Final Feasibility Report

Consultancy Services for Feasibility of six laning of
varanisi – Aurangabad Section of NH – 2 under NHDP

phase V(lot 2) STUP Consultants P. Ltd .
CHAPTER – 1
INTRODUCTION
1.1 BACKGROUND
The project road is a part of NH-2 connecting Delhi-Agra-Allahabad-Varanasi-
Aurangabad-Kolkata and is one of the important links of the National Highway network
and also one of the arms of the Golden Quadrilateral. The Project road is the stretch
between Varanasi to Aurangabad, which has been planned for widening to a 6-lane
configuration by National Highways Authority of India (NHAI).
The National Highways Authority of India (NHAI) has been entrusted with the
development, maintenance and management of the National Highways as entrusted to it
by the Government. Under NHDP Phase – V programme, the Government has decided
to convert some of the existing four lane highways into six lane highways. These
projects are to be executed by private entrepreneurs as DBFO projects. (Design – Build
– Finance – Operate)
Keeping the above requirement in mind National Highways Authority of India (NHAI) had
invited Proposals for the preparation of Feasibility from Various Consultants for the
Package No.NHDPV/MC-II/BOT/DPR/11 from Varanasi to Aurangabad ( NH 2)
NHAI has appointed M/s STUP Consultants P Ltd, Vashi as consultants for carrying out
the above mentioned assignments vide their letter/Work Order ref NHAI/Phase – V/MC-
II/BOT/DPR/11/179 dated August 29th, 2007.
FINAL FEASIBILITY REPORT Page- 1 of 214

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1.2 PROJECT ROAD
The present stretch of National Highway NH-2 considered for six laning starts from Varanasi
(Ch.786.000) and ends at Aurangabad (Ch.978.400). The total length of the section is 192.4
km between the two places mentioned above. The project road in its present condition is a
four lane divided highway from Ch.786.000 to Ch.978.400 and service roads at few
locations in urban sections. Total length is 192.4 km in which 85.2 km (km 862.100 – km
907.100 & km 938.200 – km 978.400) are concrete pavement and remaining 107.2 km are
flexible (bituminous) pavement.
The location map indicating the project road is presented in Figure - 1.1.
Fig - 1.1: Location Map

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1.3 OBJECTIVE OF CONSULTANCY SERVICES

The primary objectives of the consultancy services are as follows:
1. Enhanced operational efficiency of the highway
2. Enhanced level of safety for traffic, the road users and the people living in the
near vicinity
3. Providing for the access needs of the local population
4. Minimal adverse impact on the road users and the local population due to
construction
5. Feasible and constructible options for the project with least cost options
1.4 SCOPE OF WORK

The scope of the services as mentioned in clause 4.0 of TOR for the above-mentioned
project includes the following tasks:
1. Review the as-built drawings and various reports of the completed 4-lane project
2. Conduct supplementary surveys to validate and update the data available from the
completed 4-lane project
3. Environmental and social impact assessment on cultural properties, natural
habitation, involuntary resettlement etc
4. Assessment of additional right of way requirement
5. Public consultation along with communities along the road and other stake holders
6. Traffic studies including traffic forecasting
7. Toll option studies for next thirty years
8. Road inventory and condition survey
9. Inventory and condition survey for structures
10. Identification of construction materials sources
11. Preliminary design for the improvement of existing structures and proposed
structures
12. Strip plan indicating various details along with land acquisition schedule
13. Utility relocation drawings

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14. Preparation of cost estimate for DBFO model.

15. Preliminary design of toll plaza
1.5 PRESENTATION OF THIS REPORT

After introduction, the Second & Third Chapter presents the Socio – Economic profile of
Project influence area and state and final provision of the design of project road
respectively from Varanasi (Km.786.000) to Aurangabad (Km. 978.400) of NH- 2 as
prepared by STUP Consultants P. Ltd. and discussed with NHAI time to time for
information and comments. To some extent, this Chapter also serves as the summary of
the complete report.
Chapter 4.0 presents the field investigation report based on Traffic Surveys, & analysis,
Topographic survey, Pavement Investigation Survey & Soil Investigation
Chapter 5.0 presents the Preliminary Design of the project road like Alignment &
Geometry & pavement design
Chapter 6.0 & 7.0 presents the Environmental Impact Assessment & Social Impact
Assessment of the project road respectively.
The block cost estimates are presented in Chapter 8.0.
Brief discussion of traffic signs, road marking and safety measures are included in
chapter 9.0
Conclusion & recommendation are indicated in Chapter 10.0
The Geotechnical investigation report, Traffic survey report, Benkelman Deflection Test
Analysis, Analysis of Axle load survey data/VDF, Inventory & condition survey for Road &
Bridges, Roughness Survey & Analysis will be included as an Annexure to this report in
separate volume.

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CHAPTER 2
SOCIO ECONOMIC PROFILE
2.1 General
The primary purpose of socio – economic analysis is to provide an overview of the

state’s socio – economic setup and the related status of the project influence area within
the states. The details include the present status, the past performance and the
perspective growth of the economy, population and urbanization. The profile depicts the
spatial distribution of economic activities.
2.2 Delineation of Influence Area
Within the context of Socio- economic analysis, the “broad” and “immediate” influence
areas of the project road are delineated; distinguishing the areas directly served by the
project road. The broad influence area of the project road, being part of NH-2 traversing
over 1490 km in length, extends to a large part of India particularly the North Eastern
India comprising States of Delhi, Haryana, Uttar Pradesh, extending in the East to States
of Bihar, Jharkhand and West Bengal. The length of NH-2 in the state of Uttar Pradesh is
756 Km which shows that about 50% of this highway is traversing in this state passing
through the major cities Agra, Kanpur, Allahabad, and Varanasi. The length of NH-2 in
the State of Bihar is 202 Km. Also this NH-2 is passing through the major industrial
centers of all these states. All these States contribute traffic to the project road section in
varied proportion. It is observed that over 80 percent of the vehicular traffic on the
project corridor originates or terminates in these States. Therefore, the Socio-economic
analysis of the broad influence area is majorly confined to the states of Uttar Pradesh
and Bihar.
Uttar Pradesh and Bihar states, for administrative purpose, have been divided into 70
and 37 districts respectively. The project road Section transverse through five districts
Varanasi and Chandauli in Uttar Pradesh, Bhabua, Rothas and Aurangabad in Bihar.
These districts thus form an immediate influence area of the Project Road. This

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influence area is termed as Project influence Area (PIA). This chapter deals with Socio –
economic profile of the immediate PIA.
2.3 Demographic Features
The demographic features of the state of Uttar Pradesh and for two districts of Uttar
Pradesh State forming an immediate influence area (PIA) are presented in
Table - 2.3(a). The districts forming the PIA of the Project account for 1.7 percent of the
State’s total area and 3 percent of its total population.
The total geographical area of Uttar Pradesh is 238566 sq.km, accounting for 7.26
percent of the total geographical area of India. The total population of Uttar Pradesh
State is 166.2 million. The rural population is over 79 percent and urban population
around 21 percent. The average density in the state is 783 persons per sq. km. The
average annual growth rate of population during 1991 -2001 has been 2.58 percent as
against 2.56 percent between 1981 -91.
In the PIA, Varanasi and Chandauli districts, the total population is around 3.13 and 1.64
million respectively. The average density of population in Varanasi and Chandauli is
1995 and 660 person per sq.km respectively. Urban population in Varanasi is over 36.71
percent while in Chandauli it is 10.56 percent. These districts have the highest density of
population which gives the lowest per capita land. Uttar Pradesh attracts a large number
of both national and international visitors. There are two regions in the state where a
majority of the tourists go. These are the city of Agra, the holy cities: the cities of
Varanasi, Ayodhya, Mathura and Allahabad, by the sacred rivers — the Ganga and the
Yamuna are all located in the state. The state hosts a Kumbha Mela every 12 years,
where over 10 million Hindus congregate — the largest gathering of human beings in the
world. Varanasi is widely considered to be the second oldest city in the world after
Jerusalem. It is famous for its ghats (steps along the river) which are populated year
round with people who want to take a dip in the holy Ganges River.The influence area is
thus densely populated with average density at 1995 persons per sq.km. It is also highly

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urbanized with over 36.71 percent of the population residing in cities and urban
agglomerations.
The demographic features of the state of Bihar and for three districts of Bihar State
forming an immediate influence area (PIA) are presented in Table - 2.3(b). The districts
forming the PIA of the Project account for 11 percent of the State’s total area and 6.8
percent of its total population.
The total geographical area of Bihar is 94,164 sq-km, accounting for 2.86 % of the total
geographical area of India. The total population of Uttar Pradesh State is 82.9 million.
The rural population is over 89.53 % and urban population around 10.47 %. The average
density in the state is 880 persons per sq. km. The average annual growth rate of
population during 1991 -2001 has been 2.33 percent as against 2.84 percent between
1981 -91.
In the PIA, Kaimur, Rohtas & Aurangabad districts, the total population is around 1.28,
2.44 & 2.0 million respectively. The average density of population in Kaimur, Rohtas &
Aurangabad districts is 382, 635 and 607 person per sq.km respectively. Urban
population in Kaimur is over 3.2% while in Chandauli it is 13.33% & in Aurangabad it is
7.7%. These districts have the highest density of population which gives the lowest per
capita land.
2.4 Employment Pattern
The employment patterns for UP state (Varanasi and Chandauli districts) are shown in
table - 2.4(a).
As per 2001 Census, the total workforce in UP State is 53.9 million comprising 39.3
million main workers and 14.6 million marginal workers. The work participation rate
(percentage of main work force to total population) as per 2001 census, in Uttar Pradesh
State is 32.5 as against 39.1 percent in India as a whole.

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The distribution of main workforce by board economic activities of Uttar Pradesh is

shown in Table - 2.1. In Uttar Pradesh 4.9 percent of the workforce is engaged in
agriculture sector and nearly 39.9 percent in manufacturing, in comparison to all India
figures of 7.8 percent ad 30.4 percent respectively. Complete distribution of main
workers by economic activities for Uttar Pradesh state is given at the end of this chapter
in Table - 2.11.
In the PIA district Varanasi 51 percent of the main workforce is engaged in agricultural
activities and nearly 34 percent in the service sector. The household industry workers
account for 14.5 percent.
The data of the district Chandauli is not readily available and thus it is not reported in this
study
The employment patterns for Bihar state (Kaimur, Rohtas & Aurangabad districts) are
shown in table - 2.4(b)
As per 2001 Census, the total workforce in Bihar State is 27.9 million comprising 21.1
million main workers and 6.9 million marginal workers. The work participation rate
(percentage of main work force to total population) as per 2001 census, in Bihar State is
33.9 as against 39.1 percent in India as a whole.
The distribution of main workforce by board economic activities of Bihar is shown in

Table - 2.1. In Bihar 6.8 percent of the workforce is engaged in agriculture sector and
nearly 34.3 percent in manufacturing, in comparison to all India figures of 7.8 percent ad
30.4 percent respectively. Complete distribution of main workers by economic activities
for Bihar state is given at the end of this chapter in Table - 2.11.
The data of the PIA districts is not readily available and thus it is not reported in this
study

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Table - 2.1: Classification of Workers in UP & Bihar

Total
HH Ind. Non HH
Main Agriculture Mining Others
Workers industries
Workers
Uttar Pradesh 18319400 903520 40000 2925460 4389930 10060490
Bihar 6441880 438320 4860 1139690 1067760 3747470
India 168101220 13245693 2097826 16786835 34427855 101543011
2.5 State of the Economy
2.5.1 Macro Economy
The NSDP of Uttar Pradesh State, at current prices, has increased from Rs. 709.35
billion to Rs. 1694.79 billion from 1993 -94 to 2002–03 registering an average annual
growth rate of 14.4 percent. The per Capita State income in 1995-96 at current prices for
Uttar Pradesh state was Rs. 11,306 which was higher than the all India average of Rs.
9,321.
The state income for Uttar Pradesh State, at constant prices, during the period 1980-81
to 1995 -96 has increased from 65.5 billion to Rs. 142.1 billion with an average annual
growth rate of 5.3 percent . It is worth mentioning that the national income during the
same period grew at the rate of 5.42 percent. The state per capita income at constant
prices in Uttar Pradesh State in 1995 – 96 was Rs. 3,172, comparatively higher than the
national per capita income of Rs. 2,573.00. The NSDP at constant prices and current
prices for Uttar Pradesh is given in Table - 2.6.
The time series data on Net State Domestic Product by industry of origin at current and
constant prices for Uttar Pradesh is presented in tables - 2.12(a), and 2.13(a)
respectively.
The composition of NSDP at constant prices by industry of origin (economic sub-

sectors) and changes in sectoral contribution since 2000-01 are shown in Table - 2.7.

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The share of various economic sectors in NSDP shows a fluctuating trend. In Uttar
Pradesh, the agriculture sector has declined from 34.5 percent in 2002-03 to 34 percent
in 2003-04 and further 33.7 percent in 2004-05. The share of manufacturing sector
increased from 11.1 percent in 2002-03 to 11.4 percent in 2003-04 and further to 11.5
percent in 2004-05. In service sector, the share of transport and communication sector
decreased from 20.5 percent in 2002-03 to 20.0 percent in 2003-04 and remained the
same in 2004-05. Changes in NSDP composition indicate structural change in the
economy as the share of secondary sector had increased and share of primary & tertiary
sector, particularly agriculture declined.
The growth rates in NSDP at constant prices over a period of time are presented in Table
- 2.6. In Uttar Pradesh, the state economy has registered an annual growth rate of 8
percent during 2001-02. In terms of sectoral growth in Uttar Pradesh the share of each
sector i.e. agriculture, manufacturing and tertiary are given in the table - 2.7 for different
years.
The income data for the PIA districts is not readily available and thus it is not reported in
the study.
The NSDP of Bihar State, at current prices, has increased from Rs. 207.8 billion to Rs.
479.7 billion from 1993 -94 to 2002–03 registering an average annual growth rate of 10.4
percent. The per Capita State income in 1995-96 at current prices for Uttar Pradesh
state was Rs. 5683 which was higher than the all India average of Rs. 9,321.
The time series data on Net State Domestic Product by industry of origin at current and
constant prices for Bihar is presented in tables - 2.12(b) and 2.13(b) respectively.
The composition of NSDP at constant prices by industry of origin (economic sub-

sectors) and changes in sectoral contribution since 2000-01 are shown in Table - 2.7.
The share of various economic sectors in NSDP shows a fluctuating trend. In Bihar, the
agriculture sector has changed from 43.3 percent in 2002-03 to 38.3 percent in 2003-04
and further 40.5 percent in 2004-05. The share of manufacturing sector changed from

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0.6 percent in 2002-03 to 0.7 percent in 2003-04 and further to 0.6 percent in 2004-05.
In service sector, the share of transport and communication sector changed from 20.9
percent in 2002-03 to 20.6 percent in 2003-04 and further to 21.5 in 2004-05. Changes
in NSDP composition indicate structural change in the economy as the share of primary
secondary & tertiary sector have been indicated in Table - 2.7.
The NSDP at constant prices over a period of time are presented in Table - 2.7. In Bihar,
the state economy has registered an annual growth rate of 10 percent during 2001-02. In
terms of sectoral growth in Bihar the share of each sector i.e. agriculture, manufacturing
and tertiary are given in the table - 2.7 for different years.
The income data for the PIA districts is not readily available and thus it is not reported in
the study.
2.5.2 Economic Sectors
2.5.2.1 Agriculture
i) Land Use Pattern
According to the land use pattern in Uttar Pradesh, by 2003-04, in the reported
area for landuse about 17.29 percent of lands are covered by forest. The net
area sown is about 58.6 percent while land not available for cultivation and
culturable waste are 11.8 and 3.17 percent respectively.
In Bihar according to land use pattern by 2003-04, in the reported area for
landuse about 17.02 percent of lands are covered by forest. The net area sown is
about 42.34 percent while land not available for cultivation and culturable waste
are 19.56 and 2.04 percent respectively.
The land use pattern of UP & Bihar are shown in the table - 2.8
ii) Irrigation
The inadequate and erratic distribution of rainfall is the risk factor in growth of
agriculture in both the state. Lack of dependable source of irrigation continues to

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be the biggest constraint in raising farm output. The areas irrigated by source are
indicated in Table - 2.9(a) & Table - 2.9(b).
In Uttar Pradesh there are three types of irrigation facilities are available e.g.
canal & tank, well and others. However, 57 percent of net area sown is covered
by irrigation facilities.
In Bihar only 47.96 % of the net sown area is covered by irrigation facilities. The
major types of irrigation are canals, tanks, tube wells etc.
iii) Cropping Pattern and Production
In Uttar Pradesh food grains covered 77.3 percent of the Total cropped area.
Total cereals covered 9 percent. Pulses covered around 8 percent of the Total
cropped area. The details are shown in Table - 2.10(a).
In Bihar, the principal agricultural crops are rice, paddy, wheat, jute, maize and oil
seeds. Cauliflower, cabbage, tomato, radish, carrot, beat etc. are some of the
vegetables grown in the state. Sugarcane, potato and barley are some of the
non-cereal crops grown. The entire agricultural operations is divided into two
crop seasons Kharif and Rabi. The Kharif season starts from the third week of
May and lasts till the end of October followed by the Rabi season The area,
production and yield of various major crops are shown in Table - 2.10(b).
2.5.2.2 Forestry
Forest cover has gone down considerably after the formation of Uttaranchal State, the
hilly/forest part of UP earlier. Only 17% of UP’s geographical area is under forest cover
now.
In Bihar, the sub Himalayan foothill of Someshwar and Dun ranges in Champaran
constitute another belt of moist deciduous forests. These also consists of scrub, grass
and reeds. Here the rainfall is above 1,600 mm and thus promotes luxuriant Sal forests
in the favoured areas. The hot and dry summer gives the deduous forests. The most

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important trees are Shorea Robusta (Sal), Shisham, Cedrela Toona, Khair, and Semal.
This type of forests also occurs in Saharasa and Purnia districts.
2.5.2.3 Mineral Resources

The state is poor in mineral resources. The only considerable deposits are of limestone
in Mirzapur, Dehra Dun and Almora districts. These are being quarried and are used
largely in cement manufacture. Dolomite occurs in small quantities in Bandal and
Varanasi districts, gypsum in Tehri Garhwal, Nainital and Dehra Dun districts, andalusite
in Mirzapur district, magnetite in Almora and Pithoragarh districts, pyrophyllite and
diaspore in Jhansi and Hamirpur districts, phosphorite in the Musoorie area and bauxite
in Karvi tehsil of Banda district and in southern part of Varanasi district. The occurrence
of stibnite, a source of antimony has been reported from Chamoli district. At Singrauli in
Mirzapur district coalfield is located.
In Bihar, The major minerals present in the state are steatite, Quartzite, pyrites, crude
mica & limestone. The production of these minerals in tones are given under.
Steatite 945 tones

Pyrites 9539 tones
Quartzite 14865 tones
Crude mica 53 tones
Limestone 478000 tones
2.5.2.4 Industry
There are different types of minerals and several industries have came up based on the
minerals. There are cement plants in the Mirzapur area in the Vindhya region, a bauxite
based aluminium plant in the Banda area and copper in Pithora Garh, Almora Chamboli
and Tehri Garhwal. In the hills a number of minerals are to be found, mainly non-metallic
minerals which are used as industrial raw materials. Coal deposits are found in the
Singrauli area. The industries include a large printing establishment units engaged in
manufacturing of scales, locks, letter boxes, furniture, badges and belts, leather goods,

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scissors etc. Handloom, carpet, glass, electrical goods, electro plating, building material
industries are also found in some of the cities.
The information about the industries present in the PIA districts is not readily available
and thus it is not reported in the study
Bihar has a number of major public sector projects like the Oil refinery of Indian Oil
Corporation and Fertilizer manufacturing plant of Hindustan Fertilizer Corporation Ltd
(HPCL) at Barauni, Pyrites, Phosphates and Chemicals Ltd (PPCL) at Amjhor; Cotton
spinning mills at Siwan, Pandaul, Bhagalpur, Mokamah and Gaya; 13 sugar mills in
private sector and 15 in public section located in South and North Bihar. In addition
distilleries at Gopalganj, West Champaran, Bhagalpur and Riga (Sitamarhi District);
finish leather industry in West Champaran, Muzaffarpur and Barauni; Jute mills at
Katihar and Samastipur; Medicine manufacturing unit at Hajipur; Food processing units
and Vanaspati manufacturing units at Aurangabad and Patna; Kalyanpur Cement Ltd at
Banjari are some of the notable industries in Bihar. Bihar has tremendous resources and
their utilisation in the interest of its growing population has to be the supreme
responsibility of both the state administration and the national planners.
The information about the industries present in the PIA districts is not readily available
and thus it is not reported in the study
2.6 Economic Perspective
The long – term economic perspective, in terms of annual growth rates of the NSDP in
real terms, has been studied over at a time horizon of 3 years. The time-trend
analysis of state income showed a annual growth rate of 8 percent in Uttar Pradesh. At
the national level, the planning commission has forecast at the average rate of growth of
GDP (at Current prices) at 14.45 percent per annum during the same year, as against 8
percent growth per annum attained during the year 2001-02.
The full impact of liberalization and privatization is yet to be realized. The future growth
in the economy hinges on the readiness of private sector (domestic and / foreign)
investment in different sectors of the economy, including basic infrastructure essential for
industrial growth and exports. The size of investment and its diversification in

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different economic sectors will be a critical factor in determining the future rate of growth
of the economy.
A conservative projection of the most plausible growth rates for Uttar Pradesh based on
the past trend in private investments in different states of India, are shown in the table
below.
The long – term economic perspective, in terms of annual growth rates of the NSDP in
real terms, has been studied over at a time horizon of 3 years. The time-trend
analysis of state income showed an annual growth rate of 10 percent in Bihar. At the
national level, the planning commission has forecast at the average rate of growth of
GDP (at Current prices) at 14.45 percent per annum during the same year, as against 10
percent growth per annum attained during the year 2001-02.
The full impact of liberalization and privatization is yet to be realized. The future growth
in the economy hinges on the readiness of private sector (domestic and / foreign)
investment in different sectors of the economy, including basic infrastructure essential for
industrial growth and exports. The size of investment and its diversification in
different economic sectors will be a critical factor in determining the future rate of growth
of the economy.
A conservative projection of the most plausible growth rates for Bihar based on the past
trend in private investments in different states of India, are shown in the table below.
Table - 2.2 : NSDP Projected Growth Rates.
Period UP Bihar
1990-1995 5.5 4.83
1995-2000 5.3 5.3
2000-2005 5.0 4.49

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Table - 2.3(a) : Demographic Features of UP and the PIA Districts, 2001 Census
Sl. State / District Area Total Rural Urban % of Avg.
No. (km2) Popn. Popn. Popn. Urban Density
(million) (million) (million) Popn. (Pop/km2)
1 UP 238566 166.2 131.7 34.5 20.0% 690
2 Varanasi 1550 3.13 1.15 1.98 36.7% 1995
3 Chandauli 2485 1.64 1.5 0.14 8.3% 660
4 All India 3287590 1,028 741.7 285.4 27.8% 313
Source: Census of India 2001,
Table - 2.3(b): Demographic Features of Bihar and the PIA Districts, 2001 Census
Sl. State / District Area Total Popn. Rural Urban % of Avg.
No. (km2) (million) Popn. Popn. Urban Density
(million) (million) Popn. (Pop/km2)
1 Bihar 94,164 82.9 74.5 8.4 10.47% 880
2 Kaimur 3305 1.29 1.24 0.042 3.2% 382
3 Rohtas 3847 2.44 2.12 0.33 13.33% 635
4 Aurangabad 3363 2.00 1.846 0.154 7.7% 607
5 All India 3287590 1,028 741.7 285.4 27.8% 313
Table - 2.4(a): Population and Workers Details of UP
State Total Total Main Marginal Work

Popn. Worker Worker Workers Participation
Rate
Broad influence Area
UP 166,197,921 53,983,824 39,337,649 14,646,175 32.48%
Immediate Influence Area
Varanasi 3,138,671 982,054 770,799 211,255 31.29%
Chandauli 1,643,251 527,633 339,953 187,680 32.11%
All India* 1,028,610,328 402,234,724 313,004,983 89,229,741 39.1%
Note: Census of India, 2001
Table - 2.4(b): Population and Workers Details of Bihar

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Popn. Worker (no) Worker Workers Participation
(million) Rate
Bihar 82.9 27,974,606 21,052,875 6,921,731 33.7%
Kaimur 1,289,074 442,887 312,872 130,015 34.36%
Rohtas 2,450,748 744,183 544,731 199,452 30.37%
Aurangabad 2,013,055 671,011 476,390 194,621 33.33%
All India* 1,028,610,328 402,234,724 313,004,983 89,229,741 39.1%
Note: Census of India, 2001
Table - 2.5: Classification of Main Workers by Broad and Economic Activities
State Cultivators Agriculture Manufacturing Others

Laborers
UP 22167562 13,400,911 3,031,164 15,384,187
Bihar 8,193,621 13,417,744 1,100,424 5,262,817
India 127,312,851 106,775,330 16,956,942 151,189,601
Source : Census of India 2001, basic population data
Table - 2.6: Net State Domestic Product
At Current At At Current At At Current At Constant

Prices Constant Prices Constant Prices Prices
Prices Prices
2000-01 2001-02 2002-03
UP
Net State 150,676 102,563 156,854 110,256 169,479 112,447
Domestic
Product
Per Capita 9162 557 9320 560 9870 583
National
Income (Rs.)
Annual Growth 7.56% - 8.05% - 11.87% -
Rate (NSDP)
BIHAR

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Net State 42160 42160 47972 47972 46732 46732

Domestic
Product
Per Capita 5157 5157 5007 5007 5683 5683
National
Income (Rs.)
Annual Growth 10.4 10.4 13.7 13.7 - -
Rate (NSDP)
ALL INDIA
Net National 1,103,400 1,103,400 4,256,190 1,902,180 8,755,940 2,436,70
Domestic
Product
Per Capita 1,630 1,630 4,983 2,222 9,321 2,573
National
Income (Rs.)
Annual Growth -- -- 14.45% 5.60% 14.81% (15.52%) 5.42%
Rate (NNDP) (5.07%)
Source: (I) Census of India,
Table - 2.7: Net State Domestic Product Composition by Industry of Origin at Constant Prices (2002-2003)
Sl. Industry UP Bihar All India
No. 2002- 2003- 2004- 2002- 2003- 2004- 2001- 2002- 2003-
03 04 05 03 04 05 01 03 04
1 Primary 36.1 36.3 35.3 46.8 42.2 44.0 25.8 22.8 23.3
Agriculture 34.5 34.7 33.7 43.3 38.3 40.5 23.6 20.7 21.2
2 Secondary 13.1 13.1 13.3 3.1 3.4 2.9 17.1 18.4 17.8
Manufacturing 11.1 11.4 11.5 0.6 0.7 0.6 14.3 15.3 14.8
3 Tertiary 50.9 50.6 51.4 50.1 54.5 53.1 57.1 58.7 58.9
Transport , 20.5 20.0 20.0 20.9 20.6 21.5 20.7 22.1 22.3
Storage
and
Communication,
trade, hotels and
restaurants
 Quick Estimates

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.Table - 2.8: Land Use Pattern of UP & Bihar (Area in ‘000 ha)
Land use Uttar Pradesh % Bihar %

Total geographical area 29,441 - 17,388 -
Reporting area for land utilization 29,794 100.00% 17,330 100.00%
Forests 5,150 17.29% 2,949 17.02%
Not available for cultivation 3,516 11.80% 3,390 19.56%
Permanent pasture and other grazing lands 296 0.99% 107 0.62%
Land under misc. tree crops & groves 513 1.72% 337 1.94%
Culturable wasteland 945 3.17% 353 2.04%
Fallow land other than current fallows 832 2.79% 962 5.55%
Current fallows 1,067 3.58% 1,895 10.93%
Net area sown 17,475 58.65% 7,337 42.34%
Table - 2.9(a): Area irrigated by different sources in UP
SOURCE AREA (ha)

Canal, tanks etc 2475165
Ground Water 5630106
Others 1361846
Total irrigated area 9467117
Net Sown Area 17755797
Table - 2.9(b): Area irrigated by different sources in Bihar
AREA
(‘000
Source of irrigation ha)
Canals 1011
Tanks 117
Tube-wells 1834
Other Wells 23
Other Sources 535
Total Net Area
irrigated 3519
Table - 2.10(a): Agriculture Cropped Area, Production and Yield in UP

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Area Production Yield

Crop (million (million (Kg. /
hectors) tones) hect)
Cereals 2.37 3.34 1409
Pulses 2.09 2.76 1232
Food grains 20.07 43.2 2157
Table - 2.10(b): Agriculture Cropped Area, Production and Yield in Bihar
Crop Area Production Yield

('000 ha) ('000 Tons) (kg/ha)
Rice 3557 5393 1516
Wheat 2119 3778 1783
Maize 607 1440 2374
Total Cereals 6328 10654 1684
Gram 64 67 1047
Total Pulses 684 563 824
Total Food grains 7012 11217 1600
Table - 2.11: Main Workers by Industrial Categories
S.No Industrial category UP Bihar India
1 Agricultural & allied activities 4.93% 6.80% 7.88%
2 Mining and quarrying 0.22% 0.76% 1.25%
3(a) Manufacturing-Household industries 15.97% 17.69% 9.99%
3(b) Manufacturing-Non Household industries 23.96% 16.58% 20.48%
4 Electricity, Gas and Water Supply 0.64% 0.64% 0.95%
5 Construction 7.26% 6.40% 8.43%
6 Wholesale and Retail Trade 18.28% 20.88% 17.46%
7 Hotels and Restaurants 0.55% 0.87% 1.53%
8 Transport, Storage and Communications 6.68% 7.36% 7.98%
9 Real Estate, Renting and Business Activities 2.58% 2.77% 3.86%
10 Other services 18.93% 19.27% 20.20%
Total Main workers 100.00% 100.00% 100.00%

Source: census of India, 2001

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Consultancy Services for preparation of Feasibility for
6-laning of NH--2 from Varanasi to Aurangabad (Length
190 km.) in the States of Uttar Pradesh/Bihar under STUP Consultants P. Ltd .
NHDP Phase–V (lot 2)
Table - 2.12(a): Net State Domestic Product of UP by Industrial Origin at Current Prices
Year/Industry 1995-96 1996-97 1997-98 1998-99 1999-00 2000-01 2001-02 2002-03 2003-04 2004-05
Primary 35818.2 43562.4 44419.8 50405.7 54880.8 56193.1 57313.5 61680.5 67638.6 72373.7
Agriculture 35240.5 42850.4 43467.4 48047.7 52575.8 53547.7 55342.8 59024.6 64638.4 69223
Forestry & logging 213 338.1 545.6 1870 1772 2050.8 1316 1925.9 2178.6 2289
Fishing 364.8 374 406.8 488.1 533 594.6 654.8 730 821.6 861.7
Secondary 15886.7 19400.3 19765.9 20167.3 22060.4 19942.5 19616.5 22355.8 24506 27316.6
Mining & quarrying 680.3 773.1 907.9 1198.6 1419.8 1638.2 1729.2 2143.5 1956.5 2019.1
Manufacturing 13127.2 16654.7 16210.9 15266 17271 16607.8 17142.6 19016.3 21171.5 23647.2
Registered 7747.4 11128.4 9257.8 7813.3 9278.9 8662 8459.2 9667.4 10423.3 11393.6
Unregistered 5379.9 5526.3 6953.1 7452.7 7992.2 7945.8 8683.4 9348.9 10748.2 12253.6
Electricity, gas and 2079.2 1972.5 2647.1 3702.7 3369.6 1696.5 744.7 1195.9 1378 1650.3
water supply
Tertiary 41106 49183.4 55939.2 62449.2 67219 74540.5 79923.5 87023.5 94288.8 105558.4
Construction 4425.7 5269.6 6426.3 8018.2 8602.1 9165.7 9601.5 11106 12021.3 13421.3
Transport, storage & 4108.4 4876.8 5543.1 6454.8 7243.9 7537.2 8944.4 10239 10983 12611.8
communication
Trade, hotels and 14584.1 18339.8 20067 20590.2 21204.7 24606.9 24112.2 24796.6 26377.3 28487.9
restaurants
Banking & insurance 3038.1 3945.5 4594.6 4482.2 4970.5 5570 6505.4 7756.1 8595.3 9525.4
Real estate, ownership 4674.7 5018.3 5376.3 5988.3 6909.4 8046.3 9383.2 10896.4 12132.7 13409.1
of dwelling and
business services
Public administration 3898.6 4436.6 5665.1 6512.8 7420.8 7685.6 8016.2 8222 9432.4 10982.9
Other services 6376.4 7296.8 8266.7 10402.7 10867.6 11928.9 13360.7 14007.5 14746.8 17120.2
FINAL FEASIBILITY REPORT Page 21 of 225

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Table - 2.13(a): Net State Domestic Product of UP by Industrial Origin at Constant Prices
Industry/year 1995-96 1996-97 1997-98 1998-99 1999-00 2000-01 2001-02 200203 2003-04 2004-05
Primary 30478.1 33466.8 31588.9 32647.5 35625.8 35205.7 36192.9 36804.0 37841.0 38255.7
Agriculture 29885.3 32721.4 30642.7 30797.7 33700.7 33173.2 34068.5 34580.9 35534.7 35880.4
Forestry & logging 228.3 373.2 556.8 1392.4 1438.3 1500.9 1549.5 1584.7 1624.2 1667.3
Fishing 364.5 372.2 389.4 457.4 486.7 531.6 574.9 638.5 682.1 708.1
Secondary 12925.0 15318.8 14196.3 12231.7 12840.6 12484.6 12433.5 13897.0 14495.1 15326.9
Manufacturing 11024.0 13401.4 12276.4 10142.6 11120.3 10775.6 10761.6 11944.7 12546.7 13302.0
Registered 6552.6 8993.0 7125.2 5163.7 5994.3 5741.3 5397.9 6249.0 6452.7 6696.5
Unregistered 4471.4 4408.3 5151.1 4978.9 5126.0 5034.3 5363.7 5695.7 6094.0 6605.5
Electricity, gas and water 1345.1 1262.6 1239.4 1355.7 865.2 889.5 1011.6 882.3 973.9 1018.5
supply
Tertiary 33643.2 36811.5 38901.3 40431.0 42734.7 43999.5 45666.9 49400.3 52392.3 56185.1
Construction 3733.4 3883.8 4547.9 5159.2 5436.1 5872.2 5982.6 6563.5 6950.8 7345.6
Transport, storage & 3510.6 3873.2 4071.8 4341.8 4893.9 5269.9 5861.2 7548.8 8378.6 9389.2
communication
Trade, hotels and 11247.8 12557.0 12018.9 12419.5 13188.5 13009.4 13278.5 13720.6 14226.0 14409.8
restaurants
Banking & insurance 2244.5 3197.4 3994.0 3508.3 3683.8 3950.2 4083.0 5012.3 5385.7 5786.8
Real estate, ownership 4414.3 4471.9 4552.6 4599.9 4627.1 4647.2 4764.6 4916.2 5073.1 5510.5
of dwelling and business
services
Public administration 3214.0 3348.4 3995.1 4057.8 4475.8 4466.0 4466.3 4401.7 4865.4 5447.9
Other services 5278.6 5479.7 5720.9 6344.5 6429.6 6784.6 7230.8 7237.2 7512.8 8295.3

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Table - 2.12(b): Net State Domestic Product of Bihar by Industrial Origin at Current Prices
Industry/year 1995-96 1996-97 1997-98 1998-99 1999-00 2000-01 2001-02 2002-03 2003-04 2004-05
Primary 10294.7 14982.8 13527.1 16637.1 15744.2 17566.0 16896.7 19978.1 19158.2 20722.1
Agriculture 9391.5 13954.2 12417.3 15379.6 14302.6 15959.7 15074.3 18030.2 17108.8 18568.8
Fishing 370.9 448.7 462.2 515.6 616.8 707.3 901.4 974.2 1012.5 1050.1
Secondary 999.4 1112.9 1976.2 838.9 1955.8 1403.6 1508.2 1473.3 1422.5 1366.2
Manufacturing 341.5 297.7 579.3 169.4 854.4 561.3 434.1 425.9 413.1 398.9
Registered 446.7 495.7 1026.3 403.5 643.0 647.7 665.9 643.1 611.8 576.0
Unregistered 788.3 793.4 1605.7 572.9 1497.4 1208.9 1099.9 1068.9 1024.9 974.9
Electricity, gas and
water supply 191.5 295.7 343.4 183.9 383.0 109.0 267.3 271.0 273.8 278.5
Tertiary 10540.6 13352.8 14804.0 17360.9 20477.8 23254.8 23779.2 27181.2 29800.1 34021.5
Construction 833.7 952.4 1032.9 1352.0 1883.9 2277.9 1986.5 2184.8 2384.1 2622.0
Transport, storage &
communication 902.1 956.4 1124.7 1242.7 1432.5 1724.5 1953.6 2068.4 2266.0 2517.2
Trade, hotels and
restaurants 3099.0 4637.7 4992.5 5881.1 6229.7 7316.9 6759.0 7861.3 8039.0 9394.7
Real estate, ownership
of dwelling and
business services 645.7 697.0 766.0 907.8 989.7 1190.2 1547.0 1839.6 2109.4 2425.9
Other services 2438.3 2881.1 3111.8 3511.8 4942.0 5412.7 5040.4 5644.2 6319.0 7104.7

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Table - 2.13(b).: Net State Domestic Product of Bihar by Industrial Origin at Constant Prices
Industry/year 1995-96 1996-97 1997-98 1998-99 1999-00 2000-01 2001-02 2002-03 2003-04 2004-05
Primary 9688.9 13022.5 10359.2 12299.0 11247.4 14459.6 12177.8 15737.3 13074.6 15727.9
Agriculture 8880.7 12184.0 9573.9 11428.4 10315.8 13481.6 11056.4 14552.9 11863.1 14489.1
Fishing 361.6 394.1 330.8 371.5 401.7 426.2 564.2 616.4 628.2 640.2
Secondary 839.5 855.5 1610.8 584.9 1335.0 1112.5 1016.6 1032.9 1038.6 1054.6
Manufacturing 269.6 218.1 529.5 34.5 543.0 289.7 206.4 206.9 204.2 203.8
Registered 387.3 436.9 857.5 323.0 500.6 580.7 468.5 463.4 453.1 446.2
Unregistered 656.9 655.0 1387.0 357.4 1043.6 870.4 674.9 670.2 657.4 650.0
Electricity, gas and
water supply 165.3 182.5 205.2 173.2 239.7 164.9 183.4 204.3 223.7 246.8
Tertiary 9053.6 10690.9 11433.7 11995.1 13554.3 15523.6 14960.2 16848.5 16889.0 18990.2
Construction 711.0 784.6 847.6 1072.6 1462.4 1605.4 1350.4 1455.8 1538.7 1661.8
Transport, storage &
communication 809.0 837.0 878.0 977.1 1110.2 1336.9 1483.6 1635.5 1770.0 1974.4
Trade, hotels and
restaurants 2676.9 3830.7 3695.3 4056.1 4114.8 5230.6 4390.4 5398.5 4627.2 5725.7
Real estate, owner-
ship of dwelling and
business services 600.2 633.6 673.5 728.3 759.0 816.6 861.1 926.4 1001.5 1091.4
Other services 2096.4 2168.8 2328.1 2225.4 2975.6 3274.2 2974.9 3176.9 3374.0 3606.6

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CHAPTER – 3
HIGHWAY DETAILS – PROPOSED PROVISIONS
3.1 GENERAL
Details regarding proposed provision for the project road form the important part of
Feasibility Report. This Chapter summarises the final choices that have been made
for various aspects of the Project Road from Varanasi (Ch.786.000) and ends at
Aurangabad (Ch.978.400) of NH-2 between Delhi and Kolkata. To some extent,
this Chapter also serves as an ‘Executive Summary” of the Feasibility Report.
The decisions regarding various design aspects have been taken after discussions
with NHAI officials. The full details of the methodology considered, or the logic
behind the choice of any provision etc., are presented here whereas the main
discussions covered in the subsequent Chapters.
3.2 TRAFFIC ASPECTS

The consultant have conducted traffic survey at various locations along the project
road. The type, duration, and location of various traffic surveys are mentioned
below in table - 3.1.
Table – 3.1: Traffic Survey Location
Origin-
Classified Destination &
Turning
Traffic Volume Commodity
Movement Survey Axle Load Speed Delay
Surveys Count
(for 1day 12
Movement.
Survey Survey
(for 7 days 24 (Midblock counts
hours)
hours) for 1 day 24
hours)
At Km.
At Km. 837 At Km 804 At Km. 837
838 For the Total
Syed Raja Ramnagar Junction Syed Raja
Location Syed Raja Project Road
Along the At Km. 887 At Km. 887 At Km. (Km 786.000
Stretch At Km 867.900 To Km.
Kudara Kudara 951
Mohania Junction 978.400)
At Km. 950 At Km. 950 Prithambur
Prithambur Prithambur
The traffic survey data have been analysed and the details are enclosed as
Annexure - III of this report for reference.

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The average daily traffic (ADT) for different count station in terms of nos. are indicated hereunder in Table - 3.2 whereas the
details are attached in Annexure III
Table No - 3.2: The average daily traffic (ADT)
Thre
Tract
e Other
or
Two Whe Car / Multi Tractor Cycle Bullo (Pleas
Mini ST 2- With Cycl
Location Whe eler / Jeep LCV 3-Axle - With Ricksh ck Horse e Total
Bus BUS Axle out e
eler Auto / Van Axle Trailer aw Cart Specif
Trail
Rick y)
er
shaw
ADT
1867 46 1433 38 116 428 1596 3514 648 263 73 1755 208 0 4 0 11991
Km 837 IN
PCU 933 46 1433 57 348 642 4788 10543 2914 1184 110 878 415 3 18 0 24313
ADT 1219 49 947 51 186 127 1486 2937 1334 283 110 688 308 32 15 6 9778
Km 887
IN
PCU 609 49 947 76 559 191 4459 8811 6002 1275 165 344 615 256 59 19 24437
ADT
1279 113 852 118 230 285 1904 2713 502 186 27 648 25 0 0 1 8883
Km 950 IN
PCU 640 113 852 176 689 428 5713 8140 2257 836 40 324 51 0 0 4 20262

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3.3 ROAD ALIGNMENT

Total project length is approximately 192.4 Km. The project road passes through
the villages viz., Mugal sarai, Chandauli, Syedraja, Durgawathi, Mohania, Kudara,
Dehri. The orientation and layout of present study corridor is shown in Fig – 1.1
Layout map. This corridor is also having 16 nos. major Bridges, 24 nos .Minor
bridges, 244 nos. CD works, three nos of ROB, 29 nos of underpasses etc. The
land use pattern along the alignment is mostly agriculture land with rice & wheat
production. However dense ribbon development in the form of commercial
establishment exists in few locations.
3.4 ROAD CROSS-SECTION

Based on condition and widening requirement of the project road, different types of
cross sections have been proposed. The types of cross sections with Chainages
for different stretches are indicated in Table - 3.3 to Table - 3.9 and the typical
drawings for each type are enclosed as Fig - 3.1 to Fig - 3.7

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TABLE – 3.3: CHAINAGES OF CROSS SECTIONS (TYPE – II)

From To Length Type of Cross-Section
794.650 794.925 0.275 TYPE-II
800.800 800.931 0.131 TYPE-II
818.175 819.155 0.980 TYPE-II
819.300 820.491 1.191 TYPE-II
820.741 821.376 0.635 TYPE-II
821.626 822.325 0.699 TYPE-II
822.575 823.150 0.575 TYPE-II
823.650 824.675 1.025 TYPE-II
824.925 825.100 0.175 TYPE-II
830.330 830.520 0.190 TYPE-II
831.000 832.000 1.000 TYPE-II
832.350 834.095 1.745 TYPE-II
834.345 834.930 0.585 TYPE-II
835.430 836.857 1.427 TYPE-II
837.107 837.861 0.754 TYPE-II
838.401 839.700 1.299 TYPE-II
844.695 845.030 0.335 TYPE-II
845.280 845.800 0.520 TYPE-II
846.000 846.235 0.235 TYPE-II
846.485 847.450 0.965 TYPE-II
848.000 848.775 0.775 TYPE-II
849.025 849.675 0.650 TYPE-II
849.925 850.478 0.553 TYPE-II
850.728 851.950 1.222 TYPE-II
852.420 854.575 2.155 TYPE-II
855.100 855.403 0.303 TYPE-II
855.653 856.550 0.897 TYPE-II
857.050 857.900 0.850 TYPE-II
859.235 860.850 1.615 TYPE-II
861.350 862.100 0.750 TYPE-II
908.730 910.750 2.020 TYPE-II
911.375 912.276 0.901 TYPE-II
912.526 913.350 0.824 TYPE-II
913.848 915.362 1.514 TYPE-II
915.612 917.750 2.138 TYPE-II
918.250 922.300 4.050 TYPE-II
922.820 928.120 5.300 TYPE-II
928.820 929.500 0.680 TYPE-II
936.930 937.550 0.620 TYPE-II
Total Length = 42.558 Km
TABLE – 3.4: CHAINAGES OF CROSS SECTIONS (TYPE – II’)

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862.100 862.905 0.805 TYPE-II’
863.055 863.905 0.850 TYPE-II’
864.155 864.835 0.680 TYPE-II’
868.250 868.925 0.675 TYPE-II’
869.175 870.775 1.600 TYPE-II’
871.025 871.328 0.303 TYPE-II’
871.578 872.780 1.202 TYPE-II’
873.280 874.334 1.054 TYPE-II’
874.584 875.475 0.891 TYPE-II’
875.725 876.550 0.825 TYPE-II’
877.050 878.574 1.524 TYPE-II’
878.824 879.430 0.606 TYPE-II’
879.630 881.425 1.795 TYPE-II’
881.675 882.510 0.835 TYPE-II’
882.765 883.251 0.486 TYPE-II’
883.751 884.845 1.094 TYPE-II’
885.095 885.825 0.730 TYPE-II’
886.175 886.900 0.725 TYPE-II’
890.100 890.975 0.875 TYPE-II’
891.225 891.875 0.650 TYPE-II’
892.125 894.150 2.025 TYPE-II’
894.650 895.775 1.125 TYPE-II’
896.025 896.985 0.960 TYPE-II’
897.235 898.375 1.140 TYPE-II’
898.625 899.690 1.065 TYPE-II’
900.190 901.335 1.145 TYPE-II’
901.585 902.600 1.015 TYPE-II’
903.525 904.925 1.400 TYPE-II’
905.175 906.175 1.000 TYPE-II’
906.425 907.100 0.675 TYPE-II’
938.200 939.395 1.195 TYPE-II’
939.645 940.600 0.955 TYPE-II’
941.480 941.800 0.320 TYPE-II’
942.300 942.775 0.475 TYPE-II’
943.025 943.450 0.425 TYPE-II’
944.725 945.700 0.975 TYPE-II’
946.200 946.375 0.175 TYPE-II’
946.625 948.175 1.550 TYPE-II’
948.425 949.300 0.875 TYPE-II’
949.800 951.060 1.260 TYPE-II’
951.308 952.315 1.007 TYPE-II’
952.565 953.044 0.479 TYPE-II’
953.544 955.275 1.731 TYPE-II’
955.525 956.950 1.425 TYPE-II’
958.093 959.500 1.407 TYPE-II’
961.214 963.710 2.496 TYPE-II’
964.410 964.925 0.515 TYPE-II’
965.175 965.955 0.780 TYPE-II’
966.205 967.475 1.270 TYPE-II’

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967.725 968.200 0.475 TYPE-II’
968.700 969.575 0.875 TYPE-II’
969.825 970.600 0.775 TYPE-II’
970.850 971.195 0.345 TYPE-II’
971.445 972.820 1.375 TYPE-II’
973.320 974.200 0.880 TYPE-II’
974.900 976.155 1.255 TYPE-II’
976.405 977.275 0.870 TYPE-II’
977.525 978.400 0.875 TYPE-II’
TABLE – 3.5: CHAINAGES OF CROSS SECTIONS (TYPE – III)

788.200 788.450 0.250 TYPE-III
789.000 789.275 0.275 TYPE-III
789.525 789.605 0.080 TYPE-III
800.931 801.350 0.419 TYPE-III
802.260 803.100 0.840 TYPE-III
805.050 805.650 0.600 TYPE-III
817.600 817.925 0.325 TYPE-III
825.100 825.740 0.640 TYPE-III
825.989 826.500 0.511 TYPE-III
829.800 830.085 0.285 TYPE-III
840.000 840.475 0.475 TYPE-III
840.725 841.950 1.225 TYPE-III
842.375 843.478 1.103 TYPE-III
843.728 844.695 0.967 TYPE-III
938.050 938.200 0.150 TYPE-III
TABLE – 3.6: CHAINAGES OF CROSS SECTIONS (TYPE – III’)

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903.100 903.275 0.175 TYPE-III’
938.200 938.440 0.240 TYPE-III’
960.480 960.964 0.484 TYPE-III’
TABLE – 3.7: CHAINAGES OF CROSS SECTIONS (TYPE – IV)

839.700 840.000 0.300 Type-IV
854.575 855.100 0.525 Type-IV
TABLE – 3.8: CHAINAGES OF CROSS SECTIONS (TYPE – VI)

789.605 790.794 1.189 Type-VI
791.014 792.230 1.216 Type-VI
792.730 793.175 0.445 Type-VI
793.425 794.100 0.675 Type-VI
794.925 795.800 0.875 Type-VI
796.600 797.450 0.850 Type-VI
797.700 798.705 1.005 Type-VI
799.205 799.814 0.609 Type-VI
805.650 805.875 0.225 Type-VI
806.125 807.020 0.895 Type-VI
807.520 808.685 1.165 Type-VI
808.935 809.200 0.265 Type-VI
810.550 812.255 1.705 Type-VI
812.755 812.975 0.220 Type-VI
813.225 814.750 1.525 Type-VI
815.450 817.040 1.590 Type-VI
845.800 846.000 0.200 Type-VI

TABLE – 3.9: CHAINAGES OF CROSS SECTIONS (TYPE – VIII)

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786.000 787.500 1.500 Type-VIII
826.500 827.150 0.650 Type-VIII
828.380 828.750 0.370 Type-VIII
829.250 829.800 0.550 Type-VIII
929.500 930.025 0.525 Type-VIII
930.275 930.670 0.395 Type-VIII
931.400 934.000 2.600 Type-VIII
TABLE – 3.10: CHAINAGES OF CROSS SECTIONS (TYPE – VIII’)

865.185 865.875 0.690 Type-VIII'
866.125 866.250 0.125 Type-VIII'
867.230 867.550 0.320 Type-VIII'
886.900 887.055 0.155 Type-VIII'
887.305 888.060 0.755 Type-VIII'
888.750 889.575 0.825 Type-VIII'
889.825 890.100 0.275 Type-VIII'
TABLE – 3.11: SUMMARY OF CROSS SECTIONS

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TYPE OF
LENGTH
SR.NO CROSS DESCRIPTION
(Km)
SECTION
Typical cross section with 5.0m median with both side
1 Type-II 42.558
service road ( 3+3lane)
2 TYPE-II’ 56.795
3 Type-III 8.145
4 TYPE-III’ 0.899
Typical cross section with 1.2m median with left side
5 Type-IV 0.825
Typical cross section with 5.0m median with left side
6 Type-VI 14.654
7 Type-VIII 6.590
service road ( 2+2ane)
8 TYPE-VIII’ 0.825
service road ( 2+2ane)

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Fig – 3.1: Typical C/S with 5.0 m Median without Service Road (Type-I)

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Fig – 3.2: Typical C/S with 5.0 m Median with Service Road (Type-II)
LEFT SIDE RIGHT SIDE
PROPOSED CARRIAGEWAY CONFIGURATION

53000
500 7000/5500 500 1500 2000 1500 10500 500 5000 500 10500 1500 2000 1500 500 7000/5500 500
PROPOSED SERVICE ROAD NEW CARRIAGEWAY MEDIAN NEW CARRIAGEWAY PROPOSED SERVICE ROAD
SHOULDER
SHOULDER
SHOULDER
SHOULDER
SHOULDER
SHOULDER
SHOULDER
SHOULDER
STRIP
STRIP
EDGE
EDGE
COVERED
COVERED
EARTHEN
EARTHEN
EARTHEN
EARTHEN
PAVED
PAVED
PAVED
PAVED
DRAIN
DRAIN
PEDESTRIAN PEDESTRIAN
GUARD RAIL 3% 3% GUARD RAIL
SELECTED SELECTED
2.5% 2.5%
EARTH 2.5% 2. 5% EARTH
3% 3%
2 2
1 1
EXISTING FLEXIBLE PAVEMENT

PROPOSED FLEXIBLE PAVEMENT PROPOSED FLEXIBLE PAVEMENT PROPOSED FLEXIBLE PAVEMENT PROPOSED FLEXIBLE PAVEMENT
TYPICAL CROSS SECTION WITH 5.0M MEDIAN

WITH SERVICE ROAD
TYPE - II STRETCHES FOR TYPE-II CROSS SECTION
PAVED SHOULDER
LEFT SIDE SERVICE ROAD FROM TO LENGTH FROM TO LENGTH
PAVED SHOULDER 794.650 794.925 0.275 855.100 855.403 0.303
COVERED DRAIN 800.800 800.931 0.131 855.653 856.550 0.897
EARTHEN SHOULDER EARTHEN SHOULDER
PAVED SHOULDER 818.175 819.155 0.980 857.050 857.900 0.850
PAVED SHOULDER
CARRIAGEWAY CARRIAGEWAY 819.300 820.491 1.191 859.235 860.850 1.615
MEDIAN MEDIAN 820.741 821.376 0.635 861.350 862.100 0.750
821.626 822.325 0.699 908.730 910.750 2.020
822.575 823.150 0.575 911.375 912.276 0.901
LEGENDS: 823.650 824.675 1.025 912.526 913.350 0.824
EXISTING BITUMINOUS SURFACE 824.925 825.100 0.175 913.848 915.362 1.514
830.330 830.520 0.190 915.612 917.750 2.138
NEW BITUMINOUS SURFACE
831.000 832.000 1.000 918.250 922.300 4.050
DRAIN 832.350 834.095 1.745 922.820 928.120 5.300
NEW FORMATION 834.345 834.930 0.585 928.820 929.500 0.680
MEDIAN 835.430 836.857 1.427 936.930 937.550 0.620
837.107 837.861 0.754
838.401 839.700 1.299
844.695 845.030 0.335
845.280 845.800 0.520
846.000 846.235 0.235
RIGHT SIDE 846.485 847.450 0.965
848.000 848.775 0.775
EXISTING ROAD SECTION PROPOSED ROAD SECTION 849.025 849.675 0.650
849.925 850.478 0.553
850.728 851.950 1.222
PART PLAN 852.420 854.575 2.155 TOTAL(KM) 42.558
Fig – 3.3: Typical C/S with 1.2 m Median with existing Service Road on both sides (Type-III)

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51200
1500 500 7000/5500 500 1500 2000 1500 10500 500 1200 500 10500 1500 2000 1500 500 7000/5500 500 1500
SERVICE ROAD NEW CARRIAGEWAY MEDIAN NEW CARRIAGEWAY SERVICE ROAD
SHOULDER
SHOULDER
SHOULDER
SHOULDER
SHOULDER
SHOULDER
SHOULDER
SHOULDER
FOOTPATH
FOOTPATH
STRIP
STRIP
EARTHEN
EDGE
EDGE
EARTHEN
PAVED
PAVED
PAVED
PAVED
PAVED
PAVED
DRAIN
DRAIN
DRAIN
DRAIN
CUM
CUM
C OF CARRIAGEWAY
PEDESTRIAN MEDIAN PEDESTRIAN

GUARD RAIL GUARD RAIL
2.5% 2.5%
2.5% 2.5% 2.5%
PROPOSED FLEXIBLE PAVEMENT PROPOSED FLEXIBLE PAVEMENT EXISTING FLEXIBLE PAVEMENT PROPOSED FLEXIBLE PAVEMENT PROPOSED FLEXIBLE PAVEMENT

WITH EXISTING SERVICE ROAD ON BOTH SIDE
TYPE - III
STRETCHES FOR TYPE-III CROSS SECTION

FROM TO LENGTH
FOOTPATH CUM DRAIN 788.200 788.450 0.250
LEFT SIDE PAVED SHOULDER
789.000 789.275 0.275
SERVICE ROAD
789.525 789.605 0.080
SERVICE ROAD PAVED SHOULDER
DRAIN COVERED DRAIN 800.931 801.350 0.419
EARTHEN SHOULDER EARTHEN SHOULDER 802.260 803.100 0.840
PAVED SHOULDER PAVED SHOULDER 805.050 805.650 0.600
CARRIAGEWAY CARRIAGEWAY
MEDIAN MEDIAN 817.600 817.925 0.325
825.100 825.740 0.640
825.989 826.500 0.511
LEGENDS: 829.800 830.085 0.285
EXISTING BITUMINOUS SURFACE 840.000 840.475 0.475
NEW BITUMINOUS SURFACE 840.725 841.950 1.225
DRAIN 842.375 843.478 1.103

843.728 844.695 0.967
NEW FORMATION
938.050 938.200 0.150
MEDIAN
TOTAL (KM) 8.145
RIGHT SIDE
EXISTING ROAD SECTION PROPOSED ROAD SECTION
PART PLAN
Fig – 3.4: Typical C/S with 1.2 m Median with Existing Service Road on Left Side (Type-IV)

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51956
1500 500 7000/5500 500 15 00 2 000 1500 10500 500 1200 500 102 50 150 0 2000 1500 500 70 00/5500 50 0 1500
SER VICE ROAD N EW CA RRIAGEWAY MEDIAN NEW CARRIA GEWAY SERVICE ROAD
SHOULDER
SHOULDER
SHOULDER
SHOULDER
SHOULDER
SHOULDER
SHOULDER
SHOULDER
FOOTPATH
FOOTPATH
STRIP
STRIP
EDGE
EDGE
EARTHEN
EARTHEN
PAVED
PAVED
PAVED
PAVED
PAVED
PAVED
DRAIN
DRAIN
DRAIN
DRAIN
CUM
CUM
C OF CARRIAGEWAY
PEDESTRIAN EXISTING DRAIN MEDIAN PEDESTRIAN

2.5% 2.5%
2.5% 2.5%
PROPOSED FLEXIBLE PAVEMENT PROPOSED FLEXIBLE PAVEMENT EXISTING FLEXIBLE PAVEMENT PROPOSED FLEXIBLE PAVEMENT PROPOSED FLEXIBLE PAVEMENT

WITH EXISTING SERVICE ROAD ON LEFT SIDE
(TYPE-IV)
FOOTPATH CUM DRAIN

LEFT SIDE PAVED SHOUL DER
SERVICE ROAD
SERVICE ROAD PAVED SHOUL DER
DRAIN COVERED DRAIN
PAVED SHOULDER PAVED SHOUL DER
MEDIAN MEDIAN STRETCHES FOR TYPE-IV CROSS SECTION
LEGENDS: FROM TO LENGTH

839.700 840.000 0.300
EXISTING BITUMINOUS SURFACE
854.575 855.100 0.525
NEW BITUMINOUS SURFACE TOTAL(KM) 0.825
DRAIN
NEW FORMATION
MEDIAN
MEDIAN
CARRIAGEWAY
PAVED SHOULDER
EARTHEN SHOULDER
RIGHT SIDE
PART PLAN
Fig – 3.5: Typical C/S with 5.0 m Median with Existing Service Road on LHS (Type-VI)

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53000
500 7000/5500 500 1500 2000 1500 10500 500 5000 500 10500 1500 2000 1500 500 7000/5500 500
STRIP
EDGE
STRIP
EDGE
SHOULDER
SHOULDER
SHOULDER
SHOULDER
SHOULDER
SHOULDER
SHOULDER
SHOULDER
COVERED
COVERED
EARTHEN
EARTHEN
PAVED
PAVED
PAVED
PAVED
PAVED
PAVED
DRAIN
DRAIN
PEDESTRI AN PED ESTR IAN
S ELECTED GU ARD RA IL GUA RD RAI L
3% 3% SELECTED
EAR TH 2.5% 2.5% EAR TH
3% 2.5 % 3%
2 2
1 1
P ROPOSED FLEX IB LE PA VEMENT E XI STING FLEXI BLE PAVEMENT PROPOSE D FLEX IB LE PA VEMENT PROPOSED FLEXIB LE PAVEM ENT
P ROPOSED FLEXIB LE PAVEMEN T

WITH EXISTING SERVICE ROAD ON LEFT SIDE
(TYPE-VI)
FOOTPATH CUM D RAIN
PAVED SH OU LDER
LEF T SIDE
SERVIC E ROAD
SER VI CE ROAD PAVED SH OU LDER
DRAIN COVERED DRAI N STRETCHES FOR TYPE-VI CROSS SECTION
EAR THEN SHOULDER EARTHEN SHOULDER
PAV ED SHOULDER PAVED SH OU LDER FROM TO LENGTH
CARRI AGEWA Y CA RRIA GEWAY 7 89. 60 5 7 90 .7 94 1.1 890
MED IA N MEDI AN 7 91. 01 4 7 92 .2 30 1.2 160
7 92. 73 0 7 93 .1 75 0.44 50
LEGENDS: 7 93. 42 5 7 94 .1 00 0.67 50
EXISTING B ITU MINOUS SURFACE 7 94. 92 5 7 95 .8 00 0.87 50
NEW B ITUMINOUS SURFAC E 7 96. 60 0 7 97 .4 50 0.85 00

7 97. 70 0 7 98 .7 05 1.0 050
DRAIN
7 99. 20 5 7 99 .8 14 0.60 90
NEW FORMATION
8 05. 65 0 8 05 .8 75 0.22 50
MED IA N 8 06. 12 5 8 07 .0 20 0.89 50
8 07. 52 0 8 08 .6 85 1.1 650
8 08. 93 5 8 09 .2 00 0.26 50
MED IA N 8 10. 55 0 8 12 .2 55 1.7 050
CARRI AGEWA Y 8 12. 75 5 8 12 .9 75 0.22 00
PAV ED SHOULDER
8 13. 22 5 8 14 .7 50 1.5 250
EAR THEN SHOULDER
8 15. 45 0 8 17 .0 40 1.5 900
8 45. 80 0 8 46 .0 00 0.20 00
RIGHT SIDE TOTAL (KM) 14.654
EXI STING ROAD SECTION PROPO SED RO AD SECTION
PART PLAN
Fig – 3.6: Typical C/S with 5.0 m Median with Service Road (Type-II’)

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53000
500 7000/5500 500 1500 2000 1500 10500 500 5000 500 10500 1500 2000 1500 500 7000/5500 500
STRIP
STRIP
EDGE
EDGE
SHOULDER
SHOULDER
SHOULDER
SHOULDER
SHOULDER
SHOULDER
SHOULDER
SHOULDER
COVERED
COVERED
EARTHEN
EARTHEN
EARTHEN
EARTHEN
PAVED
PAVED
PAVED
PAVED
DRAIN
DRAIN
PEDESTRIAN PEDESTRIAN
SELECTED 3% 3% SELECTED
2.5% 2.5%
EARTH 3% 2.5% 2.5% EARTH
3%
2 2
1 1
EXISTING RIGID PAVEMENT

PROPOSED FLEXIBLE PAVEMENT PROPOSED RIGID PAVEMENT PROPOSED RIGID PAVEMENT PROPOSED FLEXIBLE PAVEMENT

WITH SERVICE ROAD
TYPE - II'
PAVED SHOULDER
LEFT SIDE SERVICE ROAD
PAVED SHOULDER
COVERED DRAIN
EARTHEN SHOULDER EARTHEN SHOULDER STRETCHES FOR TYPE-II' CROSS SECTION
PAVED SHOULDER PAVED SHOULDER
CARRIAGEWAY CARRIAGEWAY FROM TO LENGTH FROM TO LENGTH FROM TO LENGTH
MEDIAN MEDIAN 862.100 862.905 0.805 900.190 901.335 1.145 968.700 969.575 0.875
863.055 863.905 0.850 901.585 902.600 1.015 969.825 970.600 0.775
864.155 864.835 0.680 903.525 904.925 1.400 970.850 971.195 0.345
868.250 868.925 0.675 905.175 906.175 1.000 971.445 972.820 1.375
869.175 870.775 1.600 906.425 907.100 0.675 973.320 974.200 0.880
LEGENDS:
871.025 871.328 0.303 938.200 939.395 1.195 974.900 976.155 1.255
EXISTING BITUMINOUS SURFACE 871.578 872.780 1.202 939.645 940.600 0.955 976.405 977.275 0.870
NEW BITUMINOUS SURFACE 873.280 874.334 1.054 941.480 941.800 0.320 977.525 978.400 0.875
DRAIN 874.584 875.475 0.891 942.300 942.775 0.475
875.725 876.550 0.825 943.025 943.450 0.425
NEW FORMATION
877.050 878.574 1.524 944.725 945.700 0.975
MEDIAN 878.824 879.430 0.606 946.200 946.375 0.175
879.630 881.425 1.795 946.625 948.175 1.550
881.675 882.510 0.835 948.425 949.300 0.875
882.765 883.251 0.486 949.800 951.060 1.260
RIGHT SIDE
883.751 884.845 1.094 951.308 952.315 1.007
885.095 885.825 0.730 952.565 953.044 0.479
EXISTING ROAD SECTION PROPOSED ROAD SECTION 886.175 886.900 0.725 953.544 955.275 1.731
890.100 890.975 0.875 955.525 956.950 1.425
PART PLAN 891.225

892.125
891.875
894.150
0.650
2.025
958.093
961.214
959.500
963.710
1.407
2.496
894.650 895.775 1.125 964.410 964.925 0.515
896.025 896.985 0.960 965.175 965.955 0.780
897.235 898.375 1.140 966.205 967.475 1.270
898.625 899.690 1.065 967.725 968.200 0.475 TOTAL(KM) 56.795
Fig – 3.7: Typical C/S with 1.2 m Median with Existing Service Road on Both sides (Type-III’)

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51200
1500 500 7000/5500 500 1500 2000 1500 10500 500 1200 500 10500 1500 2000 1500 500 7000/5500 500 1500
SERVICE ROAD NEW CARRIAGEW AY MEDIAN NEW CARRIAGEWAY SERVICE ROAD
SHOULDER
SHOUL DER
SHOULDER
SHOUL DER
SHOULDER
SHOULDER
SHOULDER
SHOULDER
F OOTPATH
FOOTPATH
STRIP
STRIP
EARTHEN
EARTHEN
EDGE
EDGE
PAVED
PAVED
PAVED
PAVED
PAVED
PAVED
DRAIN
DRAIN
DRAIN
DRAIN
CUM
CUM
C OF CARRIAGEWAY
PEDESTRIAN MEDIAN PEDESTRIAN

2.5% 2 .5%
2.5% 2.5% 2.5%
PROPOSED FLEXIBLE PAVEMENT PROPOSED RIGID PAVEM ENT EXISTING RIGID PAVEMENT PROPOSED RIGID PAVEMENT PROPOSED FLEXIBLE PAVEMENT

TYPE - III'
FOOTPATH CUM DRAIN

LEFT SIDE PAVED S HOULDER
SE RVICE ROAD
SERVICE ROAD PAVED S HOULDER
DRAIN COVERED DRAIN
PAVED SHOULDE R PAVED S HOULDER
MEDIAN MEDIAN
STRETCHES FOR TYPE-III' CROSS SECTION

LEGENDS: FROM TO LENGTH
903.100 903.275 0.1750
938.200 938.440 0.2400
NEW BITUMINOUS SURFACE 960.480 960.964 0.4840
DRAIN
NEW FORMATION
MEDIAN
TOTAL(KM) 0.899
RIGHT SIDE
PART PLAN
Fig – 3.8: Typical C/S with 1.2 m Median with existing Service Road on both sides (Type-VIII)

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PROPOSED CARRIA GEWAY CONFIGURATION

45700
1500 500 7000/5500 500 1500 2000 1500 7250 500 1200 500 7250 1500 2000 1500 500 7000/5500 500 1500
SERVICE ROAD NEW CARRIAGEWAY MEDIAN NEW CARRIAGEWAY SERVICE ROAD
SHOULDER
SHOULDER
SHOULDER
SHOULDER
SHOULDER
FOOTPATH
SHOULDER
SHOULDER
SHOULDER
FOOTPATH
STRIP
EDGE
STRIP
EDGE
EARTHEN
EARTHEN
PAVED
PAVED
PAVED
PAVED
PAVED
PAVED
DRAIN
DRAIN
DRAIN
DRAIN
CUM
CUM
C OF CARRIAGEWAY
PEDESTRIAN M EDIAN PEDESTRIAN

2 .5% 2.5%
2.5% 2.5%
PROPO SED RIG ID PAVEMENT EXISTING FLEXIBLE PAVEMENT PROPOSED RIGID PAVEMENT

TYPE - VIII
FOOTPA TH CUM DRAIN

LEFT SIDE PAVED SHOULDER STRETCHES FOR TYP E-VIII CROSS SECTION
SERVICE ROAD
PAVED SHOULDER
FROM TO LENGTH
SERVICE ROAD
D RA IN COVERED DRAIN 786.00 0 787.50 0 1 .5 00
EARTHEN SHOULDER EARTHEN SHOULDER 826.50 0 827.15 0 0.6 50
PAVED SHOULDER PAVED SHOULDER 828.38 0 828.75 0 0.3 70
C AR RIAGEWAY CARRIAGEWAY
MEDIAN MEDIAN 829.25 0 829.80 0 0.5 50
929.50 0 930.02 5 0.5 25
930.27 5 930.67 0 0.3 95
931.40 0 934.00 0 2.600
L EGENDS:
N EW BITUMINOUS SURFACE
D RA IN
N EW FOR MATION
MEDIAN
TOTAL (KM) 6.5 90
RIGHT SIDE
PART PLAN
Fig – 3.9: Typical C/S with 1.2 m Median with existing Service Road on both sides (Type-VIII’)

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PROP OSED CARRIAGEWAYCONFIGURATION

45700
1500 500 7000/5500 500 1500 2000 1500 7250 500 1200 500 7250 1500 2000 1500 500 7000/ 5500 50 0 1500
SERVICE ROAD NE W CARRIAGEWAY ME DIAN NEW CARRIAGEWAY SERVICE ROAD
SHOULDER
SHOULDER
SHOULDER
SHOULDER
FOOTPATH
SHOULDER
SHOULDER
SHOULDER
SHOULDER
FOOTPATH
STRIP
EARTHEN
EDGE
STRIP
EDGE
EARTHEN
PAVED
PAVED
DRAI N
PAVED
PAVED
PAVED
PAVED
DRAI N
DRAIN
DRAIN
CUM
CUM
C OFC ARRIAGEWAY
P EDE STRIA N MED IAN PEDESTRIAN

G UARD RAIL GUA RD RA IL
2.5% 2.5%
2.5% 2.5%
PRO POSED RIGID PAVEM ENT E XISTIN GR IGID PAV EMENT PR OPOS ED RIGID PAVEM ENT
T YPICAL CROSS SECTION WITH 1.2M MEDIAN

TYPE - VIII'
F OO TPATH CUM DRA IN

L EFT S IDE P AV ED S HOULDER S TRETCHE S FOR TY PE-VIII ' CROSS SECTI ON
S ER VICE ROAD
SERVICE RO AD P AV ED S HOULDER FROM TO LENGTH
DRAIN C OVERED DRAIN 865.185 865.875 0.690
EARTH EN SHO ULDER E AR THEN SHOULDE R 866.125 866.250 0.125
PAVED SHOU LD ER P AV ED S HOULDER
CARR IA G EWAY C AR RIA GEWAY 867.230 867.550 0.320
MEDIAN M ED IAN 886.900 887.055 0.155
887.305 888.060 0.755
888.750 889.575 0.825
889.825 890.100 0.275
LEGENDS:
E XIST IN G BITU MINO US S URF ACE
N EW BITUM IN OUS S URFACE

D RAIN
N EW F ORMA TIO N
M EDIAN
TOTA L(KM ) 3.145
RIGHT S IDE
PART PLAN

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3.5 PAVEMENT
This section provides pavement structure adopted for the proposed project road.
As already mentioned that about 85.2 km of existing 4 lane C/W is with concrete
pavement whereas 107.2 km is with bituminous pavement. While widening the
existing 4 lane C/W to 6 lane C/W, the existing C/w with bituminous pavement has
been proposed to be widened with bituminous pavement and the existing C/W with
concrete pavement has been proposed to be widened with concrete pavement.
Pavement structure mainly consist of subgrade, sub-base coarse, base coarse,
Binder and surface coarse for new construction whereas only wearing coarse for
strengthening work.
3.5.1 Pavement Structure for new Construction

The pavement composition proposed for new construction for concrete pavement
& bituminous pavement for widening it to 6 lane are indicated in Table below:
Pavement Composition
Bituminous Pavement Concrete Pavement
BC = 50 mm PQC = 340 mm
DBM = 160 mm DLC = 150 mm
WMM = 250 mm GSB = 150 mm
GSB = 300 mm Over 500 mm Sub grade with 7% CBR
Over 500 mm thick Sub grade of 7% CBR
3.5.2 Pavement structure for Strengthening
Detailed overlay design have been carried for existing flexible pavements of
various sections based Benkelman Beam deflection tests results. An overlay
thickness of 50mm BC with profile correction have been proposed for existing c/w.
The results of BBD are attached with annexure-IV. As the four laning of the project
road has been completed recently, only wearing course with 50mm BC has been
found adequate for strengthening. No overlay has been proposed over existing
concrete pavement.

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3.6 ROAD DRAINAGE AND CROSS DRAINAGE WORKS

3.6.1 ROAD DRAINAGE
A camber of 2.5% has been proposed for the bituminous surface of main
carriageway & Paved Shoulder portion to take care of surface drainage. Whereas
a camber of 3.0% have been proposed for earthen shoulder which will help for
adequate surface drainage. The drain water shall be collected into the open drain
at toe point /drain below footpath and will be discharged at suitable cross drainage
structures already existing along the project road. In addition to the above,
adequate longitudinal gradient is also provided to facilitate surface drainage.
3.6.2 CROSS DRAINAGE

There are 244 nos of CD works in the project road. Adequate provisions have been
made for rehabilitation / strengthening and widening of all existing culverts present
in the project road.
Lists of various types of CD structure (Pipe Culvert & Slab Culvert) for the total project
road are presented hereunder:

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Table – 3.8 : Pipe Culvert
Overall Type of
Sl. Dia. of No of Carriageway Type of Hand
Location width Protection General Conditions and Observations
No. pipe(mm) Pipes width(m) head walls rails
(m) works
2 x 7.5 + Blocked water way. Longitudinal road
789 + 600 PCC head
1 750 1 service 24.8 Nil Nil side drain in between main & service
Barvan walls
roads roads
793 + 050 PCC head
2 1200 1 2 x 7.5 24.8 Nil Nil Satisfactory Condition.
Khushipur walls
794 + 800 2 x 7.5 + Blocked water way. Structure not
PCC head
3 Rampur 1200 1 service 48 Nil Nil vissible. Longitudinal road side drain in
walls
Lathiya roads between main & service roads.
2 x 7.5 + Blocked water way. Longitudinal road
796 + 950 PCC head
4 1200 1 service 48 Nil Nil side drain in between main & service
Amra walls
roads roads
2 x 7.5 + Blocked water way. Structure not
798 + 020 PCC head
5 1200 1 service 48 Nil Nil vissible. Longitudinal road side drain in
Amra walls
roads between main & service roads.
2 x 7.5 +
811 + 850 PCC head
6 600 1 service 48 Nil Nil Satisfactory Condition.
Chandauli walls
roads
819 + 100 PCC head
7 1200 1 2 x 7.5 36 Nil Nil Satisfactory Condition.
Devasa walls
823 + 700 PCC head
Baloni walls
824 + 900 Syphon crossing from a tube well,
9 600 1 2 x 7.5 36 Nil Nil
Hinauta burried structure.
Satisfactory Condition, Invert level of
829 + 620 PCC head
10 1200 1 2 x 7.5 36 Nil Nil culvert higher than surrounding nalla bed
Chandauli walls
level

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Sl. Dia. of No of Carriageway Overall Type of Type of Hand

(m) works Satisfactory Condition, Invert level of
832 + 500 PCC head
11 1200 1 2 x 7.5 36 Nil Nil culvert higher than surrounding nalla bed
Seruka walls
level
836 + 450 PCC head
12 900 1 2 x 7.5 36 Nil Nil Satisfactory Condition, Canal crossing.
Saiyad raja walls
837 + 570 PCC head
13 1200 1 2 x 7.5 48 Nil Nil Blocked waterway inside.
Saiyad raja walls
850 + 100 PCC head
Chipli walls
850 + 400 2 x 900 + PCC head Satisfactory Condition. Culvert Invert

15 7 2 x 7.5 26 Nil Nil
Dhanchha 5 x 1200 walls level higher than surrounding bed level.
856 + 900 PCC head

Bhabhua walls
863 + 050 PCC head
Bhabhua walls
869 + 600 PCC head
Mohaniya walls
871 + 500
PCC head
19 Mandevi 300 1 2 x 7.5 23.5 Nil Nil Satisfactory Condition.
walls
Mazavi
871 + 505
PCC head
20 Mandevi 300 1 2 x 7.5 25 Nil Nil Satisfactory Condition.
walls
Mazavi
879 + 700 PCC head
21 1200 2 2 x 7.5 26 Nil Nil Blocked, Poor condition.
Pusauli walls
881 + 700 PCC head
Pusauli walls
882 + 200 PCC head
23 900 2 2 x 7.5 23.5 Nil Nil Blocked, Poor condition.
Pusauli walls

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882 + 600 (m) PCC head works
Pusauli walls
884 + 800 PCC head
Pusauli walls
886 + 200 PCC head
Pusauli walls
886 + 600 PCC head
Pusauli walls
887 + 600 PCC head
Pusauli walls
888 + 950 PCC head
Kudra walls
889 + 950 PCC head
Kudra walls
890 + 500 PCC head
31 2 x 7.5 25 Nil Nil Fully embedded, Poor condition.
Kudra walls
890 + 550 PCC head
Kudra walls
894 + 300 PCC head
Khurmabad walls
894 + 750 PCC head
Khurmabad walls
895 + 400 PCC head
Khurmabad walls
896 + 300 PCC head
Khurmabad walls
896 + 700 PCC head
Khurmabad walls
898 + 100 PCC head
Tekari walls

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Tekari walls
901 + 500 PCC head
Tekari walls
904 + 100 PCC head
Monidih walls
904 + 970 PCC head
Monidih walls
906 + 400 PCC head
43 900 1 2 x 7.5 47 Nil Nil Blocked, Poor condition. Canal crossing.
Monidih walls
907 + 400 PCC head
Monidih walls
907 + 410 PCC head
Monidih walls
907 + 800 PCC head
46 900 1 2 x 7.5 47 Nil Nil Good Condition.
Morava Sarai walls
909 + 200 PCC head
Morava Sarai walls
909 + 400 PCC head
Morava Sarai walls
909 + 600 PCC head
Morava Sarai walls
910 + 200 PCC head
Morava Sarai walls
910 + 300 PCC head
Morava Sarai walls
916 + 200 PCC head
Morava Sarai walls
916 + 600 PCC head
Gavaliya Tola walls

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Gavaliya Tola walls
917 + 400 PCC head
Gavaliya Tola walls
917 + 600 PCC head
Gavaliya Tola walls
917 + 700 PCC head
Gavaliya Tola walls
917 + 800 PCC head
Gavaliya Tola walls
918 + 600 PCC head
Gavaliya Tola walls
918 + 700 PCC head
Gavaliya Tola walls
919 + 200 PCC head
Gavaliya Tola walls
919 + 400 PCC head
Gavaliya Tola walls
928 + 000 PCC head
Barun walls
928 + 300 PCC head
Barun walls
928 + 600 PCC head
Barun walls
928 + 700 PCC head
Barun walls
939 + 000 PCC head
Barun walls
939 + 200 PCC head
Barun walls

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Barun walls
939 + 700 PCC head
Barun walls
941 + 500 PCC head
Barunganj walls
942 + 800 PCC head
Barunganj walls
946 + 400 PCC head
Rayapura. walls
949 + 500 PCC head
Rayapura. walls
949 + 700 PCC head
Rayapura. walls
950 + 800 PCC head
Rayapura. walls
952 + 300 PCC head
Rayapura. walls
952 + 450 PCC head
Rayapura. walls
952 + 970 PCC head
Rayapura. walls
953 + 300 PCC head
Rayapura. walls
954 + 600 PCC head
Rayapura. walls
954 + 900 PCC head
Rayapura. walls
955 + 500 PCC head
Rayapura. walls

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Rayapura. walls
955 + 650 PCC head
Rayapura. walls
956 + 300 PCC head
Rayapura. walls
958 + 600 PCC head
Raniganj. walls
958 + 800 PCC head
Raniganj. walls
962 + 200 PCC head
Aurangabad. walls
962 + 900 PCC head
Aurangabad. walls
963 + 100 PCC head
Aurangabad. walls
967 + 200 PCC head
Mufsil. walls
967 + 800 PCC head
Mufsil. walls
968 + 230 PCC head
Karhara walls
969 + 200 PCC head
Karhara walls
970 + 150 PCC head
Karhara walls
970 + 830 PCC head
Manjurkha. walls
971 + 150 PCC head
Manjurkha. walls

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Rafiganj. walls
975 + 700 PCC head
Rafiganj. walls
976 + 650 PCC head
Rafiganj. walls
Table – 3.9 : Arch/ Slab/ Box Culverts
Overall
Sl. Type of Size Carriageway Type of Type of Hand General Conditions and
Location width
No. structure (NoxWxH) width(m) superstructure substructure rails Observations
(m)
Blocked water way. Thus
2 x 7.5 + Inside of structure not
790 + 770 Box
1 1 x 1.0 x 1.0 service 24.8 PCC wing walls Nil visible. Longitudinal road
Barvan culvert
roads side drain in between main
& service roads

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Sl. Type of Size Carriageway Overall Type of Type of Hand General Conditions and
Location width
(m) Satisfactory Condition.
2 x 7.5 +
791 + 220 Box RCC Longitudinal road side
2 1 x 1.0 x 1.0 service 24.8 PCC wing walls
Barvan culvert parapet drain in between main &
roads
service roads
Satisfactory Condition.
2 x 7.5 +
roads
service roads
2 x 7.5 +
roads
service roads
2 x 7.5 +
roads
service roads
2 x 7.5 +
Khushipur culvert parapet drain in between main &
roads
service roads
2 x 7.5 +
roads
service roads
2 x 7.5 +
roads
service roads
2 x 7.5 +
roads
service roads

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Location width
(m) Satisfactory Condition.
794 + 700 2 x 7.5 +
Box RCC Longitudinal road side
10 Rampur 1 x 1.0 x 1.0 service 48 PCC wing walls
culvert Railing drain in between main &
Lathiya roads
service roads
795 + 025 2 x 7.5 + Inside of structure not
Box
11 Rampur 1 x 1.0 x 1.0 service 48 PCC wing walls Nil visible. Longitudinal road
culvert
Lathiya roads side drain in between main
& service roads
797 + 015 Box
12 1 x 1.0 x 1.0 service 48 PCC wing walls Nil visible. Longitudinal road
Amra culvert
& service roads
797 + 900 Box RCC
13 1 x 1.0 x 1.0 service 48 PCC wing walls visible. Longitudinal road
Amra culvert parapet
& service roads
Very poor condition.
2 x 7.5 +
14 1 x 1.0 x 1.0 service 48 PCC wing walls
Amra culvert parapet drain in between main &
roads
service roads
Poor condition.
2 x 7.5 +
Amra culvert parapet drain in between main &
roads
service roads
Poor condition.
2 x 7.5 +
Dafi culvert parapet drain in between main &
roads
service roads

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Location width
(m) Satisfactory condition.
2 x 7.5 +
800 + 500 Box Brick Existing culvert invert level
Dafi culvert parapet above surrounding nalla
roads
bed level.
2 x 7.5 +
Ramnagar culvert parapet drain in between main &
roads
service roads
2 x 7.5 +
roads
service roads
2 x 7.5 +
roads
service roads
2 x 7.5 +
roads
service roads
2 x 7.5 +
Chandauli culvert parapet drain in between main &
roads
service roads
2 x 7.5 +
Chandauli culvert parapet drain in between main &
roads
service roads
812 + 800 Box RCC
24 1 x 3.5 x 2.5 2 x 7.5 23.5 PCC wing walls Satisfactory Condition.
Chandauli culvert parapet
813 + 200 Box RCC Satisfactory Condition,
25 1 x 3.5 x 2.5 2 x 7.5 23.5 PCC wing walls
Chandauli culvert parapet Canal crossing.

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Location width
813 + 300 Box (m) RCC
Chandauli culvert parapet Canal crossing.
814 + 450 Box RCC
28 1 x 3.7 x 2.5 2 x 7.5 36 PCC wing walls Satisfactory Condition.
Mugalsarai culvert parapet Canal crossing.
816 + 900 Box RCC
Mugalsarai culvert parapet
821 + 820 Box RCC
Rampur culvert parapet
824 + 700 Box RCC
Katsila culvert parapet
825 + 300 Box RCC
Hinauta culvert parapet
825 + 785 Box RCC
Bichhiya Palli culvert parapet
828 + 380 Box RCC
828 + 700 Box RCC
830 + 150 Box RCC
830 + 900
Box RCC
38 Rampur 1 x 3.7 x 2.5 2 x 7.5 26 PCC wing walls Satisfactory Condition.
culvert parapet
Chandauli
832 + 900 Box RCC
Seruka culvert parapet

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Location width
836 + 300 Box (m) RCC
Saiyad raja culvert parapet
836 + 780 Box RCC
839 + 250 Box RCC
3 cells of
3.00m x
2.50m 3 cell box on
839 + 550 2 x 7.5 + Brick masonry on RCC
43 box on 11 25 LHS, Solid Satisfactory Condition
Barathi Meadian RHS parapet.
LHS. Slab on RHS.
3 x 3.5 on
RHS.
840 + 200 Box RCC
Bharathi culvert parapet
840 + 580 Box RCC
841 + 500 Box RCC
844 + 550 Box RCC
Naubatpur culvert parapet
844 + 600 2 x 7.5 + RCC Solid Brick masonry Brick
48 1 x 6.7 6.7 23.5 Poor Condition.
Naubatpur Meadian Slab Abutments parapet
Structure in satisfactory
844 + 620 Box RCC
49 1 x 3.7 x 2.5 2 x 7.5 23.5 PCC wing walls condition. Waterway fully
Naubatpur culvert parapet
blocked.
844 + 780 Box RCC
Karmnasa culvert parapet
845 + 220 Box RCC

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Location width
845 + 700 Box (m) RCC
52 1 x 2.7 x 2.5 2 x 7.5 23.5 Satisfactory Condition.
846 + 750 Box RCC
846 + 980 Box RCC
848 + 900 Box RCC
Chipli culvert parapet
851 + 200 Box RCC
Dhanchha culvert parapet
Brick masonry
854 + 800 2 x 7.5 + RCC Solid
57 1 x 7.5 7.5 25 abutments and Railing Poor Condition
Savad Meadian slab
wing walls.
854 + 900 Box PCC wing / return RCC
Durgavati culvert walls parapet
15 on
3 cell box on Brick masonry
855 + 200 2 x 7.5 + LHS, RCC
59 3 x 3.5 10.5 LHS, Solid substructure and Satisfactory Condition
Darauli Meadian 10 on parapet.
Slab on RHS. wing walls on RHS.
RHS
15 on
855 + 300 2 x 7.5 + LHS, RCC
60 3 x 4.0 12 LHS, Solid substructure and Satisfactory Condition
Darauli Meadian 8.3 on parapet.
RHS
15 on
855 + 550 2 x 7.5 + LHS, RCC
Darauli Meadian 8.3 on parapet.
RHS

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Location width
15(m)
on
855 + 650 2 x 7.5 + LHS, RCC
Dahiya Meadian 8.3 on parapet.
RHS
15 on
855 + 900 2 x 7.5 + LHS, RCC
RHS
15 on
856 + 020 2 x 7.5 + LHS, RCC
RHS
Box
15 on
culvert on Brick masonry
856 + 150 LHS, Solid slab on RCC
65 LHS, Slab 1x6 6 substructure on Poor Condition.
Dahiya 8.3 on RHS. parapet
culvert on RHS.
RHS
RHS.
15 on
856 + 350 2 x 7.5 + LHS, RCC
Bhabhua Meadian 8.3 on parapet.
RHS
Bhabhua culvert walls parapet

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Location width
860 + 050 Box (m) PCC wing / return RCC
15 on
860 + 350 2 x 7.5 + LHS, RCC
Bhabhua Meadian 8.3 on parapet.
RHS
Box
860 + 820 Solid slab on RCC
75 LHS, Slab 1 x 3.8 2 x 7.5 23.5 substructure on Satisfactory Condition.
Bhabhua RHS. parapet
culvert on RHS.
RHS.
Box
15 on
861 + 350 LHS, Solid slab on RCC
76 LHS, Slab 1 x 3.7 2 x 7.5 substructure on Satisfactory Condition.
Bhabhua 8.3 on RHS. parapet
culvert on RHS.
RHS
RHS.
17.4 on RCC
863 + 800 2 x 7.5 + LHS, parapet
Bhabhua Meadian 10 on &
RHS railing.
17.4 on RCC
864 + 300 2 x 7.5 + LHS, parapet
Shivpur Meadian 10 on &
RHS railing.

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Location width
2 x 3.75 (m)on
17.4 RCC
864 + 500 LHS, 2 2 x 7.5 + LHS, parapet
80 9 LHS, Solid substructure and Satisfactory Condition
Shivpur x 4.5 Meadian 10 on &
RHS. RHS railing.
2 x 3.8 17.4 on RCC
864 + 650 LHS, 2 x 7.5 + LHS, parapet
81 7.6 LHS, Solid substructure and Satisfactory Condition
Shivpur 2 x 3.8 Meadian 10 on &
RHS. RHS railing.
2 x 4.5 15 on RCC
864 + 900 LHS, 2 x 7.5 + LHS, parapet
82 9 LHS, Solid substructure and Satisfactory Condition
Shivpur 2 x 4.5 Meadian 8.5 on &
RHS. RHS railing.
868 + 700 Slab PCC substructure RCC
83 1 x 4.6 2 x 7.5 23.5 Solid slab Satisfactory Condition.
Mohaniya culvert & wing walls parapet
10 on
869 + 700 Slab LHS, PCC substructure RCC
84 1 x 4.2 2 x 7.5 Solid slab Satisfactory Condition.
Mohaniya culvert 10.8 on & wing walls parapet
RHS
RCC
874 + 010
2 x 7.5 + 3 cell box parapet
85 Mandevi 3 x 3.75 11.5 25 PCC Returns Satisfactory Condition.
Meadian culvert. & MS
Mazavi
Railing
874 + 500
Box RCC
86 Mandevi 1 x 4.5 x 3.0 2 x 7.5 25 PCC wing walls Satisfactory Condition.
culvert parapet
Mazavi
87 1 x 3.5 2 x 7.5 25 Solid slab Satisfactory Condition.
Bhitti culvert & wing walls parapet
875 + 200 Box RCC
Bhitti culvert parapet

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Location width
875 + 600 Box (m) RCC
877 + 550 Box RCC
17.4 on Brick masonry RCC
3 cell box on
877 + 850 2 x 7.5 + LHS, substructure and parapet
91 3 x 3.1 9.5 LHS, Solid Poor Condition
Pusauli Meadian 10.0 on return walls on & MS
Slab on RHS.
RHS RHS. Railing
17.4 on
878 + 850 2 x 7.5 + LHS, RCC
Pusauli Meadian 10.0 on parapet.
RHS
Brick
Brick masonry
880 + 300 Slab maso-
93 1 x 5.3 2 x 7.5 25 Solid slab substructure & Poor Condition.
Ghatari culvert nry
wing walls
parapet
Ghatari culvert & wing walls parapet
1 x 5.3 on 15.0 on
Brick masonry
881 + 200 Slab LHS, LHS, RCC
95 2 x 7.5 Solid slab substructure & Satisfactory Condition.
Ghatari culvert 2 x 2.65 on 10.0 on parapet
wing walls
RHS RHS
15 on RCC
881 + 900 2 x 7.5 + LHS, parapet
96 3 x 3.35 7 LHS, Solid substructure and Poor repaired Condition.
Pusauli Meadian 10.0 on & MS
RHS Railing
15 on RCC
RCC / Brick
892 + 200 2 x 7.5 + LHS, RCC Solid parapet Satisfactory Condition.
97 1 x 9.3 9.3 Abutments, Wing
Kudra Meadian 10.0 on Slab & MS Canal crossing.
walls
RHS Railing

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Location width
895 + 550 Box (m) RCC
Khurmabad culvert parapet
897 + 050 Box RCC
897 + 700 Box RCC
100 1 x 1.6 x 1.5 2 x 7.5 25 PCC wing walls Blocked waterway.
898 + 600 Box RCC
Tekari culvert parapet
900 + 600 Box RCC
Tekari culvert parapet
901 + 600 Box RCC
Monidih culvert parapet
902 + 200 Box RCC
Monidih culvert parapet
2x4.8 17.0 on RCC Abutments, RCC
2 cell box on Satisfactory Condition on
905 +150 LHS, 2 x 7.5 + LHS, Brick masonry parapet
105 11 LHS, Solid LHS. Repaired poor
Monidih 2x5.5 Meadian 8.0 on substructure and & MS
Slab on RHS. condition on RHS.
RHS RHS wing walls on RHS. Railing
905 + 300 2 x 7.5 + Single cell RCC

106 1x7 7 25 PCC Wing walls Satisfactory Condition.
Monidih Meadian box culvert. parapet.
15.0 on
Brick masonry
907 + 200 Slab LHS, RCC
107 1 x 3.7 2 x 7.5 Solid slab substructure & Satisfactory Condition.
Monidih culvert 10.0 on parapet
wing walls
RHS
908 + 800 Box RCC Satisfactory Condition.
108 1 x 3.6 x 3.0 2 x 7.5 25 PCC wing walls
Morava Sarai culvert parapet Canal crossing.
916 + 400 Box RCC
109 1 x 2.7 x 2.0 2 x 7.5 25 PCC wing walls Good Condition.
Morava Sarai culvert parapet

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Location width
918 + 400 Box (m) RCC
Gavaliya Tola culvert parapet
918 + 500 Box RCC
Gavaliya Tola culvert parapet
920 + 200 Box RCC
Suara culvert parapet
920 + 300 Box RCC
Suara culvert parapet
920 + 400 Box RCC
Manora culvert parapet
920 + 600 Box RCC
Manora culvert parapet
943 + 730 Box RCC
Barunganj culvert parapet
944 + 600 Box RCC
Barunganj culvert parapet
945 + 200 RCC Solid PCC abutments RCC

118 1x6.7 6.7 2 x 7.5 25 Satisfactory Condition.
Barunganj Slab and wing walls. parapet.

Rayapura. Slab and wing walls. parapet.

946 + 300 Slab PCC abutments RCC

Rayapura. culvert and wing walls parapet

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Location width
946 + 800 Slab (m) PCC abutments RCC
PCC abutments
Good Condition on LHS,
954 + 990 RCC Solid and wing walls on RCC
129 1x6.9 7.5 2 x 7.5 25 Repaired poor condition on
Rayapura. Slab LHS, Brick parapet.
RHS.
masonry on RHS.
Brick masonry
10.0 on abutments and
Poor condition on LHS and
961 + 500 Slab LHS, wing walls on LHS. RCC
130 1x4 2 x 7.5 Solid slab Satisfactory condition on
Aurangabad. culvert 10.0 on PCC abutments parapet
RHS.
RHS and wing walls on
RHS.
Aurangabad. culvert and wing walls parapet
Aurangabad. culvert and wing walls parapet
15.0 on PCC abutments
964 + 985 LHS, RCC Solid and wing walls on RCC
133 1x9.0 9.00 2 x 7.5 Repaired poor condition on
Mufsil. 10.0 on Slab LHS, Brick parapet.
RHS. Canal Crossing.
RHS masonry on RHS.

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Location width
(m)on
15.4 RCC abutments
968 +200 LHS, RCC Solid and wing walls on RCC
Karhara 10.4 on Slab LHS, Brick parapet.
RHS.
RHS masonry on RHS.
15.4 on RCC abutments
Karhara 10.4 on Slab LHS, Brick parapet.
RHS.
RHS masonry on RHS.
136 1 x 3.6 2 x 7.5 25.8 Solid slab Satisfactory Condition.
Manjurkha. culvert and wing walls parapet
971 + 030 Slab PCC abutments RCC Satisfactory Condition.
137 1 x 6.8 2 x 7.5 25.8 Solid slab
Manjurkha. culvert and wing walls parapet Canal crossing.
Dev. culvert parapet Canal crossing.
Dev. culvert parapet Canal crossing.
PCC abutments
15.4 on and wing walls on
Satisfactory condition on
973 + 300 Slab LHS, LHS. Brick RCC
140 1 x 6.5 2 x 7.5 Solid slab LHS. Poor condition on
Dev. culvert 15.4 on masonry parapet
RHS
RHS abutments and
wing walls on RHS.
10.0 on RCC abutments
Dev. 10.4 on Slab LHS, Stone parapet.
RHS.
RHS masonry on RHS.
974 + 650 Box RCC
Rafiganj. culvert parapet

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Location width
Box (m) PCC wing walls on
15.4 on
culvert on LHS. Brick Satisfactory condition on
976 + 180 LHS, RCC
143 LHS, Slab 1 x 3.6 2 x 7.5 masonry LHS. Poor condition on
Rafiganj. 10.4 on parapet
culvert on substructure on RHS
RHS
RHS. RHS.

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3.7 MAJOR STRUCTURES

Project corridor has the following major Structures:
 16 nos. of existing Major bridge
 24 nos of existing Minor bridge
 18 nos of existing Vehicular Underpass
 11 nos of existing Pedestrian Underpass
 03 nos. of ROB.
The general arrangement for the structure at above mentioned are enclosed in
Fig - 3.8 to Fig - 3.18. The list of existing Major, Minor bridge, underpass, ROB and
proposed underpasses & flyover are indicated hereunder:

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Fig - 3.10 : Typical C/S for Widening of Major Bridges

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Fig - 3.11: Typical C/S for Widening of Major Bridges

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Fig - 3.12 : Typical C/S for Widening of Major Bridges

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Fig - 3.13 : Typical C/S for Widening of Major Bridges in Urban areas

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Fig - 3.14 : Typical C/S for Widening of Minor Bridges

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Fig - 3.17 : Typical C/S for Widening of Minor Bridges in Urban areas

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Fig - 3.18 : Typical C/S for Widening of Minor Bridges (Total Reconstruction)

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Fig - 3.19 : Typical C/S for Widening of Minor Bridges (Total Reconstruction)

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Fig - 3.20 : Typical C/S for Widening of ROB

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Fig - 3.21 : Typical C/S for Flyover in Urban area

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Fig - 3.22 : Typical C/S for Flyover in Rural area

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Fig - 3.23 : Typical C/S for VUP in Urban areas

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Fig - 3.24 : Typical C/S for VUP in Rural area

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Fig - 3.25 : Typical C/S for PUP

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Fig - 3.26 : Typical C/S for Widening of Existing VUP

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Fig - 3.27 : Typical C/S for Widening of Existing VUP

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Fig - 3.28 : Typical C/S for Widening of Existing pipe culvert

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Fig - 3.29 : Typical C/S for Pipe culvert

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Fig - 3.30 : Typical C/S for Widening of Existing Slab culvert/ Bridge

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Fig - 3.31 : Typical C/S for Reconstruction using Box culvert

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Table – 3.10 : LIST OF EXISTING MAJOR BRIDGES
Chainage and Overall

Sl. Span Overall Carriageway Type of Type of Hand General Conditions
Name of width
No. Arrangement Length(m) width(m) superstructure substructure rails and Observations
Crossing (m)
Balanced RCC
RCC wall type
803 + 050 1 x 26.5 + 2 x 7.5 + Cantilever in Parapet
pier, Spill Structure in Good
1 Ganga River, 8x131.0 + 1312 Foot paths + 20.8 river spans, with
through Condition.
Ramnagar 9x25.00 Meadian RCC arch in rails on
abutment.
viaduct spans. top
RCC
RCC wall type
2 x 7.5 + Parapet Structure in Good
809 + 850 T girder + deck pier, Spill
2 3 x 25.5 85.1 Foot paths + 27.6 with Condition. Canal
Chandauli slab through
Meadian rails on crossing.
abutment.
top
RCC wall type New bridge under
842 + 400 2 x 22.5 +
3 78 2 x 7.5 pier, abutment construction for
Naubatpur 1 x 33
on RHS. realignment.
842 + 600 2 x 22.5 +
Naubatpur 1 x 33
842 + 800 2 x 22.5 +
Naubatpur 1 x 33
Stone Masonry
Solid slab on
14 x 5.5 on 8.4 on Substructure
LHS, PSC Poor Condition on
853 + 600 LHS 2 x 22.5 2 x 7.5 + LHS, on LHS. RCC RCC
6 91.2 Continuous LHS. Good condition
Ruhava + 1 x 33 on Foot paths 10.5 on wall type pier, parapet
girders on on RHS.
RHS RHS abutment on
RHS.
RHS.

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Sl. Chainage and Span Overall Carriageway Overall Type of Type of Hand General Conditions
No. Name of Arrangement Length(m) width(m) width superstructure substructure rails and Observations
Crossing (m)
RCC
railing
Stone Masonry
Solid slab on on
8.4 on Substructure
33 x 5.5 on LHS, PSC LHS. Poor Condition on
853 + 900 2 x 7.5 + LHS, on LHS. RCC
7 LHS 6 x 33 206.6 Continuous RCC LHS. Good condition
Savad Foot paths 10.5 on wall type pier,
on RHS girders on crash on RHS.
RHS abutment on
RHS. barrier
RHS.
on
RHS.
RCC
railing
Stone Masonry
Solid slab on on
2x9.0 + 4x26.5 8.5 on Substructure
LHS, PSC LHS. Poor Condition on
854 + 000 on LHS, 2 x 7.5 + LHS, on LHS. RCC
8 124 Continuous RCC LHS. Good condition
Savad 3 x 38.5 on Foot paths 10.5 on wall type pier,
girders on crash on RHS.
RHS RHS abutment on
RHS. barrier
RHS.
on
RHS.
RCC wall type
PSC pier, spill
RCC
13.7 on Continuous through
crash Good condition on
893 + 700 3x25 on LHS, 2 x 7.5 + LHS, girders on LHS, abutment on
9 75 barrier LHS. Poor repaired
Kudra 4x15.3 on RHS Foot paths 8.0 on Stone masonry LHS. Stone
& MS condition on RHS.
RHS arch bridge on Masonry
railing.
RHS. Substructure
on RHS.
10.4 on RCC wall RCC
3x36 on LHS,
932 + 000 2 x 7.5 + LHS, piers, parapet
10 2x25 + 2x24.5 108 PSC girders. Good Condition.
Dehari Onson Foot paths 10.4 on Abutments and & MS
+8.3 on RHS
RHS returns. Railing

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Sl. Chainage and Span Overall Carriageway Overall Type of Type of Hand General Conditions
No. Name of Arrangement Length(m) width(m) width superstructure substructure rails and Observations
Crossing (m) RCC wall
935 + 500 10.4 on PSC box RCC
46x66 on piers,
Son River, 2 x 7.5 + LHS, girders on LHS, parapet
11 LHS, 3036 Abutments and Good Condition.
Dalmiya nagar, Foot paths 10.4 on PSC 'I' girders & MS
92x33 on RHS returns. Well
Dehari. RHS on RHS. Railing
foundations.
RCC wall RCC
945 + 400 2 x 7.5 + piers, parapet
12 3 x 42.8 128.4 25 T giders. Good Condition.
Barunganj. Foot paths Abutments and & MS
returns. Railing
10.4 on RCC wall RCC
953 + 800 2 x 7.5 + LHS, piers, parapet
13 5 x 37.8 189 PSC girders. Good Condition.
Rayapura. Foot paths 10.4 on Abutments and & MS
15 on RCC wall RCC
962 + 500
2 x 7.5 + LHS, piers, parapet
14 Adri river, 3 x 26.75 80.25 PSC girders. Good Condition.
Foot paths 10 on Abutments and & MS
Aurangabad.
15 on RCC wall RCC
966 + 950
2 x 7.5 + LHS, piers, parapet
15 Terar river, 4 x 21.5 86 PSC girders. Good Condition.
Foot paths 10 on Abutments and & MS
Mufsil
RCC
Abutments and
10.5 on RCC
1 x 45.9 on Box girder on returns on Good condition on
974 + 150 2 x 7.5 + LHS, parapet
16 LHS, 4 x 11 on 46 LHS. Solid slab LHS. Stone LHS. Poor repaired
Kesar Foot paths 8.5 on & MS
RHS. on RHS. masonry condition on RHS.
RHS Railing
substructure
on RHS.

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Table – 3.11 : LIST OF EXISTING MINOR BRIDGES

Sl. Span Overall Carriageway Type of Type of General Conditions
Name of width Hand rails
No. Arrangement Length(m) width(m) superstructure substructure and Observations
Crossing (m)
Structure in Good
824 + 150 2 x 7.5 + RCC crash
1 1 x 18 18 36 Voided slab RCC Abutments. Condition, Canal
Katsila Meadian barrier.
crossing.
9.7 Good Condition on
RCC Abutments
833 + 550 1 x 26.5 LHS, 35.1 LHS 2 x 7.5 + LHS Voided slab LHS, RCC LHS, Repaired poor
2 on LHS,
Bargana 3 x 6.0 RHS 25.9 RHS Meadian 9.7 Solid slab RHS parapet. condition on RHS.
Masonry on RHS
RHS Canal Crossing.
835 + 850 2 x 7.5 + RCC Good Condition.
3 1 x 23 32.5 29 Voided slab. RCC Abutments
Bargana Meadian parapet. Canal Crossing.
837 + 620 2 x 7.5 + RCC Good Condition.
4 1 x 17 29 23 Voided slab. RCC Abutments
Saiyad raja Meadian parapet. Canal Crossing.
'T' girder on LHS, RCC abutment on Under construction
843 + 980 1 x 27 LHS, 2 x 7.5 + RCC railing
5 27 Solid slab on LHS. Brick on LHS, Poor on
Naubatpur 3 x 8.7 RHS Meadian on RHS.
RHS masonry on RHS RHS.
Poor Condition on
Masonry
Collap-sed LHS. Good
8.4 on Solid slab on substructure on
8 x 5.5 on LHS, parapet on condition on RHS.
853 + 800 2 x 7.5 + LHS, LHS, PSC LHS. RCC wall
8 2 x 22.5 on 53.6 LHS. RCC
Ruhava Meadian 10.5 on Continuous type pier, Spill
RHS Parapet on
RHS girders on RHS. through abutment
RHS.
on RHS,
870 + 500 RCC
2 x 7.5 +
9 Mandevi 1 x 18.8 18.8 25 Voided slab RCC Abutments parapet & Good Condition
Meadian
Mazavi MS Railing

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Sl. Chainage and Span Overall Carriageway Overall Type of Type of General Conditions
Hand rails
No. Name of Arrangement Length(m) width(m) width superstructure substructure and Observations
RCC Abutments,
15.7 on
871 + 800 Voided slab on brick masonry RCC Good Condition on
1x19.5 LHS, 2 x 7.5 + LHS,
10 Mandevi 19.5 LHS, Solid slab substructure and parapet & LHS, Repaired poor
4x4.75RHS Meadian 10.5 on
Mazavi on RHS. wing walls on MS Railing condition on RHS.
RHS
RHS.
15.7 on RCC Abutments,
872 + 700 Voided slab on RCC Good Condition on
1x18.5 LHS, 2 x 7.5 + LHS, PCC substructure
11 Mandevi 18.5 LHS, Solid slab parapet & LHS, Repaired poor
4x4.5 RHS Meadian 10.5 on and wing walls on
Mazavi on RHS. MS Railing condition on RHS.
RHS RHS.
RCC Abutments,
15.0 on
Voided slab on brick masonry RCC
878 + 000 1x18.8 LHS, 2 x 7.5 + LHS, Poor Condition.
12 18.8 LHS, Solid slab substructure and parapet &
Pusauli 4x4.75 RHS Meadian 10.0 on Blocked water way.
on RHS. wing walls on MS Railing
RHS
RHS.
RCC Abutments,
15.0 on
Voided slab on brick masonry RCC
878 + 400 1x18.75 LHS, 2 x 7.5 + LHS, Poor Condition.
13 18.8 LHS, Solid slab substructure and parapet &
Pusauli 4x4.65 RHS Meadian 10.0 on Blocked water way.
RHS
RHS.
RCC
889 + 300 2 x 7.5 +
14 1 x 14 14 25 Voided slab RCC Abutments parapet & Good Condition.
Kudra Meadian
MS Railing
Satisfactory
RCC Abutments,
15.0 on Condition. Canal
Voided slab on Brick masonry RCC
893 + 010 1x17.8 LHS, 2 x 7.5 + LHS, crossing.
15 18 LHS, Solid slab substructure and parapet &
Kudra 2x8.85 RHS Meadian 10.0 on
RHS
RHS.
RCC
909 + 000 2 x 7.5 + RCC abutment Good Condition.
16 1 x 39 39 24.4 PSC box girders. parapet &
Morava Sarai Meadian and return walls Canal Crossing.
MS Railing
RCC
915 + 200 2 x 7.5 + RCC abutment
17 1 x 39 39 24.4 PSC girders. parapet & Good Condition.
Morava Sarai Meadian and return walls
MS Railing

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Sl. Chainage and Span Overall Carriageway Overall Type of Type of General Conditions
Hand rails
No. Name of Arrangement Length(m) width(m) width superstructure substructure and Observations
RCC
930 + 500 2 x 7.5 + RCC abutment Good Condition.
18 1 x 39.4 39.4 25 PSC girders. parapet &
Dehari Onson Meadian and return walls Canal Crossing.
MS Railing
RCC abutment on
15.0 on
Voided slab on LHS. Brick RCC Good Condition on
939 + 950 1x20.5 LHS, LHS,
19 24 2 x 7.5 LHS, Solid slab masonry parapet & LHS, Repaired poor
Barun 3x8.0 RHS 10.0 on
on RHS. abutments and MS Railing condition on RHS.
RHS
piers on RHS.
15.0 on
RCC wall type RCC
940 + 100 1x44 LHS, LHS, Good Condition.
20 44 2 x 7.5 Box girder. piers and parapet &
Barunganj 2x26.6 RHS 10.0 on Canal Crossing.
abutments. MS Railing
RHS
RCC
940 + 200 RCC abutments Good Condition.
21 1x19.5 19.5 2 x 7.5 25 Voided slab. parapet &
Barunganj and returns. Canal Crossing.
MS Railing
PCC abutments on
15.0 on
1x21.0 on LHS, Voided slab on LHS, Brick Good Condition on
948 + 100 LHS, RCC
22 2x10.5 on 21 2 x 7.5 LHS, Solid slab masonry LHS, Repaired poor
Rayapura. 10.0 on parapet.
RHS. on RHS. substructure on condition on RHS.
RHS
RHS.
15.0 on PCC abutments
Good Condition on
958 + 300 1x18.0 on LHS, LHS, and wing walls on RCC
23 7.5 2 x 7.5 RCC Solid Slab LHS, Repaired poor
Raniganj. 2x9.0 on RHS. 10.0 on LHS, Brick parapet.
condition on RHS.
RHS masonry on RHS.
15.4 on RCC abutments Good Condition on
Voided slab on
968 + 010 1x23.6 on LHS, LHS, and wing walls on RCC LHS, Repaired poor
24 23.60 2 x 7.5 LHS, Solid slab
Mufsil. 4x5.8 on RHS. 10.4 on LHS, Brick parapet. condition on RHS.
on RHS.
RHS masonry on RHS. Canal Crossing.

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Table – 3.12 : LIST OF EXISTING PEDESTRAIN UNDERPASS

Sl. Span Overall Carriageway Type of Type of Hand General Conditions and
Name of width
No. Arrangement Length(m) width(m) superstructure substructure rails Observations
Crossing (m)
2 x 7.5 + RCC
799 + 800 RCC box
1 1 x 7m box 7 Foot paths + 23 - crash Satisfactory Condition.
Dafi culvert.
Meadian barrier
2 x 7.5 + RCC
800 + 950 RCC box Satisfactory Condition.
2 1 x 4m box 4 Foot paths + 23 - crash
Dafi culvert. Non-standard size.
Meadian barrier
2 x 7.5 +
802 + 700 Brick Satisfactory Condition.
3 1x6 6 Foot paths + 26.2 RCC solid slab RCC Abutments
Ramnagar Parapet Non-standard size.
Meadian
2 x 7.5 +
828 + 050 RCC box RCC Satisfactory Condition.
4 1 x 3.7m box 3.7 Foot paths + 23.5 -
Chandauli culvert. Parapet Non-standard size.
Meadian
5 854.420 - - - - - - - -
2 x 7.5 +
912 + 900 RCC box RCC
6 1 x 7.8m box 7.8 Foot paths + 25 - Good Condition.
Morava Sarai culvert. Parapet
Meadian
2 x 7.5 +
7 1 x 8m box 8 Foot paths + 45 - Good Condition.
Morava Sarai culvert. Parapet
Meadian
2 x 7.5 + Good Condition.
8 1 x 7.7m box 7.7 Foot paths + 25 -
Suara culvert. Parapet
Meadian
2 x 7.5 +
9 1 x 8m box 8 Foot paths + 25 - Good Condition.
Dehari culvert. Parapet
Meadian
10 932.750 - - - - - - - -

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Sl. Chainage and Span Overall Carriageway Overall Type of Type of Hand General Conditions and
No. Name of Arrangement Length(m) width(m) width superstructure substructure rails Observations
Crossing 2 x 7.5 + (m)
11 1 x 6.7m box 6.7 Foot paths + 25 - Improper layout
Aurangabad. culvert. Parapet
Meadian
Table – 3.13 : LIST OF EXISTING VEHICULAR UNDERPASS

Name of width
No. Arrangement (m) Length(m) width(m) superstructure substructure rails Observations
Crossing (m)
2 x 7.5 + Foot RCC pier & cap
787 + 856 T girder + deck RCC
1 1 x 26 30 paths + 21.9 RE wall Good Condition
Barvan slab rails
Meadian approaches
2 x 7.5 + Foot RCC box culvert
794 + 351 RCC Good Condition.
2 1 x 8m box 8 paths + 21.9 with solid ramp -
Rampur rails Non-standard size.
Meadian approaches.
2 x 7.5 + Foot RCC solid slab RCC
796 + 150
3 1 x 10m 10 paths + 21.9 with solid ramp - crash Satisfactory Condition
Amra Bypass
Meadian approaches. barrier
2 x 7.5 + Foot
801 + 600 RCC box RCC Satisfactory Condition.
4 1 x 7m box 7 paths + 23 -
Dafi culvert . Parapet Non-standard size.
Meadian
2 x 7.5 + Foot
802 + 010 Brick Satisfactory Condition.
5 1 x 8.2 8.8 paths + 23.5 RCC solid slab RCC Abutments
Ramnagar Parapet Non-standard size.
Meadian

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No. Name of Arrangement (m) Length(m) width(m) width superstructure substructure rails Observations
Crossing (m) RCC multiple
column with
804 + 800 2 x 7.5 + Foot
2 x 18.4 + T girder + deck common pier RCC
6 Ramnagar 61.8 paths + 26.2 Good Condition
1 x 25.0 slab cap. Spill rails
bypass Meadian
through
abutment.
2 x 7.5 + Foot RCC pier & cap
817 + 300 RCC
7 1 x 15.1 20 paths + 23.5 Voided slab RE wall Good Condition
Pachfedva Parapet
Meadian approaches
2 x 7.5 + Foot
828 + 200 RCC Good Condition.
8 1 x 8.5 8.5 paths + 23 RCC box culvert. -
Chandauli Parapet Non-standard size.
Meadian
866 + 800 2 x 7.5 + Foot RCC pier & cap RCC
9 Chandni Chauk 1 x 22 22 paths + 23.5 Box girder RE wall Parapet Good Condition.
Mohaniya Meadian approaches & rails
2 x 7.5 + Foot
888 + 500 Solid ramp RCC Good Condition.
10 1 x 7.8m box 7.8 paths + 23.5 RCC box culvert
Kudra approaches. Parapet Non-standard size.
Meadian
2 x 7.5 + Foot
911 + 000 Solid ramp RCC Good Condition.
11 1 x 8.0m box 8.5 paths + 25 RCC box culvert
Morava Sarai approaches. Parapet Non-standard size.
Meadian
2 x 7.5 + Foot
913 + 600 RCC
12 1 x 15.0m box 15 paths + 25 RCC box culvert PCC Wing walls Good Condition.
Morava Sarai Parapet
Meadian
2 x 7.5 + Foot
918 + 000 RCC
13 1 x 8.0m box 8 paths + 25 RCC box culvert PCC Wing walls Good Condition.
Gavaliya Tola Parapet
Meadian
15.0 on RCC
2 x 7.5 + Foot PSC girders on
922 + 100 1 x 39.4 on LHS. LHS, RCC abutment parapet
14 39.4 paths + LHS, RCC Satisfactory Condition.
Dehari Onson 2 x 12m on RHS. 10.0 on and return walls & MS
Meadian girders on RHS.
RHS Railing
15 932.050 - - - - - - - -

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No. Name of Arrangement (m) Length(m) width(m) width superstructure substructure rails Observations
Crossing (m)
16 933+500 - - - - - - - -
RCC
2 x 7.5 + Foot RCC wall pier.
959 + 800 parapet
17 2 x 15.0 30 paths + 25 Voided slab RE wall Good Condition.
Aurangabad & MS
Meadian approaches.
Railing
RCC abutment
1 x 26.3m on 10.5 on and return walls RCC
2 x 7.5 + Foot Voided slab on Good Condition on LHS.
974 + 350 LHS. LHS, on LHS. Stone parapet
18 26.3 paths + LHS, Solid slab Poor repaired condition
Dev 3 x 8.6m on 8.5 on masonry & MS
Meadian on RHS. on RHS.
RHS. RHS substructure on Railing
RHS.

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Table – 3.14 : LIST OF EXISTING ROB’s

Name of width
No. Arrangement Length(m) width(m) superstructure substructure rails Observations
Crossing (m)
1 788 + 650 3 x 25.5 76.5 2 x 7.5 + 21.9 T girder + deck RCC multiple RCC Structure in Good
Barvan Foot paths + slab column with Parapet Condition. Pot holes in
Meadian common pier with wearing coat.
cap. Spill rails on
through top
abutment.
2 809 + 050 2x26 + 1x50.6 + 139 2 x 7.5 + 23.5 T girder + deck RCC multiple RCC Structure in Good
Ramnagar 1x25 Foot paths + slab column with rails. Condition.
Meadian common pier
cap. Spill
through
abutment.
3 940 + 800 1x27.5 27.5 2 x 7.5 25 T girder. RCC abutments RCC Good Condition.
Barunganj and returns. parapet
& MS
Railing

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3.8 Improvement of Structures

3.8.1 Widening/Reconstruction Schemes of the major bridge are indicated in
table - 3.15 where as Table - 3.16 indicates the major bridges which are not to
be widened.
Table - 3.15 : Major Bridges to be Widened / Reconstructed
Location /
Sl. Approximate
Name of Required Action.
No. chainage.
bridge
1 Chandauli 809 + 850 To be widened by additional 2 lane Bridge on either side.
2 Naubatpur 842 + 400 To be widened by additional 2 lane Bridge on either side.
Reconstruct LHS with 4 lane Bridge, Widen RHS by
5 Ruhava 853 + 600
additional 2 lane Bridge.
6 Savad 853 + 900
7 Savad 854 + 000
Widen LHS by additional 2 lane Bridge, Reconstruct RHS
8 Kudra 893 + 700
with 4 lane Bridge.
Dehari
9 932 + 000 To be widened by additional 2 lane Bridge on either side.
Onson
10 Barunganj. 945 + 400 To be widened by additional 2 lane Bridge on either side.
11 Rayapura. 953 + 800 To be widened by additional 2 lane Bridge on either side.
Adri river,
Aurangabad.
Terar river,
Mufsil
Widen LHS by additional 2 lane Bridge, Reconstruct RHS
14 Kesar 974 + 150
with 4 lane Bridge.
Table - 3.16 : Major Bridges Not to be Widened

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Sl. No Location / Name of bridge Approximate chainage.
1 Ganga River, Ramnagar 803 + 050
2 Son River, Dalmiya nagar, Dehari. 935 + 500
3.8.2 Widening/Reconstruction Schemes of the minor bridge are indicated in

table - 3.17
Table - 3.17 : Minor Bridges to be Widened / Reconstructed
Location /
Sl. Name of Approximate
No. bridge chainage. Required Action.
1 Katsila 824 + 150 To be widened by additional 4 lane Bridge on either side.
2 Bargana 833 + 550 Widen LHS by additional 4 lane, Reconstruct RHS with 5
lane Bridge.
3 Bargana 835 + 850 To be widened by additional 4 lane Bridge on either side.
4 Saiyad raja 837 + 620 To be widened by additional 4 lane Bridge on either side.
5 Naubatpur 843 + 980 Widen LHS by additional 4 lane, Reconstruct RHS with 5
lane Bridge.
lane Bridge.
lane Bridge.
8 Ruhava 853 + 800 Reconstruct LHS with 5 lane Bridge, Widen RHS by
9 Mandevi 870 + 500 To be widened by additional 4 lane Bridge on either side.
Mazavi

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Location /
Sl. Name of Approximate
No. bridge chainage. Required Action.
10 Mandevi 871 + 800 Widen LHS by additional 4 lane, Reconstruct RHS with 5
Mazavi lane Bridge.
11 Mandevi 872 + 700 Widen LHS by additional 4 lane, Reconstruct RHS with 5
Mazavi lane Bridge.
12 Pusauli 878 + 000 To be reconstructed to six lane configuration along with

service road
13 Pusauli 878 + 400 To be reconstructed to six lane configuration along with
service road
14 Kudra 889 + 300 To be widened by additional 2 lane bridge on either side
15 Kudra 893 + 010 To be reconstructed to six lane configuration along with

service road
16 Morava 909 + 000 To be widened by additional 4 lane Bridge on either side.
Sarai
17 Morava 915 + 200 To be widened by additional 4 lane Bridge on either side.
Sarai
18 Dehari 930 + 800 To be widened by additional 2 lane Bridge on either side.
Onson
19 Barun 939 + 950 Widen LHS by additional 4 lane, Reconstruct RHS with 5
lane Bridge.
20 Barunganj 940 + 100 To be widened by additional 4 lane Bridge on either side.
21 Barunganj 940 + 200 To be widened by additional 4 lane Bridge on either side.
22 Rayapura. 948 + 100 Widen LHS by additional 4 lane, Reconstruct RHS with 5
lane Bridge.
23 Raniganj. 958 + 300 Widen LHS by additional 4 lane, Reconstruct RHS with 5
lane Bridge.
24 Mufsil. 968 + 010 Widen LHS by additional 4 lane, Reconstruct RHS with 5
lane Bridge.

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3.8.3 Widening/Reconstruction Schemes of Vehicular & Pedestrian Underpasses are

indicated in Table - 3.18 & Table - 3.19 respectively.
Table - 3.18 : Existing Vehicular Underpasses to be Widened / Reconstructed
Sl. Approximate
Location Existing size Required Action.
No. chainage.
No widening is proposed due to Land
1 Barvan 787 + 500 26 x 5
constraint.
To be reconstructed to a standard size
2 Rampur 794 + 325 8x6
six lane VUP.
3 Amra Bypass 796 + 125 10 x 5 To be widened to six lane configuration.
4 Dafi 801 + 600 7x6
six lane VUP.
5 Ramnagar 802 + 010 8x5
six lane VUP.
6 Ramnagar 802 + 700 6x4
six lane VUP.
Ramnagar
7 805 + 400 62 x 5 To be widened to six lane configuration.
bypass
8 Pachfedva 817 + 000 15 x 5 To be widened to six lane configuration.
9 Chandauli 828 + 200 8.5 x 4.0
constraint.
Chandni Chauk No widening is proposed due to Land
10 866 + 600 22 x 5.5
Mohaniya constraint..
11 Kudra 888 + 400 8x5
constraint.
12 Morava Sarai 907 + 600 8x3
six lane VUP.
13 Morava Sarai 911 + 000 8x4
six lane VUP.
To be widened to six lane
14 Morava Sarai 913 + 600 15 x 4
configuration.
15 Gavaliya Tola 918 + 000 8x5
six lane VUP.
35 x 4 on LHS Widen LHS , Reconstruct RHS so as
16 Dehari Onson 922 + 100
2x 12 x 3 on RHS to have six lane configuration.
17 Aurangabad 959 + 800 2 x 15 x 5.5 To be widened to six lane configuration.
26 x 5 on LHS Widen LHS , Reconstruct RHS so as
18 Dev 974 + 350
3x 8 x 5 on RHS to have six lane configuration.

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Table - 3.19 : Existing Pedestrian Underpasses to be Widened /

Reconstructed
Sl. Approximate Existing

Location Required Action.
No. chainage. size
Reconstruct to a pedestrian underpass of
1 Dafi 799 + 800 7x3
size 10 x 5
2 Dafi 800 + 950 4x6 To be widened to six lane configuration.
To be reconstructed to a standard size six
3 Ramnagar 802 + 700 6x4
lane PUP.
4 Chandauli 828 + 250 3.7 x 2.5
constraint.
5 Savad 854+420 -
size 10 x 5
6 Morava Sarai 912 + 900 7.8 x 3.0
size 10 x 5
7 Morava Sarai 913 + 300 8 x 3.0
size 10 x 5
8 Suara 920 + 000 7.8 x 3.0
size 10 x 5
9 Dehari 923 + 000 8 x 3.5
size 10 x 5
10 Dehari 932+750 -
constraint.
11 Aurangabad. 962 + 400 6.7 x 3.5
size 10 x 5

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3.8.4 Widening/Reconstruction Schemes of ROB’s are indicated in Table - 3.20.
Table - 3.20 : ROBs to be Widened / Reconstructed
Sl. Approximate
Location Required Action.
No. chainage.
1 Barvan 788 + 650 To be widened to six lane configuration.
2 Ramnagar 809 + 050 To be widened to six lane configuration.
3 Barunganj 940 + 800 To be widened to six lane configuration.
3.9: LIST OF PROPOSALS

3.9.1 7 nos of new six lane flyovers are proposed and the locations are indicated in
Table - 3.21
Table - 3.21 : Proposed Flyover Locations
S.No Chainage Location Type

1 815.050 Mugal Sarai 6_lane flyover along the Project Road
2 867.900 NH-30 6_lane flyover along the Project Road
3 908.500 Sasaram 6_lane flyover along the Project Road
4 928.400 Sasaram 6_lane flyover along the Project Road
Bhediya 4_lane flyover along the Project Road
5 931.000
due to land constraint
6 957.300 Aurangabad 6_lane flyover along the Project Road
7 964.200 Aurangabad 6_lane flyover along the Project Road

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3.9.2 30 nos of new Vehicular Underpass are proposed and the locations are indicated
in Table - 3.22
Table - 3.22 : Proposed Vehicular Underpass
Chainages
Sr No Type Size
From To
1 792.230 792.730 PROPOSED VEHICULAR UNDERPASS 13.5 x 5 m
In addition to the existing 18 nos of Vehicular Underpasses, 30 nos additional Vehicular

Underpasses are proposed. Hence, total 48 nos VUP’s will be available in the Project
road length of 192.4 km when fully developed.

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3.9.3 75 nos of new Pedetrian Underpass are proposed and the locations are indicated
in Table - 3.23
Table - 3.23 : Proposed Pedestrian Underpasses
Chainages
Sr No Type Size
From To
1 789.275 789.525 PROPOSED PEDESTRAIN UNDERPASS 4.0 x 2.5 m

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Chainages
Sr No Type Size
From To
In addition to the existing 11 nos of Pedestrian Underpasses, 75 nos additional

Pedestrian Underpasses are proposed. Hence, total 86 nos PUP’s will be available in
the Project road length of 192.4 km when fully developed.
3.9.4 There are two existing Toll Plaza at Km 800.00 & at 907.00. In addition to the
existing 2 Toll Plazas, 1 new toll plaza have been Proposed and the location is
indicated in Table -3.24. There will be 3 Toll Plazas in the Project Road when fully
developed.

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Table - 3.24 : Proposed Toll Plaza Locations

Sr Influencial
Chainage Proposed Toll Booths Required
no Length
1 Existing at Km 800.000, Dafi 42 Number of Toll Booths should be as per Schedule-D
2 Km 860.000, Bhabhua 53.5 Number of Toll Booths should be as per Schedule-D
3 Existing at Km 907.100, Sasaram 97 Number of Toll Booths should be as per Schedule-D

3.9.5 There are 83 nos existing Bus Bays in the Project Road. All the existing Bus
Bays are to be retained & accommodated in the developed 6 lane configuration
of the project road. In addition to the above 53 nos new Bus Shelters are
proposed & the locations are indicated in Table - 3.25. The location of existing
Bus bays are indicated in table – 3.28.
Table - 3.25 : Additional Bus Shelters

S.no Chainage S.no Chainage S.no Chainage
1 787.100 19 849.700 36 900.050
2 790.600 20 850.750 37 902.400
3 794.700 21 854.200 38 908.200
4 799.500 22 855.600 39 910.400
5 804.750 23 859.500 40 913.500
6 804.850 24 865.900 41 915.300
7 815.500 25 868.500 42 918.700
8 818.300 26 870.100 43 921.300
9 819.300 27 873.200 44 922.800
10 821.500 28 878.000 45 926.600
11 824.900 29 881.600 46 928.400
12 826.100 30 884.950 47 930.150
13 827.500 31 886.100 48 932.700
14 834.500 32 887.700 49 938.100
15 837.000 33 889.500 50 948.500
16 839.800 34 892.100 51 951.200
17 843.800 35 894.300 52 959.950
18 846.000 - - 53 962.400
3.9.6 7 nos new Truck Lay bye are proposed in the project road & there locations are
indicated in Table - 3.26
Table - 3.26 : Proposed Additional Truck Lay Byes Locations

S.No Chainage Side

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1 789.175 Both Sides

3.10 Comparison of existing & proposed facilities are indicated in Table - 3.27
Table - 3.27: Comparison of Existing/Proposed Structures
Type of Structure Existing Proposed Total

Slab Culverts 101 0 101
Pipe Culverts 143 0 143
Minor Bridge 17 0 16
Major Bridge 24 0 24
Vehicular Underpass 18 30 48
Pedestrian Underpass 11 75 86
Fly over 0 7 7
ROB 3 0 3
182 (on both
Service Road 65.00 362.98
sides)
Toll Plaza 2 1 3
Bus Lay Byes/ Bus Shelters 83 53 136
Truck Lay Byes 0 7 7
3.11 Locations of existing Bus Bays are indicated as under:
Table - 3.28: List of existing Bus Bays
LHS RHS LHS RHS

Chainage Chainage Chainage Chainage
Km Km Km Km
820.45 974.75 898.6 874.55
822.5 972.9 900.05 871.4
823.55 970.425 900.4 864.1
824.9 970.39 902.45 861.63

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- 968.23 906.2 858.3

- 964.5 906.6 851.85
830.975 958 939.5 847.8
832.4 957.35 942.4 838
835.75 955 944.2 835.73
838 949.7 946.1 832.38
847.8 946.15 949.65 830.95
850.75 944.175 957.25 -
851.9 943.42 957.8 825.3
858.3 942.39 964.5 823.54
861.7 939.48 965.06 822.45
864.1 906.6 968.25 820.4
869.25 906.3 970.38 816.85
871.55 901.4 972.93 812.2
874.6 898.6 973.05 810.7
875.55 896.95 974.75 808.7
- 880.4 - 807.4
880.4 - - 806.2
896.975 876.4 - -

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3.11 SAFETY MEASURES AND ROAD MARKING
3.11.1 CARRIAGEWAY MARKINGS

Carriageway markings have been designed primarily to delineate lane positions to
encourage lane discipline and safety. The MOST details in "Type Design for Intersection
on National Highways" provide good guidelines. Also IRC Code IRC:35-1997 gives
recommendations regarding carriageway markings. This aspect has been described in
detail in Chapter 9.0.
Notable features of the provisions are:
i) Traffic lane lines shall be single broken lines. Their width shall be 100 mm and
the length of segments and gaps shall be as under.
 On straight reaches, 1.50 m segments and 3.0 m gaps.
 On curves and approaches to intersections 1.50 m segments and 1.50m
gaps.
The colour of lane markings is white and it is visible in the dark under car/truck
head lights.
ii) Continuous yellow lines, 150 mm wide are used to show the extent of the
travelled carriageway.
3.11.2 TRAFFIC SIGNS
The traffic sign’s design is standardised for mandatory/regulatory types are as per
standard IRC-67 design.
Some of the signs will be in the verges mounted on steel posts in the usual manner. On
the approaches to junctions, overhead signs mounted on gantries have been designed.
This enables the signs to span the road and allow the driver on the moderately high
speed road to easily read the sign and take appropriate action.
The signs are proposed to be bi-lingual, in English and Hindi.
The minimum letter size is 150mm and is in accordance with the guidelines.
Hectometer/Kilometer stones and Marker Posts, Marker Stones are proposed at each
kilometer as is the practice on the Urban Roads.

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3.11.3 SAFETY BARRIERS
Two types of safety barriers have been proposed:
i) Rigid Barriers
 Rigid barriers are proposed on bridges, the details of which are provided in
the volume containing the design of standard drawings.
ii) Flexible Barriers
 Flexible metal beam crash barriers are proposed at high embankment
locations & bridge/flyover approaches & the details are indicated in drawings
volume.
3.12 ENVIRONMENTAL ASPECTS
As, this is an already existing road and the work is of its up gradation to 6 lane from 4
lane, there will be no adverse effects on the environment. The existing road passes
mostly through semi – barren & agriculture areas with building and private properties on
both sides of the road at discrete locations. However at few places, it passes through
Industrial, commercial & residential areas. This aspect has been in view while proposing
cutting and filling on the existing road so as to cause the least possible disturbance to
the harmony between proposed levels of the road and the levels of the existing buildings
and internal roads. However, the widening / upgradation of the project road will result in
overall improvement of quality of environment in the surrounding region. During
construction, local environment impact is unavoidable. The mitigative measures to be
undertaken to address the following areas:
 Quarrying and Earth Materials
 Disposal of construction waste
 Controls of traffic during construction
 Movement of people, animals and noise control
 Other General Aspects
These measures are discussed in detail in Chapter 6.0 of this Report separately.

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CHAPTER – 4
FIELD INVESTIGATION
4.1 General
The field investigation report based on, Inventory & condition Survey, Traffic Surveys &
analysis, Topographic survey, Subgrade investigation & Soil Investigation are presented
in this chapter.
4.2 Inventory & Condition Survey for Roads, Culverts & Bridges
Inventory and condition survey of Roads, culverts and bridges of the project road have
been already completed in compliance with the IRC:SP - 19 - 2001 and TOR.
The details of inventory and condition survey of roads and bridges are indicated in
Annexure – VI & VII of the report in a separate volume.
4.3 TRAFFIC SURVEYS AND ANALYSIS
4.3.1 General
The project road is a part of NH-2 connecting Delhi-Agra-Allahabad-Varanasi-

Aurangabad-Kolkata and is one of the important links of the National Highway network
and also one of the arms of the Golden Quadrilateral. The Project road is the stretch
between Varanasi to Aurangabad (length 192.4 Km), which has been planned for
widening to a 6-lane configuration by National Highways Authority of India (NHAI).
4.3.2 Project Corridor – Homogenous Sections
The present stretch of National Highway NH-2 considered for six laning starts from
Varanasi (Ch.786.000) and ends at Aurangabad (Ch.978.400). The total length of the
section is 192.4km between the two places mentioned above. The project road in its
present condition is a four lane divided highway from Ch.786.000 to Ch.978.400 and
service roads at few locations in urban sections. Total length is 192.4 km in which 85.2
km (km 862.100 – km 907.100 & km 938.200 – km 978.400) are concrete pavement and
remaining 107.2 km are flexible (bituminous) pavement.

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The road users in this section are having both public transport and private transport
system facilities. But the intensity of public mass transportation is very less when
compared with other. Majority of passenger traffic modes observed are private mini
buses and cars.
Classified volume counts, origin – Destination & Willing to pay surveys have been
conducted at representative count station.
Whereas Turning movement counts have been taken two major junctions and speed
delay survey have been conducted for the complete project road.
4.3.3 Traffic Surveys – Type and locations.

The details of Traffic Survey type & locations are given as under:
Origin-
Classified
Turning Destination &
Traffic
Movement Commodity Axle Speed
Volume
Surveys Survey Movement. Load Delay
Count
(for 1day 12 (Midblock Survey Survey
(for 7 days 24
hours) counts for 1 day
hours)
24 hours)
At Km 804 At Km.
At Km. 837 At Km. 837 For the Total
NH-7 Ramnagar 838
Syed Raja Syed Raja Project
Location Junction Syed Raja
Road (Km
Along the At Km. 887 At Km. 887
At Km 867.900 At Km. 787.000 To
Stretch Kudara Kudara
Mohania Junction 951 Km.
At Km. 950 At Km. 950 Pritambur 977.000)
Pritambur Pritambur
4.3.4 Brief Description of Surveys

Knowledge of the vehicular traffic using a road network is important for understanding
the efficiency at which the system works at present and the general quality of service
offered to the road users. The traffic using a road consists of a variety of vehicles
ranging from the simple pedal cycles to the motor car and the heavy commercial
vehicles, each type having an influence on the performance of the road on its own way.
A simple volume count, without classifying the vehicles into distinct types, is of limited

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use. The normal practice is to take classified traffic volume count to evaluate the traffic
plying on a road project.
The traffic using a Junction consists of a variety of vehicles ranging from the simple
pedal cycles to the motor car and the heavy commercial vehicles, each type having an
influence on the performance of the Junction on its own way. The normal practice is to
take classified turning movement counts i.e left turn, right turn and straight ahead
movements to evaluate the traffic in a Junction.
Knowledge of the vehicular traffic volume using existing road is important for
understanding the future traffic flow characteristics on project road. The expected future
traffic on any new road is generally estimated from the O – D survey result. The traffic
from the existing road diverting away and diverting towards due to improvement of new
facility is also estimated from the O – D survey result. The specific uses of O-D studies
are
 To determine the amount of by-passable traffic those enters a town and thus
establish the need of bye-pass.
 To develop trip generation and trip distribution models in transportation models in
transport planning process.
 To determine the extent to which the present highway system is adequate and to
plan for new facilities.
 To asses the adequacy of parking facilities and to plan for future.
Speed is one of the most important characteristics of traffic and its measurement is
necessary in Traffic engineering studies. Speed studies are needed for a number of
purposes as given
 The cost of the Journey depends on the speed at which it is made. In all the Highway
economic studies Journey speed and Running speed is important to know the modal
choice.

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 Journey time studies on a road network in town are useful to find out congestion,
Level of service, capacity and there by gives an inference for Traffic management
studies.
 In transportation planning studies, the determination of the travel time is necessary
for carrying out the trip assignment.
 Delay studies at the intersections provide date for the design and installation of
appropriate traffic control device.
4.3.5 Traffic Volume Counts
4.3.5.1 Field Study:
The approach to traffic survey study was to conduct the survey for seven consecutive
days at three locations at Mid-Blocks as mentioned above. Traffic volume count was
carried in three shifts of 8 hrs in each day.
For the traffic counting purpose, a day has been divided into three shifts of 8 hours each
and separate enumerators with a supervisor assigned for each unit. Enumerators were
literate persons. Recording has been done for each direction of travel separately. For
this it was necessary to divide staff for every shift into two parties. Recording was done
in a prescribed standard format as per IRC: SP: 19-2001 “Manual for survey,
Investigation and Preparation of Road Projects (Second Revision)”.
4.3.5.1 Analysis:
From the analysis of the field data the average daily traffic (ADT), average hourly traffic
and composition of traffic have been determined.
ADT, Hourly variation, Daily variation & traffic composition at all count stations are
presented in Table-4.1 and Fig-4.1 to fig-4.9 repetitively.

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Table - 4.1 Average Daily Traffic
ADT
Location
In Total No. of Vehicles In Terms of PCU’s
Syed raja At Km. 837 11991 24313
Kudara At Km. 887 9778 24437
Pritambur At Km. 950 8883 20262

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Fig – 4.1 : Hourly Variation at Km 837.0 Fig – 4.2 : Hourly Variation at Km 887.0
Fig – 4.3 : Hourly Variation at Km 950.0

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Fig – 4.4 : Daily Variation at Km 837.0 Fig – 4.5 : Daily Variation at Km 887.0
Fig – 4.6 : Daily Variation at Km 950.0

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Fig – 4.7 : Traffic Composition at Km 837.0 Fig – 4.8 : Traffic Composition at Km 887.0
Fig – 4.9 : Traffic Composition at Km 950.0

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4.3.6 Origin & Destination Survey
4.3.6.1 Field Study
In a transportation study, it is often necessary to know the exact origin and destination of
the trips. It is very essential to know the group of trips originating from particular zones of
the study area. The other information obtained from O-D studies are Land use of the
study area, House-hold information, Socio-economic characters, trip pattern of the
individuals from that particular origin and destination, trip purpose and mode split
analysis. From this information the traffic attracting and generating can be accessed.
Origin is defined as the place from where the trip begins and destination is the place
where it ends.
To know the exact origin and destination of trips and to determine the adequacy of
proposed development plan, Origin-Destination survey was planned and conducted for
different types of vehicles for the above mentioned locations for 16 hours. For O-D
survey four enumerators in each direction were assigned for road side interview of
vehicles.
Origin-Destination study was conducted at the same place of volume count as per IRC
guidelines and data was recorded in the format given in the above reference. The
different types of vehicles were broadly divided into two categories as Passenger
vehicles and Goods Vehicles. Passenger vehicles constitute Two Wheeler, Three
wheeler, Car, Jeep, van, Bus, Cycle. Goods Vehicles constitute LCV, 2 - Axle, Multi –
Axle, Tractor. Data was recorded in the given format based on the above mentioned
categories.
4.3.6.2 Analysis
From O-D analysis, it can be seen that the local traffic % at Km 837, at Km 887 & at Km
950 is 1.20%, 2.26 % &1.77% respectively. The local traffic at all three locations, which
comprises mostly of two wheelers, three wheelers, cycles and cycle rickshaw which
does not affect the tollable traffic at those location. Also at km 837 where the local
traffic comprises of cars, at Km 887 local traffic comprises minibus, ST Bus, and LCV, at
km 950 local traffic comprises Car and ST Bus.

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4.3.7 Speed – Delay Study
4.3.7.1 Field Study
Speed is one of the most important characteristics of traffic and its measurement is
necessary in Traffic engineering studies. In our present studies Journey speed and
Running speeds are taken in to consideration.
Running speed is the average speed maintained by a vehicle over a given course while
the vehicle is in motion.
Journey speed is the average speed maintained by a vehicle over the entire given
course.
Running Speed  Lenght of Course / Running Time
Journey Speed  Lenght of Course / Total Time ( Including delays)
The approach to the speed study was to conduct the survey by Moving observer
method. In this method the speed can be obtained by traveling through out the project
corridor. Speed studies have been carried in a single stretch.
For the speed study purpose, Enumerators travel throughout the project corridor and
recording has been done for delays and running time separately. Two enumerators were
assigned separately for each task. Enumerators were literate persons. Recording was
done in a prescribed standard format as per IRC: SP: 19-2001 “Manual for survey,
Investigation and Preparation of Road Projects (Second Revision)”.
4.3.7.1 Analysis

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The analysis of speed delay is given in the following table:
JOURNEY DELAY JOURNEY RUNNING

LENGTH
DIRECTION TIME IN IN SPEED IN SPEED IN
IN KMS
MINS/KM MINS KMPH KMPH
Total Project Road 190 1.00 0.017 60.19 61.22
Desirable speed on a National Highway is 100 kmph, but the running speed from the
Speed – Delay studies is 61.22 kmph, this is because certain segments of project
corridor are under construction. However, once the project road is widened to 6 lanes
with proposed facilities, vehicles will be able to ply at design speed.
4.3.8 Turning Movement Analysis
4.3.8.1 Field Study
The approach to traffic survey study at junctions was to conduct the survey for one day
i.e. 24 hrs at two junctions as mentioned above. Traffic volume count was done in three
shifts of 8 hrs in each day.
For the traffic counting purpose, a day has been divided into three shifts of 8 hours each
and separate enumerators with a supervisor were assigned for each unit. All the turning
movements like left turn, right turn, and straight-a-head movements for each leg are
Recorded separately. Enumerators were literate persons. Recording has been done for
each leg of Junction in both the directions separately. For this it was necessary to divide
staff for every shift into two parties. Recording was done in a prescribed standard format
as per IRC: SP: 19-2001 “Manual for survey, Investigation and Preparation of Road
Projects (Second Revision)” which is attached as annexure- III with this report.
Turning traffic summary for all the locations are given in the annexure-III. Information in
this sheet has been compiled from the field data sheets recorded for each duration of
hours for all the legs in separate forms.

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4.3.8.2 Analysis
For the analysis, traffic volume in each leg of the junction have been identified and the
details are given as under:
VARANASI
TO W ARDS
730
972
331
359
337
545
62
68
TOWARDS
MUGHAL SARAI
167
278
783 1130
751 1156
180
128
1072
1304
1663 425
1864 366
166
195 AURANGABAD
TOWARDS
TO W ARDS
NH-7
104
126
429
723
71
71
604
920
IN NO's IN NO's
IN PCU's IN PCU's
TRAFFIC ANALYSIS
AT KM. 804.000 (NH-7) JUNCTION
Fig - 4.10 : Traffic Analysis Ram Nagar Junction @ Km 804.000

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TOWARDS
VARANASI
452
675
455
164
288
220
TOWARDS
PATNA
120
171 184
64 324
153
AURANGABAD
TOWARDS
580
263
14
27
277
607
IN NO's
IN PCU's
TRAFFIC ANALYSIS
AT KM. 867.900 JUNCTION
Fig - 4.11: Traffic Analysis at Mohania Junction @ Km 804.000

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4.3.9 Traffic Forecast
Adopting the well renowned elasticity method, traffic forecast has been carried out to
estimate the traffic growth by vehicle type. The time horizon considered for the study is
20 years. While the forecast is considered to be reliable for a period of 10 years, the
forecast beyond 10 years can only be indicative, as there are certain policy variables
that could change in the long run can not be predicted based on the past performance.
However, discussions were held with the State Planning authorities to make sure that
such changes are taken into account in our forecast to the extent possible.
To start with, the historical growths of vehicles have to be examined based on the traffic
surveys conducted in the past along the study corridor. Having examined the accuracy
and reliability of data, further analysis for the motor vehicle registration statistics at the
State level to establish a relationship between the economic variables and the
registration data, as a proxy for the traffic growth. The relationship has provided the
elasticity values by vehicle type, which are then compared with the results of other
studies of similar nature carried out in the recent past.
The above procedure is fully in compliance with the international practice as well as the
procedure recommended by IRC: 108: 1996, which provides guidelines on the
estimation of traffic demand elasticity values for Indian conditions.
Elasticity of traffic demand is defined as the rate at which traffic changes due to changes
in the corresponding economic variables selected. Therefore, to estimate the elasticity of
traffic demand, we have established the relationship between the traffic growth of a
particular vehicle with any one of the economic variables considered, such as NSDP, per
capita income and population growth.
The econometric model and the form of equation for estimation of the traffic demand
elasticity are as follows:
Loge (P) = A0 + A1 Loge (EI)
where P = Number of vehicles

EI = Economic indicator

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A0 = Constant
A1 = Coefficient (Elasticity Value)
Based on the above selected fit, elasticity values can be computed. It may be noted that
the values obtained based on our analysis are comparable to that of the ADB
recommended values for Indian conditions.
However, in future, the vehicle composition may change due to user preference, caused
by their increase in economic purchasing power. Also, change in technology, reduction in
unit transport costs and improvement in road conditions could cause a shift from smaller
motorized personal vehicles to bigger and more powerful vehicles. Further, smaller
capacity vehicles will give way for higher payload vehicles. Therefore, it is imperative to
consider these phenomenon in order to make the forecast a reliable one.
The forecast growth rate of economic variables and the elasticity values are used in the
following form to estimate the annual growth rate of traffic, by vehicle type.
GR = [(1+Pgr) x (1+PCYgr)-1)] x e x 100

where GR = Growth rate
Pgr = Population growth rate
PCYgr = Per Capita Income growth rate
e = Elasticity value
The above form is used primarily for the passenger vehicles. With regard to goods
vehicle, following is the form used to arrive at the growth rate.
GR = NSDPgr x e x 100
NSDPgr = Growth rate of NSDP (Net State Domestic Product)
The following growth rates were adopted based on IRC 108:1996 from the received data
for the project corridor.
Table – 4.2: Projected Traffic Growth Rates

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Growth Rate Estimated for Growth Rate Estimated for

Year
Uttar Pradesh State Bihar State
2008-2012 9.0 % 6.0 %
2013-2017 8.5 % 5.5 %
2018-2022 7.0 % 5.0 %
2023-2027 6.5 % 4.5 %
2027-2031 5.0 % 4.0 %
However, clause-4.4.2 of Manual of Specification and Standards for Six Laning of

National Highways through Public Private Partnership indicates that 5% growth rate to
be considered for future traffic projection. The projected traffic considering 5% growth
rate is indicated in Table-2.7 below:
The projected traffic is shown in the following Table.
Table – 4.3 : Projected Traffic
Traffic Locations
YEAR At Km 837.000 At Km 887.000 At Km 950.000
In Nos In PCU's In Nos In PCU's In Nos In PCU's
2007 12554 25456 10238 25586 9300 21215
2008 13182 26729 10749 26865 9765 22275
2009 13841 28065 11287 28208 10254 23389
2010 14533 29468 11851 29619 10766 24559
2011 15260 30942 12444 31100 11305 25787
2012 16023 32489 13066 32655 11870 27076
2013 16824 34113 13719 34288 12463 28430
2014 17665 35819 14405 36002 13087 29851
2015 18548 37610 15126 37802 13741 31344
2016 19476 39491 15882 39692 14428 32911
2017 20450 41465 16676 41677 15149 34556
2018 21472 43538 17510 43761 15907 36284
2019 22546 45715 18385 45949 16702 38099
2020 23673 48001 19304 48246 17537 40003
2021 24857 50401 20270 50658 18414 42004
2022 26099 52921 21283 53191 19335 44104
2023 27404 55567 22347 55851 20302 46309
2024 28775 58345 23465 58643 21317 48624
2025 30213 61263 24638 61576 22382 51056
2026 31724 64326 25870 64654 23502 53608
2027 33310 67542 27163 67887 24677 56289
2028 34976 70919 28521 71281 25910 59103
2029 36725 74465 29948 74845 27206 62058

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2030 38561 78189 31445 78588 28566 65161

2031 40489 82098 33017 82517 29995 68419
2032 42513 86203 34668 86643 31494 71840
4.4 Axle Load Survey
4.4.1 Field Study
The approach to Axle load survey study was to conduct the survey for 16 hours (Friday,
18th of November 2007 at km 838 of NH-2). Axle load survey was done in two shifts of 8
hrs for one day. The survey was conducted for eight hours in Varanasi-Aurangabad
direction and eight hours in Aurangabad-Varanasi direction. Two policemen were
available for the 16 hours (One police per eight hours) to stop the different types of
vehicles. The axle load of different commercial vehicles have been measured using an
axle load pad whose weighing accuracy is 20kg.
Axle load Survey was conducted at SYED RAJA (Km.838+000) and data was recorded
in the format as per IRC: SP: 19-2001. The different types of vehicles that were taken for
conducting survey are LCV, 2 - Axle, Multi - Axle, Bus. All the vehicles (LCV’s, Buses, 2
- Axles, Multi - Axles) whose Gross Vehicles Weight is greater than 3 Tonnes have been
considered for the survey.
The analysis involves converting the axle loads of all commercial vehicles into
Equivalent Standard Axle Loads (ESAL) of 8.16 tonnes and hence obtain the vehicle
damage factor, a parameter required in design of Flexible Pavement design. The axle
loads of different commercial vehicles are converted into ESAL using the fourth power
law as given in IRC: 37-2001. For a given axle load the
4
 Axle Load 

 Standard Axle Load 

Equivalent Standard Axle Load (ESAL) =  
Vehicle Damage factor for a type of vehicle =

 ESAL i
Ni
Where
i = The vehicle type under consideration i.e., LCV or Bus or 2-Axle or Multi - Axle

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ESALi = Equivalent Standard Axle Load of i

Ni = Total number of vehicles
The details of Axle load analysis, their ESAL are included in Annexure – V.
4.4.2 Analysis
The axle load survey data have been analysed to arrive at the VDF values for each
category of vehicles. The following VDF values have been arrived for various categories
of vehicles.
Table – 4.4 : Vehicle Damage Factors
VDF Values
Syed Raja Prithambore
Type of Vehicle Km 838.000 Km 950.000
Bus 0.6 0.5
LCV 4.0 3.7
2 – Axle 4.8 4.5
Multiaxle 6.5 6.1
4.5 TOPOGRAPHIC SURVEY

4.5.1 GENERAL
Detailed topographic surveys have been carried out for the complete length of the
project.
The survey data have been processed for validation of levels as indicated in the as built
drawings and on completion of validation of existing levels the same have been used for
the preparation of plan, profile, and detailed cross sections including quantity estimation
for the proposed six lane proposal.
4.5.2 DETAILS OF TOPOGRAPHIC SURVEY WORKS
The topographic surveys along the existing alignment of the project road have been
done by separate agency by using Total Station. The data collected in the field, i.e.
existing levels of special features like bridges, CD works and prominent visible utility
location have been validated with that indicated in the as built drawings.
After validation of the as built drawings and data, fresh plans, L – sections and cross
sections have been prepared showing the updated existing features and the six – lane

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layout have been superimposed thereon in a distinct colour. The plan and L-section
showing all the features existing within the right of way ( such as embankment toe lines,
protection works done, drains, service roads, planted trees, fencing, noise barriers ,
relocated utilities, etc.) as well as outside it(such as abutting properties). All such existing
features on the ground requiring to be demolished, or removed, or relocated, these
clearly shown on the drawings as well as in a separate schedule to the drawings in order
to work out innovative engineering solutions (e.g. containing the roadway within toe
wall/retaining wall, depressing the subway floor levels, box pushed structures, etc.) to
save them.
4.6 PAVEMENT INVESTIGATION
Following activities have been conducted for pavement investigation:

4.6.1 BBD TEST
BBD tests have been conducted as per the requirement of TOR at site in compliance
with the specification of IRC: 81- 1997. After completion of field work, BBD tests data
have been analysed for the design of overlay and the details is submitted as an
Annexure-IV of this report in a separate volume.
The characteristic deflection varies from 0.25 mm to 1.72 mm.
4.6.2 ROUGHNESS
Roughness Survey have been conducted by car mounted bump Integrator on each lane
separately for the complete length of the project road.
It is observed that about 70% of the project road have good surface condition & the
remaining 30% have fair surface condition.
The detailed analysis of results is enclosed in Annexure- VIII in a separate volume.
4.6.3 SUBGRADE INVESTIGATION
Trial pit has been planned @ regular interval along the project road for evaluating the

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subgrade properties. (Soil type, field density & CBR) and composition of existing
pavement and its individual layer thickness.
From the Sub grade investigation report, the composition of existing pavement have
been established as under:
- Bituminous Surfacing : 200 – 250 mm
- Granular Base, Sub – Base : 550 – 700 mm
- Subgrade CBR : > 10%
(With Geo – textile Layer)
This work had been assigned to a geotechnical investigation agency and completed
report is enclosed in Annexure – II in a separate volume.
4.7 SOIL & MATERIAL INVESTIGASTION
4.7.1 GENERAL
The present work involves widening of existing 4 lane road (From Varanasi to
Aurangabad (NH-2) to 6 lane divided carriageway and strengthening of existing
pavement crust. To carryout the widening and strengthening activities, we have
conducted an extensive sub grade investigation for the complete length of the project
road. In addition to the subgrade investigation, bore holes were also taken at all
Structure locations. The details of soil investigation and its findings are enclosed in
Annexure – I in a separate volume.
4.7.2 SUBGRADE INVESTIAGION

4.7.2.1 TEST PIT
Field Testing:
- Determining the composition and thickness of layers constituting the
existing pavement and paved shoulders.
- Determining in-situ density (bulk and dry) and moisture content of the
subgrade under pavement.
- Collecting subgrade soil samples for laboratory tests.
ii) Laboratory testing of subgrade samples.

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Investigation categories (i) above are in-situ operations, while that mentioned at (ii)
involves laboratory testing.
Test pits have been located at the average rate of one in every 5 km., but the location of
the test pit within a particular km can be varied to a certain extent for obtaining
representative conditions with respect to terrain, embankment height / cut depth, soil
conditions, etc.
To allow pavement thicknesses and their variations to be observed reliably and to

provide access to the subgrade level for carrying out in-situ density test, the plan
dimensions of the test pit have been taken about 0.6 m x 0.8 m for pavement thickness
of the order of 0.5 m. For greater pavement thicknesses, the pit dimensions might have
been considered even larger.
Where no paved shoulders are present, the test pit have been located entirely inside the
pavement, more or less along the outer wheel track on one side. Where paved
shoulders are present, the test pit might extend along its length about one-third within
the paved shoulder and two-third into the pavement proper. Alternative test pits have
been staggered on either sides of the road.
The pavement / paved shoulder layers exposed in the test pit should be identified as
regards composition and measured carefully for thickness at several points. The ‘log’ of
the test pit, i.e., the record of layer compositions and thicknesses along with pit location
details, have been recorded.
If the test pit might reveal discontinuity in pavement structure due to earlier widening, the
layer thickness and compositions for both kinds of pavement structures are to be
recorded.
If free water, soft subgrade, voids or other weaknesses / unusual conditions (e.g., rock
exposure) are encountered in the test pit, the details thereof should be specifically noted
in the test pit log.

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 SAMPLING FOR TEST PIT

After completing the test pit digging, the subgrade soil from the bottom of the test pit
have been excavated out (taking care to avoid contamination from excavated pavement
materials) and taken in a lined sample bag, properly labeled. The sample quantity was
about 50 kg., so as to be adequate for laboratory compaction test and CBR tests (set of
3 minimum).
 CLOSING THE TEST PIT

The last and an important test pit operation is closing the test pit itself after subgrade
sample collection, so as not to cause traffic hazard. The test pit have been refilled using
excavated pavement materials, which are rammed in layers and sealed at top with
bitumen grout. The test pit location is expected to receive further depression filling and
patching as part of routine maintenance. Co-ordination have been with the local
highway and police authorities regarding making and closing of test pits. Traffic warning
signs were displayed prominently while the test pit work is in progress, as safety
measure for both traffic and the personnel.
4.7.3 SAMPLING & TESTING IN BORE HOLES
150 mm dia. bore holes was made in subsoil and samples taken at regular intervals at
every major and minor bridge locations. Standard Penetration Tests (SPT) were
conducted in bore holes at 3.0 m interval alternate with collection of undisturbed
samples. Disturbed samples were collected at regular interval in addition to split spoon
samples. In Major bridge Bore holes have been continued upto 25 m or 5.0 m inside
hard rock (SPT >100) whichever is earlier. For Minor bridge location Bore hole depth
considered as 20m or 3.0m inside hard rock (SPT >100) whichever is earlier Drilling in
hard rock was done by NX size diamond drilling bits and have been continued upto 5.0m
& 3.0m inside the rock in major & minor bridge respectively.
4.7.4 LABORATORY TESTING

4.7.4.1 The subgrade soil samples being in relatively large quantities, each sample has been
first air dried and homogenized by pulverizing and refilling and then returned to the

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sample bag for being drawn upon for different tests. The sample bags with the leftovers
of the samples should be preserved till the test data have been accepted.
All subgrade samples have been tested for the following:
- Particle size analysis
- Atterberg limits (LL, PL, PI)
- Laboratory compaction test using light compaction (IS : 2720 – Part-VIII), which
is appropriate for most existing poorly or unevenly compacted sub-grades of
existing pavements.
Based on the above test data and taking local geology into account, the subgrade soils
have been classified into homogeneous groups. Representative samples, equal to one-
third the total number of samples in each group and rounded off to the next higher
integer, should be selected for CBR testing.
For each sample selected for CBR testing, minimum 3 remoulded specimens are tested
at different levels of dynamic compaction. The moisture content of remoulding for all the
specimens were the optimum moisture content.
The CBR specimens have been tested after 4 days soaking. Swelling observations
have taken carried out during soaking.
For expansive and structured soils (if encountered at the subgrade level), CBR tests
have been conducted on a case-specific basis (i.e, using different levels of compaction
as also varying moulding moisture contents).
The relevant Indian Standards have been followed for testing soils in the laboratory.
Data for individual tests are compiled according to data formats given in the applicable
Indian Standards and are enclosed in Annexure - I
Abstract data road section-wise for all laboratory and field investigations are compiled
together to facilitate evaluation and interpretation.
Two formats are enclosed here with to record the following information.
 Field records of layer composition & thickness of existing pavement crust.
 Abstract of subgrade density tests and sampling

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4.7.4.2 Soil and rock samples taken for bore holes have been tested in laboratory. The
Laboratory tests in Soil and rock sample were in compliance with relevant British
codes/Standard.
4.7.4.3 The details of soil investigation results are included in Annexure – I in a separate
volume.
CHAPTER – 5
PRELIMINARY DESIGN
The Preliminary design of project road Alignment & Geometry and Pavement are
presented in this chapter.
5.1 ALIGNMENT AND GEOMETRY

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5.1.1 GENERAL
The assignment involves widening of existing 4 – lane project road from Varanasi -
Aurangabad (NH-2) to 6 lane divided carriageway keeping the existing geometry intact
and strengthening of its pavement crust.
The existing road is 4 lane divided carriageway with total length of 192.4 km in which
85.2 km (km 862.100 – km 907.100 & km 938.200 – km 978.400) is concrete pavement
and remaining 107.2 km is flexible (bituminous) pavement.
5.1.2 GEOMETRIC STANDARD

Horizontal alignment and vertical profile of the project road needs to be designed in
compliance with relevant Manual of specification & standards for 6 – laning of National
Highway through Public Private Partnership (PPP).
The proposed design parameters to be considered for the designs of Horizontal
alignment and Vertical profile of the project road are elaborated in the following Sections:
5.1.2.1Guiding Principle
The geometrics of the Project road needs to be designed in compliance with relevant
Manual for Specifications & Standards for 6-laning.
5.1.2.2 Design Control
Geometric parameters proposed for the design of Horizontal alignment and Vertical
profile of the project road are indicated here under:
Table – 5.1: GEOMETRIC PARAMETERS AND STANDARDS.
Sr. Particulars Ref. Code Unit Value Remarks

No.
1. Design Manual of
specification
(a) Plain area & standards Km/hr 100/80 Ruling/

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No.
for 6 – laning Minimum
(b) Rolling of National ,, 80/65 “
Highway
( c) Hilly areas through PPP. ,, 50/40 “
(d) Steep “ 40/30 “
2 Cross sectional element

for Rural Section
(a) Carriageway m 10.5.00 Each direction
(b) Shoulder
(i) Paved “ m 1.50 ,,
(ii) Unpaved m 2.0 ,,
( c) Marginal Strip m 0.5 Each direction
(d) Median m 4.5/7.0 Each direction

(raised/Depressed)
3 Cross sectional element

for Urban Section
(a) Carriageway m 10.5.00 Each direction

,,
(b) Shoulder “ ,,
(i) Paved m 1.50
,,
(ii) Unpaved m 1.5/2.0
( c) Marginal Strip m 0.5 Each direction
(d) Median
(Flushed/Raised) m 20/1.2 Each direction
(e) Footpath m 1.5 Each direction
(f) Side drain m 1.5 Each direction

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No.
4 Cross fall
(i) Carriageway “ % 2.5

(ii) Paved shoulder % 2.5
(iii) Unpaved 3.0
%
5 Gradient
(i) Plain % 3.3

“ Ruling Gradient
(ii) Rolling % 3.3
(iii) Hilly % 5
,,
6 Minimum Horizontal “
curve radius
(i) Plain area m 360/230 Ruling
(ii) Rolling m 230/155 /absolute
(iii) Hilly m 80/50 minimum
7 Stopping sight distance “ M 180 For 100 kmph
120 For 80 kmph
M 90 For 65 kmph
60 For 50 kmph
M 45 For 40 kmph
8. Minimum length of “ M 60 For 100 kmph

vertical curve 50 For 80 kmph
M 40 For 65 kmph
30 For 50 kmph
M 20 For 40 kmph
However, few of the design elements are discussed hereunder:
(I) Terrain Classification
Terrain is classified by the general slope of the area across the road alignment. The
Project roads passes through plain, rolling and Maintenance terrain. The percent cross
slope for plain and rolling terrain is given as:

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Sr. No Terrain classification Percent Cross Slope of the Area

1 Plain 0 – 10
2 Rolling 10-25
3 Mountainous 25-60
(II) Design Speed
The ruling and the minimum design speed for different terrain is tabulated as under:
Terrain
Design speed (Kmph)
Ruling Minimum
Plain 100 80
Rolling 80 65
Mountainous 50 40
The ruling design speed should normally be the guiding criteria for correlating the
various geometric design features. Minimum design speed may, however, be
adopted in sections where site conditions or economics do not permit a design
based on the ruling design speed.
(III) Cross Sectional Element
The various cross sectional elements are discussed hereunder.
 Formation Width
A formation width of 55.00 m is considered for the design of the main road which is
having a configuration of 6-lane divided carriageway. However, the formation width may
vary at the approaches of junction to accommodate speed change lane and also at
locations of Service roads, built-up areas, etc.
 Number of Lanes and Lane Width
The Project road shall be designed as a dual carriage way with three lanes on either
side. The width of each lane shall be 3.5m, giving a total width of 10.5m for each
carriage way.

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However, at 5 – congested built up areas, main C/W has been kept as 2+2 lanes with 2
lanes slip road with similar pavement composition as that of main C/W due to land
constraint.
 Median Width
The width of the central median in Rural Section shall be 4.5 & 7.0 for Raised &
Depressed median respectively. Similarly, the width of the central median in Urban
Section shall be 2.0 & 1.2 for Flush & Raised median respectively As far as possible,
the median should be of uniform width in a particular stretch. Wherever, changes are
unavoidable, a transition in 1 in 15 to 1 in 20 must be provided.
The central median will be provided with channel kerb stone on both sides.
 Service Road
The width of Service road carriageway width is 5.5/7.0 m in general in each side. A
paved shoulder of 0.5m width shall be provided on both sides. However, provision of
paved shoulder shall be dispensed with wherever there is land constraint.
Paved Shoulder
Paved shoulder is generally 1.5 m width for both Urban & Rural section.
 Covered Drain with Footpath
Covered Drain is generally 2.5m width.

 Earthen Shoulder
The earthen shoulder for Urban section shall be 1.5m to 2.0m. Similarly the earthen
shoulder for Rural section shall be 2.0m.
Provision of earthen shoulder is made
 To accommodate break down vehicle on the paved shoulder, it will be mainly used by
cyclists and pedestrians.
 Earthen shoulder will provide some confinement to shoulder pavement and protect it
from rain cut.

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 Cross Slope
The cross slope for the main carriageway and the paved shoulder is 2.5%. The cross
slope for the earthen shoulder is kept as 3.0 % for better drainage of surface water.
 Widening of Pavement on Curves
The widening of pavement on curves shall be worked out from the following formulae:
0.10V
We = n 18/Rc +
Rc
Where,
We = Widening in metre
N = Number of lanes
Rc = Radius of horizontal curve in metre
V = Speed in Km/hr
 Side Slope
Side slope for embankments shall be as under
Embankment height Suggested slope
Upto 3.0m 1.5 H : 1 V

3.0 – 6.0 m 2.0 H : 1 V
Above 6.0m As per stability analysis
The side slope of cuttings depends on soil type. The following values are suggested for different types of
soil:
Material type Slope of cutting
1 Soil 1.5H:1V to 0.5H:1V
2 Disintegrated rock (soft to medium rock) 0.5H:1V
3 Hard rock 0.25H:1V
In case of deep cuttings in soil more than 5.0m in depth, appropriate benching is to be
provided.
5.1.2.3 HORIZONTAL ALIGNMENT

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 Super Elevation
Super elevation required on horizontal curves should be calculated using the following
formulae:
e = V2 / 225 R, where
e = Super elevation in m/m

V = speed in km/hr
R = radius in metre
Our proposed road passes through plain, rolling and mountainous area. Hence the super
elevation obtained from the above expression should be kept limited to 7%. However,
on urban sections, with frequent intersection, it will be desirable to limit the super
elevation to 4 percent for convenience in construction and for facilitating easy and safe
turning movement of vehicles.
 Radius of Horizontal Curves
The detailed design of horizontal alignment shall be carried out in accordance with IRC :
38 – 1988 “Guide lines for design of horizontal curves for highways and design tables”.
The minimum radius of horizontal curves for different terrain is given as under:
Terrain Radius of curves in m

Ruling Minimum
Plain 360 230
Rolling 230 155
Mountainous 80 50
 Sharpest Horizontal Curves without Super Elevation
The minimum radius of sharpest horizontal curve without super elevation for a road
camber of 2.5 % is presented below:
Design speed in km/hr Radius in m

100 1800
80 1100
65 750

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50 450
40 280
As per Indian practice, super elevation is calculated on the assumption that it should
counter act the centrifugal force developed at three fourth the design speed.
e =
 0.75V  2 
V2
127R 225R
 Transition Curves
Transition curves are necessary for a vehicle to have smooth entry from a straight
section into a circular curve. The minimum length of transition curve should be
determined from the following two considerations and the larger of the two values should
be adopted for design:
 The rate of change of centrifugal acceleration should not cause discomfort to the
driver. From this consideration, the length of transition curve is given by:
Ls = 0.0215 V3 / CR where
Ls = Length of transition in metre

V = speed in km / hr
R = radius of circular curve in m
C = 80/ (75 + V), (subject to a maximum of 0.80 and minimum of 0.50).
 The rate of change of super elevation ( ie., longitudinal grade developed at the
pavement edge compared to through grade along the central line ) should not be
steeper than 1 in 150. Formula for minimum length of transition on this basis is given
as under:
Ls = 2.7 V3 / R

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5.1.2.4 VERTICAL PROFILE
The detailed design of vertical profile shall be carried out in accordance with IRC:SP:23-
1993 “Vertical curves for highways”.
 Gradient
The recommended gradient for various roads in plain / rolling terrain are presented
below:
Ruling gradient 3.3 % ( 1 in 30 )

Limiting gradient 5.0 % ( 1 in 20 )
Exceptional gradient 6.7 % (1 in 15 )
Normally the ruling gradient should be used in the design. The limiting gradient may be
used where the topography of a place compels this course or where the adoption of
gentler gradient would add enormously to the cost. We should try to avoid the use of
exceptional gradient.
On unkerbed pavements in embankments, near level grades are not objectionable when
the pavement has sufficient camber to drain the storm water laterally. However, a
desirable minimum gradient should be 0.3 % as per the general practice.
The minimum distance between points of change in vertical grades shall be 150m.
The exceptional gradient, if at all provided, shall not be for a length of more than 100m.
However, for existing carriageway, this criteria may not be possible to adopt due to
economic consideration. In this case, the design profile shall generally follow the existing
profile with reasonable improvement.
 Vertical Curves
Summit curves shall be designed for safe stopping site distance. Valley curve
shall be designed for head light sight distance.

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The safe stopping sight distances (SSD) are tabulated as below:
Speed Perception & brake Braking distance SSD (m)

reaction
V km/hr Time, t Distance(m) Coeff. of Distance (m) D1 + D2
(sec) D1=0.278Vt friction, f D2=V2/254f
40 2.5 28 0.38 17 45
50 2.5 35 0.37 27 62
65 2.5 45 0.36 46 91
80 2.5 56 0.35 72 128
100 2.5 70 0.35 12 182
Curve should be provided at all grade changes exceeding those as indicated in the table
below. For satisfactory appearance, the minimum length of vertical curve should be as
indicated below:
Design Max. grade change in % Min. length of vertical curve ( m)

speed not requiring vertical
(km/hr) curve
40 1.2 20
50 1.0 30
65 0.80 40
80 0.60 50
100 0.50 60
The length of summit curve is calculated from the following formulae:
Case I: When the stopping sight distance (S) is less than the length of
curve (L)
L = NS2 / 4.4
Case II: When the stopping sight distance (S) is greater than the
length of curve (L)
L = 2 S – 4.4 / N

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The length of valley curve is determined by the following two criteria and the higher
value is adopted:
1. Rider comfort
L = (V3/2 N1/2 ) / 2.65
2. L = NS2 / ( 1.50 + 0.035 S ) , when L is greater than S
L = 2 S – ( 1.50 + 0.035 S ) / N, when L is less than S
5.1.2.5 INTERSECTION
 At-Grade Intersections shall be designed according to the IRC Special

Publication 41 “Guidelines for the Design of At-Grade Intersections in
Rural and Urban Areas” and the MoRT&H Type Designs for
Intersections on National Highways, with modifications where
required.
 For the design of elements not covered in the said publications the AASHTO
publication, “A Policy on the Geometric Design of Highway and Streets” shall be
followed.
5.1.2.6 INTERCHANGE
 For Interchange elements, design Guidelines IRC-92 supplemented by relevant
MoRT&H and the AASHTO publication, “A Policy on the Geometric Design of
Highway and Streets” shall be used.
5.1.2.7 Road Signs
Highway Signs shall be designed in compliance with IRC : 67 “Code of Practice for Road
Signs” Typical drawings for road signs as indicated in the drawings volume shall
generally be followed with corrections / modifications wherever required.
5.1.2.8 Road Markings

Road Markings shall be as per IRC: 35. Road Markings details available in the drawings
volume shall generally be used with minor modifications / corrections as required.

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5.1.3 CHOICE OF HORIZONTAL ALIGNMENT

As already indicated, the present project is an improvement of existing carriageway and
widening it to 6 lane divided carriageway. For designing the horizontal alignment, an
attempt has been made to establish the geometry of existing carriageway. This is on the
principal of making an attempt to utilize the existing 4 lane divided carriageway with
minimum reconstruction. However, attempts have been made to improve Horizontal
geometry whenever possible.
All major junctions have been converted to Grade Separated Structures. Whereas minor
junctions have been kept as intersections with adequate connectivity with service roads.
Junctions have been developed as per new alignment and proposed cross section,
providing speed change lane wherever possible with service roads. In already developed
areas where speed change lane is not possible to provide, Junctions have been
developed by introducing suitable Chanelissing islands at appropriate locations with
adequate signs and markings.
5.1.4 CHOICE OF VERTICAL ALIGNMENT

An attempt has been taken to establish the profile of existing carriageway. The proposed
vertical profile for the additional lane on either carriageway have been designed with
feasible adequate modification of the existing profile in compliance with IRC:SP – 23.
Adequate super-elevation has been incorporated in profile design as per the design
requirement due to the radius of horizontal curve and the design speed at that particular
section.
Adequate provision for strengthening of existing 4 lane in terms of overlay have been
considered while designing the vertical profile.
At few places, additional facilities have been introduced in terms of
Underpasses/overpasses and flyovers. The vertical profile at these locations have been
designed accordingly.

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5.2 PAVEMENT DESIGN
5.2.1 General
The flexible pavement for the proposed road from Varanasi – Aurangabad (of NH- 2),
both for widened portion as new Construction as well as Strengthening of existing
Carriageway have been designed as per the guidelines of IRC: 37 – 2001- “Guidelines
for the Design of Flexible Pavements” and IRC: 81-1997 – “Guidelines for
Strengthening of flexible road pavements using Benkelman Beam Deflection Technique”
respectively. The following three main steps have been followed in designing the new
flexible pavement.
 Estimating the volume of traffic and the cumulative number of equivalent
standard axles that will use the road over the selected design life of 20 years.
 Assessing the strength of the sub grade soil over which the road is to be built
 Selecting the most economical combination of pavement materials and layer
thickness that will provide satisfactory service for the design life of the pavement.
The requirement of new crust composition for the widened portion will be established as
discussed above.
For strengthening of Existing Pavement, we have made an attempt to establish the crust
composition of the existing carriageway.
The difference between the new crust compositions with that of the existing crust are
generally considered as the requirement of Strengthening for existing carriageway.
However, in this case, Benkelman Beam Deflection (BBD) tests have been conducted on
the existing carriageway for designing the overlay. The details are elaborated in
Separate sections.
Flexible pavement has been proposed for the widening of existing C/W with flexible
pavement. Whereas existing C/W with concrete pavement has been proposed to be
widened with concrete pavement. In addition to the above, all the underpass have been
proposed with concrete pavement below main C/W.

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5.2.2 Traffic
5.2.2.1 Initial Traffic
Only trucks, tractor – trailers and Buses etc. which have got an unladen weight of 3000
kg or more would be used for pavement design. The proposed Varanasi - Aurangabad
section is being widened & strengthened to accumulate the present & increasing traffic.
Traffic studies at Mid-Blocks are conducted at three different locations after a detailed
site investigation. The following locations were found suitable and were adopted for the
midblock classified traffic Vol. counts.
 Near Syed Raja (Km. 837.000) (Mid-Block counts for 7 days 24 hours)
 Near Kudara (Km. 887.000) (Mid-Block counts for 7 days 24 hours)
 Near Prithambur (Km. 950.000) (Mid-Block counts for 7 days 24 hours)
Commercial traffic considered for Pavement design at various sections are given as
under:
Near Syed Raja (Km. 837.000)
Present traffic at Syed Raja (Km. 837.000) are as under:
 Bus = 154 nos.
 LCV = 428 nos.
 2 axle Truck = 1596 nos.
 3 axle truck = 3514 nos.
 Multi axle Vehicle = 648 nos.
Near Kudara (Km. 887.000)

Present traffic at Kudara (Km. 887.000) are as under:
 Bus = 237 nos.
 LCV = 127 nos.

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Near Prithambur (Km. 950.000)

Present traffic at Prithambur (Km. 950.000) are as under:
 Bus = 384 nos.
 LCV = 285 nos.
5.2.2.2 Growth Rate

The forecast growth rate of economic variables and the elasticity values are used in the
following form to estimate the annual growth rate of traffic, by vehicle type.
GR = [(1+Pgr) x (1+PCYgr)-1)] x e x 100

Pgr = Population growth rate
PCYgr = Per Capita Income growth rate
e = Elasticity value
The above form is used primarily for the passenger vehicles. With regard to goods
vehicle, following is the form used to arrive at the growth rate.
GR = NSDPgr x e x 100
NSDPgr = Growth rate of NSDP (Net State Domestic Product)
The following growth rates have been adopted based on IRC 108:1996 from the
received data for the project corridor.

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Table - 5.2: Projected Traffic Growth rates
Growth Rate Estimated for Growth Rate Estimated for

Year
Uttar Pradesh State Bihar State
2008-2012 9.0 % 6.0 %

2013-2017 8.5 % 5.5 %
2018-2022 7.0 % 5.0 %
2023-2027 6.5 % 4.5 %
2027-2031 5.0 % 4.0 %
5.2.2.3 Design Life
The design Life is defined in terms of the cumulative numbers of the standard Axles that
can be carried over the pavement before its Strengthening is required. A Design life of
20 years has been considered in the present study for estimating the traffic loading for
pavement design.
5.2.2.4 Vehicle Damage Factor (VDF)
VDF is a multiplier for converting the number of commercial vehicles of different axle
loads to the number of standard axle load repetitions. VDF is calculated on the basis of
axle load survey data. Axle load survey have been conducted in the project road during
the month of Dec’2007(at Syed Raja). Detailed analysis have been carried out to arrive
the value of VDF for different categories of vehicles which are indicated as under:
 Bus = 0.5
 LCV = 4.0
 2 axle Truck = 4.8
 Multi axle Vehicle = 6.5
The detailed analysis of axle load survey data including calculation of VDF are presented
in Annexure V in a separate volume.

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5.2.2.5 Design Traffic

The design traffic is calculated in terms of the cumulative number of standard axles to be
carried during the design life of the proposed road. It requires the estimation of initial
commercial vehicles per day, lateral distribution of Traffic, traffic growth rate, the design
life and the vehicle damage factor (number of equivalent standard axle for commercial
vehicle) to convert commercial vehicles to standard axles.
The following equation has been used to calculate the design traffic:
Ns = 365 x A x [(1+r)n – 1] x F
r
Where,
Ns = The Cumulative number of standard axles to be catered for in the design
A = Initial traffic, in the year of completion of construction, in terms of the

number of commercial vehicles per day duly modified to account for lane
distribution. In the present case, the proposed road is a six lane divided
carriageway road, so the design would be based on 30 percent of the total
number of commercial vehicles in both directions.
r = Annual growth rate of commercial vehicles
n = Design life in years
F = Vehicle damage factor i.e. number of equivalent standard axles per

commercial vehicle.
The design traffic calculated using the above formula is presented below:
Near Syed Raja (Km. 837.000)

 Cumulative number of standard axles to be carried over the design life of 20 years
=117 msa

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 Cumulative number of standard axles to be carried over the initial stage of 15 years
=74 msa
= 45 msa
= 21 msa
Near Kudara (Km. 887.000)

 Cumulative number of standard axles to be carried over the design life of 20
years = 133 msa
= 91 msa
= 62 msa
= 30 msa
Near Prithambur (Km. 950.000)

 Cumulative number of standard axles to be carried over the design life of 20
years =118 msa
= 81 msa
= 55 msa
= 27 msa
Near Syed Raja (Km.837+000)

Design Traffic for initial 5 years

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 Bus = 365 x 154 x {(1.09) 5 -1} x 0.30 x 0.6 = 0.05 msa

0.09
 LCV = 365 x 428 x {(1.09) 5 -1} x 0.30 x 4.0 = 0.98 msa

0.09
 2 – AXLE TRUCK=365 x 1596 x {(1.09) 5 -1} x 0.30 x 4.8 = 4.37 msa

0.09
 MULTI– AXL. TRUCK= 365x 4162 x{(1.09) 5 -1} x 0.30x 6.5= 15.45 msa
0.09
TOTAL = 20.85 msa
Say 21.0 msa
 Bus = 0.05+365 x 237 x {(1.085) 5 -1} x 0.30 x 0.6 = 0.11 msa

0.085
 LCV = 0.98+365 x 659 x {(1.085) 5 -1} x 0.30 x 4.0 = 2.13 msa

0.085
 2 – AXLE TRUCK = 4.37+365 x 2456 x {(1.085) 5 -1} x 0.30 x 4.8 = 9.51 msa
0.085
 MULTI–AXLE TRUCK= 15.45+365x6404x{(1.085)5-1} x 0.30x 6.5= 33.58 msa

0.085
TOTAL = 45.33 msa

Say 45.0 msa
 Bus = 0.11+365 x356 x {(1.07) 5 -1} x 0.30 x 0.6 = 0.19 msa

0.07

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 LCV = 2.13+365 x 990 x {(1.07) 5 -1} x 0.30 x 4.0 = 3.47 msa

0.07
0.07
 MULTI–AXLE.TRUCK=33.58+365x9629x{(1.07)5-1}x0.30x6.5 = 54.80 msa

0.07
TOTAL = 73.97 msa

Say 74.0 msa
 Bus = 0.19+365 x 500 x {(1.065) 5 -1} x 0.30 x 0.6 = 0.30 msa
0.065
 LCV = 3.47+365 x 1389 x {(1.065) 5 -1} x 0.30 x 4.0 = 5.5 msa

0.06
0.065
 MULTI–AXLE TRUCK= 54.80+365x13505 x{(1.065) 5 -1} x 0.30 x 6.5=86.83 msa

0.065
TOTAL = 117.22 msa

Say 117.0 msa
Near Kudara (Km.887+000)

 Bus = 365 x 237 x {(1.06) 5 -1} x 0.30 x 0.6 = 0.12 msa

0.06

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 LCV = 365 x 127 x {(1.06) 5 -1} x 0.30 x 4.0 = 0.44 msa

0.06

0.06
 MULTI– AXL. TRUCK= 365x4271 x{(1.06) 5 -1} x 0.30x 6.5=23.78 msa

0.06
TOTAL = 30.44 msa
Say 30.0 msa
 Bus = 0.12+365 x 317 x {(1.055) 5 -1} x 0.30 x 0.6 = 0.25 msa

0.055
 LCV = 0.44+365 x 170 x {(1.055) 5 -1} x 0.30 x 4.0 = 0.89 msa

0.055
0.055
 MULTI–AXLE TRUCK= 23.78+365x5716.4x{(1.055)5-1}x 0.30x 6.5=48.80 msa

0.055
TOTAL = 62.47 msa
Say 62.0 msa
 Bus = 0.25+365 x 415 x {(1.05) 5 -1} x 0.30 x 0.6 = 0.37 msa

0.05

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 LCV = 0.89+365 x 222 x {(1.05) 5 -1} x 0.30 x 4.0 = 1.31 msa

0.05
0.05

0.05
TOTAL = 91.97 msa

Say 92.0 msa
 Bus = 0.37+365 x 529 x {(1.045) 5 -1} x 0.30 x 0.6 = 0.54 msa
0.045
 LCV = 1.31+365 x 283 x {(1.045) 5 -1} x 0.30 x 4.0 =1.91 msa

0.045
0.045
 MULTI–AXLE TRUCK= 71.83+365x9534 x{(1.045) 5 -1} x0.30x 6.5=104.50 msa

0.045
TOTAL = 133.80 msa

Say 134.0 msa
Near Prithambur (Km.950+000)

 Bus = 365 x 384 x {(1.06) 5 -1} x 0.30 x 0.6 = 0.20 msa

0.06

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 LCV = 365 x 285 x {(1.06) 5 -1} x 0.30 x 0.98 = 0.98 msa

0.06

0.06
 MULTI– AXL. TRUCK= 365x3217 x{(1.06) 5 -1} x 0.30x 6.5=17.91 msa

0.06
TOTAL = 26.91 msa
Say 27.0 msa
 Bus = 0.20+365 x 514 x {(1.055) 5 -1} x 0.30 x 0.6 = 0.40 msa

0.055
 LCV = 0.98+365 x 381 x {(1.055) 5 -1} x 0.30 x 4.0 = 2.0 msa

0.055
 2 – AXLE TRUCK = 7.83+365 x 2548 x {(1.055) 5 -1} x 0.30 x 4.8 = 16.06msa

0.055
 MULTI–AXLE.TRUCK=17.91+365x4305x{(1.055)5-1}x0.30x6.5=36.75msa
0.055
TOTAL = 55.23 msa

Say 55.0 msa
 Bus = 0.40+365 x 672 x {(1.05) 5 -1} x 0.30 x 4.0 = 0.60 msa

0.05
 LCV = 2.00+365 x 498 x {(1.05) 5 -1} x 0.30 x 4.0 = 2.95 msa

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0.05
 2 – AXLE TRUCK = 16.06+365 x 3330 x {(1.05) 5 -1} x0.30 x 4.8 = 23.65 msa
0.05

0.05
TOTAL = 81.30 msa

Say 81.0 msa
 Bus = 0.60+365 x 857 x {(1.045) 5 -1} x 0.30 x 0.6 = 0.87 msa
0.045
 LCV = 2.95+365 x 636 x {(1.045) 5 -1} x 0.30 x 4.0 = 4.29 msa

0.045
 2 – AXLE TRUCK = 23.65+365 x 4250x {(1.045) 5 -1} x 0.30x4.8 = 34.40 msa

0.045
5
 MULTI–AXLE TRUCK= 54.11+365x7181 x{(1.045) -1} x 0.30x6.5=78.71msa
0.045
TOTAL = 118.27 msa

Say 118.0 msa
5.2.3 Sub grade Strength

The strength of sub grade is assessed by California Bearing Ration (CBR) tests. Soil
samples have been collected from trial pits spaced at 5.0 km along the Project Road.
CBR samples have been prepared at optimum moisture content corresponding to
maximum dry density obtained from modified proctor compaction tests. CBR tests
conducted on 4 days soaked samples are considered as representative sub grade

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strength. A sub grade CBR value of 7% has been established – from soil investigation
Report for borrow materials considered to be used for Subgrade construction.
5.2.4 Pavement Design
5.2.4.1 Pavement Thickness for new Carriageway & Service Road
Pavement thickness is obtained on the basis of design traffic and sub grade strength
using pavement thickness design chart as per IRC: 37 – 2001 – “Guidelines for the
design of flexible pavement”.
 For New Construction
Flexible pavement has been proposed for the widened lane adjacent to existing C/W
with flexible pavement whereas concrete pavement has been proposed for the widened
lane adjacent to existing C/W having concrete pavement.
Total thickness for 20 years traffic of 150.0msa with a subgrade of 7% CBR = 760mm for
flexible pavement. However, the following Pavement composition proposed for the new
construction in case of flexible pavement.
- Pavement Composition
BC = 50mm
DBM = 160mm
WMM = 250mm
GSB = 300mm
Over 500mm thick Subgrade of 7% CBR
The composition for concrete pavement has been proposed as under:
PQC = 340 mm
DLC = 150 mm
GSB = 150 mm
500 mm sub grade with 7% CBR
 For Service Road

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Total thickness for 20 years traffic of 20.0msa with a subgrade of 7% CBR = 680mm.
Now Pavement layer composition required to take care of 20 years traffic of 20msa are
as under:
- Total thickness = 680mm

- Pavement Composition
BC = 40mm
DBM = 90mm
WMM = 250mm
GSB = 300mm
Over 500mm thick Subgrade of 7% CBR
Total length in 192.4 km in which 85.2 km (km 863 – km 907 & km 939 – km 977) are
concrete pavement and remaining 107.2 km are flexible (bituminous) pavement.
Flexible pavement have been proposed for the construction of widened lane
adjacent to existing C/W with flexible pavement whereas concrete pavement has
been proposed to be constructed for the construction of widened lane adjacent to
existing C/W with concrete pavement.
 Pavement for Shoulder
Paved Shoulder shall be used by traffic during the maintenance stage of main
carriageway and also it will be used by the break down Vehicles. We may consider that
the traffic will use the shoulder for about 1.0 month in each year during the maintenance
stages (for stage construction sections). Hence about 10% of the main carriageway
traffic shall be adequate for the design of paved Shoulder.
However, for subsurface drainage purpose, the granular sub base layer shall be
continued throughout the formation width. Though the Pavement thickness for the paved
shoulder is required for traffic of 10% of Main carriageway i.e. about 15 msa, the same
composition as that of Main carriageway has been proposed for the shoulder because of
its smaller widths and construction conveyance. Moreover, it will be convenient for future
widening, if it is required.

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5.2.4.2 Pavement overlay thickness for Existing Carriageway
 General
The pavement designs are also required to be carried out for strengthening of the
existing carriageway in the form of overlay. The overlay design depends on the
functional as well as the structural performance of the existing pavement. In the present
study, the main importance of overlay design was given to the remaining structural
strength of the existing pavement which was carried out by Benkelman Beam Deflection
(BBD) tests.
 BASIC PRINCIPLES
 Pavement performance depends on the elastic deformation of pavement surface

due to wheel load. Subgrade soil type, its moisture content and compaction,
thickness and quality of pavement courses and pavement surface temperature
have influence on elastic deformation of surface under loading.
 Elastic and residual deflection is measured by BBD tests. These elastic
deformations will be used for overlay design.
5.2.4.3 PROCEDURE
 CONDITION SURVEY
Before actual deflection measurement, the project road is divided into sections of more
or less equal performance on the basis of visual observation supplemented by simple
measurements of rut depth. The length of each section shall not generally be less than
500 m.
 MEASUREMENT OF DEFLECTION (As per IRC: 81-1997)
 In each road section of equal performance minimum of ten points should

be marked at equal distance in each lane of traffic for making the
deflection observations in the outer wheel path. The interval between the
points should not be more than 50m. On roads having more than one

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lane, the points marked on adjacent lanes should be staggered. In the

transverse direction, the measurement points should be 60cm from the
pavement edge if the lane width is less than 3.5m and 90cm when the
lane width is more than 3.5m. For divided four lane highway, the
measurement points should be 1.5m from the pavement edge.
 Variability of deflections in a given section should be considered for

detecting spots where extra deflection measurements have to be made.
For this purpose, highest and lowest values in a group of ten should be
compared with mean value. If the highest or lowest values differ from the
mean by more than one – third of mean then extra deflection
measurements should be made at 25m on either side of point where high
or low values are observed.
5.2.4.4 CORRECTIONS
 Temperature Corrections
The stiffness of bituminous layers changes with temperatures. Hence the
deflection also varies with change in temperature. The standard temperature for
BBD tests have been considered as 35ºC for tropical climate. To apply the
temperature corrections, pavement temperature is measured during BBD Tests.
A correction of 0.001 mm for each degree centigrade change from standard
temperature of 35ºC is applied on deflection values measured at pavement
temperature other than 35ºC. However, temperature correction is not applicable
wherever the road is subject to severe cracking or the bituminous layer is
substantially stripped.
 Seasonal Correction
Pavement deflection is influenced by the change in climatic condition during
different season of the year. It is desirable to conduct BBD tests just after
monsoon as the pavement subgrade is in the weakest condition during the period
of the year. Hence a seasonal correction factor is applied on the deflection
values when the BBD tests are conducted on dry season. Normally a correction

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factor of 2.0 for clayey subgrade and 1.2 - 1.3 for sandy subgrades are applied
when the deflection tests are conducted in the season other than the worst. For
intermediate soil types, the value may be interpolated.
The analysis of BBD test & overlay design are attached separately in subsequent
sections.
5.2.4.5 Overlay Composition

An overlay composition of 50mm BC over profile corrective coarse have been proposed
for the existing 4 lanes of the main carriageway and 40mm BC over profile corrective
coarse have been proposed for service road in case of existing C/w with flexible
pavement. Only wearing course has been proposed for strengthening of existing C/W as
it has been constructed recently.
The exact requirement of overlay after every five years after opening traffic shall be
established on the basis actual BBD tests data at the point of time.
No overlay has been proposed for the existing concrete pavement.
5.2.5 Pavement Materials
5.2.5.1 Sub grade

A sub grade CBR value of 7 percent has been considered for the design of pavement. In
the embankment areas, the top 500 mm of the sub grade is to be of selected soil and
compacted in such a way that the CBR value is at least 7%.
In cut areas also, the strength of the top of sub grade should satisfy the above criteria.
In case, soft compressible soil exposes at the sub grade level after cutting, at least the
top 500 mm of the sub grade is to be replaced with selected material and compacted in
layers of compacted thickness of 200 mm to a minimum of 98% of maximum dry density
of modified proctor compaction tests. The CBR value of the compacted sub grade top
shall be at least 7 percent.

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If the soft compressible/weak strata continue for a considerable depth, adequate

designed improvement scheme is to be adopted on the basis of detailed soil
investigation report.
5.2.5.2 Sub base
300mm thick granular sub base (GSB) has been recommended for the pavement in case
of flexible pavement. The bottom 150mm layer acts drainage layer shall be continued
over the full formation width. Only 150 mm granular sub base has been proposed for
concrete pavement. It is an important load-spreading layer in the completed pavement.
It reduces the traffic stress to acceptable levels in the sub grade, acts as a working
platform for the construction of upper pavement layers and also acts as a separation
layer between sub grade and road base. The sub base material should have a minimum
CBR of 30% at the highest anticipated moisture content when compacted to a minimum
of 98% of maximum dry density in the modified proctor Compaction Tests. Particle size
and plasticity requirements of sub base materials should be as specified in the technical
specification.
5.2.5.3 Base
250mm thick Wet Mix macadam (WMM) has been proposed as base for the construction
of flexible pavement. The minimum CBR value of granular base material should be
100% and the plasticity Index less than 7%. The gradation and compaction criteria of
base materials should be as per the technical specification. In case of concrete
pavement, 150 mm DLC has been proposed.
5.2.5.4 Surfacing
 Binder Course
For new carriageway 160mm thick Dense Bituminous Macadam (DBM) has been
proposed as Binder Course for the pavement. The grading and the bitumen content of
DBM shall be as per the relevant clause of Technical specifications. Where as for the
existing carriageway, binder course will be provided over the profile corrective course
and its requirements are indicated earlier in tabular form Km. wise.

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 Wearing Course
50mm thick bituminous Concrete (BC) has been proposed for as wearing course for
flexible pavement. The grading and bitumen content of BC shall be as per the relevant
clause of MORT& H specifications. For existing carriageway also, 50mm thick wearing
course is proposed over the binder/Profile corrective course (as applicable and indicated
earlier Km.wise in tabular form). In case of concrete pavement, 340 mm PQC has been
proposed.
5.2.6 Pavement Drainage
The performance of a pavement depends on the provision made to prevent

accumulation of moisture in the pavement structure from surface and ground water. To
prevent the surface rainwater, the following measures have been taken.
 The cross fall for the carriageway and paved shoulder has been provided as 2.5% to
facilitate quick run off of rain water harmlessly over shoulder.
 Reasonably thick bituminous surfacing has been proposed for carriageways to
prevent penetration of rainwater through surface to a certain extent.
 The granular sub bases (Drainage layer) have been proposed to extend right across
the formation up to drainage ditches. This should drain off the rainwater that
penetrates the bituminous surface.
The top of the sub grade level have been fixed sufficiently above the ground water level
& H.F.L to prevent any possible infiltration through sub grade.
CHAPTER 6
ENVIRONMENTAL IMPACT ACCESSMENT
6.1 General
The environmental impact assessment study presented in this chapter has been done to
evolve a suitable mitigative and management plan for the project corridor from km
786.000 to km 978.400 of the Project Road: Varanasi – Aurangabad Section of NH-2.
6.1.1 Objective of the Study

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The Ministry of Environment and Forests (MoE&F), Government of India, in their

Notification dated 27th January 1994 has made it mandatory to obtain environmental
clearance for any expansion, widening or a new road project before its implementation.
As a requirement for seeking environmental clearance, the project promoter is required
to prepare an environmental impact assessment (EIA) report and environmental
management plan (EMP) and submit these reports to the Ministry of Environment and
Forests for their clearance.
The objective of the present study is to carry out the environmental impact assessment
and to prepare the EIA report and EMP for the Project Road Section.
6.1.2 Clearance Requirements
6.1.2.1 Guidelines of MoE&F: Summary
In order to undertake any road improvement programme environmental clearance is

necessary. This clearance is given on evaluation of the EIA report that the project
promoter is expected to submit. However, the MoE&F by their notification of April 1997
indicated that the project promoter would not have to approach the MoE&F for obtaining
the clearance in the following situation:
¸ the project is for upgrading of existing road, and

¸ the road does not pass through ecologically sensitive areas such as national parks,
sanctuaries, tiger reserves, reserve forests.
For such cases, the EIA report should be placed for Public Hearing conducted by the
State Pollution Control Board.
A considerable variety of environmental impacts for the road project can be mitigated
through judicious engineering design. However, there are 2 (two) specific areas where
impacts can not be mitigated by mere engineering design.
These are:

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¸ Plan for land acquisition and disbursal of compensation

¸ Plan for tree felling and compensatory afforestation.
The responsibility for preparing the plan for land acquisition and disbursal of
compensation rests with the project promoter acting in tandem with the Collector of the
concerned districts. After completing the Feasibility Report, the project promoter would
show on maps of villages and towns the locations of the properties required to be
acquired and would request the District Collector to complete the formalities of land
acquisition. The Collector in turn would engage his Revenue Officers to measure the
area and to access the value of the property and identify their rightful ownership. The
District Collector would compute the compensation such that the rightful owners receive
in tune with existing entitlement policy of the State. The compensation should be
transferred by the project promoter to the office of the concerned District Collector for
disbursement.
The responsibility to prepare the plan for tree felling and compensatory afforestation
rests with the project promoter, the Department of Forests and the District Collector
working in tandem. The forest department would jointly survey with the project promoter
the areas where such trees exist and prepare a report by indicating the nature of trees
classified by species, size, numbers, values of such trees and certify that no endangered
or endemic species of trees are likely to be cut. The Forest Department would prepare a
statement according to the existing norms of the State showing the values of the trees to
be cut, the area required to raise those trees in requisite numbers and the cost of
regeneration of trees. The District Collector is required to identify the land areas, which
would be used for raising the compensatory forest, specify the value of such lands for
acquisition. Total cost would be paid by the project promoter to the State Forest
Department.
The compensatory afforestation plan must also contain a certificate from the concerned
Wild Life Warden stating the status of endemic or endangered species of animals, which
would be adversely affected by the tree-felling programme.

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6.1.2.2 Administrative Framework
The legal custodian of all National Highways in India is the Ministry of Surface Transport
(MOST), Government of India. However, the Roads Wing of the Public Works
Department of the State through which National Highway sections pass, carryout the
responsibilities of road maintenance and road improvement through a special cell placed
within the purview of the department. The existing overall administrative set up of the
Project Road is looked up by the following organization of the National Highway Division
in the State of UP & Bihar.
¸ PWD, acts at PWD Headquarters for the state as a whole

¸ Office of the Superintending Engineer of the State PWD located at Varanasi
¸ Office of the Executive Engineer at Aurangabad.
According to the MoE&F stipulations, the EIA should take into account the attributes of
physical environment and social environment with reference to the territorial limits of 20
km corridor, 10 km on either side of the ROW. For the present report, the Talukas are
considered as the units of territories. The details of administrative territories along road
segment are compiled below:
Administrative Territories
 Bhabua :-Durgawati, Mohania, Kudara, Ramgarh, Chainpur, Bhagwanpur,

Adhaura, Bhabua.
 Rohtas :- Dinara, Dawath, Karakat, Karghar, Nokha, Rajpur, asriganj, Sasaram,

Dehri on son, Rohtas, Nauhatla.
 Aurangabad :- Barun, Aurangabad, Madanpur, Deo, Nabinagar, Kutumba,

Hariharganj, Obra, Rafigunj, Daudnagar, Goh, Hanspur.

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 Varanasi :- Mirza Murad, Baragaon, Phulpur, Sindhore, Babatpur, Cholapur,

Samath.
 Chandauli :- Balua, Dhanpur, Shakaldiha, Mughal sarai, Chandauli, Baburi,

Nawgarh, Barwadih.
6.1.3 Structure of the Report
For convenience and easy reference, the present EIA report has been divided into the
following sections:
¸ Section 6.2 describes the attributes of the physical environment within the project
influence area (PIA).
¸ Section 6.3 describes the attributes of the social environment within the PIA.
¸ Section 6.4 describes the environmental attributes within the ROW.
¸ Section 6.5 describes the apprehended impacts of this project on the proposed
ROW and on land immediately abutting it and the required mitigation measures.
¸ Section 6.6 brings out the organizational set up for implementing the mitigative
measures.
The need for collaboration between the various institutions has been brought in the
report. The report also describes the system of monitoring to be carried out. All these
together constitute environmental management plan (EMP).
6.2 Regional Physical Environment
A brief description of the major physical features along the Project road corridor is
presented in the paragraphs that follow. The available data and the information for the
PIA relate to a 20-km (i.e. 10 km on either side) wide corridor along the existing
alignment.
6.2.1 Physiography

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The project road is generally plain with gentle slope. The highway traverses eastward
through the eastern Gangetic plain of the sub-continent for about 85km. The project
highway is part of the flat flood plain of the Ganga and Sone rivers.
6.2.2 Geology
The region through which the project highway passes is structurally a part of the Ganga
plain. This has been formed by the in-filling of the Indo-Ganga trough during the
Pleistocene period. It has an alluvial cover of 400-1500mm deep. Geologists distinguish
the Gangetic plain between older and the newer alluvium. The older is usually composed
of agrillaceous beds where kanker, an impure carbonate of lime and pislitic ferruginous
concretions are disseminated.
6.2.3 Soil
Soils in the stretch of the project highway through out are silty clay or sandy loam, where
soils in some stretches are residual soils duly covered with vegetation growth of
forestland. As the soils mostly are of alluvial nature with medium to low plasticity, as
such, the soil erosion is not the problem in the entire project stretch. Coarse and clear
sands having high siliceous and feldspar minerals occur along riverbeds throughout the
route.
Erosion is not considered to be an issue in this project, as major portion of the road runs
in the Indo-Gangtic plain with practically no or very low grading. Embankment erosion
may exist on high embankment in case of inadequate compaction/design. Under the
proposed engineering design, all such high embankments are provided with flat slopes
with reinforced earth/retaining wall/turfing etc. to practically eliminate any chance of
damage to such high embankments.
6.2.4 DRAINAGE
The project highway, which traverses through the flood plains of the Ganga and the
Yamuna and other smaller rivers is prone to water-logging and local flooding in some
stretches. However, the NH-2 is a very old highway and normally pass through the ridge
line along all its alignment. The drainage problem, as such do not exist in terms of
waterway requirements. Man-made drainage problems occur mosty at the built-up

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stretches due to raising of shoulders/kerbs by the local residents. Detailed hydraulic and
hydroligical survey have been done through out the project stretch and all
locations/stretches having even marginally possible inundation have been suitably raised
and upgraded drainage structure have been provided, wherever required. No inundation
problem, therefore, is anticipated.
Detailed drainage surveys and hydrological investigations have been carried out in this
project. Detailed engineering solutions have been provided in the design of the project.
Service lanes and roadside drains on either side of the project highway have been
proposed. The roadside drains will be cleaned by the NHAI periodically to ensure proper
drainage during the operation stage of the project. With these provisions, the drainage
problem would become minimal.
6.2.5 SEISMOLOGY
The entire stretch of the project highway traverses partly through seismic zone II and III
as defined by IRC 6:1966, seismic zoning classification system, i.e., a zone of relative
stability. The horizontal Seismic coefficient for zone II is 0.02 and for zone III is 0.04
measured on a scale from I to V zones where zone I is most stable and zone V is
considered to be least stable.
6.2.6 Climate
The project road from Varanasi to Aurangabad (the NH-2) is located in a sub-tropical
region with marked monsoon effects. Due to large variations in temperature and rainfall,
the climate has a characteristic seasonality. The climate is distinguished by three distinct
seasons of
 Hot Summer (from April to June),
 Warm humid Rainy season (from July to September), and
 Cold Winter (from November to February).

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October and March constitute the transitional months between rainy, winter and summer
seasons respectively.
The region enjoys fairly high temperature throughout the year, a distinct characteristic of
the tropical climate. The summer season is usually dry with high temperatures ranging
between 300 to 470 C. During rainy seasons the temperatures vary between 240 to 36o C.
Temperature during winter varies between 100 to 260 C. January is coldest month with
temperatures dipping to less than 5o C and May is the hottest month with temperatures
going above 40o C. It can be inferred that the extremities of temperature gradually
decrease eastward along the highway from Varanasi to Aurangabad.
Wind direction, speed and seasonal variation determine the manner in which air
pollutants from the vehicle emissions are dispersed. High wind velocities may cause soil
erosion both during the wet and dry seasons.
In all the stretches, the predominant wind direction is westerly and north-westerly from
October to April and shifts to easterly or south-easterly from June to September. Dust
storms having wind velocity of more than 75km/h are the typical features of the summer
weather, but in October winds are variable both in direction and speed. Wind velocity of
more than 75km/h are the typical features of the summer weather, but in
October winds are variable both in direction and speed.
The project area receives most of its rainfall from the Bay of Bengal Current of the
southwestern Monsoon, which normally bursts over the region towards the last week of
June and continues till October. The rainfall is derived mainly from the Bay of Bengal,
which in north gets deflected by the Himalayas and sweeps up the Gangetic plan falling
along the project highway. During winter, occasional light rains are received from
retreating western monsoon. The region enjoys a moderate annual rainfall of about
980mm of which over 90% occur during the four rainy months. Overall, the annual
rainfall varies between 800mm and 1100mm per annum.
The region, on an average records a relative humidity of 64%. The air is very humid
during rainy seasons when the relative humidity averages reach up to 79%O. The
highest relative humidity is observed during August (90.48%), which together with high
temperature makes the weather sultry.

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6.2.7 Air Quality
6.2.7.1 National Ambient Air Quality Standards (NAAQS)
The Central Pollution Control Board (CPCB) in India is responsible for setting air quality
Standards. The national ambient air quality standards (NAAQS) for gases monitored on
routine basis were notified under the Air Act in 1985. In India, only annual mean and 24-
hour average standards have been described, except for carbon monoxide for which 8
hours and 1-hour standards have been notified. There are no Indian standards for
hydrocarbons and aldehydes.
European Union has regulated standard for airborne benzene at 10 µg/m3. The
permissible air quality standards for particulate and gaseous pollutants are presented in
Table - 6.1.
Table - 6.1: Permissible Air Quality Standards

Pollutant Time Weighted Industrial Residential, Rural and Sensitive
Average Other Areas Area
Sulphur Dioxide Annual Average* 24 80 µg/m³ 60 µg/m³ 15 µg/m³
(SO2) hours** 120 µg/m³ 80 µg/m³ 30 µg/m³
Oxides of Annual Average* 24 80 µg/m³ 60 µg/m³ 15 µg/m³

Nitrogen as NO2 hours** 120 µg/m³ 80 µg/m³ 30 µg/m³
Suspended Annual Average* 24 360 µg/m³ 140 µg/m³ 70 µg/m³

Particulate hours** 500 µg/m³ 200 µg/m³ 100 µg/m³
Matter (SPM)
Respirable Annual Average* 24 120 µg/m³ 60 µg/m³ 50 µg/m³
P{articulate hours** 150 µg/m³ 100 µg/m³ 75 µg/m³
Matter (RPM)
(Size less than
10µm)
Lead (Pb) Annual Average* 24 1.0 µg/m³ 0.75 µg/m³ 0.75 µg/m³
hours** 1.5 µg/m³ 1.00 µg/m³ 0.75 µg/m³
Carbon 8 hours** 5.0 µg/m³ 2.0 µg/m³ 1.0 µg/m³

Monoxide (CO) 1 hour 10.0µg/m³ 4.0 µg/m³ 2.0 µg/m³

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*Annual Arithmetic mean of minimum 104 measurements in a year taken for a week 24
hourly at uniform interval.
** 24 hourly/8 hourly values should meet 98 percent of the time in a year
Sources Anon (1996-97), Ambient Air quality Status and Trends in Delhi (1989-1993)
National Ambient Air Quality
Monitoring Series NAQMSIa/1996-97, Central Pollution Control Board, Delhi
6.2.7.2 Ambient Air Quality
Ambient Air Quality was monitored at various locations having different land uses such
as residential, commercial, agricultural, industrial etc. Air Quality was measured with
Respirable High Volume Sampler. Ambient Air quality monitoring data suggest that SPM
and RPM are major pollutants of concern throughout the road corridor. Even during rainy
season, the SPM concentration exceeded the national air quality standards of
200 µg/M3 for 24 hours at many stations.
SO2 and NO2 concentrations were within acceptable limits. Carbon monoxide
concentrations crossed the NAAQ standards at many locations in rainy season and at
most of the locations during winter. The ambient air quality as monitored at various
locations along the project highway is as given in following Tables.
Table - 6.2 : Baseline Air Quality along the Project Highway (Rainy Season)
Sl. SPM RMP NOX SO2 CO Pb

Place Remarks
No µg/m3 µg/m3 µg/m3 µg/m3 µg/m3 µg/m3
1 Mohania 180 121 28 21 1.05 0.67
2 Kudra 210 135 17 14 1.09 0.62
3 Preetampur 206 90 20 18 0.4 0.82
4 Rani Gunj 160 62 17 16 0.5 0.64
5 Aurangabad 24 16
Table - 6.3 : Baseline Air Quality along the Project Highway (Winter Season)

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Sl. SPM RMP NOX SO2 CO HC Pb

Place Remarks
No µg/m3 µg/m3 µg/m3 µg/m3 µg/m3 µg/m3 µg/m3
1 Mohania 205 145 40 30 1.95 0.67 0.81
2 Kudra 241 160 35 33 1.65 0.62 0.85
3 Preetampur 265 110 35 29 0.65 0.82 1.25
4 Rani Gunj 180 78 23 17 0.7 0.64 0.87
5 Aurangabad 24 20
The condition as above is a reality under the existing road. One of the key reasons for
them is the present condition of the existing road, which get accentuated due to
congestion, poorly maintained flanks, higher roughness, pot holes, etc., apart from the
type, age of the vehicle and their maintenance level. As the proposed improvement
provides a much improved- road surface along with hard shoulders, plantation of large
number of trees etc., these indicators are likely to have much reduced levels with the
proposed improvement as compared to the present scenario.
6.2.8 Water Quality
Most of the physico-chemical characteristics of river water are found to be within the
range of acceptable limits of CPCB. Some of the rivers, however, showed higher BOD
and total coliform count. The values observed for different characteristics of canal water
were within the standards set by CPCB. Among the ponds, physico-chemical
characteristics at Shivsagar pond are critical. The Shivsagar pond showed eutrophic
condition with high BOD and colliform count and low DO. The water quality at various
locations along the NH2 has been listed in following Tables. The Indian Standards for
Drinking Water (IS:10500-1991) are given as part of the Environmental Monitoring Plan.
Table - 6.4 : Ground Water Quality along the Project Highway

Sl. Total Coliform Total
PH DO BOD COD Chloride Alkalinity
No Count MPN/100 ml. hardness
1 7.7 7 1.9 31 100 339 48 169
2 7.9 7.3 1.7 14 121 410 39 155
3 7.5 7.6 1.2 19 141 245 40 141
Table - 6.5: Surface Water Quality along the Project Highway

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Conducti Total
Sl. Water
vity Chlori Alkalin Oil and Coliform
N Resou pH TSS TDS DO BOD COD Lead
micro de ity Grease Count
o rce
mhos/cm MPN/100 ml.
River Not
1 PunPu 7.2 1450 100 500 6 2.4 8 16.02 95 Dete 0.01 Not Detected
n cted
Not Not
River
2 8.0 1540 400 500 7 1.8 1.5 14.02 130 Dete Detect Not Detected
Batane
cted ed
Not Not
3 Adri 7.4 1420 - - 6 2.3 4.3 16.02 135 Dete Detect Not Detected
cted ed
Not
4 Terar 7.7 1510 - - 6 2.1 4.8 14.02 125 Dete - 35
cted
5 Keshar 7.1 1280 55 5.8 2.8 140 8.5 27 69 0.08 0.04 400
6.2.9 Noise Levels
The baseline noise level of an area is the existing noise resulting from the contribution of
all natural and man – made noise within the area. To determine the existing noise
levels, information have been collected by the Consultants.
An unwanted sound affects the health of a person, his activities and interferes with the
mental ability of a person. The noise issues from are addressed in two phases i.e., the
constructional phase and operational phase. During construction phase, different
activities produce different levels ranging between 80-90 dBA. Road noise depends on
factors such as traffic intensity, the type and condition of the vehicles plying on the road,
acceleration/deceleration/gear changes by the vehicles depending on the level of
congestion and smoothness of road surface (IRC: 104- 1988). Excessively high noise
levels are a concern for sensitive receptors, i.e., hospitals, educational institutions,
wildlife, etc.
Central Pollution Control Board, India has specified noise standards for different
activities. Importance was given to the timing of exposure and areas designated as
sensitive. The following Table gives the noise standards set.
Table - 6.6:National ambient noise level standards

Area Code Category Limits in Decibels (dBA)

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Day Time Night Time

A Industrail 75 70
B Commercial 65 55
C Residential 55 45
D Silence 50 40
The noise levels observed along various location on the project highway are as given in
the following Table.
Table - 6.7:Base line noise level recorded along the Project Highway
Day Time (6am - 9pm) Night Time (9pm - 6am)
Sl. No Place noise levels dBA noise levels dBA
Max Min Max Min
A Dehri-on-sone 86 50 74 48
B Aurangabad 80 52 65 43
C End of the Project 78 50 55 40
6.2.10 Terrestrial Ecology
6.2.10.1 Flora
Due to intense agricultural activities in the region, natural forests have depleted.
However, plantations of orchards and groves of Mango, Guava, and Banana and Mahua
have been reported in some of the stretches. There is no reserve forest within 10 km
from both the sides of the project highway.
State Government Forest Departments have planted a variety of trees under the social
forestry and the plantation forestry projects from 1983/84 onwards all along the road on
both the sides. Social forestry plantations in Uttar Pradesh are mainly comprised of
Dalbergia sissoo (Shisham), Eucalyptus hybrid (Safeda), Cassia siamea (Kala sins) and
Delonix regia (Gulmohar). Plantation in Bihar mainly comprise of Acacia arabica (Kateri
Babul), Prosopis juliflora (Vilayati Babul), Albizzia lebbeck (Siris), Cassia siamea
(Kalasiris), Dalbergia sissoo.(Shisham) Parkinsonia aculeta (Klkar), Tectona grandls
(Saguan) and Eucalyptus hybrid (Safeda).
6.2.10.2 Fauna

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Domesticated animals constitute the major proportion of faunal density in the area
surrounding the project highway. No endangered species has been reported in the area.
Aquatic birds are relatively very less in the project area. Common bird population
comprises bater, sone cheraela, crow, maina, woodpecker, etc. Six types of rare birds
have been reported at Rajpur near SAIL Chowk (Kanpur district). However, no
endangered species of avian fauna has been recorded in the influence zone of the
proposed project.
6.2.11 Quarries and Borrow Pits
6.2.11.1 Quarries:
Identification and assessment of suitability of materials (in the form of rocks for road
metal and soil for road base) suitable for use in the road construction is a very essential
ingredient of the highway design. The assessment of the environmental concerns of
these quarry areas, from which the materials are to be procured, normally becomes
critical due to the following concerns:
 Transport of Raw Material: Transportation acts as a principal source of pollution

depending upon the physical form of the raw material. Substantial amount of dust and
other air pollutants like CO are generated, if long haul distances are involved over poor
roads.
 Overburden: A sizeable overburden may lead to problems in its disposal or
storage during operation of the mine.
 Drainage: Mining operation may alter the drainage pattern of the area. (This is
not envisaged in this project).
Quarries, recommended to be used, in this project have been selected on the basis of
their operational status and compliance with environmental laws. All the selected
quarries are legal and in operation satisfying all the prescribed statutory requirements. In
case, any new quarries are selected, all-the legal and statutory aspects will befulfill
before quarrying from such sources are resorted to. The lists of quarries are furnished in
the following Table.
Table - 6.8: Quarry Locations

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Sl. No Place Distance from NH2

1 Tarachandi 7
2 Karwandia 3
Sandal
3 3
Hills
Salupra
4 6
Hills
5 Salaiha 12
6 Dalla 130
7 Mirzapur 130
8 Manpur 35
9 Karjara On Gaya Navada Road
10 Durgawati 2
11 Mutani 3
12 Dehri 2
13 Barun 2
14 Sukrut 3
15 Karvadiya 3
It needs however, to be noted that list of quarries as furnished in the above Table are
recommendatory in nature to serve as a ready guideline to the prospective bidders. The
contractor can, however, procure material from quarries other than those listed, provided
that
 The material obtained is of acceptable quality.
 The selected quarries are either already in operation and in case the new
selected quarries are not in operation then the contractor will ensure that such
quarry satisfy the statutory requirements prescribed for such purposes.
6.2.11.2 Borrow Areas :
The soils to be used as sub-grade, select sub-grade and shoulder materials need to be
hauled from designated borrow areas. Similar to the identification of suitable quarries,
the individual consultants identified suitable borrow areas for supply of soil to the new
road formation. Based on the total requirement and availability of each soil type,
estimates of soil quantity to be obtained form each of the borrow areas were worked out
in accordance with the National Standards, recommended by the Indian Roads
Congress (IRC).

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In the selection of the borrow areas, care was taken to ensure that:
 Sufficient quantity of suitable soil is available from the borrow pit
 The borrow areas are as close to the project road as possible
 The loss of productive and fertile agricultural soil is minimum
 There is minimum loss of vegetation
 The borrow pits as per specification from temporarily acquired cultivated lands,
the topsoil to a specified depth will be stripped and set aside with microbial
preservation methods.
 Most of the area recommended to be used for borrowing in this project is,
however, infertile and therefore preservation of the topsoil will not be a major
issue.
Borrow pits have been identified for the project with manageable leads. Borrow material
can also be obtained from the banks of the river which is 7km south of Aurangabad.
Most of the borrow areas selected are either barren land or mounds. Some of these are
to be developed into ponds as per the scheme of Fishery Deptt. of State Govt.
Agricultural parcels of land have not been generally included in the list of borrow areas.
However, in some cases, the landowners themselves have requested to include their
land in the list of borrow areas. The reasons for this are two. First, some of the farmers
want to create ponds (mainly for fish culture) in their land. Second, sometimes the
agricultural parcel of land is located on an elevation above the immediate surrounding
and lowering (by borrowing) would help such parcels of land become better irrigable.
Moreover, some other areas have been identified for borrowing, where the State
Fisheries Departments wants to develop ponds for fisheries. The details of the quantity
of borrow material available from these locations along with details of size, land use,
etc., have been listed in the following tables. From the tables it may be observed that not
much borrowing is proposed to be done from fertile lands and as such impact on this
account may not be considered significant.
Table - 6.9: Borrow Locations

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Distance
SL.
Km. Place from NH- 2 Remarks
No.
(km)
Karwandia
1 928 1.3 Hillocks
hills
Banks of
2 926 7 km.south of Aurangabad town
Domuhan
3 920 Kariaram 0.2 High agricultural land
4 920 Kariaram 0.2 Barren Land
5 853 Tendua 1.0 Barren Land
6 852 Sinduria 0.2 High Mound
Jasuya/Hann
7 842 1.0 High agricultural land
soli
High agricultural land / Barren
8 836 Rawal Bigha 1.5
land
9 834 Munshi Villa 0.2 Barren land
10 834 Munishi Villa 0.2 Barren land
11 833-834 Munishi Villa 1.0 High agricultural land
12 832-833 Munishi Villa 1.0 High agricultural land
13 834-835 Karhara 1.5 High agricultural land
14 835 Kanbehri 1.0 High agricultural land
15 834.2 Kanbehri 0.1 Shallow pond
16 834 Bheriya 0.2 Barren land
17 833.5 Bheriya 1.5 High agricultural land
18 833 0.2 Barren land
19 832 Sherganj 0.2 Barren land
22 832 Teldiha 1.0 High agricultural land
23 832 Teldiha 1.5 High agricultural land
24 831-832 Datpi 0.5 High agricultural land
25 830.5 Sherganj 0.2 Barren land
26 830 1.0 Barren land
27 829.5 Raniganj Mor 0.2 Barren land
Mirzapur
28 829 0.2-2.5 High agricultural land
(Bao)
29 828 Raniganj Mor 0.2 Barren land
6.3 Social Environment
6.3.1 General
The road widening project of NH- 2 from Km 787.000 to km 977.000 falls in Utter
Pradesh & Bihar states. The project road passes through 2 districts of UP & 3 districts of
Bihar.

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The demographic profile and worker category features of these districts as are
presented below.
Table - 6.10 : Demographic Features of UP and the PIA Districts, 2001 Census
1 UP 238566 166.2 131.7 34.5 20.0% 690
2 Varanasi 1550 3.13 1.15 1.98 36.7% 1995
3 Chandauli 2485 1.64 1.5 0.14 8.3% 660
4 All India 3287590 1,028 741.7 285.4 27.8% 313
Table - 6.11: Demographic Features of Bihar and the PIA Districts, 2001 Census
1 Bihar 94,164 82.9 74.5 8.4 10.47% 880
2 Kaimur 3305 1.29 1.24 0.042 3.2% 382
3 Rohtas 3847 2.44 2.12 0.33 13.33% 635
4 Aurangabad 3363 2.00 1.846 0.154 7.7% 607
5 All India 3287590 1,028 741.7 285.4 27.8% 313
Table - 6.12: Population and Workers Details of UP

Popn. Worker Worker Workers Participation
Rate
UP 166,197,921 53,983,824 39,337,649 14,646,175 32.48%
Varanasi 3,138,671 982,054 770,799 211,255 31.29%
Chandauli 1,643,251 527,633 339,953 187,680 32.11%
All India* 1,028,610,328 402,234,724 313,004,983 89,229,741 39.1%
Table - 6.13: Population and Workers Details of Bihar

Popn. Worker (no) Worker Workers Participation

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(million) Rate
Bihar 82.9 27,974,606 21,052,875 6,921,731 33.7%
Kaimur 1,289,074 442,887 312,872 130,015 34.36%
Rohtas 2,450,748 744,183 544,731 199,452 30.37%
Aurangabad 2,013,055 671,011 476,390 194,621 33.33%
All India* 1,028,610,328 402,234,724 313,004,983 89,229,741 39.1%
6.3.2 Land – Use Pattern.
The land use pattern of these districts is presented below.
Table - 6.14: Land Use Pattern of UP & Bihar (Area in ‘000 ha)
Land use Uttar Pradesh % Bihar %

Total geographical area 29,441 - 17,388 -
Reporting area for land utilization 29,794 100.00% 17,330 100.00%
Forests 5,150 17.29% 2,949 17.02%
Not available for cultivation 3,516 11.80% 3,390 19.56%
Permanent pasture and other grazing lands 296 0.99% 107 0.62%
Land under misc. tree crops & groves 513 1.72% 337 1.94%
Culturable wasteland 945 3.17% 353 2.04%
Fallow land other than current fallows 832 2.79% 962 5.55%
Current fallows 1,067 3.58% 1,895 10.93%
Net area sown 17,475 58.65% 7,337 42.34%
6.4 Environmental Attributes within the Right of – Way (ROW)
The existing ROW width varies from 45 m to 60m except at Aurangabad with 41m ROW.
The present proposal is to widen the existing 4 lane road to 6 lane configuration with
service road at few places.
The design proposals apart from rehabilitation and widening of the road cover the
improvement of existing highway features, notably, the existing road junctions, bridges
and cross drainage structures. The salient environmental features within the proposed
ROW are complied below.
Salient Environmental features within the Right – of-Way

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Sl.No Item Description

1 Length (km) 192.4
2 Terrain Type Plain
3 Lithology The project highway passes is through a part of the
Ganga plain. This has been formed by the in-filling of
the Indo-Ganga trough during the Pleistocene period.
It has an alluvial cover of 400-1500mm deep.
Geologists distinguish the Gangetic plain between
older and the newer alluvium. The older is usually
composed of agrillaceous beds where kanker, an
impure carbonate of lime and pislitic ferruginous
concretions are disseminated.
4 Climate Average 40ºC (max) 10ºC (min)
Temperature
Total Annual 1100mm
Rainfall
Relative 64%
Humidity
5 Drainage Name of the Length (in mts) NH Chainage
River/Stream of bridge (location)
Major river, Ganga River 1312 803+050
length of Kudra 75 893+700
crossing and Son River 3036 925+500
location Adri River 80.25 962+500
Terar river 86 966+950
Kesar 46 974+150
6 Forest Reserved
Protected
Private
Number of 12800
trees to be
felled
7 Population 2019 (Varanasi)
Density 659 (Chandauli)
390 (Kaimur)
634 (Rohtas)
Population 594 (Aurangabad)
8 Affected built-up Structure None
9 Utility Electric Pole
Telephone
Pole
Underground
Telephone
Cable
10 Engineering Number of None
Structures viaducts

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Sl.No Item Description

Number of 26 (existing)
Underpasses
Number of 3
ROB
Number of None
Tunnels
Type and Pipe culvert-108; Slab culvert-101;existing major
number of bridge-16;existing minor bridge-61;existing flyover-
CD 0;proposed flyover-8;existing pedestrian underpass-
Structures 8;existing vehicular underpass-18;proposed
pedestrian underpass-16;proposed Vehicular
underpass-18;PeoposedTruck Laybyes-7, Proposed
bus stops-53, Proposed Toll Plazas -2.
11 Road leading to Approximate in Classification of

Road between Road
Junction Major Chainage
NH2– Varanasi 787.000 -
City
Ram Nagar 804.800 NH
-NH-7
Mugal Sarai- 815.050 -
Chakiya
Mugal Sarai – 817.500 MDR
NH2
Navathpur-Nh2 842.200 MDR
Navathpur-Nh2 843.800 MDR
NH-30 – NH2 867.900 NH
Sasaram-NH2 908.500 Old GT road
Sasaram-NH2 928.400 Old GT road
Coal & Lime 931.000 -
Stone mines
Patna – NH2 957.300 SH
Aurangabad 958.000 -
Aurangabad – 959.950 NH
NH-98
Aurangabad – 964.200 -
NH2
12 Railway Crossing -
6.5 Environmental Impacts and Mitigative Plans

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The improvement of the highway section would cause certain impacts on the immediate
environment along the alignment. Specific features of improvement proposals from
environmental impact consideration are listed below:
Specific Features of Improvement Proposals from

Environment Impact Considerations
Sl.No. Improvement Aspect Description

1 Alignment Project involves improvement of the existing 4-lane road and
construction of new 2-lane road and service lane (7.0m)
wherever required.
2 Land Acquisition -
3 Total number of trees within 12800
ROW
Felling of Trees
4 Drainage Not affected
5 Most of soil would be obtained from cutting. Earth movement
Earth Movement would mostly be by mechanical means and dust nuisance
during construction operation would be minimized by
watering the area prior to cutting of earth.
6 Quarry Material Quarry stone, gravel, sand, stone metal, etc.,would be
procured from existing designated quarries.
7 Dislocation of Population None
8 Will the project construction operations result in
excessive soil erosion and/or silt run-off from cut and
fill area? No
Will use of temporary holding ponds be needed? No

Erosion Potential
Will any exposed areas be left without proper,
resurfacing or replanting which could result in
continuing excessive erosion? No
Will construction operations definitely increase any

other hazards (Dust nuisance and noise level).
But these will be minimized due to the use of
appropriate construction methods. Yes
Will the construction plan include provisions for

monitoring to ensure contractors compliance with
specified constraints. Yes
9 Landslide Potential None

10 Air Quality On completion of the project, the air quality would
significantly improve. (Refer section 6.5.1)

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11 During operation of the project due to high-speed movement

of traffic, noise levels will increase. Erratic noise due to
Noise Level blowing of horn, starting of engine, acceleration and
deceleration resulting from congestion condition will
decrease.
6.5.1 Positive Impacts
Though the primary purpose of the environmental impact assessment study is to identify
negative impacts on the environment that may be caused due to the implementation of
the project, there would, however, understandably be several benefits to the human and
natural environment as a result of rehabilitation and upgrading of the Road Project.
The traffic currently using Project road of NH-2 consists of local (intra-regional) as well
as long distance through traffic (inter- regional). The existing road section has a four-lane
divided carriageway configuration. The high traffic volume has been responsible for the
congestion along the road. The prevailing congested condition has, in turn, been
responsible for the increased travel time, higher vehicle operating costs and reduced
road safety. Widening of the road section to divide 6-lane configuration will greatly
reduce these problems and will provide comfortable and efficient road transportation in
the area.
Air Pollution
The upgrading of the Project Road section would improve regional air quality. There
would be decline emission of air pollutants as limited access facility would allow traffic to
move more freely and efficiently on NH-2 with fewer stalls and hear shifts, less idling and
reduces grade changes, all of which result in decreased pollutant emission form
vehicles.
A comparative analysis has been carried out for the ‘With Project’ and ‘Without Project’
scenarios by estimating the total emission of different pollutants contributed by the
project traffic. The total daily emissions are computed by the product of projected
vehicles that will be plying on the corridor per day, length of the corridor and the
emission factor for each type of pollutant emitted by various modes of vehicle moving at
different speeds. The relationship used for estimation of pollutants is as given under.
TEjk = Ni * Lk * Eijs
Where,
TEjk is Total emission of pollutant, j in ton per day in corridor k

Ni is Number of vehicles of type I passing through the corridor per day
Lk is Length of corridor k
Eijs is Emission factor of vehicle type I and pollutant j in gm.km for a particular speed,
s

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The average operating speeds assumed for “with” and “without” Project Scenario are
given below.
Table - 6.15: Average operating Speed

Year Speed (km/hr)
With Project Without Project
2000 80 40
2005 60 40
2010 40 20
2015 40 20
Table - 6.16: Prediction of Air Quality
Year Pollutant, ton/day

CO HC NOx SO2
“Without “With “Without “With “Without “With “Without “With
Project” Project” Project” Project” Project” Project” Project” Project”
2000 2.01 1.95 0.86 0.67 55.45 40.00 48.46 30.00
2005 2.87 2.20 1.23 1.00 158.81 116.44 69.23 60.58
2010 5.34 2.66 2.27 1.19 803.96 126.73 127.21 73.56
2015 7.17 3.56 2.99 1.83 526.73 166.34 159.52 93.46
The analysis of the data presented above indicates that the implementation of the
project would have positive impacts on the air quality levels.
Noise Pollution
The Inefficient movement of high volumes of predominantly commercial vehicles along

the road section with the single carriageway configuration produces noise annoying
to the drivers, passengers, as well as to the population living near the road. The
provision of divided carriageway will allow the traffic to flow more smoothly. As a result,
it is expected that traffic noise will become more a component of ambient noise,
which is less offensive than frequent, erratic increases in noise of short duration.
To estimate the approximate distances from the road section at which 65 dB (A) and 55
dB(A) (permissible noise levels stipulated by the Central Pollution Control Board for
commercial and residential land use) noise contour would run for ‘With Project’ and
‘Without Project’ situations, the following relationship observed in western conditions has
been used:

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L = 10 Log10 q - 10Log10d + 20 Log10u + 20
Where,
L is mean noise level at receiver located at distance (d) from the source (dB(A))
d is distance between receiver and pseudolane at the centre of the traffic lanes
q is traffic volume, vehicles/hour
u is mean speed of traffic, miles/hour
(Source: Edward K Morlok, Introduction to Transportation Engineering and Planning)
The above relationship assumes that there is no obstruction (such as building or high
wall) between the roadway and the point at which the noise level is being predicted.
The estimated distances from carriageway centre line for 65 dB(A) and 55 dB(A) noise
contours are complied below:
Table - 6.17: Estimated Distances from Carriageway Centreline for

65 and 55 dB(A) Noise Contours
Year With Project Without Project

Speed Estimated Estimated Speed Estimated Estimated
(km/hr) distance (m) for distance (m) for (km/hr) distance (m) for distance (m) for
65 dB(A) from 55 dB(A) from 65 dB(A) from 55 dB(A) from
Carriage way Carriage way Carriage way Carriage way
Centerline Centerline Centerline Centerline
2000 80 40.70 407.90 40 11.19 111.90
2005 60 31.09 320.90 40 15.60 156.00
2010 40 18.80 188.80 20 5.10 51.00
2015 40 24.40 244.00 20 6.70 67.00
6.5.2 Negative Impacts
The implementation of the project may have some adverse impacts on the environment.
Suitable mitigative measures should be taken to eliminate or minimize the intensities of
these negative impacts. Impacts of road project on the environment are broadly related
to:
¸ Project Location
¸ Construction of labour camps
¸ Construction of road
¸ Operation or use of road
The type and magnitude of impacts depend on the location of specific attributes of the
given environment. No scale is available for quantitative measuring of the magnitude of

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impacts. A qualitative scale has been devised such that it can be used as a method to
indicative varying orders of caution while dealing with road projects.
Each of the negative impacts on the environment requires consideration of mitigative

measures. Some of these measures require judicious application of road engineering
design and construction methodology while others require special techniques. An
attempt has been made in the paragraphs that follow to indicate the required mitigative
measures for each type of identified negative impact.
6.5.2.1 Impacts from Project Location
The possible impacts due to project location have been examined. The tools required to
design the mitigative measures can be broadly classified as under:
¸ Engineering Design
¸ Project Scheduling
¸ Afforestation and Tree Planting
Mitigative measures for these impacts have been suggested and presented below:
Table - 6.18: List of Possible Environmental Impacts from Project Location

Sl.No. Attributes Order of Impact Mitigative
Measures
1 Obstruction to Surface Drainage Mild Provide surface
drains all along the
road
2 Reduction of Forest Land Nil Not applicable
3 Reduction of Built habitation Nil Not applicable
Structures (near toll plaza)
4 Displacement of Population (Near Nil Not applicable
toll plaza)
5 Displacement of Tribal Population Nil Not applicable
(Near toll plaza)
6 Severance of home from work- Mild Provide adequate
place underpasses at
required sites near
the settlements
7 Interruption on migration routes of Nil No migratory route
wildlife of wildlife
It is recommended that all mitigative measures are addressed and acceptable solutions
arrived at before implementation of the Road Project.
6.5.2.2 Impacts from Construction Camps

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A variety of impacts arise from location and operation of construction camps. There
have been listed below:
Table - 6.19: List of Possible Environmental Impacts from Construction Camps
Sl.No. Attributes Order of Impact Mitigative Measures

1 Land acquisition Mild Barren or degraded land to
be acquired for camp sites
2 Destruction of vegetation Moderate Establish sites away from
protected forests and
roadside plantation.
3 Sanitation & waste disposal Mild Install lavatory, segregate
biodegraded wastes and
other wastes for separate
disposal
4 Transmission of communication Negligible Periodic health check and
disease conduct health awareness
programmes
5 Poaching & Illegal Timber Cutting Mild Supply kerosene stoves to
construction camps
6 Social & Cultural Disruption Negligible Abolish campsite after
construction.
It is necessary that the required mitigative measures are considered and control
documents prepared before establishing the site for such camps. The tools required to
implement the mitigative measures are as follows:
¸ Site Planning and Project Scheduling

¸ Tendering and Contracts
6.5.2.3 Impacts from Road Construction
The implementation of the project may lead to a variety of impacts on the environment.
These are listed below:
Table - 6.20: List of Possible Impacts from Road Construction

1 Increased siltation/erosion Mild Construct culverts and
in rivers bridges during dry season;
construct soil stabilization
structures.
2 Obstruction to drainage Moderate Avoid water clogging and
allow water flow through
channel.
3 Mild Controlled excavation with

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Borrow & quarry area back filling by waste materials

from cut sections.
4 Landslides, dumps and slips Negligible Control drainage with
stabilizing structures
5 Erosion of road Mild Provide lined drains at risky
embankment locations
6 Alteration of sub-soil water Mild Control withdrawl from local
table wells
7 Destruction of vegetation on Moderate Use (a) compensatory
the ROW afforestation plan, (b)
roadside plantation and (c)
avoid disturbance away from
ROW
8 Disfiguring landscape by Mild Gentle slope in cut & fill
high embankments & deep sections and roadside
cuts plantation
9 Air-dust-fume-smoke-noise Mild Avoid such sites & use
pollution in habitations pollution – controllable
equipment with warning
devices
10 Interruption of migratory Nil None
routes of wild-life
11 Creation of mosquito Mild Avoid creation of road side
breeding habitats water pools
12 Interference to existing Moderate Provide warning signs for
traffic traffic diversion
13 Destruction of utility lines Moderate Avoid moving heavy vehicles
over or near utility lines, raise
power lines to retain vertical
curves of roads.
14 Archaeological & Prehistoric Nil None
Sites
15 Accident risks during Moderate Introduce emergency plan to
construction contain damage
16 Poaching & illegal timber Moderate Prohibit under terms of
felling by construction employment
workers
The mitigative measures include equally varied techniques, which are as under:
¸ Engineering Design
¸ Site Planning and Project Scheduling
¸ Compensation
¸ Afforestation
¸ Tender Document
¸ Monitoring

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6.5.2.4 Impacts During Operation of the Highway
The movement of traffic along the improved highway corridor may have some adverse
impact on the environment. These impacts along with mitigative measures are listed
below. Implementation of these measures may come through the following tools:
¸ Afforestation
¸ Controls and Monitoring
Table - 6.21: Possible Environmental Impacts Caused by Operation of the Highway

1 Air pollution from increased Moderate Control emission from
vehicular traffic vehicles, road side
plantation with trees
capable of absorbing
hydrocarbon
2 Increased noise from vehicular Moderate Lay vegetative sound
traffic barriers
3 Road side litter Mild Provide roadside deposit
facilities & campaign for
disposal only at service
stations
4 Induced road side development of Mild Not likely as it is a limited
commercial, industrial and access road, but near the
residential infrastructure exits there may have such
propensities, which should
be controlled
5 Impoverishment of non motorized Nil None
transport economy due to
increase availability of motorized
transport
6 Development of squatter Nil Cover all such grounds with
settlement on the slopes of trees
embankment and on vacant parts
of acquired ROW
6.6 Environmental Management Plan (EMP)
Environmental Management Plan (EMP) is essentially a contract between the project-

promoting institution and the rest of the society. Permission to implement a project is

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given by the society on the basis of a set of assurances from the project promoter.
These assurances broadly refer to the following aspects:
¸ implementation of the required mitigative measures;

¸ monitoring of the programme of implementation; and,
¸ reporting to designated institutions to establish accountability
The central issues to be honoured in this regard are discussed in this section. The EMP
starts by identifying the required mitigative measures at their specific contexts. These
contexts are to be understood by interpreting the defined impacts upon environment.
The degree of caution and comprehensiveness required to design the given mitigative
measures are indicated by the magnitude of expected impacts.
6.6.1 Collaborations in Designing Mitigative Measures
The responsibilities for designing the mitigative measures are delegated to the project –
promoting institution, which in the present context is the National Highways Authority of
India (NHAI). It is to mobilize appropriate expertise to design diverse types of mitigative
measures. All of these may not be available within the same department. NHAI will
need to collaborate with other institutions in the public and public sectors. For example,
Department of Forest of the Government of UP & Bihar is authorized to design and
implement afforestation measures. Similarly, designing of mitigative measures related to
engineering solutions may be assigned to a firm competent in highway designing. NHAI
has already done this by engaging a Consulting firm to carry out the detailed design for
the rehabilitation and upgrading works.
6.6.2 Actors for Implementation of EMP
The officers/agencies identified to implement the Mitigation Plan are:
¸ Supervisory Engineer: The role of Supervisory Engineer would be to ensure that all
engineering structures are laid according to specification. He may observe it for deviation of
the design and it would be obligatory upon this part to obtain approval of his plan of deviation.
This should be made a part of the Tender Document for appointment of Supervisory Engineer
for imposition of penalty to the violators, particularly contractors.

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¸ Construction Contractor: The problems arising out of construction sites and labour camps
are to be controlled by him. This role of the Construction Contractor should be entered in the
Tender Document.
¸ District Collector: The District Collector’s responsibility would include reporting the progress
made in acquiring land together with disbursal of compensation.
¸ Forest Department: The responsibilities include implementation and reporting the progress
achieved in the area of Compensatory Afforestation.
¸ Project Promoter: The responsibilities of the Project Promoter include :
 appointing a Government approved Environmental Monitoring Agency to record the

pollution levels at agreed and selected locations.
 take note of the accidents or hazards.
This report will be extremely valuable in identifying the types of additional actions to be
taken to make the highway hazard free.
¸ Revenue Department: Responsible for estimation of compensation for land acquisition and
disbursal of compensation.
¸ Highway Maintenance: The Highway Maintenance people will assume responsibility for
everything concerning operation, monitoring and reporting to the assigned authority. This
shall necessarily be the State PWD that is accountable to the society for implementing the
assurances made regarding the project.
6.6.3 Monitoring Plan
The PWD as the apex co-ordinator will need to schedule all mitigative actions envisaged
to yield the most satisfactory results. For example, the disbursal of compensation for
acquisition of land should be completed before construction begins. However,
afforestation programmes may extend into the operation stage. Scheduling of all these
actions will constitute the Monitoring Plan. Environmental aspects, which are to be
regularly monitored, are listed below:
Table - 6.22: Environmental Monitoring Aspects

Parameters Proposed site Sampling Duration Frequency

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Air quality for SPM, Near Mohania Samples to be Quarterly, once a

CO,HC,NOx,SO2 & Near Aurangabad taken continuously season
Pb for 24 hours for 2
days per week
Noise level : Leq L10 -do- Samples to be Half Yearly
& L90 taken continuously
for 24 hours for 2
days per week
Water quality: for pH River Ganga Grab sampling Quaterly, once a
turbidity, lead & River Son season
coliform River Adri
River Terar
River Kesar
Road side All along the Regular inspection Throughout the year
plantation highway stretch
maintenance from km 786.0 to
km 978.4
Prevention of road All along the Regular inspection Throughout the year
side squatter highway stretch
settlements from km 786.0 to
km 978.4
6.6.4 Cost Estimates
The cost of mitigative measures should be included in the project cost to form a
component of Final Project Design and be prepared in three parts. These are as
follows:
¸ The first part shall include all costs related to measures incorporated into Land Acquisition,
Engineering Designs, Project Scheduling. Site Planning and Preparation of Tender
Documents. These are to be seen as the normal cost of a road building project.
¸ The second part shall include precise cost of Compensatory Afforestation.
¸ The third part will be cost for administering the EMP & monitoring.
For field monitoring and laboratory analysis of air, water and noise for the proposed
monitoring programme, the indicative rates are given below:
Table - 6.23: Monitoring Programme Costs

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Sl.No. Parameter Rate

1 Air quality (SPM, Rs.4500.00 per location for
CO,HC,NOx,SO2 ) 24 hours
2 Surface water Quality Rs.7500.00 per sample
3 Noise Monitoring Rs. 2000.00 per location for
24 hours
6.7 Concluding Remarks
The Government of India, through National Highways Authority of India (NHAI), intends
to rehabilitate and upgrade the existing 4-lane Varanasi - Aurangabad Section of NH2
from km 786.0 to km 978.4 to 6-lane carriageway facility with the provisions for further
widening in the future.
Concurrently with the engineering design of the road, an environmental assessment is

required to be carried out and mitigative measures suggested so as to ensure minimum
damage to the environment due to the project.
STUP Consultants P. Ltd has been appointed as Consultants by the NHAI for this
assignment.
As stipulated in the Terms of Reference (TOR) issued by the NHAI, environmental

assessment has been carried out and the report prepared in accordance with the
requirements of the MoE&F, the World Bank and the Asian Development Bank.
Negative and positive impacts on physical, socio-economic, biological and

archaeological/cultural environments related to project location, construction of labour
camps, construction of road and operation or use of road have been identified and
assessed. They are discussed earlier and summarized in a tabular form at the end of
this chapter, together with measures for mitigation. The Environmental Management
Plan for implementing the suggested mitigative measures, the Monitoring Plan and the
cost estimates for monitoring are also discussed.
On the positive side, the road widening and strengthening is likely to have significant
long-term benefits for inhabitants living in settlements near the road and all road users.
For local residents, these benefits include increased economic and employment
opportunities; improved access to services and facilities and reliability of transport
services for the freight traffic; and improvement in the regional air quality. For the road
users, the benefits are in terms of reduction in travel time, vehicle operating costs, traffic
congestion, road accidents and saving on fuel.
Negative impacts due to the road-upgrading project include a few direct negative
impacts on the physical, biological and socio-economic environments. Negative impacts
on biological environment include reduction of vegetation on the existing road
embankment. On socio-economic aspects negative impacts include possible disruption
of utility lines, accident risks during construction, risk of transmission of communicable

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disease through contact of residents with road workers and drivers of freight trucks and
disruption of community cohesion and social fabric. These negative impacts can be
mitigated by implementing the recommendations as described in brief.
Majority of the mitigative measures can be addressed through techniques like

engineering design, site planning, project scheduling, preparation of tender document
and supervision by the construction engineer. There are two specific areas where
involvement of state Forest Department and office of the District Collector are required.
These are Plan for tree felling and plan for land acquisition and disbursal of
compensation respectively.
It is concluded that although the widening of the road project will have a positive impact
on the region through improvement of regional transport links decreased transport costs
and increased economic opportunities for local residents some negative impacts of
moderate nature will also occur. However, the localized direct negative impacts can be
mitigated and managed if the recommended mitigation measures are implemented.
Impacts Arising from Road Rehabilitation and Upgrading and

Appropriate Mitigation and Optimization Measures
Biophysical Site Preparation and Operation Mitigation and
Impact Construction Optimization
DIRECT
Loss of Vegetation Destruction of Destruction of Build Construction Camps
roadside Vegetation vegetation by road on degraded Land Minimse
for site preparation users and local clearing of vegetation to
and construction inhabitants extent necessary for
camp. access and road safety
Effective fencing will be
maintained along the road
section so that access to
the roadside plantation is
not easy.
Decreased Water Temporary decrease in Accident oil spills Construction culverts and
Quality water quality through near bridges and bridges during the dry
increased siltation culverts will cause season.
during construction of water Restrict movement of
bridges and culverts. deterioration of construction vehicles to
near by surface minimal access tracks and
water bodies. demarcated or fenced
turning areas
Prepare a contingency plan
to handle situations where
there is accident oil spill.
SECONDARY
Poaching of wildlife No wildlife found in the No wildlife found
protected forest. No in the protected
impact. forest. No impact.

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Destruction of trees Increased tree cutting Increased tree Avoid locating construction
and vegetation for in the road side cutting to sell camps near roadside
fuelwood plantation for fuelwood wood to satisfy plantation.
to supply workers in the needs of new Supply construction camps
construction camps settlers attracted with kerosene stoves
by the improved Liaise with the State Forest
road and Department to enforce
associated wood cutting restrictions,
oppurtunities issue licences, and
establish legal wood cutting
areas.
Archaeological and Cultural Impact
Archaeological and No impact No impact
Cultural sites
Tourism No impacts Increased tourism Encourage the Department
may have long of Tourism to develop
term benefits for tourism infrastructure in the
the local economy region
Socio-Economic Site Preparation and Operation Mitigation and Optimization
Impact Construction
Pedestrian Access Decreased pedestrian Decreased Provide underpasses at
access across road pedestrian access locations in village
across road due settlement.
to installation of
controlled access
facility.
Disruption of Traffic No impacts as two Long term benefit
lanes will be open for through improved
traffic flow throughout flow of traffic
construction
Transport of Goods No impact Increased
opportunities and
potentially
reduced costs of
transporting
goods may be a
shift from using
rail to road
transport
Access to services No impacts to services Potential long
and Facilities and facilities term increase in
access to services
if efficient public
transport service
is promoted
Economic Presence of labour Increased traffic
Opportunities force will increase volume will have

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short- term economic long-term benefits

opportunities for local to local residents
residents through the through increased
sale of goods (food, sale of goods and
drink,fuel) and services
services.
Disruption of Temporary disruption No impacts
utilities during shifting of
utilities
Employment Increased opportunity Increased Recruit labour from local
Oppurtunities for employment of opportunity for communities situated along
local labour and employment the roadside, especially for
marginal workers through increased unskilled jobs and service
during construction potential for sale sectors.
and maintenance of goods and
services to
passing traffic
Community Existence of a Increase in freight Avoid location of
cohesion and social construction camp trucks may construction camps near
fabric may disrupt increase smaller rural villages.
community cohesion prevalence of
and alter the social social ills like
fabric alcoholism among
rural residents.
Health Increased risk of Increased risk of Health awareness
transmission of transmission of campaign at construction
communicable communicable camp and local clinics
diseases from diseases arising
construction camps from increase in Conduct periodic health
freight truck check ups
drivers
Safety Temporary increased Increased safety Install adequate road
risk of traffic accidents to all road users signage.
to motorists and due to smooth
pedestrians from flow of traffic and Provide pedestrian
construction vehicles segregation of crossings
local and through
traffic Encourage educational
campaigns in schools
Noise and Dust Disturbance to No significant Limit construction to
residents from impact although regular daytime hours
increased noise levels noise levels from During dry and windy
from construction increased traffic conditions, spray waters on
activities and camp. will occur. the road and cover dust
Increased dust producing building material
causing irritation to to reduce dust.
residents and potential

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health risks.
CHAPTER 7
SOCIO IMPACT ACESSMENT
7.1 General
This chapter presents the Social-Impact Assessment in the immediate influence area of
the project road (Km 786+000 to km 978+400) in varanasi, Chandauli districts of the
Uttar Pradesh state & in Kaimur, Rohtas & Aurangabad districts in Bihar State. It gives
the likely social impacts, evaluation of their consequence, alternative options for avoiding
or minimizing displacement of people, resettlement and rehabilitation of the Project
Affected Persons (PAPs).

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7.2 Methodology
The guidelines of the Asian Development Bank (1994) and World Bank Directives on
Indigenous Peoples (O.D.4.20) and Involuntary Resettlement (O.D.4.30) broadly formed
the basis of this study. Field investigations were undertaken using a variety of
techniques including socio-economic survey of the selected sample villages within the
2.5 km distance on either side of the ROW. Information was collected through
participatory appraisal, focus group discussions, meeting with Panchayat leaders of the
villages and knowledgeable local persons. Investigations were also carried out to
identify specific land acquisition requirements and likely social impacts foreseen due to
the project, such as loss of land, homes, structure and earning opportunities, besides
issues relating to access to common resources and facilities, loss of standing crops,
orchards etc.
7.3 Socio-Economic Profile
Socio-economic analysis has been confined to the immediate influence area of the
project road. In the Project Influence Area (PIA), the total population of all the PIA
districts along with the states are given in the tables below. Majority of work force in the
PIA is involved in agricultural activities. The principal crops are sugarcane, groundnut,
paddy, mango (Alphanso) and chikoo. Majority of industrial units is small-scale units
scattered along the project road.
Table - 7.1: Demographic Features of UP and the PIA Districts, 2001 Census
1 UP 238566 166.2 131.7 34.5 20.0% 690
2 Varanasi 1550 3.13 1.15 1.98 36.7% 1995
3 Chandauli 2485 1.64 1.5 0.14 8.3% 660
4 All India 3287590 1,028 741.7 285.4 27.8% 313
Table - 7.2: Demographic Features of Bihar and the PIA Districts, 2001 Census

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1 Bihar 94,164 82.9 74.5 8.4 10.47% 880
2 Kaimur 3305 1.29 1.24 0.042 3.2% 382
3 Rohtas 3847 2.44 2.12 0.33 13.33% 635
4 Aurangabad 3363 2.00 1.846 0.154 7.7% 607
5 All India 3287590 1,028 741.7 285.4 27.8% 313
7.4 Social Impact
Social impact assessment was carried out to identify specific land acquisition
requirements, and to foresee the likely impacts, such as loss of land, homes, structure
and income earning opportunities, besides issues relating to access to common
resources and facilities, loss of standing crops, orchards etc.
7.5 Minimisation of Social Impacts
Adequate care has been taken to minimize social impacts. In fact adequate land
acquisition has been made during 4-laning of the project road. At present for this present
work of 6 laning land acquisition requirement is not very significant. In order to further
reduce the land acquisition requirement, adequate care has been taken by providing
retaining walls / toe wall at places of requirement.
7.6 Scope of Land Acquisition
The detailed location wise requirements for land acquisition is indicated in the strip map
prepared and submitted showing the existing features and the proposed facilities of the
Project road.
7.7 Resettlement and Rehabilitation (R&R)
The entire R & R Plan would be executed through National Highways Authority of India
(NHAI) by a competent Project Implementation Unit (PIU), the responsibility of which will
include – planning, implementing and monitoring R & R programmes of the project. The
PIU will have a R&R officer (specially hired for the project) who will be assisted by a

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computer operator for maintaining and continuous updating of R&R database featuring
all relevant information on each individual household and its members required for
implementation of the entitlements. At the project level, the project director and the R&R
officer will be responsible for the co-ordination of all activities relating to the
implementation of the R&R programmes. The project R&R officer should be a
sociologist or anthropologist with post-graduate academic qualifications and extensive
fieldwork experience working with Non-Governmental Organisations (NGOs) and
community organizations.
At district level, a District R&R Committee (DR&RC) headed by the District

Magistrate/Collector will be formed for each district. The convenor of the Committee
shall be the Executive Engineer, Public Works Department (PWD). The other members
of the Committee will include (i) local elected representative/Sarpanch of the
Village/Community Leader, (ii) NGO, (iii) representative of the Departments of Revenue,
Forests and Social Welfare. This Committee will be concerned with land acquisition,
fixation of market rate for the land acquired and the execution of R&R Plan.
Involuntary resettlement being a human problem requires a personal touch and careful
handling of the PAPs. It was, therefore, considered necessary to involve NGOs who
have had experience of working with local people in the filed of rural development and
allied activities and were able to comprehend the feelings of the PAPs and work with
them interactively.
7.8 Monitoring and Evaluation
Monitoring and evaluation will be concurrently undertaken with the implementation of the
Resettlement Action Plan (RAP). The implementing agency will submit the progress
report to NHAI and obtain their guidance. Monitoring would be carried out under the
arrangements of NHAI. The Monitoring Team will be monitoring (a) general local opinion
about the ongoing project activities, (b) perception of the population regarding impact of
rehabilitation, (c) development of communities, (d) roadside amenities prescribed and (e)
relations between the construction team and the local community.

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An immediate evaluation will be done by the implementing agency regarding the

compensation to Entitled Persons (EPs) and progress report will be submitted to NHAI.
The resettlement activities would be evaluated on completion, with baseline data

collected for a further evaluation after one year. This will provide a measure of whether
PAPs have maintained their quality of life.
A separate independent agency would be hired by NHAI to evaluate the efficiency of

RAP first on completion and then again after a year to check whether the PAPs have
been rehabilitated to their original standard of living or better/ worse.
7.9 Conclusion
In sum, there is a unanimous opinion that the project would benefit the people and their
co-operation in its implementation would be forthcoming even though it may entail some
inconvenience.
CHAPTER – 8
PUBLIC CONSULTATIONS
8.1 General
As per the requirements of the project, Para 4.9, Request for Proposal, public
consultations have been conducted at strategic locations in the month of December
2007. The purpose of conducting public consultations was to inform and explain the
features of the project including operational and safety requirements to local people and
to understand their concerns and perceptions with regard to adverse impact on their
requirements, livelihood, social relations, access to various facilities and resources, etc.
8.2 Project road

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The present stretch of National Highway NH-2 considered for six laning starts from
Varanasi (Ch.786.000) and ends at Aurangabad (Ch.978.400). The total length of the
section is 192.4 km between the two places mentioned above. The project road in its
present condition is a four lane divided highway from Ch.786.000 to Ch.978.400 and
service roads at few locations in urban sections. Total length is 192.4 km in which 85.2
km (km 862.100 – km 907.100 & km 938.200 – km 978.400) are concrete pavement and
remaining 107.2 km are flexible (bituminous) pavement. Some of the major villages and
towns along the corridor are Varanasi, Chandauli, Mohania, Kudara, Dehri, Aurangabad.
8.3 Locations of public consultation

Before conducting the public consultations, a reconnaissance survey of the project road
was undertaken to identify strategic locations for public consultations. Keeping the
public needs in view, several consultations were conducted on the project road at some
selected locations, details of which are as under:
 Mohansarai
 Panchpadva
 Chandauli
 UP – Bihar border
 Mohania
 Kudara
 Bhediya
 Rafiganj
8.3.1 Name of the place where public consultation was held –MohanSarai (km 787 on NH-2)
Date – 2nd December, 2007
Participants: Villagers & local road users
Village Libra is located at km 787+000 on NH-2. All residential, commercial and

residential cum commercial structures are very near to the road. Encroachment was not
found.

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Issues discussed -
 There is not enough space on either sides and this should be kept in view while
formulating the widening scheme.
 Keeping in mind the safety measures, some kind of barrier (railing) should be
provided in the built-up area and in the median of the road.
 Drainage facility was not adequate and was demanded to provide especially near the
existing underpass and on the service roads
 Villagers have demanded a footpath along the road.
8.3.2 Name of the place where the consultation was held Panchpadva (km 818+000 on NH-2)
Date – 4th December 2007
Participants – local police, Local people; shopkeeper
Panchpadva is located on NH-2 at km 818+000. It is a small village immediately after the

completion of the varanasi bypass. There is a small junction with cross roads on either
side which leads to 10 -15 small villages.
Issues Discussed –
 Lot of accidents are reported to occur at this particular location due to the people
crossing the highway.
 Closing of the median opening and U-turn and railing/fencing of the built-up area and
both sides of the median is urgently required in order to reduce the number of
accidents.
 Construction of an underpass has been demanded by the villagers so that crossing
becomes easy and safe.

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8.3.3. Name of the place where public consultation was undertaken – Chandauli (Km 826.000
– km 829+000 on NH-2).
Participants – Local residents & local road users
Introduction – Chandauli is a District head quarters and is located along NH -2 at km

826.000 – km 829.000. There is not enough space available for the 6 lanning of the
corridor in this present location.
Issues discussed –
 The participants have requested to provide an additional underpass along with the
existing because there is built-up area on both sides of the road and this provision
would make crossing of the roads easier and also avoid accidents.
 Pucca drainage is required on both sides of the road.
 Footpath along with proper railing/ barrier is also a requisite.
8.3.4 Name of the place where the public consultation was undertaken – Navatpur (km
843.000 on NH-2)
Date – 18th January 2007
Participants – Truck Drivers, local people
Introduction – Navatpur is a village which is present at the border of the two states i.e
Uttar Pradesh and Bihar. Here still the old GT road is being used as the bridge in the
four lane alignment is under construction.
 The trucks are being parked on either side of the road for a stretch of 2 – 3 km,
because of the UP border check post

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 The truck drivers also requested for provision of parking space in this particular
location and also at the Bihar border check post
 The people also suggested to speed up the construction of the bridge which is under
progress
8.3.5 Name of the place where the public consultation was undertaken – Mohania (km
865+500 to km 867.800 on NH-2)
Date – 8th February, 2007
Participants – local residents, road users.
Introduction: Mohania is an urban establishment along the project road NH 2 from km

865+500 to 867.800. There is not enough space available for the 6 laning of the corridor
in this present location.
 The space available will not be sufficient for the widening of the project road to 6
lane.
 There is a temple just beside the existing underpass and was suggested not be
shifted or demolished
 NH-30 meets the project road at km 867+800 and a flyover is demanded in this
location for traffic to move smoothly and safely.
 Underpass and/or overpass should be made available in all the built up areas on the
NH.
8.3.6 Name of the place where the public consultation was undertaken – Kudara (km
889+000 on NH-2)
Date – 9th December, 2007
Participant – local residents, Police & road users

Introduction: Kudara town is situated along NH-2 from km 888+000 to 890+100. There
is not enough space available for the 6 lanning of the corridor in this present location.

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 Lots of accidents are reported to occur in and around the area. This is mainly due to
trucks and vehicles traveling in the wrong direction because of no sufficient gaps in
the median for long distances.
 There must be signboards about the various facilities provided on the project road.
 Underpass and/or overpass should be provided in every built up area so as to avoid
accidents and facilitating the smooth movement of traffic. At the major built up area,
fly over should be constructed.
8.3.7 Name of the place where the public consultation was undertaken – Dehri & Bhediya
Participants –Local people, petrol pump owners, Truck drivers

Introduction: Dehri town is situated on NH-2 from Km 930+000 to km 934+000. This
town is immediately before the son river. The buildings are very near to the project
corridor and there is no space for the widening proposal.
 The embankment is very high and the business people are having lot of problems for
their business because of the same.
 There is no need for the widening as there is not enough traffic and also not enough
space for widening.
 The road portion is incomplete and should be immediately constructed.
 The drainage facilities are very poor and causing lot of problems in the rainy season
and should be improved
8.1.8 Name of the place where the public consultation was undertaken – Rafiganj & Dev
Junction
Chainage – km 973+000, km 974+450 on NH-2

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Participants – Local people & local politicians

Rafiganj & Dev are two religious locations present at km 974.450 & km 973+000
respectively and there will be lot of visitors around the year to this areas and these
places should be properly improved accordingly.
 Dev junction is a place where a road from the project road diverts to the Dev Temple
and recently lot of accidents occurred at this location and an underpass is suggested
at this particular location.
 There is an existing underpass near Rafiganj and is of no use as it is not at the
correct location and an underpass is demanded at exact location (entrance to
sivganj).
 The existing underpass is always having drainage problems and becomes useless
during rainy season because it gets filled with water so proper improvement for
drainage should be done
Along with the above locations, public consultation has been carried at various locations on
the site itself near major junctions, urban establishments, etc and information is gathered
regarding their various requirements like flyovers, service roads, underpasses and all.
And also we have visited all the police stations along the project road to collect the accident
data and the all the accident spots along the corridor to make proper improvements at all the
major accident spots
8.4 Main Findings and Observations
Certain observations as they emerged from various public consultations may be

summarized as follows:

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 The ROW is available for the major part of the project road. But in urban
locations, the Row is not sufficient for the widening to 6 lanes and people may
oppose for the land acquisition.
 Flyovers, underpasses were demanded at major junctions & urban
establishments
 One of the common demands was to provide pucca drainage facility in the built
up area.
 Lot of accidents due to wrong direction travel and this should be minimized by
providing proper cross connectivity.
 Truck lay byes are to be provided along the project corridor for every 30 – 40 km
CHAPTER – 9
TRAFFIC SIGNS, ROAD MARKINGS AND
SAFETY MEASURES
9.1 INTRODUCTION
Safety is the crucial factor for any road design and hence this chapter deals with the
aspects related to road safety for both road users as well as vehicles. The basic
approach is to give adequate warning and guidance to the drivers about the driving

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conditions ahead and to impose certain traffic discipline to avoid probable accidents.
The second feature is to provide barriers in such a way that an errant vehicle is
streamlined on the road, thus avoiding the vehicle to runoff the road. All signs, marking
and safety measures are proposed with reference to IRC codes.
9.2 TRAFFIC SIGNS
9.2.1 Traffic signs inform, guide, and warn the driver about driving environment to be
met ahead. They also provide information about traffic discipline needed to be followed.
Hence, there are three types of traffic signs found on roads.
i) Regulatory / Mandatory signs
ii) Cautionary signs
iii) Informatory signs:
These signs are designed to provide following services to the driver:
- Speed Breaker Ahead sign.
- Warn of the approach to junctions.
- Speed limit restrictions on particular sections, give destination/distance
Information.
9.2.2 Some of the signs will be in the verges mounted on steel posts in the usual manner. On
the approaches to junctions the provision of overhead signs mounted on gantries will be
explored at few locations. This will enable the signs to span the road and allow the driver
on the moderately high-speed road to easily read the sign and take appropriate action.
These overhead gantry signs are recommended as per IRC: 67-2001 in relation to
background colour, text colour and its border, letter size etc. While proposing traffic signs
for project Road IRC: 67-2001 “Code of practice for Road signs (First Revision)” is
referred.
9.2.3 The signs are proposed to be bi-lingual, Hindi and English.
9.2.4 The minimum letter size is 150mm.
9.2.5 It is proposed that all sign use the retro-reflective surface for clarity and visibility.
9.2.6 Kilometer Stones and Marker Posts are proposed at each kilometer as is the practice
on the national highway roads.
9.3 CARRIAGEWAY MARKINGS

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Carriageway markings have been designed primarily to delineate lane positions to

encourage lane discipline and safety, to road users. IRC 35-1997 “Code of practice for
road markings (with paints) (First Revision)” recommends standard specifications for
road markings, which are followed while proposing for the project road. Following types
of carriageway markings are proposed for the project road.
i) Longitudinal markings.
ii) Marking on intersections.
iii) Marking at hazardous locations.
iv) Marking for parking
v) Word messages.
Notable features of the design are:
i) All lanes are marked with broken white lines 100mm wide. Both the white lines
and the studs are very visible in the dark under car/truck headlights.
ii) Continuous yellow lines, 150mm wide and reflecting studs are used to show the
extent of the travelled carriageway.
iii) Continuous white line showing end of hard shoulder.
9.4 SAFETY BARRIERS
9.4.1 Two types of safety barriers have been proposed:

i) Rigid Barriers
 On structures rigid parapets in concrete are proposed, the details of which
are provided in the drawings volume containing the details of structures.
 On median, demountable concrete kerb stones are proposed.
ii) Flexible Barriers
Flexible metal beam crash barriers are proposed at high embankment location
with embankment height >5.0m. However steel railings are proposed for each
junction for 100m on either.

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CHAPTER – 10
CONCLUSION AND RECOMMENDATION
10.1 General
The preceding chapters of this report give detailed discussions on the various aspects of
the study carried out by the consultants for the Feasibility for 6 – laning of NH-2 from
Varanasi – Aurangabad (length- 192.4 Km.) in the state of UP & Bihar under NHDP
phase - V.

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The details of existing road sections, design proposal and recommendations are
summarized in this chapter.
10.2 Existing Road Sections:
The project road form Varanasi – Aurangabad (NH- 2) Km. 786.000 to Km. 978.400 is
192.4 Km. long.
The present project road is 4 lane divided carriageway with service road at few places.
However, in urban areas, for about 23 km, the existing project road is provided with 6
lanes with service road. It is proposed to widen the existing 4 lane into 6 lane divided
carriageway for the complete project road length with service roads at specified location.
However, at 5 congested areas (Mohan saria, Chandauli, Mohania, Kudara and Dehri),
main C/W has ben proposed to retain as 2+2 lanes on either side of median with 2 lane
slip road with concrete pavement having same pavement composition as that of main
C/W.
As indicated earlier, the length of project road is about 192.4 km. in which about 85.2
km (km 862.100 – km 907.100 & km 938.200 – km 978.400) concrete pavement &
remaining 107.2 km bituminous / flexible pavement.
The Project road pavement condition have been surveyed and investigated in detail to
ascertain its structural capacity. It has been observed that the condition of the existing
pavement is fairly good as it is widened few years back only. However at few places
where construction is underway, pavement condition is not very good.
The terrain along the highway is mostly plain. The predominant lands use along the road
is agricultural with ribbon development with a mix of commercial and residential
activities. Many a places, it passes through barren lands.
10.3Proposed up gradation:

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The rehabilitation and upgrading proposals are made based on the findings of the
detailed field investigation results and preliminary design. The proposal mainly covers
widening of the existing 4 lanes divided carriageway to 6 lanes with provision of
additional facilities like service roads, underpasses & over passes at place of
requirements.
However, at 5 congested areas (Mohan saria, Chandauli, Mohania, Kudara and Dehri),
main C/W has been proposed to retain as 2+2 lanes on either side of median with 2 lane
slip road with concrete pavement having same pavement composition as that of main
C/W.
The horizontal geometry of the existing 4 lane highways have been kept intact whereas
the vertical profile have been modified as per existing profile and design speed
requirement.
The design speed of 100 kmph has been considered in general with a minimum of 80
kmph.
Flexible pavement have been proposed for the widened lane adjacent to existing 2 lane
flexible pavement. Similarly concrete pavement have been proposed for the widening of
additional lane adjacent to existing concrete pavement.
The pavement composition for the new construction of additional one lane on each
carriageway was have been considered as under:
 BC – 50mm
 DBM – 160mm
 WMM – 300mm
 GSB – 300mm
 DRAINAGE LAYER – 300mm
 SUB GRADE – 500mm with 7% CBR
The pavement composition for the construction of concrete pavement for additional lane
adjacent to existing concrete pavement are as under:
 PQC = 340 mm
 DLC = 150 mm
 GSB = 150 mm
 Sub grade 500 mm with 7% CBR

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The composition of service road have been considered as under:

 BC – 40mm
 DBM – 90mm
 WMM – 250mm
 GSB – 300mm
 DRAINAGE LAYER – 300mm
 SUB GRADE – 500mm with 7% CBR
The strengthening of existing 4 lanes of flexible pavement C/W has been proposed with
50mm BC over profile correction course as the 4 laning is completed recently.
The exact requirement of overlay after every five years of completion the widening /
Strengthening activities shall be established on the basis actual BBD tests data at that point of
time.
No strengthening have been proposed for the existing concrete pavement portion.
10.4 Recommendation:
From the feasibility study, it is seen that project is technically feasible and economically
viable. Hence it is recommended to implement the 6 – laning of NH- 2 from Varanasi –
Aurangabad.
------------------------

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Consultancy Services for Feasibility of six laning of

varanisi – Aurangabad Section of NH – 2 under NHDP

FINAL FEASIBILITY REPORT Page- 1 of 214

1.2 PROJECT ROAD

Fig - 1.1: Location Map

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1.3 OBJECTIVE OF CONSULTANCY SERVICES

1.4 SCOPE OF WORK

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14. Preparation of cost estimate for DBFO model.

1.5 PRESENTATION OF THIS REPORT

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The primary purpose of socio – economic analysis is to provide an overview of the

2.2 Delineation of Influence Area

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2.3 Demographic Features

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2.4 Employment Pattern

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The distribution of main workforce by board economic activities of Uttar Pradesh is

The distribution of main workforce by board economic activities of Bihar is shown in

FINAL FEASIBILITY REPORT Page- 8 of 214

Table - 2.1: Classification of Workers in UP & Bihar

Bihar 6441880 438320 4860 1139690 1067760 3747470

India 168101220 13245693 2097826 16786835 34427855 101543011

2.5 State of the Economy

2.5.1 Macro Economy

The composition of NSDP at constant prices by industry of origin (economic sub-

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The composition of NSDP at constant prices by industry of origin (economic sub-

FINAL FEASIBILITY REPORT Page- 10 of 214

2.5.2 Economic Sectors

i) Land Use Pattern

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iii) Cropping Pattern and Production

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2.5.2.3 Mineral Resources

Steatite 945 tones

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2.6 Economic Perspective

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Table - 2.2 : NSDP Projected Growth Rates.

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Table - 2.4(a): Population and Workers Details of UP

State Total Total Main Marginal Work

Table - 2.4(b): Population and Workers Details of Bihar

FINAL FEASIBILITY REPORT Page- 16 of 214

State Total Total Main Marginal Work

Table - 2.5: Classification of Main Workers by Broad and Economic Activities

State Cultivators Agriculture Manufacturing Others

Bihar 8,193,621 13,417,744 1,100,424 5,262,817

India 127,312,851 106,775,330 16,956,942 151,189,601

Source : Census of India 2001, basic population data

Table - 2.6: Net State Domestic Product

At Current At At Current At At Current At Constant

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Net State 42160 42160 47972 47972 46732 46732

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Land use Uttar Pradesh % Bihar %

Table - 2.9(a): Area irrigated by different sources in UP

SOURCE AREA (ha)

Table - 2.9(b): Area irrigated by different sources in Bihar

Table - 2.10(a): Agriculture Cropped Area, Production and Yield in UP

FINAL FEASIBILITY REPORT Page- 19 of 214