
R&R cell through the PIU will assist the APs to get access to capital by facilitating formation of a credit
window affordable to the APs as individuals or groups in the local bank.
EA will co-ordinate with the local bank to extend credit to the APs. EA will extend a letter of
introduction to the bank.
Encourage the APs to service loans and through awareness generation and training programmes by
the PIU.
R&R cell in collaboration with the PIU will also facilitate the APs access to poverty alleviation
programmes of the Government.
R&R cell will monitor the ventures established and incomes derived from these programmes. The

information will be fed into the R&R database. The ventures and incomes derived will again be
monitored by an independent agency and the Lending Institute vets the reports submitted by the
PIU-R&R cell.
5.14.4 Market Feasibility Study

No business enterprise or income restoration program will sustain until and unless it is based on the
market need and demand. Hence, EA through it’s PIU who will undertake the detailed market
feasibility study to clearly prepare the list of all viable and feasible enterprises. The scope of this
study covers service and non-service based enterprises, the raw material availability and assured
consumer market. The findings of the study will also be matched with the profile of the APs and
accordingly the options will be offered to the APs. However, R&R consultants in the local district and
village markets to make reconnaissance of the proposed demand and supply situation conducted
rapid market survey. The local district markets comprise of all types of shops; hardware, construction
materials, general store, vegetable markets, cloth stores, auto repair shops etc. The development of
the project is expected to increase urbanization and commercialization of the society in particular
along the project corridor. Demand for consumer goods in the area would consequently increase.
Initiation of road construction activities will also result in a heavy spree of construction activities in
and around the project area. This would consequently increase cash flow in the area.
Co-operatives of women markets can be set up for preparation of jams and pickles, basket making
and moulding of leaf cups and plates. Poultry and animal husbandry units can also be set up in
villages. Nursery to raise plants could also be quite viable since EA is committed to plant trees, as
they would be felling many for the project. PIU will facilitate marketing facilities support through
backward and forward linkages in order to make the self-employment schemes successful and will
conduct periodical monitoring of these units over the implementation period and will take midterm
correction measures if required. For marketing purposes, the PIU may tie these units up with khadi
and village industries cooperatives (KVIC) or with the export promotion board or similar
organizations. After establishment of the initial marketing linkages, the PIU will have to be gradually
phase out their involvement.
5.14.5 Training Needs of APs

Very few APs possess any professional skills in the project area. Hence, a large scale and intensive
training programme need to be undertaken. The APs eligible for training will either be trained in the
Training Institutes identified by PIU. Training will be provided to vulnerable APs as per the
entitlement matrix. It is expected that such training will be organized within 12 months of property
acquisition. PIU shall carry out the detail exercise of skill mapping and training need assessment
before finalization of any training schemes.
5.14.6 Comprehensive Training Policy

Training is an important part of RP. Following training modules will be developed;
5.14.7 Training of APs

The training imparted will be essentially of two types: a technical training relevant for jobs and the
other for non-land and land based self-employment and skill development schemes. The policy is

devised under the following parameters:
 Eligible APs will get training assistance.
 Provision for training has already been made in the RP budget. This amount is not
redeemable in cash. It is based on an estimate of a minimum of 6 weeks of training per
person, which may be stretched to:
 Maximum of one year, which could allow daily allowance to EP, cost of experts, trainers and
other incidental expenses. In case where the type of training requested by the APs exceeds
the budgeted amount, the EA will review the request on a case-by-case basis through the
R&R cell or the shortfall will be met from ERG in case DP is eligible for that.
 APs will have the right to participate in institutional form of training at proposed institutions
facilitated by PIU. APs will have the right to transfer his/her training entitlement to his/her
immediate family member if the DP desires to do so. The PIU will coordinate the process.
 APs shall request the EA for participation in a particular training in consultation with the PIU.
The EA will approve and pay the Training Institution directly and the cost will be deducted
from the APs training entitlement.
 Eligibility criteria for training will feature on the ID card.
 On completion of training APs will receive an introductory letter/certificate from the EA. This
will assist the APs in approaching the bank for loans to start micro enterprises.
5.14.8 Training Mechanism

The implementation of the training procedure would involve the following APs:
 Regular survey of perceived training needs of APs by PIU in collaboration with the R&R cell
and Panchayat level committees will lead to prioritizing and selection of schemes for training.
 Identification of Training Institutes/individuals/experts by the PIU can be subcontracted to

conduct relevant training demanded by APs within the financial means of the entitlement
and preparation of TOR for the same by the PIU.
 Preparation of list of trainees (phase wise) by the PIU in collaboration with the DLCs and R&R
Cell.
 Awareness generation and information dissemination on the schemes by the PIU to the
selected trainees to ensure transparency about the training schemes and the entitled
amounts.
 Registration of the APs, payment of courses and maintenance of all records, regarding
portion of entitlement used by DP for a particular course, will be done by the PIU. The PIU
will submit the information to the R&R cell, for inclusion in the R&R database.
The PIU, EA will co-ordinate with the different recognized training organization, including
professionals who will be engaged by the EA, to impart training in different trades to the APs either in
the project area or any other place fixed by the institutes. Care shall be taken by the R&R cell that the
funds for training are utilized in best possible ways.

5.14.9 Women’s Needs & Participation

In the process of R&R, women require special attention. Change caused by relocation does not have
equal implications for members of both the sexes and may result in greater inconvenience to women.
Due to disturbance in production system, reduction in assets like land and livestock, women may
have to face the challenge of running a large household in limited income and resources. This in turn
may force woman as well as children to participate in work for supplementing the household income.
In contrast to this, due to changes that are likely to take places for any development project,
especially changes in environment and land labour ratio, those women who at present are engaged
in activities like agriculture labour, or collection and sale of forest produce may find themselves
unemployed and dependent.
EA would, therefore, make efforts to maintain the social support network for women headed
households as far as possible so that they remain closer to their locations and /or provide special
services at the new sites. Special assistance would consist of the following:
 Allowing them priority in site selection
 Relocating them near site wherever possible

 Arranging with the contractor to construct their houses
 Providing assistance with dismantling salvageable materials from their original home
 Providing them priority access to all other mitigation and development assistance, and
 Monitoring their nutritional & health status.
Some examples of meeting practical needs of women that will be implemented by EA are: -
 Reduce women’s workloads by providing standpipes, toilet facilities, and the likes.
 Improve health services by providing safe drinking water, family planning and HIV/AIDS
counselling, sanitation training, immunization, etc.
 Assist in childcare services for wage earning mothers, primary schools, inputs in kitchen
gardening etc.
 Increase access to productive resources.
 Promote equal opportunities for women’s employment.
Encouraging women’s participation in development projects is a policy being followed by GoI. There
are several ways in which women will be able to participate in the implementation programme: -
 The independent agency for monitoring and evaluation will have 33% representation of
women key professionals and technical support team.
5.14.10 Measures towards income restoration and uplift of vulnerable people

EA has evolved a number of measures towards resettlement and rehabilitation of the vulnerable
families including the women headed households, SC/ST below poverty line and the poor (BPL in
general) getting affected by its projects. The considerations therein have been compiled as follows:
 All the affected families falling under the vulnerable category including the BPL are going to
be assisted to uplift their economic status irrespective of their ownership status. Thus, it

implies that whether they do or do not possess legal title of the lands/assets, whether they
are tenants or encroachers or squatters, they will be assisted in restoring their livelihood.
 Additional grant for severance of land, residual plots, expenses on fees, taxes, etc. and
alternative economic rehabilitation support and training for up-gradation of the skills.
 In case of loss of non-agricultural private property, option for residential/commercial plot at

resettlement site will be provided free of cost to vulnerable families if so opted by a group of
them apart from all other considerations like compensation at replacement value,
Transportation allowance, shifting allowance, rental allowance for disruption caused to BPL
tenants, compensation for advance rental deposits, right to salvage materials for the
demolished site, etc.
 There is a provision for additional support to the vulnerable people who have been affected
by the loss of livelihood / primary source of income. The assistance will be the economic
rehabilitation grant supported with vocational training of APs choice. The training will include
starting of a suitable production or service activity. In case the money is not spent on the
training program, the equivalent amount is to be paid as per APs choice.
 Inter agency linkages for income restoration.
Majority of the eligible families for income restoration earn their livelihood from marginal agriculture
or petty businesses, and it is imperative to ensure that the APs are able to reconstruct their
livelihood. Based on the market feasibility study, the list of livelihood schemes will be developed, and
based on felt needs of the target group population the activities will be prioritized through people’s
participation. Further, these options will be tested for their viability against availability of skill, raw
material and available appropriate technology. Suitable alternative livelihood schemes will be finally
selected, where training on skill up gradation, capital assistance and assistance in the form of
backward-forward linkages (with respect to the selected livelihood schemes) can be provided for
making these pursuits sustainable for the beneficiaries, of the target group. Income generation
schemes will be developed in consultation with the project affected/affected families. The grants
received for such purpose for the project, will be used for the skill development training to upgrade
their proposed skill, purchase of small scales capital assets etc. While developing the enterprise
development or the income generation activities, the PIU will contact the local financial institutions
for financing the economic ventures. The marketing and milk federations will also be contacted for
planning sustainable economic development opportunities.
5.14.11 Short-Term Income Restoration Activities

Short term IR activities mean restoring APs’ income during periods immediately before and after
relocation. Such activities will focus on the following:
 Ensuring that adequate compensation is paid before relocation.
 Transit allowances.
 Providing short term, welfare based grants and allowances such as:
 One-time relocation allowance or free transport to resettlement areas or assistance for

transport.

 Free or subsidized items.
 Special allowance for vulnerable groups as per entitlement framework capacity. Timely
establishment & involvement of appropriate R&R institutions would significantly facilitate
achievement of objectives of the R&R program. The main R&R institution would include:
 EA,
 Local Administration
 Line departments
 PIU
 DLC/GRC
 Training Institutions
 M&E Agency
5.14.12 The Process

EA will initiate the following activities to commence and implement the RP:
 Establish PIU and field offices

 Orientation and awareness seminars for Project Implementation Unit (PIU).
 Appointment of external monitoring and evaluation consultants

Effective RP implementation will require institutional relationships & responsibilities, rapid
organizational development & collaborative efforts by EA, State Govt. The ESDU will establish
operational links within EA (for e.g. finance for release of money on approval of micro plan) & with
other agencies of Govt. involved in project induced settlement. It will provide means & mechanism
for coordinating the delivery of the compensation & assistance entitled to those who will suffer loss.
On behalf of EA, ESDU will assure the responsibility for representing the social impact & resettlement
component of the project. The ESDU will also be responsible for disseminating the information to the
public & providing additional opportunities for public comment. The ESDU at the apex level will have
overall responsibility for policy guidance, coordination, contingency planning, monitoring and overall
reporting during RP implementation.
The Organogram for the R&R cell is given in Figure no. 5.12:

Figure 5.12: Implementation Structures for RAP

EXECUTING AGENCY NHIDCL
PMU; Overall Incharge Resettlement Officer
 Establishment of Resettlement Unit and appoint Resettlement Officer

 Organizing resettlement training workshop
 Responsible for preparation of Social Assessment, Land Acquisition Plan & Resettlement Plan
 Declaration of cut- off- date
 Review & obtaining of approval of resettlement plan from EA
 Monitor all mitigation measures (problems related to RR)
PIU Design Consultant

Supervision Consultant In charge of Implementation Preparation of DPR &
Resettlement Assistant Resettlement Officer Resettlement
 Assist PIU in implementation  Responsible for preparation of

 Verify internal monitoring Technical guidance and support Social Assessment, LA Plan &
report prepared by PIU Overall responsibility for project Resettlement Plan
 Implement and Submit implementation until  Public Consultation & disclosure
external monitoring report to completion of construction of RP
PIU Implement and Evaluate  Co-ordination with district
(internal) monitoring report administration for LA
GRC
 Three tier GRC Pre-Construction Stage

 At least two meetings per
month Affected Person
 Time bound disposal of PIU
 Persons affected or
grievances
affected physically and/
 Survey of the DPs
or economically
External Monitoring Consultant  Public Consultation &
disclosure of RP
District Collector (Majesty.
Independent External  Implementation of R&R Plan Head of district)
Monitor, appointed by PMU with Income restoration and
for evaluation of other trainings  Compensation award and
implementation of R&R Plan. payment of compensation
Pre-Construction Stage

5.15 INSTITUTIONS FOR PLANNING & IMPLEMENTATION OF RP

5.15.1 Introduction
Institutions for planning & implementation of RP vary substantially in terms of their respective roles
& capacity. Timely establishment & involvement of appropriate R&R institutions would significantly
facilitate achievement of objectives of the R&R program. The main R&R institution would include:
 EA
 Local Administration
 Line departments
 PIU
 DLC/GRC
 Training Institutions
 M&E Agency
5.15.2 The Process

EA will initiate the following activities to commence and implement the RP:
 Establish PIU and field offices.
 Orientation and awareness seminars for Project Implementation Unit (PIU).
 Appointment of external monitoring and evaluation consultants.

Effective RP implementation will require institutional relationships & responsibilities, rapid
organizational development & collaborative efforts by EA, State Govt. The ESDU will establish
operational links within EA (for e.g. finance for release of money on approval of micro plan) & with
other agencies of govt. involved in project induced settlement. It will provide means & mechanism
for coordinating the delivery of the compensation & assistance entitled to those who will suffer loss.
On behalf of EA, ESDU will assume the responsibility for representing the social impact &
resettlement component of the project. The ESDU will also be responsible for disseminating the
information to the public & providing additional opportunities for public comment.
The ESDU at the apex level will have overall responsibility for policy guidance, coordination, and
contingency planning, monitoring and overall reporting during RP implementation.

Figure 5.13: Implementation Structures for RAP
EXECUTING AGENCY NHIDCL
PMU; Overall Incharge Resettlement Officer
 Establishment of Resettlement Unit and appoint Resettlement Officer

 Organizing resettlement training workshop
 Responsible for preparation of Social Assessment, Land Acquisition Plan & Resettlement Plan
 Declaration of cut- off- date
 Review & obtaining of approval of resettlement plan from EA
 Monitor all mitigation measures (problems related to RR)
PIU Design Consultant

Supervision Consultant Preparation of DPR &
In charge of Implementation
Resettlement Resettlement
Assistant Resettlement Officer
 Assist PIU in implementation Technical guidance and support  Responsible for preparation of
 Verify internal monitoring Overall responsibility for project Social Assessment, LA Plan &
report prepared by PIU implementation until Resettlement Plan
 Implement and Submit completion of construction  Public Consultation & disclosure

external monitoring report to Implement and Evaluate of RP
PIU (internal) monitoring report  Co-ordination with district
administration for LA
GRC Pre-Construction Stage

 Three tier GRC PIU Affected Person
 At least two meetings per
 Persons affected or affected
month physically and/ or
 Survey of the DPs
 Time bound disposal of economically
 Public Consultation &
grievances
disclosure of RP
External Monitoring Consultant  Implementation of R&R Plan District Collector (Majesty.
with Income restoration and Head of district)
Independent External other trainings  Compensation award and

Monitor, appointed by PMU payment of compensation
for evaluation of
implementation of R&R Plan. Pre-Construction Stage

5.15.3 Roles and Responsibilities

The role and responsibilities of the various offices in R&R implementation are presented below:
5.15.3.a At Corporate Level

The Project Director: -
 In-charge of overall project activities.
 Participate in the State Level Committees to facilitate land acquisition, pre- construction
activities and implementation of R&R activities.
EA: -
 Co-ordinate the implementation of R&R activities with corporate and field staff.
 Review the micro plans prepared by the PIU.
 Review monthly progress report.
 Monitor the progress on R&R and land acquisition.

 Advice PIU/M&E Agency on policy related issues during implementation.
 Ensure early release of money to PIUs for R&R activities.
5.15.4 Project Implementation Unit (PIU)

This unit will coordinate the process for land acquisition. Relocation and rehabilitation, distribution of
project provided assistance and APs access to government programs.
 Survey and verification of the APs.
 Verification of land records followed by verification on the spot related to identified plots
and owners.
 Develop rapport with the APs.
 Verify and Photograph of each DP for ID cards.
 Assist to issue identity cards to the APs.
 Co-ordinate with the DRO to implement R&R activities.
 Conduct market feasibility study.
 Valuation of properties/assets for finalization of replacement value.
 Participate with the DRO to undertake public information campaign at the commencement of
the projects.
 Distribute the pamphlets of R&R policy to the APs.
 Assist the APs in receiving the compensation.
 Facilitate the process of arranging loans for APs.

 Facilitate the opening of joint accounts.

 Generate awareness about the alternate economic livelihood and enable the APs to make
informed choice.
 Prepare micro-plans for R&R.
 Enable the APs to identify the alternate sites for agriculture, residential and commercial
plots.
 Participate in the consultation on allotment of shops and residential plots.
 Ensure the APs have received their entitlements.
 Ensure the preparation of rehabilitation sites.
 Participate in the meetings organized by the PIU.

 Submit monthly progress reports.
 Identify training needs and institutions for the APs for income generating activities.
 Participate in the disbursement of cheques for the assistance at public places.

 Coordinate the training programs of the APs for income generating activities.
 Coordinate the meeting of District Level Committees.
 Accompany DP to GRC.
 Awareness campaigns for highway related diseases.
 Ensure the DP judiciously uses compensation and R&R assistance
5.15.5 RP Implementation Field Offices and Tasks

The PD-PIU will be responsible to carry out the following tasks concerning resettlement of the
project:
 Overall responsibility of Implementation of R&R activities of RP.

 Responsible for land acquisition and R&R activities in the field.
 Ensure availability of budget for R&R activities.
 Participate in the district level committees.
5.15.5.a District Resettlement and Rehabilitation Officer (DRRO)

 Co-ordinate with District Administration and PIU for land acquisition and R&R.
 Translation of R&R policy in local language.
 Prepare pamphlets of the policy.
 Printing of the policy and identity cards for the APs.
 Ensure development of resettlement sites, wherever required.

 Participate in the allotment of residential, commercial and agricultural plots.

 Liaison with District Administration for dovetailing government’s income generating and
developmental programs for the APs.
 Ensure the inclusion of those APs who may have not been covered during the census survey;
facilitate the opening of joint accounts in local banks to transfer assistance for R&R for APs
and organize disbursement of cheques for assistance in the affected area in public.
 Monitor physical and financial progress on land acquisition and R&R activities.
 Participate in regular meetings.
 Organize Bi-monthly meetings with the PIU to review the progress on R&R.
 Review micro plan & monthly reports submitted by PIU.
5.15.6 District Level Committee (DLC)

RP will be implemented through District Level Committees that will be established in the districts of
Kakching and Chandel in Manipur. The committee would include District Magistrate or his
representative, District Land Acquisition Officer, Pradhan of Panchayat Samities, representative of
affected villages including women, representative of Revenue Department, Line Departments, PWD,
Mining Departments, people’s representatives, and representatives of affected population. The
formation of DLCs would be facilitated by PIU. The functions of the DLC will be as follows: (i) to meet
regularly to review the progress of land acquisition/ R&R; (ii) approval of the micro-plan on the basis
of methodology defined in the RP; and (iii) facilitate the implementation of the RP programs in the
project-affected area.
The DLC would also: (i) meet regularly at pre-decided dated specifically for grievance redressing
purpose; (ii) help in amicable settlement of disputes at community level; (iii) carry forward the ones
which are not reconciled at the Grievance Redressal Committee (iv) coordination with local govt.
authorities & field offices.
5.15.6.a Coordination with Other Agencies and Organizations

R&R Cell will establish networking relationships with line departments and other Govt. & non-Govt.
organizations. The Revenue Department has an influencing role in land acquisition proceedings, and
initiation of resettlement process. Unless the compensation process is prompt and efficient,
implementation process will get delayed. R&R Cell will coordinate with the Project Land Acquisition
Officer to expedite the land acquisition process.
Income restoration will be sole responsibility of the Project Authority. PIU will facilitate linkages to be
established with the agencies implementing centrally sponsored poverty alleviation programs to
restore the income of APs.
Restoration of community assets such as hand pumps, bore wells will require help from PHED. EA will
extensively work on developing lateral linkages for mobilization of resources to benefit the APs and
to achieve the desired results expected from implementation of RP.
The Revenue Department is responsible for providing land records, acquiring land and other

properties and handing them over to the proper authorities. The District Rural Development Agency
(DRDA) will extend the IRDP and other developmental schemes to include the APs. The
representative of these departments/agencies will be in contact with the R&R Cell, which will
facilitate the integration of the various agencies, involved in the R&R process.

5.16 RESETTLEMENT AND REHABILITATION BUDGET

5.16.1 Introduction
The resettlement cost estimate for this project includes eligible compensation, resettlement
assistance and support cost for RP implementation. The support cost, which includes staffing
requirement, monitoring and reporting, project implementation and other administrative expenses
are part of the overall project cost. The unit cost for structures and other assets in this budget has
been derived through field survey, consultation with affected families, relevant local authorities and
reference from old practices. Contingency provisions have also been made to take into account
variations from this estimate. Some of the major items of this R&R cost estimate are outlined below:
 Compensation for agricultural, residential and commercial land at their replacement value
 Compensation for structures (residential/ commercial) and other immovable assets at their
replacement cost
 Compensation for crops and trees
 Assistance in lieu of the loss of business/ wage income/ employment and livelihood
 Assistance for shifting of the structures
 Resettlement and Rehabilitation Assistance in the form of Training allowance

 Special assistance to vulnerable groups for their livelihood restoration
 Cost for implementation of RP.
5.16.2 Compensation
Private Agricultural Land:

The unit rate for agricultural land has been estimated as per Land Acquisition Resettlement and
Rehabilitation Act, 2013 in accordance to Manipur RFCTLARR Rules, 2014 and National Highway
Authority of India Act, 1956. To meet the replacement cost of land compensation will be calculated
over updated land rate with additional as registration cost plus solatium or as decided by District
Magistrate. It may be noted that the District Magistrate have the discretionary power in valuation of
land in his jurisdiction. The State Government may also announce packages for Land Acquisition.
Residential/ Commercial and other structures:

The compensation cost of structures are arrived at by assessment of market value, consultation with
APs and data collected from building contractors and property agents this meets the replacement
cost of the structures.
 The R & R budget has been calculated on the following basis: -
 The R & R budget is calculated on the basis of DLC rates or market value.
 The budget for the compensation of affected structures is based on the rates of various types
as described in Basic Schedule Rates (BSR), PWD, Govt. Of Manipur, 2016 and/or the market
values.

The average estimated rate for permanent structures without land has been calculated at Rs.
16,218/m2, semi-permanent structures have been calculated at Rs. 12,448/m2, and temporary
structures have been calculated at the rate of Rs. 3,769/m2. The compensation for boundary walls at
per running metre is Rs. 6,244/metre1.
5.16.3 Assistance
Shifting allowance: Shifting allowance will be provided to all the affected households losing
structures and tenants. The unit cost has been derived on a lump sum basis of Rs. 50,000/-.
Rental Assistance: Rental assistance to titleholder (structures) and tenants in structures will be
provided in the form of grants to cover maximum three months’ rentals @ Rs. 4,000/- per month.
Rehabilitation Assistance to APs Losing Business Establishment: Title holders losing their business
establishment due to displacement will be provided with a lump sum transitional allowance of Rs.
50,000/-. This rate has been fixed based on the estimates of average income for a period of three
months.
Training Assistance to Agricultural Titleholders: Training Assistance will be provided for income
generating vocational training and skill up-gradation options as per APs choice at the rate of Rs.
5,000/- per affected household to those households losing their primary source of income.
Rehabilitation Assistance to Employees in Structure: Wage earning employees indirectly affected

due to displacement of commercial structure will be provided assistance as per the prevailing local
wage rate for 3 plus months i.e. @ Rs. 146/- for 100 days.
Rehabilitation Assistance to Agricultural Labourers/Sharecroppers: Agricultural Labourers/

Sharecroppers will be provided with assistance as per the prevailing local wage rate for 100 days @
Rs. 173/- per day.
Assistance to Vulnerable Households: One time lump sum assistance of Rs. 50,000/- will be paid to
each vulnerable households. (This will be paid above and over the other assistance(s) as per the
entitlement matrix).
5.16.4 Compensation for Community and Government Property

Religious and Community Structures: The religious and community structures are being partially
affected and do not require full replacement. However, a lump sum provision of Rs. 3,00,000/- per
structure is made in the budget to rebuild are enhance the ambience of these structures. However,
any religious or community structure requires full relocation will be compensated in replacement
rate.
5.16.5 RP Implementation and Support Cost

For grievance redress process a lump sum of Rs 4,80,000/- is provided for two years and cost of other
RP implementation and administrative activities will be a part of proposed departmental
expenditure. The separate fund for grievance redressal for this project is made based on intensity of
impacts. In addition, the process will involve interdepartmental arrangement and include
participation by representatives of APs, particularly of vulnerable APs, local government

representatives, representative of other interest groups besides PIU.
5.16.6 Source of Funding and Fund Flow Management

The cost related to land acquisition and resettlement cost will be borne by the EA. EA will ensure
allocation of funds and availability of resources for smooth implementation of the project R&R
activities. The EA will, in advance, initiate the process and will try to keep the approval for the R&R
budget in the fiscal budget through the ministry of finance. In the case of assistance and other
rehabilitation measures, the EA will directly pay the money or any other assistance as stated in the
RP to APs. The PIU will be involved in facilitating the disbursement process and rehabilitation
program.
5.16.7 R&R Budget

A detailed indicative R&R cost is given in Table
Table 5.18: Estimates of Entitlements
Rate Total Area Cost
Item
(in Rs. Per Ha) (Ha)/Number (in Rs.)
I. Compensation for loss of Private Property
1. Loss of Land (agricultural, homestead, commercial or otherwise)
Direct Purchase rate of Private Land @ Rs. 140.00 Per
15,069,460.00 0.00 0.00
sq. ft.
Sub Total (A) 0.00
2. Loss of Structure (house, shop, building or immovable property or assets attached to land
Type of Structure Rs. Per Sqm Area Sqm
Permanent 16,218 0.00 0.00
Semi-Permanent 12,448 0.00 0.00
Temporary 3,769 0.00 0.00
Subtotal (B) 0.00
100% Solatium for Land and Structure (C) 0.00
II. Rehabilitation and Resettlement (Land owners & families dependent on Land)
4. Loss of Residence for physically displaced
Special Cash Assistance of Rs. 5 lakhs / Offer Job 500,000.00 0.00 0.00
Shifting Assistance to DPs 50,000.00 0.00 0.00
Subsistence Allowance for 12 months 36,000.00 0.00 0.00
Additional Assistance to Vulnerable Groups 50,000.00 0.00 0.00
One Time Resettlement Allowance 50,000.00 0.00 0.00
Subtotal (E) 0.00
5. Loss of Shop/trade/commercial structure physically displaced
Special Cash Assistance of Rs. 5 lakhs / Offer Job 500,000.00 0.00 0.00
Additional Assistance to Vulnerable Groups 50,000.00 0.00 0.00
Transitional Allowance 50,000.00 0.00 0.00
One Time Resettlement Allowance 50,000.00 0.00 0.00
Subtotal (F) 0.00
III. Impact to Standing Crops and Trees

Rate Total Area Cost

Item
(in Rs. Per Ha) (Ha)/Number (in Rs.)
Average cost of the fruit bearing trees included in EMP 119
Subtotal (F1)
V. Impact to Tenant during Construction
Rental Assistance of Rs. 9,000 9,000.00 0.00 0.00
Subtotal (K) 0.00
VI. Common Property Resource
Religious Structures 250,000.00 0.00 0.00
School/Community Property 100,000.00 7.00 7,00,000.00
Quasi Govt/ VC Buildings 250,000.00 0.00 0.00
Cost of structure in lieu of community Land 2,500,000.00 0.00 0.00
Subtotal (L) 0.00
VIII. Unforeseen Impacts
Contingency of 10% Total of (A to L) 10% 70,000.00
Subtotal (M) 70,000.00
IX. Implementation of RAP
Support for implementation of RAP (lumpsum)[9] 4,450,000 0.00 0.00
M & E consultant (lumpsum) 480,000 0.00 0.00
Subtotal (N) 0.00
Total(O) = (A to N) 770,000.00
The above estimate is based on rates vide Entitlement Matrix (June –July 2018) as per the norms of
RFCTLARR Act, 2013 in accordance to Manipur RFCTLARR Rules, 2014 and in accordance with
National Highway Authority of India’s Policies. As escalation of 12% on the said matrix is – allowed to
arrive at the current cost of R&R = 1.12 x Rs 770,000.00 = Rs 862,400.00 say Rs. 0.086 Cr.

5.17 IMPLEMENTATION SCHEDULE

5.17.1 Introduction
Implementation of RP mainly consists of compensation to be paid for affected structures and
rehabilitation and resettlement activities. The time for implementation of resettlement plan will be
scheduled as per the overall project implementation. All activities related to the land acquisition and
resettlement must be planned to ensure that compensation is paid prior to displacement and
commencement of civil works. Public consultation, internal monitoring and grievance redress will be
undertaken intermittently throughout the project duration.
However, the schedule is subject to modification depending on the progress of the project activities.
The civil works contract for each project will only be awarded after all compensation and relocation
has been completed for project and rehabilitation measures are in place.
5.17.2 Schedule for Project Implementation

The proposed project R&R activities are divided in to three broad categories based on the stages of
work and process of implementation. The details of activities involved in these three phases i.e.
Project Preparation phase, RP Implementation phase, Monitoring and Reporting period are discussed
in the following paragraphs.
Project Preparation Phase
The major activities to be performed in this period include establishment of PMU and PIU at project
and project level respectively; submission of RP for approval NHIDCL; and establishment of GRC etc.
The information campaign & community consultation will be a process initiated from this stage and
will go on till the end of the project.
5.17.3 RP Implementation Phase

After the project preparation phase the next stage is implementation of RP which includes issues like
compensation of award by EA; payment of all eligible assistance; relocation of APs; initiation of
economic rehabilitation measures; site preparation for delivering the site to contractors for
construction and finally starting civil work.
5.17.4 Monitoring and Reporting Period

As mentioned earlier the internal monitoring will be the responsibility of PMU, PIU and will start early
during the project when implementation of RP starts and will continue till the complementation of
the sub-project. The independent monitoring and reporting will be the responsibility of Construction
Supervision Consultant (CSC) to be hired for the sub project.
5.17.5 R&R Implementation Schedule

A composite implementation schedule for R&R activities in the project including various sub tasks
and time line matching with civil work schedule is prepared and presented in the form of Table. The
cut-off date will be notified formally for titleholder as the date of LA notification. However, the
sequence may change or delays may occur due to circumstances beyond the control of the Project
and accordingly the time can be adjusted for the implementation of the plan. The implementation

schedule can also be structured through package wise. The entire stretch has been considered in one
single package package and the completion of resettlement implementation for the said package
shall be the pre-condition to start of the civil work at that particular contract package.

Table 5.19: Implementation Schedule of NH-102C

2017 2018 2019 2020
1Q 2Q 3Q
4Q 1Q 2Q 3Q 4Q 1Q 2Q 3Q 4Q 1Q 2Q
1 1 1 1 1 1 1 1 1
1 2 3 4 5 6 7 8 9 1 2 3 4 5 6 7 8 9 1 2 3 4 5 6 7 8 9 1 2 3 4 5 6
0 1 2 0 1 2 0 1 2
Project Preparation Stage
Scree project impact
Public Consultation on alignment
Prepare Land Acquisition Plan
Carry out Census Survey
Prepare Resettlement Plan (RP)
RP Implementation Stage
Obtaing RP approval from NHIDCL
Disclosure of RP
Formation of GRC (Grievance
Mechanism)
Implementation of GRC
Public Consultation
Co-ordination with district
authority for LA
Submission of LA proposals to DC
Declaration of cut-off date (LA
notification)
Payment of compensation
Taking procession of acquired land
Handling over the acquired land to
contractor
Rehabilitation of APs
Monitoring and Reporting Period
Internal monitoring and reporting
Hiring Construction Supervision
Consultant
External monitoring and reporting

5.18 MONITORING AND EVALUATION

5.18.1 Introduction
Monitoring is a periodic assessment of planned activities providing midway inputs, facilitates changes
and gives necessary feedback of activities and the directions on which they are going, whereas
Evaluation is a summing up activity at the end of the project, assessing whether the activities have
actually achieved their intended goals and purposes. In absence of an effective monitoring strategy it
would be impossible to ensure that all anticipated benefits and entitlements reach APs in time and in
an efficient grievance free manner. It will be a systematic and continuous process of collecting and
analysing information about the progress of the project and a tool for identifying strengths and
weaknesses within a project. Resettlement monitoring will include the collection, analysis, reporting
and use of information about the progress of resettlement, based on the RP. Monitoring in
resettlement will focus on restoration of income and standard of living of the affected persons as the
primary focus. Several key activities such as delivery of entitlements will also be monitored. EA will
have two tiers (Internal and External) monitoring system.
5.18.2 The Internal Monitoring

The internal monitoring will be handled by PIU. A monitoring cell will be established in PIU with
individuals having appropriate skills and capacity. A comprehensive and relevant database and
management 'information system (MIS) will be established and updated periodically for monitoring
various activities of the project. The RP information generated through various surveys like census,
baseline socio-economic, land and structures will become important input of the information system.
Effective Monitoring will help accomplish this task and facilitate appropriate changes in resettlement
implementation based on the information obtained, through routine collection of data. Therefore, EA
will develop a monitoring plan that covers all essential stages of resettlement i.e. preparatory stage,
relocation stage & rehabilitation stage.
PIU, EA will form independent monitoring cell which will work at the time of Project Implementation.
5.18.3 Key Indicators of Monitoring

EA, considering the importance of the various stage of project cycle, will handle the monitoring at
each stage as stated below:
5.18.4 Preparatory Stage

During the pre-relocation phase of resettlement operation, monitoring is concerned with
administrative issues such as, establishment of resettlement unit, budget, land acquisition,
consultation with APs in the preparation of resettlement plan, payments of entitlements due,
grievance redressal, and so on.
 The key indicators for monitoring at this stage will be:
 Conduct of baseline survey
 Consultations
 Identification of DP and the numbers

 Identification of different categories of APs and their entitlements

 Collection of gender disaggregated data
 Inventory & losses survey
 Asset inventory Entitlements
 Valuation of different assets

 Budgeting
 Information dissemination
 Institutional arrangements
 Implementation schedule review, budgets and line items expenditure
5.18.5 Relocation Stage

Monitoring during the relocation phase covers such issues as site selection in consultation with APs,
development of relocation sites, assistance to APs (especially to vulnerable groups) in physically
moving to the new site. Likewise, aspects such as adjustment of APs in the new surroundings,
attitude of the host population towards the new-comers and development of community life are also
considered at this stage. The key indicators for monitoring will be:
 Payment of compensation
 Delivery of entitlement
 Grievance handling
 Land acquisition
 Preparation of resettlement site, including civic amenities '(water, sanitation, drainage,
paved streets, electricity)
 Consultations
 Relocation
 APs who do not relocate
 Payment of compensation
 Livelihood restoration assistance.
5.18.6 Rehabilitation Stage

Once APs have settled down at the new sites, the focus of monitoring will be on issues of economic
recovery programmes including income generating schemes (IGSs), acceptance of these schemes by
APs, impact of IGSs on living standards, and the ability of the new livelihood patterns. The key
indicators for monitoring will be:
 Initiation of income generation activities

 Provision of basic civic amenities and essential facilities in the relocated area
 Consultations

 Assistance to enhance livelihood and quality of life
The most crucial components/indicators to be monitored are specific contents of the

activities and entitlement matrix.
 Input and output indicators related to physical progress of the work will include items as:
 Training of PIU, ROs and other staff completed

 Public meetings held
 Census, assets inventories, assessments and socio-economic studies completed.
 Meeting of DLCs
 Meeting of GRCs
 Grievance redresses procedures in-place and functioning.
 Compensation payments disbursed.
 Shops space allotted.

 Relocation of APs completed.
 Employment provided to APs.
 Community development activities completed.
 Infrastructure repaired, bus stands, water and sanitation facilities provided.
 Village roads repaired.

 Training of APs initiated.
 Income restoration activities initiated.

 Number of families affected and resettled.
 Extent of government land identified and allotted to the APs.

 Monitoring and evaluation reports submitted.
5.18.7 Reporting Mechanism

As stated earlier one of the main roles of PIU will be to oversee proper and timely implementation of
all activities in RP. Internal Monitoring will be a regular activity for PIU and Rehabilitation Manager
will oversee the timely implementation of R&R activities. Internal Monitoring will be carried out by
the PIU (through the R&R Cell) and its agents, PIU will prepare monthly/quarterly reports on the
progress of RP Implementation. PIU will collect information from the project site and assimilate in the
form of monthly progress to access the progress and results of RP implementation and adjust work
programme where necessary, in case of delays or problems. Both monitoring and evaluation will
form parts of regular activities and reporting on this will be extremely important in order to
undertake mid-way corrective APs. The reports can broadly be classified as:
 Progress reports during Implementation of the RP
 Qualitative reports highlighting the qualitative aspects

 Financial reports
 Evaluation reports based on benefits and impact of assistance provided.
5.18.8 Resources Requirement and Database Management

For the PIU to function, EA will allocate adequate financial resource towards office space, computers,
transport and staff budget. The following essential requirements will be planned:
 Annual budget for Monitoring
 Office space
 Tables, chairs and furniture.
 Computer dedicated to the monitoring unit

 Transport
 Administrative support staff
 Appropriate technical staff

 Add on database management
5.18.9 External or Independent Monitoring

External (or Independent) monitoring will be hired to provide an independent periodic assessment of
resettlement implementation and impacts to verify internal monitoring, and to suggest adjustment of
delivery mechanisms and procedures as required. A social and economic assessment of the results of
delivered entitlements and measurement of the income and standards of living of the APs before and
after resettlement will be integral components of this monitoring activity.
To function effectively, the organization responsible for external monitoring will be independent of
the governmental agencies involved in resettlement implementation. The agency will submit monthly
and quarterly monitoring reports. Mid-term and final evaluation will be done by the agency to find
out if the R&R objectives have been achieved as against the performance impact indictors.
5.18.10 Scope of Work of External Monitor:

 Examine and verify internal monitoring system and suggest changes.
 Prepare independent reports based on monitoring visits.
 Major recommendations for remedial actions.
 Major recommendations for policy changes.
 Maintenance of database.
Detail Activities to be undertaken by External Monitor:

The scope of activities will include but not be limited to:
 Verification of internal reports, by field check of delivery of the following:

 Payment of compensation including its levels and timing.

 Land readjustment.
 Preparation and adequacy of resettlement sites.
 House construction.
 Provision of employment, its adequacy and income levels.
 Training.
 Rehabilitation of vulnerable groups.
 Infrastructure repair, relocation or replacement.
 Enterprise relocation, compensation and its adequacy.
 Transition allowances.
5.18.11 Property and demographic survey of the following affected persons:

 100% census survey of persons who were severely affected by Project works and have
relocated either to group resettlement sites or preferred to self-relocate.
 20% sample survey of persons who had property, assets, incomes and activities marginally
affected by Project works and did not relocate.
 20% sample survey of those affected by off-site project activities by contractors’

subcontractors, including employment, use of land for contractor's camps, pollution, public
health etc.
 Generate gender disaggregated socio-economic data, socio-economic condition, needs and
priorities of women etc.
5.18.12 Evaluation of Delivery and Impacts of Entitlements

 Identify the categories of impacts and evaluate the quality and timeliness of delivery of
entitlements (compensation and rehabilitation measures) for each category of impact.
He/she will ensure that how the entitlements were used and examine impact and adequacy
to meet the specified objectives of the RP.
 Ensure the quality, sufficiency of funds and on-time delivery of entitlements according to RP.
Also verify other monitoring reports prepared during implementation by an independent
source.
 Establish by appropriate investigative and analytical techniques, the pre-and post- Project
socio-economic conditions of the affected people. In the absence of baseline socio-economic
data on income and living standards, and given the difficulty of APs having accurate
recollection of their pre-Project income and living standards, develop some quality checks on
the information to be obtained from the APs. Such quality checks could include verification
by neighbours and local village leaders. The methodology for assessment should be very
explicit.
5.18.13 Evaluation of Consultation and Grievance Procedures

Identify, quantify and qualify the types of conflicts and grievances reported and resolved and the

consultation and participation procedures.
5.18.14 Declaration of Successful Implementation

Provide a summation of whether involuntary resettlement was implemented (a) in accordance with
the RP, and (b) in accordance with Policy on Involuntary Resettlement.
5.18.15 Actions Required

Describe any outstanding actions that are required to bring the resettlement into compliance with
Policy on Involuntary Resettlement. Describe further mitigation measures needed to meet the needs
of any affected person or families judged and/or perceiving themselves to be worse off as a result of
the Project.
Provide a timetable and define budget requirements for these supplementary mitigation measures
and detail the process of compliance monitoring and final "signing off" for these APs.
5.18.16 Reporting Cycle/Frequency

PIU is responsible for supervision and implementation of the RP & will prepare monthly progress
reports on resettlement activities. The external M&E expert will submit bi-annual review directly to
EA and determine whether resettlement goals have been achieved, more importantly whether
livelihoods and living standards have been restored/enhanced and suggest suitable
recommendations for improvement.
5.18.17 Participation of affected people in M&E

The general approach to be used is to monitor activities and evaluate impacts ensuring participation
of all stakeholders especially women and vulnerable groups. Monitoring tools would include both
quantitative and qualitative methods:
 Baseline household survey of a representative sample, disaggregated by gender and
vulnerable groups to obtain information on the key indicators of entitlement delivery,
efficiency, effectiveness, impact and sustainability. 20% percent random sample of APs will
be covered.
 Focused Group Discussions (FGD) that would allow the monitors to consult with a range of
stakeholders (local government, resettlement field staff, PIU, community leaders and APs).
 Key informant interviews: select local leaders, village workers or persons with special
knowledge or experience about resettlement activities and implementation.
 Community public meetings: open public meetings at resettlement sites to elicit: -
 Information about performance of various resettlement activities.
 Structured direct observations: field observations on status of resettlement
 Implementation, plus individual or group interviews for crosschecking purposes.
 Informal surveys/interviews: informal surveys of APs, host village, workers, resettlement

staff, and implementing agency personnel using non-sampled methods. In the case of
special issues, in-depth case studies of APs and host populations from various social classes

will be undertaken to assess impact of resettlement.
5.18.18 Impact on Women

The project will have both positive and negative impact on the women of the region. The women, by
virtue of their biological difference, enjoy a low privilege status in the society as compared to their
male counterpart. Any negative impact of the project would have greater magnitude on this less
privileged class of the society. It is imperative to have a continuous monitoring and evaluation of
implication of RP implementation on the women.

5.19 CONCLUSION
The Government of Manipur has taken up the initiative to develop, maintain the highways and other
district roads of the State of Manipur under the big push of agricultural as well as tourist growth and
increase of trade with outer world where the intensity of traffic has increased considerably and there
is necessity for augmentation of capacity for safe and efficient movement of traffic. One such project
is the development for 2-laning of NH-102C from Pallel to Chandel Town for a length of 18.292 km.
The project road starts from Pallel village (Junction of Imphal-Myanmar border road) and ends at
Chandel village near Chandel district hospital in the district of Chandel. Total length of the project
road comes out as 18.292 km. The start co-ordinate of the project is latitude 24027’1.77”N and
longitude 9401’33.54”E. The End co-ordinate is latitude 24019’5.49”N and longitude 93059’3.74”E.
Majority of the stretch is in mountanious terrain with few places passing through plain terrain. This
Road is passing through Pallel village, Thamlakhuren village, Penaching village, Liwachangning village,
Kapaam village, Old Wangparal village, Ziontlang village, Chandanpokpi village, Khukthar village,
Hebunglok village, Ringkhu village, Sektaikarong village, Salemthar village, Lirungtabi village, Seljol
village, Betuk village, Liwakhullen village, Mengkang village, Liwasarei village, P. Ralringkhu village,
Japhou village, Thotchanram village, Thangbang Minou village, Sinadam village, Khadungyon village,
Japhou bazaar, Abungnikhu village, Deeringkhu village, Panchai village, Hnatham village, Chandel
Khullen Village, Chandel Khubul village and ends at Chandel Christian village.
The existing RoW varies from 7 m to 16 m throughout the project road. As improvement of the
alignment is being made within the ERoW, the acquisition of Land is not required.
The public consultation on the focus groups and the stakeholders give the opportunity to address
issues, which were already resolved after making appropriate changes in design and alternative
finalisation. The stakeholders become aware of the development schemes and at the same time
influence and share to control over these initiatives, decisions and resources. Community
consultations also help to avoid opposition to the project, which is otherwise likely to occur.
Decisions regarding providence of the resettlement and rehabilitation entitlement would be done as
per the guidelines of EA and Government of India. The APs may go to the Grievance Redressed Cell
and to the Arbitrator as per the provision laid in the Guidelines. It may be noted that the redress to
the grievances of the APs may be done with consideration.
In the total SIA, there is very little impact of resettlement and rehabilitation programmes as there is
no major impact in their livelihood and their socio economic as well as cultural way of life of the
people of these areas.
According to the proposed alignment of the Project Road the estimated cost for the various
categories of Affected Persons for different purpose and objective of Resettlement and Rehabilitation
based on rates vide Entitlement Matrix (June-July 2018) followed for EA road development works
with an escalation of 12% on the said matrix. The estimated cost of Resettlement and Rehabilitation
is not the total socio – economic cost of the project. The PIU should look into the income restoration
of the Affected Families with the objective that the families are ‘as well off as before’. The
Resettlement Budget is Rs. 0.086 crore. The Resettlement Impact is summarized in Tabular format.

Table 5.20: Resettlement Impacts


The widening of the NH gives an immense scope of development of the region in regards of easy
accessibility. Other than the development of the agricultural sector there would be easy accessibility
of the other industrial and consumerable products to the region and the finished Handicrafts and
cottage industrial products with the rest the country as well as for International Market. The socio –
economic status of the region is being changing drastically with inflow venture and human capital.
The changing climate of the socio – economic and political scenario of the state of Manipur with the
working culture of the people with a huge supply of local skilled and unskilled labourers would
increase the scope of developments by manifolds. Infrastructural investment such as the NH 102C
would remove the bottle neckness of development and help in taking a huge positive leap of
sustainable socio- economic growth of the region.

ACRONYMS
AROa : Assistant Resettlement Officer
AWC : Anganwadi Centre
BDO : Block Development Officer
BPL : Below Poverty Line
BSR : Basic Schedule Rates
CPR : Common Property Resource
DC : District Commissioner
DGM : Deputy General Manager
DPR : Detailed Project Report
EA : Executing Agency
EPC : Engineering, Procurement and Construction
FGD : Focus group discussions
GoI : Government of India
GP : Gram Panchayat
GRC : Grievance Redressal Committee
GSB : Granular sub base
HIV/AIDS : Human Immunodeficiency virus / Acquired immunodeficiency syndrome
IA : Implementing Agency
ICDS : Intregreted Child Development Service
ICDS : Integrated Child Development Services
KII : Key Informant Interview
MT : Motorized traffic
NGO : Non-Government Organization
NH : National Highway
NHIDCL : National Highway Infrastructural Development Corporation Limited
NMT : Non-motorized traffic
NRRP : National Rehabilitation and Resettlement Policy
OBC : Other Backward Castes
PHC : Primary health centre
PMU : Project Monitoring Unit
PIU : Project Implementation Unit
PT : Pedestrian traffic
R&R : Resettlement and Rehabilitation
RCD : Road Construction Department
SC : Scheduled Castes
SH : State Highway
ST : Scheduled Tribes
WHH : Women Headed Household

Pallel-Chandel Section of NH- 102C on Engineering, Procurement and Construction Traffic Surveys and Analysis
CHAPTER - 6
TRAFFIC SURVEYS AND ANALYSIS
6.1 Introduction
The National Highways & Infrastructure Development Corporation Limited (NHIDCL) has been
entrusted with the assignment of Consultancy Services for Carrying out Feasibility Study,
Preparation of Detailed Project Report and providing pre-construction services in respect of 2
laning of Pallel-Chandel Section of NH-102C on Engineering, Procurement and Construction
The project road starts from the junction of Imphal(RHS)- Myanmar border(LHS) road near Pallel
village under Kakching district and ends at Chandel village near Chandel district hospital in the
district of Chandel. The road passes through Pallel village, Thamlakhuren village, Penaching village,
Liwachangning village, Kapaam village, Old Wangparal village, Ziontlang village, Chandanpokpi
village, Khukthar village, Hebunglok village, Ringkhu village, Sektaikarong village, Salemthar village,
Lirungtabi village, Seljol village, Betuk village, Liwakhullen village, Mengkang village, Liwasarei
village, P. Ralringkhu village, Japhou village, Thotchanram village, Thangbang Minou village,
Sinadam village, Khadungyon village, Japhou bazaar, Abungnikhu village, Deeringkhu village,
Panchai village, Hnatham village, Chandel Khullen Village, Chandel Khubul village and ends at
Chandel Christian village.. The existing length of the project road comes out as 18.297 km.
6.2 Objective & Scope
The objective of the traffic studies carried out as part of this assignment is for technical
understanding and assessment of the project. In order to assess the project, volume of traffic that
uses the corridor and the future traffic demand were estimated with various types of traffic
surveys as stipulated in the TOR.
The detailed scope of services is as follows:
 To carry out 7 days continuous 24 hrs Classified Traffic Volume Count Survey at locations
informed to Client
 To analyze the data collected through possible leakage points and study of travel pattern to
determine through traffic for important segments of the route
 Determination of possible leakage points and alternative diversion routes by detailed network
study
 To carry out Intersection count survey (1day x 12 hour) at Major intersections along the
project road
 To carry out OD and Axle Load survey
 Calculation of MSA values based on Traffic volume for use in the pavement design.
The details of the data collection, primary as well as secondary, results from its analysis are
presented in the following sections.

6.3 Traffic Surveys
In order to understand the characteristics and the volume of traffic using the project road, data on
existing road network, traffic volume on the project road were collected through primary surveys.
For this purpose, a detailed reconnaissance survey was conducted to identify appropriate locations
for primary traffic surveys. The details on the types of primary traffic surveys carried out on the
Project Road and their locations are given in the following sections, followed by findings from the
analysis of this data.
6.3.1 Survey Locations

At the beginning of the study, a detailed reconnaissance survey has been carried out to identify
traffic homogeneous sections so that each homogeneous section will have similar traffic volume
and composition. Based on the above, the length of total project road has been considered as one
homogeneous section.
Homogeneous Section I : Km 0+000 to Km 18+297 (Pallel to Chandel)
6.3.2 Classified Traffic Volume Count Locations
Classified Traffic volume counts for 7days x 24hrs has been conducted in the following location:
 At Kapaam on NH 102C (Ch. 3+750 Km)
6.3.3 Turning Movement Count Survey Locations
Two major intersections were identified on the project road corridor. 1 day x 12 hrs. Turning
movement count survey was carried out at following two intersections on the project road. The
intersection points taken into consideration are as follows:
 4-legged intersection at Pallel (Ch. 0+000 Km)
 3-legged intersection at Chandel (Ch. 16+000 Km)
6.3.4 Axle Load Survey Location
Axle Load survey (2 days x 24hrs) has been conducted at one location which is as follows:
6.3.5 Origin Destination Survey Location

Origin Destination survey (1day x 24hrs) has been conducted at two locations which are as
follows:
 At Chandel on NH 102C ( Ch. 15+900 Km)
6.3.6 Pedestrian Count/Animal Cross Traffic Count Survey Location

Pedestrian Count Survey (1 day x 12 hrs.) has been conducted at four locations along the road
stretch which are as follows:

 At Pallel (Ch. 0+000 Km)

 At Kapaam (Ch. 3+750 Km)
 At Lunghu (Ch. 7+300 Km)
 At Chandel (Ch. 16+000 Km)
Detailed Traffic Survey Schedule is mentioned in Table 6.1
Table 6.1: Traffic Survey Schedule
Sl. Nos.
Type of Survey Locations
Proposed
1 Classified Traffic Volume Count 1  ATCC-1 at Kapaam (Ch. 3+750 km)

 TMC-1 at Pallel (Ch. 0+000 km )
2 Turning Movement Count Survey 2
 TMC-2 at Chandel (Ch. 16+000 km)
3 Axle Load Survey 1  Axle-1 Near (Ch. 4+000 km)
 OD-1 at Kapaam (Ch. 3+650 km)
4 Origin-Destination Survey 2
 OD-2 at Chandel (Ch. 15+900 km)
 Pedestrian-1 at Pallel (Ch. 0+000km)
Pedestrian Count/Animal cross  Pedestrian-2 at Kapaam (Ch. 3+750km)
5 4  Pedestrian-3 at Lunghu (Ch. 7+300km)
traffic count Survey
 Pedestrian-4 at Chandel (Ch. 16+000km)
6 Speed & Delay Survey 18.000 km  Total Project Stretch

Pedestrian-4 at Chandel(Ch. 16+000km)
Trained enumerators were used for counting traffic under the supervision of qualified and
experienced transport planners/supervisors. The data collected from the traffic surveys was coded
and entered into the computer for its analysis and interpretation of results with respect to
existing traffic, travel pattern and for forecasting purposes. The details from the analysis of survey
data are presented in the following sections. A traffic survey location map is given in Figure 6.1.

Legend
CTVC SURVEY
OD SURVEY
AXLE LOAD SURVEY
TMC SURVEY
PEDESTRIAN SURVEY
Fig 6.1: Traffic Survey Location Map

6.4 Classified Traffic Volume Counts
Classified directional traffic volumes were conducted with

ATCC for 7 days 24 hours at Kapaam (ch. 3+750) on the
project road, to obtain the following:
 Average Daily Traffic (ADT)

 Temporal Variation
 Daily Variation
 Hourly Varition
 Directional Distribution
 Traffic Composition
 Seasonal Variation
 Annual Average Daily Traffic (AADT)
 Peak Season AADT
The details of the above are presented in the following sections.
6.4.1 Average Daily Traffic (ADT)

The traffic volumes counted in 15 minute intervals have been aggregated to one-hour volumes.
These are presented in Appendix to Main Report. The hourly volumes have been aggregated into
daily volumes for the entire survey period (7-days). The daily volumes are then averaged for ADT.
To express the classified vehicular count in terms of PCUs, the PCU factors as given in IRC-108:
1996 have been considered. For ready reference, the PCU Factors considered in the analysis are
given in Table 6.2.

Table 6.2: PCU Factors Considered for the Study
Sl. No. Vehicle Type PCU Factor

1 Two Wheeler 0.50
2 Car/Jeep/ Van/Taxi/ Auto 1.00
3 Mini 1.50
BUS
4 Standard 3.00
5 LCV 1.50
6 2-Axle 3.00
7 Truck 3 -Axle 3.00
8 Multi-Axle 4.50
9 Agricultural With Trailer 4.50
10 Tractor Without Trailer 1.50
11 Cycle 0.50
12 Cycle Rickshaw 2.00
13 Hand Cart 3.00
14 Bullock Cart 8.00
Animal Drawn
15 Horse 4.00
The summary of ADT, as observed on the Project Road, in terms of vehicles and PCUs at different
survey locations is given in Table 6.3.
Table 6.3: ADT (December 2017) as Observed on the Project Road
Vehicle Type On NH 102C

Two Wheeler 730
Car/Jeep/Van/Taxi/Auto 885
Mini Bus 2
Standard Bus 25
LCV 90
2-Axle 50
3-Axle 1
Multi-Axle 0
Tractor With Trailer 2
Tractor Without Trailer 2
Cycle 39
Cycle Rickshaw 1
Hand Cart 1
Bullock Cart 0
Horse Cart 0
Total Motorized Vehicles (Number) 1787
Total Non Motorized Vehicles (Number) 41
Total Vehicles (Number) 1828
Total Motorized Vehicles (PCU) 1628
Total Non Motorized Vehicles (PCU) 24
Total Vehicles (PCU) 1652
Total Commercial Vehicle per day (Number) 170

6.4.2 Temporal Variation

Analysis has been carried out to understand the following parameters on temporal variation of
traffic on the Project Road
o Hourly variation of traffic, and
o Peak Hour Factor (PHF)
The results and findings from the above analysis are given below.
Daily Variation
Figure 6.2: Daily Variation of Traffic at 3+750 Km in Vehicles per Day

Figure 6.3: Daily Variation of Traffic at 3+750 Km in PCU per Day
From these above figures on Daily variation the following can be derived:
 Average daily traffic on the Day 6 (Saturday) and Day 7(Sunday) are much less
compared to other working days.
 The daily variation of traffic in working days with respect to ADT in numbers is
within +18.14% to –11.44% and is within +14.42% to –12.77% with respect to ADT
in PCU.
Hourly Variation
Similar to daily variation, analysis has also been carried out for hourly variation. The hourly variations in
traffic (in Vehicles and PCUs per Day) observed at both the count stations on the Project Road have been
presented in the following figures.

Hour
Figure 6.4: Hourly Variation of Traffic at 3+750 Km in Vehicles per Day
250.00
200.00
Vechile in PCU
150.00 Day 1
Day 2
Day 3
100.00
Day 4
Day 5
50.00 Day 6
Day 7
0.00
8-9
1-2
2-3
3-4
4-5
5-6
6-7
7-8
9-10
00-1
10-11
11-12
12-13
13-14
14-15
15-16
16-17
17-18
18-19
19-20
20-21
21-22
22-23
23-00
Figure 6.5: Hourly Variation of Traffic at 3+750 Km in PCU per Day
From these above figures on hourly variation the following can be derived:
o The passenger traffic moves mostly during the day time and it is very low particularly between
19:00 hrs. to 06:00 hrs.

o The slow moving traffic during night is negligible with most of the slow moving traffic moves
during the day
o Commercial traffic moves less in night compared to day time.
6.4.3 Directional Distribution

The directional distribution observed at the count station on the Project Road has been presented
in Table 6.4.
Table 6.4: Directional Distribution
Time Interval Km 3+750

(Hour) Traffic (PCU) Directional Distribution (%)
From To Up Down Up Down
8 9 372 414.5 47.30% 52.70%
9 10 428.5 461.5 48.15% 51.85%
10 11 603 441.5 57.73% 42.27%
11 12 516.5 468 52.46% 47.54%
12 13 454.5 422 51.85% 48.15%
13 14 446 483.5 47.98% 52.02%
14 15 447.5 512 46.64% 53.36%
15 16 475.5 517.5 47.89% 52.11%
16 17 494.5 455.5 52.05% 47.95%
17 18 369.5 291.5 55.90% 44.10%
18 19 185.5 106.5 63.53% 36.47%
19 20 121.5 62 66.21% 33.79%
20 21 59.5 31 65.75% 34.25%
21 22 28.5 17.5 61.96% 38.04%
22 23 9.5 3 76.00% 24.00%
23 0 13.5 4 77.14% 22.86%
0 1 3 4 42.86% 57.14%
1 2 0 0 0.00% 0.00%
2 3 0 1.5 0.00% 100.00%
3 4 17 5.5 75.56% 24.44%
4 5 4.5 20.5 18.00% 82.00%
5 6 35.5 46 43.56% 56.44%
6 7 135.5 135.5 50.00% 50.00%
7 8 231 327 41.40% 58.60%
Total 5452 5232 51.03% 48.97%
The overall directional distribution is 51:49 considering the traffic flow at kapaam.
6.4.4 Traffic Composition

While detailed traffic count is presented in Appendix to Main Report, for ready reference and
easier appreciation, the composition of traffic at count location has been presented in Figure 6.6.

Figure 6.6: Traffic Composition (3+750 km)
From the above figures it is revealed that car & two wheelers comprise about 88% of total traffic
whereas commercial vehicle comprise about 9% of total traffic on the project road.
The traffic composition shown in the above figures has been summarized in Table 6.5.

Table 6.5: Traffic Composition at km 3+750
Type of Vehicle % of Total ADT

Two Wheeler 39.93 730
Car/Jeep/Van/Taxi/Auto 48.44 885
Mini Bus 0.11 2
Standard Bus 1.39 25
LCV 4.91 90
2-Axle 2.71 50
3-Axle 0.06 1
Multi-Axle 0.00 0
Tractor With Trailer 0.10 2
Tractor Without Trailer 0.10 2
Cycle 2.13 39
Cycle Rickshaw 0.08 1
Hand Cart 0.03 1
Bullock Cart 0.00 0
Hand Cart 0.00 0
6.4.5 Seasonal Correction

The traffic plying on any road generally varies over different periods of year depending on the
cycle of different socio-economic activities in the regions through which it passes. Therefore, in
order to have more realistic picture of the traffic on the project road, it is required to assess
seasonal variation in traffic to estimate Annual Average Daily Traffic (AADT) and Peak Season ADT.
Therefore, the ADT observed during the survey duration is multiplied by a Seasonal Correction
Factor (SCF) to derive AADT and Peak season ADT. The seasonal correction factor is generally
derived from secondary data sources such as past month-wise traffic data on the project road,
sales of fuel at different filling stations along the project highway etc. Due to non-availability of
past traffic data on the project road monthly figures of fuel sales data collected from two petrol
pumps on the project road is considered for calculation of seasonal correction factors.
Seasonal Correction Factor

For the present study, firstly the petrol and diesel sale figures have been used from two different
petrol pumps on the project road. The petrol and diesel fuel sale data for the years 2017-2018
have been collected and analyzed for estimation of Average Seasonal Correction Factor (ASCF) and
Peak Seasonal Correction Factor (PSCF). As the traffic surveys were conducted in the month of
December, the above factors for the month of December is considered. The fuel sales figures at
the filling station in the region are presented season wise in Table 6.6 – 7.8.
Table 6.6: Summary of Petrol sales data at Fuel Station

Petrol Sales Data (in Litre)
Fuel Stations
Year Month M/S CR. Nicholas M/s Highway Avg. Sales Per
Filling Station Petroleum Agency Station (Lt.)
2017 Apr 26900 1,21,561 74,230

Petrol Sales Data (in Litre)

Fuel Stations
Year Month M/S CR. Nicholas M/s Highway Avg. Sales Per
2017 May 26789 1,21,561 74,175
2017 Jun 31646 1,21,561 76,603
2017 Jul 28190 1,21,561 74,875
2017 Aug 27324 1,21,561 74,442
2017 Sep 19571 1,21,561 70,566
2017 Oct 23284 1,21,561 72,422
2017 Nov 33089 1,21,561 77,325
2017 Dec 32142 1,21,561 76,851
2018 Jan 21769 1,21,561 71,665
2018 Feb 22000 1,21,561 71,780
2018 Mar 20000 1,21,561 70,780
Table 6.7: Summary of Diesel sales data at Fuel Station

Diesel Sales Data (in Litre)
Fuel Stations
Year Month M/S CR.Nicholas M/s Highway Avg. Sales Per
2017 Apr 35637 77,389 56,513
2017 May 34637 77,389 56,013
2017 Jun 30221 77,389 53,805
2017 Jul 28895 77,389 53,142
2017 Aug 34948 77,389 56,168
2017 Sep 27055 77,389 52,222
2017 Oct 33800 77,389 55,594
2017 Nov 58688 77,389 68,038
2017 Dec 55630 77,389 66,509
2018 Jan 41970 77,389 59,679
2018 Feb 36000 77,389 56,694
2018 Mar 32000 77,389 54,694
Table 6.8: Summary of Seasonal Variation Factor (Petrol and Diesel)

Avg. Seasonal Correction Peak Seasonal
Month Avg. Sales (Lt.)
Factor Correction Factor
Petrol Diesel Petrol Diesel Petrol Diesel
Jan 71,665 59,679 1.03 0.96 1.08 1.14
Feb 71,780 56,694 1.03 1.01 1.08 1.20
Mar 70,780 54,694 1.04 1.05 1.09 1.24
Apr 74,230 56,513 0.99 1.02 1.04 1.20
May 74,175 56,013 1.00 1.03 1.04 1.21
Jun 76,603 53,805 0.96 1.07 1.01 1.26
Jul 74,875 53,142 0.99 1.08 1.03 1.28

Avg. Seasonal Correction Peak Seasonal

Month Avg. Sales (Lt.)
Factor Correction Factor
Petrol Diesel Petrol Diesel Petrol Diesel
Aug 74,442 56,168 0.99 1.02 1.04 1.21
Sep 70,566 52,222 1.05 1.10 1.10 1.30
Oct 72,422 55,594 1.02 1.03 1.07 1.22
Nov 77,325 68,038 0.95 0.84 1.00 1.00
Dec 76,851 66,509 0.96 0.86 1.01 1.02
Avg.
Sale per 73,810 57,423
Month
Average Seasonal Correction Factor for Petrol operated

0.96
vehicles =
Average Seasonal Correction Factor for Diesel operated
0.86
vehicles =
Average Seasonal Correction Factor to be considered for both type of vehicles = 0.92
Peak Seasonal Correction Factor for Petrol operated vehicles = 1.01

Peak Seasonal Correction Factor for Diesel operated vehicle = 1.02
Peak Seasonal Correction Factor to be considered for both type of vehicles = 1.01
The Average Seasonal Correction Factor (ASCF) has been applied on the ADT observed at the count
location to derive AADT which will be used for pavement design and Economic Analysis. On the
other hand Peak Seasonal Correction Factor (PSCF) has been applied on the ADT to derive Peak
Season ADT which will be used for the Capacity Assessment.
The following observation can be made from the above tables:
An average of ASCF (0.96 and 0.86) and average of PSCF (1.01 and 1.02) has been calculated based
on petrol and diesel sales percentage of total fuel consumption on the project road are applied on
ADT.
6.4.6 Annual Average Daily Traffic (AADT)

The Average seasonal correction factors for petrol and diesel driven vehicles, described in the
previous sections have been applied to ADT to derive AADT. The ADDT is used for pavement design
and economic analysis. AADT of project road is used for capacity assessment are given in the
following Table 6.9.
Table 6.9: Estimates of AADT as observed on the project road (December 2017)
AADT
Kapaam
Vehicle Type
(Ch. 3+750Km)
Two Wheeler 701
Car/Jeep/Van/Taxi/Auto 807
Mini Bus 2

AADT
Kapaam
Vehicle Type
(Ch. 3+750Km)
Standard Bus 22
LCV 77
2-Axle Truck 43
3-Axle Truck 1
Multi-Axle 0
Tractor With Trailer 2
Tractor Without Trailer 2
Cycle 39
Cycle Rickshaw 1
Hand Cart 1
Bullock Cart 0
Horse Cart 0
Total Motorized Vehicles (Number) 1657
Total Non-Motorized Vehicles (Number) 41
Total Vehicles (Number) 1698
Total Motorized Vehicles (PCU) 1484
Total Non-Motorized Vehicles (PCU) 24
Total Vehicles (PCU) 1508
Total Commercial Vehicle per day(Number) 147
6.4.7 Traffic Growth Rates

As per IRC: SP 48:1998, Hill road manual, 7.5% growth of traffic is considered for hill road as past
traffic data is not available.

6.4.8 Traffic Projection

Table 6.10: Traffic Projection
AADT
Mini Agri. Agri. Total
Growth Car/Jeep/ Cycle Total in
Year Two / Stand 2- 3 - Multi- Tract. Tract. Hand Bullock Horse in
Factors Van/Taxi/ LCV Cycle Ricks Numbers
Wheeler RTVs Bus Axle Axle Axle With Without Cart Cart Cart PCU
Auto haw
Bus Trailer Trailer
2017 7.5% 701 807 2 22 77 43 1 0 2 2 39 1 1 0 0 1698 1508
2018 7.5% 754 868 2 24 83 46 1 0 2 2 42 2 1 0 0 1825 1621
2019 7.5% 810 933 2 25 90 49 1 0 2 2 45 2 1 0 0 1962 1742
2020 7.5% 871 1003 2 27 96 53 1 0 2 2 48 2 1 0 0 2109 1873
2021 7.5% 936 1078 2 29 103 57 1 0 2 2 52 2 1 0 0 2267 2013
2022 7.5% 1006 1159 2 32 111 61 1 0 2 2 56 2 1 0 0 2437 2164
2023 7.5% 1082 1246 3 34 120 66 2 0 2 2 60 2 1 0 0 2620 2327
2024 7.5% 1163 1340 3 36 129 71 2 0 3 3 65 2 1 0 0 2816 2501
2025 7.5% 1250 1440 3 39 138 76 2 0 3 3 70 3 1 0 0 3027 2689
2026 7.5% 1344 1548 3 42 149 82 2 0 3 3 75 3 1 0 0 3255 2890
2027 7.5% 1445 1664 4 45 160 88 2 0 3 3 80 3 1 0 0 3499 3107
2028 7.5% 1553 1789 4 49 172 95 2 0 4 4 86 3 1 0 0 3761 3340
2029 7.5% 1670 1923 4 52 184 102 2 0 4 4 93 3 1 0 0 4043 3591
2030 7.5% 1795 2067 4 56 198 110 3 0 4 4 100 4 1 0 0 4346 3860
2031 7.5% 1929 2222 5 60 213 118 3 0 4 4 107 4 2 0 0 4672 4150
2032 7.5% 2074 2389 5 65 229 127 3 0 5 5 115 4 2 0 0 5023 4461
2033 7.5% 2230 2568 5 70 246 136 3 0 5 5 124 5 2 0 0 5399 4795
2034 7.5% 2397 2761 6 75 265 146 3 0 5 5 133 5 2 0 0 5804 5155
2035 7.5% 2577 2968 6 81 285 157 4 0 6 6 143 5 2 0 0 6240 5542
2036 7.5% 2770 3191 7 87 306 169 4 0 6 6 154 6 2 0 0 6708 5957
2037 7.5% 2978 3430 7 93 329 182 4 0 7 7 166 6 2 0 0 7211 6404
2038 7.5% 3201 3687 8 100 354 195 5 0 7 7 178 7 3 0 0 7752 6884
2039 7.5% 3441 3964 8 108 380 210 5 0 8 8 191 7 3 0 0 8333 7401

AADT
Mini Agri. Agri. Total
Growth Car/Jeep/ Cycle Total in
Year in
Factors Two Van/Taxi/ / Stand LCV 2- 3 - Multi- Tract. Tract.
Cycle Ricks
Hand Bullock Horse Numbers
Wheeler RTVs Bus Axle Axle Axle With Without Cart Cart Cart PCU
Auto haw
Bus Trailer Trailer
2040 7.5% 3699 4261 9 116 409 226 5 0 8 8 206 8 3 0 0 8958 7956
2041 7.5% 3977 4580 10 125 439 243 6 0 9 9 221 8 3 0 0 9630 8552
2042 7.5% 4275 4924 11 134 472 261 6 0 10 10 238 9 3 0 0 10352 9194

Fig: 6.7 Traffic Projection for Pallel-Chandel section of NH-102C
From traffic projection table it is found that base year traffic in the project road is 1742 PCU i.e. less
than Design service volume of 6000 PCU per day (recommended in IRC: SP 73-2018 for
mountainous terrain). Considering 7.5% traffic growth rate and 20 years design life of flexible
pavement, the projected traffic in the year 2042 comes out as 9194 PCU. The traffic projection
crosses the recommended design service volume of 6000 PCU in the year 2037, which is basically
15 years from the year of opening of road after construction.
Therefore, at present 2-lane road is recommended within the existing ROW.

6.5 Intersection Turning Movement Counts
Intersection turning movement surveys were carried out at the following identified 2 major
intersections on the project road:
 4-legged Junction at Pallel (chainage 0+000 Km)

 3-legged Junction at Chandel (chainage 16+000Km)
Classified directional turning movements were counted at each of

the above two intersections for working day from 08:00 a.m to
8.00 p.m. Trained enumerators have carried out these surveys
under close supervision of Traffic Expert. The details on the
turning movement counts are given in Appendix volume. The peak hour flows (in vehicles and PCUs)
have been presented in Figures 7.5 to 7.8. The peak hour turning movements at various major junctions
on the Project Road have been calculated. These forecasts consider the likely growth in the traffic at
intersections. Forecasts of peak hour intersection turning movements are given in Appendix to Main
Report. IRC: 92-1985, Section 3, specifies warrants for providing grade separation. Since the Project
Road will be developed as per 2 lane, grade separators are needed when the total peak hour traffic at a
junction exceeds 10,000 PCUs/hr. However, the following table shows that the peak hour intersection
flow doesn’t reach 10,000 PCUs/hr for any locations. So grade separator is not required.
Table 6.11: Summary of Peak Hour Intersection Flows

Total Junction Peak Hr Flow
Sl.No. Name of Intersection
Number PCU
1 4-legged Junction at Pallel (CH. 0+000 km) 365 336
2 3-legged Junction at Chandel (CH. 16+000 Km) 341 262

Fig 6.8: Peak hour traffic in Number at Ch. 0+000 Km at Pallel Junction

Fig 6.9: Peak hour traffic in PCU at Ch. 0+000 Km at Pallel Junction

Fig 6.10: Peak hour traffic in Number at Ch. 16+000 Km Chandel Junction
Fig 6.11: Peak hour traffic in PCU at Ch. 16+000 Km at Chandel Junction

6.6 Origin Destination Survey
A. Road Side Interviews for O-D
To understand the travel demand pattern in the region,

Origin and Destination (O-D) Survey was carried out for one
day (24 hours) at two locations. The locations of the Origin
Destination survey were fixed on NH-102C at Kapaam (CH.
3+650Km) and at Chandel (CH. 15+900 Km).
The O-D surveys on the project road were carried out based
on the roadside interview method as per IRC: 102-1988.
Both passenger and commercial vehicles plying on the project road were stopped on a random
sampling basis and interviewed. Police assistance was arranged at the survey locations for successfully
carrying out these surveys. The travel characteristics obtained by O-D survey facilitate the identification
of the traffic characteristics based on its origin and destination.
Trained enumerators under the supervision of transport planners collected the trip characteristics using
the survey forms designed for this purpose. The O-D survey elicited characteristics like origin,
destination, frequency, length of trip, etc., both for passenger and goods vehicles. The information
collected during roadside interviews was analyzed to obtain the trip distribution based on a zoning
system suitably designed in the study.
Before presenting the travel pattern, the sample size considered for O-D surveys are presented first in
the following section.
B. Sample Size Considered for O-D Surveys
As described earlier, the vehicles for the OD survey were interviewed on a random sample basis.
Tables 6.12(a) and 6.12(b) show the ADT and the sample size (both in absolute numbers and in
percentage terms) captured during the survey at CH 3+650Km and CH. 15+900Km respectively.
Table 6.12 (a): Sample Size Consideration on NH 102C at Km 3+650
Location : km 3+650 on NH 102C 05.12.2017

Vehicle Type Sample Collected Actual Volume Sample Size %
LCV 48 122 39
Bus 12 37 32
2 - Axle 21 44 48
Total 81 203 40%

Table 6.12(b): Sample Size Consideration on NH 102C at Km 15+900
Location : Km 15+900 onNH 102C 04.12.2017

Vehicle Type Sample Collected Actual Volume Sample Size %
LCV 19 115 17
Bus 12 39 31
2 - Axle 1 2 50
3 - Axle 19 51 37
Total 51 207 25%
C. Zoning System
For understanding the spatial dimensions of the trip characteristics of the vehicles interviewed during
the O-D survey, a scientifically derived zoning system was adopted. The Zoning System considered in
this study has been presented in Table 6.13(a) and 7.13(b)
Table 6.13(a): Zone code for OD at Kapaam on NH 102C
Zone Code Name of Zone

1 Near Project Road( Pallel, Chandel, Kapaam, Japhou, Immol, Molny)
2 North side of Project Road (Imphal, Kakching)
3 East Side of Project Road (Morre )
4 South side of Project Road ( Darku )
5 North West of Project Road ( Napam)
Table 6.13(b): Zone code for OD at Chandel on NH 102C
Zone Code Name of Zone

1 Near Project Road( Pallel, Chandel, Chandel Church, Kapaam, Immol)
2 North side of Project Road (Imphal, Kakching)
3 East Side of Project Road (Morre )
4 North West of Project Road ( Napam)
D. Travel Pattern
The origins and destinations of various types of vehicles observed at the O-D survey locations have
been analyzed for O-D Matrices as per the Zoning System presented above. The combined OD of all
vehicles (up and Down) along with zoning pattern is given in Table 6.14 and 6.15 respectively for the
project road.

Table 6.14: Combined OD Matrix and ZIF at Kapaam (Ch. 3+650) on NH 102C
Count of All
Destination Zone
Vehicles
Origin Zone 1 2 3 4 5 Grand Total
1 90 63 11 4 2 170
2 68 - - 1 - 69
3 11 - - 2 1 14
4 - - - - - 0
5 - - - - - 0
Grand Total= 169 63 11 7 3 253
Zone Influence Factor For All Vehicles

Zone Trip Trip
Name of Zone ZIF (%)
Code Attraction Production
Near Project Road( Pallel, Chandel, Kapaam, Japhou, Immol,
1 169 170 67.0
Molny)
2 North side of Project Road (Imphol, Kakching) 63 69 26.1
3 East Side of Project Road (Morre ) 11 14 4.9
4 South side of Project Road ( Darku ) 7 0 1.4
5 Rest Portion of India ( Napam) 3 0 0.6
253 253 100.0

2
5
1
3
Table 6.15: Combined OD Matrix and ZIF at Chandel (ch. 15+900) on NH 102C
Count of All
Destination Zone
Vehicles
Origin Zone 1 2 3 4 Grand Total
1 86 75 7 4 172
2 92 - - - 92
3 13 - - - 13
4 - - - - 0
Grand Total= 191 75 7 4 277
Zone Influence Factor For All Vehicles

Zone Trip Trip ZIF
Name of Zone
Code Attraction Production (%)
Near Project Road( Pallel, Chandel, Chandel Church,
1 191 172 65.5
Kapaam, Japhou, Imol)
2 North side of Project Road (Imphol, Kakching) 75 92 30.1
3 East Side of Project Road (Morre ) 7 13 3.6
4 Rest Portion of India (Napaam) 4 0 0.7
277 277 100.0

2
4
1
3
From the above tables, the following travel pattern on the project road can be deduced:
 For OD on NH 102C at Kapaam, it has been seen that most of the traffic has been produced from
zone 1 and zone2.
 For OD on NH 102C at Chandel, it has been seen that most of the traffic has been produced from
zone 1and zone 2.
6.7 Pedestrian Count Survey
Pedestrian count survey was conducted at the following locations to obtain the number of pedestrians
crossing the Project road.
 At Km 0+000 at Pallel
 At Km 3+750 at Kapaam
 At Km 7+300 at Lunghu
 At Km 16+000 at Chandel
Analysis of Pedestrian count survey data is presented
below in Table 6.16 to 6.19 respectively.

Table 6.16: Pedestrian Count Survey at Pallel (0+000km)
Table 6.17:

Pedestrian Count Survey at Kapaam (3+750 Km)

Table 6.18: Pedestrian Count Survey at Lunghu (7+300 Km)

Table 6.19: Pedestrian Count Survey at Chandel (16+000 Km)

From the above tables based on total cross pedestrian on the project road PV2 value has been
determined at each pedestrian count survey location and it has been prescribed in Table 6.20.
Table-6.20: Total Cross Pedestrian at project road

Total Motorised
Total Cross
Peak Hr. Traffic during Limiting value
Location Pedestrian P.V2
Pedestrian (P) Pedestrian Peak Hour of P.V2
(TCP)
(V)
Km 0+000 159 21 311 0.02031141 1X108
Km 3+750 166 23 210 0.01014300 1X108

Km 7+300 66 9 237 0.00505521 1X108
Km 16+000 208 24 237 0.01348056 1X108
From Table 6.20 it is observed that PV2 value of all the four locations are within the limiting value as
mentioned in IRC: 103-1998. Therefore, there is no need of providing any pedestrian underpass.
However, proper traffic safety measurement will be recommended at these locations.

6.8 Axle Load Surveys and Vehicle Damage Factors
For the purpose of pavement design required for the

project, axle load surveys have been carried out on the
project road at the following location for 2 daysX24 hrs. at
kapaam Ch. 4+000 km on NH-102C
The axle load spectrum observed on the project road, along

with the derivation of vehicle damage factors (VDFs) as per
the relevant IRC Codes are given in Table 6.21 which
summarizes the VDF observed on the Project Road. Details of
VDF Calculation are produced in Appendix to Main Report.
Table 6.21: On NH 102C (VDF Calculation)
TYPE OF VEHICLES VDF

UP DOWN
VDF Frequency VDF Frequency
3 Axle truck 10.94 1 0.00 0
2 Axle truck 3.07 17 3.10 17
LCV 0.02 11 0.05 29
Bus 0.21 10 0.21 13
TOTAL 39 59
WEIGHTED VDF IN
1.68 0.96
EACH DIRECTION
Max. WEIGHTED VDF 1.68
WEIGHTED VDF OF COMMERCIAL VEHICLE 1.68

6.9 Estimation of design ESA
 Traffic growth rate (Both direction): 7.5 %
 Lane Distribution Factor (D): 0.50
(i) ESA Computation for Homogeneous Section-I ( from Km 0+000 to Km 18+317)
N: Cumulative number of standard axle to be created in terms of msa
A: Initial traffic in the year of completion of construction in terms of the number of commercial vehicle
per day=210
D: Lane distribution factor (Refers IRC: 37-2018, Clause 4.5.1.3, page-17) = 0.5
F: Vehicle Damage Factor (Refers IRC: 37-2018, Clause 4.4.6 , page-16) = 1.7
(Factor has been considered maximum between calculated VDF and VDF considered from IRC: 37-2018)
n: Design life in years =20
r: Annual growth rate of commercial vehicles in decimal =0.075
= (365*[(1+r) ^n-1]*A*D*F)/r = 3msa
However, as per two lane manual recommended design traffic shall not be less than 20msa for flexible
pavement design considering minimum design life of pavement as 20 years.
Therefore, design traffic of 20msa has been adopted for Flexible Pavement Design.

6.10 Speed Delay Survey
Speed delay survey has been carried out throughout the project stretch, summary of this survey is prescribed in Table 6.22.
Table 6.22: Average Journey Speed of Project Stretch
SPEED DELAY SURVEY FOR DETERMINING AVERAGE TRAVEL & JOURNEY SPEED
From : Pallel To : Chandel
Speed = L/t x 60
Journey Time Stopped Delay No. of Vehicles
Time in min. (tw)

Average Journey
Average Journey
Average Journey
Average Volume
Average journey
Length of Travel
Time from opp.
q= (na + ny) /
Overtaking (-)
Time t = tw -
Stream (ta)
in km ( L )
Overtaken
Direction
From
( km/hr)
(ta+tw)
(ny/q)
(ny)
Over- Over- opp.
Min Sec Min Sec
taking taken Directio
n (na)
27 12 0 0 3 1 33
(Pallel - Chandel) 30 44 0 40 6 0 25
29 2 0 41 6 0 20 4 29 30.53 0.5 21 18 51.42

Total 86 58 0 81 15 1 78
Mean 28 59 0 27 5 1 26
31 20 0 16 2 0 16
(Chandel - Pallel) 29 30 0 0 3 1 36
2.3
30 46 0 0 5 2 26 30.53 29 0.47 25.64 18 42.12
Total 91 36 0 16 10 3 78
Mean 30 32 0 5.3 3.3 1 26

Pallel-Chandel Section of NH- 102C on Engineering, Procurement and Construction Indicative Design Standard
CHAPTER - 7
INDICATIVE DESIGN STANDARDS
7.1 Geometric Design Standards (for Highways)

The following guiding principles form the basis of all good highway design:
 A uniform application of design standards for any area is essential from the viewpoint of
road safety and the smooth flow of traffic. The selection of optimum design standards
reduces the possibility of early obsolescence of the facility, which can be MORT&H thought
about by any inadequacy in the original standards.
 Faulty geometric standards, after construction, are frequently difficult to rectify at a later
date and they are always costly. As such, both horizontal and vertical geometry should be
accorded due importance at the initial design stage itself and selected standards should not
be compromised without the most careful deliberation.
 The design should thus be consistent within any area and the standards proposed for the
different elements should be compatible with one another. It is sometimes necessary to
reduce the selected design speed for economic reasons but any abrupt changes in the design
speed must be avoided.
 The selected design should minimise the total transportation cost, including initial
construction costs, costs for maintenance of the facility, and the cost borne by the road
users.
 Safety should be built-in into design elements.
 "Ruling" standards should be followed as a matter of routine. "Minimum" standards should
be followed only where serious restrictions are imposed by technical or economic
consideration.
7.2 Horizontal Alignment

7.2.1 Design Standard
In general the design standard follows the provisions in the Hill Road Manual (IRC: SP-48-1998) and
manual of specifications & standards for two laning of highways IRC: SP -73-2015.
7.2.2 Terrain Classification

 The geometric design of a highway is influenced significantly by terrain conditions. Economy
dictates a sensible choice of different standards for different types of terrain but the guiding
principles above will always apply. Where it is necessary to change design standards, this will
be done in discrete areas and with a careful eye to consistency and road safety.
 The majority portion of the project road lies in mountainous terrain (i.e. cross slope of the
ground more than 25 percent) and the geometric standards relevant to mountainous terrain
is adopted. However, in plain region, geometric standards relevant to plain terrain has been
followed as per IRC: SP: 73-2015.
7.2.3 Design Speed

Plain Terrain
Design speed has been kept as 80 kmph in general.
However, design speed has been restricted to 40kmph to accommodate the 2 lane proposal within
existing right of way.

Mountainous Terrain
Design speed kept 40-60 kmph in general.
However, speed has been restricted to 20kmph due to site constraints like hair pin bend and to
accommodate the 2 lane proposal within existing right of way.
7.2.4 Sight Distance

Stopping sight distance is the clear distance ahead needed by a driver to bring his vehicle to a stop
before meeting a stationary object on his path. Intermediate sight distance is defined as twice the
stopping sight distance and it has been adopted for vertical alignment deign. However on hill roads,
stopping sight distance is the absolute minimum from safety angle and must be ensured regardless
of any consideration.
Design values for stopping sight distance and intermediate sight distance for various speeds:
Design Values (metres)
Speed (km/h) Stopping sight distance Intermediate sight distance
100 180 360
80 120 240
60 90 180
50 60 120
40 45 90
Design Values (metres)

Speed (km/h) Stopping sight distance Intermediate sight distance
20 20 40
25 25 50
30 30 60
35 40 80
40 45 90
50 60 120
Criteria for measuring sight distance:
Sl. No. Sight Distance Driver’s eye sight Height of object
1. Safe stopping distance 1.2 m 0.15 m
2. Intermediate sight distance 1.2 m 1.20 m
7.2.5 Right-of-Way (ROW)

Two lane proposal has been accommodated within the existing right of way in such a manner that
no additional land will be acquired.
7.2.6 Cross- sectional Parameters

Rural Area
(a) Roadway width > 7.5m
 Earthen Shoulder Width=Varies equally on both side
(b)Roadway width=7.5m

(Toe wall/Retaining wall on valley side and breast wall hill side shall be provided as per site
condition)
(c)Roadway width > 7.5m
 Earthen Shoulder Width on valley side =Varies
(d)Roadway width = 8.75 m
 Earthen Shoulder =1 X 0.75 m
 Open Drain = 1 X 0.75 m
Built- up Area
 Carriageway Width = 7.0 m
 Kerb Shyness = 2 x 0.25 m
 Drain(Open/Covered) = 2 x 0.75 m
 Perforated Drain below pavement =2 x 0.75 m
 Perforated Drain below pavement =2 x 0.75 m
Built- up Area of Chandel Bazaar

 Paved Shoulder Width =2 x 1.5m
 Cover Drain Width=2 x 0.75m
 Paved Shoulder Width = 2 x 2.5 m
 Covered Drain Width = 2 x 0.75 m
7.2.7 Widening of Carriageway at Curve

On horizontal curves with radius up to 300 m, width of pavement and roadway shall be increased as
per the table given below:
Radius of Curve Extra Width
Up to 20 m 1.5
21-40 m 1.5
41-60 m 1.2
61-100 m 0.9
101-300 m 0.6 m

7.2.8 Cross-Slope/Camber
Bituminous surfacing has been proposed. The pavement in the straight reaches is to be provided
with a crown in middle and surface on either side is to have slope of 2.5% towards edge. In reaches
with winding alignment where straight sections are few and far between, the carriageway is to be
given a unidirectional cross fall of 2.5% having regard to super elevation at the flanking horizontal
curves and ease of drainage.
The cross-fall of earthen shoulders is to be at least 0.5% more than that of carriage way subject to a
minimum of 3.0% for proper surface run-off. Paved shoulders and earthen shoulders on super-
elevated sections are to have the same cross fall as the pavement.
7.2.9 Minimum Radius of Horizontal Curves

As a general rule, the horizontal alignment should be fluent and should blend well with the
surrounding topography. In a given section there should be consistency and no element of surprise
or unexpected situation for the driver.
The desirable minimum and absolute minimum radii of horizontal curves for various classes of
terrain are given in the table below:
Name of the terrain Desirable minimum radius Absolute minimum radius

Plain & Rolling 400m 250m
Mountainous & Steep 150m 75m
7.2.10 Transition Curves

Transition curves are necessary for vehicles to progress from a straight alignment into a circular
curve or between curves of different radius. The transition curve also facilitates a gradual application
of the super elevation and any widening of the carriageway which may be required for horizontal
curves.
The minimum length of the transition curve shall be determined from the following two
considerations, the larger of the two values being adopted for design:
0.0215V 3
i) Ls =
CR
Where, Ls = length of transition in metres
V = speed in km/hr
R = radius of circular curve in metres
80
C=
75 + V
subject to a maximum of 0.8 and minimum of 0.5
ii) The rate of change of superelvation (i.e. the longitudinal grade developed at the pavement
edge compared to through grade along the centre line) should be such as not to cause
discomfort to travellers of to make the road appear unsightly. The formula for minimum
length of transition on this basis for Mountainous and PlainTerrain are :

1.0 V 2 2.7 V 2
Ls = and Ls =
R R
7.2.11 Super-elevation
Super elevation provided on horizontal curves is based on the following formula:
V2
e =
225 R
Where
e = super elevation (metre/metre).
V = speed (km/hr)
R = radius (metres)
Super elevation shall be limited to 7%, if radius of curve is less than the desirable minimum. It shall
limited to 5% if the radius is more than desirable minimum.
7.2.12 Radius of Horizontal Curves

The radius of horizontal curve is obtained from following formula:
V2
R =
127 (e + f)
Where,
V = Vehicle speed (km/hr)
e = Super elevation ratio (metre/metre)
f = Coefficient of side friction between vehicle tyre and pavement (taken as 0.15)
R = Radius in metres
7.2.13 Set-back Distance at Horizontal Curves

Set-back distance from the centreline of the carriageway for obtaining requisite sight distance across
the inside of horizontal curves is calculated from following equation (vide Figure-7.1 for definitions):
M = R – (R – N) Cos
where,
 = S/2(R-N) radians
m = the minimum set-back distance from centreline of the road to sight
obstruction in metres at middle of the curve
r = radius of centreline of the road in metres
n = distance between the centreline of road and the inside lane in metre
(n = 1.5 may be taken considering possible widening at curve)
s = stopping sight distance (minimum),
intermediate sight distance (if feasible)

 
Provision of lateral clearance with intermediate sight distance is often not economically feasible in
hill roads. However, vision berms, as shown in Figure-7.2, may be provided by benching on hill sides
in curves to provide better sighting of vehicles wherever considered necessary.


7.3 Vertical Alignment
7.3.1 Gradient
The project road should provide for a smooth longitudinal profile. Grade change should not be to
frequent as to cause kinks and visual discontinuities in the profile. The ruling and limiting gradients
are given below:
Nature of Terrain Ruling Gradient Limiting Gradient
Plain/ Rolling terrain 2.5% 3.3%
Mountainous terrain 5.0% 6.0%
Long sweeping vertical curves shall be provided at all grade changes.
7.3.2 Vertical Curves

Vertical curves should be provided at all grade changes exceeding those indicated below. The
minimum lengths of curve for satisfactory appearance are shown alongside:
Design Speed Maximum Grade Change (%) Minimum Length of
(km/hr) not requiring a vertical curve vertical curve (m)
Upto 35 1.5 15
40 1.2 20
60 0.8 40
80 0.6 50
100 0.5 60
7.3.3 Summit Curves

The length of summit curves is governed by the choice of sight distance. For the project road length
is calculated for safe stopping sight distance on the basis of following formula:
 For Safe Stopping sight distance
Case (i) When length of the curve exceeds the required sight distance i.e. L > S
NS 2
L=
4.4
where, N = Deviation angle i.e. the algebraic difference between the two grades
L = Length of parabolic vertical curve in metres
S = Sight distance in metres
Case (ii) When length of the curve is less than the required sight distance i.e. L < S
4.4
L = 2S -
N
 For Intermediate sight distance
Case (i) When length of the curve exceeds the required sight distance i.e. L > S

NS 2
L =
9.6
Case (ii) When length of the curve is less than the required sight distance i.e. L < S
9.6
L = 2S -
N
7.3.4 Valley Curves

The length of valley curves should be such that for night travel, the head light beam distance is equal
to the stopping sight distance. The length of the curve is calculated as under:
Case (i) When the length of the curve exceeds the required sight distance, i.e. L > S
NS 2
L=
1.5 + 0.035S
Case (ii) When the length of the curve is less than the required sight distance i.e. L < S
1.5 + 0.035S
L = 2S –
N
In both cases,
N = Deviation angle i.e. the algebraic difference between the two grades
L = Length of parabolic vertical curve in metres
S = Stopping sight distance in metres
7.4 Hair-Pin Bends

Hair-pin Bends are designed as a circular curve with transition curves at each end. The following
design criterion is adopted for design of Hair-pin Bends:
Minimum design speed = 20 km/hr
Minimum roadway width at apex for NH/SH = 11.5m for Double Lane
Minimum radius for inner curves = 14.0 m
Minimum length of transition = 15.0 m
Minimum gradient = 0.5 % (1 in 200)
Maximum gradient = 2.5 % (1 in 40)
Maximum super-elevation = 7%
Inner and outer edges of the roadway should be concentric with respect to the centerline of the
pavement and preferably the full roadway width should be surfaced.

7.5 Flexible Pavement Design Standard
7.5.1 Design of New Flexible Pavement

Design of new pavement has been carried out based on IRC 37-2018 “Guidelines for the Design of
Flexible Pavements” for design life of 20 years. Procedure for the same is given below:
Step 1: To find out initial traffic in the year of completion of construction in terms of the number of
the number of commercial vehicles per day (CVPD)
Step 2: To determine traffic growth rate factor by studying the past trends of traffic growth
Step 3: Design life of Pavement
Step 4: To find out Vehicle Damage Factor to convert the number of commercial vehicles of
different axle loads and axle configuration to the number of standard axle load repetition. It may be
obtained by conducting axle load survey at site.
Step 5: To find out lane distribution factor of traffic over the carriageway
Step6: To determine design traffic in cumulative number of standard axles (msa) by the following
formula mentioned below:
N= [365 x {(1+r)n-1]/r}] x A x D x F
Where,
N = Cumulative number of standard axles to be catered for in the design in terms of msa
A = Initial traffic in the year of completion of construction in terms of number of commercial vehicles
per day
D = Lane Distribution Factor
n = Design life in years
r = Annual growth rate of commercial vehicles
F = Vehicle damage factor
Step 7: To determine total pavement thickness and crust composition by charts/graphs with respect
to CBR and cumulative number of standard axles.
Methodology flow chart for the design of new Flexible pavement has been shown in Figure 7.3.
7.5.2 Design of Overlay Thickness

Overlay Design has been carried out over existing pavement based on IRC 81-1997. The guidelines
provide the method for determining characteristic deflection using Benkelman Beam. The required
characteristics deflection values used for design purpose have been obtained from the following
formula:
DC = X + 2σ
Where, DC =Characteristic Deflection (in mm)
X = Mean Deflection (in mm) determined on the basis of individual deflection corrected for
temperature and seasonal variation
σ= Standard Deviation
Using the Overlay Thickness Design Curves as presented in page 19 of IRC: 81-1997, based on Traffic
(msa) and the calculated characteristics deflection (mm), the overlay thickness in terms of
Bituminous Macadam (mm) has been derived. This thickness of Bituminous Macadam has been
converted to BC/DBM thickness using the recommended multiplier value of 0.7
Methodology flow chart for the design of overlay thickness has been shown in Figure 7.4

Figure 7.3: Methodology Flow Chart for Design of New Flexible Pavement

Figure 7.4: Methodology Flow Chart for Overlay Design

7.6 Geometric Design standards for Bridges and Cross- Drainage Structure
7.6.1 Specifications
The project will use the MORT&H specifications for Road and Bridge Works (Fifth Revision). Where
there are no appropriate standards within the MORT&H guidelines, AASHTO specifications may be
utilised.
The following Indian standards will be incorporated wherever appropriate:
Ordinary Portland cement IS: 269
High Strength Ordinary Portland Cement IS: 8112
Admixtures (where permitted) IS: 6925 and IS: 9103
Thermo mechanically Treated deformed
Bars (TMT/H.Y.S.D) IS: 1789
Pre-stressing Steel:
Uncoated stress relieved low relaxation
Strands for 19 T 13 cables IS: 14268
Sheathing: "Dross-batch" 0.4 mm thick IS: 18-1985, appendix: 1
Water IRC: SP33-1989, Clause 5.1 (ii)
Bearings IRC: 83-2015 (Part I to Part III)
Foundations IRC: 78-2000 and IRC-SP: 33-1989
7.6.2 Design Standards

(a) Geometric Design
i. The overall width (outer to outer of kerb) of the deck slab will be kept equal to the
top width of the approach embankment.
ii. The span arrangement and span lengths provided will be such that piers/abutments
are in line with those of the existing bridges/culverts and ensure smooth flow of
water. The new spans are either equal to or a multiple of the spans of old structure.
iii. The linear water way provided will be determined from the consideration of design
discharge, effective and adequate drainage.
(b) Loading Standard
i. All structures will be designed for 3 lanes of IRC class A with due consideration to
reduction allowed for a multi-lane bridge and single lane of class 70-R +single lane of
class A whichever produces worst effect. IRC Class Special vehicle will also be
considered in design of structures.
ii. LL on footpath will be taken as 4 KN/m2.
iii. Environmental loadings such as earth pressure, water current, seismic forces and
temperature effect will be taken as per IRC/BIS Codes. 15-1893 will be followed in
evaluating dynamic increment of earth pressure.
(c) Guiding Standards for Structures
The Structural planning of new bridges or culverts will be guided by the layout of existing
structures.

The preliminary designs of proposed structures will be carried out in accordance with the
provisions of the following IRC Codes/guidelines.
 IRC:5-2015 - Section I, General Features of Design
 IRC:6-2017 - Section II, loads and Stresses
 IRC:112-2011 - Code for Concrete Road Bridges
 IRC:22-2015 - Section VI, Composite Construction
 IRC:40-2002 - Section IV, Brick, stone & Block Masonry
 IRC:45-1972 - Recommendations for estimating the Resistance of soil
Below Maximum scour level in the Design of Well
 IRC:SP:84-2014 -- Four Lane Highway with Paved Shoulder Manual
 IRC:SP:73-2015 -- Two Lane Highway with Paved Shoulder Manual
 IRC:SP:13-2004 -- Guidelines for design of small bridges and culverts
Foundations of Bridges
 IRC:78-2014 - Section VII, Foundations and Structure
 IRC:83-2015 - Section IX,(Part I), Metallic Bearings
 IRC:83-2015 - Section IX,(Part II), Elastomeric Bearings
 IRC:83-2002 - Section IX,(Part III), POT Bearings
 IRC:87-2011 - Guidelines for the Design & Erection of False work for
Road Bridges
 IRC:SP-33-1989 - Guidelines on Supplemental Measures for Design,
Detailing and Durability of Important Bridge Structures
 IRC:89-1997 - Guidelines for design and construction of river training
and control works for road bridges (1st Revision)
Where IRC Codes are silent relevant BIS Codes will be followed. And where even BIS codes are silent,
international codes / MOST, MORTH guidelines will be adopted.
(d) Seismic Design
The project road falls in Seismic Zone V, as per the classification specified in IRC:6. All bridges will be
designed for Seismic forces as per clause 219 of the said code.
(e) Soil Parameters
The Soil parameters used in the preliminary design of foundations for Bridges will be taken from the
report of soil investigation and information obtained from local authorities / existing bridge design
data.
The following soil parameters will be used for material for back fill behind abutment of bridges and
culverts and the abutment structure will be designed accordingly.
 = 30°
 = 20°
d = 20 KN/m3
sub = 10 KN/m3
A 600 mm thick granular material filter behind abutment and adequate weep holes in abutment
walls will be provided for proper drainage.

(f) Hydraulic Design

The relevant hydraulic data for fixing linear water way of bridges will be taken from the river
hydraulic survey done by us and hydraulic data obtained from PWD / Flood Control and Irrigation
Department.
For the cross: drainage structures, both the empirical and rational analytical approach as detailed
out in IRC-SP-13-2004 will be used to check the adequacy of the waterways provided. Synthetic unit
hydrograph method as developed by CWC will be used if relevant subzone flood estimation reports
are available in time.
(g) Foundations
For major bridges, either well, pile or open foundation and for minor bridges well, pile or open
foundation will be adopted based on the soil boring data for those bridges.
(h) Substructure
RC wall/ column type piers and wall type / spill through type abutment will be provided in the
bridges, matching the requirements, site conditions and constraints. Their design will be carried out
in conformity with IRC-78-2014. The shape, size and alignment will be matching with the existing
structure from aesthetic and hydraulic considerations.
(i) Superstructure
I) MORT&H standard drawings of RC Beam and slab and PSC super-structure will be adopted
wherever applicable. RC slab will form the deck for all new culverts, Multi-cell box structure
may be adopted in the minor bridges and culverts, if found appropriate.
II) Bearings
Neoprene/metallic/POT/ POT cum PTFE bearings will be used in the bridges as required for
specific span, loads etc. and tar paper will be used in the culverts.
III) Railings
Reinforced concrete railings in M-30 grade concrete following MOST standard will be
provided.
IV) Expansion Joints
Buried type expansion/strip seal joints as per MORT&H standard will be used.
V) Wearing Course
65mm thick asphaltic concrete wearing course will be adopted.
VI) Approach Slab
R.C. approach slabs, 3.50 m long and 300 mm thick in M-30 concrete will be used at either
end of the bridges and culverts to ensure riding comfort and to reduce vehicular surcharge
on the abutment walls. One end of the approach slab is supported on R.C. bracket projecting
out, from dirt wall while the rest of the slab is placed on compacted soil as per the guidelines
issued by MORT&H. A leveling course, 10 cm thick in M-20 / M-15 grade concrete will be
used under the approach slab.
VII) Drainage Spouts
100mm ~ drainage spout will be used for deck drainage at least one on both sides of
carriageway per span.

VIII) TMT Reinforcement And Prestressing Cables

Fe-500 high yield strength deformed bars conforming to IS-1786 will be used as
reinforcement in all R.C. works. Uncoated stress relieved low relaxation strands conforming
to IS-14268 will be used in PSC works.
(J) Protection Works
Protection works in the major bridge will be provided matching the protection work used in the
existing bridges. IRC-89-1997 will be followed in detailing the protection works.
i) Return walls of appropriate length will be provided in all bridges and culverts to stop the
spilling of earth into the waterway,
ii) Flooring will be provided over the base raft of culverts to guard against deterioration of the
base raft
iii) Perimetral cut-off walls around the base raft of culverts and boulder apron on both
upstream and downstream sides will be provided to reduce chances of scouring
iv) The perimetral cut-off walls will also increase the effective depth of foundation in addition
to their protective functions.

Pallel-Chandel Section of NH- 102C on Engineering, Procurement and Construction Cost Estimate
CHAPTER – 8
COST ESTIMATE
8.1 General
Cost estimates is an important component of the study as it provides vital input to economic &
financial evaluation and insights for proper planning of project execution. Over and above
construction costs, provision has been made for social and environmental mitigation measures. Cost
estimates are based on the detailed engineering designs and detailed drawings presented in drawing
volume.
8.2 Quantification
The construction items covered in cost estimates includes the following heads:
 Site Clearance and Dismantling

 Earth work, Sub grade & Erosion Control
 Sub-Base & Base Courses
 Bituminous Courses
 Traffic signs, Road marking & other road appurtenances
 Junction Improvements (Major & Minor)
 Passenger Shelter
 Drainage and Protective Works
 Bridges & Culverts
8.3 Unit Rates

Rate Analysis of each item of work has been carried out as per Manipur Schedule of Rates, 2018 for
National Highway – Works published by Public Works Department, Govt. of Manipur. The Standard
Data Book for Analysis of Rates revised in 2010 by MoRTH has been essentially been taken as the
basis for the publication of this schedule. The rates for materials and labour has been collected from
the market and other sources and rationalized for the entire state of Manipur.
Leads for major construction materials, considered for the rate analysis, are given in Table 8.1.
Table 8.1: Leads for Major Construction Materials
Distance from Source Distance on Project
Sl. Name of Total Lead
Name of Source to Start/ End Point of Road (Km)
No. Material (Km)
Project Road (Km) (Half of Project Road)
1 Sand (Fine) Nongpok 40 9.146 49.146
2 Filling Material Local - - 10.0
Wangparel(Near
3 Stone Metal 9 9.146 10.146*
Kapam Village)
Wangparel(Near
4 Stone Boulder 9 9.146 10.146*
Kapam Village)
Stone Chips, Wangparel(Near
5 9 9.146 10.146*
Aggregate Kapam Village)
6 Coarse Sand Nongpok 40 9.146 49.146
7 Cement Imphal 46 9.146 55.146
8 Steel Imphal 46 9.146 55.146
9 Bitumen Imphal 46 9.146 55.146
Bitumen
10 Imphal 46 9.146 55.146
Emulsion
11 Structural Steel Imphal 46 9.146 55.146

*Note: Distance of Wangparel from Ch. 4+000 Km of Project Road = 5.0 Km

C.G. of Project Road = 9.146 Km
Distance of Ch. 4+000 km of Project road from C.G. of Project road = 9.146-4+5 = 10.146 Km
Quantification of roadwork items has been done based plan & profile, typical as well as detailed
cross-section and miscellaneous road work items.
For quantification of bridges and culverts respective GAD drawings has been followed.
Fig 8.1a: Lead Chart

8.4 Project Costing
From the table it is found that total civil cost of the project comes out as Rs. 80.09 Cr. with per km
cost Rs 4.38 Cr.

Table – 8.2: Abstract of Cost

DESCRIPTION OF WORKS TOTAL COST PER KM.
% of Cost of
COST OF TOTAL ROAD
Civil Works
A. ROAD WORKS (IN LENGTH
(% of C )
CRORES.) (IN CRORES.)
1 Site Clearance and Dismantling 1.13 0.06 1.41%
2 Earth work ,Sub-grade and Erosion control 0.83 0.05 1.04%
3 Sub-Base & Base 20.39 1.11 25.46%
4 Bituminous Courses 14.91 0.82 18.62%
5 Junction Improvement (Major & Minor) 0.57 0.03 0.71%
Traffic signs, Road marking & other road
6 2.99 0.16 3.73%
appurtenances
7 Passenger Shelter 0.37 0.02 0.46%
Drainage and Protective Works
8 Longitudinal Drains 8.34 0.46 10.41%
9 Retaining wall 1.91 0.10 2.37%
10 Breast wall 1.45 0.08 1.81%
11 Toe Wall 2.99 0.16 3.73%
B. BRIDGES & CULVERTS

12 Culvert 10.74 0.59 13.41%
13 Minor Bridges 6.10 0.33 7.62%
14 Repairing & Rehabilitation of Minor Bridges 7.37 0.40 9.20%
COST OF CIVIL WORKS IN CRORES (AS PER SOR
C. 80.09 4.38
2018)
D. Maintenance for 5 years, i.e. 2.5% on civil cost (C ) 2.00
E. GST @ 12% of (C) 9.61
F. Contingencies @ 2.8% over Civil Cost (C) 2.24
G. Supervision Charges @ 3% of (C) 2.40
H. Agency Charges @3% of (C) 2.40
I. Escalation Cost @ 10% during Construction Period 8.01
TOTAL CONSTRUCTION COST *
J. 106.74 5.84
(C+D+E+F+G+H+I)=J
K. DEPARTMENTAL COST
a. LA Cost NIL
b. R&R Cost 0.09
c. Utility Shifting (Electrical+PHE) 0.40
d. Environmental Budget 0.49
L. Sub Total (K) 0.98
M. TOTAL CAPITAL COST (K+L)=M 107.72 5.89
Note: * Total Construction cost of the project has been derived based on Circular No. of MoRT&H "NO RW -
NH 33044/10/2019-S&R(P&B), Dated 7th March, 2019 "

Detailed Project Report and providing pre-construction services in respect of 2 Final Detailed Project Report
laning of Pallel-Chandel Section of NH- 102C on Engineering, Procurement Environmental Aspects
and Construction mode in the state of Manipur.
CHAPTER – 9
ENVIRONMENTAL ASPECTS
9.1 Environmental Screening

Environmental screening of the project is aimed to (i) recognize the applicability of relevant
environmental legislations for the project (ii) identify the environmental issues that should be taken
into account due to project interventions (iii) provide input to the engineering design team to
consider various alternatives in the critical areas to (iv) determine the magnitude of potential
environmental at planning/design stage (v) identify need for further environmental studies like Initial
Environmental Examination and Environmental Impact Assessment (EIA) and vi) suggest
enhancement measures, if any.
9.2 Reconnaissance Survey

Reconnaissance survey was done to determine the extent of environmental study, design the nature
of the environmental survey to be carried out along the road alignment. This will facilitate to identify
valued environment components, key stakeholders and key informants. Reconnaissance survey and
initial consultations also recognized the need to conduct any additional study like bio-diversity
assessment and wild-life movement etc.
9.3 Approach and Methodology for IEE/EIA

 Review of Country’s Legal Framework: India has a well-defined policy/legal framework for
safeguard of environment. Prior to initiation of any civil work, it is essential to analyze the
various permissions/clearances required for any developmental project. Same has been
presented in later section of this chapter.
 Primary Data Collection: Environmental resource inventory will be prepared for all
environmental features viz. terrain, land-use, landslide and erosion prone stretches,
waterways/water bodies, road side vegetation, sensitive receptors, common property
resources, utilities, drainage, flooding/water logging, industries, accident prone areas etc.
within the area of interest/core zone. Information about this will be done by trained persons
under the supervision of an expert team comprised of university researchers. Similarly, floral
survey was also carried out. Baseline monitoring was conducted at the locations for which
data was not available in environmental assessment report conducted by detailed design
team.
 Secondary Data Collection: Secondary sources include published government reports,
environmental impact assessments conducted in the similar region, government websites,
recognized institutions and relevant government departments (forest, irrigation, pollution
control board, fisheries, statistics, Indian Meteorological Department (IMD) and Nagaland
Space Application Centre (NSAC) etc. Recent Google images have been captured to view
environmental features at regional scale.
 Public Consultation: Meaningful consultations were organized with the PWD, local
people/beneficiary population to know the level of project acceptability, understand their
concerns, apprehensions, and overall opinion. Information were gathered about existing
baseline environmental condition viz. ambient levels and its effects on health, water
resources, water logging/flooding, flora and fauna, socio-economic standing of local people,
impact due to loss of land other assets and common property resources, accident risk during

construction and operation stage, perceived benefits and losses, etc. Information thus
gathered was used to integrate it in project design and formulate mitigation measures and
environmental management plan.
 Other Tools, Surveys and Studies: Assessment of land use/land cover map of larger area
beyond the project site will be prepared for better planning and decision-making before
creating any physical infrastructure in the region. Remote sensing and Geographic
Information System (GIS) based land use map of the study area (10 km buffer) will be
prepared through recent satellite imagery. A rapid bio-diversity assessment will be carried
out to generate baseline on floral and faunal elements in the project area. The survey will
also help in assessing impact on any rare threatened or endangered species of floral species
in the project area. Rapid bio-diversity assessment will also recognize wild life movement
along across and impact due to improvement work.
 Assessment of Potential Impacts: The assessment of the type, nature, direct, indirect,
cumulative or induced impacts and their significance to the physical, biological, and socio-
economic components of the environment will be done to ascertain whether the project is
environmentally sustainable or not. Nature of impacts will be classified as significant,
insignificant, short-term, long-term, reversible, irreversible etc. After identification of nature
and extent of impacts, mitigation measures will be suggested.
 Preparation of the Environment Management Plan: The project specific Environment
Management plan will be formulated with an aim to avoid, reduce, mitigate, or compensate
for adverse environmental impacts/risks and propose enhancement measures. This includes
a. Mitigation of potentially adverse impacts
b. Monitoring of impacts and mitigation measures during project implementation and
operation
c. Institutional capacity building and training
d. Compliance to statutory requirements
e. Integration of EMP with Project planning, design, construction and operation.
 Environment Monitoring Plan: The monitoring and evaluation are critical activities in
implementation of the project. Monitoring involves periodic checking to ascertain whether
activities are going according to plan or not. It provides the necessary feedback for project
management to ensure project objectives are met and on schedule. The reporting system is
based on accountability to ensure that the environmental mitigation measures are
implemented. Environmental monitoring program has the underlying objective to ensure
that the intended environmental mitigations are realized and these results in desired
benefits to the target population causing minimal deterioration to the environmental
parameters. Such programme targets proper implementation of the EMOP. The broad
objectives are:
 To evaluate the performance of mitigation measures proposed in the EMP.
 To evaluate the adequacy of environmental assessment.
 To suggest ongoing improvements in management plan based on the monitoring
 To enhance environmental quality through proper implementation of mitigation
measures.

 To meet existing environmental regulatory framework and community obligations.

 Performance Indicators: The significant physical, biological and social components affecting
the environment at critical locations serve as wider/overall performance Indicators.
However, the following specific environmental parameters can be quantitatively measured
and compared over a period of time and are, therefore, selected as specific Performance
Indicators (PIs) for monitoring because of their regulatory importance and the availability of
standardized procedures and relevant expertise. Performance indicators requiring
quantitative measurements are:
 Air quality with respect to PM2.5, PM10, CO, NOx and SO2 at selected location.
 Water quality as per CPCB prescribed Standards
 Noise levels at sensitive receptors (schools, hospitals, community/religious places).
 Survival rates of trees planted as compensatory plantation.
 Assessment of EA Capacity to address the environmental concern of the project: EIA will
assess the capacity of the executing agency for effective implementation of EMP.
Accordingly, if needed, a training and awareness program will be formulated to enhance the
capacity of officials for implementing proposed mitigation measures and monitoring the
resultant effects, as well as create awareness amongst workers and public. The
institutions/agencies like regional office of MoEF, SPCB/CPCB, and Indian Institute of
Technologies can be consulted for such trainings. Independent subject’s experts/consultants
(e.g., for the environmental awareness program, impact assessment specialist will be the
resource person) can also be the resource persons to impart trainings. These experts
/agencies shall be appointed based on specific need for the training. A separate budget for
training will be allocated under the Construction Supervision Consultant budget.
9.4 Country’s Legal Framework and Regulatory Requirements

The Government of India has laid out various policy guidelines, acts and regulations for the
safeguard and conservation environment. The Environment (Protection) Act, 1986 provides umbrella
legislation for the protection of environment. As per this Act, the responsibility to administer the
legislation has been jointly entrusted to the Ministry of Environment and Forests (MoEF) and the
Central Pollution Control Board (CPCB)/Manipur State Pollution Control Board in the present
context. Table below presents all relevant policies/acts/rules and regulations and its applicability to
the project.
Applicable National Laws and Regulations for the Project
Sl. Act / Rules Purpose Applicable Reason for Applicability Authority
1 Environment To protect and Yes It is umbrella legislation MoEF.

Protection Act- improve overall and notifications, rules (Govt. of
1986 environment and schedules are Manipur) State
promulgated under this Gov. SPCB
act.

2 Environmental To accord No Project road is <100km MoEF. SEIAA

Impact environmental and does not involve
Assessment clearance to new additional right of way
Notification,14th development greater than 40m in
Sep-2006 1 and activities listed in existing alignment and 60
its amendments schedule of EIA m in bypass and
notification. realignment section.
3 Fly Ash Reuse large quantity No No thermal power plants MoEF

Notification, of fly ash discharged within 100 km
1999 as from thermal power
amended upto plant to minimize
17th August land use for disposal
2003:
4 Office Conserve top soil, Yes In case of renewal of SEIAA

memorandum aquatic biodiversity, quarries and opening of
dated hydrological regime new borrow areas
18.05.12,by etc. by haphazard
MoEF in view of and unscientific
Apex Court mining of minor
order dated minerals
27.2.2012
5 National Address Grievances Yes Grievances if any will be NEAA

Environment regarding the dealt with, within this act.
Appellate process of
Authority Act environmental
(NEAA) 1997 clearance.
6 Forest To check Yes No forest land will be Removal of road

Conservation deforestation by acquired as the up side trees will be
Act (1980)2 restricting gradation and guided as per
1
Category A-i) New National High ways; and ii) Expansion of National High ways greater than 100
KM, involving additional right of way greater than 40m in existing alignment and 60 m in bypass and
realignment section.
Category B-i) All new state High ways; and ii) Expansion projects in hilly terrain (above 1000 m above
mean sea level and/or ecologically sensitive areas.
Note: A general condition applies to both of the above category: “Any project or activity specified in
Category ‘B’ will be treated as Category A, if located in whole or in part within 5 km from the
boundary of: (i) Protected Areas notified under the Wild Life (Protection) Act, 1972, (ii) Critically
Polluted areas as notified by the Central Pollution Control Board from time to time, (iii) Notified Eco-
sensitive areas, (iv) inter-State boundaries and international boundaries”.

conversion of improvement work of the state

forested areas into road has been done government
non- forested areas within EROW. rules.
7 Air (Prevention To control air Yes For construction; for SPCB

and Control of pollution by & obtaining NOC for
Pollution) Act, Transport establishment of hot mix
1981 controlling emission plant, workers' camp,
of air Department. construction camp, etc.
Pollutants as per the
prescribed
standards.
8 Water To control water Yes This act will be applicable SPCB

Prevention and pollution by during construction for
Control of controlling (establishments of hot mix
Pollution) discharge of plant, construction camp,
Act1974 pollutants as per the workers' camp, etc.
prescribed
standards
9 Noise Pollution The standards for Yes This act will be applicable SPCB
(Regulation and noise for day and as vehicular noise on
Control Act) night have been project routes required to
1990 promulgated by the assess for future years
MoEF for various and necessary protection
land uses. measure need to be
considered in design.
10 Public Liability Protection form Yes Contractor need to stock ----

and Insurance hazardous materials hazardous material like
Act 1991 and accidents. diesel, Bitumen,
Emulsions etc.
11 Explosive Act Safe transportation, No Blasting is not required Chief Controller

1984 storage and use of of Explosives
explosive material
12 Minor Mineral For opening new Yes Regulate use of minor District Collector
and concession quarry. minerals like stone, soil,
Rules river sand etc.

13 Central Motor To check vehicular Yes These rules will be Motor Vehicle
Vehicle Act 1988 air and noise applicable to road users Department
and Central pollution. and construction
Motor Vehicle Machinery.
Rules1989
14 The Mining Act The mining act has Yes The construction of Department of
been notified for project road will require mining. State
safe and sound aggregate through mining Govt. of Manipur
mining activity. from riverbeds and
quarries
15 The Building and To regulate the Yes A large number of Ministry of Labor
Other employment and construction workers and Employment
Construction conditions of skilled, semiskilled or
Workers construction unskilled will be
(regulation of workers and to employed temporarily
employment provide for their during Construction Phase
and conditions safety, health and of the project
of service) Act, welfare measure
1996 and for other
matter incidental
thereto
Recent Policy Initiatives: Ministry of Environment & Forest (MoEF) vide O.M. No. L-11011/47/2011-
IA.II(M) dated 18th May, 2012 in view of the Order of Hon'ble Supreme Court dated 27.2.2012 in I.A.
no. 12-13 of 2011 in SLP (C) no. 19628-19629 of 2009 in the matter of : Deepak Kumar etc. Vs State
of Haryana and others has informed that it has been decided in the MoEF that: (i) All mining projects
of minor minerals including their renewal, irrespective of the size of the lease would henceforth
require prior environment clearance. (ii) Mining projects with lease area up to less than 50 ha
including projects of minor mineral with lease area less than 5 ha would be treated as category „B‟
as defined in the EIA Notification, 2006 and will be considered by the respective State/ UT Level
Environment Impact Assessment Authority (SEIAAs). (iii) All the respective SEIAAs in dealing with the
applications regarding environment clearance should be disposed within ten days from the date of
receipt of the applications in accordance with law. All State Governments should take action as per
the decision of the MoEF.
Procedure for Forest Clearance: MOEFCC has initiated online submission and disposal of forest
clearance cases. The detail procedure is available on ministry website http://forestsclearance.nic.in/
However, the work-flow is unchanged which has been illustrated in Figure 9.2
The proposed road of Pallel to Chandel is passing through unclassified forest area. However, up
gradation and widening of 2 lane proposal has been accommodated within the existing Right of Way.
Hence, no additional land will be acquired. Hence, requirement of forest land diversion is nil.

A key plan of the project road is enclosed in figure 9.1.

Figure 9.2 Procedures and Work Flow for Forest Clearance

Steps and Procedure for Obtaining Borrow Area Permit
Steps Activities
1 Contractor identifies the Borrow Area (BA) quantity based on prospective BA identified in F/S/DPR
2 Contractor identifies the Borrow pits with quantity and raise Request for Inspection (RFI) to
IE/CSC.
3 IE/CSC inspects borrow pit in the presence of Environmental Engineer of contractor and land
owner with his lease document.
4 Contractor takes the sampling of soil in identified pit and test in lab. IE/CSC approves the pit based
on the test report (Moisture contents, particle size etc.)
5 Contractor makes the agreement with land owner and get NOC from Gram Panchayat if necessary
6 If BA is more than 5Ha (B1 category), contractor submit application for clearance to State
Environment Impact Assessment Authority (SEIAA) the project is treated as B1 EIA and Public
Hearing needs to be carried out.
7 If BA is < 5Ha (B2 category), contractor submit application in Form 1M, Prefeasibility report and
approved mine plan to District Environment Impact Assessment Authority (DEISAA). DEIAA gives
clearance base on the recommendation of District Environment Appraisal Committee (DEAC).
8 Contractor pays Royalty amount to state government at the prescribed rate.
9 Contractor submit Borrow Area Redevelopment plan to IE/CSC.
10 Contractor raise RFI to IE/CSC for Borrow pit excavation
11 Contractor fulfils the compliance of EC agency observations if any.
12 Contractor will maintain haul road and ensure for fugitive dust suppression
13 Contractor does sampling of each pit at the time of excavation test and gets approval of IE/CSC.
14 Contractor raises RFI to IE/CSC before closing the pit.
15 Contract reclaims borrow pit as per owner agreement and gets clearance from him.
Key Considerations prior to selection of Borrow Areas
 Cluster shall be formed if the distance between peripheries of one lease to the other and is less
than 500m in homogenous mineral area.
 Minimum distance between two clusters is 500 meters.
 Maximum depth of excavation 2000mm from existing ground level.
 In case of fertile land; 15 cm top soil is stock piled. further up to max.30 cm depth.
 Maintain 5m distance from the toe of the final section of the road/Embankment.
 BA should not be dug within 1500 m of village. If unavoidable should not exceed 30 cm in depth.
 Ridges not less than 8m width shall be left an interval of not exceeding 300m.
Muck Disposal Area: As cut quantity is fully utilized in embankment filling purpose, hence no muck
disposal area is required for the project.

Applicable Indian Road Congress (IRC) Codes to the Project Road: Key IRC guidelines have been
summarized that have a direct/indirect bearing on the environmental management during design
and construction stages.
Applicable Indian Road Congress (IRC) Codes
S. No Code Title/Theme Code

1 Guidelines on requirement of environmental clearance for road projects IRC:SP:93-2011
2 Guidelines on Landscaping and tree plantation IRC:SP: 21-2009
3. Guidelines for EIA of Highway projects IRC:104-1988
4. Guidelines for Borrow area identification, use and its rehabilitation IRC:10-1961
5 Guidelines for Pedestrian Facilities IRC: 103 -1988
6. Ribbon developments on highways and its prevention IRC: SP: 1996
7. Manual on Landscaping of road IRC: SP: 21-1979
8. Report on recommendations of IRC Regional workshops on highway safety IRC: SP: 27-1984
9. Road safety for Children (5-12 years old) IRC: SP: 32-1988
10. Guidelines on road drainage IRC: SP: 42-1994
11 Highway safety code IRC: SP: 44-1994
12 Guidelines for safety in construction zones IRC: SP: 55-2001
13 Hill road manual IRC: SP-48-1998
Recommended practice For treatment of embankment slopes and erosion

14 IRC: 56–1974
control
9.5 Existing Baseline Environmental Conditions

Manipur has a total geographical area of 22,327 Sq. Km. of which 90% are hilly regions, largely,
characterised by dense forests and inaccessible terrains. The valley (Plain area) at the centre
surrounded by the hills claims 10% only. The valley area is cadastrally surveyed while only some
parts of the hills are surveyed. As part of peculiarity of this physical feature of the area, 61.54 of the
total population is in the valley while 38.45 per cent in the hill districts. Besides the state is
surrounded by equally backward states on the north and west; Nagaland and Mizoram while on the
south there is Myanmar, a very less developed country. The positive “spill-over” effects of
development are visibly limited. The length of international border shared by the state is 352 kms
accounting for 41.21% of the total length of the border. This peculiar location has been a visible
handicap on the perceptible process of development of the state.
Rainfall: The rainfall in the state is around 1435 mm. Monsoon confers upon Manipur a very
handsome rain as seen below: -
 South-West monsoon ( June-Sept.) - 825 mm
 Post monsoon period ( Oct. to Dec. ) - 151 mm

 Winter monsoon ( Jan. to Feb. ) - 52 mm

 Pre monsoon ( March – May ) - 407 mm
 Total - 1435 mm
Geology: Geologically, Manipur belong to the young folded mountains of the Himalayan system. The
rocks in the state vary from upper Cretaceous to the present alluvium. The oldest rocks found in the
state are mainly confined in the eastern part of the state close to Indo-Myanmar border and the
rocks are grouped as cretaceous rocks consisting of chromites (Epilates), serpentine etc. Availability
of Asbestos, Chromite, Copper ore, Coal, Big iron, Lignite, Lime stone, Nickel ore and petroleum is
reported in some parts of the state.
Soil: The soil of the state is of two major types – residual and transported, which cover both the hill
and plain of the State. The residual soils are either laterized or non-laterized. The laterized red soils
covering an area of 2,500 sq. km. in the Barak drainage on the Western slope of Manipur. It contains
rich portion of nitrogen and phosphate, a medium acidity and lesser amount of Potash. The old
alluvial is brought down by river Barak basin and Jiri river and their tributaries from their lateritic
water ship hills. The compact and less permeable soils contain higher quantity of potash, fair amount
of nitrogen and phosphorus with medium acidity. The transported soils are of two types – alluvial
and organic. The alluvial soils cover 1600 sq. km. in the valley. These soils have general clayey warm
texture and grey to pale brown colour. They contain a good proportion of potash and phosphate, a
fair quantity of nitrogen and organic matter and are less acidic. The organic soils cover the low lying
areas of the valley. With dark grey colour and clayey loam texture, these peaty soils have high
acidity, abundance of organic matter, a good amount of nitrogen and phosphorus but are poor in
potash. The hill soils are more or less rich in organic carbon (1 to 3%) in the top soil, but poor in
available phosphorus and potash. They are acidic in nature. Following figures are enclosed in GIS
Environment to visualize the following parameters in the surrounding region of Pallel-Chendel road.
Fig 9.3: Land use and land cover infiltration
Fig 9.4: Drainage Infiltration
Fig 9.5: Elevation Map
Fig 9.6: Digital Terrain Model
Fig 9.7: Slope Map
9.6 Generic and Site-Specific Key Impacts Identified during Screening

 Pre-construction Impacts: The up gradation and widening of the project road as per 2-lane
configuration has been accommodated within EROW. No private land as well as diversion of
forest land is required for the project.
(i) Alignment: Alignment has been framed in such a manner within EROW so that no additional
land will be required for the project. Impact on structures and road side utilities will be
assessed with 100% census survey.
(ii) Water bodies: construction of culverts and bridges in during lean flow period. If technically
not feasible, toe walls/retaining walls have been proposed. Aggregate will be procured from
existing licensed quarries.
(iii) Tree Cutting: Proposed to restrict tree cutting to formation width.

(iv) Construction material Sourcing: Borrow areas have been identified at non-agricultural land.
Quarrying is not proposed.
(v) Dust and air pollution: No new borrow areas/quarry sites to be opened for the project.
Aggregates will be sourced from existing licensed quarries. Waste disposal sites and asphalt
mixing sites have been sited away from populated areas.
(vi) Noise and Vibration: Time regulation for blasting and construction near sensitive receptors
and residential areas. There are two existing crusher plant in adjacent to proposed road.
(vii) Soil Erosion, Cut and fill: The design attempted to equalise cut and fill. Adequate erosion
control measures included in design.
(viii) Construction Camp and Waste Disposal: No such facility is sited near any water bodies, forest
area and settlements.
(ix) Natural Hazards: The project area is located in seismic zone V which is very high damage risk
zone. Relevant IS codes shall be adopted while designing the civil structures to sustain the
earthquake of highest magnitude in Seismic zone V. Retaining walls and breast walls need to
be provided at all potential landslide locations.
 Generic impacts attributable to any road up-gradation projects are:
(i) Increase of local air pollution and noise level due to construction and site clearance activities,
earthworks, borrowing and quarrying, operation of hot mix plants etc;
(ii) Deterioration of surface water quality due to silt run-off, spillage from vehicles and discharge
from labour camps;
(iii) Health impacts from labour camps;
(iv) Disruption to access/traffic;
(v) Occupational health and community safety. Operation stage impacts anticipated are road
accidents, accidental spillage, submergence/overtopping of CD structures, water logging due
to blockade of side drains, increased air pollution and noise level, survival of compensatory
afforestation and avenue plantation etc.
All these are mainly associated with maintenance and monitor of effectiveness of mitigation
measures taken during design and construction stage. Executing agency is mandated to undertake
regular maintenance of the road conditions and its appurtenances.
Besides above, since the project is located in a mountainous terrain, following site-specific impacts
achieves greater attention need to be addressed in detail during further stages of study.
 Site Specific Potential Impacts due to Road upgradation and Widening
 Landslides: The lithology of the project area combined with high rainfall makes the hill
slopes unstable. Destabilization of slopes due to hill cutting may cause extensive erosion
resulting to siltation in nearby water bodies may invite impact on properties. Hence, suitable
protection measures are recommended viz.
(i) Retaining walls for stabilization of uphill, (ii) breast walls for down slopes and (iii) parapet
walls/guard posts/railings/edge stones. Some Bio-engineering measures like bamboo
terracing, bamboo crib walls, and bamboo knitting a slope, (ii) contour trenching, (iii) series
of check dams on hill slopes etc. may also be recommended for slope stabilization. In
addition to controlling soil erosion, this will generate employment to local people, manifold

saving against masonry structures, increase productivity of hill slopes and reduce carbon
emissions.
 Soil Erosion/Silt Runoff: Soil erosion may take place near cutting areas, at mountainous and
uncompacted embankment slope, and wherever vegetation is cleared. Soil erosion may
have cumulative effect viz. siltation, embankment damage, drainage problem etc. Loss of
soil due to run off from earth stock-piles may also lead to siltation. Need for opening
borrows areas and quarries are not anticipated since abundant material will be available
from hill cutting. However, if requirement emerged, it may cause some adverse impacts if
left un-rehabilitated. It may pose risk to people, particularly children and animals of
accidentally falling into it as well as become potential breeding ground for mosquitoes and
vector born disease. Illegal quarrying may lead to unstable soil condition; destroy the
landscape of the terrain, air and noise pollution. Opening of new quarries is not envisaged
due to the proposed project. Quarry material will be sourced from existing licensed quarries.
The dredging and use of dredged material, if involved, may have its impact in terms of
localised sedimentation level increase and dispersion of pollutants present in the dredged
material in the river water.
 Blasting: In case if blasting is required the blasting operation may cause noise and vibration,
destabilization of rock units and safety hazard and physical damage to downhill inhabitants,
assets and properties. In forest areas, it may pose adverse impacts on faunal elements.
Blasting, if required shall be restricted to daytime only. Blasting should be carried out as per
“The Explosive Act, 1884 and the rules, 1983” pertaining to procurement, transport, storage,
handling and use of explosives. Blasting schedules shall be carried out as per pre announced
scheduled which shall be also displayed in advance in areas where residents may be affected
by the blasting operations. Red danger flags shall be displayed prominently in all directions
during the blasting operations. The flags shall be planted 200 m and 500 m from the blasting
site in all directions for blasting at. People, except those who actually light the fuse, shall be
prohibited from entering this area, and all persons including workmen shall be excluded
from the flagged area at least 10 minutes before the firing, a warning siren being sounded
for the purpose. The Contractor shall notify each public utility body having services in
proximity to the site of the work of his intention to use explosives. The Contractor shall
adequately compensate in a timely manner for any damage to property/services and life
caused by their blasting”
 Debris Disposal: Cutting the hillside to widen a road invariably generates debris. Disposing of
this debris in the hilly areas is a challenging task as loose debris can potentially cause
landsides, lead to unsightly scarring, and cause the hill slopes where it is dumped to lose
their productivity. The road’s technical design had been framed in such a manner that the
generation of debris is negligible as the future road development has been accommodated
within EROW.
A fairly large proportion of people use hill slopes for agriculture where they still follow the
traditional practice of ‘jhum’, or shifting cultivation, a ‘slash and burn’ method of cultivation
that requires large tracts of land. The productivity of these slopes would therefore need to
be retained and any land acquisition for project work or the disposal of debris would need to
be done in close consultation with the local people since significant part of the land is jointly
owned and administered by the community.

 Alteration of Surface Water Hydrology/Drainage: Diversion of rivers and major streams

construction is not envisaged. Reconstruction/new construction of culverts will be done
during lean flow period. Diversion of some nallahs may be required for a very short period.
Their courses will be brought back to original within no time once construction is finished.
 Ecological Resources: There are no national parks, wildlife sanctuaries or any other similar
eco-sensitive areas in the project area. Major portion of the project road is passing through
unclassified/open mixed jungle. Wildlife movement is not reported along/across the project
road. A rapid bio-diversity assessment will be carried out to generate baseline on floral and
faunal elements in the project area. The survey will also help in assessing impact on any rare
threatened or endangered species of floral species in the project area. Rapid bio-diversity
assessment will also recognize wild life movement along across and impact due to
improvement work. Tree enumeration will be conducted to identify no of trees likely to be
affected. Total 119 nos. of trees will be affected. The list of affected trees is given in Table
9.1. Risk of forest fire cannot be ruled out due to uncontrolled burning of grasses/shrubs for
clearance of ROW, fuel accumulation due to accidental spillage or improper storage of
explosives.
Table 9.1: List of Affected Trees
OFFSET DISTANCE
SL TREE EXISTING DESIGN GIRTH
EASTING NORTHING FROM EXISTING SIDE
NO. NO. CH. (M) CH. (M) (M)
CARRIAGEWAY (M)
1 RT01 81 80 G=1.8 603911.083 2704478.179 1.3 RIGHT
2 LT01 180 180 G=1.1 603848.28 2704409.104 2.10 LEFT
3 RT02 184 184 G=1.5 603838.62 2704408.777 0.90 RIGHT
4 LT02 666 667 G=1.5 603586.585 2703997.907 1.20 LEFT
5 LT03 672 673 G=1.2 603582.889 2703992.921 0.60 LEFT
6 LT04 677 678 G=1.4 603580.79 2703989.738 0.40 LEFT
7 LT05 679 680 G=1.8 603580.401 2703988.979 0.50 LEFT
8 LT06 811 812 G=1.5 603512.483 2703871.582 0.80 LEFT
9 LT07 850 851 G=1.8 603492.836 2703838.757 1.00 LEFT
10 LT08 1232 1233 G=0.6 603335.544 2703491.117 1.40 LEFT
11 LT09 1863 1864 G=1.3 603083.689 2702911.902 1.50 LEFT
12 LT10 1869 1870 G=0.7 603081.526 2702907.854 1.10 LEFT
13 LT11 1871 1872 G=0.6 603080.664 2702905.88 1.00 LEFT
14 LT12 1873 1874 G=1.2 603080.198 2702904.288 1.20 LEFT
15 LT13 2081 2082 G=1.4 603008.492 2702709.481 1.50 LEFT
16 RT03 2083 2084 G=0.5 602999.211 2702709.925 0.90 RIGHT
17 RT04 2097 2098 G=0.4 602996.492 2702695.998 0.80 RIGHT
18 LT14 2169 2170 G=1.7 602994.499 2702625.36 1.50 LEFT
19 LT15 2175 2176 G=0.9 602994.328 2702618.301 1.10 LEFT
20 LT16 2183 2184 G=1.2 602994.433 2702610.2 1.00 LEFT
21 LT17 2187 2188 G=0.6 602994.322 2702607.077 0.80 LEFT
22 LT18 2203 2204 G=1.1 602994.992 2702589.605 1.00 LEFT
23 LT19 2207 2208 G=1.8 602995.014 2702586.831 0.90 LEFT
24 LT20 2218 2219 G=1.5 602995.261 2702575.416 0.80 LEFT
25 RT05 2220 2221 G=0.6 602986.147 2702573.043 1.50 RIGHT


OFFSET DISTANCE
CARRIAGEWAY (M)
26 RT06 2224 2225 G=1.8 602985.647 2702567.133 1.50 RIGHT
27 RT07 2230 2231 G=1.5 602984.899 2702557.491 0.80 RIGHT
28 RT08 2252 2253 G=1.1 602984.217 2702541.173 1.30 RIGHT
29 RT09 2262 2263 G=0.5 602983.45 2702530.497 1.20 RIGHT
30 RT10 2271 2272 G=1.1 602983.107 2702523.084 0.90 RIGHT
31 RT11 2281 2282 G=1.5 602981.288 2702512.395 1.70 RIGHT
32 RT12 2285 2286 G=1.1 602980.895 2702508.567 1.70 RIGHT
33 LT21 2328 2329 G=1.4 602988.291 2702465.205 1.20 LEFT
34 LT22 2337 2338 G=1.4 602987.666 2702455.378 1.20 LEFT
35 LT23 2344 2345 G=0.6 602987.042 2702448.735 1.00 LEFT
36 LT24 2376 2377 G=0.4 602983.633 2702415.802 1.40 LEFT
37 LT25 2402 2403 G=0.8 602978.845 2702392.557 1.50 LEFT
38 LT26 2417 2418 G=1.9 602973.67 2702376.283 1.20 LEFT
39 LT27 2426 2427 G=0.5 602970.794 2702367.815 1.10 LEFT
40 LT28 2480 2481 G=0.8 602951.085 2702317.357 1.20 LEFT
41 LT29 2741 2741 G=1.5 602797.141 2702108.072 1.50 LEFT
42 LT30 2795 2795 G=1.7 602764.466 2702064.755 1.70 LEFT
43 LT31 2894 2894 G=0.4 602715.564 2701984.833 1.20 LEFT
44 RT13 2924 2924 G=0.7 602710.374 2701953.869 1.40 RIGHT
45 LT32 2933 2933 G=0.6 602720.161 2701947.339 1.20 LEFT
46 RT14 2954 2974 G=1.1 602713.411 2701905.535 1.60 RIGHT
47 RT15 3002 3002 G=0.6 602712.969 2701877.46 1.90 RIGHT
48 LT33 3031 3031 G=1.3 602720.857 2701847.95 1.00 LEFT
49 LT34 3034 3034 G=0.4 602720.608 2701844.768 1.10 LEFT
50 LT35 3038 3038 G=0.5 602720.247 2701841.712 1.00 LEFT
51 RT16 3040 3040 G=0.6 602709.612 2701839.458 2.20 RIGHT
52 LT36 3041 3041 G=1.4 602720.194 2701838.165 1.30 LEFT
53 RT17 3054 3054 G=1.4 602708.207 2701825.52 1.90 RIGHT
54 RT18 3063 3063 G=0.9 602706.757 2701817.3 2.30 RIGHT
55 RT19 3076 3076 G=1.2 602704.373 2701805.929 1.60 RIGHT
56 LT37 3088 3088 G=0.7 602709.856 2701791.12 1.80 LEFT
57 LT38 3096 3096 G=1.6 602707.245 2701784.014 1.50 LEFT
58 LT39 3165 3165 G=0.7 602676.51 2701722.929 2.00 LEFT
59 LT40 3264 3264 G=0.5 602618.61 2701639.996 1.30 LEFT
60 LT41 3292 3292 G=0.6 602602.799 2701617.414 1.20 LEFT
61 RT20 3313 3313 G=1.1 602584.03 2701605.017 1.30 RIGHT
62 RT21 3392 3392 G=1.8 602538.667 2701539.265 1.40 RIGHT
63 LT42 3519 3519 G=1.7 602473.355 2701429.817 1.30 LEFT
64 LT43 3870 3870 G=1.5 602301.325 2701135.975 1.50 LEFT
65 LT44 3911 3911 G=0.5 602307.033 2701095.264 1.20 LEFT
66 RT22 3990 3990 G=1.2 602307.39 2701015.487 1.30 RIGHT
67 LT45 3995 3995 G=1.5 602316.91 2701013.318 1.10 LEFT


OFFSET DISTANCE
CARRIAGEWAY (M)
68 RT23 3995 3995 G=1.3 602308.025 2701011.539 1.40 RIGHT
69 LT46 3998 3998 G=0.6 602317.83 2701008.183 1.00 LEFT
70 LT47 4013 4013 G=1.2 602320.907 2700993.832 1.30 LEFT
71 RT24 4083 4083 G=1.1 602328.013 2700924.128 0.90 RIGHT
72 RT25 4290 4290 G=1.8 602402.226 2700733.925 1.90 RIGHT
73 RT26 4305 4305 G=1.9 602414.567 2700723.648 1.10 RIGHT
74 RT27 4339 4338 G=1.1 602435.317 2700699.738 1.60 RIGHT
75 RT28 4523 4522 G=1.6 602493.918 2700532.524 0.70 RIGHT
76 LT48 4641 4641 G=1.2 602534.428 2700418.633 1.10 LEFT
77 LT49 5229 5228 G=1.3 602448.054 2699873.865 0.80 LEFT
78 LT50 5233 5232 G=1.5 602449.445 2699870.367 1.00 LEFT
79 LT51 5842 5840 G=1.8 602622.902 2699311.581 2.10 LEFT
80 LT52 5872 5870 G=0.5 602609.554 2699287.14 0.80 LEFT
81 LT53 5885 5883 G=1.4 602602.98 2699274.514 0.40 LEFT
82 LT54 6177 6174 G=0.6 602544.231 2699024.858 2.50 LEFT
83 LT55 6883 6880 G=1.3 602343.783 2698461.689 1.80 LEFT
84 LT56 7071 7068 G=0.7 602339.237 2698276.6 1.50 LEFT
85 LT57 7244 7240 G=1.5 602327.094 2698106.593 1.70 LEFT
86 RT29 7253 7249 G=0.6 602313.367 2698102.03 1.70 RIGHT
87 RT30 7267 7263 G=1.2 602305.88 2698089.478 1.60 RIGHT
88 LT58 7503 7499 G=0.6 602313.659 2697873.369 1.50 LEFT
89 RT31 7650 7646 G=1.8 602285.111 2697730.814 1.60 RIGHT
90 LT59 7690 7686 G=1.8 602289.517 2697690.231 1.10 LEFT
91 LT60 7694 7690 G=1.5 602289.009 2697686.449 1.00 LEFT
92 LT61 8794 8690 G=1.4 602405.197 2696803.021 0.90 LEFT
93 RT32 9216 9212 G=0.6 602416.347 2696294.623 1.50 RIGHT
94 RT33 9696 9692 G=0.6 602516.118 2695828.939 1.40 RIGHT
95 RT34 10099 10094 G=1.3 602772.5521 2695545.117 2.10 RIGHT
96 LT62 10295 10290 G=1.3 602900.5164 2695399.764 1.50 LEFT
97 RT35 10347 10342 G=1.2 602929.2735 2695355.912 2.30 RIGHT
98 LT63 10876 10870 G=0.6 602690.646 2694911.096 1.70 LEFT
99 LT64 12850 12847 G=1.2 601943.455 2693697.434 1.30 LEFT
100 LT65 12920 12918 G=1.8 601904.7 2693637.487 1.00 LEFT
101 RT36 13560 13567 G=1.5 602216.078 2693164.648 1.10 RIGHT
102 RT37 13715 13712 G=0.4 602272.709 2693031.916 1.70 RIGHT
103 RT38 13930 13927 G=0.3 602280.624 2692821.998 1.20 RIGHT
104 RT39 14063 14060 G=0.5 602247.457 2692694.179 1.00 RIGHT
105 LT66 14233 14230 G=0.8 602174.859 2692541.534 1.10 LEFT
106 LT67 14243 14240 G=1.1 602170.995 2692533.066 1.10 LEFT
107 LT68 14255 14252 G=0.6 602166.644 2692522.563 1.00 LEFT
108 RT40 14746 14742 G=1.2 601989.013 2692146.507 2.50 RIGHT
109 LT69 15363 15360 G=1.8 601683.393 2691633.976 1.90 LEFT


OFFSET DISTANCE
CARRIAGEWAY (M)
110 LT70 15493 15490 G=1.5 601637.058 2691511.865 1.50 LEFT
111 LT71 15503 15500 G=0.4 601633.875 2691503.014 1.80 LEFT
112 LT72 15723 15720 G=0.6 601504.738 2691326.282 1.50 LEFT
113 LT73 15736 15733 G=0.7 601488.561 2691320.217 2.30 LEFT
114 LT74 15888 15884 G=1.1 601343.309 2691282.432 2.00 LEFT
115 LT75 15889 15885 G=0.6 601342.759 2691282.022 2.20 LEFT
116 LT76 15898 15894 G=1.8 601333.9 2691279.735 2.20 LEFT
117 LT77 17283 17278 G=0.9 600212.035 2690598.67 1.40 LEFT
118 RT41 18131 18126 G=1.4 600028.262 2689852.42 0.01 RIGHT
119 RT42 18260 18255 G=0.8 599915.191 2689807.432 1.00 RIGHT
A brief summary of affected trees to be cut as per girth size is given below in Table -9.2
Table-9.2: Summary of affected trees
Girth Size 300mm-600mm 600-900mm 900-1800mm >1800mm
Trees in Nos. 15 29 60 15
Based on the above findings and valued environmental components identified, the detailed/EMP
report has been framed in Volume-IV. Environmental cost of the project has given in table 9.3

Table 9.3: Environmental Costs

AMOUNT
SL. NO ITEM DESCRIPTION QUANTITY UNIT RATE (Rs.) Responsibility
(Rs.)
A Tree Plantation
NHIDCL / Forest
A.1 Compensatory Plantation@1:5 basis for 119 625 No 1500 937,500
department
Bamboo tree guard of height 1.2 meters above ground and 0.20 meter below NHIDCL / Forest
A.2 625 No 500 312,500
ground for all trees other than bamboo tree. department
B Environmental Monitoring
Ambient air quality monitoring (Construction Stage) @ 4 Location three times for 2
B.1 24 NO 11,000 264,000 NHIDCL / Sc
years
Ambient air quality monitoring (Operation Stage) @ 4 Location for three times for
B.2 12 No 11,000 132,000 NHIDCL / Sc
one year
Ambient noise level monitoring (Construction Stage) @ 4 Location three times for 2
B.3 24 No 4,500 108,000 NHIDCL / Sc
years
Ambient noise level monitoring @ 4 Location three times for three times for one
B.4 12 No 4,500 54,000 NHIDCL / Sc
year
B.5 Water quality monitoring of surface water for two years for 2 time at three location 12 No 6,000 72,000 NHIDCL / Sc
Water quality monitoring of drinking water for 4 locations three times a year during
B.6 24 No 6,000 144,000 NHIDCL / Sc
construction stage for 2 years
B.7 Soil Quality analysis @ 2 Location for three times for 2 year 12 No 8,000 96,000 NHIDCL / Sc
B.8 Soil Quality analysis @ 2 Location for one year 6 No 8,000 48,000 NHIDCL / Sc
C MITIGATION COST
C.1 Oil interceptors at Mechanical Yard @ construction Camp 2 No 25,000 50,000 NHIDCL / Sc
C.2 Silt Fencing 10 NO 20,000 200,000 NHIDCL / Sc
D ENVIRONMENTAL ENHANCEMENT COST
Number
D.1 Development of rain water harvesting and road side water body enhancement decided No 10,00,000 1000000 NHIDCL / Sc
by

Table 9.3: Environmental Costs

AMOUNT
SL. NO ITEM DESCRIPTION QUANTITY UNIT RATE (Rs.) Responsibility
(Rs.)
Engineers
& PIU,
NHIDCL
D.3 Environmental Training Lumsum No 5,00,000 500,000 NHIDCL / Sc
D.4 Environmental awareness Lumsum No 5,00,000 500,000 NHIDCL / Sc
A Tree Plantation 1,250,000
B Environmental Monitoring 918,000
C MITIGATION COST 250,000
D ENVIRONMENTAL ENHANCEMENT COST 2,000,000
Sub Total (A+B+C+D) 4,418,000
Contingency @10% 441,800
TOTAL ENVIRONMENTAL COST 4,859,800
TOTAL ENVIRONMENTAL COST 49,00,000 Approx

ARH
MALIG
TO
NH-39
NA
TO NU
GA G
ON NH-3 N
6 U
H
TO DIMAPUR KC
NA KO
GA O
O M
N TO
1
-6
H
N
G
LAMDING
N
SA
NH-3
9
EN
5
)
KOHIMA
NH27(54
5
TU
-1
TO
H
N
MELLURI
NH
NAGALAND
-1
50
CHANDEL VILLAGE
NH
JESSAMI Diyashi Village
-
39
PERAN
0
Japhon bazaar END OF PROJECT ROAD
-15
MAO NH-102A
TOLYANG
NH
TADUBI KHARASOM (KM 18+292)
PHAIBUNG
MARAM 5
LEIKE
TUSOM
LAKAMEI SOMRA
A
SENAPATI
NH-102
CHINGAI
MAHUR
TAUSEM TOLLOI KHAMASOM
-54 NGTANG KHAMSOM
NH SOMSAI LUNGHAR
AR
-39
CH
SIL MANIPUR
TO NH UKHRUL
TAMENGLONG 4
ASSAM LONI
CHAMMU
G
7
AN
GAMMON
-13
SANGSAK
KANGLATOMBI
Thotthannpm Village
NS
NH
MD CAMP NEW
HEAVEN
TERMINATING POINT
O
LEIMAKHONG
KH
TO SILCHAR 0
AT CHANDEL
JIRIBAM N -15 YAINANGPOKPI PHUNGYAR
H NONEY NH
km 222.00 -5 Prallringkhu Village
NH-102A
3 KAMJONG(Chasad)
3 H-5
N
TUPUL
IMPHAL SORDE
1
1 50 NEW NAMPISHA
N H- MOLLEN
KASOM SARBUNG
THOUBAL KHULLEN
YAIRIPOK
km 22.00/0.00 KHORIPOK KAMTONG
BISHNUPUR MAWAI KHONGLA
NH-39
HEIROK
TARONG WALPHEI
NH-102A
NAMBASHI KASONG
LOKTAK
LAKE HAIKOT
MOIRANG
SHAMUKOM SHAIBOL
KHAMBANG SITA NARUM
NH-150
KHULLEN MYANMAR
PROJECT ROAD TEGNOUPAL Knarkhuw Village
NH-150 LAIBI
Linaleikun Village
CHURACHANDPUR
THANLON SUGNU
TIPAIMUKH BP 81
age
basnai Vill
KHUDENG THABI
DIALKHAI BP 80
Li
2B
PHERJOL BP 79
-10
)
SE (150
MOREH
NH
NG
TAMU
NH
CHAKPIKARONG
2
Saiemthar Village
-1
ILI
NH
SINZWAL MOLTUK
0
Liwkhullen Village
2B
SINGHAT 6 MOMBI
TO
SAJIK
TAMPAK KHEMDO
JOUPI THINGPHAI
AIGE 3 KHENGOI
BEHIANG
TUIVAI SEHLON
HENKOT PHAISANJUNG
KHONGTAL
MIZORAM
NEW
SAMTAL
Lunghu Village
TO TIDDIM
KANMAGYI
MYANMAR Lirungtabi Village
KHAMPAT
MANIPUR KYIGONE
KALEWA
KALEMYO
Heibonglok Village
Khukthar Village
2
NH-10
H-39
OLD N
NEW
Kapaam Village
Chandanpokpi Village
Leishokching Village
Thamlakhuren Village Hoyshing Village
ORIGIN POINT AT MANIPUR

PALLEL CHANDEL DISTRICT
TENGNOUPAL DISTRICT
Damjol Village
MANIPUR
LEGEND
PALLEL VILLAGE START OF PROJECT ROAD
(KM 0+000)
DISTRICT BOUNDARY :-
MANIPUR
KAKCHING DISTRICT PROPOSED ALIGNMENT :-
:-
EXISTING ROAD :-
BUILT-UP AREA :-
RIVER :-
Scale :- NATIONAL HIGHWAYS AND INFRASTRUCTURE DWG NO :- CET/4046/NHIDCL/NH-102C/P-C/FDPR/KP

DEVELOPMENT CORPORATION LTD.
Revised as per observation N.T.S PTI Building, 3rd Floor, 4 Parliament Street, FIG : 9.1 KEY PLAN REVISION MKD. - R2 SHEET NO. - 01 OF 01
R2 28.8.2019 by NHIDCL on 22.7.2019
New Delhi - 110001 CE TESTING COMPANY PVT. LTD. DRAWN BY DESIGNED BY CHECKED BY ISSUED BY
R1
Revised as per observation
10.7.2019 by NHIDCL on 13.6.2019
PROJECT: SUBMISSION TYPE : 124-A, N.S.C. Bose Road
CONSULTANCY SERVICES FOR CARRYING OUT FEASIBILITY STUDY, PREPARATION OF DETAILED Kolkata - 700092.
DATE:
PROJECT REPORT AND PROVIDING PRE-CONSTRUCTION SERVICES IN RESPECT OF 2 LANING OF FINAL DETAILED PROJECT REPORT
MKD. DATE DESCRIPTION CHKD. APPRD.
PALLEL-CHANDEL SECTION OF NH- 102C ON ENGINEERING, PROCUREMENT &CONSTRUCTION MODE
August, 2019 S.MANDAL
REVISIONS IN THE STATE OF MANIPUR . PACKAGE:-NHIDCL/DPR/SN-DMP-PC/Manipur/2016 B.DAS S.SADHU B.KONER
93°55'0"E 94°0'0"E 94°5'0"E
LANDUSE/LANDCOVER OF 10 KM. BUFFER ZONE SURROUNDING THE

PROPOSED ALIGNMENT OF PALLEL - CHANDEL ROAD
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24°15'0"N
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DEGRADED FOREST LAND !
( End Point
FOREST LAND !
( Start Point
IRRIGATED LAND )
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SAND BARS Proposed Alignment
WATERBODY 10Km. Buffer Fig. 9.3
93°55'0"E 94°0'0"E 94°5'0"E

93°55'0"E 94°0'0"E 94°5'0"E
DRAINAGE MAP OF 10 KM. BUFFER ZONE SURROUNDING THE
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Legend
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( Start Point
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!
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Rivers
Proposed Alignment
10Km. Buffer
4 2 0 4 Km.
Fig. 9.4
93°55'0"E 94°0'0"E 94°5'0"E

Figure 9.5: Elevation Map keeping buffer of 10 km of project road
93°55'0"E 94°0'0"E 94°5'0"E
DIGITAL TERRAIN MODEL OF 10 KM. BUFFER ZONE SURROUNDING THE

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Irengband )
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Meringbal
Soura
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( End Point
Terrain Type (Gradient %) !
( Start Point
Plain (< 10) )
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Rolling (10 - 25) Proposed Alignment
Mountainous (> 25) 10Km. Buffer Fig. 9.6
93°55'0"E 94°0'0"E 94°5'0"E

93°55'0"E 94°0'0"E 94°5'0"E
µ
SLOPE MAP OF 10 KM. BUFFER ZONE SURROUNDING THE
Mairembam )
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Kuijam
Meringbal
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Lamlong khunou
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Slope Category (Degree) Oklu

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LEVEL TO GENTLE (< 2)
GENTLE (2 - 5)
!
( Start Point
MODERATE (5 - 10)
!
( End Point
MODERATELY STEEP (11 - 18)
village_pallel_chnadel 4 2 0 4 Km.
STEEP (19 - 30)
)
"
centre_line_utm
STEEP (31 - 45)
VERY STEEP (> 46) 10Km. Buffer Fig. 9.7
93°55'0"E 94°0'0"E 94°5'0"E

Pallel-Chandel Section of NH- 102C on Engineering, Procurement and Construction Road Safety Audit
CHAPTER-10
ROAD SAFETY AUDIT
10.1 Introduction
Road Safety Audit (RSA) is a formal procedure for assessing accident potential and safety
performance in the provision of new road schemes and schemes for the improvement and
maintenance of existing roads.
However, its systematic application can also ensure that a growing awareness about good road
safety principles is achieved throughout in highway planning, design, construction and maintenance
organization. The essential elements of the definition are that it is:
a) A formal process and not an informal check,
b) Carried out by persons who are independent of the design and construction, IRC: SP: 88-2010
c) Carried out by persons with appropriate expertise, experience and training, and
d) Restricted to road safety issues.
Road, engineers will apply quality assurance techniques by established procedures and regularly
check the details of their own work. This regular checking includes checking safety aspects. This type
of assessment, however, is not 'road safety auditing' because it is not done with a 'fresh pair of eyes'
and it is probably not applying road safety engineering skills and experience required for the task.
Road safety audit, on the other hand, is a 'step-by-step' process, performed at all stages. An
independent road safety audit of the design is sought, to permit independent road safety
engineering advice to be input, for the benefit of the future road users. Presently, it has become
practice of involving safety engineers during the life of project, liaising informally with professionals
of all disciplines at all stages, from feasibility/concept stage to completion. In turn, quality assurance
can be applied to the providers of road safety audit services.
Road safety is now recognized as a major socio-economic concern in India. Increasing traffic
volumes, the rapid growth in two and three wheeled traffic, higher speeds due to construction
improvement / rehabilitation of roads has increased safety problem. A Road Safety Audit (RSA) is the
safety performance examination of a road section through experienced road safety expert. It
qualitatively estimates and reports on potential road safety issues and identifies opportunities for
improvements in safety for all road users. The road safety audit investigates general safety
conditions, focuses on specific concerns or users. This also includes pedestrian safety as well as
safety of transport use.
10.2 Road Safety Audit and Quality Assurance

Road safety audit is an important aspect of Quality Assurance (QA), applied to the implementation of
a road project. It is a management process in which the provider of goods or services assures the
customer or client of the quality of those goods or services, without the customer or client having to
check each time.
Quality assurance is done by the implementation, in the organization, of a set of procedures
designed to ensure that agreed standards are met. Quality assurance procedures for the design and
implementation of new road or traffic projects are to input road safety engineering expertise into
the design. Often the client and the customer are the same person or organization. In case of roads,
the client for whom the road is designed and built is usually the highway authority, whereas the

customer is the road user. A road safety audit is undertaken for the highway authority to ensure that
the customer is afforded a level of protection from unsafe design and construction.
'Getting it right the first time' is the underlying theme of quality assurance. Road safety audits seek
to ensure the road operates 'right the first time' once it opens and that the road users make fewer
mistakes. Quality assurance is a continuous process. So far as the safe design of roads is concerned,
quality assurance starts with a safety culture in an organization. While designing a road, engineers
will apply quality assurance techniques by established procedures and regularly check the details of
their own work. This regular checking includes checking safety aspects. This type of assessment,
however, is not 'road safety auditing' because it is not done with a 'fresh pair of eyes' and it probably
is not applying road safety engineering skills and experience required for the task. Road safety audit,
on the other hand, is a 'step-by-step' process, performed at all stages. An independent road safety
audit of the design is sought, to permit independent road safety engineering advice to be input, for
the benefit of the future road users. Presently, it has become practice of involving safety engineers
during the life of project, liaising informally with professionals of all disciplines at all stages, from
feasibility/concept stage to completion. In turn, quality assurance can be applied to the providers of
road safety audit services.
10.3 Objective of Road Safety Audit

Road safety audit must assess projects on the basis of road user knowledge, attributes and skills,
day/night and wet and dry road conditions. Safety audit is only a study of safety aspects and an
auditor may indicate road safety problems inherent in designs that conform to our road standards.
This is due to the fact that our road standards are an expression of a socio-economic balance
between road safety, accessibility, environment and economy.
The goal of road safety audit is to ensure that all new road projects – and major operating and
maintenance activities on existing roads-are assessed from the standpoint of road safety, so that any
parameters of the project that are unsuitable from the standpoint of road safety are Corrected in
time. The benefits of conducting road safety audit are that:
•The likelihood of accidents on the road network can be reduced,

•The severity of accidents can be reduced,
•Road safety is given greater prominence in the minds of road designers and traffic engineers,
•The need for costly remedial work is reduced, and
•The total cost of a project to the community, including accidents, disruption and trauma, is
minimized.
The cost of road safety audit and the consequent cost of changing a design are significantly less than
the cost of remedial treatments after works are constructed. It is easier to change the
lines/alignment plan than to move concrete structures. With less remedial work included in a
highway authority’s work program, budgets can be kept down or the same money can be utilized
more effectively.
10.4 Road Safety Audit: What is done and not done

ROAD SAFETY AUDIT IS:

a) Minimizing the likelihood of crashes occurring through safety-conscious planning and design;
b) Ensuring that, if a crash occurs, then the likelihood of the injury is minimized (such as provision of
anti-skid surfacing and crash barriers);
c) Ensuring that safety related design criteria (e.g. critical sight distances) have been met;
d) Managing risks, such that the risk of major safety problems occurring is less than the risk of minor
problems occurring;
e) Reducing the whole-life cycle costs of a design (unsatisfactory designs are expensive to correct
after they are built);
f) Minimizing the risk of crashes on the adjacent road network (particularly at intersections) as well
as on the new road scheme;
g) Enhancing the importance and relevance of road safety engineering in highway design work and
to enhance consideration for the safety of all categories of road users in all new and existing
schemes.
ROAD SAFETY AUDIT IS NOT:

a) A way of assessing or rating a project as good or poor;
b) A means of ranking or justifying one project against others in a works program;
c) A way of rating one option against another;
d) An accident investigation;
e) A redesign of a project;
f) Something to be applied only to high cost projects or only to projects involving safety problems;
g) The Name you use to describe informal checks, inspections or consultations;
h) An opportunity to raise subjective concerns.
10.5 Safety Auditors

To be effective, the safety audit needs to be carried out by specialists, who are independent of the
design process. In this way auditors will be taking a fresh look at the project without the distraction
of having been involved in their design. Road safety audit involves one set of professionals checking
the work of other professionals. Crucial factor is that auditors should be independent and impartial.
Road safety auditor must not question the justification for a project but must bring to light its
consequences on road safety and endeavor to ensure that the project as presented in the brief is as
safe as possible. Auditors need to be objective in their assessments, yet sensitive to the fact that no
one likes criticism. Designers and clients need to consider audit recommendations objectively as
brought out from the audit outcome.
Expertise and experience in road safety engineering are the essential ingredients in any road safety
audit team. This should be linked to an understanding of:
• Traffic engineering and traffic management, and

• Road design and road construction techniques
A person who has an understanding of road user behavior and human perception is also likely to be
able to develop road safety audit skills. This understanding is in fact a desirable skill because of the
interactive nature of road user behavior with the road environment. An audit team leader must not
only have knowledge and skills in road safety engineering, but also should have received training and
participated in a number of audits. It is expected that the safety auditors will apply due diligence in
identifying the deficiencies and evolving audit recommendations which should be supported with
reasons.

The Authority, which engage safety auditors should ensure that the team leader has:
• Adequate road safety engineering experience for the stage of the audit,
• Successfully completed a recognized audit training course,
• At least five years’ experience in a relevant road design, road construction or traffic engineering
field, and
• Undertaken at least three road safety audits including design stage, etc.
It is not practical or necessary to have a multi-member team conducting an audit. An audit of a low
budget project, a road safety audit by more than two persons may not be justified. For large
projects, three persons are needed whereas for small projects two persons will be required.
10.6 Organizations Involved In Road Safety Audit

Road Safety Audit Road Safety Audit is based on the principle of an independent review. Road safety
audit process reveals that three parties will be involved in this process-Client, Designer and Auditor.
For the Public Private Partnership projects (PPP) the client would be both the Govt., and the
Concessionaire with their respective obligations as provided in the Concession Agreement. One
fundamental idea is that disagreements between the designer and the auditor are resolved not by
the designer but by the client. So it is an interaction between different parties, whose roles are
predefined at specific stages. In India, for large and small projects client may be National Highways
Authority of India (NHAI)/Ministry of Road Transport and Highways/NHIDCL/concerned Public Works
Departments (PWD). Designer may be one consultant and Auditor may be another consultant/Govt.
institution approved by the Authority. Main functions of the key players in road safety audit are
shown in Table 10.1.
10.6.1 Role of designer

Designer is responsible for planning/designing the project. Designer bears the responsibility for
ensuring that a road safety audit is conducted and that the necessary measures are agreed on the
basis of the auditor's recommendations and/or the client's decisions. The designer is also
responsible for ensuring that the audit input information is unambiguously defined and that all
circumstances are described in an easily understandable manner. For existing roads, it is the
responsibility of operating organisation of the relevant highway authority which requests the auditor
to prepare accident analysis of the project and which arranges for the road operator to be notified
about the results of the audit. The project manager, or design engineer should be responsible for
initiating the safety audit process for each scheme and for responding to the audit. The role of the
designer is thus to:
• Attend commencement and completion meetings.

•Bring out the action proposed in response to the audit report and its recommendations and to
document these proposed actions.
•Implement the decisions given by the client on the proposed action by amending the original
design
•Feed the experience back into the designer's organization and to avoid similar design
problems recurring.

Table 10.1 Main Functions of the Key Players in Road Safety Audit
10.6.2 Role of client
Client is one who allots the project to the designer and owns the project. As the party responsible
for the basic conditions of the project, it is the task of the client to decide in cases where the
designer and auditor disagree. Disagreements are presented to the client who conveys its decision
to the designer and the auditor. Road operator assumes this responsibility in case of existing roads.
The client should be responsible for ensuring that clear terms of reference are laid down to cover
the whole range and scope of audit and for commissioning audits at appropriate stages. The role of
the client is thus to:
• Select an appropriate auditor,
• Provide all the relevant and necessary documents, and
• Hold a commencement meeting with the auditor and the client.
10.6.3 Role of auditor
Auditor's responsibility is to carefully review the presented project material in its entirety, in the
light of best road safety expertise and from the viewpoints of all relevant road users. Auditor also
indicates all circumstances that cause misgivings concerning road safety. Persons designated as Road
Safety Auditors work with, and have experience of, road accident analyses and road accident
reduction. Auditors must be familiar with road planning, design and construction work and must
undertake to keep their expertise up-to-date.
Auditors should comply with the terms of reference. They should comment only on the safety
implications of schemes and provide constructive recommendations as to how any potential
difficulties can be resolved. The role of the auditor is thus to:

• Review all the documents and audit the drawings and designs,
• Inspect the site (including during night time),
• Repeat these two steps,
• Prepare a report,
• Hold a completion meeting with the designer or client or both,
•Participate in the meeting organized by the client sequel to designer’s reactions in the Auditor's
Report.
10.7 Ways of Organizing a Road Safety Audit
There are many ways of organizing a road safety audit. However, the two essential attributes of road
safety auditor are that the person should be skilled and independent. Practically, two options are
there for conducting a road safety audit:
•Audit by specialist auditors,
• Audit by those within the original design team or by other road designers.
In case of audit by specialist auditors, team needs to be a separate entity from the normal road
design functions of an organization and team members should not, except for the purpose of an
audit, be involved with the design of the project. There needs to be a clear understanding, prior to
commencement of an audit, about how the audit findings and recommendations will be dealt with.
Someone has to consider the safety recommendations and resolve the inevitable trade-offs i.e.,
project cost, road capacity, likelihood of severity of accidents, etc. In every case where an audit
recommendation is rejected, the reasons must be stated and documented. Other ways of dealing
with audit recommendations can include:
•A requirement that each recommendation must be formally considered by the client with a view
to its acceptance in a normal course and the work cannot proceed to the next stage until formal
written approval has been issued by the client based on the recommendations of the audit team.
•The audit recommendations are considered by the designers, or by the project manager. This
has the risk that the safety concerns may be rationalized away, in the atmosphere of keeping the
project moving with minimal changes.
Instead of using specialist auditors, another designer or design team could undertake the audit. This
approach may be applicable in organizations, which have sufficient road design work to have two or
more separate design teams. This separation provides a level of independence. But this arrangement
does not provide for the one essential ingredient in any road safety audit experience in road safety
engineering. Using auditors from within the same organization also has its limitations. It may be
considered that the original designer can audit his or her own designs, on the basis that this is better
than nothing. However, this option does not meet requirement of independence. Experience shows
that no matter how concerned a designer or design team is about road safety, it is almost inevitable
that they will be too close to the issues in the design to apply the 'fresh pair of eyes' needed to
inquire into design policies, approaches or details. A more effective way to organize a road safety
audit is to engage specialist auditor(s) who is (are) independent and possess requisite road safety
engineering skills and experience. The independence of the RSA Team is vital to ensure that the
design team does not influence the recommendations of the Safety Audit and, therefore,
compromise safety at the expense of other issues. This, however, does not mean that there should
not be any interaction between the Design Team and the Safety Auditors. A meeting between Safety
Auditors at the start and at the end of the audit process would be useful and Safety Auditors could

be asked to provide advice on safety issues during the design. However, the independence of the
Audit Team is critical and should not be compromised.
10.8 Stages of Road Safety Audit (RSA)

As per the scope of works RSA needs to be performed in the following stages:
 During Feasibility Study Stage (planning stage)
 On completion of Preliminary Design Stage
 On completion of Detailed Design Stage
This report is related to safety audit report at detailed design stage. The audit team reviewed
proposed design from road safety perspective and checked the following aspects. RSA related to
construction stage and monitoring existing road stage is not discussed here.
10.9 Aspects to be checked

Broadly following items have been checked or reviewed during the detailed project report stage
based on site data, existing road and proposed designs.
 Safety and operational implications of proposed alignment and junction strategy with
particular references to expected road users and vehicle types likely to use the road.
 Width options considered for various sections.
 Departures from standards, if any and accordingly actions taken.
 Provisions of pedestrians, cyclists and intermediate transport.
 Safety implications of the schemes beyond its physical limits, i.e., how the scheme fits into
its environs and road hierarchy
Road Safety Audit is a formal procedure that uses extensive safety engineering knowledge to identify
safety deficiencies in road sections. A broad experience in road, traffic and safety engineering needs
to be acquired to ensure that a Road Safety Auditor has the knowledge and ability to refer back to
the basic principles in road safety, and propose appropriate mitigation measures. Following points
are generally adequately clarified during a road safety audit.
 Confusion or ambiguity due to design layout for road users that could lead to potential road
traffic accidents
 Insufficient information for road users
 Improper visibility, or an obstruction to road view s of road users
 Hazards in layout create or obstacles to road users that could contribute to an increased risk
of injuries
In the above cases safety of the scheme may be compromised and remedial measures may be
required to remove this potential or actual deficiency. Road users need to perceive and process vast
amounts of sensory and visual information to negotiate a road layout. On the other hand role of
designer is to provide a safe road environment that should:
 provide adequate information for road users of the layout and conditions ahead;
 provide adequate warning of hazards or unusual layouts ahead;
 provide positive control of road users passage through conflict points or unusual sections;
 provide a road performance that can nullify road user’s errors or inappropriate behavior;
 provides clear, concise and phased release of road user information;

 provides a consistent standard of road design and traffic control;

 Provides adequate warning of hazards.
Desirable minimum Design Standards should be used wherever possible and advance information
and warning should be used to inform road users of the layout ahead. However, driver overload
must be avoided as it may cause road users to focus too much on the unimportant data and shed
vital information. Conflicting information, an over abundance of road signs or a lack of delineation
can cause overload. Therefore a “safer” road environment can be defined as a layout that:
It is important that a road improvement caters for all road users. Often the needs of the motorist are
incorporated within a scheme whilst the needs of the vulnerable user are ignored. The vulnerable
road users that need to be considered are: pedestrians – the old, young and those with mobility or
sight impairment; cyclists – children, commuters and leisure users; and motorcyclists.
Each vulnerable road user has different needs from the road network. In the habitation environment
the pedestrian is likely to be the principal user and designs must incorporate safe crossing locations,
adequate visibility to and from the crossings and appropriate lighting. In addition to the needs of
vulnerable road users, particular attention should be paid to the needs of trucks, buses or other
specialist vehicles.
Safe road design varies from the urban to the rural road network; and a number of external factors
can create a situation in which a safe road in one location becomes unsafe due to external factors.
These factors can include traffic volumes, population density, noise, or road user familiarity. The
function of a road should be clear to all road users, and a well planned and defined road hierarchy
can assist in providing a safe road network. The design speed can also be an important factor in
influencing the safety of a road and should be appropriate to the location, local road users and level
of private access control.
One important aspect to the safety of junctions is that layout as well as control method need to be
simple and clear, with defined priorities for all road users. The assumption that ‘straight on’ traffic
has priority is widely accepted and it needs to be remembered that alterations to this, despite
reinforcement with signs and lines can still be confusing if visual clues such as fences, kerbing or
lighting remain unchanged. It is important to attempt to make any minor approach perpendicular to
the main road. Y-junctions with acute angles should be avoided. These angled junctions pose
problem for road users, including restriction of forward and side visibility. Similarly, it is advisable to
avoid intersections on the inside of bends as foliage often encroaches into sight lines after several
years. Roundabouts used as a form of junction control have their own rules and design
requirements. One of the primary requirements in good roundabout design is that the radius is
tighter on the entry than the exit. This ensures a slow entry and lower circulating speed. Visibility is a
key requirement for all junction types, all road users need to see and be seen by others. Care should
be taken with fixing street furniture and vegetation within visibility splays. Vulnerable road users
often experience difficulties during crossing at junctions. It is important that their needs are
provided for and that safe crossing places are implemented where required.
The relationship between cross-sectional elements (carriageway, shoulders, etc.) and safety is
affected by the type and volume of traffic, and also by the surrounding environment. Lane widths
can be critical in affecting safety, where they are too narrow vehicles may collide on horizontal
curves, and there may also be inadequate space for two wheeled vehicles. Where lane widths are
too wide the alignment may encourage excess speed. On high speed links there is a safety benefit to
be gained by the provision of a hard shoulder and central reserve gaps should be of adequate width,

depending on the size of vehicles turning. Vehicles parked on the carriageway affect the road
environment, layout and consequently safety. Safety problems experienced with parked vehicles
are:
 parked vehicles causing physical obstructions which are sideswiped or run into
 parked vehicles causing sudden braking or nose-to-tail shunts
 parked vehicles which deflect oncoming vehicles into adjacent vehicle paths
 parked vehicles blocking visibility for any road user
 parked vehicles between which pedestrians emerge
To reduce the risk of parked vehicles contributing to an accident it is important that designs should
minimize parking in main traffic lanes. Trees and foliage can greatly enhance the environmental
impact of the street scene. However, left un-maintained, they can also restrict visibility considerably.
In addition to this, saplings grow into large trees, which can provide an unforgiving road hazard in
the event of a road traffic accident.
With the above discussions and study / analysis of the project road sections safety issues that have
been conceived are presented below in Table 10.2

Table 10.2: Road Safety Issues
Observation with respect to Safety

Content Items Remarks
Existing Situation Proposed Situation
A1. General Departure The horizontal alignment of the existing Proposed alignment has been Refer Plan &
from road has many sub-standard sharp curves designed based on the Profile
Standards including reverse S-curves. The stretches following design speed: Drawing
are given below: CET/4046/NHI
Type of Sl. From To Plain Terrain DCL/NH-102C/
Curves No. (km) (km) Design speed kept 65-80 kmph P-C/ FDPR/PP
in general. and
1 4+600 4+800
However, design speed has Horizontal
Sharp 2 5+700 5+900 been restricted to 40kmph to Alignment
Curves/ 3 6+000 6+200 accommodate the 2 lane Report
Blind 4 6+700 7+000 proposal within existing right of CET/4046/NHI
Curves way. DCL/NH-102C/
5 7+800 8+000
Mountainous Terrain P-C/FDPR/HAR
6 10+300 10+500
Design speed kept 40-60 kmph
Zigzag
1 12+500 12+950 in general.
Curves
However, speed has been
restricted to 20kmph due to
In mountainous portion steep gradient is site constraints like hair pin
found in several locations. bend and to accommodate the
2 lane proposal within existing
right of way.
Special road safety measures

like traffic signs, delineators,
hazard marker, convex mirror
etc. shall be considered in case
of hair pin bends, sharp curves.


Cross Carriageway width 7.0m in general except Rural Area Refer TCS
sectional in the following locations (a)Roadway width > 7.5m Drawing
Variation  Carriageway Width=7.0 m CET/4046/NHI
Chainage  Earthen Shoulder DCL/NH-102C/
Carriageway Width=Varies equally on
From To P-C/FDPR/TCS
Width(m) both side
(km) (km)
(b)Roadway width=7.5m
15+000 15+250 7.5  Carriage Way Width=7.0 m
15+250 15+500 10.0  Kerb Shyness =2x 0.25 m
15+500 16+000 13.0 (Toe wall/Retaining wall on
16+000 16+250 9.0 valley side and breast wall hill
17+900 18+297 4.5 side shall be provided as per
site condition)
Earthen Shoulder/Gravel Shoulder: (c)Roadway width > 7.5m
0.50m – 1.5m  Carriageway Width=7.0 m
Total Formation width: 7.0m – 15.0 m  Earthen Shoulder Width on
valley side =Varies
(d)Roadway width = 8.75 m
 Earthen Shoulder =1x0.75 m
 Kerb Shyness =1x 0.25 m
 Open Drain = 1x0.75 m
Built- up Area
 Carriageway Width =7.0 m
 Kerb Shyness = 2x0.25 m
 Drain(Open/Covered)=2x0.7
5m
 Kerb Shyness =2x0.25 m
 Perforated Drain below
pavement =2x0.75 m
 Kerb Shyness =2x0.25 m
 Perforated Drain below
pavement = 2 x0.75 m
 Cover Drain Width=2x0.75m


 Paved Shoulder Width
=2x1.5m
 Paved Shoulder Width
=2x2.5 m
 Cover Drain Width
= 2x0.75 m
Drainage Length of Earthen Drain (i)For quick disposal of Refer TCS
= 6630 m precipitations, carriageway and drawing no.
shoulder have been provided CET/4046/NHI
with requisite camber and DCL/NH-
longitudinal gradient. 102C/P-C/
(ii)The water from road and FDPR/TCS and
adjacent areas to be Drainage
intercepted and carried Details
through roadside drains to CET/4046/NHI
natural outfall. DCL/NH-102C/
(iii)In built-up stretches P-C/FDPR/
Rectangular RCC Covered drain MISC- 07
is proposed on both sides of
Project road. Where space is
constraint perforated RCC drain
is proposed below pavement.
Details of drain is enclosed
below:
 Length of RCC Covered Drain
= 6267 m
 Length of Perforated PCC
Drain = 945 m
 Length of PCC Trapezoidal
Open Drain = 9394 m
 Length of PCC Kerb Channel
Drain = 684 m
Climatic Generally Temperature varies from 5°C to 35°C. The average annual rainfall HFL has been
Conditions is 1036 mm. considered to
fix road top
level at bridge
location.


Landscaping Landscaping on the existing road is not Proper Road side Plantation is For details of
proper due to irregular spacing of trees, being provided. Retaining Wall
& absence of proper protection work in Protection work shall be given & Toe wall,
refer drawing
hill and valley side. on Hill and Valley side. The
no.
details are given below: CET/4046/NHI
 Length of Breast Wall = 575 m DCL/NH-102C/
 Length of Toe Wall = 4555 m P-C/FDPR/
 Length of Retaining Wall MISC- 06
= 875 m
For details of
Metal beam crash barrier is Metal Beam
provided on both side of bridge Crash Barrier
approaches : refer drawing
 Length of Metal Beam Crash no.
Barrier = 1700 m CET/4046/NHI
DCL/NH-102C/
Trees and vegetations on the P-C/FDPR/
site should be properly MISC- 05
trimmed and removed if
required so that these should
not interfere with the overhead
services, clear view of signs and
efficiency of roadway lighting.
A regular program of pruning of

the offending trees shall be
under-taken as a part of the
maintenance operation. Trees
shall be selected based on the
soil, temperature, rainfall,
water level and should be deep
rooted to avoid any damage to
the pavement crust.


Service Existing utilities like Electric poles, Existing utilities affected due to It will be safe
Apparatus Transformer, High Tension Line, and widening of road shall be during
Telephone Pole etc. are found along the relocated outside the proposed maintenance
existing road. roadway width.
Lay-byes No Bus bay and truck lay-byes have been Proposed Bus-bay and truck lay For details of
observed along the project road. bye has been avoided due to passenger
zero land acquisition condition. shelter refer
However, 18 nos. passenger drawing no.
shelters have been provided at CET/4046/NHI
9 locations on both sides of the DCL/NH-
project road. 102C/P-C/
FDPR/MISC-08
Footpaths No footpaths are observed along the In built-up areas cover drain Refer TCS
existing road. cum are provided having width drawing no.
0.75 m for smooth and safe CET/4046/NHI
movement of pedestrian. DCL/NH-
102C/P-C/
FDPR/TCS
Pedestrian No pedestrian crossings are observed Pedestrian crossings are Installation of
Crossings along the existing road. provided at major intersections proper traffic
and other locations like sign/ signal
schools, religious structure etc. near
where substantial conflicts pedestrian
exist between Vehicular and crossings is
Pedestrian movement mandatory.
Access Existing situation shows maximum access Private access should be Private access
to the private property. As such there is minimized directly from the needs be
no access control proposed carriageway by minimized to
providing RCC cover drain on maintain the
both sides of carriageway at design speed
built up areas. of the corridor
as well safe
passage to
traffic and
persons
Emergency Emergency vehicle have not been found It is proposed to provide
vehicles along the existing corridor. Emergency vehicles to operate
within a certain time frame
along the project road.
Public Existing traffic survey shows that 2 After improvement of road to Refer Chapter
Transport wheeler and car/Jeep/Van are act major 2-lane public transport like bus 6 of Main
public transport compare to bus and and minibus etc. will be Report
minibus along the existing road.
increased.


Future Existing ROW varies from 7.0m to 16.0m Widening of existing
Widening intermediate/two lane road to
entire 2 lane road configuration
has been made within the
existing ROW.
No additional land will be
acquired. Therefore, no forest
land will be affected.
Staging of Existing Length of the project road is After geometric design the
Contracts 18.297 km. design length of project road
comes out 18.292 km. Contract
for construction can be made
in a single package.
Adjacent Carriageway width 7.0m in general except In Chandel Bazar Area extra Refer TCS
Development in the following locations width of carriageway on both drawing no.
sides of 7.0m can be used for CET/4046/NHI
Chainage the movement of slow moving
DCL/NH-
Carriageway vehicle as well as parking lane.
From To 102C/P-
Width(m)
(km) (km) RCC cover drain has been C/FDPR/TCS
proposed in built up areas for
15+000 15+250 7.5 safe movement of pedestrians.
15+250 15+500 10.0
Installation of traffic sign for
15+500 16+000 13.0 road safety purpose is being
16+000 16+250 9.0 proposed.
17+900 18+297 4.5
Earthen Shoulder/Gravel Shoulder:

0.50m – 1.5m
Total Formation width: 7.0m – 15.0 m
A2. Local Visibility Visibility is not proper in many places as

Intermediate Sight distance has
Alignment the existing profile of the road does not
been provided for vertical
follow required sight distances
profile design and the
(horizontal as well as vertical). longitudinal grade has been
provided within the ruling
gradient.
New/Existing Existing road interface are not smooth New/ Existing road interface
Road with improper horizontal and vertical shall be designed with proper
Interface profile. geometry and vertical profile as
per codal provision so that the
vehicle can moved smoothly &
safely.


Safety Aids Existing road alignment shows there is no Requirement of Breast wall on Refer drawing
on Steep steep hill section along the project road. hill side and Toe wall on valley no.
Hills side have been provided as CET/4046/NHI
protective measures for road DCL/NH-
passing through mountainous 102C/P-C/
terrain. FDPR/MIS-06
A3. Junction Minimize Existing junctions are not properly 2 major junctions and 48 minor Refer Road
potential developed with insufficient turning radius junctions to be developed Safety
conflicts and absence of road signage as well as within the existing ROW with drawing
markings. proper at grade road signage
and markings to minimize
potential conflict between
pedestrians and vehicles
Layout Layout of the junctions are not proper Layout of the proposed Refer Road
junctions are to be made with Safety
proper turning radius within drawing
the existing Right of Way
Visibility Visibility of the existing junctions are not To improve the visibility of the Refer Road
proper proposed junction’s vertical Safety
profile of the road shall be drawing
designed with safe stopping
sight distance. Traffic Sign at
junctions should informative
enough.
A4. Non- Adjacent Existing Scenario shows Pedestrians, For smooth movement of non
Motorized Land Cyclists and non motorized vehicles are motorized road users,
road users Pedestrians plying on the existing road due to damage pedestrians and cyclist shall be
road shoulder and absence of footpath in Refer TCS
provisions Cyclists used adjacent land on both
built-up areas and causing conflicts with drawing no.
Non fast moving vehicles which decrease the side of the carriageway in built
Built up area. CET/4046/NHI
motorized design speed.
DCL/NH-102C/
vehicles
P-C/FDPR/TCS
Lighting Insufficient Lighting shall be found in built Street lighting shall be provided
A5. Signs up areas. in major junctions, built-up
and Lighting stretches and passenger shelter
locations


Signs/ Insufficient signs found on existing road. Traffic Signs and Road Markings For typical
Markings Markings are not found in the existing are provided on the proposed details of road
road. road for safe guidance of sign and
traffic. A Chainage wise detail marking refer
list of traffic signage is given in Drawing No.
Table 10.3. Location of traffic CET/4046/NHI
signs are also indicated in Road DCL/NH-102C/
Safety Drawing P-C/FDPR/
MIS-02 & 03
A6. Build-ability Guidelines for safety during construction need to be followed as per IRC: SP-
Construction Operational 55. Traffic control devices have to be provided as per requirements during
and Network construction time. Few of these are: barricading, signs and delineators.
Operation Management
Table-10.3: Location of Traffic Signs

IRC 67 2012
Specification
Mandatory/ Regulatory Sign
Stop Sign Fig 14.01 900 mm Major Junction - 2nos (ch. 0.0 & 15.685) Side Road- 40 (ch. 61
Octagonal 0.1, 0.32, 0.45, 0.9, 0.97, 1.57, 1.9, 2.32, 2.59, 2.725, 3.05, 3.1,
3.81, 4.98, 6.21, 6.42, 7.205, 7.53, 7.675, 8.35, 9.17, 9.25, 9.66,
10.365, 12.15, 12.935, 13.965, 14.715, 14.915, 14.955, 15.015,
15.395, 15.515, 15.925, 16.165, 16.265, 16.715, 17.635,
17.875, 18.225)
Cross Road- 8 (ch. 0.68, 1.25, 2.43, 2.87, 3.93, 15.680, 14.155,
17.845)
Speed Limit Fig 14.37 600 mm Design Speed less than 60kmph 38
circular (0.060-0.200,1.991-2.660,2.873-3.150,3.767-4.121,4.169-
5.914,5.958-6.996,7.036-7.251,7.288-7.908,7.966-
10.948,11.035-11.257,11.350-12.300,12.356-13.026,13.070-
14.414,14.510-14.932,14.962-16.641, 16.683-16.810,16.919-
17.329,17.385-17.678,17.815-18.244)
Restriction Fig 14.40 600 mm Design Speed less than 60kmph 4
Ends circular (1.991-2.660,2.873-3.150)
Left Hand Fig 15.01 & 900 mm 0.114,2.878,3.847,5.045,12.977,17.491,4.645,4.251,6.515, 24
Side curve 15.02 Tringular 8.551
9.850,17.983
Right & Left Fig 15.03 & Fig 900 mm 12.572, 12.752, 10.369 6
Hair Pin bend 15.04 Tringular
Seriese of 900 mm 5.600-6.150, 6.650-8.000, 10.850-11.300, 12.050-13.400, 12

Fig 15.07
bendS Tringular 14.450-15.100, 16.150-16.850


IRC 67 2012
Specification
Side Road Fig 15.09 & 900 mm Side Road- 40 (ch. 0.1, 0.32, 0.45, 0.9, 0.97, 1.57, 1.9, 2.32, 120
15.10 Tringular 2.59, 2.725, 3.05, 3.1, 3.81, 4.98, 6.21, 6.42, 7.205, 7.53, 7.675,
8.35, 9.17, 9.66, 10.365, 12.15, 12.935, 13.965, 14.715, 14.915,
14.955, 15.015, 15.395, 15.515, 15.680,15.925, 16.165,
16.265, 16.715, 17.635, 17.875, 18.225)
Cross Road Fig 15.14 900 mm Cross Road- 10 (ch. 0.68, 1.25, 2.43, 2.87,3.93, 9.5,12.59, 40
Tringular 14.155,16.545, 17.845)
Pedestrian Fig 15.33 900 mm 0.450,0.700,0.900,2.800,4.164,9.170,12.150,14.715,3.94, 84

Crossing Tringular 15.000, 15.400, 15.500, 15.680, 15.930, 16.165, 16.715, 4.980,
6.210,7.205,7.530,8.350,9.660,10.365,12.935,13.965,17.845,1
8.225
School : 2.000,15.150
passenger shelter - 0.100, 1.800, 2.710, 7.800, 10.250, 12.870,
15.400, 16.550, 17.650
Major Junction - 0,15.685
School ahead Fig 15.34 900 mm 2.000, 2.100, 2.680, 3.950, 15.150 10
Tringular
Built -up area Fig 15.35 900 mm Built Up area- 10 ( 0-0.75, 1.9-3.16, 8.65-8.84, 9.15-9.3, 9.65- 20
Tringular 9.75, 10.25-10.4, 11.425-11.655, 12.61-12.94, 14.8-16.5, 17.6-
18.292)
Rumble Strip Fig 15.50 Rumble Built Up area- 10 ( 0-0.75, 1.9-3.16, 8.65-8.84, 9.15-9.3, 9.65- 20
Strip 9.75, 10.25-10.4, 11.425-11.655, 12.61-12.94, 14.8-16.5, 17.6-
18.292)
Culvert- 84 (0.132, 0.591, 0.692, 0.883, 1.01, 1.162, 1.302,

1.532, 1.657, 1.927, 2.029, 2.079, 2.737, 3.098, 3.173, 3.215,
3.352, 3.486, 3.551, 3.852, 3.985, 4.167, 4.459, 5.041, 5.112,
5.213, 5.278, 5.539, 5.781, 6.106, 6.186, 6.319, 6.362, 6.574,
7.167, 7.43, 7.905, 8.052, 8.395, 9.188, 9.255, 9.69, 9.904,
10.063, 10.162, 10.427, 10.653, 10.915, 10.985, 11.282,
Object 900x300 11.972, 12.152, 12.941, 13.05, 13.426, 13.502, 13.53, 13.586,
Fig 15.76 256
Hazard Rectangular 13.753, 13.902, 13.98, 14.152, 14.187, 14.245, 14.336, 14.57,
14.874, 14.972, 14.997, 15.086, 15.758, 16.046, 16.303,
16.347, 16.661, 16736, 16.838, 16.89, 17.031, 17.317, 17.513,
17.6, 17.653, 17.87)
Bridge = 17
Hairpin bend - 12.57, 12.752, 10.300
series of bend - 5.600-6.150, 6.650-8.000, 10.850-11.300,
12.050-13.400, 14.450-15.100, 16.150-16.850
Place/ City Fig 16.06 Direction Major Junction - 2nos (ch. 0.0 & 15.685),Built Up area- 10 (0- 27


IRC 67 2012
Specification
identification Sign > 0.9 0.75, 1.9-3.16, 8.65-8.84, 9.15-9.3, 9.65-9.75, 10.25-10.4,
sqm 11.425-11.655, 12.61-12.94, 14.8-16.5, 17.6-18.292)
Convex Convex 12.572, 12.752, 12.934 6

Mirror for Mirror for
Blind Curve Blind Curve

Pallel-Chandel Section of NH- 102C on Engineering, Procurement and Construction Financial Analysis
CHAPTER - 11
FINANCIAL ANALYSIS
11.1 General
The financial viability analysis for the proposed road forms the basis for assessing whether
the project is attractive enough for private sector participation. The analysis ascertains the
viability of the investment proposal on BOT format. A provision of maximum 40%
government grant is also considered if the project fails to achieve the desire result on BOT
format. The financial analysis covers aspects like financing through debt and equity, loan
repayment, debt servicing, taxation, depreciation, etc. The viability is evaluated in terms of
the Project IRR [Financial Internal Rate of Return (FIRR) on total investment] and the Equity
IRR (FIRR on equity investment), using discounted cash flow analysis, where both costs and
revenues have been indexed to take account of inflation.
11.2 Tollable Traffic

All motorized vehicles (other than two and three wheelers) on the road would be tolled
except certain categories of toll-exempt vehicles such as certain government vehicles,
ambulances, fire brigades, etc. Leakage of vehicles from toll plaza has taken as 0% of the
total traffic on the road, since the volume is low. According to the guidelines of the MCA,
growth rate of traffic is considered as 5% per annum.
11.3 Capital Cost and Phasing
The capital cost of the project relates to construction cost and includes civil works cost for
Road, Bridges / CD Structures & Approach roads, Junction Improvement, Project Facilities,
Traffic Sign & Road Appurtenances etc. Under BOT format, the government has to provide
ROW land free of cost and encumbrances to the concessionaire. The cost for environmental
mitigation measures would be borne by the concessionaire. Hence, costs other than for civil
works cost and environmental mitigation cost, viz. LA, R&R, afforestation and utility shifting
are taken to be borne by executing authority. In order to arrive at the cost for financial
analysis, various other components have to be considered, which are discussed in the
following paragraphs.
Base Cost
The base cost for financial analysis comprises the cost to the BOT concessionaire and
excludes the cost to executing authorities. It includes civil construction cost and pre-
operative expenses. The base cost is at 2019 prices.
Other Cost
With a view to account for inflation, Financial Cost comprising processing fee, sponsor’s
contingency etc, Interest during construction, the base costs have been escalated at a rate of
25 percent on Civil Cost as per MCA guidelines.
Landed Project Cost

The total landed cost of the project is the cost at the time of commissioning and includes

aggregates of civil cost, financial overheads, escalation costs and interest during
construction (IDC).
Project Cost Summary
Sl. Items Rs. Cr.

A Total civil cost 92.56
25% of Civil cost for contingency, 15.00
B supervision, financing cost and
8.14
interest during construction
C Total Project Cost 115.70
The construction is phased over three years (2020-2022). Cost Phasing would be 30%, 40% &
30% over 3 years.
Under BOT arrangement the permissible maximum limit of viability gap funding is 40% of
capital investment.
Grant, Loan & Equity Requirement - during construction (Rs Crore)
Total
Equity 19.37
Government Grant 43.02
Loan / Debt 45.17
IDC 8.14
Total Project Cost 115.70
11.4 Operations and Maintenance Cost

Operation and maintenance cost as considered in the financial analysis is as follows:
o Annual Maintenance @ 0.5% of the Civil Cost on every year
o Periodic Maintenance @ 2% of the Civil Cost at every 5 years
o Toll Collection Expenses @ Rs 5.00 Lacs/year per Toll Plaza
o Office Expenses @ Rs 5.00 Lacs/year
o Patrolling, Electricity Expenses @ Rs. 0.40 Lacs/km/year

11.5 Basic Assumptions of Financial Model

Financial viability analysis has been done using a financial model. The model projects the key
financial statements of the private investor over the concession period. A concession period
of 20 years has been considered. Depreciation of capital items is calculated by using two
methods, viz. the Written Down Value (WDV) Method and the Straight Line Method (SLM).
The WDV method favours income shielding and is, therefore, used only to calculate taxes
payable by the concessionaire. A tax holiday (i.e. 100 percent tax exemption on profits) for a
block of 10 years has been assumed as per the Government’s latest incentives for
encouraging investments in the road sector. These tax incentives must be availed within the
first 20 assessment years of operation. The corporate tax rate, at 33.23% is adopted for the
analysis. Minimum Alternative Tax (MAT) rate of 19.93% on the book profit is also
considered where there is no corporate tax. Summary of assumptions are as below
Operating Year to Traffic 2023 Start

Operating Period 20 Years
PPP Finishes at the end of 2042 End
Construction Start Year 2020 Start
Construction Time 3 Years
Construction End Year 2022 End
Expected Inflation 5%
Year of Accounting 2018
Corporate Tax Rate 33.23%
Minimum Alternate Tax (MAT) 19.93%
Tax Exemption Start 2021
Tax Exemption Length 10 Years
Cost of Equity 15%
No. of Lanes 2 Lane
No. of Toll Plaza 1 No.
Loan Term 20 Years
Moratorium 5 Years
Long Term Loan Rate 12%
VGF as % of Capex 40%
Debt/Equity Ratio 70%
11.6 Project Revenue

The toll revenue has been calculated for all categories of fast moving vehicles using the
project road viz. Car, Bus, LCV, HCV and MAV. The toll rates considered for the analysis are
based on existing practices for National Highways.
The fees structure / toll rate has been taken from National Highways Fee (Determination of
Rates and Collection) Rules, 2008 and Amendment Rules, 2014 (dated 16th January 2014) –
For structures more than 60m, 10 times of the length has been considered
For Bypasses, 1.5 times of the length considered
Toll Rate for 2007-08 base years for 4-Lane National Highway,

Vehicle Type Base Rate of Fee per Km (In Rs.)

Car, Jeep, Van & LMV 0.65
LCV, LGV, Mini Bus 1.05
Bus, Truck 2.20
HCM, EME, MAV 3.45
Oversized 4.20
Toll Rate for 2-Lane National Highway is 60% of that of 4-Lane National Highway (refer sub
rule 3 of Principal Rule 4)
Toll Rates are revised based on WPI as per Rule 5 of (Determination of Rates and Collection)
Rules, 2008 and modified subsequently.

11.7 Financial Viability on BOT – Toll Mode

To assess whether the project is commercially viable, the returns to investors, in terms of
Project IRR and the Equity IRR, are compared with the target IRRs. The target IRR for the
present investment proposal is considered as 15% on equity investment. Since the
investment proposal without any government proposal does not yield any result, a 40%
grant is considered in the analysis. The entire grant will be provided as equity support.
Results of Financial Analysis on BOT - Toll Basis
Project NPV Rs cr. -62.9

Project IRR % Low (Can’t be calculated)
Equity NPV Rs cr. -18.5
Equity IRR % Low (Can’t be calculated)
The return on the proposed investment is not enough even after a VGF of 40% on the TPC as
equity support. Thus the project fails on the financial viability.

11.8 Conclusion
The project fails to generate the desired level of return, even with a grant of 40% on TPC.
Thus the project does not qualify to be implemented on the BOT - Toll mode. It’s
recommended that the project to be implemented through EPC mode.

Project Report and providing pre-construction services in respect of 2 laning of Pallel- Final Detailed Project Report
Chandel Section of NH- 102C on Engineering, Procurement and Construction mode in Conclusions & Recommendations
the state of Manipur.
CHAPTER 12
CONCLUSIONS AND RECOMMENDATIONS
12.1 CONCLUSIONS AND RECOMMENDATIONS
The objective of the project is to upgrade existing road from Pallel village (Junction of Imphal (RHS) -
Myanmar border (LHS) road) to Chandel village near Chandel district hospital of NH 102C to 2-lane
configuration. Total length of the project comes out as 18.292 km. Total 17 nos. minor bridges exist
along in the project road out of which 2 minor bridges have been reconstructed with RCC T-beam
Bridge and the remaining 15 nos. minor bridges (12 nos. RCC slab bridges & 3 nos. RCC T-girder
bridges) will be retained with repairs. Beside bridges, 84 nos. culverts are observed along the road
out of which reconstruction with box culvert 46 nos., retained existing culvert 35 nos. and removal
of existing culvert 3 nos. and additional new box culvert 3 nos. There are 2 nos. of major at-grade
intersections in the project road. Beside major intersections there are 48 nos. of minor intersections
where at grade improvement proposed within EROW. Total 18 Nos. passenger shelters shall be
proposed at 9 locations on both sides of the project road. Following Pavement Thickness shall be
considered on the overlay portion and reconstruction portion.
 Overlay Portion
BC=30mm
DBM=50mm
WBM = 125mm
 Reconstruction Portion
BC = 30mm
DBM = 50mm
WMM = 250mm
GSB = 200mm
Retaining wall/Toe wall on valley side and breast wall on hill side shall be considered as protective
measures for road passing through mountainous terrain.
 Length of the retaining wall = 875 m
 Length of the Toe wall = 4555 m
 Length of the breast wall = 575 m
Provision of Traffic Guidance and Safety (like road signs, marking, metal beam crash barrier, Parapet
Wall, lighting, landscaping, tree plantation etc.) has been kept for improvement of the project road.
Total civil cost of the project comes out as Rs. 80.09 Cr. with per km cost Rs 4.38 Cr.
The project will be implemented in single package on EPC mode.

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Consultancy Services for Carrying out Feasibility Study, Preparation of

Detailed Project Report and providing pre-construction services in

FINAL DETAILED PROJECT REPORT

STAGE: IV VOLUME – I : MAIN REPORT

C. E. Testing Company Pvt. Ltd.

CET/4046/NHIDCL/NH-102C/FDPR Rev: R3 NOV, 2019

Chapter No. Name of the Chapter Page No.

Chapter-1 Executive Summary………………………………………………………………………………………………..

Chapter-3 Project Description…………………………………………………………………………………………………………

Chapter-4 Engineering surveys, Investigation and Analysis………………………………………………………………

Chapter-5 Social Analysis………………………………………………………………………………………………………………..

Chapter-6 Traffic Surveys and Analysis……………………………………………………………………………………………

Chapter-7 Indicative Design Standards ……………………………………………………………………………………………

Chapter-8 Cost Estimate………………………………………………………………………………………………………………..

Chapter-9 Environmental Aspects……………………………………………………………………………………………………

Chapter-10 Road Safety Audit……………………………………………………….……………...………………………

Chapter-11 Financial Analysis……………………………………….……………………………………………………………………

Chapter-12 Conclusions and Recommendations…………………………………………………………………………………

Doc No: CET/4046/NHIDCL/NH-102C/FDPR Revision: R3 Nov, 2019 Page: 1

 Minimum Land acquisition

1.3 Deficiencies and Issues

Doc No: CET/4046/NHIDCL/NH-102C/FDPR Revision: R3 Nov, 2019 Page: 2

 Cross drainage - poor condition and inadequate

1.4 Salient Features

Table 1.1: Salient Features of the Proposed Road

Doc No: CET/4046/NHIDCL/NH-102C/FDPR Revision: R3 Nov, 2019 Page: 3

Doc No: CET/4046/NHIDCL/NH-102C/FDPR Revision: R3 Nov, 2019 Page: 4

Minor Bridge = 17 Nos.  Reconstruction = 2 Nos.(RCC T-Beam

Doc No: CET/4046/NHIDCL/NH-102C/FDPR Revision: R3 Nov, 2019 Page: 6

0.5 Cost Estimates

Table 1.2: Leads for Various Materials

Stone Chips, Wangparel (Near

*Note: Distance of Wangparel from Ch. 4+000 Km of Project Road = 5.0 Km

A brief summary of project cost is given in Table 1.3.

Doc No: CET/4046/NHIDCL/NH-102C/FDPR Revision: R3 Nov, 2019 Page: 7

Table 1.3: Abstract of Cost

B. BRIDGES & CULVERTS

0.6 Financial Analysis

Doc No: CET/4046/NHIDCL/NH-102C/FDPR Revision: R3 Nov, 2019 Page: 8

2.2 Project Background

Area : 22,327 Sq. km.

Capital : Imphal (790 m above sea level)

District : Bishnupur, Churachandpur, Chandel, Imphal East, Senapati, Tamenglong,

Density of : 128 persons per sq.km.

Sex Ratio : 985 (Female per 1000 Male)

Main : Meitei/Meeteilon (Manipuri), Tangkhul, Kabui Kuki, Hmar, Paite, Thadou ,

Doc No: CET/4046/NHIDCL/NH-102C/FDPR Revision: R3 Nov, 2019 Page: 10

Per capita : Rs. 36,474/- (2012-2013)

Temperature : 15O C to 32O C in Summer &4O C to 28O C in Winter

Doc No: CET/4046/NHIDCL/NH-102C/FDPR Revision: R3 Nov, 2019 Page: 11

1. Fowls 2012 1851109 Nos.

Figure 2.1: Location Map of Pallel - Chandel Road

Doc No: CET/4046/NHIDCL/NH-102C/FDPR Revision: R3 Nov, 2019 Page: 12

Key plan of Pallel-Chandel road is shown in Figure 2.2

Doc No: CET/4046/NHIDCL/NH-102C/FDPR Revision: R3 Nov, 2019 Page: 13

Origin Point at Pallel

Terminating Point at Chandel (Km 18.297)

Figure 2.2: Key Plan of Pallel-Chandel Road

Doc No: CET/4046/NHIDCL/NH-102C/FDPR Revision: R3 Nov, 2019 Page: 14

Organizational Structure of NHIDCL is given below:

Doc No: CET/4046/NHIDCL/NH-102C/FDPR Revision: R3 Nov, 2019 Page: 15

Doc No: CET/4046/NHIDCL/NH-102C/FDPR Revision: R3 Nov, 2019 Page: 16