Guidelines, Methodology & Qap To Carryout DPR of Highway Projects

HIGHWAY
MANUAL
GUIDELINES, METHODOLOGY & QAP TO CARRYOUT
DPR OF HIGHWAY PROJECTS
DOCUMENT NO: SAI-HM-001 Rev02

ISSUE DATE : 11/08/09
Executive Director & COO___________________
Management Representative
Management Representative
Controlled Copy No. HO/SERVER/ISO DOCUMENTS/HM
SAI Consulting Engineers Pvt Ltd

SAI House, Satyam Corporate Square, B/H Rajpath Club, Bodekdev,
Ahmedabad-380059, Gujarat, India. Ph. No. 079-66142600/2700, Fax No. 079-
-
66142800,web site: www.saiindia.com ,Email: mail@saiindia.com
Table of Contents
1.0 Methodology 1
1.1 General 1
1.2 Collection and Review of Data 1
1.3 Traffic Surveys 2
1.3.1 Analysis of collected data 6
1.4 Inventory and Condition Surveys 7
1.5 Intersection Inventory Surveys 7
1.6 Inventory and Condition Survey of Cross-drainage Structures 8
1.7 Environmental Evaluation 9
1.7.1 Definition of the Study Area 9
1.7.2 Data Collection 9
1.7.3 Review of Design Concepts 10
1.8 Resettlement Action Plan (RAP) 13
1.9 Engineering Surveys and Investigations 14
1.9.1 Topographic Surveys 14
1.9.2 Hydraulic and Hydrological Studies 22
1.9.3 Assessment of Load Carrying Capacity or Rating of Existing Bridges22
1.9.4 Geological Investigations 22
1.9.5 Identification & Evaluation of Construction Materials & Sources 23
1.9.6 Sub-grade Characteristics and Strength 23
1.9.7 Pavement Condition Survey 24
1.9.8 Pavement Strength Evaluation 24
1.9.9 Pavement Roughness Survey 25
1.10 Design of Highway Pavement 25
1.10.1 Design Standards 25
1.10.2 Geometric Designs 26
1.10.3 Pavement Design 26
1.10.4 Design of High Embankments 26
1.10.5 Design of Intersection Layouts and Grade Separators 26
1.10.6 Design of Ancillary Road Works and Service Roads 27
1.10.7 Rest areas, Wayside Facilities and Weighing Stations 27
1.10.8 Road Furniture, Appurtenances and Landscaping 28
1.10.9 Surplus Land Development 28
1.11 Design of Bridges and Drainage Structures 28
1.12 Road Drainage 29
1.13 Cost Estimates, Economic and Financial Analysis 29
1.13.1 Preparation of BOQ and Cost Estimates 29
1.13.2 Economic Analysis 30
1.13.3 Financial Analysis 32
1.14 Road Safety Audit 34
2.0 Quality Planning ..................................................................................................... 35

2.1 Topographic Survey .................................................................................... 35
2.1.1 General .......................................................................................... 35
2.1.2 Reconnaissance Survey ................................................................ 35
2.1.3 Setting out Works .......................................................................... 35
2.1.4 Horizontal Control Grid .................................................................. 35
2.1.5 Bench Mark (BM) ........................................................................... 36
2.1.6 Accuracy / Tolerance ..................................................................... 37
2.1.7 Field Activities ................................................................................ 38
.......................................................................................................
2.1.8 Survey Instruments ........................................................................ 40
.......................................................................................................
2.1.9 Safety at Work Site ....................................................................... 40
2.1.10 Alignment Design ........................................................................... 41
2.1.11 Staking of Final Centre Line ......................................................... 41
2.2 Geotechnical Investigation and Sub-soil Exploration ................................. 44
....................................................................................................................
2.2.1 General .......................................................................................... 44
2.2.2 Programme and Methodology ....................................................... 44
2.2.3 Pavement Structural Strength........................................................ 47
.......................................................................................................
2.2.4 Subgrade Characteristics and Strength ......................................... 47
2.2.5 Field Dry Density and Field Moisture Content Test ....................... 47
2.2.6 Dynamic Cone Penetrometer Test ................................................ 47
2.2.7 Material Investigation ..................................................................... 48
2.3 Design of Bridges, CD works and other Structures .................................... 49
2.3.1 Data Collection............................................................................... 49
2.3.2 Inventory and Condition Survey of Bridges and Cross-Drainage
Structures Design of Structures 49
2.3.3 Design of Structures ...................................................................... 50
.......................................................................................................
2.4 Traffic Surveys ............................................................................................ 51
....................................................................................................................
2.4.1 Data Management ........................................................................ 51
2.4.1.1 Traffic Survey Formats .................................................... 51
2.4.1.2 Accuracy in Collection of data ......................................... 52
2.4.1.3 Verification of Collected Data .......................................... 52
2.4.1.4 Documentation ................................................................ 52
2.4.1.5 Data Checking after computer entry ............................... 52
2.4.2 Manpower Management ................................................................ 52
2.4.2.1 Assessment of Manpower ............................................... 52
2.4.2.2 Qualifications of Enumerators ......................................... 53
2.4.2.3 Training to Enumerators.................................................. 53
2.4.2.4 Limiting Maximum Working Hours for Enumerators ....... 53
2.4.2.5 Relievers to enumerators ............................................... 53
2.4.2.6 Incentives ........................................................................ 53
2.4.3 Safety Parameters ........................................................................ 53
.......................................................................................................
2.4.3.1 Safety and Security during Surveys ................................ 53
2.4.3.2 Assistance of Traffic Police ............................................. 54
2.4.4 Zoning System ............................................................................... 54

2.4.4.1 Impact of Urban Traffic.................................................... 54
2.4.4.2 Appropriate Zoning System for O-D surveys .................. 54
2.4.4.3 Appropriate Sample Size ............................................... 55
2.4.5 Quality Assurance During Speed and Delay Survey ..................... 55
2.4.6 Verification with Past Trend ........................................................... 55
2.5 Environmental and R&R Assessment......................................................... 55
2.5.1 General .......................................................................................... 55
2.5.2 Initial Screening ............................................................................. 56
2.5.3 Impact Assessment ....................................................................... 58
2.5.4 Environmental Mitigation Plan ....................................................... 59
2.5.5 Preparation of Resettlement Action Plan ..................................... 59
2.5.6 .......................................................................................................
2.6 Economics and Project Finance ................................................................. 59
2.6.1 General ......................................................................................... 59
2.6.2 Quality System ............................................................................... 59
2.6.2.1 Economic Analysis .......................................................... 59
2.6.2.2 Financial Analysis ........................................................... 60
2.7 Design, Drawing and Documentation ......................................................... 62
2.7.1 General .......................................................................................... 62
2.7.2 Project Planning ............................................................................. 62
2.7.3 Inter-Discipline Frame Work ......................................................... 62
2.7.3.1 Organization .................................................................... 62
2.7.3.2 Technical Interfaces ........................................................ 64
2.7.3.3 Co-ordination Meetings ................................................... 64
2.7.4 Design Executions ......................................................................... 64
2.7.4.1 Preparation and Approval of Design ............................... 64
2.7.4.2 Checking of Field Survey Data ....................................... 65
2.7.4.3 Forest and Pollution Clearance ....................................... 67
2.7.5 Design Activities............................................................................. 67
2.7.5.1 Design Basis Report of Development of Design ............ 67
2.7.6 Drawings ........................................................................................ 72

2.7.6.1 Approval .......................................................................... 78
2.8 Preparation, Checking, approval and Audit of Project Report .................... 78
2.8.1 General .......................................................................................... 78
2.8.2 Procedure ...................................................................................... 78
2.8.2.1 Review, Verification and Audit ........................................ 78
2.8.2.2 Final Inception ................................................................. 79
2.8.2.3 Client Approval ................................................................ 80
2.8.3 Updating of Master List(s) Status .................................................. 80
2.9 Preparation of Land Acquisition Schedule .................................................. 80
2.9.1.1 General .......................................................................... 80
2.9.1.2 Procedure ........................................................................ 80
2.9.1.3 Preparation of Master List of Revenue Records ............. 80
2.9.1.4 Land Acquisition Report .................................................. 80
2.9.1.5 Audit and Verification ...................................................... 81
2.10 Identification and Traceability of Project Documents.................................. 82
....................................................................................................................
2.10.1 Introduction .................................................................................... 82
2.10.2 Identification System ...................................................................... 82
2.10.3 Filing system .................................................................................. 83
2.10.3.1 Field Data ........................................................................ 83
2.10.3.2 Design/Cost Calculations ................................................ 83
2.10.3.3 Drawings ......................................................................... 83
Highway manual Page - 1
1.0 Methodology
1.1 General
Highway related Detailed Project Report (DPR) tasks are generally to be carried out in the
following phases:
Stage I: Inception Report;
Stage II. Feasibility Report;
Stage III: Preliminary Project Report (PPR); and
Stage IV: Detailed Project Report (DPR)
The attached diagrams show the break down of tasks to be performed in stage-1 of the
assignment. Each stage is subject to safety audit before proceeding to next stage.
STAGE 1 - INCEPTION REPORT
Mobilization
Review of Past Data & Document

• Topo Study
• Satellite Imageries Quality Assurance Plan
• Traffic Census
Quality Assurance Plan
Need of Bypass Reconnaissance Survey
Review of Methodology & Work Plan

• Draft Design Standards
• Traffic Survey Plan
• Topographic Survey
• Material Survey
• Hydraulic Study`
Inception Report
1.2 Collection and Review of Data
All available information relating to all possible existing road linkages within project influence
area, registered vehicular growth, circulation pattern of vehicles on the existing road network
and surrounding region, likely future developments in the project influence area are to be
collected and collated. This information is to use either directly or after verification and
supplementation.
The data and information collected for the studies is broadly classified as follows:
Information on existing transportation system in the project influence area;
Name of Project SAI Consulting Engineers Pvt.Ltd

Long-term traffic data on existing road network ;

Economic data and socio-economic parameters of the State/s and the project influence
area including demographic data;
Design standards, design / as-built drawings, traffic survey data and traffic projections,
socio-economic and environmental data from earlier relevant studies in the vicinity;
Various types of systematic data (meteorological, hydraulic, hydrological, geological,
environmental, land use, rehabilitation etc.);
Type and location of utility services etc.;
Proposed development plans in the influence area including industries, fisheries,
horticulture, tourism etc;
Maps/topographical sheets of the Survey of India and satellite imageries;
Available gauge / discharge data of rivers, major streams at bridge sites within the
project influence area;
Available data on geotechnical investigations at the major / minor bridge and high
embankment locations in the vicinity of the alignment;
Available design calculations for discharge, scour, hydrological and hydraulic data at the
existing sites;
Vehicle loading behavior;
Data on construction materials including location of borrow areas, quarries within the
project influence area, and field test data on soils and materials available from past
studies / activities, etc;
Design and drawings of existing bridges, ROBs, Cross Drainage Works in the vicinity of
project site;
Development proposals for the railway network, if any, affecting the project influence
area; and
Details of underground utilities.
1.3 Traffic Surveys
The traffic survey locations for traffic studies are to be determined after a detailed
reconnaissance survey. Some of the locations selected may be the same as intimated by
concerned government department for their traffic census. Traffic surveys are to
conducted as per the guidelines contained in IRC: 108 – 1996, IRC: SP 19 – 2001, IRC
SP: 41 – 1994, IRC: 102 – 1988 and IRC: 09 – 1972 and as per requirement of TOR. All
surveys will be conducted to meet the requirements of TOR and / or CONTRACT
AGREEMENT. In case of ambiguity between IRC codes and TOR, provision of TOR will
be strictly followed. Duration and frequency of traffic surveys will be as per the TOR.

a) Classified Traffic Volume Count

The classified traffic volume count is to be conducted for seven days for 24 hours
in both directions at selected locations. The selected locations of such counts are
given in the following Table. The vehicle classification system adopted for the
study is as follows:
Table : Classification of Traffic
Motorized Traffic Non- Motorized Traffic
2 Wheeler Cycle
3 Wheeler Cycle Rickshaw
Car/Taxi/Jeep/ Van Bullock Cart
Mini Bus/Metador Horse

Standard Bus Handcart
Light Commercial Vehicle (LCV)
2-AxleTruck
Multi-Axle Truck
Artic/Semi Artic. Truck
Agri. Tractor-With Trailor
Agri. Tractor-Without Trailor
Construction Equipments
The traffic count is to be conducted manually by the trained enumerators in three

8-hour shifts (in some cases two 12-hour shifts) on each day. The traffic count
data is to be recorded at 15-minute intervals. The field data format (SAI-QF-04HW
Rev00) used for recording the classified traffic count is attached at annexure.
b) Origin – Destination (O-D) Survey

The Origin – Destination survey is to be carried out to study the travel pattern of
goods and passenger traffic along the study corridor. The field data format (SAI-
QF-05HW Rev00 and SAI-QF-06HW Rev00) used for recording the O-D Survey
for goods vehicles and O-D Survey for passenger vehicles is attached at
annexure. The O-D survey is to be carried out for one day at the selected
locations.
Roadside interview method is to be adopted for conducting the O-D survey. The
vehicles are to be stopped on random sample basis with the help of traffic police.
Appropriate bays for interview are to be prepared using traffic cones. Trained
enumerators interview the drivers. Appropriate coding is to be adopted for zones
and type of vehicle / commodity being transported. The pertinent information on

travel characteristics including the following is to be collected during the

interviews:
- Origin and destination of trips;
- Trip length;
- Trip purpose;
- Trip time;
- Number of passengers;
- Commodity type and pay load; and
- Frequency of trips.
c) Speed and Delay Survey

The speed and delay survey is to be conducted using the ‘Moving Car Observer
Method’. The survey is to be conducted to establish the journey speed and
running speed of traffic stream. The study corridor is to be divided into one
kilometre segments for detailed collection of data. Following information is to be
collected:
i. Number of vehicles from opposite direction of test car;(SAI-QF-09HW Rev00)
ii. Number of vehicles overtaken by test car;(SAI-QF-10HW Rev00)
iii. Number of vehicles overtaking the test car;(SAI-QF-11HW Rev00)
iv. Amount of delay occurred on the road; and
Reasons for the delay.(SAI-QF-12HW Rev00)
Alternatively, the speed & delay study can be carried out at different control points
by using the above Forms which is shown in the annexure. This method is to be
used when the highway is to be investigated is a divided highway.
d) Turning Movement Count Survey

The objective of the Turning Movement Survey is to obtain information on
direction - wise movement of the traffic at selected/ all intersections. The survey is
to be conducted for 12 hours covering morning and evening peak hours. These
surveys are to be conducted by manual counting by trained enumerators and
recorded in form (SAI-QF-13HW Rev00). The peak hourly directional movement is
to be used to plan the improvement schemes as at grade / grade separated /
signals and for design of intersections.
e) Willingness to Pay (WTP) Survey

The objective of willingness to pay survey is to collect the user’s opinion on
imposition of toll and their acceptability to pay toll to travel on the improved facility.
This survey are generally to be conducted on the same locations where the O-D
surveys are to held. The other preferred locations are near road side amenities
like dhabas, restaurants, fuel stations and repair shops along the study corridor. In

this survey the users are to be asked to state the level of acceptance for various
toll rates and their views on possible reduction in trips due to imposition of toll. The
collected data is used for identifying the willingness to pay and establishing of
optimum toll rates for various road users. The scenarios in the questionnaire
represented the current speed, Vehicle operating costs and travel time levels with
no improvement / widening and with improvement / widening. All collected data
shall be filled in form (SAI-QF-14HW Rev00). The findings of these surveys are to
be compared to the user fees being collected on other projects in the country.
f) Pedestrian Cross Traffic Counts

This kind of surveys is essential to identify the type of facilities for pedestrian
movement in the form of pedestrian subways / foot over bridges etc. To design
these facilities it is essential to assess pedestrian traffic. Trained enumerators will
conduct manual counts for the pedestrian movement. This survey is conducted for
16 hours in two shifts covering the morning and evening peak periods. All
Collected data shall be filled in form (SAI-QF-15HW Rev00).
g) Animal Crossing Counts

Movement of cattle at the vicinity of National Highway is not only a hindrance to
traffic movement but also leads to accidents. Therefore, if movement of animals is
substantial, appropriate arrangements are essential for their movement so as to
improve the traffic safety. During reconnaissance survey, locations are to be
identified to conduct the animal counts in order to ascertain the quantum of animal
crossings the road.
h) Survey for Truck Terminals

The requirement of Truck parking complex/ rest area/ truck terminal is assessed
through this survey. The data from O-D survey and speed- delay are
supplemented to correctly judge the requirement. Sample interviews are to be
conducted with the truck drivers / operators regarding:
i. Purpose of parking;
ii. Arrival time;
iii. Departure time;
iv. Duration of parking;
v. Frequency of parking; and
vi. Type of commodity being carried etc.
vii. Facilities required / available
viii. Land availability
ix. Services (water, electricity, maintenance, spares etc) availability and need

All collected data shall be filled in form (SAI-QF-17HW Rev00). The above data is
to be used to estimate the parking demand which will be used for designing the
facilities for Truck Terminals.
i) Parking Survey for Light vehicles

Parking survey is to be conducted to assess parking demand for various light
vehicles viz. cars/ taxi/ auto rickshaw. All records shall be recorded in form (SAI-
QF-18HW Rev00). The roadside interview method type parking survey along with
cordon count survey is to be undertaken. The information in terms of, the existing
facilities, the additional parking requirements, parking demand at different prices is
to be collected. All Records of Cordon count survey shall be filled in format(SAI-
QF-19HW Rev00).
j) Way-side Amenities Survey

In order to assess the existing way-side amenities along each side of the project
corridor an inventory survey is to be carried out. Information regarding location,
type, level of quality, size and available parking spaces is to be collected. Besides,
the additional ancillary facilities at various locations are to be recorded. The
collected information supplemented with traffic projections is to used to show
supply and demand curve in terms of existing facilities for eateries, dormitories,
medical aids centres, repair shops, petrol pumps etc. All collected data shall be
filled in form SAI-QF-20HW Rev00.
k) Gate Closure Surveys for ROBs

The survey for accumulation of vehicles, time of closure of railway crossing and
number of trains passing during closure is to be conducted to assess how many
vehicles of different class have to wait at different level crossings. The waiting time
of vehicles is also assessed. This data is useful for feasibility of Railway Over
Bridges. All collected data shall be filled in format SAI-QF-21HW Rev00.
1.3.1 Analysis of Collected Data
The above collected data is to be analyzed and traffic surveys and analysis report is to be
prepared depicting the following information:
Average Daily Traffic (ADT) at each survey location

Traffic Composition
Directional Distribution
Hourly variation of traffic at peak hour assessment
Daily/seasonal variations

Annual Average Daily Traffic (AADT)

Homogeneous Traffic section
Zoning system for commodity movement
Origin- Destination matrix
Trip purpose and Travel pattern among zones
Commodity Analysis
Load Analysis
Bypassable Traffic
Vehicle loading behaviour and VDF
Requirement of junction improvement
Lane Capacity assessment
Requirement of Parking Facility
Requirement of sub-ways/ underpass/ cattle pass
Requirement of RoB
Improvements to fatal zones
Traffic Demand Forecasting
Estimation of Generated and Diverted Traffic
Traffic volume projections on homogeneous sections
Lane Requirements
Acceptable Toll rates
Preferred Tolling Locations
1.4 Inventory and Condition Surveys
The condition of the various stretches of the identified road linkages is visually inspected
with a view to broadly classify the road conditions and to prepare a suitable road inventory.
The data is to be collected by field investigation to cover the following aspects:
- Terrain (flat, rolling etc.);

- Adjoining land use (agricultural, commercial, forest, residential etc.);
- Carriageway ( width, surfacing type);
- Shoulder (width, composition, condition);
- Sub grade / local soil type;
- Road geometry (horizontal and vertical alignment / works);
- Location of water bodies;
- Embankment (height and condition) / Cut sections with slope stability
- Congested Traffic Section;
- Land width (ROW);

- Temporary or permanent structures within ROW;

- Bridges, ROBs, Culverts and other structures;
- Roadside arboriculture;
- Existing utility within ROW;
- General drainage condition.
The data is collected in sufficient detail and presented in tabular and graphical forms,
using an Excel spread sheet.
1.5 Intersection Inventory Survey
Following details regarding the Intersections are to be collected:
- Name of Intersection;
- Location of Intersection;
- Type of Intersection i.e. ‘T’ or ‘+’ etc. ;
- Category of arms i.e. NH / SH / MDR / ODR , width and ROW;
- Traffic guidance system at intersection; and
- Cross road(s) connection and its alternative access
- Any development around intersection.
- Land and open space availability for improvement / widening
1.6 Inventory and Condition Survey of Cross-drainage Structures
The inventory for bridges and ROB is prepared. It includes the parameters as per IRC-SP:
35 - 1990 “Guidelines for Inspection and Maintenance of Bridges”. Also, IRC SP:19-2001
“Manual for survey, investigation and preparation of Road Projects will be used.
The focus of the study is on the following factors:

- Geometric aspects, including bridge widths and whether the existing structure can be
economically incorporated into the new road geometry;
- The capability of the bridge to meet the proposed design standards for traffic loading;
- Approach road conditions;
- Waterway conditions;
- Future maintenance costs; and
- Ease of maintenance.
- Age and design life
- State of deterioration
- Flood levels and frequencies.

Inventories are prepared to record the conditions of each major / minor bridge or cross-
drainage structure within the identified sections.
The site inspection of bridges / culverts is done and the features such as type of
structures, span / diameter, width of carriageway, type of substructure, and superstructure
adequacy of waterway collected through dimensional measurement and local inquiries.
Visual observations carried out during the condition survey are mainly to find out the
distresses. In addition to the superstructures, the masonry/concrete substructures are
inspected to locate cracks and loose mortar in joints, especially for pier and abutments.
The wing walls and the return walls will be inspected to locate any separation of these
from the abutment. Any unusual differential settlement, which gives rise to cracks in the
return or wing wall, to be inspected thoroughly.
For any distress observed, the extent or the magnitude plays a vital role and consequently
the extent of the distress needs to be noticed. Thus evaluation of the distress is of
paramount importance. In order to evaluate the distress in the form of a visible entity, it is
necessary to know the reasons or causes of the identified distresses, which is required to
be briefly elucidated.
Certain data such as type of foundation, year of construction, design loading etc. which
can not be obtained by site inspection, is collected from the concerned departments. After
carrying out the initial condition survey, an assessment of the structures is made based on
the findings of condition survey.
1.7 Environmental Evaluation
This section provides an overview of the methodology employed to conduct the

environmental impact assessment and screening for the study area.
1.7.1 Definition of the Study Area
Consistent with commonly accepted international standards, the environmental and social
screening assessment is conducted considering potential impacts on physical, biological,
social / economic and cultural resources within approximately 50 m on each side of the
road. The 50m study area is considered adequate for the assessment of most physical
and social effects arising from project development. However, it is also recognized that a
number of potential (positive and negative) impacts could also have effects beyond this
boundary, such as effects on road linkages, employment and community. These are also
to be considered in the screening assessment.

1.7.2 Data Collection
Data is collected from a variety of sources, including published data and topographical
mapping, unpublished information obtained from government agencies, information
obtained from the total station survey of the proposed alignment and field reconnaissance.
During the course of the study following Acts, Guidelines and Notifications are consulted:
Environmental (Protection) Act (1986),
Guidelines for Rail/Road/Highways Projects, Ministry of Environment & Forests,
Government of India (1981)
Water (Prevention and Control of Pollution) Act 1974, amended in 1978 & 1988,
Forest (Conservation ) Act 1980, amended in 1988,
Air (Prevention and Control of Pollution ) Act 1981, amended in 1988,
Wildelife (Protection Act), 1972
Noise (Control & Regulations) Rules, 2000
Indian Road Congress Publication IRC:104:1988
Notification on EIA of 10th April 1997 of Ministry of Environment & Forests
World Bank source book on Environmental Assessment (1995),
World Bank Operational Policy 4.01 (1999) and
World Bank Technical Document No 376 on Roads and Environment (1997)
Environmental Assessment Requirements of the Asian Development Bank(1998)
Environmental Guidelines for Selected Infrastructure Projects of Asian
Development Bank(1993)
1.7.3 Review of Design Concepts
Initial alignment concepts are to be reviewed on 1:50,000 scale base maps for the
following impacts
Project Pre- Construction Phase Operation

Activity Construction Phase
Component Land Site Earth Contractor Quarries Construction Asphalt Operation
affected acquisition clearance moving camps areas of highway crusher
(borrow plants
pits)
Soil Loss of Loss of Loss of Increase in Soil pollution Pollution Soil
productive crops, and top soil erosion, due to contaminatio
agricultural increase in and siltation spills n due to
land soil erosion erosion and slope surface
instability runoff

Project Pre- Construction Phase Operation

Activity Construction Phase
Ground Water Exploitation of Maintenance
water extraction water for of trees /
for drinking construction shrubs
Surface Change in Water Water Water Change in Water Degradation
water water quality logging pollution logging water quality pollution due to spill -
and siltation and from problems due to overs and
mosquito sanitary spill into road run off
breeding and other water
wastes bodies
Drainage Change in Change in Modificatio Interference Cleaning &
natural drainage n in with natural Maintenance
drainage pattern Natural drainage,
pattern drainage Water logging
Air quality Increase in Particulate Atmospheri Dust Dust pollution SPM, Increase in
air pollution matter c Pollution pollution SO2 SPM, NOx,
pollution due to fuel CO
burning
Noise Reduced Increase Vibration Vibrators, concrete Increa Increase in
quality buffering of in noise from batching plants se in noise levels
noise levels blasting noise etc. noise due to
due to operations increased
machinery traffic
Forest Habitat loss, Loss of Encroachm Loss of Loss of Forest
and forest ent into habitat/
vegetation forest cover
Areas
Trees Tree cutting Loss of trees Loss of Cutting of Tree Loss of Trees
clearance trees trees cutting
Temples / Clearance Removal /
Mosques rehabilitation
Each parameter is evaluated from the scales given in annexure III and an evaluation
matrix is prepared as under.
Proposed Potential Impact Nature of Potential Rating of Impact

Activity Impact
Beneficial or Direct or Significance Magnitude
adverse indirect of impact of impact
Construction of Demand / Supply
road and Road
Bypasses Infrastructure
Employment
Raw Materials Stone
Consumption

Proposed Potential Impact Nature of Potential Rating of Impact

Activity Impact
Beneficial or Direct or Significance Magnitude
adverse indirect of impact of impact
Fuel National reserves
Consumption
Water Natural resources
consumption Ground Water
Transportation Ambient noise
of materials Public health and
safety
Atmospheric Ambient air quality
emission Ambient odour
Waste water Land/Water
discharge
Solid Waste Ground water
disposal Soil quality
Noise Ambient noise
generation
Storage and Public health and
handling / of safety
hazardous
material
Construction Land
spoils disposal Water
Note: (Impact) High – Irreversible; Medium – Mitigated through measures; Low – Mitigation
required
In order to assess the environmental quality each environmental component is assigned

the weight through Delphi technique or other technique available for a particular
assignment. In this, a questionnaire is communicated to a selected group of 20 experts in
Transport and Environment, to assign the relative weight out of 1000. The weighted
average of these environmental components is produced in Table. The environmental
quality is calculated from Environment Quality Curves (EQC) attached in Annexure III
based on impacts.
S.No. Value Ecosystem Component Weight (W)
1. Soils ( 180)
- Productivity 70
- Erosion 60
- Bank stability 50

S.No. Value Ecosystem Component Weight (W)

2. Water Resources (240)
- Water pollution 160
- Drainage 80
3. Atmospheric pollution (160)
- Air pollution 80
- Noise pollution 80
4. Ecology (300)
- Forests 100
- Trees 200
5. Human Interest (120)
- Monuments/Temples 120
Total 1000
1.8 Resettlement Action Plan (RAP)
Guidelines for TOR will govern this activity. The report is prepared conforming to the
guidelines of the Government of India and Asian Development Bank (ADB) as
appropriated separately for each construction package.
For preparation of RAP, elaborate formats are adopted. Three steps strategy is followed:
To collect primary and secondary source analysis, a descriptive analysis is followed to

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

livelihood and other support system of communities as far as possible. Also, identification
of such settlements will help in further conducting full socio-economic and census surveys
and preparing Resettlement Action Plan.
To undertake the preliminary evaluation of highway, personal field visits are to be made all
along the road to ascertain various categories of land uses, properties and economic
activities operating in the stipulated ROW. On both sides of the road, all structures are
counted, their type of use is ascertained, critical sites are identified and mitigation
measures are suggested.
To consult affected public and to count the likely losses, several site visits are to be
performed and positive consultation process is adopted to obtain the views and possible
solutions from the local people, NGOs, and other government officials. Consultation
process is also followed separately with related state and district level officials for
acquainting them about the project and for their possible cooperation in its operation and
execution of Resettlement Action Plan. A reconnaissance survey is undertaken to
ascertain the aspects of the social structure, religious and cultural composition,
occupational pattern, vulnerability of the people, which can not be ascertained through the
secondary sources of data. The sample selection is not scientific but care is to be taken
while selecting people for survey so that the real situation of the area can be ascertained.
Maximum effort is to be made to correctly address the public needs by organizing public
meetings, door-to-door survey and imparting awareness about the proposed development
work. The entire procedure, including draft resettlement plan, is to be made transparent as
far as possible.
The selection of alternative alignment is critical in view of the technical feasibility,

environmental acceptability and social adaptability. The parameters / attributes adopted /
followed are summarised in Table.
Technical / Engineering Environmental Social

Existing Land Width Number of trees Settlements
Location of Major / minor bridge Location of ponds Religious
places
Road Geometry Low lying areas Industrial
Location of OFC cable Air/ Noise quality R&R problems
Water/ sewer/ electrical Congestion
facilities

1.9 Engineering Surveys and Investigations
1.9.1 Topographic Surveys
Reconnaissance Survey
A reconnaissance survey is to be undertaken after a table study of all maps of the project
area, published by Survey of India at scale of 1:50,000 and satellite imagery obtained from
National Remote Sensing Agency at scale of 1:50,000. Other useful inputs viz. information
on natural resources, geology, geomorphology, land use, soil status, drainage pattern,
forest etc. has been derived form the imageries. Reconnaissance survey is carried out as
per Appendix - 3 of IRC: SP19-2001.
Horizontal Control Grid

The horizontal control grid is fixed using Differential Global Positioning System (DGPS)
with two Trimble make geo-receivers at every 5 km on a pair of control stations with an
accuracy of + 2 cm in northings and eastings, and + 5 mm in elevation . These are called
as Primary Control Stations.
Selection of Primary Control Points and Observations is to be carefully planned as under:
These are located on the edge of the proposed right of way (ROW) at inter-visible
locations at every 5 km.
These are, as far as possible, on either side of 5 km stone so that it can be identified
easily in the field and an arrow painted on the existing road indicating their location.
The stations selected are free from obstruction towards sky at an angle of 15° with
horizontal plane.
The stations are to be established on punch mark and cross lines on plate embedded
in RCC (M15) pillar of size 15 cm x 15 cm x 45 cm embedded in concrete M10 (5 cm
all around) up to a depth of 30 cm and the balance 15 cm above the ground is to be
painted yellow.
For fixing the Primary Control Stations using DGPS, the time of observations at Base
Station is to be minimum 30 minutes and at Reference Stations minimum 20 minutes
or longer if instrument signal does not indicate sufficient data received, to eliminate the
possible projection and time errors in the signals received from various satellites being
observed at respective locations and in order to ensure high accuracy in the
positioning of control stations within + 20 mm.
A minimum of 6 satellites are to be available during observation to ensure high
accuracy.

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

These are located, as far as possible, along the proposed right of way (ROW) boundaries
at specified interval of 250 m with BM No. marked on it with red paint.
Temporary Bench Mark pillars are of size 15 cm x 15 cm x 45 cm cast in RCC M15

with a nail fixed in the centre of the top surface and embedded in concrete M10 (5cm
all around) upto a depth of 30 cm and the balance 15 cm above ground to be painted
yellow.
An arrow indicating the location of the BM to be painted on the road with the
permanent yellow paint.
The Temporary Bench Marks are established using high accuracy Digital Level and Bar
coded staff by way of double run levelling in small circuits of 3 km length ensuring an
accuracy in the order of 6 √k mm, where ‘k’ is the distance in kilometres between two
Temporary Bench Marks available in the project area, and error, if any, within permissible
limits is distributed in rational manner to establish the accurate and effective vertical
control grid.
The topographic survey is to be extended up to the proposed Right of Way (ROW).

Wherever necessary, the survey corridor width is further increased to accommodate
situations arising out of encroachments and any other contingencies. The survey area at the
locations of intersections covers a minimum of 500 m on either side of the centerline, and is
of sufficient width to accommodate improvement measures.
Approach to Topographic survey
a) Existing Road
In one string, points are to be taken in exact sequence, in one direction only for the
complete section of the project road. All survey teams will follow the same direction.

Following features are to be incorporated in the survey:

Centre line of carriageway (code: CC**);
Edge of carriageway (code: CE**);
Paved shoulder (code: SS**); and
Edge of earthen/gravel shoulder (code: ES**)
b) Topography
Embankments (code: EB** for bottom and ER** for top)
Embankment is located opposite the chalk marks and any change of direction or
grade where they run parallel to the road.
When embankments are not parallel to the road, readings at every 25 m or
change of direction or grade were recorded.
While following an embankment that changes direction often the Top and Bottom
readings are recorded next to each other to avoid the lines overlapping.
Canal (code CA**)

Canal strings runs along the top of the Canal bank.
The location of the strings is same as for Top of Banks.
The strings are not to cross the Bridge readings.
Natural Surface Points (code: PSPL)

These points are located every 25 m or to show low or high points.
Natural surface points are not used to show changes of grade instead of a string.
Edge of Water/Pond (code: WP**)

Readings to be taken at edge of water to show outline.
Readings to be taken in proper sequence, beginning from start to end point.
Edge Ditch/Borrow Pit (code: D***)

Readings have to be taken at the edge of ditch and one reading at the bottom of
ditch.
Outline of Rock (Code: RO**)

Readings are to be taken at edge of rocks to show outline.
Electricity, Telephone and Underground Utilities
Electricity / Transformer / Telephone Poles (Codes: PEPL, PTRF, PTPL)
These features are to be located on roadside of the pole. Height of electric wires /
telephone wires crossing project road was recorded taking minimum of three
points just above the carriageway.

Underground utilities like optical fibre cable and gas pipeline are to be located in
addition to other utilities. Location of distribution points can be seen over-ground
(Code: OFC*, and GASL*).
c) Structures
Edge of Buildings (Code: BC**)
Corners of buildings closest to the road have to be located.
Fence line (Code: FL**)

Locate fence line every 25 m or change in grade or direction.
Kilometre stone (Code: PKM***) where *** is kilometre distance.

Locate the top centre of the stone (not to be used for contouring).
Hectometre stone (Code: PH**) where ** is number of the stone for the specific
kilometre section
Top centre of the stone has to be located (not to be used for contouring).
Religious Structures (Code: PR**)

Temple (Code: PRT*)
Church (Code: PRC*)
Mosque (Code: PRM*)
Outlines of the structures have to be located
Temporary House or Hut (Code: TH**)

same as for Building (BG) string.
TH strings are contour-able and break-lines.
Compound Wall (Code: BW**)

Roadside edge of compound wall at ground level is to be located.
Tube Well/Hand Pump (Code: PTWP)

Only one point adjacent to Tube well / Hand Pump is to be taken.
Open Dry Well (Code: WO**)

At least three points on outer perimeter of the well to be located so that a circle
could be created.
Concrete/Masonry Well (Code: WC**)

could be created.
Irrigation Well (Code: Wl**)

could be created.
Level Crossing
At level crossing, the railway line at least 400 m on either side of project road is
covered noting layout, level and physical features around the area.
Code: RL**
Lever readings are to be taken on top of rails at 25 m interval on straight and 10 m
interval on curved section. Similarly levels are to be taken on the edge of
formation (Code: EF**) and toe (Code: ET**).
Trees (Code: PTR*) where * is the class of tree.

Trees with girth less than 0.3 m are not to be recorded. Girth to be measured 1 m
above G.L.
Trees are classified into categories based on girth and they are
Girth (m) Class

0.3 to 0.6 1 PTR1
0.6 to 0.9 2 PTR2
over 0.9 3 PTR3
Reading for trees are taken at the side of trees nearest to the road and up to the
R.O.W.
d) Long Sections Level Survey

Long Section Level Survey is to be carried out along the centre line of existing
road at 25 m intervals generally but closer intervals or at other specific situations
where there is steep vertical profile and also at the location of curve points, small
streams and intersections.
In addition to long sections, levels are to be taken at start, centre, and end of each
culvert having length more than 3 m.
For bridges, additional levels of the centre line at start, end, and at least two levels
in between start and end are taken.

e) Cross-Sections Level Survey

Levels for Cross-sections are to be taken at 50 m interval along centreline and up
to 40 m on both sides of the centre line of the existing carriageway.
The cross-sections levels are to be taken at centre line of existing road, on
carriageway at 2.5 m from pavement edges, pavement edges, shoulder edges,
toes of embankment, side drains and additional cross section levels on adjacent
ground as necessary to define ground profile, but not exceeding 5 m interval.
At cross road locations, where major intersections are anticipated, cross sections
levels of cross road are to be taken at 25 m intervals along centreline up to 20 m
from centre line at each cross line or up to ROW of cross road, whichever is
greater. These cross sections level surveys are to be carried out up to minimum
length of 200 m on either side of the project road centre line or greater as directed
by Highway Engineer.
At other cross road locations, cross sections of cross roads are taken at 25 m
intervals along centreline up to 15 m from centre line or up to ROW of cross road,
whichever is greater at each cross section. The cross-sections are taken up to
minimum length of 100 m on either side of the project road centre line.
A sketch showing cross section points is given as under:
CC00
ES00 ES01
CE00 CE01
PSPL
PSPL ET00 PSPL
Extra width is to be surveyed on the inside of curves and where existing alignment is
poor, in consultation with the Design Engineer.
f) Bridges (Length > 6 m)

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

Bridges (Code: BR**) where ** is the string number.
A bridge string is located at the inside edge of the Bridge Deck which matches
with the level of road. Over a bridge, level readings are taken every 5 m along
centreline of road with the objective that minimum number of readings is about 3
at each cross section. Apart from taking bridge centre line reading (CC** string) at
regular interval of 25 m, additional centre line reading at the start, centre and end
of the bridge are taken.
Abutment (Code: PABT) and at least two piers (Code: PIER) of the bridge are to
be located. Levels can not be taken at these points.

The edge of road (CE**) strings is stopped before start and end of bridge and is
joined manually.
Levels for Cross sections depending upon the type of cross drainage structures
are taken as under:
(i) For bridge length more than 60 m at 100 m interval and up to 500 m upstream
and downstream.
(ii) For bridge length between 30 m to 60 m and for defined channel at 100 m
interval and up to 200 m upstream and downstream.
(iii) For minor waterway three cross-sections one at bridge center line, 100 m
upstream and downstream.
Survey of the stream / river is extended up to natural grounds level or F.S.L.
bridge wherever within 200 metre from road bridge site upstream and downstream
from bridge. All physical features such as high or low points, trees, existing
temporary or permanent installations on bed, and banks on either side of
approach road are to be recorded.
Natural surface readings are to be recorded about 30 m -50 m beyond the top of
river banks or HFL, whichever is higher.
Wherever possible, from local enquiry or from High Flood marks on adjacent
structures, one reading for HFL is taken and L WL is identified with dates.
The direction of flow and structure number of the bridge is noted on Field book.
g) Culverts
Culvert is a cross drainage structure whose total length is less than 6 m.
Level Readings are to be taken at invert level of any pipe crossing the road or
affecting proposed drainage.
Level Readings at each end of pipe is taken as a string.
Only two points are enough on culvert strings.
Points are to be located at ground level.
One reading at centre of culvert is also to be taken.
In case of silted culverts silted level is to be taken as this will be the new invert
level.
Where there is a marked drain at inlet and outlet of culvert, shape of drain is to be
shown in plan.
Edge of shoulder (ES strings) is joined to the culvert strings.
Information regarding culvert number, number of vents, vent size and flow
direction is noted on the Field Book in bridge inventory format.
As marked three points are to be taken along the road centre line, one each at
start, centre and end of culvert.
The string number CE** and CC** continued to be the same.

h) Drains (Code: BD** and TD**)

Drains in rural road surveys are coded as top and bottom of drain.
In urban surveys, manmade drains are shown as drains, as their importance
increases for drainage design.
Where a drain has near vertical sides, top of drain level readings is taken about 20
mm away from edge to ensure the lines don’t overlap.
i) Temporary Stations (Code: PS**)

Temporary stations are placed between Traverse stations to locate additional
survey points not visible from Traverse stations.
Before taking level reading on the Temporary station angle of the reference object
is checked. This angle must be correct before placing instrument at any new
stations.
A final check level reading to be taken to back sight station after level reading to
Temporary station.
Using Temporary station
i. If only a few additional level readings are being taken from the Temporary
station the previous field booking sheet is used, otherwise a new field book
sheet is to be used.
ii. Extra level readings are to be taken for additional detail.
Survey is closed onto a known station on main traverse. All data are collected in three
dimensional formats.
1.9.2 Hydraulic and Hydrological Studies
The discharge and flood data for existing bridges within the study area available with the
concerned authorities are to be obtained and used for establishing a comprehensive
database. Information on past floods and their effects on existing roads and bridges are to
be collected from records and by interviewing the local officers and people. Design flood
level and discharge is established using these data and information.
Hydraulic parameters for streams having well defined water shed are calculated through
rainfall data, catchment shape and size (from contours shown on topographic maps) and
unit hydrograph analysis. As the total quantity of drainage associated with small cross
drainage structures without well defined water shed is supposedly very low, the discharge
is computed by area velocity method. The hydraulic adequacy of the existing CD works is
the guiding factor in determining the requirement of additional structures. Local enquiry
about the adequacy is also to be made.

OR
The drainage pattern of the region is to be studied based on the available secondary data,
maps, etc. These, together with the recorded information on flooding in the vicinity and
hydraulic behaviour of bridges, is to be utilized in fixing the embankment height, bridge
and CD work locations, waterways, span arrangements, protection measures including
requirements of guide banks, etc.
1.9.3 Assessment of Load Carrying Capacity or Rating of Existing Bridges
The evaluation of load carrying capacity of bridges is to be carried out as per IRC: SP:37-
“Guidelines for Evaluation of Load Carrying Capacity of Bridges”. The analytical and co-
relations method is to be used for the structures having design data / as-built drawing are
available. The structures, for which the design data or as built drawing are not available,
the grade of concrete for superstructure, is assumed as M20 having adequate
reinforcement and are co-related with the present standard typical drawings. TOR will be a
guiding factor in determining the necessity of such tests.
1.9.4 Geotechnical Investigations
Data on sub-surface conditions for the existing bridges in the vicinity is collected from the
records of the authorities concerned. Based on this data, an assessment of sub-surface
conditions for the bridges is to be made. Additional investigations including bore holes and
tests are to be carried out at the sites for river bridges, railway over bridges and road over
bridge. All bore hole investigations is to be entrusted to reputed geotechnical survey agency.
Available data on sub-surface conditions for all the existing bridges is collected from the
records of the central / state authorities concerned. The existing data is confirmed by
investigations and fresh data are obtained by conducting geo-technical investigation in the
following manner:
- One bore hole on abutment for bridge lengths from 6 m to 30 m;

- One bore hole on abutment location and at least one intermediate location
between abutments for structures having more than one span for bridge length
from 30 m to 60 m; and
- On each abutment and each pier locations for bridge length more than 60 m.
Sub soil investigations are to be carried out in accordance with IRC: 78-2000. Bore hole of
150 mm diameter are drilled by Rotary drilling using Nx size carbide bit (in case of hard
rock diamond cutting bit is to be used). Standard Penetration at every 1.5 m intervals and
every change of strata as described in IS: 2131 to all depth till refusal is to be carried out.

Undisturbed samples at regular intervals of 3 m in accordance with IS: 2132 are collected
and marked for identification, sealed with wax as per IS: 2132.3. Samples of soil,
weathered rock and hard rock encountered during drilling procedure are collected in a
chronological order and preserved in a core-box.
1.9.5 Identification & Evaluation of Construction Materials & Sources
Field and laboratory tests are undertaken for the quarry sites and borrow areas (including
sources of fly ash / slag which could be used in embankment construction), to determine
their suitability for various components of the work, and establish quality and quantity of
various construction materials, and recommend their use on techno-economic
considerations. The borrow areas are to be selected outside the right-of-way of the
proposed road, at suitable locations, keeping in view the techno-economic and
environmental requirements. Quarry charts are to be prepared showing lead and locations
of selected borrow areas, quarries and respective estimated quantities.
1.9.6 Sub-grade Characteristics and Strength
Sub-grade strength data is collected by sampling and testing of soil taken out from test
pits. Sub grade soil sampling is done at suitable intervals for each soil type. Testing, inter-
alia, includes the following:
i. In-situ density and moisture content;

ii. Characterization / Classification;
iii. Laboratory moisture-density characteristics; and
iv. Laboratory CBR (unsoaked and 4-day soaked)
1.9.7 Pavement Condition Survey
It is the most important data needed to identify defects for deciding upon the maintenance.
The basic measurement of pavement condition is existing distresses. The information
required is on the type, severity and amount of distress. The most commonly occurring
distress forms are Alligator or Fatigue cracking, Bleeding, Block cracking,, Corrugation,
Depressions, Pot hole, Patch deterioration, Polishing of aggregate, Ravelling and Rutting.
Bituminous surfacing start developing cracks at some point of their service life under the
combined actions of traffic loading and the climate/environment. The cracks in the
surfacing are defects of serious nature, which weakens the pavement structure through
water penetration and are largely responsible for future deterioration. Cracks once initiated
progress in extent and severity to the ultimate point of spalling and development of
potholes. The rate of deterioration of the pavement usually accelerates after the
appearance of cracking and significantly affects the rate of roughness progression. The

variation in properties of materials and their behavior under different traffic loadings and
environmental conditions causes large differences in performance of pavements.
In order to determine the mode of rehabilitation, Pavement Condition Survey is

undertaken by collecting the data like measurement and mapping of cracks, raveling,
pothole, rut depth, depressions, up- heaving, pavement edge drop, shoulder and
embankment conditions. Observations in 200m portion in each kilometer are made and
summarised for the full kilometer length.
1.9.8 Pavement Strength Evaluation
Residual structural strength of existing pavement is evaluated by conducting Benkelman

Beam Deflection tests in two phases as under:
- Main line testing at every 500m to assess homogeneousness of section. Statistical
approach using the cumulative difference approach, AASHTO, 1993 is used to
identify the homogeneousness of section after obtaining the rebound deflection by
CGRA method.
- Control section testing at 10 m interval in every 100 m per km in a homogeneous
section on outer wheel path for each lane.
Deflection measurements (using the Benkelman Beam) are to be carried out as per
guidelines specified in IRC: 81-1997,”Tentative Guidelines of Strengthening of Flexible
pavements using Benkelman Beam Deflection (BBD) Technique”. Test pits are dug to
obtain pavement composition and establish a connection between compositions and
deflections especially if they differ from central strip to edge strip in a cross section. Where
the bituminous layers are thick, the temperature of the asphalt is measured and
deflections adjusted accordingly. Moisture correction factor is also established for the
deflection measurements to allow for seasonal variations. The subsoil moisture survey,
discussed below, together with prior experience in the region, also facilitates to develop
appropriate correction factors.
The representative deflection (each wheel track and lane) is determined by taking the
average plus 2 times the standard deviation. This is further adjusted for subsoil moisture,
wherever required.

1.9.9 Pavement Roughness Survey
Pavement roughness survey is carried out using Road Measurement Data Acquisition
System (ROMDAS). Single Bump Integrator with solid rear axle (half car) is fitted on TATA
SUMO vehicle or other calibrated vehicle. Before carrying out the survey, all necessary
checks are made about wheel alignment, wheel balancing, suspension and tyre pressure,
and odometer calibration is carried out to match correctly the pulses with distance.
The vehicle with BI attachment is moved along the wheel paths at a speed of 30+½ kmph
on project road. Two runs are made in each direction on the roads. Pavement Evaluation
Division of Central Road Research Institute (CRRI) has calibrated the system containing
Bump Integrator of Road Measurement Data Acquisition System (ROMDAS).
The raw data of roughness survey at 100m intervals is to be analyzed to obtain IRI of each
run in each direction using the calibration equation.
1.10 Design of Highway Pavement
1.10.1 Design Standards
The project specific design standards are to be evolved after careful study of recently
completed / ongoing studies for the development of similar highways or expressways in the
region, and formulate the design standards for the project road, keeping in view the local
requirements, IRC standards, guidelines of the client and international practices.
1.10.2 Geometric Designs
Based on the design standards evolved and finalized, preliminary designs of horizontal and
vertical alignment are carried out by creating a DTM using ‘MX Roads’ software. The
geometric designs are to be based on the approved Design Criteria. The finalized alignment
design both vertically and horizontally are to be field verified through judiciously selected
sites. The alignment is also to be superimposed on topo sheets to find out the discrepancy in
general layout and relative levels.
1.10.3 Pavement Design
One of the major inputs for pavement design is the cumulative ESAL (Equivalent Single Axle
Load). Axle Loads and Vehicle Damage Factors (VDF) values observed during the traffic
surveys in the region are to be used for this purpose. Combining the projected traffic volume
and the calculated VDF value, the cumulative ESAL for the design period is developed.

Pavement design is considered to be a very critical component for the Highway and the
requirements are analyzed in depth taking into account relevant design parameters such as
traffic projections, design cumulative ESAL, characteristics of materials and the climatic
conditions in the project influence area. Both options i.e., flexible and rigid pavements are to
be explored. Flexible pavement is to be designed using IRC:37-2000 as well as AASHTO
guidelines; the rigid pavement is designed as per guidelines of IRC:58-2002, Portland
Cement Association and AASHTO method. The final decision is to be taken based on life
cycle costs. For overlay, the design is carried out as per the IRC:81-1997 and Asphalt
Institute pavement deflection method as well as AASHTO effective structural member
method.
1.10.4 Design of High Embankments
Detailed design of high embankments is carried out where necessary. The performance data
of existing high embankments are analyzed and utilized in the design. The design of high
embankments is carried out as per IRC: 75-1979. Possibility of reinforced earth
embankments is also to be examined and comparison is to be made among unprotected
embankment, reinforced earth protected, and RCC protected side slopes based on the
costs.
1.10.5 Design of Intersection Layouts and Grade Separators
The nature, volume and intensity of projected traffic along the selected corridor are studied
to devise efficient traffic circulation pattern to be adopted at intersection points, during and
after the execution of the project. Data from the traffic surveys such as volume count and
estimated traffic dispersal characteristics at intersections forms the basis for designing
necessary traffic dispersal layout plan for ensuring a smooth flow of traffic.
Special attention is to be given for preparing traffic dispersal plan for the existing at-grade
intersections, in view of the likely interference of cross road traffic to the main road.
A detailed access management scheme is to be prepared showing elaborate traffic

movement, potential conflict points and mitigation measures, intersection improvement
scheme and provision of underpass or grade separator intersections, as appropriate. While
preparing the plan due weightage is given to merging traffic volume, preferred traffic
direction, accessibility to all connected towns and villages, sight and set back distances and
safety to not only road users but also for pedestrians and animals.

1.10.6 Design of Ancillary Road Works and Service Roads
Based on the traffic dispersal system of the road, availability of road network near the
intersections, and availability of suitable land for service centers, the necessities of providing
suitable service roads along with their locations and alignments are to be examined. The
option for passing the through traffic by construction of an elevated highway, particularly for
the congested areas where land acquisition and relocation of facilities are likely to be very
difficult, is also to be considered.
1.10.7 Rest areas, Wayside Facilities and Weighing Stations
Rest areas to be provided for travelers who wish to stop for rest, refreshment and refueling,
(without leaving the networks) wayside facilities are appropriately provided all along the
project road. The requirement of such facilities within the selected road stretch is to be
examined. These facilities can be provided on staggered basis on either side of the road.
The size and composition of the rest areas may vary according to the expected peak traffic
(during lunch and dinner hours), dwell time, location, proximity to existing available facilities
and places of special interest.
Wayside amenities and passenger oriented facilities to cater for emergencies and incidental
stops will include the following:
Petrol pumps;
Telephone kiosks;
First aid rooms;
Small parking lots;
Snack bars;
Small service facilities; and
Toilets
1.10.8 Road Furniture, Appurtenances and Landscaping
Safety and uninterrupted traffic flow are of special importance in urban as well as ghat
sections of the road, and these are considered in providing road furniture and
appurtenances as indicated below:
Traffic signs and road markings;

Delineators and road studs;
Highway lighting;
Safety barriers viz. guard rails, guard posts, crash barrier etc.;
Roadside facilities viz. lay-byes, truck parking areas, rest areas;

Highway landscaping (including plantations);

Locating utility services;
1.10.9 Surplus Land Development
A plan for development of surplus land, within the right-of-way with a view to beautify the
road is to be prepared. The plan takes into account retention of the existing trees / plants, to
the extent possible. The proposal is to cover planting of trees, horticultural and floricultural
development on the surplus land and creation of gardens, wherever feasible.
1.11 Design of Bridges and Drainage Structures
Alternatives for the structural system, span arrangements, form of the superstructure,
foundation system etc. are to be considered keeping in view the aesthetic and environmental
requirements, functionality, physical and sub-soil conditions. The foundation system for the
existing bridges in the vicinity of the road is studied while deciding the requirements for the
new facilities.
A structural system, which is amenable to speedy construction using indigenous technology,

is to be evolved. The structural system is also to be aesthetically pleasing, economical and
environment friendly. The extent of training and protection works is also determined based
on hydrological and other data.
The ROB / Grade Separator approaches are to be investigated for either embankment
reinforced earth structures or viaduct alternatives.
After completion of the preliminary design of bridges, detailed GAD are prepared for each
bridge giving details of span arrangement, details of sub structure and super structure, HFL,
river training works etc.
1.12 Road Drainage
After studying the existing drainage pattern and general topography, rainfall, hydrology of the
area, an appropriate drainage system is to be evolved. The system consists of effective use
of cross drainage structures, their hydraulic adequacy, pavement internal drainage, road
sides drainage and its outfall. Provision of Camber in pavement and shoulders, and
roadside ditches and central drain, generally take care of surface drainage. The sub-surface
drainage is to be affected by providing sub-surface drains and drainage layer or geo-grid /
geo-textile within the pavement in combination with sub-surface drains, selectively, as and
where required. Suitable drainage system is also to be planned for the high embankment,

super-elevated carriageway and other key areas, with a view to ensure easy collection and
disposal of storm water.
After finalizing the drainage system, the drain design is carried out as per IRC: 42-1994 and
IRC:50-1999.
1.13 Cost Estimates, Economic and Financial Analysis
1.13.1 Preparation of BOQ and Cost Estimates
MoRT&H Specifications for Road & Bridge Works (latest edition) are to be followed for the
evolving of Technical Specifications for the construction work. The given technical
specifications are to be modified as per the project specific requirements. For the items of
works, which are not covered under MORTH specifications, detailed specifications are to be
prepared either by adoption from the ongoing contracts or based on past experience.
All quantities are to be calculated through developed programme/software and to be re-
checked to obtain near perfect accuracy. Before calculating the quantities, a careful study is
to be carried out in respect of Technical specification and drawings. All items, included in
specifications/ drawings are to be covered through quantities and in any case, no item is to
be missed out. Separate estimate is to be prepared for land acquisition/compensation,
resettlement/ rehabilitation and utility shifting.
The detailed rate analysis are to be carried out based on MoRT&H Standard of Data book
for Analysis of Rates, 2001 and with inputs from prevailing market rates for material,
equipment and labour. These inputs if not available from the market can be taken from
respective District Schedule of Rates (DSOR) of the client. The obtained rates are to be
compared with DSOR/ other ongoing contract of similar nature.
Based on the bill of quantities and schedule of rates prepared as above, the cost estimate is
prepared separately for each construction package. The project cost is further sub-divided
into civil works and non-civil works. Non-civil works comprise of resettlement/ rehabilitation
cost, land acquisition and environmental costs.
1.13.2 Economic Analysis
The economic evaluation for the project is to be undertaken separately for each
construction package and also for the project as a whole, using HDM 4 or suitable
software. Analysis is carried out upto a pre-defined horizon period. The economic
evaluation is to be carried out for both “Do Nothing / Do Minimum” and “with Project”
situations.
Do nothing / Do minimum scheme is the base road and traffic network against which
alternative improvement shall be assessed. Do Nothing and Do Minimum options are the
same, but will be different in following three scenarios:

the case where work will be carried out regardless of whether or not the with project
out option is considered.
the case where the existing network may be improved to form. Do minimum option
which can be tested as an alternative to carrying out with project option.
the case where traffic condition can be improved without significant capital
expenditure.
The economic analysis shall be carried out in two parts as follows:

(a) With time saving
(b) Without time saving
In valuation of travel time costs, due attention is to be paid to non-working time,

occupation rate, peak flow rate, congestion factor and per capita income. All resources
cost shall be converted into market prices with rate of indirect taxation. Similarly vehicle
operation costs depend on fuel consumption, fuel price, crew cost and fuel taxation.
Accident cost shall be worked out repair / replacement costs, insurance cost, police cost
and work abstinence.
The process of calculating user network cost is explained with the following flow diagram:
Basic data network

Description network
Traffic Flows
Junction Description
Turning Movements
Data assembly and verification

(includes flow predictions for scheme
duration)
Link travel time cost

Loop for Junction delay costs
Vehicle operating costs
Accident costs
Scheme years Summation and discounting for each

year of whole scheme life
Total (Discounted) user costs on

network.

Process for Calculating User Network Costs
Cost and benefits arising in different years are transferred to their present values by the
process of discounting based on the following formula:
n
Present Value (PV) = S (1+r )
Where S - The sum
r - Discounting Rate (expressed in fraction)
n - year in which the sum is recorded
Benefits due to capacity augmentation are then calculated by comparing the user network
cost for `Do Nothing’ and with project situations.
The total project cost, estimated in financial terms at perceived market prices shall be
converted into economic cost to reflect the resource cost to the national economy. The
principal elements of financial cost at the current market price shall includes:
a) Civil works (excluding cost at land and property but including environmental and
social mitigation measures)
b) Ancillary works through the department
c) Consulting services and testing charges
d) Preparation and administration charges
e) Routine and recurrent maintenance
f) Periodic maintenance
To the financial cost, adequate conversion factor based on (taxation level) shall be applied
in order to get economic costs.
The economic analysis shall be based on economic internal rate of return (EIRR) and net
present value (NPV) using cost benefits approach. Annual steam at project benefits and
cost computed for 20 years shall be used in this analysis.
The sensitivity analysis is carried out by varying cost and benefit as under:
a. Increase in the cost of project by 15%;

b. Decrease in the benefits for the project by 15%; and
c. Increase in the cost of project by 15% and decrease in the benefits by 15%.

1.13.3 Financial Analysis
Financial analysis of the project covers Financial Internal Rate of Return, projected income
statement based on proposed user fee levels and revenue projections, cash flow statement
and balance sheets, amortization statement etc. The analysis also covers assessment of
risks associated with the project and their mitigation measures, including situation arising out
of cost and time over-run, shortfall in projected traffic volume, interest rate fluctuations,
political risks and force majeure etc.
The financial analysis is to be carried out separately for each construction package, and
suitable recommendations are to be made in respect of BOT/ Annuity/ Annuity cum BOT
concession package(s) identifying the capital structure, government incentives,
complementary public sector investments and contributions, if any, and other features
needed to make the BOT / Annuity/ Annuity cum BOT concession financially viable and
attractive to private sector.
Financing Options
The financing plan for private sector participation shall be prepared based on the following
alternatives:
Co-financing arrangements;
Availability of government funds;
Mobilization of internal funds;
Self financing ratio;
Equity contribution; and
Terms of loan
The option of financing the project through private sector investment on BOT or Annuity or
Annuity cum BOT is to be explored and the various sources for financing the project are to
be identified. Suggestions in terms of approximate mix of finances, arrangement of SPV if
possible are also to be made.
Financial Model
It shall be developed in two parts viz. revenue stream and expenditure stream.
For revenue stream, adequate allowances to be made in assessed tollable traffic for leakage
/ diverted traffic. Also attention shall be paid to the applicability of daily / monthly passes,
exemption to certain category of vehicles, reduction of tariff to local traffic (personal /
commercial), penalties for higher loads etc. while calculating the revenues.

In calculating the annual revenue, earning of only 330 days shall be incorporated.
No toll rate option is to be exercised and the rates circulated by MORTH in July 1997 are to
be adopted with applicable inflation to create revenue model.
Expenditure stream shall be based on the selected financing option. In base construction
cost, adequate / applicable provision for the cost of contingency, site establishment,
construction supervision, development charges, finance charges and other administrative
charges shall be made to arrive at the actual project cost. Operation and maintenance
(regular and periodically) shall be worked at based on the detailed analysis and every
associated item shall be accounted for in that analysis. The following basic assumption shall
be made in developing this system.
a Rate of inflation
b Rate of interest during construction
c Debt: Equity ratio
d Time period of construction
e Coupon rate and grace period
f Payback period of loan
g Classification of equity (quasi or hybrid or mezzanine
h Annual depreciation
i Corporate income tax rate and any other taxes as applicable
j insurance cost (during and after construction)
k Tax exemption under IT Act
Financial Viability
In this exercise, cash flow projections and financing plan are to be prepared at current
market prices taking into account all contingency allowances, both in terms of physical and
price contingency. This analysis is based on the following elements:
Project cost estimates;

Financial plan;
Disbursement schedule;
Income projections;
Annual stream of costs and income;
Discounting of net stream of costs and income; and
Determination of FIRR
For the accepted option, the sensitivity analysis shall be carried out by varying cost and
revenue as under:

a. Increase in the capital cost of project by 10%;

b. Increase in the operating cost of the project by 10%;
c. Decrease in the revenue for the project by 10%;
d. Combination of above three; and
e. Delay in implementation by one year.
1.14 Road Safety Audit
Checklists given in Annexure II are to be used as a guideline before finalization of the

reports / documents for that stage to screen the prepared design and in compliance to the
prescribed safety norms. Provision mentioned in IRC: SP27-1984, ‘Report Containing
Recommendations of IRC Regional Workshops on Highway Safety’ and IRC: SP 32-1988,
‘Road Safety for Children (5-12 years old)’ are to be considered while carrying out safety
checks. Safety audit has aimed at suitability of design in its implementation according to the
conditions given in IRC: SP 44-1994, ‘Highway Safety Code’.

2.0 Quality Planning
2.1 Topographic Survey
2.1.1 General
Topographic survey is the basis of every Detailed Engineering study. Level of correctness
of all the required designs primarily depends on accuracy of the collected topographic
data. It therefore, becomes inevitable to adopt a systematic and schematic approach in
carrying out the topographic survey ensuring the desired accuracy.
2.1.2 Reconnaissance Survey
Reconnaissance will begin only after the study of all maps of the project area, published
by Survey of India in scale of 1:50,000. Besides support of satellite imagery obtained from
National Remote Sensing Agency on scale of 1:50,000 shall be taken to have latest
information of the project area to update the available topographic maps. Other useful
inputs viz. information on natural resources, geology, geomorphology, land use, soil
status, drainage pattern, forest etc. will be derived form the imageries. Reconnaissance
survey will be carried out considering the points listed in Appendix-3 of IRC: SP19-2001.
2.1.3 Setting out Works
A professional qualified surveyor will be appointed to take responsibility of survey control

and setting out works and establishing and maintenance of control stations, following an
approved work methodology. Proper quality records will be maintained. The various
elements to be covered and requiring approval of Team Leader and Key Person (Highway
Engineer) are :
Survey control stations;

Setting out points ;
Schedule of stations and points;
Control and checking of stations; and
Approval of stations and setting out.
2.1.4 Horizontal Control Grid
The horizontal control grid will be fixed using Differential Global Positioning System
(DGPS) with two Trimble make geo-receivers at every 5 km on a pair of control stations
with an accuracy of + 20 cm in northings and eastings, and + 50 mm in elevation . These
will be called as Primary Control Stations.
Selection of primary Control Points and Observations shall be as detailed below:

These will be located on the edge of the proposed right of way (ROW) at inter-visible
locations at every 5 km.
These will be, as far as possible, on either side of 5 km stone so that it can be
identified easily in the field and an arrow shall be painted on the existing road
indicating their location. They will be recorded in separate field with their three
dimensional locations.
The stations selected will be free from obstruction towards sky at an angle of 15° with
horizontal plane.
The horizontal control station shall be established on nail fixed in centre of RCC (M15)
pillar of size 15 cm x 15 cm x 45 cm embedded in concrete M10 (5 cm all around) up
to a depth of 30 cm and the balance 15 cm above the ground shall be painted yellow.
The Primary Control Stations will be fixed using DGPS Trimble make instrument. The
time of observations at Base Stations will be observed for a minimum of 30 minutes
and at Reference Stations for 20 minutes or longer if instrument signal is not indicating
sufficient data received, to eliminate the possible projection and time errors in the
signals received from various satellites being observed at respective locations in order
to ensure high accuracy in the positioning of control stations within + 20 mm.
Minimum of 6 satellites will be available during observation to ensure high accuracy.
Secondary control stations will be established at 2 km intervals using Total Station and
through closed traverse distributed linearly running between two nearest Primary Control
Stations ensuring an accuracy in the order of 12 √K in mm, where ‘k’ is the distance in
kilometres between two primary control stations. Any errors within permissible limits will
be distributed in rational manner to establish the accurate and effective horizontal control
grid. These shall be established on reference pillars having configuration similar to primary
control station with an arrow painted on the surface of existing road indicating their
location.
2.1.5 Bench Mark (BM)
These will be located, as far as possible, along the proposed right of way (ROW)
boundaries at an interval of 250 m with BM No. marked on it with red paint.
Bench Mark pillar will be of size 15 cm x 15 cm x 45 cm cast in RCC M15 with a nail
fixed in the centre of the top surface and embedded in concrete M10 (5cm all around)
up to a depth of 30 cm. The balance 15 cm above the ground shall be painted yellow.
An arrow indicating the location of the BM will be painted on the road with the
permanent yellow paint and recorded in separate field books with its three dimensional
location.

The Bench Marks will be established using high accuracy Digital Level and Bar coded staff
by way of double run levelling in small circuits of 3 km length ensuring an accuracy in the
order of 6 k mm, where ‘k’ is the distance in kilometres between two Bench Marks
available in the project area, and error, if any, within permissible limits will be distributed in
rational manner to establish the accurate and effective vertical control grid.
The topographic survey will extend up to the proposed Right of Way (ROW). Wherever
necessary, the survey corridor width will be further increased to accommodate situations
arising out of encroachments and any other contingencies. The survey area at the locations
of intersections will cover up to a minimum of 500m on the either side of the centerline, and
will be of sufficient width to accommodate improvement measures. Necessary surveys will
also be carried out for determining the requirements of service roads for local traffic, where
appropriate.
2.1.6 Accuracy / Tolerance
The traverse and topographic survey will be carried out using latest calibrated, high
precision Total Station (calibration of instrument certified by authorized agency) and will be
closed at horizontal control points and checked for accuracy in position and bearing within
the order of 1 in 10,000. Repetition will be warranted, if desired accuracy is not achieved.
Similarly, the leveling will be carried out using Digital Level and checked for accuracy at
vertical control stations and the repetitions will be warranted, if desired accuracy is not
achieved. In addition, periodic checking will be carried out to ensure accuracy of the work.
The accuracy / tolerances for the topographical survey will be as follows:
For Primary Control Stations
i. + 50 mm + 2 mm per km for x and y values for reconciliation with Survey of India

Triangulation station.
ii. + 20 mm for x and y values per 5 Km distance; and
iii. + 50 mm in elevation per 5 Km distance
For the Secondary Control Stations
i. + 20 mm + 2mm per km for x and y values for reconciliation with primary control
stations.
ii. + 5 mm for x and y values between adjacent secondary control stations.

iii. + 5 mm/km for z values for reconciliation with SOI bench mark.
iv. + 5 mm/km for z values between adjacent secondary control points.
For Topographical Features
i. For fixed features: x and y values + 5 mm; z values + 5 mm to the nearest

secondary control points
ii. Trees and other features: x and y values + 50 mm.
iii. Barren ground and bushes: z values + 50 mm to the nearest secondary control
points.
iv. Agricultural land: z values + 100 mm to the nearest secondary control points.
2.1.7 Field Activities
The detailed field surveys will essentially include the following activities:
o Topographic Surveys along the Existing Right of Way (ROW) will be conducted by
running a continuous open Traverse along the existing road and realignments,
wherever required, and fixation of all cardinal points such as horizontal
intersection points (HiP’s), centre points and transit points etc. and properly
referencing the same with a pair of reference pillars fixed on either side of the
centre-line at safe places within the ROW. Closing error between two adjacent
primary control stations will be distributed within them, i.e. within 5 km traverse.
o Details will be collected for all features such as structures (bridges and culverts
etc.) utilities, existing roads, electric and telephone installations (both O/H as well
as underground), huts, buildings, fencing and trees (with girth greater than 0.3
metre) oil and gas lines etc. falling within the extent of survey.
The width of survey corridor will generally be as given under:
a) The width of the survey corridor will take into account the layout of the existing
alignment including the extent of embankment and cut slopes and the general
ground profile. While carrying out the field surveys, the widening scheme (i.e.
right, left or symmetrical to the centre line of the existing carriageway) will be
taken into consideration so that the topographic surveys cover sufficient width
beyond the centre line of the proposed divided carriageway. Normally the surveys
will extend a minimum of 30 m beyond either side of the centre line of the existing

carriageway except in hill sections where it will be 40 m and 20 m on hill and

valley sides respectively.
b) In case the reconnaissance survey reveals the need for bypassing the congested
locations, the traverse lines will be run along the possible alignments in order to
identify and select the most suitable alignment for the bypass. The detailed
topographic surveys will be carried out along the bypass alignment approved by
client. At locations where grade separated intersections could be the obvious
choice, the extent of survey area will be suitably increased. Field notes of the
survey will be maintained which will also provide information about traffic, soil,
drainage etc.
c) The width of the surveyed corridor will be widened appropriately where

developments and / or encroachments have resulted in a requirement for
adjustment in the alignment, or where it is felt that the existing alignment can be
improved upon through minor adjustments.
d) Where existing roads cross the alignments (NH, SH, MDR). The survey will extend
a minimum of 100 m for MDR and village roads and 200 m for SH and NH on
either side of the centre line of existing road and will be of sufficient width to allow
improvements, including at-grade intersection to be designed.
The surveyed alignment will be transferred on to the ground as follows:
a) Established Bench marks called as secondary control points at site will be

connected to GTS Bench Marks and GPS points at an interval of 250 metres on
Bench Mark pillar made of RCC marked with RL, BM No. marked on it with red
paint and respective data of RL and coordinate will be given in x, y, z format. By
using high accuracy total station fixing the stone pillar center line at every 100 M
and ROW stone at every 200 m.
Longitudinal and Cross-Sections
The topographic surveys for longitudinal and cross-sections will cover the
following:
i. Longitudinal section levels along existing centre line at every 25 m
interval, at the locations of curve points, small streams, intersections and
at the locations of change in elevation at every 5 to 10 m interval.
ii. Cross sections at every 50 m Interval in full extent of survey covering 5
numbers of spot levels on existing carriageway in case of 2-lane road and

3 numbers in case of single lane road and minimum 5.0m interval on

embankment adjacent ground with compulsory levels at shoulder edge
and toe of embankment. Cross sections shall be taken at 10 m interval at
curves.
iii. Longitudinal section for cross-roads for lengths adequate for design and
quantity estimation purposes.
iv. Longitudinal and cross sections for streams shall be as under:
(i) For Major Stream – LS at 25.0 m interval and CS at 100.0 m
intervals up to 500.0 m U/S and D/S. with levels at close intervals
(ii) For Medium Stream – LS at 25.0 m interval and CS at 100.0 m
intervals up to 200.0 m U/S and D/S. with levels at close intervals
(iii) For Minor Stream – LS at 25.0 m interval and three CS at up to
100.0M U/S and D/S. with levels at close intervals
Details of utility Services and Other Physical Features
All important physical features along the alignment will be collected. These
features affect the project proposals and should normally include buildings and
structures, monuments, burial grounds, cremation grounds, places of worship,
railway lines, stream / river / canal, water mains, sewers, gas/ oil pipes, crossings,
Pipal & other trees, plantations, utility services such as electric, and telephone
lines (Overhead & Underground) and poles, optical fiber cables (OFC) and ROW
stone, Km. and Hectometer, etc.
The information collected during reconnaissance and field surveys shall be

shown on a strip plan with clear code and separate layer for each of the
services so that the proposed improvements can be appreciated and the
extent of land acquisition with L.A schedule, utility removals of each type
etc. assessed and suitable action/s can be initiated.
2.1.8 Survey Instruments
The Total Stations and Digital Levels Auto Levels shall be checked by the Survey
Engineer for permanent and temporary adjustments before use on the project.
2.1.9 Safety at Work Site
a) It shall be ensured that the field staffs made aware of their own safety while
carrying out field surveys along highway.
b) Safety working goods shall be available at site.

c) Movable warning signs (Survey in Progress) with orange flag placed at both ends
of survey activity zone.
d) Traffic cones with orange and black with horizontal stripes.
2.1.10 Alignment Design
The data collected in the field with the help of concise field notes shall be sufficient enough
to develop a Digital Terrain Model on MX-road design software. The final alignment shall
be worked out considering geometric requirements, realignments, improvement needs and
bypasses. The design shall further, be subjected to social, environmental, ecological, land
availability and economic considerations. The finalised centre line thereafter shall be
analyzed for set-out data.
2.1.11 Staking of Final Centre Line
Staking of final centre line is the most important component of topographic survey, which
ensures not only the effective implementation of the scheme, but also the correctness and
accuracy of the design. The staking and referencing will be done in following manner:
i. Curve points viz. BS, BC, HIP/AC, EC and ES will be set out.
ii. If straight length between two curves is more than 500 m, intermediate Point of
Tangency (POT) shall be set out. Inter-visibility shall be achieved wherever
warranted by providing more intermediate POT.
iii. If the curve is very long, intermediate centre points at reasonable distances along
the curve will be set out.
iv. Reference pillars will be properly fixed with a pair of concrete pillars for every
curve point except BC and EC.
v. Additional pillars on centre line will be fixed on either banks of major / minor
bridges, ROB and Grade Separators.
vi. On existing carriageway the centre line will be marked with a nail and a pained
circle around the nail.
Staking shall be done from the old traverse points. In case old traverse points are missing/
disturbed, new traverse or the final centre line points fixed will be connected to DGPS
points and intended accuracy ensured. Staking will be done at 50m interval in plain/ rolling
terrain and 20 m interval in mountainous terrain.

The straightness of the points on tangent viz. BS, ES, HIP, POT shall be checked possibly
for every individual tangent. The Apex of Curve (AC) shall be fixed from one tangent and
checked from the other tangent to ensure correctness of the curve layout.
Every stake set out on the field shall be checked with design proposals and the
correctness ensured. All established benchmarks in 250 m interval shall be connected to
GTS datum and check level shall be run over the entire line back to the first bench mark.
Special care shall be taken to provide adequate protection to all points of reference and
the information pertaining to them shall be transferred to the plan drawings so that at the
time of construction the centre line and the bench mark could be located in the field
without difficulty.
Checklist for Survey Work
Sr. Description Responsibility Checked by Record/Tests

No.
1. Conduct reconnaissance Head Surveyor PC Surveyors daily
survey along alignment. along with report and field
Decide positions to erect Highway sketches
reference pillars and Engineer
temporary bench marks at
locations least disturbed by
construction.
2. Install Permanent stations of Section Surveyor Nil
size 150 x 150 x 450 mm Engineer
within available/proposed
ROW
3. Protection to primary and Section Surveyor Daily report /
secondary control stations Engineer drawing of
and lettering RP/BM
locations.
4. Rechecking of values Surveyor / Highway Daily report /
obtained from DGPS, total special agency Engineer, Drawings.
station to Survey of India random
BM check by
third party
5. Close traverse on different Surveyor / Highway Daily Report
DGPS points special agency Engineer

Sr. Description Responsibility Checked by Record/Tests

No.
6. Establish temporary Surveyor / Section Daily Report
benchmarks in between special agency Engineer
stations as required for work
close traverse on known
stations
7. Recheck benchmark values Special
6 months intervals with agency
respect to GTS for any
settlement.
8. Sketch BM locations and Surveyor Distribute to all
values - distribute engineers
associated with
construction.
Survey Code List

Code Description Point/ Code Description Point/
String String
BC** Building with Slab String PS.. Traverse Stations Point
BD** Bottom of Drain String PSPL Natural Surface Point
BD** Bottom of Drain String PSPT Sing Post Point
BR** Bridge String PSTL Soffit Level Point
BT** Building with Thatched String PTPL Telephone Pole Point
Roof
BW** Compound Wall String PTR. Tree with girth above 0.3 Point
metre
CA** Canal String PTRF transformer Point
CC** Centre of Carriageway String PTWP Tube Well / Hand Pump Point
CE** Carriageway Edge String PWTL Water Level String
CU** Culvert String RL.. Railway Line String
CW** Causeway String RO.. Out line of Rock String
D** Ditch String RW. Retaining Wall String
EB** Bottom of River / Stream String TD.. Top of Drain String
Bank
EDR* District Road ROW String TH.. Temporary Structure/Hut String
EF** Edge of Formation String WC.. Masonry Well String
EIR* India Railway ROW String WGP.. Gas Pipe Line String

Code Description Point/ Code Description Point/

String String
ENH* National Highway ROW String WI.. irrigation Well String
EP** Platform String WO.. Open Dry Well String
EPS* Paved Shoulder Edge String WP.. Pond String
EPW* State Highway ROW String WPL. Water Pile Line String
ER** Top of River / Stream String WT.. Water Tank String
Bank
ES** Shoulder Edge String TFP. Footpath String
ET** Embankment Toe String TR.. Railing String
FL** Fence Line String PHTT High Tension Power Point
IB** Invert Level of Box String PRIT Informal Temple Point
Culvert
IP** Invert Level of Pipe String PLP. Lamp Post Point
IS** Invert Level of Slab String PHTX High Tension Crossing Point
OFC* Optical Fibre Cable String PLTX Low Tension Crossing Point
P*** Kilometer Post Point TBK. Bottom of Kerb Stone String
PABT Abutment Point TTK. top of Kerb Stone String
PB** Benchmark Point BOH. Overhead Tank String
PDL* Deck Level Point BS.. Bus Shed /Stand String
PEPL Electrical Pole Point FAP. Plantation String
PGR* Graveyard Point FF.. Forest String
PH** Hectometer Post Point BHP. Pump House String
PHFL High Flood Level Point BUB. Road Under Bridge String
PHTP High Tension Pole Point BOB. Road Over Bridge String
PIER Pier Point SPL. Sewer Pipe Line String
PMHL Manhole Point PST. Statue Point
PRC* Church Point PTJB Telephone Junction Box Point
PRG* Gurudwara Point TI.. Traffic Island String
PRM* Mosque Point WOP. Oil Pipe Line String
PRT* Temple Point
2.2 Geotechnical Investigation & Sub-soil Exploration
2.2.1 General
The objective of sub-soil investigation is broadly to provide information on subsoil profile,

determination of soil parameters for the design of foundation for bridges/causeways/ROB,

embankment & cross drainage structures, selection of embankment and construction

materials. It also supplements in evolving appropriate method and scheduling a work plan.
2.2.2 Programme and Methodology
The Geotechnical Investigation comprised of two main phases, namely (i) Field activity
involving boring, rock drilling, sampling and field test and (ii) Laboratory test on collected
soil, rock and water samples. Quality assurance will be implemented by carrying out the
concerned test as per the respective code. The detail thereof is indicated below:
Field Test Reference Code No.

150mm boring (Rotary Calyx type core drilling : IS:1892
with diamond bits)
Nx type drilling in rock : IS:1892
Undisturbed soil sampling : IS:10108 & IS:2132
Structural Penetration Test : IS:2131-1981
Vane Shear Test : IS:4434
Disturbed soil sampling : IS:1892
Laboratory Test
Natural moisture content : IS:2720 Part 2
Bulk/Dry Density : IS:2720 Part 7
Atterberg limits : IS:2720 Part 5
Sp Gravity of Soil : IS: 2720 part 3
Tri-axial test :
Unconsolidated undrained : IS:2720 Part 11
Consolidated undrained : IS:2720 Part 12
Consolidation test : IS:2720 Part 15
Chemical analysis on water : IS:2720 Part 26
Test on Rock
Compressive strength : IS:10082/8764
Specific gravity : IS:1122
Water Absorption : IS:1124
The check list proforma for pre-inspection of the instruments used in field investigation and
carrying out field tests are devised in order to keep quality assurance. These proforma
showing the activity and responsibility assigned is as under:

Geotechnical Site Activities

Sr. Activity Responsibility
No.
1. Safety while shifting barge to bore hole location, jacking up Site Engineer
/mooring drilling and travelling in boat.
2. Measuring accurately and documenting the length of Site Engineer
casings, drilling rods, SPT rods, etc.
3. Clear water circulation to confirm cleaning the borehole to Site Engineer
sampling depth
4. Cleaning of hole at the sample depth before taking UDS or Site Engineer
conducting SPT
5. Sounding at the sample / test depth using a lead chain Site Engineer
prior to taking and UDS or conducting an SPT
6. Checking straightness of rods, sample condition, hammer Site Engineer
weight, free fall height marking on rods and blow count
during Standard Penetration Test.
7. Checking cleaning of borehole, thin walled tube condition, Site Engineer
Pushing the tube during UDS collection
8. Sample preservation, labelling, and transporting to Site Engineer
onshore laboratory.
Undisturbed Samples
No.
1. Cleaning of bore hole Site Engineer
2. Thin walled tube dimensions and condition. Site Engineer
3. Adaptor condition and tightening it to sampling tube. Site Engineer
4. Marking on roads to observe the penetration Site Engineer
5. Pushing of sampler vertically in the bore hole using Site Engineer
hydraulic pressure.
6. Sample retrieval, examination and labelling etc. Site Engineer
7. Waxing / wrapping foil to the sample without disturbance. Site Engineer
8. Transportation of samples to onshore laboratory Site Engineer

Standard Penetration Test

No.
1. Setting out Site Engineer
2. Rods straightness, measurement and tightening Site Engineer
3. Split spoon sampler condition, cleaning etc., Site Engineer
4. Sampler shoe condition Site Engineer
5. Marking on rods blow count. Site Engineer
6. Counting number of blows for every 5 cm penetration. Site Engineer
7. Sample extraction / opening split spoon sampler carefully. Site Engineer
8. Visual examination labelling and preservation of samples. Site Engineer
9. Despatch of samples to laboratory. Site Engineer
2.2.3 Pavement Structural Strength
The pavement structural strength evaluation shall be carried out by measuring the
deflection with Benkelman Beam test in accordance with IRC: 81-1997 ("Guidelines for
Strengthening of Flexible Road Pavements Using Benkelman Beam Deflection
Technique"). The quality of deflection observation will be ensured through:
marking the spot at predetermined location for field observation

calibrating the Benkelman Beam before use in the field
loading the material with appropriate weight in test vehicle and maintaining the
specified inflated tyre pressure
periodical checking of deflection reading in the field by Supervisory staff
observing pavement temperature at regular interval
determination of natural moisture content of sub-grade soil for applying the
seasonal correction
analyzing the deflection reading as per the procedure indicated in IRC:81-1997
The above task shall be carried out by the Field Engineer under the supervision of
Pavement Engineer/Material Engineer.
2.2.4 Subgrade Characteristics and Strength
Quality assurance over the determination of sub-grade characteristics and strength shall
be met with by making the trial pit on interface of shoulder and pavement, conducting the
field density, observing the crust thickness of various component of existing pavement and

collecting the soil sub grade samples for further test in laboratory. These will be attended
by the Field Engineer under the supervision of Material/Geotech Engineer.
2.2.5 Field Dry Density and Field Moisture Content Test
The field dry density of sub grade soils either using core-cutter or sand replacement
method will be conducted. The field dry density is carried out with core-cutter method for
fine-grained soils (clayey soil) free from aggregates in accordance with IS 2720 (Part 29),
reaffirmed in 1988. The sand replacement method as per IS 2720 (Part 28), reaffirmed in
1988 for finding the field dry density of sub-grade of pavement is adopted for sandy /
gravely sub grade of fine grained soils.
2.2.6 Dynamic Cone Penetrometer Test
The Dynamic Cone Penetrometer is an instrument designed for the rapid in-situ
measurement of the structural properties of existing road pavements. From the plot of
penetration v/s no. of blows and the correlations established between measurements with
DCP and California Bearing Ratio (CBR) the DCP-CBR value using the established
curves/formulae developed shall be worked out.
The samples shall be collected with due care of labeling to determine the soil
characteristics and engineering properties like Gradation, Atterberg’s limit, Modified
Maximum Dry Density / Optimum moisture content and CBR. The excavated trial pit will be
refilled with the same material with thorough compaction and the surface is made good. All
these parameters are tested in accordance with following Bureau of Indian Standards.
Grain Size Analysis as per IS: 2720(Part 4) – 1985

Atterberg's Limit as per IS: 2720(Part 5) – 1985
Modified Maximum Dry Density as per IS: 2720(Part 8) – 1983
and Optimum moisture content
CBR as per IS: 2720(Part 16) – 1987
Determinations of Organic Matter as per IS: 2720(Part 22) – 1978
2.2.7 Material Investigation
Soil and aggregate are naturally available prime material required for construction of road
pavement and as such its characteristics are varied from place to place. In order to identify
the suitable material satisfying the specified test value, an intensive field survey to locate
these materials with quantity assessment is desirable. A desk work, before the field
survey, shall be undertaken by inspection of surrounding project roads, interaction with

Government Road Department, Geology and Mining Department, Revenue Department,

Contractor Association, Aggregate Producers/Quarry-Crusher Owners.
After obtaining first hand information from above sources, intensified survey for aggregate
and suitable borrow area soil shall be carried out. The details like quantity available,
spread area, lead distance from the project road, road facility to approach the
quarry/borrow area, present set up of crusher with its crushing capacity, ownership like
private/government, environment effect shall be collected and documented. All these
parameters shall be collected as per directive given in TOR as well as in accordance with
IRC:SP:19-2001
Aggregate sample from available resource shall be collected and tested to decide its
suitability against specified test value for use in road pavement. The aggregate shall be
tested for following parameters.
Crushing Strength of Aggregate As per IS: 2386 (Part 3)
Aggregate Impact Test As per IS: 2386 (Part 3)
Water Absorption of Aggregate As per IS: 2386 (Part 3)
Specific Gravity of Aggregate As per IS: 2386 (Part 3)
Coating and Stripping of Bitumen Test As per IS: 6241-1971
Elongation and Flakiness Index As per IS: 2386 (Part 1)
The soil samples from borrow area shall be tested for Gradation, Atterberg limit, Modified
Compaction, CBR at three energy level, Swell test, Direct Shear test in accordance with
relevant IS code. Based on test value and specified limit, the right type of soil borrow area
shall be recommended. Due consideration regarding making good the borrow area and
quarry areas after the exploitation shall be suggested.
The availability of surface/ground water shall also be checked and its suitability for use in
construction work shall be decided after conducting test like pH, Sulphates, Chloride and
suspended matters.
A survey for locally available material like Fly ash, Waste Slag and other waste material
shall also be covered.
Resources for manufactured material like Bitumen, Cement, Reinforcement Steel, Bricks
etc shall also be carried out and its suitability vis-à-vis specification shall be suggested.

2.3 Design of Bridges, CD Works and Other Structures
2.3.1 Data Collection
Procedure of QAP for topographical survey, production of design and drawing the Quality
Assurance outlined for road portion shall be followed for the structures also.
2.3.2 Inventory and Condition Survey of Bridges and Cross-Drainage

Structures
The inventory and condition survey for bridges and structure shall include the main and
important features as per IRC-SP:35 “Guidelines for Inspection and Maintenance of
Bridges” and IRC-SP:19-2001 “Manual for survey Investigation”
The data collected shall be presented in a tabular form along with appropriate proposals
for correcting the deficiencies.
Visual observations to be carried out during the condition survey would be mainly to find
out the distresses. In addition to the superstructures, the masonry substructures shall be
inspected to locate cracks and loose mortar in joints, especially for pier and abutments.
After carrying out the initial condition survey, an assessment of the structures shall be
made based on the findings of condition survey.
The evaluation of load carrying capacity of bridges shall be carried out as per IRC:SP:37-
Guidelines for Evaluation of Load Carrying Capacity of Bridges. The analytical and co-
relations method shall be used for the structures having design data / as-built drawing if
available. For the structures for which the design data or as built drawing will not be
available, the grade of concrete for superstructure M20 shall be considered with sufficient
reinforcement and shall be co-related with the present standard typical drawings or load
test have to be done (within the provisions of TOR). The bridges identified to be in a
distressed condition based upon the visual condition survey, supplementary testing shall
be carried out as per specific requirement of the structures.
2.3.3 Design of Structures
To carryout the design of bridges, cross drainage structures and other structures as per
TOR, the design requirement stipulated in relevant IRC codes /MoRTH guidelines shall be
followed. Wherever IRC codes are silent other relevant BIS or international code shall be
adopted.

The performance of the cross drainage structures is completely dependent on the basic
hydraulic details and field data adopted for its design. The field data shall be collected as
mentioned in relative part of QAP for topographic survey. The hydrology of the structure
located on major stream shall be cross checked by various methods like based on area
velocity, catchments area etc., and compared with the visual observation. The design of
the structure shall be carried out with the help of various computer programme developed
in house, its authenticity have been proved with approval of these computer aided design
by various clients as well as through a manual check wherever required. The bridge
/structural engineer shall carry out the design using computer aided techniques. The
design shall be cross-checked at various stages by an alternate Bridge/structural
engineer. The bridge specialist shall review the design to ensure that it has been properly
carried out, the input data is authentic and task under taken fully in compliance with the
requirement of TOR as well as standard prescribed for respective work. It shall be also
compared with the design prepared for other similar works.
The different components of the structure shall be designed based on various codes and
standards as mentioned below to assure the required quality.
1. Collection of data and Hydrology
IRC:5-1998 General features of design

IRC:SP:13 Guidelines for the design of small bridges and culverts
IRC:78-2000 Foundation and substructure
2. Lateral and Vertical Clearances
IRC:5-1998 General features of design

IRC:54-1974 Lateral and Vertical clearances at underpasses
3. Foundation and Substructure
IRC:6-2000 Loads and Stresses

IRC:21-2000 Cement concrete plain and reinforced
IRC:45-1972 Design of well foundation of bridges
IRC:78-2000 Foundation and substructure
IRC:40-2000 Brick, stone and block masonry
4. Superstructure
IRC:6-2000 Loads and Stresses

IRC:18-2000 Design criteria for PSC Road Bridges
IRC:21-2000 Cement concrete plain and reinforced
IRC:22-1986 Composite Construction

5. Bearings
IRC:83-1999 (Part I) Metallic Bearings

IRC:83-1987 (Part II) Elastomeric Bearings
IRC:83-2002 (Part III) POT PTFE Bearings
6. Protection Work
IRC: 89-1997 Guidelines for Design and Construction of River training
Works
2.4 Traffic Surveys
2.4.1 Data Management
2.4.1.1 Traffic Survey Formats
Well-designed survey formats will be used as per the guidelines of IRC codes. The survey
formats for WTP and O-D surveys will be detailed as well as simple for understanding for
both enumerators and also for commuters. Appropriate coding will be adopted in survey
formats, which will facilitate the enumerators for recording the responses. 15 minute
intervals will be adopted in classified volume count, turning movement count and other
related surveys.
2.4.1.2 Accuracy in Collection of data
To maintain good quality and accuracy in data collections enumerators will be paid
adequately. The surveys will be programmed and planned by a senior traffic engineer. The
senior traffic engineer will be entrusted the responsibility in accuracy in collected data and
controlling all the field operations. There will be a senior supervisor along with
enumerators who will be making regular visits to each survey team and keep on checking
the collected data at regular intervals.
2.4.1.3 Verification of Collected Data
At the end of each shift of eight hours, the supervising engineer will make a summary of
hourly counts. This data will be used to check consistency of traffic volumes from day to
day of counting with respect to hourly and daily volumes. In case of major variations
exceeding 25% with out any reason, the survey will be repeated.

The supervising engineer will also make random independent checks at various locations
by counting vehicles for 15 minutes. All the field survey data will be filled with identification
information like date, day, shift, direction, weather condition etc. These entries will be
checked and signed by supervisor.
2.4.1.4 Documentation
All the filled up data sheets will be suitably numbered stitched and will be sent to head
office for data entry, processing and analysis.
2.4.1.5 Data Checking after computer entry
The collected data will be entered in computer without much delay. After making entry in
computer the entered data will be checked manually. In case of any wrong entry found
during cross checking will be corrected immediately.
2.4.2 Manpower Management
2.4.2.1 Assessment of Manpower

Assessment of manpower is very much important part in carrying out the traffic surveys.
The survey team should not fall short of manpower. There should be ample number of
enumerators with relievers. For carrying out 24 hours surveys three shifts of eight hours
are proposed so that enumerator will not be over strained. For each type of surveys the
requirement of number of enumerators will be assessed. Keeping in mind three shifts total
number of enumerators will be assessed.
2.4.2.2 Qualifications of Enumerators
Selection of enumerators will be done on the basis of following criterion:
Enumerators who have already done similar traffic surveys will be given
preference.
It will be ensured that the enumerators employed are able to carry out the
assigned work like counting and for keeping the proper record.
The enumerators who are responsible for interviews in O-D surveys and for
Willingness to Pay (WTP) surveys will be more qualified and capable enough to
interview the commuters. It will be ascertained that they are capable enough to
ask clear questions without creating any doubt and confusion.

2.4.2.3 Training to Enumerators
All the enumerators are to be given an orientation about the objective and possible impact
of the above project so as develop interests with the assigned job. The purpose of the
survey and survey formats are to be clearly explained to the enumerators. The
methodology of filling the survey format is to be explained to enumerators in detail.
2.4.2.4 Limiting Maximum Working Hours for Enumerators
The traffic surveys are quite tiring job for enumerators therefore it is proposed to conduct
traffic surveys in shift of 8 hours. Working beyond 8 – hours becomes quite tiring and
enumerators may not be able to work with full efficiency. Therefore one enumerator will be
allowed to work maximum for one shift only.
2.4.2.5 Relievers to Enumerators
Enumerators may not be able to work continuously for 8 hours with full efficiency. They are
to be relived if required, therefore at least one reliever enumerator will be kept with a group
of twenty enumerators.
2.4.2.6 Incentives
The enumerators who perform better in traffic surveys and take extra initiative will be given
incentives in terms of monetary benefit. Traffic supervisors will identify such enumerators.
2.4.3 Safety Parameters
2.4.3.1 Safety and Security during Surveys

To get accuracy in data collection it is required to maintain safety and security for survey
staff. Thus for collection of classified Volume count / O-D surveys etc survey stations will
be located where the road is straight, more or less straight and adequate shoulder space
is available for positioning the enumerators, for stopping the vehicles etc. Suitable bays
with the help of traffic cones will be prepared for O-D and WTP interviews. Appropriate
signposts will be installed for eliciting cooperation from commuters, their safety and for
sampling. Above exercises will be done by taking into confidence the traffic police and
local residents.
All the traffic surveyors will be issued identity card. An authentic letter regarding conduct of
traffic surveys will be provided to supervising engineer.

2.4.3.2 Assistance of Traffic Police
All the traffic surveys to be conducted with the assistance of traffic police. Traffic
policemen to be requested to provide full cooperation for getting good feedback from
commuters.
2.4.4 Zoning System

2.4.4.1 Impact of Urban Traffic
To avoid the impact of urban traffic the survey locations are selected away from urban
environment. The impact of urban traffic may provide noisy data and misleading picture,
which may affect analysis.
2.4.4.2 Appropriate Zoning System for O-D surveys
For deciding proper zones in case of O-D surveys following points are kept in mind.
i. Due consideration is given to land use pattern.

ii. All the zones have homogeneous land use character so as to reflect accurately the
associated trip-making behavior.
iii. The selected zones are not too large to cause considerable error in data. At the
same time they are not too small either to cause difficulty in handling and analyzing
the data.
iv. As far as possible zones have regular geometric shapes for easily determining the
centroid which represents the origin and termination of travel.
v. Zones are compatible with screen lines and cordon lines.
Thus keeping in mind above points the zoning was done in three levels. In first level all-
important towns (traffic generators) lying on the road are assigned a separate zone code.
Next, immediate influence areas of project road are considered and nearby districts are
considered as separate zones. Finally, states beyond the influence are considered which
may contribute trips to the road.
2.4.4.3 Appropriate Sample Size
The sample size plays a very important role in data collection specially for O-D surveys,
WTP surveys, Truck Terminal Surveys and Parking Surveys etc. The sample size should
be adequate for the corresponding population. The standard laid in Bureau of Public
Roads will be adopted. The sample size will be taken greater than 20% so that even after

removal of some noisy data the sample size will be found to be adequate for further
analysis.
2.4.5 Quality Assurance During Speed and Delay Survey
To ensure better quality during speed and delay survey it is proposed that well-trained
staff will conduct the survey. There will be two test runs so as to avoid any possible error
in 1st run.
2.4.6 Verification with Past Trend
The trend of traffic volume will be explored with the help of past traffic data wherever it is
available. The collected data will be compared with past data. If satisfactory data is not
achieved the appropriate reasons will be explored in consultation with client for
authenticity of current data / past data. If convincing reasons are not obtained traffic
surveys will be repeated and verified.
2.5 Environmental and R&R Assessment

2.5.1 General
The project influence area will be subjected to rigorous assessments in terms of

environmental and social impacts to determine any direct and indirect effect due to
proposed project. It goes without saying that some impact on the environment as well as
social structure in the project area is bound to happen when any development venture is
taken up. The Consultants will endeavor to mitigate the adverse effects by integration of
environmental and social considerations in their recommendations for new road alignment.
Cost effective mitigation measures will also be evolved. The recommendations will be
based on an assessment of the likely impact before start of the project. This exercise will
be undertaken in three steps viz. of initial screening, impact assessment and remedial
measures.
2.5.2 Initial Screening
It is necessary to carry out a base line survey of the existing level of environmental and
social issues in the project area. This will be carried out by collection of data from the
primary as well as secondary sources as per the central and state government guidelines
and directives of the international funding agencies. The applicability of the various laws /
Acts / Policy to the proposed project shall be identified at the stage. Information will also
be collected from any additional sources in addition to the target communities in the

project area. This data will be useful in environmental mapping and identification of
sensitive ecological areas.
Based on the analysis of the above data, the project will be categorized based on its
environmental sensitivity. The outcome of the initial screening will be in the form of
recommendations for the further scope of environmental assessment.
The following checklist is usually applicable to project funded by ADB only. However, it will
be used as outlined in the TOR.
Checklist for Environmental Classification of Roads And Highways
Screening Question Answer Explanation/Recommendations

Project Siting Yes No
Is the Project area adjacent to or within
any of the following ecologically
sensitive area?
 Natural Forest and Reserved
Forest
 Road Side Plantations as
Protected Forest
 Wetland
 Mangrove
 Estuarine
 Buffer Zone of Protected area
 Special area for protecting
biodiversity
Potential Environmental Impacts will the Project Cause…

Encroachment on historical/cultural
areas, disfiguration of landscape by
road embankments cuts, fills and
quarries?
Encroachment on precious ecology
(e.g. sensitive or protected areas)?


Alteration of surface water hydrology of
waterways crossed by roads, resulting
in increased sediment in streams
affected by increased soil erosion at
construction site?
Deterioration of surface water quality
due to site runoff and sanitary wastes
from worker-based camps and
chemicals used in construction?
Increased local air pollution due to
road crushing cutting and filling works
and chemicals from asphalts
processing?
Noise and vibration due to blasting and
other civil works?
Other social concerns relating to
inconveniences in living condition in
the project areas that may trigger
cases of upper respiratory problems
and stress?
Hazardous driving conditions where
construction interferes with pre-existing
roads?
Poor sanitation and solid waste
disposal in construction camps and
work sites and possible transmission of
communicable diseases from workers
to local populations?
Creation of temporary breeding
habitats for mosquito vectors of
disease?
Dislocation and compulsory
resettlement of people living in right of
way?


Accident risks associated with
increased vehicular traffic, leading to
accidental spills of extra materials and
loss of life?
Increased noise and air pollution
resulting from traffic volume?
Increased risk of water pollution from
oil grease and fuel spills and other
materials from vehicles using the
road?
After reviewing the answers above the Mission Leader and Environment Specialist agree
that the project.
 Should be categorized as an A project
 Should be categorized as a B project
 Should be categorized as a B project in an environmentally sensitive area
 Should be categorized as a C project
 Should be categorized as an A/B project because (give reason)
 Requires additional information for classification. Therefore
o An Environment Specialist should be involved in the PPTA Fact-finding
Mission
o The Mission Leader should gather additional information during the PPTA
Fact-finding Mission.
2.5.3 Impact Assessment
A complete identification of adverse as well as beneficial effects due the project would be
carried out to obtain exact assessment of the impact on surrounding environment and
communities in the influence area. This will be the basis for recommended cost-effective
means of either elimination or mitigation of adverse effects along with remedial measures.
The method developed by Battelle Laboratories known as Battelle Environmental
Evaluation System (BEES) is to be utilised in the evaluation process.
It will be necessary to monitor the environmental and social impact. A monitoring and
management mechanism will be suggested for this purpose.

2.5.4 Environmental Mitigation Plan
An environmental mitigation plan shall be developed in order to minimize the likely

adverse impacts. This will constant phase wise suggested mitigation / environmental
measures, institutional requirements for implantation of these measures, cost estimate for
implementing EMP. Time schedule for implementation of EMP with monitoring
mechanism.
This plan is a part of the Contract Document and shall be included in the Bid Document.
2.5.5 Preparation of Resettlement Action Plan
It shall include base line socio economic studies and census of project affected persons
and households. The assets lost due to implementation of the project shall be evaluated
and compensation and R&R entitlement frame work shall be prepared. All qualitative
social investigation and analysis shall be conducted, planning supervision and quality
checks shall be carried out.
Based on these studies Resettlement Action Plan shall be prepared.
2.6 Economics and Project Finance
2.6.1 General
Quality of the economic and financial analysis of a project depends upon the accuracy of
its inputs and the adopted economic and financial model. Therefore, it is imperative to
assure the quality of the traffic analysis, project cost calculations and other inputs viz.
financial indices, project planning, other operational costs etc.
2.6.2 Quality System
2.6.2.1 Economic Analysis
Economic analysis shall be based on the “Highway Design and Maintenance Manual”
(HDM-IV), an analytical tool used for engineering and economic assessment of highway
projects. The model is based on physical and economic relationship derived from
extensive research on road deterioration, the effect of maintenance activities and road
user costs and its accuracy depends on the following:
Capital Costs : Quantities of inputs and their unit values
: Implementation Schedule

: Salvage Value, its percentage and timing of

accrual.
: Estimate of Balance Economic Life
Traffic Forecast : Base year traffic flows and its associate
characteristics
: Systematic traffic forecasts - Vehicle type-wise
: Estimate of normal, generated, diverted traffic,
etc.
Vehicle Operating Cost : Estimates of key inputs like fuel costs, staff costs,
interest and depreciation in financial terms
Model applicability : Correct congestion factor, speed flow and VOC
relationship
Quality assurance aspects of capital costs and traffic forecast have already been
discussed in previous sections. Implementation schedule shall be prepared based on the
site condition, intended resource mobilisation by the contractor, availability of fund and
contract packaging as approved by client. It shall be ensured that it should be as realistic
as possible. To determine the likely annual progress during the implementation stage, a
detailed work programme shall be developed keeping all the possible constraints in
consideration.
Data pertaining to assessment of vehicle operating cost shall be collected from at least
three different sources of which preferably two should be located at the extreme ends of
the project. These shall be collected at time of preparation of economic analysis in order to
obviate the time factor and eventually the inflation. Accident data shall be arranged in the
categories namely, fatal, serious injury and minor and their ex-post cost shall be calculated
based on the prevailing market prices.
Applicability of the model to Indian conditions shall be ensured by calculating capital cost
and maintenance costs using HDM-IV, whereas the VOC savings and time savings will be
calculated using the speed flow and VOC’s relationship developed and standardized by
the Indian studies (Road User Cost Study and IRC: SP-30) to represent the Indian
climatic, traffic and topographical conditions. Discount rate shall be assessed considering
difference between interest on government borrowings and prevalent inflation.
2.6.2.2 Financial Analysis
Financial analysis shall be based on the financial model developed in-house and tested
and run successfully on several similar projects which have since gone for execution. The

model is based on the integrated effect of various costs on revenue earning capability of
the project in a defined period. Its accuracy depends on the following:
Capital Costs : Quantities of inputs and their unit values

: Implementation Schedule
: Financial parameters viz. rate of interest, rate of
return, inflation, insurance cost, depreciation,
lending rate, gearing ratio, moratorium period
: Assessment of risk
Traffic Forecast : Base year traffic flows and its associate
characteristics
: Systematic traffic forecasts - Vehicle type-wise
: Estimate of normal, generated, diverted traffic,
etc.
: Allowances for applicable passes, exempted
vehicles and local users
Revenue Costs : Toll Rate
Well planned toll structure and toll collection
mechanism
Quality assurance aspects of traffic analysis have already been discussed in previous
sections. Implementation schedule shall be prepared based on the site condition, intended
resource mobilization by the contractor, availability of fund and contract packaging as
approved by the client. To determine the likely annual progress during the implementation
stage, a detailed work programme shall be developed keeping all the possible constraints
in consideration.
Toll rates shall be ascertained after the careful study of users willingness, optimization of
returns through logit model, rates being charged on similar projects and MORTH
prescribed rates. While fixation of these rates, it shall be ensured that it would be within
manageable limits of common man and at the same time, sufficient revenue is generated.
Financial parameters shall be fixed after the detailed discussion with the leading financial
institutions involving in infrastructure lending business. On fixation of financial parameters,
financing plan for private sector participation shall be prepared and viable alternative shall
be worked out from the following options:
i) BOT without government grant

ii) BOT with government grant (negative or positive)
iii) Annuity payment with fixed concession period

iv) Annuity with BOT with tolling rights
Financial risks shall be analyzed under the following categories:
Construction risk (time and cost over run)

Financing risk (adequacy, interest rate fluctuation, exchange parity)
Traffic and revenue risk (traffic volume and toll collection)
Political risk (stability of government policy and socio-political scenario)
2.7 Design, Drawings and Documentation
2.7.1 General
The objective of this section is to ensure that the related activities in the fields of design,
drawings and documentation are planned, consistent and controlled. The output in the
form of designs, drawings and documents are verified and the final products satisfy the
specified project needs.
The adopted quality assurance system involves several step by step procedures and
these are brought out in the following paragraphs:
2.7.2 Project Planning
To commence the project in a systematic manner, comprehensive work schedule for

guiding tasks on a project is prepared. It explicitly defines the responsibility for execution
of the various tasks defined in the project TOR, the time and duration for performing the
task, the codes/standards to be followed, the review/verification system, the required
inputs, the desirable outputs with defined accuracy, etc. The schedule is prepared after
elaborate and gruelling discussion on the specific requirements of the project. Before
finalising the overall schedule, each associated discipline viz. Highway, Bridge, Material,
Environment prepares their own work plans for their tasks consistent with the requirement
and time period of the project.
2.7.3 Inter-Discipline Frame Work
2.7.3.1 Organization
As the project requires the involvement of various disciplines for operational purposes, the
entire project team is divided into a number of groups, each headed by a Key Professional
(KP). For a typical project, key professional are drawn from the various disciplines as

appropriate (or specified in TOR). For a typical project, the key personnel in the
Consultant’s team as appropriate are indicated below along with their accountability.
Organizational Set Up
Position ID Accountable Liases with
Project Co-ordinator PC Executive Clients, Head of various
Disciplines, project
Functionaries and external
technical services
Senior Highway KP (HE) PC Specialists of other
Engineer disciplines and suppliers of
external services
Senior Traffic KP (TE) PC, KP(HE) Specialists of other
Engineer disciplines
Senior Bridge KP (BS) PC, KP (HE) -do-
Specialist
Pavement Engineer KP (PE) PC, KP (HE), -do-
KP(ME), KP(TE)
Senior Material cum KP (ME) PC, KP( HE), KP(PE) Specialists of other
Geotechnical disciplines and suppliers of
Engineer external services
Senior Transport KP (TS) PC, KP (TE), KP(QS) Specialists of other
Economist disciplines and various
financial institution
Senior KP (ES) PC, KP (RR), KP Specialists of other
Environmental (HE) disciplines and State Forest
Specialist and other environmental
agencies
Senior. KP (RR) PC, KP (HE), KP -do-
Rehabilitation & (ES)
Resettlement Expert
Sr. Survey Engineer KP (SE) PC, KP (HE), KP Support engineers of the
(BS) project and suppliers of
external technical service.
Sr. Quantity KP (QS) PCL, KP (HE), KP -do-
Surveyor (BS), KP (ME)
Notes: PC : Project Co-ordinator

KP: Key Person

2.7.3.2 Technical Interfaces
The technical interfaces of the major tasks have been identified as follows:
Major Technical Interfaces

Major Task Technical Interfaces
Geometric Topographic survey, location and deck level of bridges, road
side inventory and way side amenities, social and
environmental impact assessment, traffic forecast.
Pavement Traffic and axle load analysis, soil/material investigations and
Environmental Assessment.
Structure Topographic survey, geotechnical investigations, highway
geometrics and hydrological study.
Quantity/Cost Detailed design, Technical specifications and drawings, soil/
material investigations and environmental/social impact
mitigation costs
Economic/Financial Project Costs
2.7.3.3 Co-ordination Meetings
On every fifteen days/periodically, there shall be a co-ordination meeting to be attended by

PC and all KPs. It shall be used to sort out any intra or inter disciplinary ambiguity about
project requirements, updating of progress schedule, compliance on the issues raised in
last meeting or with client. It shall be preparatory ground to complete the project as a well-
knit team.
On similar grounds, regular meetings shall be arranged with client to keep them inform the
up-to-date picture of the project.
2.7.4 Design Execution
2.7.4.1 Preparation and Approval of Design
Before the design work is taken up, PC shall discuss with KP(s) and finalise the design
parameters in consultation with client. The design parameters shall be approved by client
before commencement of design activities. The software to be used for design shall also
be finalized at this stage to ensure data compatibility. This includes the following:

QA on software (prior testing and verification).

Design preparation.
Design verification (independent review, alternative analysis and qualification
testing).
Interface control (internal and external).
Control of manufacturers/vendors design.
Approval to design, distribution of design documents and document control.
Design change requests.
Checking and approval by external approving authority, if any.
Following check list shall be used in finalizing the design criteria to suit the project specific
needs:
Check List for Design Standards
Discipline Design Criteria Specific Project Needs
Highway Speed, Sight Distance,  Based on sound Engineering Practice
ROW, Cross section,  Compatible to similar development works
Carriageways, Shoulder,  In compliance with codal provisions
Vertical and horizontal  Environmental Friendly
Profile, Service Road,  Easy to construct
drainage network, road  Aesthetically pleasing and comfortable to
furniture and way side road users
amenities  Economic
 Safety to road users
 Scope for future upgradation
Structure Geotechnical  Compatible to similar development works
investigation, span  In compliance with codal provisions
arrangement,  Easy to construct
Foundation, Sub and  Economic
super structure, river  Scope for future up gradation
protection work  Safety to road users
Pavement Flexible and rigid  Durable
overlay/ fresh design  Based on sound Engineering Practice
 In compliance with codal provisions
 Environmental Friendly
 Scope for future upgradation

2.7.4.2 Checking of Field Survey Data
All field surveys shall be carried out as per work schedule and their data shall be
available in the finalised formats. Field survey data are received for the followings:
i. Road Inventory
ii. Pavement Condition including its structural strength
iii. Topographic Details including longitudinal and lateral profiling
iv. Inventory and Condition of Existing Cross Drainage Structures
v. Soil and Material Survey
vi. Geotechnical Investigation
vii. Hydrological Details
viii. Environmental Impact Assessment
ix. Revenue Details
x. Resettlement and Rehabilitation Requirement
On receipt of above mentioned survey data, the same shall be scrutinized by

respective expertise and stored on computer hard disk for future upgradation and
easy irretrievability. Field data shall be stored in a project specific directory and
copies shall be maintained in respective divisions and on compact disks. The
checking of data shall include the following:
i. Completeness of field data that there are no data gaps.

ii. Correctness of as per desired intervals.
iii. Correctness of procedure adopted for survey.
iv. Extent of field data to ensure that it covers the sufficient area to study
different option.
v. All the desired features/structures are picked up.
vi. Random field checks by KP results similar outcome.
2.7.5 Design Activities
Design activities shall commence in the road stretch for which the field survey
data is approved by KP. Based on the total work and the quantum of the work
involved, for which data is available, KP shall assign different engineers for the
required task to be taken up.
After finishing off the preliminary design, KP shall inspect the design and give
his/her comments as whether approved design criteria has followed or needs
review owing to ground condition or additional data is needed. If the approved

design criteria, needs the review it shall be done in consultation with PC and
related KP(s) in a Design Review meeting and finally approval of client shall be
sought of. After incorporation of other general comments of KP, KP shall re-
inspect the preliminary design and give his/her comments to proceed for detailed
design.
Particular attention shall be paid to take into cognisance of related work of other groups
viz. bridge group and highway group. PC shall co-ordinate with the other disciplines to
finalise the desired and co-ordinated design.
After finalization of detailed design, PC shall arrange for Road safety audit. The
PC shall monitor the results of the safety audit and if requires modify the design.
2.7.5.1 Design Basis Report for Development of Design
This includes:
Requirements of client.
Preliminary drawings and data; source, responsibilities of supply and methods of
verification.
Design approach, applicable codes, special design specifications.
Methods of analysis, calculation, checking and internal approvals.
Contents of design reports (Detailed calculations).
Final drawings.
Checking and approval by external approving authority, if any.
A checklist for checking of Design data for highway and bridges are shown in the
Annexure-II. Any missing data or error in data shall be reported by KP immediately to PC
2.7.6 Drawings
The PC shall decide and co-ordinate with the different KP(s) whenever required for
deciding the size(s) of drawings to be adopted in the project. The drawings shall be of
standard sizes(s) as mentioned in the following table (or specified in ToR):
Drawing Sizes
Type of Work Size Dimensions Scale
Location Plan A2 420mm x 594mm 1: 250000
Site Plan A2 420mm x 594mm 1:50000
Alignment Plan
Draft A3 420mm x 297mm 1:2500
Final A3 420mm x 297mm
Longitudinal profile

Type of Work Size Dimensions Scale

Draft A0 840mm x 1188mm 1:250
Structure
GAD A2 420mm x 594mm 1:50 to 1:250
Structural element A2 420mm x 594mm 1:25 to 1:50
Road intersection A3 420mm x 297mm 1:500
Cross Section
Draft A3 420mm x 297mm 1:100
Land Acquisition Schedule A2 420mm x 594mm 1:2500
Sincere efforts shall be made by PC to ensure that concerned functionaries all throughout
the project use a uniform size of drawings. In unavoidable circumstances when
consistency of size cannot be maintained for any genuine reason(s) the PC shall accept
variation in length of drawings only without any deviations in the width.
A standard title block shall be prepared for the use in all drawings. The designed spaces
for signatures shall be filled out as the drawing progress through issue cycle. The wording
of title of drawings shall be finalized in consultation with the concerned KP.
All drawings shall be numbered as : SAI/2213/YY/ZZ
Where
2213 : indicates the project number
YY : indicates the drawing type
ZZ : the drawing number
The drawings shall contain and/or make reference to the appropriate inputs
documents/assumptions made in the space allocated for NOTES. The input documents
may be in any of the following forms:
i. Concept drawing(s), general arrangement plans furnished or accepted by Client

and/or developed in house by the other member(s) of the team during currency of
project.
ii. Client basis/philosophy document, identifying design parameters, characteristics
of selected materials, loading details, description of implementation scheme of
design if any, etc.
iii. Reference to Bench Marks and reference coordinates.

Completed drawings shall be checked by the KP by following SAI-QPM-7.3AD Rev 01.
a) The confirming dimensions, levels and other requirements shall be marked with
yellow colour on the drawing while non-conformance shall be marked with
necessary correction on the drawing in red colour.
b) The reworked drawing after corrections shall be verified again and the corrections
marked in red shall be encircled with green colour to indicate that the same have
been incorporated. The checked print of the drawing duly signed and dated by the
checking functionary shall then be passed on to the approving authority (TL) for
record.
2.10.3.4 Approval
If he/she is satisfied with the contents and quality, the concerned KP or any functionary of
the project organization shall approve the drawing.
The drawing issued from a discipline shall contain approval signature of KP concerned to
indicate technical adequacy of the design.
When the drawing is to be issued the same also contain signature or initial of PC in the
title block to indicate that the same meets the project requirement.
2.8 Preparation, Checking, & Approval of Project Report
2.8.1 General
In broad terms, for quality assurance of the project report it is necessary for each section/
volume of the report to conform the project requirements/ TOR. Ideally, there should not
be any place for non-conformity. The purpose of this section is to evolve a system
applicable to all concerns in preparation, review, verification and amendment to project
report and also, a systematic approach towards quality audit to have a sound end product.
2.8.2 Procedure
A skeleton format shall be made by PC to commence the preparation of each project
report keeping in consideration of the desired coverage of the document as defined in ToR
or by Client. The related information shall be collected and put into one place by
respective KP in a computer file in sequential manner. One hard copy shall be prepared
and bound in file with the cover sheet containing all the information relating to the subject,
its sources, name(s) of concerned project staff, and date of inspection/revision along with
revision number. The same shall be produced in every Progress Review Meeting for
scrutiny and further review if required.

Concerned KP shall compile all the information viz. field data, technical literature, project
design, design calculation sheet and suggestions by client into the report format based on
skeleton proforma prepared by PC. These shall be stored in chapter wise computer files
and one hard copy of the same shall be maintained all the time.
The non-confirming design/design calculation/field data/analysis shall be sent back by the
PC to KP for taking appropriate action(s). All non-confirming matters shall be identified as
“NOT APPROVED” on Document. The record of such shall be maintained till completion of
the project.
All corrections in the project report/document shall be marked by the PC after cutting the
incorrect part(s) so as to establish that the same have under gone checking. A record of
such matters with the corrections shall be maintained by PC in the same file containing the
Project report/document till completion of the project.
The KP shall make the necessary correction and take appropriate actions so as to close
all non conformities by producing the acceptable data/design/drawing/design calculations.
These corrected documents shall than be sent to PC for approval.
The PC shall re-inspect the corrected project report/document and verify the
conformances with his/her previous comments in the manner explained in the foregoing
paragraphs
2.8.2.1 Final Inspection
The conforming project report/document shall be marked as APPROVED on the report by

the PC. Copies of approved project report/document shall be forwarded to the client for
approval. The record of such reports submissions shall be retained by the PC as quality
records.
2.8.2.2 Client Approval

In case Client suggests after submission of project report/document certain changes, the
same shall be mentioned on concerned file clearly marked as SUGGESTED BY CLIENT
by the KP. The same shall be incorporated by KP and shall be inspected by PC for getting
Client’s approval. On obtaining Clients approval, status of the same will be identified as
APPROVED BY CLIENT on the coversheet and forwarded to library vide routing slip for
records and for the required retention
2.8.3 Updating of Master List(s) Status
On each amendment in the project document/report, the KP shall update the revision
status in the Master List(s) and send the copy of the PC for information. After each
amendment in the project report/document, the same shall be audited by one of the
competent person from the monitoring group before finalisation.

2.9 Preparation of Land Acquisition Schedule

2.9.1.1 General
In broad terms, for quality assurance of collection of revenue data and preparation of land
acquisition schedule it is necessary to evolve a system applicable to all concerns in
preparation, review, verification and amendment to land acquisition schedule.
2.9.1.2 Procedure
A comprehensive event-schedule will be made commencing from data collection stage to

preparation of land acquisition schedule in accordance with ToR. The related information
will be collected and put into one place by respective KP in a computer file in sequential
manner. One hard copy will be prepared and bound in file with the cover sheet containing
all the information relating to the subject, its sources, name(s) of concerned project staff,
date of inception / revision along with revision number.
Concerned Senior Surveyor and Highway Engineer will compile all the information viz.
revenue data, revenue maps, land ownership records and suggestions by client into the
report format based on skeleton proforma prepared by Team Leader.
2.9.1.3 Preparation of Master List of Revenue Records
To prepare the master list of revenue records the following sequence will be followed:
a) On commencement, all districts, tehsils / talukas and gram panchayats will be
identified that fall under project affected areas. Details of villages falling on project
road will be collected from available village maps at Tehsil headquarters by
superimposing the relevant toposheets in order to obviate the possibility of leaving any
village.
b) District Land Record (DLR) office will be approached for collection of revenue maps of
identified villages and project corridor in at least 150 m width will be marked on them.
Authenticity of marked project corridor will be adjudged and attested by respective
Patwaris after the detailed field checks. On each village map, corridor beginning and
tending chainages will be marked.
c) Design centreline and proposed ROW of project road will be transferred to revenue
maps with the help of marked chainages and affected survey numbers will be
identified. Measurement of the dimensions, lengths etc. of the land to be acquired will
be carried in respect of each survey / sub-survey number.

d) Certified copies of Revenue Tenancy Certificate (RTC) for the affected survey
numbers will be collected showing the details of the survey / sub-survey number, the
area and nature of the land, the last and present owner and the registry record.
e) With the help of concerned patwari, categorization of the land to be acquired will be
carried out in terms of built-up, commercial, irrigated, un-irrigated, barren etc.
f) Land value will be assessed in respect of affected villages separately for each
category of land in following manner:
i. Land sale statistics for past 10 years from Tehsildar’s office.
ii. Prevailing market rates as reported by local people.
On each amendment in the master list, the KP will update the revision status in the Master
List and send the copy to the TL for information. After each amendment in the master list,
the same will be audited by one of the competent person from the monitoring group before
finalization.
2.9.1.4 Land Acquisition Report
The Consultant will prepare and submit separate Land Acquisition reports for each
package as defined by client. In that report the following will be incorporated:
Land acquisition Schedule in consultation with client to issue Section 4 notification as

per Land Acquisition Act, 1894.
Cost estimate for the land proposed to be acquired based on realistic market rates and
as per rates of revenue authorities.
Time frame for disbursement of compensation to the affected people.
Certified revenue maps showing the affected survey/sub-survey numbers.
2.9.1.5 Audit and Verification
The field works and resulting data will be certified by the office of the Assistant Director of
Lands Records (ADLR) of the Taluka / The office of District Collector (Land Record or
Tehsildar concerned. A representative of the ADLR will accompany the consultants for the
fields works. In case client suggests certain changes after submission of Land acquisition
report, the same will be updated on concerned master document clearly marked as
SUGGESTED BY CLIENT by the KP. The same will be incorporated by concerned
person and will be inspected by the KP along with person from ADLR office and
subsequently by PC for getting client’s approval.

2.10 Identification and Traceability of Project Documents
2.10.1 Introduction
Dependability of the project rests on the quick traceability of submitted or received project
information. For this purpose, all concerned project staff shall follow a simple but
exhaustive identification and filing system.
2.10.2 Identification System
All documents related to this project shall have a number starting with ABCD-EFG which
shall indicate the identification number or job number of the project.
Unless specified otherwise by the client, the documents shall be numbered as indicated
below:
ABCD-EFG/XX/YYY/ZZ
where XX indicates the group code as below:

ABCD indicates the project numbers
The group codes are:

Highway and Pavement : HW
Cross Drainage Structures : CD
Environmental Engineering : EE
Traffic and Transportation : TT
Economics and Project Finance : PF
Resettlement and Rehabilitation : RR
YYY indicates the type of document, viz

RPR : Reports
DWG : Drawings
EST : Cost Estimates
BID : Bid Documents
ZZ indicates the serial number or that category of the document.
2.10.3 Filing system
2.10.3.1 Field Data

For every field data backup shall be prepared in computer hard disk in a master directory
with sub directory for each group. Manuscripts shall be serially numbered with the cover
sheets having following details and shall be in custody of the KP:
Title of the project work

Job number of project
Name(s) of persons conducted the survey/collected the data
Date(s) of the survey/collection of the data
Reference to computer file stored in Mater directory
Serial No duly linked with the previous document
2.10.3.2 Design / Cost Calculations

All design calculation whether software output / manual calculation / computer calculation
shall be stored in master directory once processed as backup. Also, similar computer files
shall be created in the computer of the KP. Hard copies of the same shall be in custody of
the KP with the cover sheet having the following information:

Name(s) of associated persons
Date(s) of preparation
Serial No. duly linked with the previous document
Revision nos. with dates
2.10.3.3 Drawings
All project drawings shall be stored in master directory once processed as backup. Also,
similar computer files shall be created in the computer of the KP. Hard copies of the same
shall be in custody of the KP with the cover sheet having the following information:
Name(s) of associated persons
Date(s) of preparation

Annexures
Annexure I
Work Programme and Task assignment

STAGE 1 - INCEPTION REPORT
101 : Mobilization
102: Review of Past Data & Document

• Topo Study
103: Quality Assurance Plan
• Satellite Imageries
• Traffic Census
104: Need of Bypass 105:Reconnaissance Survey
106: Review of Methodology & Work Plan

• Draft Design Standards
• Traffic Survey Plan
• Topographic Survey
• Material Survey
• Hydraulic Study
Inception Report
STAGE 2 - FEASIBILITY STUDY & PRELIMINARY SOCIAL
AND ENVIRONMENTAL SCREENING
201 :Traffic & Socio-Economic Analysis
202: Socio-Economic Profile 203: Classified Traffic Volume Count, Turning

Movement Counts, O-D Survey, Speed-Delay
Survey, Parking Surveys, Accident Data Study
205:Growth Factors
204:Axle Load Survey 207: Traffic Forecast, Design
206:Traffic Forecast Model MSA for Pavement Design
208: Preliminary Social & Environmental Screening
209: Environmental Screening 210: Initial Social Analysis

• Positive/ Negative Impacts • Analysis of Alternatives for
• Analysis of Alternatives for Bypass/ widening scheme
Bypass/ widening scheme • Impact Assessment
• Preliminary Mitigation Measures • Initial Public Opinion
• Community Participation
STAGE 2 - FEASIBILITY STUDY & PRELIMINARY SOCIAL
AND ENVIRONMENTAL SCREENING
211: Engineering Investigation Preliminary Social & Environmental

• Road Inventory Screening
• Bridge & Culvert Inventory
• Junction Characteristics
• Hydraulic study 213: Preliminary Improvement
• Pavement condition Proposals
• Roughness • Widening
• Benkelman Beam scheme/Realignment
• Initial Topographic Survey • Utility Relocation Plan
• Geometric Improvement
212: Revenue Record collection • Access Control
• Bridge & Culvert
arrangement
215: Economic Analysis, IRR, NPV
• Pavement Type
• Road Furniture
214: Preliminary Cost Estimate
216: Feasibility study with Preliminary LA/ Utility

Relocation Plans
STAGE 3 – PRELIMINARY DESIGN AND SOCIAL AND ENVIRONMENTAL IMPACT ASSESSMENT
301: Finalisation of Design Standards
305: Geotechnical Investigation ,Soil / Subgrade

302: Topographic Survey
Testing
303: Utility Relocation Plan 306 : Material Studies-Quarries, Rates, Suitability
307: Public Consultation and R&R Survey

304: Land Acquisition Schedule
308: Environment Impact Assessment & Mitigation Measures
309: Preliminary Geometric Design 311: Pavement Design 313 : Preliminary Bridge design
• Plan and Profile • Strengthening • General Arrangement Drawing
• Digital Terrain Model • Rigid/Flexible • Foundation Depth
• Maintenance Requirement • Super Structure Type
310: Traffic Management Scheme
• Preliminary Intersection Design 312 :Drainage Network & 314: Way side Amenities, Toll Plaza,
• Underpass Protection Works Road side Furniture
• Service Road
• Road safety Features
315 : Rate Alalysis 316 : Cost Estimate 317: Updated Economic Analysis
318: Preliminary Project Report with Final LA/URP

STAGE 4 – DEATILED DESIGN & BID DOCUMENTS
Detailed Design
403: 407: Bridges &

401: Detailed 405: Protection works
Intersections Culverts
Plan & Profile
404: Service 406: Drainage Network 408: Tunnels
402: Road Cross Road 409: ROB/ Flyovers/
Sections Underpass
412: Wayside Amenities,
410: Resettlement 411: Road Furniture 413: Environment
Toll Plaza, Safety
Plan Appurtenances Management Plan
Features
Project Report, Bid Documents 414

414: :Project
ProjectClearance
Clearance
415: Detailed 416: Detailed 417: Detailed Cost 418: Technical

Project Report Drawings Estimates Specifications
419: Final PQ Document, Bid Documents &

Financial & Economic Analysis
TASK ASSIGNMENT FOR QUALITY CONTROL
List of Tasks and Tasks Assignment

Task No. Description Data Collection/ Supervisor Approval
Base work
Phase I : Quality Assurance Plan (QAP) & Inception Report (IR)
101 Mobilisation
102 Review of Past Data and Document FS All KPs PC
103 Preparation of QAP Document KP(QS) TL M
104 Assessing the Need of Bypass KP (SE), KP (RR), KP(HE) PC
KP (ES), KP (TE)
105 Reconnaissance Survey HE, BE, KP (SE) KP(HE), PC
KP(BE)
106 Review of Methodology and Work Plan All KPs TL M
107 Draft Design Standards All KPs TL M
108 Preparation of the Inception Report KP(QS) TL M
Phase II : Feasibility Study Report
201 Study of Transportation Network and Up-gradation KP(TE), KP(HE) TL M
Potential and Plans
202 Prepare Socio-Economic Profile FS KP(TE), PC
KP(RR),
KP(TS)
203 Traffic Surveys TE KP(TE) PC
204 Axle Load Survey and Assessment of Vehicle TE KP(TE) PC
Movement Pattern
205 Traffic Data Analysis and Traffic Growth Factors TE KP(TE) PC
206 Network Simulation and Traffic Forecast Model TE KP TE), KP(TS) PC
207 Traffic Forecast and Design ESA/ Tolllable Traffic TE KP(TE), PC
KP(TS)
208 Preliminary Topographical Surveys FS KP(SE), PC
KP(HE)
209 Environmental Screening FS KP(ES) PC
210 Initial Social Analysis FS KP(RR) PC
211 Engineering Investigation
211a: Road Inventory HE KP(HE) PC
211b: Pavement Condition and Roughness ME KP(ME) KP(PS)
211c: Pavement Structural Strength Evaluation ME KP(ME) KP(PS)
211d: Inventory and Condition Surveys of Bridges BE KP(BE) PC
and Cross drainage works
211e: Hydrological Study BE KP(BE) PC
212 Collection of Revenue Records & Strip Mapping FS KP(SE) KP (HE)
Base work
213 Preparation of Improvement Proposals
213a : Geometric improvement HE KP(HE) PC
213b : Junction improvement TE KP(HE), PC
KP(TE)
213c : Bridge & Structure improvement BE KP(BE) PC
213d : Pavement Strengthening ME KP(PS) PC
213e: Utility Relocation Plan HE KP(HE), KP(SE) PC
214 Preparation of Cost Estimates HE, BE KP(QS) PC
215 Economic & Financial Analysis FS KP(TS), KP(BT) PC
216 Preparation of the Feasibility Report All KPs PC SM
Phase III : Preliminary Project Report
301 Finalisation of Design Standards KP(HE), KP(BE), PC SM
KP(ME), KP(PS),
KP(QS)
302 Detailed Topographic Surveys and Fixation of Centre FS KP(SE), KP(HE) PC
Line
303 Estimates for Utility Relocation from Various HE KP(SE) KP(HE)
Department
304 Land Acquisition Schedule FS KP(SE) KP(HE)
305 Geotechnical Investigation for Bridges and other ME KP(ME), PC
Structures KP(BE)
306 Material Sources with their Rates ME KP(ME) PC
307 Public Consultation and Resettlement Survey FS KP(RR), PC
KP(SE), KP(HE)
308 Environmental Impact Assessment and Management FS KP(ES) PC
Plan
309 Preliminary Geometric Design of Road HE KP(HE) PC
310 Traffic Management Scheme and Junction Design TE KP(TE), KP(HE) PC
311 Pavement Design including design for High ME KP(PS), KP(HE) PC
Embankment
312 Drainage Network and Protection Works HE, BE KP(HE), KP(BE) PC
313 Preliminary Design of Bridges & CD Structures BE KP(BE) PC
including Rehabilitation Schemes
314 Preliminary Designs for Ancillary Road Works, Toll FS KP(HE), KP(SE) PC
Plaza, Wayside Amenities
315 Rate Analysis for Item of Works FS KP(QS) PC
316 Preparation of BOQ and Cost Estimates HE, BE KP(QS) PC
317 Updated Economic Analysis FS KP(TS) PC
318 Project Packaging and Funding Option KP(QS), KP(BT) PC SM
319 Preliminary Project Report including Final RAP and All KPs PC SM
Land Acquisition Plan
Base work
Phase IV : Detailed Project Report
401 Detailed Design for Roads HE KP(HE) PC
402 Detailed Road Cross Sections HE KP(HE) PC
403 Detailed Intersection Design TE KP(HE), KP(TE) PC
404 Detailed Design for Service Road HE, TE KP(HE) PC
405 Detailed Design for Protection Works HE, BE KP(HE), KP(BE) PC
406 Detailed Design of Road Drainage System HE, BE KP(HE) PC
407 Detailed Design / Working Drawing for Bridges BE KP(BE) PC
408 Detailed Design for Tunnels
409 Detailed GAD & Alignment Plan for ROBs/RUBs BE KP(BE) PC
410 Preparation of Resettlement Action Plan FS KP(RR) PC
411 Road Furniture, Appurtenances and Land Scaping HE KP(HE), KP(ES) PC
etc.
412 Typical Design for Toll Plaza, Wayside Amenities and HE, TE KP(HE), PC
Safety Features KP(TE), KP(BT)
413 Environment Management Plan FS KP(ES) PC
414 Obtain Various Project Clearance KP(SE), KP(ES), KP(HE) PC
KP(RR)
415 Preparation of Detailed Project Report KP(QS) PC SM
416 Project Drawings HE, BE KP(HE), KP(BE) PC
417 Estimation of Quantities HE,BE KP(QS) PC

418 Technical Specifications KP(QS),KP(HE), PC SM
KP(BE)
419 Bid Documents with Financial Analysis KP(QS), KP(BT) PC SM
Note:
SM Senior Management -Monitoring Group KP Key Personnel
PC Project Co-ordinator KP (RR) Rehabilitation & Resettlement Expert
KP (HE) Sr Highway Engineer KP (QS) Quantity Surveyor
KP (TE) Sr Traffic Engineer KP (SE) Sr. Survey Engineer
KP (BE) Sr Bridge Engineer HE Highway Engineer (Design/ Field)
KP (PS) Pavement Specialist BE Bridge Engineer (Design/ Field)
KP (ME) Sr Material cum Geotechnical Engineer ME Material Engineer
KP (TS) Transport Economist TE Traffic Engineer
KP (ES) Environmental Specialist FS Field Staff
KP (BT) BOT Expert
Annexure II
Performa for Various Design/Drawing Data Checking

Annexure III
Proforma for Data Collection

Proforma for Traffic Survey
Proforma for Highway Formats
Proforma for Bridges & Culverts Formats
Proforma for Soil Formats
Proforma for Environmental Surveys
Proforma for Rehabilitation
and Resettlement Formats

Guidelines, Methodology & Qap To Carryout DPR of Highway Projects

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HIGHWAY

DOCUMENT NO: SAI-HM-001 Rev02

Executive Director & COO___________________

SAI Consulting Engineers Pvt Ltd

2.0 Quality Planning ..................................................................................................... 35

2.4.4 Zoning System ............................................................................... 54

2.7.6 Drawings ........................................................................................ 72

Review of Past Data & Document

Review of Methodology & Work Plan

1.2 Collection and Review of Data

Name of Project SAI Consulting Engineers Pvt.Ltd

Long-term traffic data on existing road network ;

1.3 Traffic Surveys

Name of Project SAI Consulting Engineers Pvt.Ltd

a) Classified Traffic Volume Count

Car/Taxi/Jeep/ Van Bullock Cart

Mini Bus/Metador Horse

The traffic count is to be conducted manually by the trained enumerators in three

b) Origin – Destination (O-D) Survey

Name of Project SAI Consulting Engineers Pvt.Ltd

travel characteristics including the following is to be collected during the

c) Speed and Delay Survey

d) Turning Movement Count Survey

e) Willingness to Pay (WTP) Survey

Name of Project SAI Consulting Engineers Pvt.Ltd

f) Pedestrian Cross Traffic Counts

g) Animal Crossing Counts

h) Survey for Truck Terminals

Name of Project SAI Consulting Engineers Pvt.Ltd

i) Parking Survey for Light vehicles

j) Way-side Amenities Survey

k) Gate Closure Surveys for ROBs

1.3.1 Analysis of Collected Data

Average Daily Traffic (ADT) at each survey location

Name of Project SAI Consulting Engineers Pvt.Ltd

Annual Average Daily Traffic (AADT)

1.4 Inventory and Condition Surveys

- Terrain (flat, rolling etc.);

Name of Project SAI Consulting Engineers Pvt.Ltd

- Temporary or permanent structures within ROW;

1.5 Intersection Inventory Survey

Following details regarding the Intersections are to be collected:

1.6 Inventory and Condition Survey of Cross-drainage Structures

The focus of the study is on the following factors:

Name of Project SAI Consulting Engineers Pvt.Ltd

1.7 Environmental Evaluation

This section provides an overview of the methodology employed to conduct the

1.7.1 Definition of the Study Area

Name of Project SAI Consulting Engineers Pvt.Ltd

1.7.2 Data Collection

1.7.3 Review of Design Concepts

Project Pre- Construction Phase Operation

Name of Project SAI Consulting Engineers Pvt.Ltd

Project Pre- Construction Phase Operation

Proposed Potential Impact Nature of Potential Rating of Impact

Name of Project SAI Consulting Engineers Pvt.Ltd

Proposed Potential Impact Nature of Potential Rating of Impact

In order to assess the environmental quality each environmental component is assigned

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S.No. Value Ecosystem Component Weight (W)

1.8 Resettlement Action Plan (RAP)

To collect primary and secondary source analysis, a descriptive analysis is followed to

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

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

h) Drains (Code: BD and TD)