Untitled

Improvement/ Construction of 2-lane
lane with paved shoulder of Askote – Lipulekh road from Tawaghat village to Budhi village (Design km.
56+935 to km 95+748) and from end of tunnel portal to Ka Kalili Mandir (Design km 113+828 to km. 133+078) [Total Design length = 58.063
km] under project Hirak of BRO in the State of Uttarakhand under Bharatmala Pariyojna on EPC mode
Table of Contents
TABLE OF CONTENTS
CHAPTER PAGE
1 EXECUTIVE SUMMARY ................................................................
.......................................................... 1
1.1 OBJECTIVE ................................
................................................................................................
.......................................................... 1
1.2 PROJECT ROAD DESCRIPTION................................................................
........................................................ 1
1.3 EXISTING PROJECT ROA ROAD/SITE DESCRIPTION ...........................................................
................................ 1
1.1.1 Carriageway ...............................................1
Carriageway................................................................................................
1.1.2 Major Bridges, Road over bridges (ROB)/Road under under-brid bridges (RUB), Grade
Separator Structures, and Railway Level Crossings, Underpasses (Vehicular, Non Non-
Vehicular): ................................
................................................................................................
..............................................................1
1.1.3 Minor Bridges: ................................................................................................
...........................................1
1.1.4 Culverts: ................................
................................................................................................
.....................................................1
1.1.5 Bus Bays, Truck lay byes, Other Structures:..............................................................1
................................
1.1.6 Road side drains: ................................................................................................
.......................................2
1.1.7 Major Junctions/Minor Junctions:................................................................
.............................................2
1.1.8 Other Structure ................................................................................................
..........................................2
1.4 PROPOSED DEVELOPMENT PLAN ................................................................
................................................. 2
1.1.9 Traffic Data ................................................................................................
................................................2
1.1.10 Pavement Design................................................................................................
........................................2
1.1.11 Major/Minor Bridges: ................................................................
................................................................4
1.1.12 Intersections and Grade Separators ................................................................
..........................................5
1.1.13 Road Embankment and Cut Section ................................................................
...........................................5
1.1.14 Culverts ................................
................................................................................................
......................................................6
1.1.15 Highway Lighting ................................................................................................
.................................... 10
1.1.16 River training works & Vehicular underpass. ........................................................
................................ 10
1.1.17 Rest area and parking area ................................................................
..................................................... 10
1.1.18 Protection works (retaining wall/ breast wall) .......................................................
................................ 10
1.1.19 Widening and geometrical improvement ................................................................
................................ 10
1.1.20 Minor Junctions: ................................................................................................
..................................... 12
oadside Drainage. ................................................................
1.1.21 Roadside ................................................................ 12
1.1.22 Bus Bays/ Bus Stops: ................................................................
............................................................... 12
1.1.23 Utility Duct: ................................................................................................
............................................ 12
1.1.24 Special Landslide Treatment: ................................................................
................................................. 12
1.5 ROADSIDE FURNITURE ................................................................
.................................................................. 12
1.6 TRAFFIC SIGNAGE, PAV PAVEMENT MARKING, LIGHTING ING AND ROAD SAFETY
APPURTENANT ................................................................................................
................................................. 13
1.7 PRE-CONSTRUCTION
CONSTRUCTION ACTIVIT ACTIVITIES ................................................................
............................................... 13
1.1.25 Land acquisition ................................................................................................
...................................... 13
1.1.26 Environmental clearance ................................................................
........................................................ 13
Page i
Table of Contents
1.1.27 Forest Clearance................................................................................................

..................................... 13
1.1.28 Utility shifting: ................................................................................................
........................................ 13
1.8 COST ESTIMATE ................................................................................................
............................................... 13
2 INTRODUCTION ................................
................................................................................................
..................................... 14
2.1 BACKGROUND................................................................
PROJECT BACKGR ................................................................ 14
2.2 OBJECTIVE ................................
................................................................................................
........................................................ 15
2.3 DESCRIPTION................................................................
PROJECT ROAD DESCRIP ...................................................... 15
2.4 TERMINAL POINTS ................................................................................................
.......................................... 16
2.5 ENT OBJECTIVE ................................................................
IMPROVEMENT .......................................................... 18
2.6 OBJECTIVES OF CONSUL .............................................................. 18
CONSULTANCY SERVICES................................
2.7 SCOPE OF WORK ................................................................................................
.............................................. 19
2.8 STAGES OF SUBMISSION ................................................................
............................................................... 21
2.9 REPORT STRUCTURE UND UNDER DETAILED PROJECT REPORT.................................
REPORT 21
3 EXISTING CHARACTERISTICS OF THE PROJECT ROAD ............................... 24
3.1 GENERAL ................................
................................................................................................
........................................................... 24
3.2 SETTLEMENTS ALONG THE PROJECT ROAD....................................
IMPORTANT SETTLEMENT ................................ 24
3.3 CONNECTIVITY ................................................................................................
................................................ 24
3.4 TERRAIN AND LAND USE ................................................................
.............................................................. 24
3.5 EXISTING RIGHT OF WA ................................................. 25
WAY (ROW)................................................................
3.6 EXISTING CROSS SECTI SECTIONAL ELEMENTS.................................................................
................................ 25
3.7 GEOMETRY ................................
................................................................................................
....................................................... 25
3.8 PAVEMENT ................................
................................................................................................
........................................................ 25
3.9 INTERSECTIONS/CROSS ROADS ................................................................
ROAD INTERSECTIO ...................................... 26
3.10 ROB/RAILWAY LEVEL CR CROSSINGS ................................................................
............................................. 26
3.11 BRIDGES AND CULVERTS ................................................................
............................................................. 26
3.12 UTILITIES ................................
................................................................................................
........................................................... 27
3.13 PROJECT ROAD DEFICIE DEFICIENCIES AND IMPROVEMENTS TS REQUIRED ..................... 28
4 SOCIO ECONOMIC PROFILE ................................................ 29
PROFILE................................................................
4.1 INTRODUCTION ................................................................................................
............................................... 29
4.2 PROJECT INFLUENCE AR AREA ................................................................
.......................................................... 29
4.3 METHODOLOGY................................................................................................
............................................... 30
4.4 DATA SOURCES ................................................................................................
................................................ 30
4.5 STATE PROFILE: - UTTARAKHAND ................................................................
............................................. 30
4.1.1 History................................
................................................................................................
..................................................... 30
4.1.2 Salient Feature of the State ................................................................
..................................................... 31
4.1.3 Demographic Profile................................................................
............................................................... 33
4.1.4 Literacy ................................
................................................................................................
................................................... 33
4.1.5 Climate ................................
................................................................................................
.................................................... 34
4.1.6 Forest ................................
................................................................................................
...................................................... 34
4.1.7 Agriculture Sector ................................................................
................................................................... 37
ter Resources ................................................................................................
4.1.8 Water ..................................... 38
4.1.9 Flora & Fauna ................................................................................................
........................................ 39
Page ii
Table of Contents
4.1.10 Culture ................................

................................................................................................
.................................................... 40
4.1.11 Economy ................................
................................................................................................
.................................................. 42
4.1.12 Industries................................................................................................
................................................. 43
rtation ................................................................................................
4.1.13 Transportation ........................................ 44
4.1.14 Tourism ................................
................................................................................................
................................................... 45
4.6 DISTRICT PROFILE : P PITHORAGARH ................................................................
........................................... 47
4.1.15 Location of Pithoragarh District ................................................................
............................................ 47
4.1.16 Climate and Rainfall ................................................................
............................................................... 47
4.1.17 Literacy ................................
................................................................................................
................................................... 47
4.1.18 Demography ................................................................................................
............................................ 48
4.1.19 Economic Profile................................................................................................
..................................... 49
4.1.20 Industrialization ................................................................................................
...................................... 50
4.1.21 Hospitals ................................................................................................
................................................. 50
4.1.22 Land Use Pattern ................................................................................................
.................................... 51
4.1.23 Culture, Fair & Festival ................................................................
......................................................... 52
4.1.24 Agriculture ................................................................................................
.............................................. 52
4.1.25 Soil ................................
................................................................................................
.......................................................... 52
4.1.26 Communication ................................................................................................
....................................... 53
5 ENGINEERING SURVEY AND INVESTIGATION ................................................

................................ 54
5.1 INTRODUCTION ................................................................................................
............................................... 54
5.2 ROAD INVENTORY ................................................................................................
.......................................... 54
5.3 ONDITION SURVEY ................................................................
PAVEMENT CONDITION ................................................ 54
5.4 INVENTORY AND CONDIT CONDITION SURVEY OF EXISTING NG BRIDGES, CULVERTS
AND OTHER STRUCTURES ................................................................
............................................................ 55
5.5 ALTERNATIVE ALIGNMEN ALIGNMENT STUDY FOR BYPASSES .............................................
................................ 55
5.6 TOPOGRAPHIC SURVEY ................................................................
................................................................. 56
5.7 TRAFFICC SURVEY ................................................................................................
............................................ 58
5.8 AXLE LOAD SURVEY ................................................................................................
...................................... 58
5.9 SUB-GRADE
GRADE INVESTIGATION METHODOLOGY (TEST PITS) TS) ................................. 58
5.9.1 Large Pits (1m x 1m x 1m) ................................................................
...................................................... 58
5.9.2 Existing Pavement Composition ................................................................
............................................. 59
5.9.3 Laboratory Properties of Sub Sub-grade Soil ................................................................
................................ 59
5.9.4 Grain Size................................................................................................
................................................ 59
5.9.5 Atterberg Limit ................................................................................................
........................................ 59
5.9.6 Moisture Content vs. Dry Unit Weight Relationship (Heavy Compaction) ............ 59
5.9.7 CBR of existing sub sub-grade soil................................................................
................................................ 60
5.9.8 Objective ................................................................................................
................................................. 60
5.10 MANUFACTURED MATERIA MATERIALS................................................................
..................................................... 60
................................................................................................
5.10.1 General................................ .................................................... 60
5.10.2 Cement ................................
................................................................................................
.................................................... 61
5.10.3 Steel ................................
................................................................................................
......................................................... 61
5.10.4 Bitumen ................................
................................................................................................
................................................... 61
Page iii
Table of Contents
5.10.5 Water ................................

................................................................................................
....................................................... 62
5.11 SUB SOIL EXPLORATION ................................................................
............................................................... 62
................................................................................................
5.11.1 General................................ .................................................... 62
5.11.2 Data Collection and Data Analysis ......................................... 62
Analysis................................................................
5.11.3 Assessment of Peak Discharge ................................................................
................................................ 63
5.11.4 Design Discharge ................................................................................................
.................................... 66
6 TRAFFIC SURVEYS AND ANALYSIS ................................................................

.................................... 67
6.1 ABOUT THE STUDY ................................................................................................
......................................... 67
6.2 METHODOLOGY FOR TRAF TRAFFIC STUDY ................................................................
...................................... 67
6.3 ROAD NETWORK ................................................................................................
............................................. 69
6.4 IDENTIFICATION ON OF HOMOGENEOUS RO ROAD SECTIONS........................................
................................ 69
6.5 TRAFFIC STUDIES ................................................................................................
............................................ 70
Intensity- Classified Traffic Volume Counts ...............................................
6.5.1 Traffic Intensity ................................ 72
...................................................... 74
6.5.2 Traffic Intensity - Average Daily Traffic (ADT)................................
6.6 TRAVEL PATTERN ................................................................................................
........................................... 80
6.7 INTERSECTION TURNING MOVEMENTS .................................................................................................... 84
6.7.1 Junction Improvement Proposals ................................................................
............................................ 85
6.8 PEDESTRIAN/ CATTLE M MOVEMENT SURVEY ...........................................................
................................ 85
6.8.1 Objective of the Study ................................................................
............................................................. 85
6.8.2 Methodology ............................................ 86
Methodology................................................................................................
6.9 SPEED AND DELAY SURV SURVEY ................................................................
........................................................ 87
6.9.1 Objective of the Study ................................................................
............................................................. 87
6.9.2 Results ................................
................................................................................................
..................................................... 87
6.10 TRAFFIC GROWTH RATES ................................................................
............................................................. 88
6.10.1 Introduction................................................................................................
............................................. 88
6.10.2 Methodology for Traffic Growth Rate Estimation ..................................................
................................ 88
6.10.3 Projected Traffic Growth Rate ................................................................
................................................ 89
6.11 TRAFFIC FORECAST
FORECAST- TRAFFIC ON THE PROJECT ROAD................................ ........................................ 90
6.11.1 Projected Normal/Total Traffic ............................................... 90
Traffic................................................................
6.11.2 Projected Normal/Total Traffic on Intersections. ...................................................
................................ 91
7 DEVELOPMENT PROPOSAL ................................................................

................................................. 94
7.1 GENERAL ................................
................................................................................................
........................................................... 94
7.2 IMPROVEMENT ................................................................
GEOMETRIC IMPROVEMEN ........................................................ 94
7.2.1 Codes and Guidelines ................................................................
............................................................. 94
7.2.2 Design Concept ................................................................................................
....................................... 95
7.2.3 Geometric Design Standard ................................................................
.................................................... 96
7.2.4 Widening Proposal ................................................................
.................................................................. 98
7.2.5 Pavement Design................................................................................................
................................... 100
section for Improved Facility ................................................................
7.2.6 Cross-section ..................................... 101
7.2.7 Typical Cross section for Bridge, Culverts and Other Structures ..................... 7-117
Cross-section
7.2.8 Horizontal Alignment ................................................................
......................................................... 7-118
Page iv
Table of Contents
7.2.9 Vertical Alignment ................................................................

............................................................. 7-118
Built-up Areas ................................................................
7.2.10 Proposal for Built ............................................... 7-119
7.2.11 Bypass/Curve Improvement ................................................................
............................................... 7-119
7.3 DRAINAGE ................................
................................................................................................
.................................................... 7-120
7.4 BRIDGES, CULVERTS AN AND OTHER STRUCTURES...............................................
................................ 7-122
7.4.1 Major Bridges (MJB) ................................................................
......................................................... 7-122
7.4.2 Minor Bridges ................................................................................................
.................................... 7-122
7.4.3 Culvert................................
................................................................................................
................................................... 124
7.4.4 Underpasses ................................................................................................
.......................................... 130
7.4.5 ROB ................................
................................................................................................
....................................................... 130
7.4.6 Summary of Structure................................................................
............................................................ 130
7.5 INTERSECTION IMPROVEIMPROVEMENT PROPOSALS .........................................................
................................ 131
7.6 PROTECTION WORKS ................................................................................................
................................... 131
7.6.1 Land slide Areas................................................................................................
.................................... 132
7.6.2 Retaining Wall and Breast Wall ................................................................
............................................ 132
7.7 OTHER HIGHWAY FACILI FACILITIES ................................................................
.................................................... 132
7.7.1 Bus Bays ................................
................................................................................................
................................................ 132
7.7.2 Parking Places ................................................................................................
...................................... 133
Lay-Byes ................................................................................................
7.7.3 Truck Lay ..................................... 133
7.7.4 Toll Plazas ............................................. 133
Plazas................................................................................................
8 ENVIRONMENTAL SCREENING ................................................................

.........................................134
8.1 INTRODUCTION ................................................................................................
............................................. 134
8.1.1 Project Background ................................................................
.............................................................. 134
8.1.2 Project Location ................................................................................................
.................................... 134
8.1.3 Scope of Environment Screening ................................................................
....................................... 8-136
8.1.4 Methodology ....................................... 8-136
Methodology................................................................................................
8.2 PROJECT DESCRIPTION ................................................................
............................................................. 8-137
8.1.5 Project Road ................................................................................................
...................................... 8-137
8.1.6 Road Design ................................................................................................
....................................... 8-137
8.1.7 Project Proponent ................................................................
.............................................................. 8-137
8.1.8 Need of the Project and benefits associated ......................................................
................................ 8-138
8.1.9 Existing Feature of Road ................................................................
................................................... 8-138
8.1.10 Proposed Features of Road................................................................
................................................ 8-138
8.3 FRAMEWORK ................................................................
LEGISLATIVE FRAMEWOR .................................................... 8-139
8.1.11 Introduction................................................................................................
........................................ 8-139
Legislation- India ................................................................
8.1.12 Environment Legislation ......................................... 8-139
8.1.13 International Agreements ................................................................
...................................................... 143
8.1.14 Environment and Social Safeguard Policies .........................................................
................................ 143
8.4 SCREENING ................................................................
ENVIRONMENT SCREENIN ....................................................... 149
8.1.15 Introduction................................................................................................
........................................... 149
8.1.16 Study Area ................................................................................................
............................................. 150
llection ................................................................................................
8.1.17 Data Collection ..................................... 150
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Table of Contents
8.1.18 Location ................................

................................................................................................
................................................ 150
8.1.19 Topography, Geology, Seismicity and Soil ...........................................................
................................ 151
8.1.20 Climatology ................................................................................................
........................................... 152
Water-Bodies ................................................................
8.1.21 Surface Water ........................................................... 152
8.1.22 Air Quality ............................................. 152
Quality................................................................................................
8.1.23 Noise Level ................................................................................................
............................................ 153
8.1.24 Ecological Feature ................................................................
................................................................ 154
8.1.25 Social and Cultural Feature ................................................................
................................................. 154
8.5 CONSULTATION ................................................................
STAKEHOLDER CONSULTA ............................................... 154
8.1.26 Process and Methodology ................................................................
..................................................... 154
8.6 CONCLUSION ................................
................................................................................................
.................................................. 155
9 NG .............................................................................................
SOCIAL SCREENING .............................156
9.1 INTRODUCTION ................................................................................................
............................................. 156
9.2 SOCIAL IMPACT ASSESS ASSESSMENT ................................................................
................................................... 156
9.3 HUMAN SETTLEMENT ................................................................................................
.................................. 158
9.4 LAND ACQUISITION & IIMPACT ON ASSETS............................................................
................................ 158
9.1.1 Land Acquisition Estimate ................................................................
.................................................... 158
9.1.2 Impact on Settlement and Community Resources .................................................
................................ 159
9.5 PROJECT AFFECTED FAM FAMILIES ................................................................
.................................................. 159
9.6 PUBLIC CONSULTATION ................................................................
.............................................................. 159
9.1.3 Issues Highlighted during Consultation................................................................
................................ 160
9.7 SOCIAL IMPACT AND MI MITIGATION MEASURES - INPUT TO TECHNICAL
DESIGN ................................
................................................................................................
............................................................. 160
9.8 CENSUS AND SOCIO ECO ECONOMIC SURVEY...............................................................
................................ 161
9.9 POLICY FRAME WORK AN AND ENTITLEMENT MATRIX ..........................................
................................ 161
10 ROAD SAFETY AUDIT ................................................................
...........................................................162
10.1 INTRODUCTION ................................................................................................
............................................. 162
10.2 SAFETY AUDIT (RSA) .................................................................
STAGES OF ROAD SAFET ................................ 162
10.3 ASPECTS REVIEWED ................................................................................................
..................................... 162
10.4 RECOMMENDED
MENDED SAFETY MEASUR MEASURES ................................................................
...................................... 172
11 COST ESTIMATE ................................
................................................................................................
...................................173
11.1 GENERAL ................................
................................................................................................
......................................................... 173
11.2 METHODOLOGY................................................................................................
............................................. 173
11.1.1 Estimationion of Quantities................................................................
........................................................ 173
11.1.2 Unit Rates of Civil Works................................................................
...................................................... 174
11.1.3 Civil Cost and TPC ................................................................
............................................................... 174
12 ECONOMIC ANALYSIS ................................................................

.........................................................175
12.1 DUCTION ................................................................................................
INTRODUCTION ............................................. 175
12.2 MEASURES OF PROJECT ANALYSIS ................................................................
.......................................... 177
12.3 DECISION CRITERIA ................................................................................................
...................................... 178
12.4 PRICE
CE ELASTICITY OF DEM DEMAND AND TRAFFIC FORECASTING CASTING ........................ 178
Page vi
Table of Contents
12.5 (RUC) COMPONENTS ................................................................

ROAD USER COSTS (RUC ................................ 179
12.6 HDM-4 MODEL ................................................................
INPUTS TO THE HDM .................................................. 179
12.7 CAPITAL COST OF THE PROJECT ................................................................
............................................... 181
12.8 ROUTINE AND PERIODIC MAINTENANCE COST ....................................................
................................ 182
12.9 PROJECT BENEFITS ................................................................................................
....................................... 182
12.10 FINANCIAL ANALYSIS ................................................................
................................................................. 183
13 CONCLUSIONS AND RECOMMENDATIONS .....................................................
................................ 185
13.1 CONCLUSIONS ................................
................................................................................................
................................................ 185
13.2 ATION ................................................................................................
RECOMMENDATION ..................................... 186
LIST OF TABLES
Table 3.1: List of Settlements ................................
................................................................................................
..................................................... 24
Table 3.2: List of Existing Structures ................................................................................................
......................................... 26
Table 3.3: Project Road Deficiencies and Improvements Required ...........................................................
................................ 28
Table 5.1:: Characteristic strength of reinforcement steel ................................................................
........................................... 61
Table 5.2: Values of Runoff Coefficient ................................................................................................
..................................... 64
Table 6.1: Schedule of Traffic Surveys ................................................................................................
...................................... 71
Table 6.2: Vehicle Classification System ................................................................
................................................................... 72
Table 6.3: Vehicle Classification and PCU Factors Used in the Study ......................................................
................................ 73
Table 6.4: Average Daily Traffic at Count Locations (veh.) ................................................................
...................................... 74
Table 6.5: Daily Variation of Traffic (P (PCUs) at Each Count Station .........................................................
................................ 75
Table 6.6: Peak Hour Details ................................
................................................................................................
...................................................... 77
Table 6.7: AADT Observed at Count Locations................................................................
......................................................... 79
Table 6.8: Sample size of OD survey urvey ................................................................................................
......................................... 81
Table 6.9: Zoning Scheme ................................
................................................................................................
.......................................................... 82
Table 6.10: Peak Flows at Intersections................................................................................................
...................................... 84
Table 6.11: Projected Peak Hour Traffic at Intersections and Improvement Proposals ............................. 85
Movement Location................................................................
Table 6.12: Pedestrian/ Cattle Movemen .................................................... 86
Table 6.13: Summary table for the Pedestrian/ Cattle Movement ..............................................................
................................ 86
Table 6.14: Pedestrian Facilities ................................................................................................
................................................. 87
Table 6.15: Final Traffic Growth Rates (%) ................................................................
............................................................... 90
Table 6.16: Projected Normal/Total Traffic AADT (PCU) ................................................................
........................................ 90
Table 6.17: Projected Normal/Total Traffic on Intersection ................................................................
....................................... 92
Table 7.1: Geometric Design Standards for Road works ................................................................
............................................ 96
Table 7.2: Summary of Widening Scheme ................................................................
................................................................. 98
Table 7.3: Details of Typical Cross Sections ................................................................
............................................................ 102
Table 7.4 : Summary of Widening Overlay and New Construction ......................................................
................................ 7-117
Table 7.5: Cross Sectional Elements of Structures ................................................................
................................................ 7-117
Table 7.6: Stretches with Built- Up section ................................................................
........................................................... 7-119
Table 7.7: Details of Bypasses ................................
................................................................................................
............................................... 7-119
Table 7.8: Details of Curve Improvement ................................................................
............................................................. 7-119
Page vii
Table of Contents
Table 7.9:: Summary of Proposed Drains ...............................................................................................

............................... 7-121
Table 7.10: Details of Major Bridges ..................................... 7-122
Bridges................................................................................................
Table 7.11: Details of Minor Bridges ................................................................................................
.................................... 7-122
Table 7.12: Details of Culverts to be retained ................................................................
.......................................................... 124
Table 7.13: Details of New Construction of Culverts ................................................................
............................................... 127
Table 7.14: Summary of Structures ................................................................................................
.......................................... 130
Table 7.15: Improvement Proposals of Major Intersections ................................................................
..................................... 131
Table 7.16: Improvement Proposals of Minor Intersections ................................................................
..................................... 131
Table 7.17: Location of Proposed Bus Bays ................................................................
............................................................. 132
Table: 9:1: Major Settlements along the Project Road ................................................................
............................................. 158
Table 11.1: Cost Estimate ................................
.............................................................................. Error! Bookmark not defined.
Table 12.1: Project Length Details ................................................................................................
........................................... 179
Table 12.2: Traffic Composition (%) in AADT ................................................................
...................................................... 180
Table 12.3: Summary of Capital Cost ................................................................................................
....................................... 181
Table 12.4: Accident Cost Savings ................................................................................................
........................................... 183
LIST OF FIGURES
Figure 2.1: Index Map of the project Road ................................................................

.............................................................. 2-17
ation Map ................................................................
Figure 6.1: Traffic Survey Location ................................................................... 72
Figure 6.2: Daily Variation of Traffic at Project Road near Jauljibi ..........................................................
................................ 76
Figure 6.3: Daily Variation of Traffic at Project Road near Dharchula......................................................
................................ 76
Figure 6.4: Hourly Variation of Traffic at Project Road near Jauljibi ........................................................
................................ 77
ariation of Traffic at Project Road near Dharchula ...................................................
Figure 6.5: Hourly Variation ................................ 77
Figure 6.6: Traffic Compositions on Project Road near Jauljibi ................................................................
................................ 78
Figure 6.7: Traffic Compositions on Project Road near Dharchula............................................................
................................ 79
Figure 6.8: Zoning Scheme ................................
................................................................................................
......................................................... 83
Figure 8.1: Project Road Location Map ................................................................................................
................................. 8-135
Page viii
56+935 to km 95+748) and from end of tunnel portal to Kali Mandi
Mandirr (Design km 113+828 to km. 133+078) [Total Design length = 58.063
1 EXECUTIVE
1: SUMMARY
1 EXECUTIVE SUMMARY
1.1 OBJECTIVE
Widening to 2-lane
lane with Paved Shoulder configuration of Tawaghat (Ch. 56.935) & Kali
Mandir (Ch. 133.078) road (Excluding Bypass portion) on NH
NH-09
09 under Bharatmala Pariyojna
in the State of Uttarakhand
1.2 PROJECT ROAD DESCRIPTION
The Site of the Single Lane Project Highway comprises the section of Highway. Project road
starts from Km. 0+000 at Tawaghat village (Design Chainage 56+935) and traverses a
length of 38.812km and ends Km.19+170 at Budhi Village (Design Chainage 95+748) And
starts at End of Tunnel P Portal
ortal (Design Chainage 113+828) and traverses a length of
19.25km and ends at Kali Mandir (Design Chainage 133+078) . The Project Highway is part
of NH-09.
09. The stretch passes through winding hilly terrain of Himalayas and sight distance is
restricted at places
aces due to sharp horizontal curves and vertical cuts slopes. The land,
carriageway and structures comprising the Site are described below.
1.3 EXISTING PROJECT ROAD/SITE DESCRIPTION
1.3.1 Carriageway
The present carriageway of the Project Highway is Double Lane with carriage way width of
7m from Design Chainage 56.935 to 75.889 except 1117.8m road stretch (single lane) and
unsurfaced carriage way from design Chainage from 75.889 to 95.748 & from Km 113.828 to
133.078. The type of the existing pavement from Desig
Design
n Chainage 56.935 to 75.889 is
flexible.
1.3.2 Major Bridges, Road over bridges (ROB)/Road under

under-bridges
bridges (RUB), Grade Separator
Structures, and Railway Level Crossings, Underpasses (Vehicular, Non
Non-Vehicular):
Vehicular):
Major Bridges : 01(Retain)
1.3.3 Minor Bridges:
Retain-55 nos (1X50,1X45,1*51.4,1x46, 1x46.5)
New Construction- 8 nos
Total Nos of Structure = 14 Nos. (1 Major + 13 Minor)
1.3.4 Culverts:
Total 165 nos (Existing 96 nos to be retained and 69 no. new construction)
1.3.5 Bus Bays, Truck lay byes, Other Structures:
Page 1
1 EXECUTIVE
1: SUMMARY
5 Nos Bus Bays
1.3.6 Road side drains:
The details of existing drains are as detailed below:

Existing Chainage (from) Existing Chainage (to) LHS RHS
0.000 19.510 18108 m 1590 m
1.3.7 Major Junctions/Minor Junctions:
Improvement of total 03nos. Junctions (0 major and 03 minor).
1.3.8 Other Structure
Nil
1.4 PROPOSED DEVELOPMENT PLAN
The Project Highway shall follow the approved alignment unless otherwise specified by the
Authority.
a. Bypasses:
Nil.
b. Carriageway and roadway width:
The carriageway width to be adopted is 7m with Paved Shoulder 1.5 m on each side
except from Chainage Km 75.92 to 95.748 the proposed carriage way width is 7m with
Paved shoulder 0.9m on either side.
c. Design Speed
General geometric features have been designed for speed of 40

40– 60 kmph.
kmph
d. Proposed Right of Way
Proposed ROW is 15m to 24m.
1.4.1 Traffic Data
Traffic count in PCU varied from 1052 to 2006 of the Project road section of NH09 and
projected traffic for design life of structure will be more than 5000 PCU.
1.4.2 Pavement Design
The pavement shall be designed as per IRC 37:2018 and IRC SP 73:2018 for 20 years design
period for minimum 10 MSA traffic and 10% C.B.R.
Page 2
1 EXECUTIVE
1: SUMMARY
Page 3
1 EXECUTIVE
1: SUMMARY
1.4.3 Major/Minor Bridges:
A. New Major/ New Minor Bridges: Major Bridge

Bridge-Nil., Minor Bridge- 8.
(i) Major bridge retained: 1

(ii) Minor bridge retained: 5
(iii) New Major Bridge: Nil
(iv) New Minor Bridge: 8
Bridges Proposed as New Construction as per following details:
Location Design Proposed Span

Sr. No. Remarks
Chainage (Km) Arrangement (m)
1 71+952 1 x 25.0 RCC Girder
2 84+091 1 x 45.0 Steel Composite
(v) The railings of existing bridges shall be replaced by crash barriers at the following
locations:
Sr. No. Location at Km Remarks

NA
(vi) Repairs/rehabilitation of existing bridges shall be undertaken as follows:
(a) Rehabilitation/Repair of existing Major Bridges

Existing Design Span
Details of
Sr. No. Chainage Chainage arrangement
Repair/Rehabilitation
(Km) (Km) (m)
Nil
(b) Rehabilitation/Repair of existing Minor Bridges

Existing Design Span
Details of
Sr. No. Chainage Chainage arrangement
Repair/Rehabilitation
(Km) (Km) (m)
Nil
Page 4
1 EXECUTIVE
1: SUMMARY
1.4.4 Intersections and Grade Separators
All intersections and grade separators shall be as per Section 3 of the Manual. Existing
intersections which are deficient shall be improved to the prescribed standards.
(i) At-grade intersections
Major Intersections
Cross Road Left Cross Road Right
Type of Category Category Junction
Existing Cross
Sl. Junctio (NH/SH/ (NH/SH/M Cross Layout as
Chainage Surfac Road Surface
No n MDR/OD DR/ODR/V Road per the
as per GPS e Type Leads Type
(+,T,Y) R/Village illage/ Leads to Manual
to
/Res.) Res.)
Nil
Minor Intersections
Cross Road Left Cross Road Right

Type of Category Category
Sl. Proposed
Junction Surface (NH/SH/M Cross Road Surface (NH/SH/M Cross Road
No Chainage
(+,T,Y) Type DR/ODR/V Leads to Type DR/ODR/V Leads to
illage/Res.) illage/Res.)
Narayan
1 66+550 T BT
Village Ashram
2 73+100 Y ER Road Tankul
3 75+920 Y ER Zipty
(ii) Grade separated intersection with/without ramps
Design
S. No Location Road to be carried over/ under the structure
Chainage
Nil
1.4.5 Road Embankment and Cut Section
Widening and improvement of the existing road embankment/cutting and construction of

new road embankment/cuttings shall conform to the Specifications and Standards given in
section 07 of the Manual and the specified cross sectional details. Deficiencies in the plan
and profile of the existing road shall be corrected. The State PWD has recommended Typical
Cross Section (TCS) of 2 lane Carriageway, Shoulder and Roadway as p per IRC-52:2019, IRC:
SP-48:1998 and IRC:SP--73:2018,
73:2018, TCS for mountainous terrain as per IRC:SP-73:2018
IRC:SP are
enclosed. The directions regarding carriage width for roads in hilly and mountainous terrain
acting as feeder roads to Indo
Indo-China border or of Strategic
ic Importance for National Security
as per Ministry’s Circular dated 15.12.2020 is also attached for kind reference.
Page 5
1 EXECUTIVE
1: SUMMARY
1.4.6 Culverts
(i) Retained
Design
Sl. No. Type of Culvert Span Arrangement/Dia. (m) Remarks
Chainage (km)
1 57+224 Slab Culvert 1 x 2.0 Retained
Page 6
1 EXECUTIVE
1: SUMMARY
Design
Chainage (km)
Page 7
1 EXECUTIVE
1: SUMMARY
Design
Chainage (km)
(ii) New construction

Type of Prop. Prop. Span Improvement
Sl No Design Ch. (Km)
Culvert Arrangement (m) Proposal
1 60+402 Box Culvert 1 x 2.0 x 2.0 New construction
Page 8
1 EXECUTIVE
1: SUMMARY

Page 9
1 EXECUTIVE
1: SUMMARY
1.4.7 Highway Lighting
Nil
1.4.8 River training works & Vehicular underpass.
Nil
1.4.9 Rest area and parking area
A. Rest Area
Nil
B. Parking Area
1 No.
1.4.10 Protection works (retaining wall/ breast wall)

Based on provisions for slope protection works given in “IRC:SP: 48
48- Hill Road Manual”, IS
14458 (Part 1): 1998 “Retaining wall for Hill Area – Guidelines, Part 1 Selection of Type of
wall”, Literature Studies and multiple site visits of consultant’s Highway Engineer and
Geologist summary of recommendations for Hill and Valley slope protection work are
mentioned in the followi
following :
A. Protection works (Retaining wall/ Breast wall)
The retaining wall shall be constructed as per requirement of site conditions for slope
protection in accordance with manual requirement. However, minimum protection
works shall be constructed as per details given below:
a) Retaining Wall with minimum length of 7441m as per site condition with stone
masonry in cement mortar 1:3 & 1200m with RCC as per site condition is required.
b) Breast wall with minimum length 13088mm having height of 3m for 5418m length,
lengt 4m
for 7520m length and 5m for 150m length is proposed.
B. Landslide treatment works
Nil.
1.4.11 Widening and geometrical improvement
A. Details of Project: -
Page 10
1 EXECUTIVE
1: SUMMARY
Construction of Two lane road, NH

NH-09
09 from Tawaghat village to Budhi village (Design
km. 56+935 to km 95+748) and from end of tunnel portal to Kali Mandir (Design km
113+828 to km. 133+078) on EPC Mode.
B. General Cross-Section
Section of Highway
Type of
Sl Length
TCS Type Pavemen Description
No (in m)
t
Typical Cross Section For Widening To 2-Lane
Road With Hard Shoulder From Single Lane
1 1 Flexible Road. 18308
(LHS - Hill) (Formation Cutting Done By BRO
Upto 10.0m Formation)
2
Road With Hard Shoulder From Single Lane
2 1A Flexible 1390
Road. (RHS - Hill) (Formation Cutting Done By
BRO Upto 10.0m Formation)
2 Lane Carriageway With Hard Shoulder
3 1C Flexible (Realignment/New Construction) (LHS - Hill 1240
Side ) Carriageway Width =12m
Two Lane With Hard Shoulder (LHS-Hill)
(LHS
4 1E Flexible 14933
Already Constructed ByBRO
Typical Cross Section For Widening Of Single
5 1G Flexible Lane Road To 2 Lane With Hard Shoulder (LHS 2314
- Hill)
Typical cross section for widening 2 lane
6 1H Flexible with hard shoulder from Single lane 3125
Earthen Road (LHS - Hill)
Typical Cross Section For Existing 2--Lane Road
7 2 Flexible With Hard Shoulder (LHS - Hill) (Formation 11439
Cutting Done ByBRO Upto 12.0m)
Typical Cross Section For Existing 2--Lane Road
8 2A Flexible With Hard Shoulder (RHS - Hill) (Formation 1772
Cutting Done ByBRO Upto 12.0m)
Typical Cross Section Of 2 Lane Carriageway
With Hard Shoulder (Realignment/New
9 2B Flexible Construction)-(LHS - Hillside ) Realignment 903
Due Geometric Improvement (Existing
Formation Done ByBRO Upto 12.0m)
With Hard Shoulder (Realignment/New
10 2C Flexible Construction)-(RHS - Hillside ) Realignment 558
Due Geometric Improvement (Existing
Formation Done ByBRO Upto 12.0m)
Page 11
1 EXECUTIVE
1: SUMMARY
Type of
Sl Length
TCS Type Pavemen Description
No (in m)
t
With Hard Shoulder At Built-up
up Location-(LHS
Location -
11 3B Flexible 718
Hillside ) (Existing Formation Done ByBRO
Upto 12.0m)
Typical cross section of 2 lane carriageway with
12 3C Flexible 522
hard shoulder at built up location
2 Lane Carriageway With Hard Shoulder (At
13 4 Flexible 200
Sinking Zone) (LHS - Hill Side )
Major/ Minor Bridges under Construction/
14 STR (U/C) 323
Constructed by BRO
15 STR STR MNB under Bharatmala 318
Total Length (in m) 58063
1.4.12 Minor Junctions:
3 nos.
1.4.13 Roadside Drainage.
Construction of KC-drain
drain and Construction of V
V-shaped
shaped drain as per TCS & drawings.
1.4.14 Bus Bays/ Bus Stops:
5 No. bus bays.
1.4.15 Utility Duct:
The utility duct has been proposed in entire section of the project in either side (58.147km
excluding the structure locations cons
considering
idering the drawings and applicable typical cross
section).
1.4.16 Special Landslide Treatment:
Nil
1.5 Roadside Furniture
Roadside Furniture shall be provided in accordance with section 09 of the Manual and
relevant IRC codes. The roadside furniture shall also include the following minimum
provisions:
(a) Thrie-Beam
Beam metal crash barrier: 45131m
(b) Road Boundary Stone: It shall be provided for the entire Project Highway.
Page 12
1 EXECUTIVE
1: SUMMARY
(c) Pedestrian Guard Rail: Nil.
(d) Overhead traffic signs: Full width Overhead Signs:9no

Signs:9nos
(e) Red reflector: 37559 nos.
1.6 Traffic Signage, Pavement Marking, Lighting and Road safety Appurtenant
(i) Traffic control devices and road safety works shall be provided in accordance with IRC:
25, IRC: 26, IRC:35, IRC:67, IRC:79, IRC:103 and section 800 of MoRT&H.
(ii) Specifications of the reflective sheeting shall be as per paragraph 9.3 of Manual.
1.7 Pre-construction
construction Activities
1.7.1 Land acquisition
The bifurcation of land required is as detailed below:
Reserve Forest Land – - Ni;

Revenue Land -2.85
2.85 he
hectares
Forest Land – 30.46 hectares
Total land – 33.31 hectares
1.7.2 Environmental clearance
Environment Clearance is not required for two laning of Project Highway as per MOEF
Notification on 22ndAug 2013.
1.7.3 Forest Clearance
Forest land diversion is required in 30.46 ha. As intimated by BRO-HIRAK

HIRAK forest proposal is to
be submitted.
1.7.4 Utility shifting:
The proposal involves shifting of electric pole and water pipeline. An amount of ₹19.00 Lakhs
has been kept in total project cost for shifting of these utilities
1.8 COST ESTIMATE
The total cost of project including shifting of utilities is Rs. 274.96 Cr. This cost is excluding
GST.
Page 13
2: INTRODUCTION
2 INTRODUCTION
2.1 PROJECT BACKGROUND
The National Highways & Infrastructure Development Corporation LLtd.td. (Ministry of Road Transport
& Highways) has been entrusted with the assignment of Consultancy Services for Feasibility study
and preparation of Detailed Project Report for 2 lane with paved shoulders for work of Upgradation
for selected road stretches/ corridors under BHARATMALA project.
Accordingly, NHIDCL intends to take up the preparation of the feasibility and detailed project report
for same.
In order to access the financial and technical feasibility M/s Voyants Solutions Private Limited,
Gurugram have been entrusted by NHICDL for the above work to carry out the Feasibility Studies
and Detailed Project Report.
As per the Contract Agreement No. NHIDCL/BMP

NHIDCL/BMP-BRT/07/2015 dated 18-10-2016,
2016, the project road
details are:
Sr. No. Identified Corridor Tentative

Length (in
Km)
i) Askote- Dharchula
Dharchula- Tawaghat- Sirkha- Malpa- Garbyang- Lipulekh Pass 80.0
ii) Simli (NH-87E)
87E) Narayanbagar
Narayanbagar- Kulsari- Talwari- Gwaldan- Dangoli- Baijnath-
Baijnath 288.0
Bageshwar- Balighat
Balighat- Kapkot- Sama- Quiti- Birthi- Girgaon- Ratapani-
Ratapani
Munsiyari- Darkot
Darkot- Madkot- Seraghat- Mawani- Jolljivi
iii) Mana- Mussapani
Mussapani- Gastoli- Rattakana- Manapass 48.0
iv) Joshimath –Malari
Malari 62.0
v) Almora (NH-109)
109)- Kausani- Baijnath- Tharali- Karanprayag (NH-109
109 A) 70.0
Total Length 548.00 Km
During the presentation on Inception Report on 05

05-01-2017
2017 held at New Delhi with the officials of
NHIDCL, New Delhi and Dehradun, it was decided to modify the Stretch II and Stretch V of RFP, the
same was approved by MD, NHIDCL, New Delhi. The final modified stretche
stretchess are:
Civil Construction Stretches

Stretches Modified Corridor Existing Length (Km)
I Askote to Lipulek Pass 147
II Baijnath to Jauljibi 215.400
III (a) Mana to Mana Pass 50.86
Page 14
2: INTRODUCTION
Stretches Modified Corridor Existing Length (Km)
III (b) Joshimath to Malari 62.67
IV Almora to Karanprayag 164
Total length 639.93
During the course of project preparation, few stretches were transferred to BRO.
BRO The matter is
briefly stated below:
(i) Original length as per contract agreement is 548 km.

(ii) Actual length of DPR submitted to NHIDCL is 565 km, which does not cover the
Ghatiyabagad to Lipulekh stretch.
(iii) Askot-Dharchula-Tawaghat
Tawaghat-Sirka-Malpa-Garbyang-Lipulekh Pass was transferred to
the Chief Engineer, STF STF-Hirak
Hirak (BRO) vide tripartite agreement signed on 24.07.19
between NHIDCL, Consultant and BRO BRO.
(iv) Karnprayag-Simli--Gwaldam, Mana-Mussapani-Ghastoli-Manapass Manapass and Joshimath-
Joshimath
Malari were transferred to the Chief Engineer (Project) Shivalik, BRO vide tripartite
agreement signed on 21.06.19 between NHIDCL, Consultant and BRO.
(v) Askot-Lipulekh
Lipulekh Pass length of 80k
80kmm mentioned in the CA or Tripartite agreement does
not match with actual site condition. Actual break up is as follows:
- Askot (km 50) to Bhimgaon (km 72) = 22 km [Phase-II]
- Bhimgaon (km 72) to Tawaght (km 107.6) = 35.6 km [Phase-I] I]
- Tawaght (km 0) to Ghatiabagad (km 19.51) = 19.51 km [Phase-II]
[Phase
- Ghatiabagad (km 0) to Lipulekh Pass (km 75) = 75 km [Phase-III] III]
(vi) Hence, total length of Askot to Lipulekh is 152.11 km out of which 35.6 km is under
Phase-I,I, 41.51 km is under Phase
Phase-II and 75 km is under Phase-III.
(vii) Project road starts from Km. 0+000 at Tawaghat village (Design Chainage 56+935)
and traverses a length of 38.812km and ends Km.19+170 at Budhi Village (Design
Chainage 95+748) And starts at End of Tunnel Portal (Design Chainage 113+828113+828) and
traverses a length of 19.25km and ends at Kali Mandir (Design Chainage 133+078) .
2.2 OBJECTIVE
Objective of the consultancy services is to carry out the Feasibility Studies and Detailed Project
Report including field investigations, road inventory, ststructure
ructure inventory, road crust sample (trial
pits), material investigation, secondary data collection and traffic survey (classified volume count, O
O-
D, intersection counts, axle load survey, animal/pedestrian crossing counts, toll rate survey, truck
parking survey and speed-delay
delay survey on the above mentioned project highway.
2.3 PROJECT ROAD DESCRIPTION
Page 15
2: INTRODUCTION
The consultant “Voyants Solutions Pvt. Ltd. (VSPL)” has carried out a general reconnaissance survey
with sample measurements of the entire road and has prepared this reconnaissance report on the
project road. Brief description of the route is described bel
below.
ow. The Index Map is enclosed as Figure
2.1.
The Site of the Single Lane Project Highway comprises the section of Highway. Project road starts
from Km. 0+000 at Tawaghat village (Design Chainage 56+935) and traverses a length of 38.812km
and ends Km.19+170 70 at Budhi Village (Design Chainage 95+748) And starts at End of Tunnel Portal
(Design Chainage 113+828) and traverses a length of 19.25km and ends at Kali Mandir (Design
Chainage 133+078) . The Project Highway is part of NHNH-09.
09. The stretch passes through winding hilly
terrain of Himalayas and sight distance is restricted at places due to sharp horizontal curves and
vertical cuts slopes.
2.4 TERMINAL POINTS
The project road starts from Tawaghat in the district of Pithoragarh on the co co-ordinate of
29°57'29.05"N, 80°36'4.23"E and ends near Kali Mandir on the co co-ordinates
ordinates of 30°14'9.00"N,
80°55'19.11"E.. The total design length is 58.063 km. The road passes th
through
rough Pithoragarh district in
the state of Uttarakhand.
Page 16
Improvement/ Construction of 2-lane with paved shoulder of Askote – Lipulekh road from Tawaghat village to Budhi village (Design km. 56+935 to km 95+748) and from end of tunnel portal to Kali Mandir (Design
km 113+828 to km. 133+078) [Total Design length = 58.063 km] under project Hirak of BRO in the State of Uttarakhand under Bharatmala
Bha Pariyojna on EPC mode
2: INTRODUCTION
Figure 2.1: Index Map of the project Road
Page 2-17
2: INTRODUCTION
2.5 IMPROVEMENT OBJECTIVE
The existing road geometry is fair to poor, but the presence of sharp curves and bends after long
straights hamper the general goodness of the geometry.
The proposed road shall follow mostly the existing alignment and profile with local improvements
for sharp/steep horizontal/vertical curves and gradients due to the terrain condition. Cross-sectional
Cross
elements of the proposed road shall include improved and updated existing road to proper two lane
road with hard shoulders. Here it is prudent to mention that the latest publication of SP SP-73:2018
specifies
ifies provision of 1.5m wide paved shoulders at each side of carriageway and 1.0m wide hard
shoulder on valley side along hill roads. However, considering the traffic volume, it may be more
appropriate to confine the cross
cross-sections to two lane carriageway with hard shoulder on either side.
10.0m-12.0m
12.0m formation cutting is under progress at site and accordingly width of hard shoulder on
either side shall be 1.5m or 2.5m to ensure utilization of the formation to the maximum extent.
Effort has been made to increase

crease the radii of those sharp curves to absolute minimum radius of 75m
for design speeds of 60kmph for mountainous terrain. In some places where there are unavoidable
sharp winding alignments after long straights, realignments may be done to 60kmph desig
design speed
for mountainous terrain.
2.6 OBJECTIVES OF CONSULTANCY SERVICES
The main objective of this consultancy services is to carry out the feasibility study and preparation of
detailed project report for the purpose of firming up the Authority’s requirement
requirements in respect of
development and construction of the Project Highway and Project Facilities and enabling the
prospective bidders to assess the Authority’s requirements in a clear and predictable manner with a
view to ensuring:
(i) Enhanced safety and level of services for the road users;
(ii) Superior operation and maintenance enabling enhanced operational efficiency of
the Project Highway;
(iii) Minimal adverse impact on the local population and road users due to road
construction;
(iv) Minimal adverse impact on environment;
(v) Minimal additional acquisition of land; and
(vi) Phased development of the Project Highway for improving its financial viability
consistent with the need to minimize frequent inconvenience to traffic that may be
caused if additional works are undertaken within a period of seven years from the
commencement of construction of the Project Highway.
Page 18
2: INTRODUCTION
2.7 SCOPE OF WORK
General scope of services shall cover but shall not be limited to the following major tasks:
i) Traffic surveys and demand assessment

ii) Engineering surveys an
and Investigations
iii) Location and layout of Bus Bays and Bus Shelters
iv) Social Impact Assessment (SIA)
v) Environment Impact Assessment (EIA)
vi) Preparation of Designs for 4/2 lane road (Pavement/Geometric Design)
vii) Preparation of designs for all Cross
Cross-Drainage works including Minor and Major
Bridges and other structures Bridge components including drawings.
viii) Preparation of Land Plan Schedules including Forest Land based on Revenue survey
numbers & FMBs’ and all type of Utility Relocation Plans
ix) Preparation of BOQ and CoCost
st Estimates including its Rate Analysis
x) Final Detailed Project Report and final drawings
xi) The entire stretch has to be divided into two Contract Packages and accordingly
prepare Pre Bid documents, Schedules required for the Concession Agreement/EPC
Agreement nt and Transaction Advisory Services for finalization of each Construction
Contract Package.
xii) Preparation of Drawings for finalization of each Construction Contract Package.
After review of the TOR, following surveys, field investigations and tests have be
been
envisaged at this stage. Those are:
a) Topographical Survey
b) Traffic survey – mid block volume counts (24 hrs x7 days) at three locations and
intersection counts (8 hrs x 1 day) at two locations along the project highway.
c) Origin-Destination
Destination (OD) survey at two proposed toll plaza locations (24 hrs x 1 day).
d) Turning Movement Survey
e) Axle load survey at two proposed toll plaza locations (24 hrs x 1 day).
f) Speed-Delay
Delay Survey
g) Pedestrian/animal cross traffic surveys
h) Truck Terminal Surveys
i) Road inventory and pave
pavement
ment condition surveys for the entire stretch.
j) Bridge / culverts inventory and condition surveys for the entire stretch.
k) Topographical survey with DGPS and Total Stations
l) Sub-grade
grade soil characteristics through trial pits @ 3 km or closer where change in so
soil
Page 19
2: INTRODUCTION
type is encountered.
m) The characteristics of the existing soil, 2 samples from every five km of the Project
Highway or closer where change in soil type is encountered.
n) Material investigations and tests for borrow earth, aggregates
o) Sub-soil
soil explorations as per IRC 78:2000
p) Detailed hydraulic data for bridges, design discharge, HFL, LWL, etc. with a view to
checking adequacy of existing waterway.
q) A broad assessment of the drainage condition and requirement of the Highway.
The above points can be further didiscussed

scussed for refinement, prevalent practice and practicability in
details, if and as required, with Public Works Department(NH), Govt. of Uttarakhand during the
course of project preparation.
Page 20
2: INTRODUCTION
2.8 STAGES OF SUBMISSION
Project preparation activities shall be ssplit into the following stages.
Stage No. Activity

1 Monthly Rep
Reports
2 Inception
n Report
(i) Draftt Inception Report including QAP document
(ii) ption Report including QAP document
Incep
3 Feasibilityy Report
i) Draftt Feasibility Study Report including option studyy report
ii) mments of client
Comm
iii) Finall Feasibility Study Report incorporatingg compliance of
mments of Client.
comm
4 Technicall Schedules for EPC/PPP projects
5 Detailed Pro
Project Report
i) Draft Detailed Project Report (DPR)
ii) Comments of Client
iii) Final DPR incorporating compliance of comments of Client
6 Project cleearances from concerned agencies e.g .from m MOEF; Railway for
approval o of GAD and detail engineering drawing of RO OB/RUB; Irrigation
Dept., Land d Acquisitions 3(a), 3(A), 3(D)& 3GNotification
ons
The stages will generally follow a sequence though stages are inter
inter-related
related and inter-dependent
inter on
one another. This report is under Stage 5: Detailed Project Report deliverables of Tawaghat to Kali
Mandir road of Askot-Lipulekh
Lipulekh Section.
2.9 REPORT STRUCTURE UNDER DETAILED PROJECT REPORT
The Draft Detailed Project Report has been prepared in following Eleven volumes:
Volume-II : Main Report
Volume -IIII : Design Report
Volume-III
III : Materials Report
Volume-IV : Environmental Impact Assessment Report including Environmental
Page 21
2: INTRODUCTION
Management Plan (EMP), Resettlement Plan & Resettlement Action Plan

(RAP)
Volume-V
V : Technical Specifications
Volume-VI
VI : Rate Analysis
Volume-VII : Cost Estimates
Volume-VIII
VIII : Bill of Quantities
Volume-IX
IX : Drawing Volume
Page 22
2: INTRODUCTION
This Main Report has been presented in the following structural format:
Chapter-1 : Executive Summary
Chapter-2 : Introduction
Chapter-3 : Existing Characteristics of the Project Road
Chapter-4 : Socio-Economic Profile
Chapter-5 : Engineering Surveys and Investigations
Chapter-6 : Traffic Surveys and Analysis
Chapter-7 : Development Proposals
Chapter-8 : Environmental Screening
Chapter-9 : Social Screening
Chapter-10 : Road Safety Audit
Chapter-11 : Cost Estimates
Chapter -12 : Economic and Financial analysis
Chapter -13 : Conclusions and Recommendations
Page 23
3: EXISTING CHARACTERISTICS OF THE PROJECT ROAD
3 EXISTING CHARACTERISTICS OF THE PROJECT ROAD
3.1 General
The Site of the Single Lane Project Highway comprises the section of Highway. Project road starts
from Km. 0+000 at Tawaghat village (Design Chainage 56+935) and traverses a length of 38.812km
and ends Km.19+170 at Budhi Village (Design Chainage 95+748) An Andd starts at End of Tunnel Portal
(Design Chainage 113+828) and traverses a length of 19.25km and ends at Kali Mandir (Design
Chainage 133+078). The Project Highway is part of NH NH-09.
09. The stretch passes through winding hilly
terrain of Himalayas and sight didistance
stance is restricted at places due to sharp horizontal curves and
vertical cuts slopes. The road passes through Pithoragarh district in the state of Uttarakhand.
3.2 Important Settlements along the Project Road
The project road is passing through various set

settlements
tlements on its way from Tawaghat to Kali
Mandir. These are tabulated below in Table 3.1:.
Table 3.1:List of Settlements

1 Ghatiabagarh
2 Mangati
3 Budhi
4 Jaikot
5 Napalchu
6 Gunji
7 Gunji Army Camp
8 Kalapani
3.3 Connectivity
The Road starts near Askot in the district of Pithoragarh which 435 km from Dehradun is, Capital of
Uttarakhand by National Highways NHNH-7.
3.4 Terrain and Land use
Page 24
The terrain of this road is hilly and mountainous terrain. The road stretch passes through a mixed
land use between forest cover and settlements.
3.5 Existing Right of Way (ROW)
No ROW pillars were found at site. Visual investigation and manual measurements
indicate that existing ROW varies from 4.6m
4.6m–16.1m. Details are available in Annexure 3.1.
Road inventory.
3.6 Existing Cross Sectional Elements
Roadway Width
The existing road iss having mostly 22-lane

lane lane (7m carriageway developed by BRO) with
bituminous Surface & 0.5m to 2.0 m of earthen shoulder on both side. Thus the total
formation width of this stretch varies from 7.0 m to 10.0 m. The details have been
presented in Annexure 3.1 Road Inventory.
Drains
Unlined drains are found mainly at hilly section and line drain are found some major and
minor built up section areas respectively. Average width of drain is found as 0.5 to 1.5 m.
3.7 Geometry
Horizontal alignment has many shar

sharp bends and inadequate super-elevation.
elevation. Vertical alignment has
many hog and sag locations. Sharp bends & Inadequate sight distance is a major issue in most of the
sharp curves. The sharp bends after long straights are indicators of poor geometry and requir
requires to
be improved by realignments using required minimum radius of curves to cater for appropriate
design speed as per manual.
3.8 Pavement
The existing pavement mostly varies from poor to fair condition on the bituminous surface. At some stretches
the carriageway is having of both major & minor cracks, raveling, patching and potholes. The shoulder
condition is varying from poor to fair. This can also be seen at the road and shoulder interfaces where the edge
drop is quite prominent. Some portion of the road is not visible due to the landslide.
Page 25
 The existing pavement structure mostly comprises of two and three layers, namely
bituminous layer, base course and sub
sub-base course. The total thickness of the pavement varies from
265 mm to 300 mm. The thickness of the bituminous surfacing layer varies from 55 mm to 90 mm
thick, base course varies from 195 mm to 240 mm.

3.9 Road Intersections/Cross Roads
There is no Major junction in this stretch, 03 minor Junctions are in this stretch
3.10 ROB/Railway Level Crossings
No ROB or Railway Level crossing is available in this stretch.
3.11 Bridges and Culverts
With the aim to assess and appreciate the existing con

condition/characteristics
dition/characteristics of the bridges and CD
structures along the project corridor and particularly to visually inspect the bridges & culverts, a
detail inventory and condition survey has been carried out with the following main objectives:
 To systematically record the physical state of the structure as it exists now.

 To identify actual and potential source of trouble and propose remedial measures.
 To ensure that the existing bridges with repair/rehabilitation are fit for use and
structurally safe.
There are exist 95 nos. existing structures as mentioned in below Table 3.2.
Table 3.2: List of Existing Structures

S. No. Type of Structure Numbers
1 Causeway -
2 Slab Culvert 96
3 Minor Bridge 12
4 Major Bridge 1
Total 109
Inventory and condition survey data for the above structures are presented in Annexure 3.2
Page 26
and 3.3 respectively for culverts and bridges.
3.12 Utilities
The existing utilities (parallel and across) along the project stretch include:
 Low Tension Overhead Electric Lines and Poles

 Electric Transmission Towers
 Transformers
 Overhead Telephone Lines and Poles
 Optical Fiber Cable (OFC)
 Water Pipe Lines
 Tube Wells and Taps
 Bore Wells
 Wells
 Light Poles
Page 27
3.13 Project Road Deficiencies and Improvements Required
The major deficiencies of the existing road as identified are summarized in Table 3.3
below for identifying possible improvement proposal.
Table 3.3:: Project Road Deficiencies and Improvements Required

Sl. No. Deficiencies Improvement Required
1 Existing pavement condition is Existing pavements has been strengthened &

varying from poor to fair
fair. widened to cater the design loading.
2 Existing shoulders functionally 1.5m wide paved shoulders on both Hill and
and structurally inadequate valley side has been provided
3 Poor Level of service of existing As per traffic warrants existing road is

single lane road widened to 2-lane
lane with paved shoulder
4 Existing irregular sharp curves Easement of horizontal alignment
5 Existing intersections are not safe - Improvement proposals of major and

so far as high
high-speed corridor is minor intersections are provided
concerned - At selected locations
- With Provision of traffic controls
6 Existing narrow and/or weak Cross-drainage
drainage structures are widened
structures and/or strengthened as per requirements;
new 2-lane
lane structures are provided as per
necessity.
7 Absence of
a) Pedestrian crossings - Has been provided at major intersections,

near school, bus bay location as per
requirement.
b) Bus bays - Bus bays are considered near important
village location, kept sufficiently away
from the intersections to avoid traffic
congestion.
c) Footpaths with covered drains - Raised footpaths are considered for
towns/ villages
d) Crash barriers - Metal beam and concrete crash barriers
has been proposed at the locations where
embankment height is more than 3 m.
e) Traffic safety measures like - Sufficient safety measures have been
proper sign, marking, delineators taken into account
etc.
Page 28
4: SOCIO ECONOMIC PROFILE
4 SOCIO ECONOMIC PROFILE
4.1 Introduction
A detailed accounting of the socio

socio-economic
economic profile of the Project Influence Area (PIA) has been
prepared which traces the PIA's economic performance of the past and establishes the likely growth
prospects of the future. The output of this Chapter is the economic growth prospects of the PIA with
respect to certain selected economic variables and serves as the basis for arriving at a realistic traffic
growth rate,
te, for different vehicle categories.
4.2 Project Influence Area
The districts through which the study corridor passes through are considered to be the primary
project influence area. The study corridor is the NHNH-09
09 with ROW varying from 24 m. The Project
road
ad pass through Major Town Askot, Jauljibi, Ghatibagad, Dhungatoli, Bainiyadoli, Gagharu,
Kimkhola, Teen Tala, Ghasku, Zaykot, Pangla, Ghatiyabagad, Gunji, Kali Mandir and Lipulekh Pass Pass.
The project passes through two rivers
rivers-Kali Nadi, Gori Nadi. The total design length of road is 58.063
km which runs in only one district Pithoragarh. The Government of India is trying to give a direct
connection between Askote and Lipulekh Pass via Jauljibi, Dharchula, Tawaghat, Sirkh, Garagadi,
Bundhi, Garbyang, Ghatiabagad,d, Gunji and Kali Mandir.
starts from Km. 0+000 at Tawaghat village (Design Chainage 56+935) and traverses a length
of 38.812km and ends Km.19+170 at Budhi Village (Design Chainage 95+748) And starts at
End of Tunnel Portal (Design Chainage 113+828) and traverses a length of 19.25km and
ends at Kali Mandir (Design Chainage 133+078) . The Project Highway is part of NH-09.
NH The
stretch passes through winding hilly terra
terrain
in of Himalayas and sight distance is restricted at
places due to sharp horizontal curves and vertical cuts slopes. The following road passes
through Pithoragarh district in the state of Uttarakhand.
In general, the main mode of transport to connect the ttowns owns of Askote, Jauljibi, Dharchula,
Ghatiabagarh, Gunji and Kali Mandiris by road. Daily needs and goods are being transported through
LCV & 2 axle trucks mainly. Some important trekking places and tourist places on the project roads
are Dharchula Range up p towards the Kailash and Mansarover and many more which attracts tourists
from all over India. During tourist period many car movements can be seen on the project roads.
Page 29
Therefore, the influence area of the project corridor, for the purpose of the study, is defined
at the State level, though the major economic characteristics and development of Backward,
Religious and Tourist Places are addressed at the project district level, which are Pithoragarh
District in the State of Uttarakhand
4.3 Methodology
The economic characteristics of the PIA with respect to demography, income, industrial
development, agricultural development, mineral exploitation, tourism potential, motor vehicle
registration, transport sector policy, economic development policy and plans ha
have been examined.
The base data required was collected from numerous agencies and various literature available from
the Directorate of Economics and Statistics, Govt. of Uttarakhand. Meetings were also held with
relevant organizations in order to assess th
the future potential growth.
4.4 Data Sources
All statistics used to study the past economic performance of the PIA are based on secondary official
sources of information.
4.5 State Profile: - Uttarakhand
4.5.1 History
Uttarakhand was formed on the 9th November 2000 as the 27th State of India, when it was carved
out of northern Uttar Pradesh. Located at the foothills of the Himalayan mountain ranges, it is
largely a hilly State, having international boundaries with China (Tibet) in the north and Nepal in the
east. On its north-west
west lies Himachal Pradesh, while on the south is Uttar Pradesh. It is rich in natural
resources especially water and forests with many glaciers, rivers, dense forests and snow snow-clad
mountain peaks. Char-dhams,
dhams, the four most sacred and revered Hin Hindu
du temples of Badrinath,
Kedarnath, Gangotri and Yamunotri are nestled in the mighty mountains. It’s truly God’s Land (Dev
Bhoomi). Dehradun is the Capital of Uttarakhand. It is one of the most beautiful resort in the
submountain tracts of India, known for its scenic surroundings. The town lies in the Dun Valley, on
the watershed of the Ganga and Yamuna rivers.
Page 30
It is blessed with a rare bio-diversity,

diversity, inter
inter-alia,
alia, 175 rare species of aromatic & medicinal plants are
found in the State. It has almost all majo majorr climatic zones, making it amenable to a variety of
commercial opportunities in horticulture, floriculture and agriculture. It has a vast tourism potential
in adventure, leisure, and eco-tourism.
tourism.
The State is rich in mineral deposits like limestone, marb

marble,
le, rock phosphate, dolomite, magnesite,
copper, gypsum, etc. The number of small scale industries is 25,294 providing employment to 63,599
persons. As many as 1802 heavy and medium industries with an investment of Rs 20,000 crore
employ 5 lakh persons. Mostst of the industries are forest
forest-based.
based. There is a total of 54,047 handicraft
units in the state.
With levels of literacy higher than the national average, the State has abundant availability of quality
human resources. Within a short span of its existence
existence,, Uttarakhand has emerged as a significant
destination for investments in manufacturing industry, tourism and infrastructure. Emphasis is on
stimulating all three sectors of its economy (agriculture, industry and services),to their fullest
potential in tandem
dem with the geographic profile of the state. The Government of Uttarakhand has
undertaken several policy measures and incentives in order to encourage inflow of investment into
the various sectors of its economy.
4.5.2 Salient Feature of the State
Geographical Data
Geographical Area 53483 km2
i. Hill i. 46035
ii. Plain
ii. 7448
Latitude 28° 43' N to 31° 27 ' N
Longitude 77° 34' E to 81° 02' E
Demography
Population [2011-Census]
Census] Total 10086292 persons
Males 5137773
Females 4948519
Rural 7036954
Page 31
Urban 3049338
Females per 1000 Males [2011] 963
Decadal Growth Rate [2001

[2001-2011] 18.81
Density (per km2) [2011] 189
Literacy Data [2011]
Total 6880953
Male 3863708
Female 3017245
Literacy Rate [2011]
Total 78.80
Male 87.40
Female 70.00
Scheduled Casts [2011

[2011-Census] 1892516
Male 968586
Female 923930
Rural 1496665
Urban 395851
Scheduled Tribes [2011

[2011-Census] 291903
Male 148669
Female 143234
Rural 264819
Urban 27084
Religious Population
Hindus 8368636
Muslims 1406825
Sikh 236340
Buddhist 14926
Jain 9183
Christian 37781
Page 32
Other Religions & Persuasions 993
Religion not Stated 11600
Birth Rate (per 1000) [2013] Total 18.2
Rural 18.9
Urban 15.7
Death Rate (per 1000) [2013] 6.1
Rural 6.4
Urban 4.8
Infant Mortality Rate (per 1000) [2013] 32
Rural 34
Urban 22
Source: Directorate of Economics and Statistics 2015

2015-16
4.5.3 Demographic Profile
Uttarakhand state located in northern part of India has a total area of 53,483 sq. km, of which 93% is
mountainous and 65% is covered by forest. The total population of the state as per census 2011 is
10,086,292 showing a growth rate of 18.81% from census 2001. Of the total population, 51% are
male, while remaining 49% are female. The state constitutes approximately 70% rural population
pop
and 30% urban population. The state is divided into 13 districts which are grouped into two divisions
– Kumaon and Garhwal.
Approximately 38% of the population of Uttarakhand is below poverty line (BPL). Among the
thirteen districts of the state, Uttarkashi district has the highest proportion of BPL population, while
Udham Singh Nagar district has the lowest BPL population. The district wise BPL population of
Uttarakhand is shown in the adjustment figure. The state has a per capita income ofINR82,1
ofINR82,193 and is
higher than the national average of INR 60,603.
4.5.4 Literacy
The literacy rate of the Uttarakhand State as per 2011 census is 78.82%. Male literacy and female
literacy are 87.4% and 70.01%, respectively.
Page 33
4.5.5 Climate
Uttarakhand is a region which has some of the most majestic places, and also provides some
outstanding natural beauty. It is a part of the Greater Himalayan ranges and is covered by beautiful
Himalayan peaks and glaciers. Two very important and holy rivers of India, the Ganga and Yamuna
start
tart their journey from here. In this article, we provide you information about Uttarakhand
weather.
Uttarakhand mainly has two different climatic regions, namely, the hilly terrain and the smaller plain
region. So, the weather is also quite varied, depen
depending on the particular place.
Summers
Summers in the plain region of Uttarakhand have similar climate as other surrounding plain regions
of different states i.e. the maximum temperature can cross the 40°C mark and there can be
considerable humidity. Warm temperate conditions prevail in the Middle Himalayan valleys with
temperature around 25°C making it an idle getaway for people of the plains to beat the heat.
However, in the higher areas of middle Himalayas the temperature is around 15 to 18°C, still
pleasant.
asant. The season extends from April to June.
Winters
The Climate of Uttarakhand during summers in the plain region can be chilly with temperatures
going below 5°C mark. The winters in the middle Himalayan valleys are very cold and in the higher
areas thee temperature can drop below the freezing point. The Himalayan peaks remain snowcapped
throughout the year and many places receive regular snowfall. Throughout the state the
temperature ranges from sub-zero
zero to 15°C and the season lasts from November to Feb
February.
Monsoon
The monsoon is the most pleasant season when temperature differs from 15 to 25°C at most places
which reigns from July to September. The state receives 90% of its annual rainfall in this season. The
eastern parts of Himalayas are subjected to heavier rainfalls when westerns are relatively drier.
4.5.6 Forest
Page 34
Uttarakhand is beautiful state set at the foothills of the snow snow-clad

clad Himalayas with lush green
vegetation. There is a diverse range of flora and fauna in Uttarakhand, India. The vegetation of the
state majorly comprises alpine trees and tropical rainforest
rainforests.
s. Wildlife in Uttarakhand thrives in these
dense forests. With the varied flora and fauna in Uttarakhand, a number of National Parks have been
set up in different parts of the country, which not only serve as a natural habitat for Uttarakhand
flora and fauna,
una, but also as a huge source of information for tourists who visit these parks.
Uttarakhand comprises of 13 districts spreading over an area of 51,082 sq km, floristically, it falls
under the west Himalayan Biogeography zone and it is well
well-known for floral
oral diversity similar to any
other Himalayan region in the country with an estimated 4,000 species of flowering plants having
great economic medicinal, aromatic and artistic value. The endemic plant wealth of Uttarakhand is
worth mentioning as it ultimate
ultimately
ly forms part of the National heritage. Uttarakhand Himalayas have
about 116
Species as indigenous group. Are nariaferruginea; Chimonobambusajaunsarensis, Gentian

tetrasepala, G. saginoides, Meeboldia solenoids, Microschoenusduthiei, Trachycarpustakil,
Poarhadina,
arhadina, etc. are some such species.
Besides, many plant species new to science have been added from different parts of Uttarakhand.
Some such species are Anemone raui, Arenariacurvifolia, Carexnandadviensis, List era
nandadeviensis, Saussureasudhanshui, Euphorbia sharmae, Androsacegarhwalicum, etc. More
interesting to note is the presence of one of the smallest flowering plants
Arceuthobiumminutissimum, parasitising over Pinusgerardiana (Chilgoza) and the tallest plant of
Asia, the Pinusroxburghii, in Ut
Uttarkashi
tarkashi district. The sacred Mulberry, Morusserrata, said to have
been planted by the AdiShankaracharya at Joshimath, the tree fern Cyatheaspinulosa, the gigantic
Aesculusindica on way to Panwali, the tall Shore a Robusta (Raja Sal) near Byasi are some ot other
curiosities of the area. The narrative of the plant wealth of Uttaranchal will not be complete unless a
mentioned about the sacred plants commonly used in worship in "The Abode of Gods". Besides, the
earlier mentioned "Brahmakamal", Zanthmlumarmatum (T (Timur),
imur), Prunuspuddum (Panya),
Skimmialaureola, Primula denticulata, and Artemisia nilagirica, Eagle marvelous etc. are offered to
deities. Some other representative and interesting plants of Uttaranchal are enumerated below with
a brief description:
The vegetation
getation of Uttarakhand can be divided in the following zones:
1. Sub-Tropical
Tropical Zone of Uttarakhand
Page 35
The sub-tropical
tropical zone has pure as well as mixed forests of Shore Robusta (Sa I), the others being
Lanneacoromandelica (Jhingan), Buchananialanzan, Dalbergi
Dalbergiaa disso (Shis ham), 411 Haldinacordifolia
(Haldu), Syzygiumcumini (Jamun), Mallotusphilippinensis (Rohini), Mitragynaparvifolia, Terminalia
spp. (Myrobalans), Ficus spp. (Figs), Macarangapustulata, Callicarpaarborea, Diopoknemabutyracea
(Chyura), Bauhinia variegate (Kachnar), Bomb axcobia (Semal), Lydia claying (Pula), Schleicher oleos
(Kokum), Holoptelea integrities (Karanj), Cassia fistula (Amaltas), Nyctanthesarbor
Nyctanthesarbor-tristis (Parijat),
Anogeissuslatifolia (Bakli, Dhaura), etc. The shrubbyvegetation is repr
represented
esented by Murrayakoenigii,
Carissa opaca, Clerodendrum viscous, Adhatodavasica, Jasminummultiflorum, Solanumerianthum,
Cal/icarpamacrophylla, Eranthem um nervosum, Phlogacanthusthyrsiform is, Jatropha curcas,
Rhusparviflora, Dodonaeaviscosa, Woodfordiafru
Woodfordiafruticosa and many others.
2. Temperate zone of Uttarakhand
The Temperate zone is marked by the presence of Ouercusleucotrichophora (Banj oak),

Rhododendron arboretum (Burans), Myricaesculenta (Kaphal), Leonia ovalifolia (Aynor), Ibex
dipyrena, Ouercussemecarpifolia (Kharsu Oak), O. dilatata (Moru Oak), etc. The coniferous forests in
this zone are unique. Pure stands of Pinusroxburghii (Chir Pine) and Cadres deodar (Deodar, Cedar),
Abides windrow (Raga), Pinuswallichiana (Kali), Taxuswallichiana (Thuner, Himalayan Yew) at places
give a pristine look to the slopes. The slopes in temperate zone also have insectivorous plants like
Droserapeltata and species of Utricularia. Another such species is Pinguiculaalpina seen in
MartoliBugyal, Kurnaon. The SSaprophOes
aprophOes and Parasites are also well represented by
Monotropaunitiora, Dendrophthoefalcata (Banda), Balanophora in volucrata, and species of Viscum,
Korthalsella, Arceuthobium, Scurrula, etc. The zone has a varietyof useful plants, some of them well
known for centuries. These include Cedrus deodar, Pinusspp, Abiespindrow, Quercusspp, Aconitum
neterophyllum, Paeoniaemodi, SwertiachiraOta, Bergenia ciliate, Dios coreadeltoidea, Angelica
glauca (Choru), etc.
3. Sub-Alpine
Alpine and Alpine Zones of Uttarakhand
The
he altitude above 3,000 metres is general lyconsidered a zone of sub
sub-alpine
alpine and alpine vegetation.
The tree species are represented by Pinus wall ichiana, Abiespindrow, Prunuscornuta, Aber
caesium., Betulautilis (BhojPatra) and Salix sp. Species of the gen
genera
era Cotoneaster, Rosa, Berberis,
Ribes, Junipers, Rhododendron anthropogenic, Rhododendron campanulas are the shrubby
components of the zone. The herbaceous vegetation is represented by a number of species of
Page 36
genera Po ten till, Primula, Aster, Saxifrage, Achaean, Delphinium, Polygonal, Corydalis, Pleuras perm
um ,I'vleconops is, Pedicularis, Saussurea, Rheum, Silene, etc. The Bugyals of this zone are well
known for a rich and diversified flora. Plant species like Nardostachys grand flora (Jatamansi),
Podophyllurnhexandrum
hyllurnhexandrum (Himalayan May May-Apple,
Apple, Papri), Picrorhizakurrooa (Kutaki), Gentian burro,
Atmeniaberithonic (Bal char), Rheum moorcroftianum (Dole), Ephedra gerardiana,
Dactylorhizahatagirea (Hafthajari), etc., common in this zone, are of immense medicinal value.
The floral diversity is further exhibited bythe species that grow in the rain shadow areas of
Uttaranchal. Such species develop adaptive characters to survive the wrath of adverse climate.
Labium rhomboid, Thylacospermumcaespitosurn, Acantholi mon lycopodioides,
Dracocephalurnheterophyllumetc are a few such examples.
Orchids
Uttarakhand has more than 225 species of this charming group, well known for ornamental flowers
with great horticultural potential and long shelf life. Aerides, Cool ogyne, Cymbidium, Dendrobium,
Thunia and Rhynchostylis, for which Mandai, Baram, Shandev, DafiaDhoora, Kaflani, etc are rich.
Among the global orchids, species of Calanthe, Habenaria, Anoectochilus, Satytium, etc are fairly
common while the Lady's Slipper Orchid
Orchid-Cypripedium is scarcely distributed.
Many small river valleys offer wonderful experience to nature lovers and hikers. The vast open hay
field, above the tree line present endless views of the variously colored Himalayan flowers. The most
interesting of them,
em, aesthetically or botanically are seen in the higher altitudes, from 2,450 meters
and above. The arrival of spring brings forward an uprising of colours when the Semal and Palash
put the lower altitude forests on fire with their blazing red flowers. IItt is also the time for Burans to
spread its fire at a height of or above 2,450 metres adding colour to the blue and white panorama of
snow. The flowers do not grow only in the Valley of Flowers but are found on different treks
habitually up to great heightss as also on the hayfield and even in rock cracks or moraines.
Source: http://forest.uk.gov.in
4.5.7 Agriculture Sector
About 90 per cent of the population of Uttarakhand depends on agriculture. The total cultivated
area in the State is 7,84,117 hectares.
Uttaranchal
ranchal is an agrarian state. About 80% of the population of the state is dependent on
agriculture for its livelihood. 12% of the available land is irrigated and 64% are fed by natural springs.
The topography of Uttaranchal is characterized by sandy soils which do not retain water for long
Page 37
time. Due to unavailability of moisture in the soil the crop productivity is not very good in the region.
Also, due to variation in altitude the rainfall also differs from place to place affecting the crop
production.
The
he major crops produced in the state include Rice, Wheat, Barley, Corn, Mandua, Jangora etc. The
state is a major supplier of fruits like Apple, Leachy, Pulam, Naashpati, and Maalta etc. There are
various organizations which are involved in the state to he
help
lp in improving the productivity as well as
to promote the cultivation of medicinal plants in the state. One such project is functioning near
Pinder Valley in Chamoli district of the state which aims to produce fruits and vegetable by utilizing
poly houses.
Uttaranchal's distinct agro-climatic

climatic condition is favorable for the development of Horticulture. The
soil conditions are good for the production of fruits and vegetables. The climatic and soil conditions
allow growing sub-tropical
tropical and temperate fruits, vegetables and ornamentals. The various fruits
grown in the state include mango, citrus, litchi, guava and jackfruit etc.
4.5.8 Water Resources
The predominantly hilly State of Uttarakhand has a varied hydrogeological setup and can be divided broadly
into two distinct hydrogeological regimes viz. the Gangetic alluvial plain and the Himalayan mountain belt. The
former is covered with a vast expanse of alluvium and unconsolidated sedimentary material of varying size
fractions (ranging from boulder to clay) and iiss a promising zone for ground water development. The latter
zone, being predominantly hilly, offers much less potential for large scale development of ground water.
Ground water in the hilly region occurs mostly in fissures/fractures and emerges as springs
springs. The springs are
amenable to small scale development of ground water resources in the State. The yield of tube wells in
3 3 3
Shiwalik formation ranges from 50.4 m /hr to 79.2 m /hr, in Bhabar formations yield is upto 332.4 m /hr. In
3 3 3
Tarai belt yield of tubewelll ranges 36m /hr to 144 m /hr and in Indo-Gangetic
Gangetic plains yield varies from 90 m /hr
3
to 198 m /hr.
Major River Basins and Sub Basins
The main drainage system of Uttarakhand have been grouped into following six catchments
Yamuna Catchment - The Yamuna river originates from the base of Bandarpunch peak. It has carved a deep V-
shaped gorge. The Yamuna cuts across the Nag Tibba range and Mussoorie range near a place called Yamuna
bridge. The rivers Tons, Pabar and Aglar are its important tributaries. It passes through the Doon valley on its
Western boundary.
Page 38
Bhagirathi Catchment – This is one of the two rivers which join to form the river Ganga. It originates from the
snout of the Gangotri glacier at Gaumukh which is at the base of Chaukh
Chaukhamba
amba peak. The Bhagirathi river has
cut a deep gorge across the granitic rocks of the higher Himalayas of Garhwal. Its main tributaries are the river
Janhavi and theBhilangana.
Alaknanada Catchment - This river joins the river Bhagirathi at Devprayag to fform
orm the river Ganga. It originates
from the eastern slopes of Chaukhamba – from the Bhagirathi kharak and Satopanth glaciers. The river flows
along the Badrinath temple. Its main tributaries are the Khiraonganga, Pindar Dhauliganga, Birahi, Nandakini,
Mandakini
akini etc. It has formed a broad valley at Srinagar (Garhwal).
Mandakini Catchment - It comes out from the Mandakini glacier near Kedarnath. It cuts through a gorge of
glacial debris. The river has formed road terraces at Augustmuni and Tilwara. At Tilwar
Tilwaraa it is joined by the river
Lastar Gad. The river Mandakini joins the river Alaknanda at Rudraprayag.
Pindar Catchment- The river Pindar originates from the Pindari Glacier which is located between Nanda Devi
and Nanda kot peaks. Sundar dhunga river joins the Pindar near Dhakuri. The Pindar joins the river Alaknanda
near Karanprayag.
Kali Catchment – The river Kali forms the boundary between Kumaon and Nepal. The Towns of Champawat
and Pithoragarh are situated on the back of the Kali River. Its important tributaries are Darma and Saryu rivers.
The Land Survey Directorate (LSD) has divided the Uttaranchal into 8 catchments, and then into 26
watersheds, then into 110 SWS and finally into 1110 MWS and shown in Map. Haridwar district is yet to be
delineated byy the Land Survey Directorate but essentially an area of 2.33 lac ha. needs to be taken up for the
watershed works.
4.5.9 Flora & Fauna
Uttarakhand has a great diversity of flora and fauna. It has a recorded forest area of 34,651
km2which constitutes 65% of the he total area of the state. Uttarakhand is home to rare species of
plants and animals, many of which are protected by sanctuaries and reserves. National parks in
Uttarakhand include the Jim Corbett National Park (the oldest national park of India) at Ramnagar in
Nainital District, and Valley of Flowers National Park and Nanda Devi National Park in Chamoli
District, which together are a UNESCO World Heritage Site
Site.. A number of plant species in the valley
are internationally threatened, including several that have not been recorded from elsewhere in
Uttarakhand. Rajaji National Park in Haridwar District and Govind Pashu Vihar National Park and
Sanctuary and Gangotri National Park in Uttarkashi District are some other protected areas in the
state.
Page 39
Leopards are found in areas which are abundant in hills but may also venture into the lowland
jungles. Smaller felines include the jungle cat, fishing cat, and leopard cat.. Other mammals include
four kinds of deer (barking, sambar
sambar, hog and chital),slot hand Himalayan black lack bears,
bears Indian gray
mongooses, otters, yellow-throated
throated martens
martens, bharal ,Indian pangolins,, and langur and rhesus
monkeys. In the summer, elephants can be seen in herds of several hundred. Marsh crocodiles
(Crocodyluspalustris),gharials(Gavialisgangeticus
Gavialisgangeticus)) and other reptiles are also found in the region.
Local crocodiles were saved from extinction by captive breeding programs and subsequently re re-
released into theRamgangariver.Several
river.Several freshwater terrapins and turtles like the Indian sawback
turtle (Kachuga tecta),brahminy
brahminy river turtle turtle(Hardellathurgii),
), and Ganges softshell
turtle(Trionyxgangeticus)) are found in the rivers. Butterflies and birds of the region in clude
cludered
Helen(Papiliohelenus), the great eggfly (Hypolimnosbolina), common tiger((Danausgenutia),pale
wanderer(Pareronia
Pareronia avatar avatar
avatar),jungle babbler, tawny-bellied babbler ,great
great slaty woodpecker,
woodpecker
red-breasted parakeet, orange-breasted
breasted green pigeon and chestnut-winged
winged cuckoo.
cuckoo In 2011, a rare
migratory bird, the bean goose,, was also seen in the Jim Corbett National Park.
Evergreen oaks, rhododendrons

rhododendrons, and coniferspredominate in the hills. Shorearobusta(sal),silk
Shorearobusta cotton
tree(Bombaxciliata), Dalbergiasissoo
Dalbergiasissoo, Mallotusphilippensis, Acacia catechu, Bauhinia racemosa,
racemosa and
Bauhinia variegata(camel's
(camel's foot tree) are some other trees of the region.
region.Albiziachinensis
Albiziachinensis, the sweet
sticky flowers of which are favoured by sloth bears, are also part of the region's flora.A decade long
study by Prof. Chandra Prakash Kala concluded that the Valley of Flowers is endowed with 520
species of higher plants (angiosperms
angiosperms, gymnosperms and pteridophytes), ), of these 498 are flowering
plants.. The park has many species of medicinal plants including Dactylorhizahatagirea,
Dactylorhizahatagirea
Picrorhizakurroa, Aconitum violaceum
violaceum, Polygonatummultiflorum, Fritillariaroylei
Fritillariaroylei, and
Podophyllumhexandrum.In .In the summer season of 2016, a large portion of forests in Uttarakhand
caught fires and rubbled to ashes during in famous Uttarakhand forest fires incident which resulted
in the damage of forest resources worth billions of rupees and death of 6 people with hundreds of
wild animals died during fires.
4.5.10 Culture
Culture and people are very closely associated with each other. The
term ‘culture’ refers to the complex collection of knowledge, ffolklore,
language, rules, rituals, habits, lifestyles, attitudes, beliefs, and
customs that link and give a common identity to a particular group of
people at a specific point in time.
Page 40
All social units develop a culture. Thus it is the inhabitants of a specific region that collectively
contribute to form that extraordinary cornucopia of life we call culture.
In case of Uttarakhand, the Land of Gods, natural diversity and the

element of the Himalaya’s unparalleled beauty and sanctity add a
new dimension to the word ‘culture’. The people of the state are as
diverse as the landscape. Uttarakhand is blessed with a whole
multiplicity of culture greatly influenced and inspired by its geo
geo-social
factors. The ancient cultural traditions of Uttarakhand are deep
rooted primarily in religion. Music, dance and arts are a manifest for
the firm religious bonds of the people with the awe awe-inspiring
Himalayas.
“In those lovely valleys there is still the romance and poetry of life:
each tree has its god, each bush its sspirit” – So wrote the 19th
century British anthropologist and surveyor Charles A. Sherring,
describing a fair part of Uttarakhand, in his great research ‘Western
Tibet and British Borderland’.
All the local traditions of the state are determinedly attache

attached to
nature and its bounty. No legends or myths are complete without nature, seasons or the Himalayas
being integral part of them. The people spare no opportunity to celebrate this bountiful natural,
social and religious diversity.
Collective celebrations become the order of the day – the many fairs and festivals bear testimony to
this. These fairs have now become remarkable stages for all sort of uncluttered social, cultural and
economic exchange. Visitors from far and wide are drawn to these events in mu
multitudes.
ltitudes.
The state offers journey-options

options to both – the religious and the spiritual.
There are a number of religious events attached to River Ganga - the holiest of all the rivers. Daily
aartis performed every evening at the banks of the Mother
Mother-River in Haridwar and Rishikesh present
a memorable sight to behold when the star
star-studded
studded sky seems to be reflecting the serene waters of
the river upon the surface of which float countless diyas offered to the goddess. The Kumbh Mela
Page 41
that is held every twelve years

rs witnesses some of the largest gatherings of devotees to be seen
anywhere in the whole world.
Overwhelming natural panoramas accompany the pilgrims taking part in the Nanda Devi Raj Jaat and
Kailash Mansarovar Yatras. The shrines of Hemkund Sahib and Na Nanakmatta
nakmatta Sahib are visited by
thousands of Sikh devotees while a symbol of national integration - the Dargaah at PiranKaliyar
Sharif, holds a significant religious rank for Muslims and people from other faiths alike.
Several indigenous tribes and communi

communities flourish in this state
today maintaining their distinct cultural heritage and traditions. The
several fairs and festivals celebrated by the tribes such as Bhotias
(Shaukas), Tharus, Buxas and Jaunsaris are opportunities for the
locals and the visitors to witness these events as opportunities to
keep the traditional modes of life and art alive apart from providing
them the recognition they so strongly deserve.
Legends, myths and anecdotes galore in the state of Uttarakhand which has in turn been bestow
bestowed
by the richest, holy rivers and the most esteemed mountains. Series of legends and tales are
intricately woven around the sacred shrines, temples and rivers by simple hearted, god
god-fearing
people that simultaneously reflect the socio
socio- cultural diversity of the state.
4.5.11 Economy
The Uttarakhand state is the second fastest growing state in India. It's gross state domestic product
(GSDP) (at constant prices) more than doubled from ₹24,786 crore in FY2005 to ₹60,898 crore in
FY2012. The real GSDP grew at 13.7% (CAGR) during the FY2005–FY2012
FY2012 period. The contribution of
the service sector to the GSDP of Uttarakhand was just over 50% during FY 2012. Per capita income
in Uttarakhand is ₹1,03,000 (FY 2013) which is higher than the national average of ₹74,920 (FY201
(FY2013).
According to the Reserve Bank of India, the total foreign direct investment in the state from April
2000 to October 2009 amounted to US$46.7 million.
Like most of India, agriculture is one of the most significant sectors of the economy of Uttarakhand.
Basmati rice, wheat, soybeans, groundnuts, coarse cereals, pulses, and oil seeds are the most widely
grown crops. Fruits like apples, oranges, pears, peaches, litchis, and plums are widely grown and
important to the large food processing industry. Agricul
Agricultural
tural export zones have been set up in the
state for leechi, horticulture, herbs, medicinal plants, and basmati rice. During 2010, wheat
production was 831 thousand tonnes and rice production was 610 thousand tonnes, while the main
Page 42
cash crop of the state, sugarcane, had a production of 5058 thousand tonnes. As 86% of the state
consists of hills, the yield per hectare is not very high. 86% of all croplands are in the plains while the
remaining is from the hills.
Economy of Uttarakhand at a Glance figures in crores of Indian rupees

Economy at a Glance (FY--2012) In Indian rupees
GSDP (current) ₹95,201
Per capita income ₹1,03,000
1,03,000
Other key industries include tourism and hydropower, and there is prospective development in IT,
ITES, biotechnology, pharmaceuticals and automobile industries. The service sector of Uttarakhand
mainly includes tourism, information technology, higher education, and banking.
During 2005–2006,
2006, the state successfully developed three Integrated Industrial Estates (IIEs) at
Haridwar,
aridwar, Pantnagar, and Sitarganj; Pharma City at Selaqui; Information Technology Park at
Sahastradhara (Dehradun); and a growth centre at Siggadi (Kotdwar). Also in 2006, 20 industrial
sectors in public private partnership mode were developed in the state
state.
4.5.12 Industries
Having tremendous growth potential, Uttarakhand Business and Industries sector is thriving across
the state. The Uttaranchal Industries sector mainly consists of Sugar Mills, Cloth Mills, Paper Mills,
Flour and Rice Mills, Pharmaceuticals, aandnd Stone Rolling Mills etc. The Agricultural Sector, on the
other hand, consists of Dairy farms, Rice and Wheat Production, Fish Farming, Poultry Farming,
Floriculture, Horticulture, and Pickle and Sauce Industries, which are flourishing in the state. Besi
Besides,
Handicrafts, handlooms, wool based industry, khadi and village industry, waxed based industry are areo
ther traditional industries spread across the state. The state government is also assisting to establish
a number of small and medium size agro parks, ffood ood parks etc., to aid the agriculture and food
processing industry to provide common infrastructure facilities for storage, processing, grading and
marketing.
The size of Uttarakhand's Economy as measured by its Gross State Domestic Product (GSDP) for
2011
11 (Financial year ending March 2011) is estimated at SIDCUL, the State Industrial Development
Corporation of Uttarakhand has established seven industrial estates in the southern periphery of the
state, while dozens of hydroelectric dams are being built in the upper reaches.
The primary sector includes conventional components like agriculture, cultivation, and mining
Page 43
activities. The composition of the primary, secondary and tertiary sectors is as follows:
 Primary sector constituting Agriculture; Forestry & Logging; Fisheries; Mining and
Quarrying
 Secondary sector constituting Manufacturing; Construction; Electricity, Gas & Water
Supply
 Tertiary sector constituting Transport & Communication; Trade, Hotels & Restaurants;
Banking & Insurance; Real Estate, Own
Ownership
ership of Dwellings and Business Services; Public
Administration; and Other Services.
The state is essentially driven by the tertiary sector. Tourism is one of the key components with a
major contribution to the economy primarily due to the state’s natura
naturall beauty and the potential to
offer varied forms of activities ranging from religious to adventure tourism. But, by and large, the
Tourism Industry remains as one of the major industries of the state and generates most revenue for
the Uttaranchal Business and Economy. Hotel Industry, Travel Agencies, and all hospitality related
business are other subsidiaries of the tourism industry are also growing as potential Uttaranchal
Industries.
4.5.13 Transportation
Uttarakhand has 28,508 km of roads, of which 1,328 km aare re national highways and 1,543 km are
state highways. The State Road Transport Corporation (SRTC), which has been reorganized in
Uttarakhand as the Uttarakhand Transport Corporation
Corporation,, is a major constituent of the transport
system in the state. The Corporat
Corporation
ion began to work on 31 October 2003 and provides services on
interstate and nationalized routes. As of 2012, approximately 1000 buses are being plied by the
"Uttarakhand Transport Corporation" on 35 nationalized routes along with many other non non-
nationalized
ed routes. There are also private transport operators operating approximately 3000 buses
on non-nationalized
nationalized routes along with a few interstate routes in Uttarakhand and the neighboring
state of U.P. For travelling locally, the state, like most of the coun
country, has auto rickshaws and cycle
rickshaws.. In addition, remote towns and villages in the hills are connected to important road
junctions and bus routes by a vast network of crowded share jeeps.
The air transport network in the state is gradually improv

improving. Jolly Grant Airport in Dehradun, is the
busiest airport in the state with six daily flights to Delhi Airport. Pantnagar Airport,
Airport located in
Pantnagarofof the Kumaon region have 1 daily air service to Delhi and return too. There government is
planning to develop Naini Saini Airport in Pithoragarh, Bharkot Airport in Chinyalisaurin
Chinyalisaur Uttarkashi
district and Gauchar Airport in Gauchar
Gauchar,, Chamoli district. There are plans to launch helipad service in
Pantnagar and Jolly Grant Airports and other important tourist destinations like Ghangaria and
Hemkund Sahib.
Page 44
As over 86% of Uttarakhand's terrain consists of hills, railway services are vevery
ry limited in the state
and are largely confined to the plains. In 2011, the total length of railway tracks was about 345 km.
Rail, being the cheapest mode of transport, is most popular. The most important railway station in
Kumaun Division of Uttarakhand is at Kathgodam,, 35 kilometers away from Nainital. Kathgodam is
the last terminus of the broad gauge line of North East Railways that connects Nainital with Delhi,
Dehradun, and Howrah. Other notable railway stations are at Pantnagar, Lalkuan and Haldwani.
Dehradun railway station is a railhead of the Northern Railways. Haridwar station is situated on the
Delhi–Dehradun and Howrah–Dehradun
Dehradun railway lines. One of the main railheads of the Northern
Railways, Haridwar Junction Railway Station is connected by b
broad
road gauge line. Roorkee comes under
Northern Railway region of Indian Railways on the main Punjab–Mughal
Mughal Sarai trunk route and is
connected to major Indian cities. Other railheads are Rishikesh, Kotdwar and Ramnagar linked to
Delhi by daily trains.
4.5.14 Tourism
Some of the important tourist destinations of Uttarakhand are summarized below:
 Mussoorie and Environs: The colonial “Queen of the Hills” is still on of the best hill
stations in the state. During colonial time it was the favoured holiday location for the
rulers. Around 12 - 14 km from Mussoorie on NH 123 towards Barkot is located
Kempty Falls which is a 40 40-foot
foot perennial waterfall on the downside of the road
cascading into a number of pools at the valley floor.
 Dhanaulti and Environs: Located 24 km fromom Mussoorie, Dhanaulti is an attractive and
sleepy mountain village. Its main claim to fame is the attractive forested surroundings
dominated by Himalayan Deodar Cedars.
 Haridwar: Haridwar Town is located around 200 km north east of Delhi and 54 km
south of Dehradun and is probably the most important gateway to Uttarakhand by rail
and road. Haridwar is the gateway to the four pilgrimages of Uttarakhand.
 Rishikesh / Muni Ki Reti: Rishikesh is located 25 km north of Haridwar at the
confluence of the Ganges aand
nd Chandrabhaga Rivers and at the foot hills of the Middle
Himalayan Region. It is famous for adventure sports like water rafting, bungee
jumping and nature and rejuvenation centers.
 Rajaji National Park: The National Park is an 830 square km pristine and beautiful
natural forest environment located south of Dehradun
 Nainital and the Lake District: Nainital is the “centre” and focal point of the Kumaon
Lake District, combining around 15 lakes of various sizes in an area of approximately
Page 45
600 sqkm surrounding Nainital mainly east and south of the city.
 Corbett National Park East: is one of India’s most unique nature and wild life reserves
with an area of 1288 square km
 Mukteshwar: Mukteswar is a quaint village getaway at 2290 m altitude views east
towards the Ramgarh Valley and its many fruit orchards
 Ramgarh: At almost 1800 m altitude in the Gagar Mountain Range a picturesque quiet
place dominated by some of the highest altitude apple orchards in the state.
 Lansdowne: is a famous Cantonment Town and the origin
original
al home of the Gharwal
Rifles, a legendary military force.
 Gangotri: the Town and Temples, Bhojbasa “Tourist Centre”, Gaumukh and the source
of the Ganges, the Gangotri Glacier and Tapovan
 Dayara Bugyal: and the Barsu – Raithal village cluster. An upcoming ski and soft
adventure and village tourism destination.
 Tehri Lake: the 50 – 60 km long reservoir created by stemming up the waters of
Bhagirathi River, the surrounding rural village clusters in the hills and the dam at the
south- eastern end of the lake. New Tehri Town is a modern hill township located over
Tehri Lake on a mountain ridge at 1600 maltitude.
 Binsar Wild Life Sanctuary: This is a unique high altitude protected forest
environment with an outstanding view to greater Himalayas
 Almora: This is a historic town with many tourism resources, a thriving service center
and District Capital with many permanently residing foreigners.
 Ranikhet: This is a famous hill station amid lush highlands and dense forests. Founded
as a major Cantonment in the late18
late1860’s.
 Kedarnath Town: Its imposing Temple which is one of the twelve most sacred places
dedicated to Shiva is attractively set in a small Valley surrounded by the Mandakini
and Saraswati Rivers.
 Badrinath Town: Its 8th century Temple are remotely situated on the brink of the
Alaknanda River and is the end point of NH 58 from south. The last rural settlement
before the Tibetan border is 3 km north of the town.
 The Valley of Flowers National Park: This is a unique and pristine natural environment
10 km in length
gth and 2 km wide located from 3658 to 3962 m altitude with an
extraordinary flora and fauna.
 Nanda Devi National Park: This is a unique and spectacular mountain range with
some of India’s highest peaks and is a UNESCO World Heritage site with limited acce
access
for visitors. Nanda Devi is a sacred Peak surrounded by a “protective” ring of 12 high
Mountains and numerous temples.
 Devaprayag Town: It is located at the holiest of the 5 confluences of the Alaknanda
River and is beautifully set at the confluence between Bhagirathi, Alaknanda and
Upper Ganges
 The Yamunotri Char Dham: This is the origin of the Holy Yamuna River lying next to
Page 46
the Indo-Chinese
Chinese border.
 Auli: Auliis renowned for the fascinating ski resorts and stunning natural vistas. At
an averagee height of 2800 meters it is famous for winter sports
4.6 District Profile : Pithoragarh
Pithoragarh District having its entire northern and eastern boundaries being international, assumes a
great strategic significance and, obviously, is a politically sens
sensitive
itive district along the northern frontier
of India. Being the last district adjoining Tibet, it has tremendous strategic importance as the passes
of Lipulekh, Kungribingri, Lampia Dhura, Lawe Dhura, Belcha and Keo, open out to Tibet. The breath
taking beauty of Pithoragarh - Himalayas, wide expenses of grassy meadow, perennial streams
roaring down the zig-zagzag course, a stupendous variety of flora and fauna, above all, pure nature yet
unsullied, seem to beckon the beholder into their folds, into a charmed w world
orld of virgin beauty.
4.6.1 Location of Pithoragarh District
The Pithoragarh town is located at a height of 1645 meters above sea level. The district lies
between 29.4° to 30.3° North latitude and 80° to 81° East longitude along the eastern and
southern part of the central Himalayas with Indo
Indo-Tibetan
Tibetan watershed divide in the north and
the Kali river forming a continuous border with Nepal in the east. The Pithoragarh district is
surrounded by the national boundaries of Almora, Champawat, Bageshwar and Chamoli
districts
istricts and extends over an area of 7,217.7 sq. Kms.
4.6.2 Climate and Rainfall
Pithoragarh town, being in a valley, is relatively warm during summer and cool during winter. During
the coldest months of December and January, the tropical and temperate mountain ridges and high
locations receive snowfall and have an average temperature of 5.5 5.5–8.0
8.0 °C (41.9–46.4
(41.9 °F).
Pithoragarh district has extreme variation in temperature due to the large variations in altitude. The
temperature rises from mid-March
March through mid mid-June.
June. The areas above 3,500 metres (11,500 ft)
remain in a permanent snow cover. Regions lying at 3,000 3,000–3,500
3,500 metres (9,800–11,500
(9,800 ft) become
snowbound for four to six month
months. At places like the river gorges at Dharchula,, Jhulaghat, Ghat and
Sera, temperatures reach 40 °C (104 °F). The annu annual
al average rainfall is 36.7 centimeters (14.4 in)..
in)
After June the district receives monsoon showers. Winter is a time for transhumance – the seasonal
migration of the Bhotiya tribe with their herds of livestock to lower, warmer areas.
4.6.3 Literacy
Page 47
Average literacy rate of Pithoragarh in 2011 is 82.93 percent vis-à-vis

vis 75.95 in 2001. Gender wise,
male and female literacy is 93.45 and 72.97 respectively in 2011 Census. In 2001 Census, the
respective figures were 72.97 and 62.59 showing an increase in literacy level for men by over 3
percent whereas the literacy
iteracy rate for women has risen by over 10 percent since 2001.
There has been a steady improvement in basic education scenario. As per the provisional District
Elementary Education Report Card for the year 2010 2010-11,11, 97.2 percent of the students were able to
complete primary education and transit to upper primary level. At primary level, there are a total of
1,421 schools in this District but only 45 schools till Higher Secondary level. A majority of the schools
are Government funded and enrollment over the years has seen a marginal upward trend at the
upper primary level. Only in few schools though, the medium of instruction is English
English.
School education infrastructure in Pithoragarh
Type Primary Upper Primary
Number Students Number Students
Government 1,202 36,012 441 24,083
Private 246 22,807 66 4,767
Total 1,448 58,819 507 28,850
For higher education, there are six Government degree colleges and one post post-graduate college in
Pithoragarh. Degree colleges in this District offer courses in arts, sciences and commerce streams.
For the year 2011-12,
12, the total students enrolled in these colleges were 4,584. In terms of streams,
there is higher proportion of students in arts, followed by commerce and science. Data published on
the Directorate of Higherr education (DHE) website shows that maximum enrolment is in Hindi
literature followed by political science and geography
4.6.4 Demography
Pithoragarh is home to 4.80 percent of the total population of the State. It is the eighth most
populated District of the State and has had a decadal growth rate in population of 5.13 percent in
the total population compared to the population as per Census 2001. Approximately, 85.69 percent
of the population lives in rural areas and rest of the population lives in urban aareas.
reas.
According to Census 2011 (provisional data), the sex ratio in Pithoragarh was 1,021 females per
1,000 males. Pithoragarh has a population of 4.86 Lakh of which males and females were 2.40 Lakh
and 2.45 Lakh respectively. The population density of Pi
Pithoragarh
thoragarh was 69 in 2011 making it the third
Page 48
most sparsely populated District of Uttarakhand after Uttarkashi and Chamoli.
Population Pithoragarh Uttarakhand Source
Total population (in Lakh) 4.86 101.16 Census 2011
Total population (Male) (in Lakh) 2.40 51.54 Census 2011
Total population (Female) (in Lakh) 2.45 49.63 Census 2011
District share in State's population 4.80% N.A N.A

Density of population 69 189 Census 2011
Decadal growth of population (2001

(2001- 5.13% 19.17% Census 2011
2011)
Percentage of urban population 14.31% 30.55% Census 2011
Scheduled Caste population Census 2011

percentage of State population 23% 17.90%
Schedule Tribe population 7.53% 3% Census 2011
percentage of State population
Sex ratio 1,021 963 Census 2011
4.6.5 Economic Profile

As per the data collected by the Directorate of Economics & Statistics (2008
(2008-09),
09), Pithoragarh had a
Gross District Domestic Product of Rs. 1,71,228 Lakh which amounts to 5.82 percent of the total State
GDDP. The per capita income of Pithoragarh for 2008-09
09 was valued at Rs. 28,896, which is lower than
the State per capita income of Rs. 36,520
Source: Planning Commission, Government of Uttarakhand
Primary Sector
Page 49
As per recent data (2012-13) 13) provided by District Agriculture Officer (DAO), around 8 percent of the
total cultivatable land is irrigated, rest is rain
rain-fed.
fed. Wheat, Rice, Maize, Rajma and Barley remain the
major crops across the District. In terms of productivity, the other main crops are Manduwa and
Lentil. In the past 3-44 years, there has been diversification in agricultural activities with vegetables and
fruits. Due to the efforts of the Krishi Vigyan Kendra, there has been improvement in productivity of
the crops.
4.6.6 Industrialization
Medium and large enterprises are not present in Chamol

Chamolii District (DSTO & DIC Officials). In MSME’s,
a substantial proportion of the units are involved in food products, flourmills, fabrication and
automobile repairing. The sectoral contribution of various sectors to the economy in Chamoli can be
seen as below:
Source: Planning Commission, Government of Uttarakhand
4.6.7 Hospitals
The rural health care system is a three tier structure. It has “Sub
“Sub-center”
center” at the most peripheral level,
“Primary Health Centre” at the intermediate level and “Community Health Centre Centre” at the secondary
level. The population covered by a “Sub Centre”, “Primary Health Centre” and “Community Health
Centre” are “3,000-5,000”,
5,000”, “20,000
“20,000-30,000” and “100,000”, respectively. In
Addition, there are Private Voluntary Healthy Facilities, also. As per Uttarakhand government
organizational set up, the District is headed by a District Magistrate, who is also the chair person
of the Integrated District Health Society of Pithoragarh district. The District health set up of
Page 50
Uttarakhand government is heade

headed d by the Chief Medical Officer followed by a Deputy CMO
as second-in-command.
command. Chief Medical Superintendent looks after the Uttarakhand
government hospitals in the district.
There are 253 government health care facilities in the district, as can be seen fro
from the table given
below.
Category Number
District Hospitals 01
No. of CHC 04
No. of PHC 04
No. of APHC 14
No. of FW/MCH Centers 161
Urban Health Posts/ Maternity centers 01
State Allopathic Dispensaries 06
Ayurvedic Hospital 57
Homeopathic Hospitals 05
4.6.8 Land Use Pattern
The salient features of land use data for Pithoragarh district is given below:
S.N. Particulars Area(inlakhshec)

1. Land Utilization area 4.61
2. Land under Forest 2.15
3. Permanent pasture 0.54
4. Dry Land Area 0.53
5. Fallow Land 0.128
6. Total Cropped Area 0.793
7. Net Area Sown 0.50
8. Irrigated Area 0.05
9. Area Sown more than once 0.35
10. Kharif Area 0.468
11. Rabi Area 0.380
Page 51
4.6.9 Culture, Fair & Festival
Pithoragarh is known for its Kandali festival that is essentially celebrated by the Rung tribe when the
Kandali plant comes to bloom, which is once in twelve years. The area is full of local eateries, most of
which are designed to be an outdoor affair making the most of Pithoragarh’s scenic beauty. Kumauni
cuisine is famous for its dairy touch in most of the dishes along with clarified butter. Lentils are a
popular pick for most of the dishes too and some typical Kumauni dishes are Chainsoo (black gram
lentil), Kafuli (spinach gravy), Phaanu (lentils), Roat (sweet bread) and Jholi (tomato & potato gravy).
4.6.10 Agriculture
Department of Agriculture was set up in 1875. Initially, the Department of Agriculture was limited
only to compiling statistics and to establish model form. In 1880, it was attached to the Department
of Land Records. After implementation of Govt. of India Act 1919 and as a result in order to establish
State Agriculture Policy, the Agriculture Department came into existence on 01.12.1919. After
Uttarakhand State came into existence in the yea yearr 2000, Uttarakhand Govt. had notified the
restructuring of the Agriculture Department on 02.08.2003.s
4.6.11 Soil
The soils are natural, dynamic, heterogeneous, non non-renewable

renewable resource, which support plant and
animal life. These hills possess very little level land. The soils have developed from rocks like granite,
schist, gneiss, amphibolite, shales, slate etc. under cool and moist climate.
Very steep to steep hills and Glacio

Glacio-fluvial
fluvial valleys are dominantly occupied with very shallow to
moderately shallow excessively
essively drained, sandy
sandy-skeletal to loamy-skeletal,
skeletal, neutral to slightly acidic
with low available water capacity soils. They have been classified as Lithic/Typic Cryorthents. These
soils are in general under sparse vegetation.
The Lesser Himalayan range iss mainly composed of highly compressed and altered rocks like granite,
amphibolite, quartzite etc. and a major part of it is under forest. Intermittent sparse patchy terraced
cultivation is also practiced on fairly steep hill slopes whereas dry and wet cul
cultivation
tivation are prevalent
on the uplands and low-lying
lying valleys respectively. The broader valley slopes dominantly have deep,
well drained, fine-loamy,
loamy, moderately acidic and slightly stony.
Page 52
4.6.12 Communication
 By Air: Nearest airport for Pithoragarh is Jolly Gran

Grantt (440 kms). Public Transport and
Private Cabs are available from Airport to Pithoragarh anytime.
• By Rail: The nearest rail head is located at Rishikesh (203 kms). Haridwar may be another
choice for those travelers who are planning to arrive by rail.
• By Road: Pithoragarh district is well connected by road, with important towns of the
Uttaranchal, Delhi, Uttar
Uttar-Pradesh
Pradesh and Punjab State which further connects it with
outside world.
Page 53
5: ENGINEERING SURVEY AND INVESTIGATION
5 ENGINEERING SURVEY AND INVESTIGATION
5.1 Introduction
The Consultants have conducteducted different types of field studies, engineering surveys and
investigations to gather data and information necessary for project preparation. The aim of the
investigations was to develop an adequate supportive database for Selecting and preparing the momost
appropriate proposal to meet the functional and structural efficiency and safety requirements. The
engineering investigations and surveys have been carried out in line with the specifications laid out
in the TOR. The basic data and results of investigat
investigation
ion are compiled and included in Volume-II
Volume of this
Report.
The following engineering surveys and investigations have been conducted:
a) Road Inventory
b) Pavement Condition Survey
c) Inventory and Condition Survey of Existing Bridges, Culverts and Other Structures
d) Alternative Alignment Study for Bypasses
e) Topographic Survey
f) Traffic Survey
g) Axle Load Survey
h) BBD Survey
i) Pavement Investigation
j) Material Investigation
k) Sub Soil Exploration
5.2 Road Inventory
A detailed inventory of the existing road has been prepared through d

dimensional
imensional measurements and
visual inspection to assess the existing status.
Features like existing kilometerage, terrain, land
use, width of pavement and shoulders, height of
embankment, geometric deficiencies, important
road junctions, railway level cros
crossings, utilities etc.
were recorded. Findings of Road Inventory have
been presented in Annexure 3.1 3.1. The inventory is
essentially included to collect physical information
on the road and its environment for enabling
preliminary assessment of the project.
5.3 Pavement Condition Survey
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Pavement condition survey has been carried out as per the

proforma provided in the TOR. The existing pavement is of
bituminous type with varying composition and
characteristics. Detailed field study including pavement
condition, shoulder condition, embankment condition,
drainage condition etc. were carried out by visual means
supplemented by measurements as per the guidelines
mentioned in the TOR. The following measurements were
involved:
 area of fine cracks < 3 mm

 area of wide cracks > 3 mm
 area of raveling
 The length of edge failure expressed in meter
 area of patching
 area of potholes p
Rut depth, measured transversely across the outer wheel paths using 22-meter-long
long straight edge and
graduated wedge. Shoulder and embankment conditions by visual means and the existence of
distress modes and extent thereof were noted. The field data has been recorded at 200m interval.
5.4 Inventory and Condition Survey of Existing Bridges, Culverts and Other Structures
Inventory and condition survey

vey of the existing bridges and culverts were carried out to identify their
number, type, condition and hydrological aspects. Mainly
visual inspection and dimensional measurements have been
carried out during this survey. Data has been collected as per
proforma
forma mentioned in the TOR. Total 95 nos. structures are
present along the corridor among which all are
culverts/causeway/chocked/Scupper
Scupper/bridge. Inventory and
condition survey of existing are presented in Annexure 3.2
and Annexure 3.3 .
5.5 Alternative Alignment

ment Study for Bypasses
Alternative alignment study was generally conducted to find out the best option to avoid the
congestion area. In this package, no bypass option has been explored.
Sr. No. Design Chainage (km) Length Remarks Name of
Page 55
5: ENGINEERING SURVEY
Y AND INVESTIGATION
From To (m) Village
NIL
5.6 Topographic Survey
The specific objective of the topographical survey is to delineate accurately the complete existing
natural and man-made
made features, so as to study and develop the existing road to 2 lane with paved
shoulder of Bharatmala Project––Tawaghat to Kali Mandir (Design Length – 58.063 Km), creating an
accurate Digital Terrain Model, which is also a fundamental requirement to design the highway
through latest software. The detailed topographi
topographical
cal survey for the new and existing road had been
carried out in consonance with the procedure outlined in the TOR using Total Station and Auto Level.
The survey was performed over 20m (in general) on either side w.r.t. the proposed center line or up
to the existing Right-of-Way
Way (ROW) line on either side, whichever is more. The survey involved the
following sequential steps:
(1) Establishing GPS stations:: in order to ensure the global co

co-ordinate
ordinate system, the corridor was
framed through GPS survey. A pair of GPS pillars were established at every 5.0km along the corridor.
(2) Establishing Bench Marks:: in order to ensure locational and directional as well as vertical control
along the project road, bench mark pillars (BM) were established at about 250m interva
interval, in general,
depending upon visibility between two pillars. This bench mark pillars were connected to the GPS
pillars.
(3) Traversing and levelling:: has being done to connect the reference BM pillars.
(3) Cross-section
section Surveying/Detailing
Surveying/Detailing: Detailed cross
ss sections are surveyed at 50 interval, in general,
using Total Station. The cross sections are extended up to the survey limits mentioned earlier. The
main features captured in the cross
cross-sections were:
 Ground level along the proposed corridor

 Carriageway crown, carriageway edges and two intermediate carriageway points
 Roadway edges (shoulder break
break-points)
 Embankment toe-line
line
 Borrow pit / pond / ditch / toe drain profile, where present
 All break-points
points of natural ground
 Positions of individual entities such as trees, utility lines and poles, wells and tube wells,
other pillars like ROW, NFR etc.
 Property lines and structures (with description)
 Salient points on bridges and culverts (e.g. abutment, headwall, invert level, etc.)
The data for each survey point

int are recorded in terms of Northing, Easting, and Elevation. To ensure
Page 56
standardization of works of different survey teams and to facilitate further CAD works, a rational
coding system has been developed and used. The survey data collected in the field ha has been
downloaded in text file format and converted to graphic files using suitable software.
Page 57
5.7 Traffic Survey
Following traffic surveys were conducted at site to assess the present and future traffic on the
project highway.
 Classified directional traffic vvolume count survey (TVC)

 Origin-Destination
Destination (O
(O-D) and commodity movement survey
 Intersection Turning Movement Count Survey (TMC)
Details of traffic survey have been provided in Chapter 6 of this report.
5.8 Axle Load Survey
The survey was conducted for 12 hou hours

rs at suitable time interval in either direction. Necessary
assistance was provided to the Consultants by the District police at the survey locations for stopping
of the vehicles on sample basis and guiding them to the axle load pad.
5.9 Sub-grade Investigation

ion Methodology (Test Pits)
The basic objective of the investigation was to form a database for characterization of existing
pavement. The investigation was carried out by digging trial pits staggered left/right.
5.9.1 Large Pits (1m x 1m x 1m)
Trial pits of size 1m x 1m x 1m were dug at the pavement shoulder interface, extending through the
pavement layers down to the subgrade level. Pits were at least 300 mm within the carriageway. Pits
were made in such a way that half of the pit remains within the carriage
carriageway
way and the other half (in
the shoulder), ensuring minimum damage to the original pavement and disruption to the traffic.
Large test pits are done on both sides of the project road were dug at the pavement shoulder
interface extending through the pavement layers down to the sub-grade level
The following sequence of operation was followed for each large test pit:
• Manual excavation of 1.0 m x 1.0 x1.o m and pit down to subgrade level .The
thickness of the different pavement layers were measured and type of ma material
examined and logged from three sides.
• Field (in-situ)
situ) dry density using sand replacement method as per IS 2720: Part 28 was
carried out at the subgrade level.
• Adequate sample in sealed polythene bag were collected for classification tests as
per IS: 2720 (relevant parts)
- Field moisture content
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- Grain size analysis

- Atterberg limits
One sample of 40 kg was collected from the top 300 mm of subgrade for the following laboratory
tests (as per IS: 2720)
- Free swell index

- Moisture
Moisture-Density test (heavy compaction)
- CBR (4 days soaked at three energy levels of 10, 35 and 65 blows)
After the completion of field tests and collection of samples, the pits were backfilled with
the excavated materials and compacted suitably so as not to jeopardize the smooth
movement off traffic of the existing road.
 The existing pavement structure mostly comprises of three layers, namely bituminous layer,
base course and sub-base
base course. During the present investigation the surfacing course is reported,
on the whole, as bituminous course (BC). The base course comprises of stone, gravel, cobble mix
with sand only and few stretch present in WBM mix . The subsub-base
base course consists mainly occasional
presence of sand layer along the stretches. The total thickness of the pavement varies fr
from 265 mm
to 300 mm. The thickness of the bituminous surfacing layer varies from 55 mm to 90 mm thick, base
course varies from 195 mm to 240 mm.
5.9.2 Existing Pavement Composition
 The existing pavement structure mostly comprises of two and three layers, namely
bituminous layer 30mm to 100 mm thick, base course and sub
sub-base
base course 260 to 350 mm thick.
5.9.3 Laboratory Properties of Sub

Sub-grade Soil
The laboratory test results consist of gradation, Atterberg limits, field moisture content,
Field dry density (FDD), compaction characteristics (maximum dry density and optimum
moisture content relationship as per heavy compaction), CBR (soaked) etc. for the subgrade
soils underneath the existing pavement
5.9.4 Grain Size

 The fraction of the materials of the sub
sub-grade soils passing
ssing 75
75 sieve is 12.0% to
16.06 % on an average,

 The soil is GP-GM
GM and SP
SP-SM type soil.
5.9.5 Atterberg Limit
 The liquid limits for existing pavement of the soil are NP to plastic. Plasticity index
for existing pavement soils are 11.0 to 18.0.
5.9.6 Moisture Contentent vs. Dry Unit Weight Relationship (Heavy Compaction)
 Soil samples obtained by test pits have been compacted in the laboratory at various
moisture contents to derive moisture content vs. dry unit weight relationship. The method
of heavy compaction in accaccordance
ordance with IS 2720 (Part 8) has been used. The results of heavy
Page 59
compaction test carried out on sub

sub-grade
grade samples of existing pavement to determine the
maximum dry density (MDD) and optimum moisture content (OMC) relationship.

 For existing sub--grade soilil the maximum dry density (MDD) of ranges between 18.06
kN/ m and 19.86 kN/m3. The optimum moisture content varies between 10.91 % and 13.97
3
%. The result indicates that the maximum dry density of existing sub sub--grade soil is greater
3
than 17.5 kN/ m at alll chainages which satisfies the unit weight requirement of sub sub-grade
soil as specified by MORT&H.
5.9.7 CBR of existing sub-grade
grade soil
 California Bearing Ratio (CBR) tests were carried out on the pit samples in the
laboratory as per standard procedures. At optim optimum
um moisture content (OMC) soil samples
were compacted at three different energy levels corresponding to 10 blows, 35 blows, 65
blows as per IS:2720 (Part 8). These compacted soils at different compaction levels were
tested after immersion in water for four days. Soaked CBR at 97% maximum dry density
(MDD) has been interpolated from CBR CBR-dry
dry density curve. The Stretch I soil, soaked CBR
value at 97% MDU ranges from 9.0 % to 11.0 %.
5.9.8 Objective
The following are the basic objective to make material investigat

investigation:
 Source locations indicating places, kilometerage, availability and the status whether in
operation or new source.
 Access to source, indicating the direction and nature of the access road i.e. left/ right of
project road, approximate lead distance from the gravity center and type of access
road.
 Ownership of land/ quarries, either government or private.
 Test results, indicating the quality of materials with respect to their suitability in
construction.
 Probable use indicating the likely use of materials at various stages of construction
work i.e. fill material, sub
sub-grade, sub-base,
base, base, bituminous surfacing and cross
drainage structures.
The potential sources of construction materials were selected from consideration of the
availability and suitability of the materials, easy access to the source and minimum
hauling distance from the source in order to make the construction economical and
feasible as far as possible. The samples from various identified sources have been
collected for laboratory testing as per IRC/MORT&H/BIS standards.
5.10 Manufactured Materials

5.10.1 General
Cement, bitumen, steel are the manufactured materials. Cement and steel with I.S. certification are
indigenously available in abundance from the manufacturers. Bitumen of VGVG-10,VG
10,VG-20,VG-30&VG-
40 viscosity grade and emulsion are available from IOCL Mumbai, within the vicinity of project road
.The regular supply of bitumen and cement can be satisfactorily met by advance agreements with
Page 60
the manufacturers. The grades of bitumen should be selecte

selectedd as per the guidelines of the MORT&H
Specifications for Road and Bridge Works.
5.10.2 Cement
Cement to be used in the construction work shall be any of the following types with the prior
approval of the Engineer:
• Ordinary Portland cement, 33 Grade, conforming tto IS: 269

• Rapid Hardening Portland Cement, conforming to IS: 8041
• Ordinary Portland cement, 43 Grade, conforming to IS: 8112
• Ordinary Portland cement, 53 Grade, conforming to IS: 12269
• Sulphate Resistance Cement, Conforming to IS: 12330
The chloride contentt in cement shall in no case exceed 0.05 percent by mass of cement. Also, total
sulphur content calculated as sulphuric anhydride (SO3) shall in no case exceed 2.5 percent and 3.0
percent when tri-calcium
calcium aluminates present by mass is upto 5 or greater tha
than
n 5 respectively. Good
quality Cement is locally available.
5.10.3 Steel
For plain and reinforced concrete (PCC and RCC) or pre pre-stressed
stressed concrete (PSC) works, the
reinforcement/un-tensioned
tensioned steel as the case may be shall consists of the following grades of
reinforcing bars as shown in Tabl
Table 5.1are
are available with local stockists. Before incorporation into the
work, steel shall be got approved by the engineer.
Table 5.1:: Characteristic strength of reinforcement steel

Grade Bar Type conforming to governing Characteristic Elastic
Designation IS Specification Strength fy( MPa ) Modulus GPa
S 240 IS:432 Part I, Mild Steel Bar 240 200
IS:1786 High Yield Strength

Fe 500 500 200
Deformed Bars (HYSD)
5.10.4 Bitumen
Bitumen of viscosity grade VG-10 10 and VG

VG-30 is available from IOCL, Mathura within the vicinity of
project road, either in bulk tanker or in drums. It is advised that Polymer Modified Bitumen / Crumb
Rubber Bitumen to be used for construction of bituminous layer.
Sl.NO Name of Cement Company Location

1 IOCL Panipath
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5.10.5 Water
Detailed survey for locating water sources for the use in concrete works and for construction
of road works were carried out in the vicinity of the project road. The most suitable source
of water was which are in close proximity to some points of the alignment of the rivers rivers,
along with numerous nallas and irrigation canals cross the alignment at suita
suitable intervals.
However, to facilitate construction works it is always advisable to install wells with due
permission from authority at suitable places for obtaining water for construction purposes.
5.11 Sub Soil Exploration

5.11.1 General
Hydrology is one of the important

tant aspects for design of bridge structures across streams. The main
objective is to determine the anticipated floods and other parameters such as design discharge, flow
velocity, HFL, etc. The bridge structure should be designed such that it can pass the anticipated
floods without endangering the structure. The hydrological and hydraulic studies will be carried out
in accordance with IRC Special Publication No. 13
13-2004
2004 (“Guidelines for the Design of Small Bridges
and Culverts”) and IRC: 5-2015
2015 (“Standard Specifications & Code of Practice for Road Bridges, Section
I General Feature of Design”).
5.11.2 Data Collection and Data Analysis
Requirements for Hydrological and Hydraulic Design:
The hydrological study aims at estimating the peak discharge of the flood gener
generated
ated by the run-off
run of
rainfall within the catchment area. The hydrological study requires:
 Characteristics of peak rainfall in the regions
 Characteristics of the catchment areas
 Topographic data about the stream, upstream and downstream
 Survey of India topo

opo sheet to a scale of 1:50,000 for identification of catchment area
and its characteristics.
Data Collection
Topographic surveys shall be done at all the major and minor river crossings with a view to obtain
the cross section of the rivers at the center line of the road and up to a reasonable distance at
upstream and downstream. The High Flood Levels (HFL) shall be obtained from existing flood marks
or ascertained from enquiry with local knowledgeable persons. There are two major and 46 minor
bridges alongg the project corridor.
The characteristics of the catchment areas has been ascertained from available information (which
Page 62
will be verified from Survey of India topo sheets, to a scale of 1: 50,000 from which, catchment area
at the proposed bridge site, len
length
gth of the stream and fall in elevation from originating point to the
point of crossing, could be determined). Slope of the stream shall be determined from the contours
on the topo sheets.
For streams having catchment area more than 25 sq. km, CWC Report - Flood Estimation Report for
Lower Godavari sub zone 3(f) in which the project site lies has been obtained. This report is for
determining the characteristics of peak rainfall regimes. The report has been jointly prepared by
CWC, MOST, Ministry of Railways and IMD and contains all the rainfall data required for estimation
of design discharge for returns periods by applying the Synthetic Unit Hydrograph approach. The
streams having catchment area less than 25 sq. km, IRC: SP
SP-13-2004
2004 to be followed.
5.11.3 Assessmentt of Peak Discharge
The design flood of a specific return period for fixing the waterway visvis-versa
versa the design HFL of
bridges depends upon their size and importance to ensure safety as well as economy. The design
discharge should be the maximum flood on rec record
ord for a period not less than 50 years. This was
accepted by IRC. IRC 5-2015- Section I General Features of Design specify that the waterway of a
bridge is to be designed for a maximum flood of 50 years return period.
The following methods have been used to estimate the peak discharge for bridge sites on major and
minor streams:
 Empirical methods
 Rational Method
 Area velocity method
 SUH method
Empirical Methods
Discharge is calculated by Empirical Methods using catchment areas from the available topo
topo-sheets.
Dickens Formula
It is as under as per IRC SP-13
Q = C M3/4
Where, Q = Peak run

run-off in cum/sec
M = Catchment area in sq km
C = Coefficient of run-off, depends

epends upon annual rainfall
The catchment area M is determined from topo sheets, Coefficient of run

run-off
off C is determined from
IRC SP-13
13 depending upon the intensity of rainfall. This formula gives a simplified approach and
Page 63
results are approximate. Compariso

Comparisonn is made with alternative methods for important structures.
Ryve's formula
It is as under as per IRC SP-13
Q = CM2/3
Where Q = Peak run

run-off in cum/sec
M = Catchment area in sq. km
C = Coefficient of run-off,
off, depends upon annual rainfall
The catchment area M is determined from the topo topo-sheets,

sheets, Coefficient of run-off
run C is determined
from IRC SP-13
13 depending upon the intensity of rainfall. This formula gives a simplified approach and
results are approximate. Comparison is made with alternati
alternative
ve methods for important structures.
Rational Formula
Discharge is calculated by Rational Method for the Catchment area’s less than 25 sq Km. The
Rational Method uses Rainfall Run off co
co-relation
relation procedure for estimation of flood. This method is
very widely
ly used for urban runoff computations, and is also recommended by CPHEEO.
The mathematical expression of Rational Method is given by:
Q50 = 0.278 CIA
Where Q50 = 50-year

year Design Flood Discharge in cum/sec
C = Runoff Coefficient
I = 50-year Rainfall Intensity

nsity in mm/hr lasting for tc hour
duration where tc is the time of concentration
A = Catchment area in sq. km
Runoff coefficient (C)
The runoff coefficient, C, depends on nature of soil, soil cover and location of the catchment, and is
given in Table 5.2.
Table 5.2: Values of Runoff Coefficient

Description of the Catchment Runoff Coefficient
1. Sandy Soil/ Sandy Loam/ Arid Areas C = 0.249 (R x F) 0.2
2. Alluvium/ Silty Loam/ Coastal Areas C = 0.332 (R x F) 0.2
3. Red Soil/ Clayey Loam/ Grey or Brown Alluvium/ C = 0.415 (R x F) 0.2
Page 64
Description of the Catchment Runoff Coefficient

Cultivated Plains/ Tall Crops/ Wooded Areas
4. Black Cotton/ Clayey Soil/ Lightly Covered/ lightly C = 0.456 (R x F) 0.2
Wooded/ Plain and Barren/ Submontane and Plateau
5. Hilly Soils/ Plateau and Barren C = 0.498 (R x F) 0.2
Where, R = 24-hour point rainfall for T-years, in cm,
T = Design return period of rainfall in years,
F = Areal reduction factor depending upon catchment area

and duration of rainfall.
Time of Concentration (tc)
 Time of concentration (tc) in hour

hours,
s, to be used in the Rational formula will be computed
based on the following formula
 L 
t c  0.9  0.1 0.2 
M S 
Where, L = Length of the longest stream in miles
M = Catchment area in sq. miles
SI = Average grade - source to site in percent
Rainfall Intensity (I)
 Rainfall intensity (I) in cm/hr, to be used in the rational formula will be computed based on
the following formula.
I = (R50 (tc))/ tc
Method of computing of R50 (tc) is as follows:
a) Ratio of tc in hours is read from Fig. 4.

b) Ratio for 1 hour is read from Fig. 4.
c) Coefficient K = tc h ratio / 1 h ratio
d) R50 (tc) = K.R50 (1)
e) Rainfall Intensity, I = (R50 (tc))/ tc
Area – Velocity Method (Manning’s Formula)
 Peak Discharge is given by
Q=AxV
Page 65
Q = A x [(1/n) x (R) 2/3 x (S) 1/2]
Where Q = Discharge in cumecs
A = Area of the cross section in sq. m
V = Velocity in m/sec
R = Hydraulic mean depth in m = A / P
P = Wetted perimeter in m
S = Bed slope of the stream
n = Rugosity Co-efficient
5.11.4 Design Discharge
 Flood discharges es are estimated in different methods as explained above. The values
obtained are compared. The highest of these values is adopted as Design Discharge Q, provided it
does not exceed the next highest discharge by more than 50 percent. If it exceeds, it is rrestricted to
that limit (As per Article 7.1 of IRC: SP: 13
13-1998).
Page 66
6: TRAFFIC SURVEYS AND ANALYSIS
6 TRAFFIC SURVEYS AND ANALYSIS
6.1 ABOUT THE STUDY
Traffic is one of the key components of a Highway feasibility study. As part of Feasibility study, a
systematic methodology has been followed to assess the characteristics of the traffic on the project
road before and after the proposed improvement and tolling. The details pertaining to the data
collection, primary as well as secondary, and results from its analysis are presented in the followin
following
sections. This section presents the existing traffic characteristics of the project road and forecasted
traffic.
6.2 METHODOLOGY FOR TRAFFIC STUDY
A comprehensive methodology has been evolved to carry out the work as per the scope of traffic
studies. A stepwise methodology is presented in the below chart.
Appreciation of the Project Road Characteristics

Mobilization of the study: • Reconnaissance
• Scope of the work • Collection & Analysis of past traffic flow data
• Identification of critical locations/sections
• Logistic for conduct of the study
• Identification of Homogeneous section
• Demographic, Socio-economic
economic profile
Assessment of Existing Traffic & Travel Characteristics

• Classified Traffic Volume on homogeneous sections of Road
• Turning movement characteristics
• Pedestrian Flow characteristics
• Loading Characteristics
• Travel characteristics of Passenger & Goods Traffic
Traffic Flow Forecasting Projected turning Assessment of Pedestrian

• Growth Factor Movements at intersections facilities, Truck Parking, Way side
• Econometric Method amenities, Safety provisions
Capacity analysis for different Horizon years
Improvement Plans for Road, Intersections, Pedestrian

Facilities, Service Roads, Truck Parking Area, Safety
Measures crash barriers/ guard rail
Flow Chart for Traffic Study
Page 67
Page 68
6.3 ROAD NETWORK
Road network surrounding the project road has been studied in details to appreciate the regional
connectivity and to select appropriate locations for traffic count stations. The connectivity, in terms
of locations is briefly explained in the following paragraphs.
 The Site of the Single Lane Project Highway comprises the section of Highway. Project
road starts from Km. 0+000 at Tawaghat village (Design Chainage 56+935) and traverses a length of
38.812km and ends Km.19+170 at Budhi Village (Design Chainage 95+748) And starts at End of
Tunnel Portal (Design Chainage 113+828) and traverses a length of 19.25km and ends at Kali
Mandir (Design Chainage 133+078
133+078) . The Project Highway is part of NH-09.
09. The stretch passes
through winding hilly terrain of Himalayas and sight distance is restricted at places due to sharp
horizontal curves and vertical cuts slopes.
6.4 IDENTIFICATION OF HOMOGENEOUS ROAD SECTIONS
Information
ation about traffic is indispensable for any highway project since it would form the basis for
the design of the pavement, fixing the number of lanes and economic appraisal of the project, etc. In
order to limit number of cross--sections through the length of the project, the section having the
same traffic intensity (in PCU per day) will be considered as a homogenous section. The main criteria
in selection of homogenous section for this project were the traffic volume and no. of lanes.
The Consultants have identified homogeneous sections based on reconnaissance survey,

existing network, traffic intensity as observed during reconnaissance survey, major traffic
generation & dispersal points along the corridor and potential bypasses for the corridor.
Based on the traffic flow characteristics, project road has been divided into 2 homogenous sections
and the classified volume count surveys carried out accordingly.
The details of homogenous sections are presented below:
Homogeneous Traffic Section From To Length (Km)
HS-I (Askote - Dharchula) Km 50+000 Km 90+050 40.05
HS-II (Dharchula - Lipulekh Pass) Km 90+050 Km 182+184 92.134
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I. HS-I (Askote - Dharchula

Dharchula):: To appreciate the regional traffic as well as inter-state
inter
traffic movement characteristics on this road, 7 days classified Traffic Volume Count
(TVC) is to be conducted on existing road at one location, near Jauljibi town.
II. HS - II (Dharchula
Dharchula - Lipulekh Pass): To appreciate the regional traffic as well as inter-
inter
state traffic movement characteristics on this road, 7 days classified Traffic Volume
Count (TVC) is to be conducted on existing road at one location, near Dharchula
town.
The important dispersal/generation locations identified along the project road sections include:
 Jauljibi
 Kalika
 Baluwakot
 Dharchula
6.5 TRAFFIC STUDIES
Traffic survey stations have been selected by the Consultant on the basis of
understanding of the road network as well as consideration of the following aspects:
 to represent homogeneous traffic section

 to be outside urban and local influence area
 to be located at a level with good visibility
Schedule of primary surveys
To capture the traffic flow characteristics and the travel pattern of the users passing through the
project road and other characteristics related to miscellaneous requirements as per ToR following
primary surveys were conducted.
 7-days
days classified traffic volume count survey at two locations on the project road.
 3-days
days classified traffic volume count survey at one location on the project road.
 1 Day (12
12 hours) OD Survey at one location on the project road.
 1 Day (12 hours) Turning Movement Surveys at one major intersection on the project
road.
 1 Day (12Hours) Pedestrian Count Surveys at two major town locations.
 Speed & Delay Survey - 2 trip of project road
Page 70
Brief description and analysis of each of the above surveys are presented in the following sections. The
schedule of all traffic surveys is presented in Table 6.1.
Table 6.1: Schedule of Traffic Surveys

Surveys Objectives Location Village/Town Duration Date
17-09-2017
Km 63+800 of 3 Days x 24
Jauljibi to 23-09-
SH-29 Hours
Classified To know the present 2017
Volume Count traffic scenario of road 16-09-2017
Km 90+400 of 7 Days x 24
Dharchula to 22-09-
SH-29 Hours
2017
Intersection To know the capacity of Km 62+000 of 1 Day x 12

Jauljibi 18-09-2017
Count Survey junction SH-29 Hours
To know the traffic

pattern/ through/ Km 63+800 of 1 Days x 24
OD Survey Jauljibi 19-09-2017
diverted and merging SH-29 Hours
traffic.
To know major
Pedestrian Jauljibi & 1 Day x 12
pedestrian movement 2 Town Area 20-09-17
Count Survey Dharchula Hours
area
To know the present

Speed & Delay 20-09-17 &
speed & reason of delay Full Stretch Full Stretch 2 Trip
Survey 21-09-17
at project road
The survey locations are depicted in Figure 6.1.
Page 71
Figure 6.1: Traffic Survey Location Map
6.5.1 Traffic Intensity- Classified Traffic Volume Counts
For carrying out the traffic survey, vehicle classifications, as given in Table 6.2, were
adopted. The vehicle classification used is based on IRC
IRC-64-1990.
Table 6.2: Vehicle Classification System

Motorized Traffic Non-Motorized Traffic
2 wheelers Animal/ Hand Drawn
Auto Rickshaw Cycle
Passenger Car/Jeep Cycle Rickshaw
Utility Vehicle (Van, Tempo etc.) Others
Bus Mini Bus
Standard Bus
LCV Freight
Truck 2 – Axle Rigid Truck (MCV)
3 – Axle Rigid Truck (HCV)
Multi Axle Truck (MAV)
Tractor With Trailer
Without Trailer
Page 72
Specially trained enumerators were deployed for counting traffic under the supervision of
experienced traffic engineers. For the purpose of counts, a day has been divided into two shifts of 12
hours each and different groups of enumerators with a supervisor were assigned for each shift. The
count data has been recorded at 15-minute
minute intervals for each vehicle group for each direction of
travel separately. Trained enumerators were deployed for counting and recording by making tally
marks in the five-dash system.
The various vehicle types having different sizes and charact

characteristics
eristics were converted into equivalent
passenger car unit. Passenger Car Unit (PCU) values are adopted from Indian Road Congress
publication on “Capacity of Roads in Rural areas”, IRC
IRC-64-1990.
1990. The PCU values used are presented
in Table 6.3.
Table 6.3:: Vehicle Classification and PCU Factors Used in the Study
Vehicle Type PCU Factor
Fast Moving Vehicles
Car, jeep and van (New and Old technology) 1.0
Taxi 1.0
Three wheeler 1.0
Two wheeler 0.5
Mini bus 1.5
Bus (Private & Government classified) 3.0
Light goods vehicle (Passenger & Goods carrying) 1.5
Truck 2-axle 3.0
Truck 3-axle 3.0
4-6 Axle Truck 4.5
> =7 Axle Truck 4.5
Agricultural tractor 1.5
Agricultural tractor with trailer 4.5
Slow Moving Vehicles
Cycle 0.5
Cycle rickshaw 2.0
Animal/Hand drawn cart 6.0
The directional classified traffic volume counts, observed at the count stations, are
analyzed to obtain:
 Average Daily Traffic (ADT)

 Daily variation of ADT
 Hourly variation and Peak Hour Factor (PHF)
 Directional distribution
 Traffic composition
 Average Annual Daily Traffic (AADT)
Page 73
6.5.2 Traffic Intensity - Average

erage Daily Traffic (ADT)
The summary of ADT, in terms of each class, vehicles and PCUs at the three count stations on the
existing and adjacent road are given in Table 6.4.. ADT (PCU) is 595 at Km 63+800 of SH-29SH near
Jauljibi and 1374 at Km 90+400 of SH SH-29
29 near Dharchula on the project road. The classified
directional traffic observed at each count location and summary is given in Annexure 6.1 to 6.2.
Table 6.4:: Average Daily Traffic at Count Locations (veh.)

Jauljibi (Km 63+800 Dharchula (Km 90+400 of
Vehicle Types
of SH-29) SH-29)
Car/ Jeep/Van 318 478
Taxi 0 0
Two-wheeler
wheeler 126 566
3wh(pass) 1 0
Minibus 4 3
School Bus 2 18
Bus (Govt) 7 11
Bus (Pvt) 0 0
3wh (Goods) 0 0
LMV 0 0
LCV 81 156
2-Axle
Axle 10 10
3-Axle
Axle 1 0
4-Axle
Axle and 6 Axle 0 0
7 Axle Above 0 0
Tractor 0 0
Tractor with Trailer 0 0
Cycle 0 3
Cycle Rickshaw 0 0
Animal cart 0 0
Others 0 2
Page 74

Vehicle Types
of SH-29) SH-29)
Car/Jeep 7 63
Bus 1 4
Toll exempted vehicle
LCV 1 50
Truck 5 34
Passenger Vehicles 465 1145
Freight Vehicles 98 252
Total Fast Moving Vehicles 563 1394
Total Slow Moving Vehicles 0 3
Total Vehicles 563 1397
Total PCU 595 1374
a) Daily Variation of ADT
Daily variation of traffic at each count locations is shown in Table 6.5.. The variation from average is
ranging from -11.29% to o +12.49% at Jauljibi, -4.22%
4.22% to +5.54% at Dharchula. Daily variations of traffic
at different locations are presented in Figure 6.2 and Figure 6.3.
Table 6.5:: Daily Variation of Traffic (PCUs) at Each Count Station

Jauljibi (Km 63+800 of Dharchula (Km 90+400 of SH-
SH
Chainage (km)
SH-29) 29)
Day1 588 1450
Day2 528 1316
Day3 670 1358
Day4 1366
Day5 1414
Day6 1350
Day7 1365
Average 595 1374
Variation (%) from average (+) +12.49% +5.54%
Page 75
Variation (%) from average ((-) -11.29% -4.22%
Figure 6.2:: Daily Variation of Traffic at Project Road near Jauljibi
Figure 6.3:: Daily Variation of Traffic at Project Road near Dharchula
b) Hourly Variation of Traffic
Analysis has been carried out to understand hourly variation and peak hour traffic characteristics.
The hourly distribution of traffic at different locations is illustrated in Figure 6.4 and Figure 6.5.
Page 76
70
Hourly Variation of Traffic at Km 63+800
Passenger Vehicles Freight Vehicles
60 Total Fast Moving Vehicles Total Slow Moving Vehicles
50
No. of Vehicles
40
30
20
10
0
10:00-
11:00-
12:00-
10:00
7:00-8:00
8:00-9:00
1:00-2:00
2:00-3:00
3:00-4:00
4:00-5:00
5:00-6:00
6:00-7:00
9:00-
11:00
12:00
1:00
Time Period
Figure 6.4:: Hourly Variation of Traffic at Project Road near Jauljibi
Hourly Variation of Traffic at Km 90+400

160 Passenger Vehicles Freight Vehicles
140 Total Fast Moving Vehicles Total Slow Moving Vehicles
120
No. of Vehicles
100
80
60
40
20
0
10:00-11:00
11:00-12:00
7:00-8:00
8:00-9:00
1:00-2:00
2:00-3:00
3:00-4:00
4:00-5:00
5:00-6:00
6:00-7:00
9:00-10:00
12:00-1:00
Time Period
Figure 6.5: Hourly Variation of Traffic at Project Road near Dharchula
The peak hour factor and Peak hour PCUs details of each location are give
given in Table 6.6.
Table 6.6: Peak Hour Details

Peak Hour Peak Hour
Location Peak Hour
Factor (%) PCU
At Project Road near Jauljibi 8:00am – 9:00am 10.24 60
At Project Road near Dharchula 9:00am – 10:00am 10.30 144
Page 77
c) Directional Distribution
Directional distribution of traffic has been analyzed. The analysis reveals that there are no tidal flows
on the project road. The directional distribution observed is 51:49 at all the locations.
d) Commercial Traffic Composition
Analysis has been carried out to find out the composition of commercial traffic and the results are
illustrated in Figure 6.6 and Figure 6.7.. The composition traffic is dominated by Car/Van/Jeep
Car/ (77%)
followed by LCV (20%) and 2-Axle
Axle Truck (2%) nnear Jauljibi. Share of Car/Jeep/Van (74%) is the highest
for the Traffic near Dharchula followed by LCV (24%) and 22-AxleAxle Truck (2%) near Dharchula.
Composition of Total Traffic at Km 63+800
Cars
78%
LCV
2 Axle 20%
2%
Figure 6.6:: Traffic Compositions on Project Road near Jauljibi
Page 78
Figure 6.7:: Traffic Compositions on Project Road near Dharchula
e) Traffic Intensity - Annual Average Daily Traffic (AADT)
For deriving seasonal variation and correction factors, petrol and diesel sales data has been used.
SCF work out for the combined data of all petrol pumps which will give realistic figure by reducing
the error. These data have been collected from various petrol pumps for different years which are
located along the project corridor. However, the data collected from fuel pumps of project road is
insufficient which cannot help to give the realistic picture of traffic data. So as per standard SCF
considered for
or the project road is 1.0 for petrol driven vehicles and 1.0 for diesel driven vehicles.
After applying the SCF, the AADT derived is presented in

inTable 6.7.
Table 6.7: AADT Observed at Count Locations

Vehicle Types
of SH-29) SH-29)
Car/ Jeep/Van 318 478
Taxi 0 0
Two-wheeler
wheeler 126 566
3wh(pass) 1 0
Minibus 4 3
School Bus 2 18
Bus (Govt) 7 11
Page 79

Vehicle Types
of SH-29) SH-29)
Bus (Pvt) 0 0
3wh (Goods) 0 0
LMV 0 0
LCV 81 156
2-Axle
Axle 10 10
3-Axle
Axle 1 0
4-Axle
Axle and 6 Axle 0 0
7 Axle Above 0 0
Tractor 0 0
Tractor with Trailer 0 0
Cycle 0 3
Cycle Rickshaw 0 0
Animal cart 0 0
Others 0 2
Car/Jeep 7 63
Bus 1 4
Toll exempted vehicle
LCV 1 50
Truck 5 34
Passenger Vehicles 465 1145
Freight Vehicles 98 252
Total Fast Moving Vehicles 563 1394
Total Slow Moving Vehicles 0 3
Total Vehicles 563 1397
Total PCU 595 1374
6.6 TRAVEL PATTERN
a) Origin Destination Survey
Page 80
Origin Destination (O-D) D) surveys were conducted to elicit information related to the base year travel
characteristics of goods and passenger trips using the project road and likely future traffic diversions
to or from the project road. The Origin Destination (O (O-D)
D) data is analyzed by its origin and
destination, Trip length etc. at both the locations in order to understand the travel pattern of both
passengers as well as goods vehicles. The travel characteristics obtained by O O-D survey would
facilitate the identification of (i) local and through traffic on the project road, (ii) traffic diversion and
(iii) commodity movement pattern.
OD were conducted at:
 OD at near Jauljibi
The O-DD survey locations on the Project road are also sshown in Figure 6.1 along with the other
survey locations.
Roadside Interview method, as detailed in IRC: 102 102-1988,

1988, has been adopted for O-DO survey. The
survey has been carried out for both passenger and goods vehicles for 24 hours (in both directions)
on a working day. For this purpose, cars (including new and old technology cars) and buses were
considered as passenger vehicles. Similarly, LCVs, 22-Axle Trucks, 3-Axle
Axle Trucks, 4-6
4 Axle Trucks and
>=7-Axle
Axle Trucks were considered as goods vehicles. Trained enumerators under the supervision of
Traffic Engineers collected the travel information.
The information collected contained trip origin and trip desti

destination.
nation. In addition, type of commodity
for goods vehicles and purpose and occupancy for passenger vehicles were also collected. Further,
trip length, frequency and acceptability of tolling to road users are also elicited during O
O-D surveys.
The sample size of each vehicle type is given in Table 6.8.
Table 6.8: Sample size of OD survey

Mode Sample size in (%)
At near Jauljibi
Cars 17%
Standard Bus 24%
LMV/ LCV 21%
2-Axle Trucks 21%
b) Zoning System
For the purpose of delineating the growth centers affecting the influence area, the entire country has
been broadly divided into two regions. They are, Immediate Influence Area (IIA) and Broad Influence
Page 81
Area (BIA) of the project. All-important

important towns and tr
traffic
affic generators on the project corridor were
assigned local zones and were given separate codes. The area adjacent to the project road, which
contributes most of the trips observed on the project road, constitutes IIA, whereas, other districts
of Maharashtra
tra and other states in the country constitute BIA. In all 10 zones were defined for the
project.
While defining zone boundaries the following were considered:
 Important towns and industrial areas along or near the Project Road
 Important roads
 Administrative
tive boundaries, e.g., district and state boundaries.
The adopted zoning scheme has been given in Table 6.9 and graphically shown in Figure 6.8.
Table 6.9: Zoning Scheme

Zones Zone Code
Immediate Influence Area/Zone (Along Project Corridor)
Askot 1
Jauljibi 2
Dharchula 3
Lohaghat 4
Pithoragarh 5
Almora 6
Haldwani 7
Didihat 8
Bageshwar 9
Munsiyari 10
Page 82
Figure 6.8: Zoning Scheme
c) Expansion Factors and Development of O – D Matrices
The origin – destination details were collected from the trip makers during the survey on
sample basis. Sampling varied with the changes in traffic flow across the day. Care has been
taken to eliminate any element of bias in sampling. Since data has been ccollected on sample
basis, expansion factors are required to replicate the pattern as reflected in the sample to
the total number of vehicular trips made during the day. These expansion factors are
calculated separately for each class of vehicle and directi
direction
on wise. For example, if xc is
number of cars interviewed and Xc is the total number of cars counted during the day, then
Xc/xc would be the expansion factor for cars.
The roadside interview survey data was coded and entered into the computer for the anaanalysis. This data was
then checked for the zones, mode type and commodity type and matrices were developed. Vehicle wise O O-D
matrices were developed for both directions combined for 24 hrs using expansion factors. O – D matrices are
developed to assess the traffic movement pattern. These matrices actually speak about distribution of trips for
each zone as intra-zonal
zonal and inter
inter-zonal movements. The vehicle wise O – D matrices are developed by
multiplying the sample O – D matrix obtained from survey data with expansion factors.
Page 83
d) Travel pattern
The influence of various zones along the project corridor is analysed. Askote, Jauljibi and
Dharchula are the major trip generators along the project road. Other than that major traffic
running on project road is coming from Lohaghat, Pithoragarh, Almora, Haldwani, Didihat,
Bageshwar and Munsiyari town.
e) Trip Share
The share of trips is in Uttarakhand State only.
f) Trip Purpose
The trip purposes of passengers as revealed during the OD survey is mainly work followed by
social trips.
g) Commodity Groups and Analysis
The main commodity recorded during the O

O–D survey is stone which is predominantly transported
on project road.
h) Occupancy of Passenger Vehicles
The average occupancy of the passenger vehicles in two

two-wheeler is 2, car is 11 and Bus is 25
numbers.
6.7 INTERSECTION TURNING MOVEMENTS
Intersection turning movement surveys are conducted at the following a major junction on the
project road. The survey was carried out for 12 hours.
The detailed summary and traffic flo

flow diagram of intersection is shown as Annexure 6.3 and peak
hour and peak hour PCUs and vehicles are given in Table 6.10.
Table 6.10: Peak Flows at Intersections

Peak Hour Total Traffic
Peak Hour Traffic
Junction Type Traffic in (PCU)
in 2017 (Vehicles)
2017 (PCU) (for 12 Hours)
Page 84
Jauljibi (Km 62+000 of SH

SH-29) 3 Legged 105 94 954
6.7.1 Junction Improvement Proposals
The criteria for grade separation at intersection are based on IRC

IRC-SP: 41-1994
1994 "Guidelines for the
Design of At-Grade
Grade Intersections in Rural & Urban Areas". The guidelines suggest that
(i) Uncontrolled Intersections at

at-grade: - These are the intersections between any two roads with
the relatively lower volume of traffic and traffic of neither road has precedence over the other.
(ii) Intersection with Priority Control: - There is theoretically no delay occurring on the major road
and vehicles on the minor road are controlled by “GIVE-WAY”WAY” or “STOP” sign.
(iii) Time Separated Intersection/ Signalized Intersection at at-grade: - A signalized intersections
besides other warrants is justified if the major street has a traffic volume of 650 to 800 vehicles
per hourr (both direction) and Minor Street has 200 to 250 vehicles per hour in one direction
only.
(iv) Space Separated Intersection/ Grade Separated Intersections: - A grade separated intersection
besides other warrants is justified when the total traffic on the inte intersection
rsection is in excess of
10000 PCUs per hour.
To assess the requirement of grade separation at intersections, peak hour traffic was projected and
type of improvement presented in Table 6.11 and the detailed are presented in Annexure 6.4.
Table 6.11:: Projected Peak Hour Traffic at Intersections and Improvement Proposals
Traffic on Project Traffic on Crossed Maximum

Name of Road in Both Road in one PCUs per Hour Improvement
Sl. No.
Intersection Direction per Hour Direction per Hour at Junction-
Junction Proposal
(Numbers)
(Numbers)-2047 (Numbers)-2047 2047
Jauljibi (Km Need of Signalized

1 311 143 454
62+000 of SH-29) intersection only.
There is no need of grade separated intersection in near future.
6.8 PEDESTRIAN/ CATTLE MOVEMENT SURVEY
6.8.1 Objective of the Study
Pedestrian/ Cattle movements were observed all along the project road where it passes through
villages, built-up
up areas, schools, colleges and religious places. The predominant flows were observed
at the following village locations tabulated in Table 6.12.
Page 85

ANAL
Table 66.12: Pedestrian/ Cattle Movement Location

S. No. Location Chainage Total Count (in 12 Hrs.)
1 Jauljibi Km 63+250 of SH-29 328
2 Dharchula Km 90+100 of SH-29 120
The pedestrian/ cattle movement surveys were carried out at 2 locations and these pedestrian/
cattle flows present a potential problem for the free flow of traffic. The pedestrian/ cattle flows are
an important element in the design of intersections also in the vicinity of these areas. The pedestrian
counts give justification for planning pedestrian facilities such as subway or signals for pedestrians
crossing. The cattle counts give justification for planning of cattle facilities such as CUP.
6.8.2 Methodology
The pedestrian/ cattle movement surveys were conducted at selected locations from morning 7:00
AM to evening 7:00 PM for total 12 hours period. The pedestrian flows were recorded ffor each 15-
minute interval by counting pedestrian and animals crossing/ parallel the road.
The Table 6.13 give the peak hours of pedestrian flows and peak volumes of pedestrian crossings of
Project Road.
Table 6.13:: Summary table for the Pedestrian/ Cattle Movement

Total
S. No Location Chainage (km) Peak hours Time
Count
Km 63+250 of Morning peak 7:00 AM 8:00 AM 65

1 Jauljibi
SH
SH-29 Evening Peak 5:00 PM 6:00 PM 22
Km 90+100 of Morning peak 7:00 AM 8:00 AM 47

2 Dharchula
SH
SH-29 Evening Peak 6:00 PM 7:00 PM 39
The pedestrian vehicular conflict index, which is the product of number of pedestrians crossing the
road and square of number of motorised vehicles on the road, which is based on IRC: 103 103-1988
“Guidelines for Pedestrian Facilities”. The code suggests controlled crossing measures for
pedestrians, if PV2 value is more than 1X108 for undivided roads and 2X108 for divided roads. It is
observed that no pedestrian control crossing measures is required presently. Considering safety of
pedestrians and animals some basic controlling measures are suggested such as pedestrian marking
Page 86
& speed breaker on approach.
The maximum number of pedestrians crossing the project road, and corresponding average hourly
motorized traffic and the estimated pedestrian vehicular conflict for the same period are presented
in Table 6.14.
Table 6.14: Pedestrian Facilities

Need Controlled
Peak hour PV2
Peak hour Volume Crossing for
Locations Volume of
of Pedestrians (P) (Year 2018) Pedestrians If
Vehicles (V)
PV2>1x108*
Jauljibi 65 58 2x105 Only Speed Breakers

required controlling
Dharchula 47 143 9x105 the speed.
Peak hour Need Controlled

Peak hour Volume
Volume of Crossing for
Locations of Pedestrians (P) – PV2
Vehicles (V) – Pedestrians If PV2>1x
in Year 2047
in Year 2047 108*
Jauljibi 295 252 1x107 Need of controlled

Dharchula 213 618 8x10 7 measures
6.9 SPEED AND DELAY SURVEY
Speed and Delay survey was carried out along the project road of Askote to Rock point section. After
Rock point there is no motorable road.
6.9.1 Objective of the Study
The objective of the study was to assess the journey speed, delays and causes of delays, in order to
reduce the delays and improve the quality of the traffic flows.
6.9.2 Results
There is not much traffic on project road. The road condition is also not good. The average journey
speed in Askote to Lipulekh direction is worked out as 30.5 km/hr and in opposite direction is
Page 87
worked out as 35.4 km/hr.
6.10 TRAFFIC GROWTH RATES
6.10.1 Introduction
The investment priorities are governed by the traffic demand, assessed benefits and cost of
the project. The methodology adopted for traffic forecasting incorporates perspective
growth envisaged in economy and changes in transport demand elasticity ove over a period of
time. Demand plays the important role, which governs which type of facility / infrastructure
to be created. This in turn determines likely benefits and costs to develop the same. A
highway project of this nature calls for significant investme
investment.
nt. Prediction of traffic demand
becomes an important task and has to be carried out near accurately. The accurate
estimation of traffic has direct bearing on the viability of project. Recognizing this, efforts
are to be made to carefully assess all the pa parameters
rameters that help in predicting the traffic
demand in future which necessitates realistic estimation of traffic growth rates. Traffic
growth on a road facility is generally estimated on the basis of historical trends, in the
present case traffic growth ra
rates
tes are estimated using Elasticity method as per IRC-108-2015.
IRC
Demand changes are usually because of shifts in the pattern of economic activities in the
surrounding regions. Hence, future traffic estimation necessitates a preview, however
imprecise, of the probable pattern of future growth of the economy.
6.10.2 Methodology for Traffic Growth Rate Estimation
Projections are made taking into account the traffic flow pattern by origin
origin-destination
destination pairs and
changes in vehicle mix expected during the study period. TThis his requires estimation of traffic and
traffic generation along the corridor. Since transport demand changes due to shifts in pattern of
economic activities, both temporarily and spatially, consideration has been made to the potential of
generation of transportation
sportation services. In view of this, projection of future traffic incorporates
consideration of basic socio-economic
economic characteristics and rate of change expected during the study
period in the project influence area
The exercise of traffic growth rate est

estimation
imation has been carried out by us using the elasticity
approach. The elasticity method relates traffic growth to changes in the related economic
parameters. According to IRC IRC-108-2015,
2015, elasticity based econometric model for highway
projects could be derived d in the following form:
Log e (P) = A0 + A1 Log e (EI)
Where:
P = Traffic volume (of any vehicle type)
Page 88
EI = Economic Indicator (GDP/NSDP/Population/PCI)

A0 = Regression constant;
A1 = Regression co-efficient
efficient (Elasticity Index)
The main steps followed are:

 Defining the Project Influence Area from OD analysis of travel pattern
 Estimating the past elasticity of traffic growth from time series of registered
vehicles of influencing state.
 Assessment of future elasticity values for major vehicle groups, namely, car, bus
and truck.
 Study of past performance and assessment of perspective growth rates of state
economies of influence area.
 The growth rates are found using the formulae Eqn (a) & (b).
For Passenger vehicles,

G R i E/100…………………………………….Eqn. (a)
Where,
Ri = Growth in PCI and Population index of Uttarakhand
E=Elasticity Value
For commercial vehicles,
G  R  E  inf luencefactor/100 ……….………Eqn. (b)
Where,
R=economic index (NSDP (Uttarakhand)
Uttarakhand)
E = Elasticity Value
The share of goods traffic (Influence factor) in Uttarakhand is applied in estimating growth
rate of goods traffic.
6.10.3 Projected Traffic Growth Rate
Normally, the growth potential of passenger traffic in a zone depends on its population and
economic growth rates. Therefore, both these parameters have been incorporated in forecasting of
passenger traffic. Further, taking into account the fact that the different modes of passenger traffic
grow at different rate, the elasticit
elasticityy (as discussed earlier) with respect to population and income
growth rates is graded differently by different modes.
Growth potential of goods traffic is different from passenger traffic. This is more directly
related to zone’s economic activity and prod
production
uction levels than its population and income
Page 89
growth, although the latter may strongly correlate with the former, especially the income
growth.
The traffic growth rate shall be the highest of the following:
a) 5% per annum for all vehicles categories

b) Trend growth of various vehicle categories
c) Growth determined from secondary socio
socio-economic
economic data and elasticity factors.
 For the traffic study, growth rate of all vehicles plying on project road is considered as 5%, as
tabulated in theTable 6.15.

Table 6.15: Final Traffic Growth Rates (%)
Vehicle Type 2017
2017- 2022- 2027- 2032- 2037-
2037 2042-
2021 2026 2031 2036 2041 2046
Car/Jeep/Taxi 5.0 5.0 5.0 5.0 5.0 5.0
2 Wheeler 5.0 5.0 5.0 5.0 5.0 5.0
Bus 5.0 5.0 5.0 5.0 5.0 5.0
LCV 5.0 5.0 5.0 5.0 5.0 5.0
2-Axle 5.0 5.0 5.0 5.0 5.0 5.0
3-Axle 5.0 5.0 5.0 5.0 5.0 5.0
MAV 5.0 5.0 5.0 5.0 5.0 5.0
6.11 TRAFFIC FORECAST- TRAFFIC ON THE PROJECT ROAD
6.11.1 Projected Normal/Total Traffic
Traffic projection for the project road is calculated at Two locations up to the year 2047 and shown
in below Table 6.16.. It includes both direction of the traffic. Vehicle wise projected traffic has been
shown in Annexure 6.5 and Annexure 6.6.
Table 6.16
16: Projected Normal/Total Traffic AADT (PCU)
At Km 63+800 of SHSH-29 At Km 90+400 of SH-29
SH
Year
Nos/Day PCU/Day Nos/Day PCU/Day
Page 90
At Km 63+800 of SH
SH-29 At Km 90+400 of SH-29
SH
Year
Nos/Day PCU/Day Nos/Day PCU/Day
2018 592 625 1467 1443
2019 621 656 1540 1515
2020 792 1001 1762 1910
2021 832 1052 1850 2006
2022 873 1104 1942 2106
2023 917 1159 2039 2211
2024 963 1217 2141 2322
2025 1011 1278 2248 2438
2026 1062 1342 2361 2560
2027 1115 1409 2478 2688
2028 1170 1480 2602 2822
2029 1229 1554 2732 2963
2030 1290 1631 2869 3111
2031 1355 1713 3012 3267
2032 1423 1799 3163 3430
2033 1494 1888 3321 3601
2034 1568 1983 3487 3781
2035 1647 2082 3661 3970
2036 1729 2186 3844 4169
2037 1816 2295 4036 4377
2038 1906 2410 4238 4596
2039 2002 2531 4449 4826
2040 2102 2657 4672 5067
6.11.2 Projected Normal/Total Traffic on Intersections.
Traffic projection has also done on one intersection taking highest peak hour traffic and their results
are presented in below Table 6.17
17.
Page 91
Table 6.17:: Projected Normal/Total Traffic on Intersection

Jauljibi Km 62+000
Year
Veh/Hr PCU/Hr
2017 987 954
2018 1036 1001
2019 1088 1051
2020 1143 1104
2021 1345 1486
2022 1412 1561
2023 1483 1639
2024 1557 1721
2025 1634 1807
2026 1716 1897
2027 1802 1992
2028 1892 2092
2029 1987 2196
2030 2086 2306
2031 2190 2421
2032 2300 2542
2033 2415 2670
2034 2536 2803
2035 2662 2943
2036 2796 3090
2037 2935 3245
2038 3082 3407
2039 3236 3577
Page 92
Jauljibi Km 62+000
Year
Veh/Hr PCU/Hr
2040 3398 3756
2041 3568 3944
2042 3746 4141
2043 3934 4348
2044 4130 4566
2045 4337 4794
2046 4554 5034
2047 4781 5285
Page 93
7: DEVELOPMENT PROPOSAL
7 DEVELOPMENT PROPOSAL
7.1 General
Geometric Design for a highway deals with the visible dimensions of a roadway and is dictated by
the requirements of the traffic and economic limitations. There are various elements / factors that
would govern the geometric design and functioning of the highway. These geometric design
elements can be broadly grouped under the following:
 Horizontal Alignment
ent
 Longitudinal Profile
 Cross Sectional Layout
 Sight Distance
 Traffic Composition / Intensity
 Pavement Composition
 Intersection
 Bridges and Structures
 Drainage
 Land Use
 Access Control
 Traffic Control and Safety measures
 Efficiency and Comfort in Vehicle Operation
 Aesthetics
The design philosophy basically involves providing suitable horizontal alignment, longitudinal
section, cross section layout, and safety and access control to cater to the fast and uninterrupted
movement of through traffic.
Considering the realignments and geometric improvement, design length for the Tawaghat to Kali
Mandir section of the project road has been calculated as 58.063km.
7.2 Geometric Improvement
7.2.1 Codes and Guidelines
The design criteria / method applied for important components of the project are as follows:
Page 94
Geometric Design : 1) IRC: 52: 2001 Recommendations about the alignment survey
and Geometric Design of Hill Roads.
2) IRC: SP: 73-2018
2018 Manual of Standards & Specification for Two
Laning of Highways through Public
blic Private Partnership by IRC
and other relevant IRC Codes and guidelines on geometric
design.
3) IRC: SP: 48 -1998 Hill road manual.
Pavement Design : Overlay
- IRC 81-1997
1997 for designing and strengthening requirements of
existing pavement
New Pavement
- IRC 37-2018
2018 for design of flexible pavements
- IRC 58-2015 for design of rigid pavements
Road Furniture & : Related standards of IRC Manual of Specification & MoRT&H
Publications
Roadside Facilities
7.2.2 Design Concept
Following points have been considered during preparation of layout at this stage:
 Minimum curvature as compatible to 40

40-60 kmph for hilly terrain.
 Safe distance from village limits to avoid acquisition of structures as far as possible
 Safe distance from religious structures and other sensitive features like schools,
Govt./Pvt. properties etc. as far as possible
 Safe distance from flood prone zones
 Crossing of rivers, canals with minimum skew angle
 Efforts have been made to widen the existing road / new construction on the hill side
and avoid filling on valley side.
 Hill side excavation is considered based on hill geology with the angle of cutting of 45ᵒ,
60ᵒ and 75ᵒ for areas with overburden, weathered rock and hard rock respectively.
 Protection Works have been cons
considered
idered in general based of height of cut on hill side and
fill on valley side.
 protection works like pitching / chutes have been considered, where it was unavoidable
to pass through low lands / submerged areas. HFL / HWL were enquired from site and
accordingly
ngly proposals have been framed
 Minimum proposed ROW at forest areas (irrespective of type)
Page 95
7.2.3 Geometric Design Standard
This project is existed as Single lane and intermediate lane of having fair to poor condition of existing
pavement. The geometric of thi thiss road will be proposed according to two lane with hard shoulder.
The geometric designs are formulated as per the recommendations of IRC: SP: 73 73-2018/ IRC: SP: 48-
1998. IRC:SP:73 is general two laning manual, hence IRC: SP:48 has been followed in particul
particular cases
when IRC:SP:73 is either silent or not specific. The general design standards for improvement are
enumerated in Table 7.1:
Table 7.11:Geometric Design Standards for Road works

Sl
Attributes Geometric Design Standards
No.
Two lane Manual Hill Manual
IRC:SP-73: 2018 IRC:SP-48

48-1998
Design Speed
Mountainous and Steep

1 Terrain Ruling: 60 kmph Ruling: 40 kmph
(Cross slope of the ground Minimum: 40 kmph Minimum: 30 kmph

between 25 to 60 percent)
Carriageway Width (Built up 2 x 3.75m (including 0.25m kerb 2 x 3.5m

2
area) shyness)
Carriageway Width (Rural 2 x 3.5m

2 x 3.5m
area)
Width of Shoulder (Open

area without retaining wall
at valley side)
3A
a) Paved Shoulder 2 x 1.5 m
b) Earthen Shoulder (For 2 x 0.9m

1.0 m
valley with lesser depth)
Width of Shoulder (Open

area with retaining wall at
valley side)
3B 2.5m on valley side and 1.5 m on

a) Paved Shoulder
hill side
b) Earthen Shoulder (For

-
valley with lesser depth)
Page 96
Sl
No.

48-1998
Raised Footpath width at

4 2 x 1.50 m
built-up areas
Camber
2% (Rigid pavement) to 2.5% 2% (Rigid pavement) to 2.5%

5 a) Carriageway
(Flexible pavement) (Flexible pavement)
b) Shoulder 3.0% 3.0%
Maximum limited to 7.0% for

curves with design speed less than Maximum limited to 10.0% for
Maximum and Minimum ruling design speed and 5% for hill areas not snow bound.
6 curves with ruling design speed
Super-elevation Minimum limited to Camber
Minimum limited to Camber (2.5%)
(2.5%)
Minimum Radius of
Horizontal Curves
7
a) Mountainous and Steep Desirable Minimum: 150m Desirable Minimum: 50m
Terrain Absolute Minimum: 75m Absolute Minimum: 30m
Sight Distances for Various

8 45m – 160m 45m – 120m
Speeds
Longitudinal Gradient
9 a) Mountainous
Ruling: 5.0%, Limiting: 6.0% Ruling: 5.0%, Limiting: 6.0%
Terrain
b) Steep Terrain Ruling: 6.0%, Limiting: 7.0% Ruling: 6.0%, Limiting: 7.0%
Extra Width of Pavement
Radius of Curve Extra Width
Upto 20m - 1.5m
10 21-40m - 1.5m
41-60m - 1.2m
61-100m - 0.9m
75-100m 0.9m 0.9m
Page 97
Sl
No.

48-1998
101-300m 0.6m 0.6m

Note :- (1) However, in some exceptional cases, the speed has been limited to 20 kmph to suit the site constraints. These
locations shall be suitably provided with necessary speed limit sign.
(2) Proposed shoulder width has been changed at some selected locations to suit the site condition.
7.2.4 Widening Proposal
The project involves widening/upgrading the existing single lane/Intermediate lane to 2-lane road
with hard shoulderalong with new 2 lanes at bypass and Major realignment locations in
mountainous/hilly terrain
in respectively.
The horizontal geometry of the project road is generally poor. The broad features of
geometric improvements are:
The broad features of geometric improvements are:

 In general eccentric widening, i.e. extra width carriageway by the side of existing one.
 Concentric widening mainly at settlement areas with the objective to use the existing
ROW to the maximum extent possible.
 New construction at bypass/realignment locations
 Geometric improvement at sharp curve locations
 Geometric Improvement of longitudinal grades of the existing alignment wherever
followed.
Summary of widening scheme are as follows:
Table 7.2: Summary of Widening Scheme
Sl. No. Type of Length

TCS Type Description
Pavement (in m)
Page 98

Pavement (in m)

Lane Road
With Hard Shoulder From Single Lane Road.
1 Flexible 18308
(LHS - Hill) (Formation Cutting Done ByBRO Upto
1 10.0m Formation)

Lane Road
With Hard Shoulder From Single Lane Road. (RHS -
2 1A Flexible 1390
Hill) (Formation Cutting Done ByBRO Upto 10.0m
Formation)

1C Flexible (Realignment/New Construction) (LHS - Hill Side ) 1240
3
Carriageway Width =12m
Two Lane With Hard Shoulder (LHS-Hill)

Hill) Already
1E Flexible 14933
4 Constructed ByBRO
Typical Cross Section For Widening Of Single Lane

1G Flexible 2314
5 Road To 2 Lane With Hard Shoulder (LHS - Hill)
6 Typical cross section for widening 2 lane with hard

1H Flexible 3125
shoulder from Single lane Earthen Road (LHS - Hill)
Typical Cross Section For Existing 2-Lane

Lane Road With
2 Flexible Hard Shoulder (LHS - Hill) (Formation Cutting Done 11439
7
ByBRO Upto 12.0m)
Typical Cross Section For Existing 2-Lane

Lane Road With
2A Flexible Hard Shoulder (RHS - Hill) (Formation Cutting Done 1772
8
ByBRO Upto 12.0m)
Typical Cross Section Of 2 Lane Carriageway With

Hard Shoulder (Realignment/New Construction)-
Construction)
2B Flexible (LHS - Hillside ) Realignment Due Geometric 903
9 Improvement (Existing Formation Done ByBRO
Upto 12.0m)

Construction)
2C Flexible (RHS - Hillside ) Realignment Due Geometric 558
Upto 12.0m)

3B Flexible Hard Shoulder At Built-up Location-(LHS - Hillside ) 718
11
(Existing Formation Done ByBRO Upto 12.0m)
12 Typical cross section of 2 lane carriageway with

3C Flexible 522
Page 99

Pavement (in m)
13 2 Lane Carriageway With Hard Shoulder (At Sinking

4 Flexible 200
Zone) (LHS - Hill Side )
14 STR Major/ Minor Bridges under Construction/

323
(U/C) Constructed by BRO
15 STR STR MNB under Bharatmala 318
Total Length (in m) 58063
Details of widening scheme are presented in Annexure 7.1.
7.2.5 Pavement Design
Ideally, the flexible pavement is built to such a depth that stresses on any given layer should not
cause unwarranted rutting, fatigue, shoving, or other differential movements which may result in an
uneven wearing surface. The thickness design of these layers principally depend on the subgrade
CBR and the traffic loads that the pavement has to carry during its design life.
Flexible Pavement Shall be provided for the entire Project stretch. Pavement shall be designed for a
minimum design period of 20 years for Flexible pavement (as per Clause 4.3.1 of IRC:37
IRC:37-2018) and
30 years for Rigid Pavement.
New Flexible Pavement Design
As per Traffic Analysis maximum MSA for a design life of 20 years is 2.75 (Annexure 7.4). With
Design CBR of 10% and minimum 10 MSA Design Traffic, the following pavement thickness as per
Figure 12.6 of IRC:37-2018
2018 is proposed.
Pavement Composition Thickness (mm)

BC 30
DBM 50
WMM 250
Granular Sub
Sub-Base 200
Overlay Design
Page 100
Condition of existing pavement is fair to good.
Overlay design has been carried out based on the results of the BBD Tests.
From the above results it is evident that the existing pavement crust is not sufficient to carry the
corresponding design traffic. Hence considering the bituminous overlay the results obtained are
presented in below.
Results of Overlay Thickness

Road Secti
Sections Considered Bituminous Overlay (mm)
km 66+590 to km 66+630
km 66+690 to km 66+780
km 66+930 to km 66+995
km 67+940 to km 67+980
km 68+500 to km 68+560
30mm BC + 50mm DBM
km 68+695 to km 68+710
km 72+710 to km 72+860
km 130+396 to km 130+798
km 131+528 to km 131+648
Total 0.983 km
7.2.6 Cross-section
section for Improved Facility
Cross-section
section for the improved facility should be adequate to cater to the traffic expected over the
design period and offer safe and convenient traffic operation at speeds consistent with the terrain
conditions and functional classification of this road.
The cross-sectional
sectional elements (lane/shoulder width etc.) are as per standards specified in geometric
design manual. Eight nos. typical cross sections have been envisaged for the subje
subject project at this
stage as mentioned below. These have been prepared on the basis of site reconnaissance, design
guidelines and improvement objectives.
Typical cross sections for the project road are presented. The summary of cross sections is shown in
Table 7.3.
Page 101
Table 7.3: Details of Typical Cross Sections
Sl. No. Length

(in m)
Typical Cross Section For Widening To 22-Lane Road

With Hard Shoulder From Single Lane Road.
1 18308
(LHS - Hill) (Formation Cutting Done ByBRO Upto
1 10.0m Formation)
Typical Cross Section For Widening To 22-Lane Road

With Hard Shoulder From Single Lane Road. (RHS -
2 1A 1390
Hill) (Formation Cutting Done ByBRO Upto 10.0m
Formation)

1C (Realignment/New Construction) (LHS - Hill Side ) 1240
3
Carriageway Width =12m
Two Lane With Hard Shoulder (LHS

(LHS-Hill) Already
1E 14933
4 Constructed ByBRO
Typical Cross Section For Widening Of Single Lane

1G 2314
5 Road To 2 Lane With Hard Shoulder (LHS - Hill)
6 Typical cross section for widening 2 lane with hard

1H 3125
shoulder from Single lane Earthen Road (LHS - Hill)
Typical Cross Section For Existing 22-Lane Road With

2 Hard Shoulder (LHS - Hill) (Formation Cutting Done 11439
7
ByBRO Upto 12.0m)
Typical Cross Section For Existing 22-Lane Road With

2A Hard Shoulder (RHS - Hill) (Formation Cutting Done 1772
8
ByBRO Upto 12.0m)

2B (LHS - Hillside ) Realignment Due Geometric 903
Upto 12.0m)
Page 102
Sl. No. Length

(in m)

Hard Shoulder (Realignment/New Construction)
Construction)-
2C (RHS - Hillside ) Realignment Due Geometric 558
Upto 12.0m)

3B Hard Shoulder At Built
Built-up Location-(LHS - Hillside ) 718
11
(Existing Formation Done ByBRO Upto 12.0m)
12 Typical cross section of 2 lane carriageway with

3C 522
13 2 Lane Carriageway With Hard Shoulder (At Sinking

4 200
Zone) (LHS - Hill Side )
14 STR Major/ Minor Bridges under Construction/

323
(U/C) Constructed by BRO
15 STR MNB under Bharatmala 318
Total 58063
Page 103
Improvement/ Construction of 2-lane with paved shoulder of Askote – Lipulekh road from Tawaghat village to Budhi village (Design km. 56+935 to km 95+748) and from end of tunnel portal to Kali Mandir (Design km
113+828 to km. 133+078) [Total Design length = 58.063 km] under project Hirak of BRO in the State of Uttarakhand under Bharatmala
Bharat Pariyojna on EPC mode
Typical Cross Section
Page 7-104
Page 7-105
Page 7-106
Page 7-107
Page 7-108
Page 7-109
Page 7-110
Page 7-111
Page 7-112
Page 7-113
Page 7-114
Page 7-115
Page 7-116
lane with paved shoulder of Askote – Lipulekh road from Tawaghat village to Budhi village (Design km. 56+935
to km 95+748) and from end of tunnel portal to Kali Mandi
Mandirr (Design km 113+828 to km. 133+078) [Total Design length = 58.063 km] under
project Hirak of BRO in the State of Uttarakhand under Bharatmala Pariyojna on EPC mode
On the basis of above typical cross sections total length of overlay and new construction has been
worked out which has been presented in Table 7.4.
Table 7.4 : Summary of Widening Overlay and New Construction

Length No. of
TCS Types Remarks
(m) Locations
1, 1A, 1E, 1G, 1H, 2, 2A and 4 53481 202 Widening and Strengthening
1C, 2B and 2C 2701 19 Curve Improvement/New Construction
3B and 3C 1240 4 Built-up

up Area
Structural Length 641 14 Minor/Major Bridge
Total Length (m)= 58063
7.2.7 Typical Cross-section

section for Bridge, Culverts and Other Structures
Cross section for culverts shall be as per corresponding TCS for full width of the particular TCS.
For non-built
built up locations from inner side of drain to outer end of parapet / retaining wall. For
built-up
up location the total width of culverts will be distance between the inner edge of drains.
For bridge the section will be 2 x 0.3m railing + 2 x 1.5m footpath + 2 x 0.45m crash barrier +
7.5m carriageway. Total width will be 12.0m.
Table 7.5: Cross Sectional Elements of Structures

Cross Sectional Elements (m)
Structure
Carriage Paved Paved Earthen Parapet Crash Foot Overall
Configuration Railing
way Shoulder Area Shoulder wall Barrier path Width
Box/Slab Culverts (2-
Lane open country)
As per TCS
Box/Slab Culverts (2-
Lane Built up area)
Bridges with 2x
7.5 - - - - 2x1.5 0.3x2 12.0
Footpath (2-Lane) 0.45
Widths of existing structures to be retained: no change is envisaged. Same configuration of the

Existing structure is followed.
Typical cross sections for the Proposed Structures are followed.
Page 7-117
7.2.8 Horizontal Alignment
The geometric design has been done within the broad framework of design standards
mentioned in Table 7.1.. The design speed adopted is 60/40kmph, with an allowable maximum
super elevation of 5% to 7%, in general. Widening of the existing road is done mostly on the hill
side. While designing, utmost attempt has been made to avoid acquisition of residential as well
as commercial / religious / historic structures. Summary of horizontal curves proposed along
project road is given in Annexure 7.2
7.2.
7.2.9 Vertical Alignment
Vertical alignment has many hag and sag locations. Gradient of project road has change at many
locations
ations and there is many rise and fall on project road. Sharp bends & Inadequate sight distance is a
major issue in most of the sharp curves. So the whole project road has poor geometry.
Summary of Vertical curves proposed along project road is given in Annexure

nnexure 7.3.
7.3
Page 7-118
7.2.10 Proposal for Built-up

up Areas
The proposed alignment is basically following existing road section. Considering this for future
development, TCS Type-3B
3B & 3C have been proposed at Built up locations, the details of which are
provided in Table 7.6:
Table 7.6: Stretches with Built- Up section

S. No. Design Chainage (Km) Design Length (Km) TCS Type
1 120+828 121+196 0+368 3B
2 121+728 122+078 0+350 3B
3 130+396 130+798 0+402 3C
4 131+528 131+648 0+120 3C
7.2.11 Bypass/Curve Improvement
No Bypass has been proposed in this section. Curve Improvement have been incorporated as per design
needs for geometric improvements. The details of Bypasses are given in Table 7.7.
7 Curve Improvement
has been proposed at 79 locations.
Table 7.7: Details of Bypasses

Design Chainage (km) Length Name of
Sr. No. Remarks
From To (m) Village
NIL
Table 7.8: Details of Curve Improvement
Page 7-119
Stretch
Sl. NO Length (m) TCS Type
From (km) To (km)
1 71+640 71+690 0+050 1C
2 71+695 72+030 0+065 1C
3 72+320 72+450 0+130 1C
4 73+250 73+300 0+050 1C
5 74+500 74+650 0+150 1C
6 75+020 75+200 0+180 1C
7 75+240 75+850 0+610 1C
8 116+468 116+578 0+110 2B
9 116+708 116+818 0+110 2B
10 119+788 120+038 0+250 2B
11 120+088 120+158 0+070 2B
12 120+228 120+278 0+050 2B
13 120+278 120+378 0+100 2C
14 130+198 130+361 0+163 2B
15 131+278 131+392 0+114 2C
16 131+437 131+528 0+091 2C
17 132+455 132+648 0+193 2C
18 132+868 132+928 0+060 2C
19 132+928 133+078 0+150 2B
7.3 Drainage
Due consideration has been given to drainage while preparing the design. The cross cross-sections
incorporating roadside drains have been proposed at various stretches of the highway taking into
account the existing and natural conditions as well as anticipated situation.
On hill side KC drain is proposed throughout the project stretch except at dense built
built-up locations. At
dense built up locations RCC covered cum footpath drain is proposed.
The summary length of drain is provided in Table 7.11
Page 7-120
Table 7.9: Summary of Proposed Drains

Sl No Description Length (m) Remarks
1 CC V-shaped
shaped drain 56901 TCS- 1, 1A, 1C, 1E, 1G, 1H, 2,2A,2C,3B, 4
2 RCC Covered drain 718 3B
3 SM catch water drain 5185 1C, 1G, 2B, 2C,4
Page 7-121
7.4 Bridges, Culverts and Other Structures
7.4.1 Major Bridges (MJB)
 There is 1 major bridges along the project road.
Table 7.10: Details of Major Bridges

Sl. Topo Name of Design Existing Existing Proposed Span Superstructure
Improvement Proposal
No. Ch. River/Bridge Chainage (KM) Span Type Arrangement Type
1 57+390 Tawaghat bridge 56+980 1 x 80.0 Steel Truss Retain -
7.4.2 Minor Bridges
Total 8 nos. minor bridges have been considered for the project road provided in Table 7.11:
Table 7.11: Details of Minor Bridges

Proposed Span
Design River/ Width of
Arrange (No. of Proposed Total Proposed Type of Improvement
Sl No Chainage Bridge proposed Remarks
Span x Span Length (m) Superstructure Proposal
(km) Name structure (m)
length in m)
1 71+952 Local Stream 1 x 25.0 25.0 12 RCC I-Girder New construction

MNB
Steel composite
2 84+091 Malpa Bridge 1 x 45.0 45.0 12 New construction
Girder
(Railing 0.5m
3 94+745 Budhi Bridge 1 x 35.0 35.0 12 Steel composite New construction + Footpath
Page 7-122
Proposed Span
Design River/ Width of
Arrange (No. of Proposed Total Proposed Type of Improvement
Sl No Chainage Bridge proposed Remarks
Span x Span Length (m) Superstructure Proposal
(km) Name structure (m)
length in m)
Girder 1.5m + Crash

Barrier 0.45m
Steel composite + 7.5m
4 120+063 Gunji Bridge 1 x 50.0 50.0 12 New construction
Girder Carriage way
+ Crash
Steel composite
5 128+798 Local Stream 1 x 35.0 35.0 12 New construction Barrier 0.45m
Girder
+ 1.5m
Kalapani Steel composite Footpath +
6 130+378 1 x 35.0 35.0 12 New construction
Bridge Girder Railing 0.5m)
Steel composite
7 131+414 Local Stream 1 x 45.0 45.0 12 New construction
Girder
Steel composite
8 132+432 Local Stream 1 x 45.0 45.0 12 New construction
Girder
Page 7-123
7.4.3 Culvert
A considerable number of structures have been proposed along the alignment as per detailed site
inventory. Details of widening and reconstruction of existing culverts are provided in Table 7.12 and
Table 7.13 respectively .
Table 7.12: Details of Culverts to be retained

Design Span Arrangement/Dia. Remarks
Sl. No. Type of Culvert
Chainage (km) (m)
Page 124

Chainage (km) (m)
Page 125

Chainage (km) (m)
Page 126

Chainage (km) (m)
Table 7..13: Details of New Construction of Culverts

Page 127

Page 128

Page 129

7.4.4 Underpasses
NA
7.4.5 ROB
NA
7.4.6 Summary of Structure
Table 7.14: Summary of Structures

Sl No. Type of Structures Numbers Remarks
1 Major Bridges 1 Retain/Under Construction-

Construction 1 Nos.
2 Minor Bridges 13 Retain – 5 nos.
Page 130
Sl No. Type of Structures Numbers Remarks
New Construction – 8 Nos.
New Construction = 69 no.

3 Culvert 165
Retain = 96 Nos. (Existing)
Total 179
7.5 Intersection Improvement Proposals
The proposed project road will form major and minor intersections with existing roads.
Improvement of these intersections has been thought off with minimum of land acquisition.
However, proper acceleration and deceleration lanes have been considered with p proper
traffic signage. In general, standard codal provisions have been followed for design of these
intersections. There are 2 nos. minor intersections along the project road which shall be
developed. Improvement proposals of major and minor intersections are provided in Table
7.15and Table 7.16 respectively.
pectively.
Table 7.15: Improvement Proposals of Major Intersections

Ex Topo Design Type of
Sl No LHS RHS Type of Road Location
Ch. (km) Chainage Junction
Nil
Table 7.16:: Improvement Proposals of Minor Intersections

Design Type of Improvement
Sl. No. Type Side
Chainage (km) Intersection Proposals
1 66+550 Minor 3 legged Left At Grade
7.6 Protection Works
Based on provisions for slope protection works given in “IRC:SP: 48

48- Hill Road Manual”, IS
14458 (Part 1): 1998 “Retaining wall for Hill Area – Guidelines, Part 1 Selection of Type of
wall”, Literature Studies and multiple site visits of consultant’s Highway Engineer and
Geologist summary of recommendations for Hill and Valley slope protection work are
mentioned in the following :
Page 131
7.6.1 Land slide Areas
Landslide occurrence and its prevention and mitigation is one of th thee most critical components of a
hill road design. Study of stability of natural and cut slopes helps in identifying problem areas and
formulation of appropriate counter
counter-measures.
measures. Following are the details of land slide in this section:
Land slide Treatment
S. No. Existing KM Length Height Design Chainage Remarks
Nil
7.6.2 Retaining Wall and Breast Wall
The retaining wall shall be constructed as per requirement of site conditions for slope protection
in accordance with manual requirement. However, minimum protection works shall be
constructed as per details given below:
c) Retaining Wall with minimum length of 7441m as per site condition with stone
masonry in cement mortar 1:3 & 1200m with RCC as per site condition is required.
d) Breast wall with mini

minimum length 13088mm having height of 3m for 5418m length, 4m
for 7520m length and 5m for 150m length is proposed.
7.7 Other Highway Facilities
7.7.1 Bus Bays
Several towns, villages and settlements are abutting the project corridor and buses shall be
one of the major modes of passenger traffic movement along the corridor. It is imperative to
provide bus bays in order to eliminate the conflict between buses and other moving vehicles
as well as to ensure safety of passengers boarding and alighting. Proposed bus bays have
been kept sufficiently away from the intersections to avoid traffic congestion. Total 5 nos.
bus bays have been considered for the project corrid
corridor,
or, locations of which are presented in
Table 7.17.. The bus bays will have provision for accommodation of two buses at one
passenger shelter at a time.
Table 7.17: Location of Proposed Bus Bays

S. No. Design Chainage (m) Name of Village
Page 132
S. No. Design Chainage (m) Name of Village
1 66+690 Ghasku
2 68+500 Pangla
3 72+900 Mangti Gatiyabagad
4 76+020 Ghatiabagarh
5 89+010 Lameri
7.7.2 Parking Places
S. Design Chainage (m)

Location Length(m)
No. From To Side
1 Pangla 68890 69000 110 LHS
7.7.3 Truck Lay-Byes
NA
7.7.4 Toll Plazas
NA
Page 133
8: ENVIRONMENTAL SCREENING
8 ENVIRONMENTAL SCREENING
8.1 INTRODUCTION
8.1.1 Project Background
The National Highways & Infrastructure Development Corporation Ltd. (Ministry of Road
Transport & highways) has awarded M/s Voyants Solutions Pvt. Ltd. the “Consultancy
Services for Feasibility study and preparatio
preparationn of Detailed Project Report for 2 lane with
paved shoulders for work of Upgradation for selected road stretches/ corridors to two lane
with paved shoulder NH configuration under BHARATMALA project.
NHIDCL has transferred the stretch from Askot to Lipulekh Pass to BRO through Chief
Engineer, STF Hirak, Border Roads Organization w.r.t. MoRTH Letter no. NH NH-
12037/28/2018/SARDP--NE/Zone-VV dated 12.02.2019 and Chief Engineer STF-Hirak.
STF
8.1.2 Project Location

The project road starts from Tawaghat in the district of Pith
Pithoragarh
oragarh on the co-ordinate
co of
29°57'29.05"N, 80°36'4.23"E and ends near Kali Mandir on the co co-ordinates of
30°14'9.00"N, 80°55'19.11"E
80°55'19.11"E.. The total design length is 58.063 km. The road passes through
Pithoragarh district in the state of Uttarakhand
Uttarakhand.
Page 134
Figure 8.1: Project Road Location Map
Page 8-135
8.1.3 Scope of Environment Screening
Environmental screening has been carried out to identify critical issues and areas that would
be studied in detail for Environment Impact Assessment (EIA). Findings of the screening are
presented in this report. This report has been based mainly on field survey and collection of
secondary data.
In the screening stage, existing environmental set

set-up of the study corridor (22.5 m on either
side of the center line) in particular were studied and described in subsequent sections.
However, existence of sensitive receptors was also studied beyond the study area
(approximately 500 meters on either side of the project road stretch) for assessment of
noise and air impact. The entire study was carried out within existing policy, legal and
administrative framework considering the applicable environmental legislation, regulations
and guidelines. The environmental scscreening
reening report covers the following:
 Project Description
 Legal Framework
 Baseline Environment
 Probable Environmental Impact
 Mitigation Measures
8.1.4 Methodology
Screening process consisted of both onsite as well as desktop assessment of the project
activities.
A. Desktop Study
Study of Project Documents

Documents:: The project documents have been studied to have the
understanding of the project objectives, its main components, its boundaries, etc.
Study of Laws and regulations: Laws and regulations enacted by Government of India
I and
Uttarakhand State relevant to road construction and environment were studied.
Study of Guidelines, Standards etc.: Various documents and publications of the Ministry of
Environment Forest and Climate Change (MoEF&CC) and Indian Road Congress (IRC (IRC) were
studied for screening exercise.
B. Onsite Study
A team of environmental and social experts jointly carried out field visit of the project road.
Important environmental components including, water bodies, forests, public utilities,
community resources, cultural sites etc. along the corridor of impact zone were identified.
Table 8.1: Important Environment Components
Page 8-136
S. No. Environmental Attributes Environmental Components

1 Topography Hilly
Agriculture, settlements, forest, industrial areas,
2 Land use
tourism etc.
3 Water resources Rivers, canals and ponds in study area
 Designated Protected Areas like Biosphere
Reserves, National Parks and Sanctuaries etc.)
within 10 Km from the proposed project
location boundary
4 Forests & Wild Life
 Presence of Wildlife Corridor along the project
stretch
 Presence of Reserve Forests (RF), Protected
Forest (PF) and other forests within study area
5 Road side Plantations Green Tunnels, Strip Plantation
6 Settlements Towns and villages abutting the road corridor
Sensitive receptors such as educational and
7 Sensitive Receptors
health facilities
Wells, hand pumps, community water points /
8 Drinking water sources
taps etc.
Temples, shrines, mosque, church, gurudwara
10 Religious Structures
etc.
Protected / unprotected archaeological
11 Cultural Properties
monuments
Common Property Community recreational areas; cremation / burial
12
Resources grounds etc.
Discussions with local people and administrators were also held to obtain their opinion
about the project.
8.2 PROJECT DESCRIPTION
8.2.1 Project Road
starts at End of Tunnel Portal (Design Chainage 113+828) and traverses a length of
19.25km and ends at Kali Mandir (Design Chainage 133+078) . The Project roject Highway is part
of NH-09.
09. The stretch passes through winding hilly terrain of Himalayas and sight distance is
restricted at places due to sharp horizontal curves and vertical cuts slopes
slopes.
8.2.2 Road Design
The project road has generally 22-lane carriageway of width 3.1m to 8m. Drainage is generally
conspicuous due to absence of drains on road sides. The existing Right of Way (RoW) varies
between 4.6m-16.1m.
16.1m. The Proposed RoW area in built
built-up
up area 13m, in open areas 24m and
in by-pass
pass and realignment the prop
proposed RoW is 24m.
8.2.3 Project Proponent
The proposed development will be managed by Border Road Organisation (BRO), Govt. of
Page 8-137
India.
8.2.4 Need of the Project and benefits associated
 Will provide easy access to commuters from Askote to Lipulekh Pass through the
highway
 Will cater the traffic growth on the road
 Will provide easy accessibility for school, medical facilities, etc. for the nearby villages
even in the rainy season.
 Project Road would bring about all

all-round
round development activities in the region, such as
movement of people and goods, agriculture, commerce, education, health and social
welfare, or even maintenance of law and order and security
8.2.5 Existing Feature of Road
 The project road has generally intermediate lane carriageway of width 3m to 8m.
 Entire project
oject road is of Flexible pavement
 Existing road is poor
 The road is passing through major bridge and minor bridges

8.2.6 Proposed Features of Road
A. Alignment Proposal
This project is essentially widening of 2 lanes and bringing the existing 2 lanes to proper
2 lanes carriageway as per provisions of codes.
 Drains have been provided on both the sides for the entire length of the road
B. Pavement
Flexible pavement is proposed through

through-out
out the stretch. The details are given in table
below.
S.No Pavement composition Thickness
1 Bituminous
ituminous Concrete 30mm
0mm
2 Dense Bituminous Macadam (DBM) 50mm
0mm
3 Wet Mix Macadam (WMM) 250mm
4 Granular Sub Base (GSB) 200mm
5 Subgrade 500mm
C. Bypass and Realignment
Project proposes realignment are required for the congested areas
Page 8-138
D. Service Road
No service road provision in the project
E. Cross Drainage Structure
The project road shall have the same CD structures as per existing or it may be changed
as per the proposed alignment.
F. Other Structure
Overpasses may be proposed as per the requ

requirement
irement of the project stretch at the
specified areas.
G. Land Acquisition
Road will be widened to two lanes with paved shoulders. Land acquisition is required for
proposed road depends on the stretch at different locations and different areas.
H. Intersection Design
All junctions have been studied thoroughly with respect to traffic volume and geometric
design. The important junctions leading to settlements have been identified and proper
junction layouts (including road marking, and traffic signs) shall be applied as per IRC
IRC-SP:
41-1994.
I. Traffic Control and Road Safety Features
Traffic control devices and road safety features, including Traff

Traffic
ic Signs, Road Markings,
Road lighting & Crash Barriers are proposed and designed as per relevant IRC codes and
standards.
8.3 LEGISLATIVE FRAMEWORK
8.3.1 Introduction
Project road under study is mostly lies in hilly region and has been upgraded for
development. Any developmental activity has both adverse as well as beneficial impact on
surrounding environment. The present report is an effort for scrutinised the applicable
environmental laws and legislative framework under Ministry of Environment Forests&
Climate Change,
nge, Govt. of India. This section elaborates on the various clearance
requirements for the project from the State Government and MoEF&CC, GoI.
8.3.2 Environment Legislation
Legislation- India
The Government of India has formulated various policy guidelines; acts and regula regulations
aimed at protection and enhancement of environmental resources. The following table
surmises the existing legislations pertaining to the project, the various clearances required
for the project.
Page 8-139
Table 8.2: Environment Laws and their Applicability

Applicability Implementing /
S. No. Law / Regulation / Guidelines Relevance Reason for Application
Yes / No Responsible Agency
The Environmental (Protection)
MoEF&CC, State
Act. 1986, and the All environmental notifications, rules
Umbrella Act. Protection and Department of
1 Environmental (Protection) Yes and schedules are issued under the
improvement of the environment Environment & Forest,
Rules, 1987-2002 (various act
CPCB and SPCB
amendments)
Identifies expansion of National
highways projects greater than
100 Km involving additional ROW Project road is an
and land acquisition greater than Upgradation/expansion of greater
The EIA Notification, 14th
40m on existing alignments and than 100 km of road packages.
2 September 2006 & subsequent Yes MoEF&CC/ SEIAA
60m on re-alignments
re or by- Hence the EIA Notification 2006 and
amendments
passes and All new state highway its subsequent amendments shall be
projects & SH expansion projects applied.
in hilly terrain (above 1000 MSL)
and or ecological sensitive areas
Reuse fly ash discharged from The project road is traversing
Thermal Power Station to through the mountainous region of
Notification for use of Fly ash,
3 minimize land use for dispersal No Uttarakhand where No coal based MoEF&CC, SPCB
3rd November 2009
and minimized borrow area thermal power project in 100km
material form the project road.
Central and State Pollution
Control Board to establish /
enforce water quality and Consent required for not polluting
The Water (Prevention and State Pollution Control
4 effluent standards, monitor Yes ground and surface water during
Control of Pollution) Act, 1974 Board
water quality, prosecute construction
offenders, and issue licenses for
constructio
construction / operation of
Page 8-140
certain facilities.
Empowers SPCB to set and
Consent required for establishing
The Air (Prevention and Control monitor air quality standards and State Pollution Control
5 Yes and operation of batching, hot mix
of Pollution) Act. 1981 to prosecute offenders, excluding Board
plants and crushers
vehicular air and noise emission.
Construction machineries and
Noise Pollution (Regulation And Standards for noise emission for State Pollution Control
6 Yes vehicles to conform to the standards
Control) Act, 1990 various land uses Board
for construction
Conservation and definition of
Part of road packages passes
forest areas. Diversion of forest Forest Department,
7 Forest (Conservation) Act, 1980 Yes through the reserved
land follows the process as laid MoEF&CC
forest/protected forest
by the Forest conservation Act.
The project area is located in MoEF&CC, State
Coastal Regulatory Zone
8 Protect and manage coastal areas No landlocked region and there is no Department of
Notification, 1991
designated coastal zone. Environment
No ecological sensitive area
(National Park, Wildlife Sanctuaries
Protection of wild life in NBWL, SBWL & Chief
9 Wild Life Protection Act, 1972 Yes and Biosphere reserves are located
sanctuaries and National Park Wild Life Warden
within 10 km distance from the
project road.
Baijnath Temple are notified
Ancient Monuments and Archaeological Survey
To protect
ect and conserve cultural archaeological monument by ASI
10 Archaeological sites & Remains No of India, State Dept. of
and historical remains found. which is located in the proximity of
Act 1958 Archaeology
the planned project road
Empowers State Transport All vehicles used for construction
State Motor Vehicles
11 The Motor Vehicle Act, 1988 Authority to enforce standards Yes will need to comply with the
Department
for vehicular pollution. provisions of this act.
The Explosives Act (& Rules) Sets out the regulations as to New quarrying operation may Chief Controller of
12 Yes
1884 (1983) regards the use of explosives and require blasting Explosives
Page 8-141
precautionary measures while
blasting & quarrying
Protection to the general public
Public Liability and Insurance Hazardous materials like Bitumen State Pollution Control
13 from accidents due to hazardous Yes
Act,1991 shall be used for road construction Board
materials
Hazardous Wastes Hazardous wastes shall be
Protection to the general public
(Management, Handling and generated due to activities like of State Pollution Control
14 against improper handling and Yes
Trans-Boundary Movement) maintenance and repair work of Board
disposal of hazardous wastes
Rules, 2008 vehicles
Chemical Accidents (Emergency Protection against chemical Handling of hazardous (flammable, District & Local Crisis
15 Planning, Preparedness and accident while handling any Yes toxic and explosive) chemicals Group headed by the
Response) Rules, 1996 hazardous chemicals resulting during road construction DM and SDM
Mines &Minerals (Regulation & Permission of Mining of
State Department of
16 Development) Act, 1957 as aggregates and sand from river Yes Mining of sand or aggregates
Mining
amended in 1972 bed & aggregates
The Building & Other
Construction Workers
District labor
17 (Regulation of Employment & Employing Lab our / workers Yes Employment of labors
Commissioner
Conditions of Service) BOCW
Act, 1996
Page 8-142
8.3.3 International Agreements
Key international agreements that India is signatory to and relevant for the project are
provided below:
 Convention Relative to the conservation of Flora and Fauna in their Natural State (1933)
 International Plan Protection Convention (1951)
 Convention on Wetlands of Intern International
ational Importance, Especially as Waterfowl Habitat
(Ramsar, 1971)
 Convention concerning the Protection of the World Cultural and Natural Heritage (Paris,
1972)
 Convention in International Trade in Endangered Species of Wild Fauna and Flora
(Washington, 1973)
 Convention on Migratory Species of Wild Animals (Bonn, 1979)
 Convention on the Prior Informed Procedure for Certain Hazardous Chemicals and
Pesticides in International Trade (PIC or Rotterdam, 1990)
 United Nations Framework Convention on Climate Change (Rio De Janeiro, 1992)
 Convention on Biological Diversity (Rio De Janeiro, 1992)
 Protocol to the United Nations Convention on Climate Change (Kyoto, 1997)
 United Nations Convention on the law of sea (Jamaica, 1982)
 Convention concerning the Protection of the World's Cultural and Natural Heritage
(1975)
The above list of international conventions served as requirements for the project to
comply.
8.3.4 Environment and Social Safeguard Policies
A. ASIAN DEVELOPMENT BANK (ADB) SAFEGUARD POLICIES
Environmental and socia

sociall safeguards are a cornerstone of ADBs support for environmentally
sustainable economic growth. The Safeguard Policy Statement builds upon the three
safeguard policies on the environment, involuntary resettlement, and indigenous people,
and brings them into o a consolidated policy framework to enhance effectiveness and
relevance. The Safeguard Policy Statements, lays out Policy Principles and outlines a set of
specific safeguard requirements that ADB supported projects are expected to meet. The ADB
Safeguard Policies cover the following aspects.
 Environmental assessment;
 Environmental planning, and management;
 Information disclosure;
 Consultation and participation;
 Grievance Redress mechanisms;
 Monitoring and Reporting;
 Unanticipated Environment Impacts;
 Biodiversity and sustainable natural resources management;
 Pollution prevention and abatement;
Page 143
 Health and safety;

 Physical cultural resources; and
 Involuntary resettlement;
 Indigenous peoples
Applicability analysis of the ADBs in reference to proposed pr

project
oject is tabulated below
Table 8.3:
.3: Application of ADB Safeguard Policies to the Project
ADB Safeguard Policy Project Information/
Requirements
statement Application
1. Environmental Environmental assessment term is used to The assessment is made in
assessment identify potential direct, indirect, reference to the ADB
cumulative, and induced impacts and risks standard checklist
at an early stage of the project
2. Environmental As per this requirement, borrower should Management and
planning and prepare an environmental management monitorin plan for the
monitoring
management plan (EMP) that addresses the potential project is based on the
impacts and risks identified by the Impact Intensity in a
environmental assessment. particular aspect of
The EMP should include the proposed environment. Performance
mitigation measures, environmental Indicators are established
monit
monitoring and reporting requirements, for post project monitoring.
emergency response procedures, related
institutional or organizational
arrangements, capacity development and
training measures, implementation
schedule, cost estimates, and performance
indicators.
3. Information Under this requirement borrower should Regular interaction with
Disclosure establish regular interaction with the affected population and
affected populations and stakeholders stakeholders are being
made.
4. Consultation and The borrower / client should carry out Consultation is a regular
Participation meaningful consultation with affected practice at the project site.
people and other concerned stakeholders, BRO should keep regular
including civil society, and facilitate their interaction with all the
informed participation. stakeholders.
5. Grievance Redress The borrow
borrower / client should establish a Grievance Redressal
Mechanism mechanism to receive and facilitate Mechanism of BRO,
resolution of affected peoples’ concerns, MoRTH, Govt. of India shall
complaints and grievances about the be followed.
follo
project’s environmental performance.
6. Monitoring and The borrower / client should monitor and Monitoring plan is defined
Reporting measure the progress of implementation of in this report and same
the EMP. The extent of monitoring activities shall be followed during
should be commensurate with the project’s operation of the project.
risks and impacts.
The borrower / client should prep
prepare
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Requirements
periodic monitoring reports that describe
progress with implementation of the EMP
and compliance issues and corrective
actions, if any.
7. Unanticipated Where unanticipated environmental At this stage no such
Environmental Impacts impacts become apparent during project unanticipated impact is
implementation, the borrower / client expected. However, If any
should update the environmental unforeseen circumstance
assessment and EMP or prepare a new takes place, corrective
environmental assessment and EMP to action shall be taken by
assesss the potential impacts, evaluate the BRO.
alternatives, and outline mitigation
measures and resources to address those
impacts.
8. Biodiversity and BRO should follow and need to identify The project road packages
sustainable natural measures to avoid, minimize, or mitigate are traversing through
resources potentially adverse impacts and risks and, Reserve Forest and
management; as a last resort, propose compensatory Protected Forest land.
measures, su such as biodiversity offsets, to Hence the project requires
achieve no net loss or a net gain of the Forest Clearance from the
affected biodiversity. MoEF&CC under the th Forest
(Conservation) Act, 1980.
9. Pollution prevention During the design, construction, and BRO shall ensure that any
and abatement; operation of the project the borrower/ pollution during design,
client should apply pollution prevention and construction, and operation
control technologies and practices of the project shall be
consistent with international good practice, minimal and at any cost
as reflected in internationally recognized should not exceed the
standards such as the World Bank Group’s permissible limit of
Environment, Health and Safety (EHS) CPCB/SPCB.
Guidelines.
10. Health and safety; BRO should provide workers with a safe and BRO shall abide with
healthy working environment, taking into National and International
account risks inherent to the particular Safety Standards. Labour
sector and specific classes of hazards in the laws shall be followed in
work areas, including physical, chemical, specific
ic reference to
biological, and radiological hazards. Highways and
Borrower / client should take steps to Infrastructure Development
prevent accidents, injury, and disease Projects.
arising from, associated with, or occurring
during the course of work by (i) identifying
and minimizing, so far as reasonably
practicable, the causes of potential hazards
to workers; (ii) providing preventive and
protective measures, including
modification, substitution, or elimination of
hazardous conditions or substances; (iii)
Page 145

Requirements
providing appropriate equipment to
minimize risks and requiring and enforcing
its use; (iv) training workers and providing
them with appropriate incentives to use
and comply with health and safety
procedures and protective equipment; (v)
documenting and reporting occupational
accidents, diseases, and incidents; and (vi)
having emergency prevention,
preparedness, and response arrangements
in place.
11. Physical cultural The borrower / client is responsible for The project is traversing
resources siting and designing the project to avoid along Baijnath
Baij Temples at a
significant damage to physical cultural distance of about 150
resources (Defined as movable or meters. Baijnath Temples
immovable
mmovable objects, sites, structures, groups are notified by ASI as
of structures, and natural features and archaeological monuments.
landscapes that have archaeological, BRO shall ensure that the
paleontological, historical, architectural, project will not have any
religious, aesthetic, or other cultural impact on the Temples and
significance. statuary clearances/NoC
will be obtained from ASI.
12. Involuntary Borrower / client should provide adequate Land for the project shall
resettlement; and appropriate replacement land and be acquired from the
structures or cash compensation at full public/Govt. and local
replacement cost for lost land and inhabitants following the
structures, adequate compensation for Govt. of India/State of
partially damaged structures, anand Uttarakhand and
relocation assistance. BRO/MoRTH
O/MoRTH Guidelines.
The rate of compensation for acquired
housing, land and other assets should be
calculated at full replacement costs. The
calculation of full replacement cost should
be based on the following elements: (i) fair
market value; (ii) tr
transaction costs; (iii)
interest accrued, (iv) transitional and
restoration costs; and (v) other applicable
payments.
13. Indigenous peoples; Borrower / client should explore to the Land for the project shall
maximum extent possible alternative be acquired from the
project designs to avoid physical relocation public/Govt. and local
of Indigenous People that shall result in inhabitants following the
adverse impacts on their identity, culture, Govt. of India/State of
and customary livelihoods. If avoidance is Uttarakhand and
impossible, in consultation with ADB, a BRO/MoRTH Guidelines.
combined Indigenous Peoples plan and
resettlement plan could be formulated to
Page 146

Requirements
address both involuntary resettlement and
Indigenous Peoples issues.
C. WORLD BANK (WB) SAFEGUARD POLICIES
The World Bank has 10 operational safeguard policies for the development projects that are
funded by the Bank. The purpose of these policies is to ensure that social and environmental
risks are prevented or at least minimized while increasing socio socio-economic
economic benefits of
approved projects in addition to preserving the environment.
These policies have been a means to increase the effectiveness and positive impacts of
development projects and programs supported by the Bank.
The Bank’s 10 safeguard policies are:

 OP/BP 4.01 Environmental Assessment
 OP/BP 4.04 Natural Habitats
 OP/BP 4.09 Pest Managemen
Management
 OP/BP 4.10 Indigenous Peoples
 OP/BP 4.11 Physical Cultural Resources
 OP/BP 4.12 Involuntary Resettlement
 OP/BP 4.36 Forests
 OP/BP 4.37 Safety of Dams
 OP/BP 7.50 Projects on International Waterways
 OP/BP 7.60 Projects in Disputed Areas
With respect to this project, three key policies are being triggered. These are Environmental
Assessment (OP/BP 4.01), Involuntary Resettlement (OP/BP 4.12) and Physical Cultural
Resources (OP/BP 4.11)
i) OP/BP 4.01 Environmental Assessment
This policy is triggered if a proj

project
ect is likely to have significant adverse environmental impacts
in its area of influence. For Category A projects, such as this project, a comprehensive
Environmental and Social Impact Assessment and the resultant Environmental and Social
Management Plan are re required, with emphasis on integrating environmental measures in
project planning, design, implementation and operation, in addition to ensuring the
environmental soundness and sustainability of investment projects.
The project’s ESIA and ESMP take into account the natural environment (air, water, and
land); human health and safety; and social aspects (involuntary resettlement, physical
cultural resources, etc.) in addition to trans
trans-boundary
boundary and global environmental aspects.
The policy requires consultat
consultations
ions with potentially affected persons and analysis of
Page 147
alternatives as key parts of the process and documentation. The OP 4.01 is applicable to all
components of Bank financed projects.
ii) OP/BP 4.12 Involuntary Resettlement
This policy requires that adverse social impacts of projects it supports be mitigated,
including when land or property is acquired or its use modified under a project so that
Project-affected
affected Persons (PAPs) suffer loss of income, residence, livelihoods or access to
resources, either perman
permanentent or temporary, whether the land occupation/use is legal or
illegal. Resettlement or relocation of PAPs adversely affected by project activities must be
undertaken in accordance with laws, regulations and guidelines for Resettlement/Land
Acquisition in Govt.
ovt. of India/State of Uttarakhand Resettlement & Rehabilitation Policy and
OP 4.12. If there is a gap between Govt. of India/State of Uttarakhand Resettlement &
Rehabilitation Policy and the Bank’s OP 4.12 then the Bank’s provisions must apply.
According to OP 4.12, the main objectives of this policy are:
 Involuntary resettlement should be avoided where feasible, or minimized, exploring all

viable alternative project designs.
 Where it is not feasible to avoid resettlement, resettlement activities should b be

conceived and executed as sustainable development programs, providing sufficient
investment resources to enable the persons displaced by the project to share in project
benefits.
 Displaced persons should be assisted in their efforts to improve their liv livelihoods and
standards of living or at least to restore them, in real terms, to pre
pre-displacement levels
or to levels prevailing prior to the beginning of project implementation, whichever is
higher.
 This policy covers direct economic and social impacts tha

thatt both result from Banks
assisted investment projects, and are caused by:
 The Involuntary taking of land resulting in:
o Relocation or loss of shelter
o Loss of assets or access to assets; or
o Loss of income sources or means of livelihood, whether or not the affected persons
must move to another location; or
 The involuntary restriction of access to legally designated parks and protected areas
resulting in adverse impacts on the livelihoods of the displaced persons.
Page 148
Furthermore, the Bank requires that appropria

appropriate
te and accessible grievance mechanisms are
established for project affected persons. A Resettlement Action Plan (RAP) for the project
shall be prepared as a separate document.
iii) OP/BP 4.11 – Physical Cultural Resources
The Policy triggered if there are ph

physical
ysical cultural resources will be affected due to proposed
development. Procedures to deal with such instances in line with the Govt. of India/State of
Uttarakhand law and OP 4.11 will need to be integrated into the civil works contract
documents, through the ESMP.
iv) Mandatory Policies – BP 17.50 Bank Disclosure Policies
This Bank Policy supports decision making process by the Borrower and Bank through
allowing public access to information on environmental and social aspects of projects.
Disclosure of key project documents, including Executive summaries in English and in the
local language, is mandated:
 In Country – prior to project appraisal in the local language and in English
 In the World Bank Info Shop before project appraisal, in English with the Execu
Executive
Summary in English and in the local language (documents can be in draft but must meet
World Bank standards).
D. OTHER WB GUIDELINES
Other useful guidelines and manuals that have been considered during the ESIA phase of the
project include:
 The World Bankk Participation Source book
 IFC Involuntary Resettlement Guide book
 Safeguards Policy Basics – Red book
 Environmental, Health and Safety (EHS) General Guidelines of the World Bank Group
 Roads and the Environment. A Handbook. World Bank Technical Paper 376.
 Doing Better Business through Effective Public Consultation and Disclosure – A good
Practice Manual, issued by IFC.
 Handbook for Preparing a Resettlement Action Plan, issued by IFC.
8.4 ENVIRONMENT SCREENING
8.4.1 Introduction
The collection of baseline informatio

information
n on biophysical, social and economic aspects of the
project area is the most important reference for conducting environment study. Social and
Environment team will visit site 20 July, 2017 to collect environment and socio
socio-economic
data pertaining to the p
planned
lanned road project. The outcome of the findings is discussed in this
section of the report
Page 149
8.4.2 Study Area
Details of affected structures were collected for 22.5m on either side from the center line of
the road. Details of sensitive receptors, those are located beyond 22.5 m were also collected
as the noise and air pollution may take place beyond direct area (a
(approximately
pproximately 500 meters)
of impact.
8.4.3 Data Collection
Efforts have been made to collect the latest information both at regional as well as local
level especially along the project roads alignment.
A. Secondary Data
Data collection from the secondary sources ha

hass been done from various authentic and
published sources. Following are some important information available from secondary
sources.
 Project objectives, technical information on existing road features from Contract
Document
 Climatic condition & long
long-term meteorological
eteorological data from Indian Meteorological
Department and government websites
 Geology, seismicity, soil and topography from government websites & district
groundwater brochure of CGWB
 Land Use from Google Earth and observation during surveys
 Survey of India
ndia Topo
Topo-sheet, Google Earth & field observation
B. Primary Data
Field study / monitoring have been carried out to generate and collect primary data in the
study corridor, which involves:
 Inventory of road features like drinking water source, water bodies, ccommunity
structures, environmentally sensitive locations areas, congested locations etc. from
physical surveys
 Enumeration of roadside trees by Contractor
 Biological Diversity Data
 Environment Monitoring
 Forest Data from the concerned forest Department.
8.4.4 Location
A. The State- Uttarakhand
Uttarakhand State is located in the northern part of India and is often referred as
“Devbhumi”. It is known for its natural beauty of the Himalayas, the Bhabhar and
the Terai. It borders the Tibet in the north; the Mahakali Zone of the Far-Western
Page 150
Region, Nepal in the east; and the Indian states of Uttar Pradesh in the south
and Himachal Pradesh in the west and north-west as well as Haryana in its south-
western corner. Economically, the stat
statee is the second fastest growing state in India. The
interim capital of state is Dehradun, the largest city in the region, which is a railhead. The
natives of the state are generally called Uttarakhandi or more specifically either Garhwali or
Kumauni by their region of origin. Agriculture is one of the most significant sectors of the
economy of the state.
B. Districts of project road
The project stretch lies in three districts of Uttarakhand State:
a) Pithoragarh District: It is a district in the Kumaon division of the state. Pithoragarh is the
easternmost district of Uttarakhand, neighboring Tibet in the north and Nepal in the
east. Pithoragarh is popularly known as the 'Little Kashmir'. It is n naturally landscaped
with high Himalayan mountains, snow-capped peaks, passes, valleys, valleys alpine, meadows,
forests, waterfalls,, perennial rivers, glaciers, and springs. The flora and fauna of the area
have rich ecological diversity. Pithoragarh town is a historical landmark. It was a major
center of power during the regime of the Chand Kings in Kumaon. The distri district is
administratively divided into six tehsils: Munsiyari, Dharchula,, Didihat, Berinag,
Gangolihat and Pithoragarh.
Project Corridor
Project corridor links Askote to Lipulekh Pass in Uttarakhand State. The length
considered for the study is 40.141km.
8.4.5 Topography, Geology, Seismicity and Soil
Pithoragarh h District: The Pithoragarh is located at a height of 1645 meters above sea level.
The district lies between 29.4° to 30.3° North latitude and 80° to 81° East longitude along the
eastern and southern part of the central Himalayas with Indo Indo-Tibbetan
Tibbetan watershed
watersh divide in
the north and the Kali river. The Pithoragarh district is surrounded by the national
boundaries of Almora, Champawat, Bageshwar and Chamoli districts. The district lies in
seismic zone V.
The soils are natural, dynamic, heterogeneous, non non-renewable
wable resource, which support
plant and animal life. These hills possess very little level land. The soils have developed from
rocks like granite, schist, gneiss, phyllites, shales, slate etc. under cool and moist climate.
Very steep to steep hills and Gla

Glacio-fluvial
fluvial valleys are dominantly occupied with very shallow
to moderately shallow excessively drained, sandy sandy-skeletal to loamy--skeletal, neutral to
slightly acidic with low available water capacity soils. They have been classified as
Lithic/Typic Cryorthents.
ents. These soils are in general under sparse vegetation.
The Lesser Himalayan range is mainly composed of highly compressed and altered rocks like
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granite, phyllites, quartzite etc. and a major part of it is under forest. Intermittent sparse
patchy terraced
ed cultivation is also practiced on fairly steep hill slopes whereas dry and wet
cultivation are prevalent on the uplands and low low-lying
lying valleys respectively. The broader
valley slopes dominantly have deep, well drained, fine
fine-loamy,
loamy, moderately acidic and slightly
sl
stony.
8.4.6 Climatology
The project road passes through district i.e. Pithoragarh. Table below shows the climatic
condition in all three districts.
Climatic Pithoragarh District
Factors
Rainfall The average annual rainfall of the District is 1317.5 mm.
Pithoragarh is relatively warm during summer and cool during winter.
During the coldest months of December and January, the tropical
and temperate mountain ridges and high locations receive snowfall and
have an average temperature of 5.5
5.5–8.0 °C
The entire district exhibits four broad seasons in the year. Winter (mid
Dec. - mid March) 2. Summer (mid
(mid-March - mid June) 3. Season of general
g
rains (South - West monsoon season) 4. Season of retreating monsoon
(mid-September
September to mid
mid-November)
Temperature The average temperature in the district is about 25°C in May and during
the coldest months of December - January, the temperature ranges
between -2to 9 degrees Celsius.
Humidity The relative humidity is high during monsoon season, generally exceeding
67% on the average.
Wind The average wind velocity 5.2 to 12 km/hr.
velocity
8.4.7 Surface Water-Bodies
The drainage of the Pithoragarh District is mainly controlled by Ramaganga, dhauli , Gori,
Sarju and kali. Pithoragarh district is crisscrossed by several important rivers and their
tributaries. Gori, traversing a distance of 104 km before it confluence wiwith Kali at Jauljibi is
the major river. The rivers of Pithoragarh district generally flow with great force in steep and
narrow channels often resulting in excessive erosion and collapse of the banks.
The general flow of rivers originating from glaciers is from north-west

west to south-east.
south The
main rivers of the district are Saryu, Ramganga, Gawri, Kali, Dhauli and Kuti.
8.4.8 Air Quality
Air quality along the project stretch is observed healthy and clean in the study area. No
major dust emitting activities was observed along the project road. Ambient air quality
monitoring for various parameters like PM10, PM2.5, SOx, NOx, CO shall be started at project
site and surrounding area. Central and State Pollution Control Board guidelines shall be
followed for sampling and analysis. The data will be compared with the National Ambient Air
Quality Standard of CPCB as given in Table below.
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Table 88.5: National Ambient Air Quality Standards

S. Pollutants Time Concentration in Ambient AirAi
No. Weighted Industrial, Ecological Methods of Measurement
Average Residential, Sensitive Area
Rural and (notified by
Other areas Central
Government)
(1) (2) (3) (4) (5) (6)
1. Particulate Annual* 60 60 - Gravimetric
Matter (size - TOEM
less than 24 hours** 100 100 - Beta attenuation
10µm) or PM10
µg/m3
2. Particulate Annual* 40 40 - Gravimetric
Matter (size - TOEM
less than 24 hours** 60 60 - Beta attenuation
2.5µm) or
PM2.5 µg/m3
3. Sulphur Annual* 50 20 - Improved West and Gaeke
Dioxide (SO2), - Ultraviolet Fluorescence
µg/m3 24 hours** 80 80
4. Nitrogen Annual* 40 30 - Modified Jacob
Dioxide (NOx), &Hochheiser (Na
(Na-
µg/m3 24 hours** 80 80 Arsenite)
- Chemiluminescence
5. Carbon 8 hours** 02 02 - Non Dispersive Infra-Red
Infra
Monoxide (NDIR)
(CO), µg/m3 1 hour** 04 04
*Source: Central Pollution Control Board
Annual Arithmetic mean of minimum 104 measurements in a year at a particular site taken
twice a week 24 hourly at uniform interval.
**24 hourly or 8 hourly or 1 hourly monitored values, as applicable, shall be compi

compiled with
98% time in a year. 2 % of the time, they may exceed the limits but not on two consecutive
days of monitoring.
8.4.9 Noise Level
The noise level on road side was found low on the stretch except the market area that has
some traffic during day time otherwise the noise level is normal as observed during
consultation. Day and night time ambient noise levels will be determined based on
monitored data. Monitoring location shall be finalized based on the sensitive receptors and
source of noise pollution. The data will be compared with Ambient Noise level standards as
given in Table below:
Table 8.6: Ambient Noise Monitoring Standards
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8: ENVIRONMENTAL
VIRONMENTAL SCREENING
Noise Level (Leq dB (A))*

Area/Class
Day Time Night Time
Industrial 75 70
Commercial/Mixed 65 55
Residential/Rural 55 45
Sensitive 50 40
Note-:
1. Day time shall mean from 6 a.m. to 10 p.m. and Night time shall mean from 10 p.m. to
6 a.m.
2. Silence Zone is an area comprising not less than 100 meters around hospitals,
education institutions, courts, religious places or any other area, which is declared as
such by Competent Authority.
3. Mixed categories of areas may be declared as one of the four above above-mentioned
categories by the Competent Authority.
4. * dB(A) Leq denotes the time weighted average of the level of decibels on scale A
which is related to Human Beings
5. A “decibel” is the unit in which noise is measured
6. “A” in dB (A) Leq, denotes the frequency weighted in the measurement of the noise
corresponds to frequency response characteristics of the huma
human n ear.
7. Leq: It is an energy means of the noise level over a specified period.
8.4.10 Ecological Feature
The project road crosses the protected forest and reserve forest at some portion. The major
species as present along the alignment are Pine ((Pinus Pinus roxburghii),
roxburghii Oak (Quercus
leucotrichophora),
), Rhododendron ((Rhododendron arboretum), Cedar (Cedrus
Cedrus deodara),
deodara etc.
The domestic animals observed in the study area are mainly mammals. The wild animals
observed and reported during interaction are Leopard, Jungle cat, Monk Monkey, Wild boar and
India fox that are generally have their habitat in the forest along road.
8.4.11 Social and Cultural Feature
A. Educational Facilities
Details of education facilities, medical facilities, religious facility and public consultation will
be done during
ng site visit, which will be done in July month.
B. Religious Facilities
There are 8 Temples are located along the corridor. Boundary of most of the religious places
was found beyond the expected widening width.
8.5 STAKEHOLDER CONSULTATION
8.5.1 Process and Methodolog
Methodology
As a part of the project preparation and to ensure that the community support is obtained
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and the project supports the felt needs of the people; stakeholder consul
consultations were
carried out as an integral component. A continuous involvement of the stakeholders and the
affected community was obtained.
Individual interviews, field level observations, transect walk, community consultations &
meetings were used to collec
collectt stakeholders input on the project. Meetings with community
were conducted in both ways i.e. formal as well as informal.
8.6 CONCLUSION
The proposed project road is a part of national highway and being improved under National
Highway Improvement Program. Pro Proposed
posed widening will help in reducing the noise pollution
and air pollution due to free
free-flow
flow traffic condition. The widening of the road shall be two
lanes with paved shoulder NH configuration. Hence, project road will affect the household
property and environment
ronment due to widening of road. Most of the project road lies in Hilly
area and also passes through forest area; therefore, forest clearance will be required. Some
trees are needed to be felled for the widening purpose. Detailed EIA study should cover all
the impacts related to Social and biological environment in detail.
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9: SOCIAL SCREENING
9 SOCIAL SCREENING
9.1 INTRODUCTION
The National Highways & Infrastructure Development Corporation Ltd. (Ministry of Road
Transport & highways) has awarded M/s Voyants Solutions Pvt. Ltd. the “Consultancy
Services for Feasibility study and preparation of Detailed Project Report for 2 lane with
paved shoulders for work of Upgradation for selected road stretches/ corridors to two lane
with paved shoulder NH configuration under BHARATMALA project.
NHIDCL has transferred the stretch from Askot to Lipulekh Pass to BRO through Chief
Engineer, STF Hirak, Border Roads Organization w.r.t. MoRTH Letter no. NH NH-
12037/28/2018/SARDP--NE/Zone-VV dated 12.02.2019 and Chief Engineer STF-Hirak
STF
The project is expected

ed to bring quite a few benefits viz.,
 Result in lower transport costs for freight and passengers of motorised and non
non-
motorised vehicles;
 Improved road transport corridors;
 Road network connectivity;
 Improved management of road sector institutions;
 Enhanced maintenance of priority roads;
 Rural prosperity;
 Reduced risk of highway related diseases; and
 Basic amenities to the villages along the proposed highways.
Project benefits in terms of economic analysis also include
 Savings in vehicle operating ccosts;

 Time savings for passengers and goods in transit; and
 Savings in road maintenance costs
costs.
Although such benefits were not quantified, the project is also expected to help alleviate
development constraints in agriculture, commerce, education, health, social welfare, and
public safety and contribute to general expansion and diversification of devdevelopment
activities.
The project road runs throughhilly area. This is the terrain of Uttarakhand, which has
combination of Sharp bends &inadequate sight distance. The project road has poor
geometry as a whole and required major improvement in the alignme
alignment.
nt. The existing ROW
in the stretch varying between 33-16.1mts,
16.1mts, even at few critical locations, Additional Land
acquisition will be required to make the ROW to 13 meter in built
built-up
up area, 24 meter in open
area and 24 meter in the proposed bypasses and realig
realignment.
9.2 SOCIAL IMPACT ASSESSMENT
Social Impact Assessment of the project is an important component of project preparation.

GOI regulations (The Government of India has recently approved "The Right to Fair
Compensation and Transparency in Land Acquisition, R Rehabilitation
ehabilitation and Resettlement Act
2013 (RFCTLARR) for Project Affected Families, and published in the Gazette of India,
Extraordinary Part-II,
II, Section I, dated September 27, 2013). NHIDCLof Uttarakhand requires
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9: SOCIAL SCREENING
social impact assessment during the design sstage

tage to avoid, reduce or mitigate potential
negative impacts of project and enhance positive impacts, sustainability and development
benefits.
Assessment results are considered with technical and economic feasibility findings in the
final selection of roadss to be rehabilitated and up
up-graded.
graded. The assessments also contribute
to engineering design and result in the preparation of social action plans governing project
implementation and the resettlement and rehabilitation of those who may be displaced by
road improvements.
The project’s social impacts and resettlement component includes assessment of social
impacts of the project and development of appropriate mitigation plans as required. These
plans must comply with appropriate national and local laws and guid guidelines. Social
assessment is carried out in close co
co-ordination
ordination with environmental assessment team and
design team and includes consultation and participation among project stakeholders, local
communities and potentially affected groups. The social impact assessment and
resettlement planning component has following elements:
 Social screening and preliminary impact assessment

 Feasibility studies
 Census and baseline socio
socio-economic
economic survey of the potentially affected population;
 Preparation of a time
time-bound Resettlement Action Plan (RAP);
 Consultations at village and district level; and
 Follow-up
up consultations (to be carried out after finalisation of drawings).
Social screening was undertaken in conjunction with project feasibility studies. It provided
important
nt inputs and guidance to engineering designs. A full census will be undertaken in
20m at settlement corridor, 24 m at open corridor and 60m at proposed bypasses (at new
alignment, re-alignment)
alignment) to register and document the status of the potentially affect
affected
population within the project impact area, their assets, and sources of livelihood.
The baseline data will be collected in 20 m corridor to get information of a wider corridor as
it gives more flexibility for deciding widening options. Census data wil
willl provide the basis for
establishing a cut-off
off date for non
non-title
title holders in order to determine who may be entitled to
relocation assistance or other benefits from the project.
Socio-economic
economic survey will also be carried out so that it will provide a basel
baseline against which
mitigation measures and support will be measured and includes comprehensive examination
of people’s assets, incomes, important cultural or religious networks or sites, and other
sources of support such as common property resources. Analys
Analyseses of survey results will cover
the needs and resources of different groups and individuals, including intra
intra-household and
gender analysis.
Preparation of the Resettlement Action plan (RAP) will be undertaken within the project’s
Social Impact Assessment ccomponent.
omponent. A key prerequisite of the RAP is a policy framework
for resettlement containing categories of impacts and their corresponding entitlements. The
RAP will provide detailed guidance on how to implement provisions in the policy framework,
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9: SOCIAL SCREENING
including institutional
nstitutional arrangements and budgets based on enumeration of project
project-affected
people with entitlements under the framework. The RAP is also an important component of
the project’s overall Environmental Management Action Plan developed in the
environmental assessment.
9.3 HUMAN SETTLEMENT
The project road passes through hilly areas and rolling terrains, a number of dwelling
settlements and markets, Religious/ tourism circuits and having mostly agricultural fertile
land. The major Rabi andkhariffcropsare wheat, rice, pear & walnut.
Detail of main townships and Villages in the project stretch is outlined below in Table:
Table: 9::1: Major Settlements along the Project Road

S. No. District Tehsil Village Name
1 Pithoragarh Dharchula Tawaghat
2 Pithoragarh Dharchula Pangla
9.4 LAND ACQUISITION & IMPACT ON ASSETS
9.4.1 Land Acquisition Estimate
The up gradation and widening of this section of Askote

Askote-Ghatiabagarh
Ghatiabagarh is expected to have
both positive and negative impacts on the environment and on the people of the project
area. Despite all the efforts taken for modifying the design of the project road
roads, a section of
the communities along the corridor are going to be negatively impacted, mainly due to
clearing of encroachment and squatters from the public ROW, Land Acquisition for widening
and demolishion/ shifting of some public utilities. Negative imp
impacts
acts may also include loss of
economic opportunities/livelihood, sources of earning, etc. Moreover, a significant number
of community/cultural properties may also experience negative impact.
After adopting a Proposed ROW is 18.0 m and in realignment section is 24m. the total land
area required to be acquired is 30.46 hectares. The bifurcation of land required is as detailed
below:
Reserve Forest Land – - Ni;
Revenue Land - 2.85 hectares
Forest Land – 30.46 hectares
Total land – 33.31 hectares.
The land acquisition will affect the following category of loss. The details of land acquisition
and quantum of loss under each category will be given in DPR stage.
 Loss of Residential Property.

 Loss of Commercial Properties.
 Families losing
sing Residential cum Commercial Structures.
Loss of Agricultural Land and other Properties.
No genuine data/report is available with reference to the available ROW for the project
road. However, as per visual investigation with sample measurements at site the existing
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9: SOCIAL SCREENING
ROW is varying from 4.6m. to 16.1m. At few critical locations it was found to come down at
4.6m total.. Moreover, the existing ROW is not free of encumbrances. The limit of
displacement will be limited not to the legal right of way but to the corridor of impact. The
corridor of impact is the corridor required for the actual construction of the road, including
carriageway, shoulders, embankments and longitudinal drainage. Within this corridor there
should be no structures or hindrances.
9.4.2 Impact on
n Settlement and Community Resources
In some of the areas in the project the road traverses through densely populated
settlements. On the basis of preliminary survey approximately 35 structures are estimated
to be affected due to widening and improvement o off proposed project road. Actual figure will
be brought out after Census and Property Inventary survey. Some of the infrastructures built
to facilitate the basic needs of the communities in these areas are affected by the project.
9.5 PROJECT AFFECTED FAMILIE

FAMILIES
There are broadly three types of project

project-affected
affected persons. They are as follows:
follows
 People who are losing land - as per R&R definition they are called titleholder;
 People who are losing land and house both

both- as per R&R definition they are also called
titleholder; and
People who are losing structures but the structures have been erected in some one else’s
land. The landowner may be government or private people. This category of people is called
non-titleholder.
titleholder. The kiosks or tenant affected by the project (may be due to business
disruption, livelihood problem etc.) are also considered in this category.
9.6 PUBLIC CONSULTATION
The consultation with the identified project affected people and the local stake holders will
be done. Their views and the suggestions are beibeing
ng considered for finalising the alignment.
The basic objectives of public consultation at project planning stage are as follows
follows:
 To familiarise the local people regarding the development of the road; and to
provide to the design team the micro social issu
issues
es concerning corridor management
(road safety, local traffic movement, intersection improvement, provision of via duct,
provision of underpass, provision of junction improvement, provision of service road,
provision of parking place) etc.
 To understand views of the people affected w.r.t to the impacts of the road.
 To identify and assess all major economic and sociological characteristics of the
village to enable effective planning and implementation and,
 To resolve the issues relating to effect on comm

community property.
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9: SOCIAL SCREENING
9.6.1 Issues Highlighted during Consultation
There has been active participation by the communities residing along the project corridor in
the consultation process and decision making. Major issues, concerns and findings observed
during the consultation process by the participants are as below
below:
 Resettlement & Rehabilitation of PAPs, their compensation options,

 Land acquisition,
 Environmental degradation,
 Traffic congestion,
 Higher noise level,
 Road Safety,
 Adequate compensation,
 Widening options,
ons, and
 Proposal of bypass as demanded by local people.
Major findings related to key issues such as: general perception about the project,
suggestions to mitigate hardships resulting from dislocation and loss of livelihood are
presented below.
 People were convinced about the importance of two

two-lane
lane of the project road in their
region since it will reduce the incidence of accidents and enhance economic
opportunities.
 People consented to cooperate if adequate compensation is given.
 Most people preferred tto

o resettle near their previous place of business and
residence.
 Cultivators prefer cash compensation at market rate.
 Requests for facilities and amenities like underpasses, bypasses, bus stands and safer
accessibility at points of congestion and intersect
intersections.
 On site relocation for small business enterprise (SBE) within the ROW at the edges of
the carriageway were suggested. SBEs are not interested to relocate at far far-off
locations. They perceive low business growth at such locations.
 Generally, people were not opposed to their relocation.

9.7 SOCIAL IMPACT AND MITIGATION MEASURES - INPUT TO TECHNICAL DESIGN
In India ribbon development/Congestion along the National/State Highways is an

uncontrolled Phenomenon and the particular project road is not an excepti
exception. This accounts
for the most critical areas for the social assessment. The shops, hotels, restaurants, dhabas,
motel and other commercial and residential establishments have direct access to the
highway. At many places the existing ROW is either encroach
encroached
ed by the residential and
commercial structures or occupied by the squatter. There are also areas where education,
health and religious institutions are constructed within the ROW on both sides of the road.
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9: SOCIAL SCREENING
The social impact assessment data is being collec

collected
ted through social impact assessment
survey.
9.8 CENSUS AND SOCIO ECONOMIC SURVEY
With the 2 Lane of the existing commercial units along the road may not function in a
manner as they are functioning at present, because of heavy and fast moving traffic on the
road
oad after its up gradation. Moreover, the commercial centres are located within the
existing ROW. In certain places there will be land acquisition impacting on the residential
area and agricultural land. This situation will produce considerable no. of proj
project affected
people. The resident will not enjoy uncontrolled access to various social facilities situated on
both sides of the road. Therefore, adequate provision shall have to be made in the proposed
project road design for at appropriate places to reduc
reducee the negative effects of the project.
According to the Policy Framework involuntary resettlement is an integral part of the Project
design from the earliest stage of the project preparation.
9.9 POLICY FRAME WORK AND ENTITLEMENT MATRIX
The resettlement and re rehabilitation

habilitation principles adopted for this project; will provide
compensation, resettlement and Rehabilitation assistance as per RFCTLARR 2013, ADB
Safeguard Policy Statement
Statement-2009
2009 and World Bannk Group’s Policy for Involuntary
displacementto all project affe affected
cted persons (loss of land, residences, business
establishments and other such immovable properties), including the informal dwellers/
squatters in the corridor of impact (COI) which is 18m in settlement area, 24m in open area
on the existing alignment and 24 m. on realignment & bypasses. These will be submitted in
Draft Resettlement Action Plan.
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10 ROAD
10: SAFETY AUDIT
10 ROAD SAFETY AUDIT
10.1 INTRODUCTION
Road safety is now recognized as a major socioeconomic concern in India. Increasing traffic
volumes, the rapid growth in two and tthree hree wheeled traffic, higher speeds due to
construction improvement / rehabilitation of roads has increased safety problem. A Road
Safety Audit (RSA) is the safety performance examination of a road section through
experienced road safety expert. It qualita
qualitatively
tively estimates and reports on potential road
safety issues and identifies opportunities for improvements in safety for all road users. The
road safety audit investigates general safety conditions, focuses on specific concerns or
users. This also includes pedestrian safety as well as safety of bus and train users.
10.2 STAGES OF ROAD SAFETY AUDIT (RSA)
As per the scope of works RSA needs to be performed in the following stages:
 During Feasibility Study Stage (planning stage)

 On completion of Preliminary Design Stage
 On completion of Detailed Design Stage
This chapter is related to safety audit report at feasibility study stage (planning stage). The
audit team reviewed proposed design from road safety perspective and checked the
following aspects.
RSA related
elated to construction stage and monitoring existing road stage is not discussed here.
10.3 ASPECTS REVIEWED
Broadly following items have been checked or reviewed during the feasibility study stage
based on site data, existing road and proposed designs.
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 Safety
ty and operational implications of proposed alignment and junction strategy
with particular references to expected road users and vehicle types likely to use the
road.
 Width options considered for various sections.
 Departures from standards, if any and acc
accordingly
ordingly actions taken.
 Provisions of pedestrians, cyclists and intermediate transport.
 Safety implications of the schemes beyond its physical limits, i.e., how the scheme
fits into its environs and road hierarchy.
Road Safety Audit is a formal procedure that uses extensive safety engineering knowledge to
identify safety deficiencies in road sections. A broad experience in road, traffic and safety
engineering needs to be acquired to ensure that a Road Safety Auditor has the knowledge
and ability to refer back
ack to the basic principles in road safety, and propose appropriate
mitigation measures. Following points are generally adequately clarified during a road safety
audit.
 Confusion or ambiguity due to design layout for road users that could lead to potential
road traffic accidents
 Insufficient information for road users
 Improper visibility, or an obstruction to road view s of road users
 Hazards in layout create or obstacles to road users that could contribute to an increased
risk of injuries
In the above cases safety of the scheme may be compromised and remedial measures may
be required to remove this potential or actual deficiency. Road users need to perceive and
process vast amounts of sensory and visual information to negotiate a road layout. On the
other
er hand, role of designer is to provide a safe road environment that should:
 Provide adequate information for road users of the layout and conditions ahead;
 Provide adequate warning of hazards or unusual layouts ahead;
 Provide positive control of road use
users
rs passage through conflict points or unusual
sections;
 Provide a road performance that can nullify road users errors or inappropriate behavior.
Desirable minimum Design Standards should be used wherever possible and advance
information and warning should be used to inform road users of the layout ahead. However,
driver overload must be avoided as it may cause road users to focus too much on the
unimportant data and shed vital information. Conflicting information, an overabundance of
road signs or a lack o off delineation can cause overload. Therefore, a “safer” road
environment can be defined as a layout that:
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 provides clear, concise and phased release of road user information;

 provides a consistent standard of road design and traffic control;
 Provides adequate
ate warning of hazards.
It is important that a road improvement caters for all road users. Often the needs of the
motorist are incorporated within a scheme whilst the needs of the vulnerable user are
ignored. The vulnerable road users that need to be cons
considered
idered are: pedestrians – the old,
young and those with mobility or sight impairment; cyclists – children, commuters and
leisure users; and motorcyclists.
Each vulnerable road user has different needs from the road network. In the habitation
environment thehe pedestrian is likely to be the principal user and designs must incorporate
safe crossing locations, adequate visibility to and from the crossings and appropriate
lighting. In addition to the needs of vulnerable road users, particular attention should be
paid to the needs of trucks, buses or other specialist vehicles.
Safe road design varies from the urban to the rural road network; and a number of external
factors can create a situation in which a safe road in one location becomes unsafe due to
external factors. These factors can include traffic volumes, population density, noise, or road
user familiarity. The function of a road should be clear to all road users, and a well
well-planned
and defined road hierarchy can assist in providing a safe road network. TThe design speed can
also be an important factor in influencing the safety of a road and should be appropriate to
the location, local road users and level of private access control.
One important aspect to the safety of junctions is that layout as well as control method need
to be simple and clear, with defined priorities for all road users. The assumption that
‘straight on’ traffic has priority is widely accepted and it needs to be remembered that
alterations to this, despite reinforcement with signs and llines
ines can still be confusing if visual
clues such as fences, kerbing or lighting remain unchanged. It is important to attempt to
make any minor approach perpendicular to the main road. YY-junctions junctions with acute angles
should be avoided. These angled junctions pose problem for road users, including restriction
of forward and side visibility. Similarly, it is advisable to avoid intersections on the inside of
bends as foliage often encroaches into sight lines after several years. Roundabouts used as a
form of junction
tion control have their own rules and design requirements. One of the primary
requirements in good roundabout design is that the radius is tighter on the entry than the
exit. This ensures a slow entry and lower circulating speed. Visibility is a key requir
requirement for
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10: SAFETY AUDIT
all junction types, all road users need to see and be seen by others. Care should be taken
with fixing street furniture and vegetation within visibility splays. Vulnerable road users
often experience difficulties during crossing at junctions. It is important that their needs are
provided for and that safe crossing places are implemented where required.
The relationship between cross

cross-sectional
sectional elements (carriageway, shoulders, etc.) and safety
is affected by the type and volume of traffic, and als
also
o by the surrounding environment. Lane
widths can be critical in affecting safety, where they are too narrow vehicles may collide on
horizontal curves, and there may also be inadequate space for two wheeled vehicles. Where
lane widths are too wide the aligalignment
nment may encourage excess speed. On high speed links
there is a safety benefit to be gained by the provision of a hard shoulder and central reserve
gaps should be of adequate width, depending on the size of vehicles turning. Vehicles
parked on the carriageway
eway affect the road environment, layout and consequently safety.
Safety problems experienced with parked vehicles are:
 Parked vehicles causing physical obstructions which are sideswiped or run into;
 Parked vehicles causing sudden braking or nose
nose-to-tail shunts;
 Parked vehicles which deflect oncoming vehicles into adjacent vehicle paths;
 Parked vehicles blocking visibility for any road user;
 Parked vehicles between which pedestrians emerge.
To reduce the risk of parked vehicles contributing to an accident it is important that designs
should minimize parking in main traffic lanes. Trees and foliage can greatly enhance the
environmental impact of the street scene. However, left un un-maintained,
maintained, they can also
restrict visibility considerably. In addition to thi
this,
s, saplings grow into large trees, which can
provide an unforgiving road hazard in the event of a road traffic accident.
With the above discussions and study / analysis of the project road sections safety issues
have been conceived, which are presented in the following table.
Observation w.r.t. Safety

Content Items Remarks
Existing Situation Proposed Situation
Departure The existing The proposed alignment The design speed to be

A1. General from geometry of the road has been designed based reduced based on
Standards is not adequate with on IRC: SP 73-2018. restricted site
presence of sharp conditions and non-
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curves and steeper availability of adequate

gradient land
Realignment has proposed
at several sharp curve
locations to improve
horizontal geometry.
The Proposed carriageway

width of the project road
is 7.0m (2lane
The existing carriage
carriage-
configuration) with 1.5m
way width of most of
paved shoulder on both
the project road is Extra widening has
Cross sides having a total
intermediate been provided on the
sectional roadway width of 12m as
configuration with curves having radius
Variation per IRC: SP 73-2018.
inadequate shoulder less or equal to 300m
on both side in open
area.
In built up location
footpath cum RCC drain of
1.0m is given.
Efficient drainage system

is provided along the
project road including
structure and outfall
facility.
For quick disposal of

Existing drainage precipitations, carriageway
condition is poor with and shoulder have the Detail design of drains
improper camber and requisite camber and will be carried out
Drainage longitudinal gradient longitudinal gradient. preliminary project
of carriageway and
report stage
shoulder and absence
of roadside drain. The water from road and
adjacent areas to be
intercepted and carried
through roadside drains to
natural outfall.
Mostly in rural areas

unlined trapezoidal drain
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shall be provided, whereas

in built up stretches RCC
drain is proposed both
side of Project road.
Climate is moderate type. The annual normal

rainfall of the district is 1296 mm.
July is the wettest month of the year. The climate in

sub-humid.
humid. The northern part of the district
experiences sub
sub-zero temperature almost
throughout the year whereas the central and
southern parts ar
are comparatively warm and humid.
Severe winter is the chief climatic feature in the
district. In 8 general, the district experiences a
tropical to sub
sub-tropical and sub-humid climate
HFL and Pond water
except for the northern part where a cold
Climatic level has been
temperate climate prevails.
Conditions considered to fix road
The m mean daily maximum temperature in the top level
district is about 25°C in June and the mean daily
minimum temperature is about 1.5°C in December/
January.
The relative humidity in the project district is

observed to be highest during the peak monsoon
period (i.e. Jun
June to September) is 80%. The driest
part of the year is the pre
pre-monsoon period, when
the humidity is as low as 30% in the afternoons.
Geologically the area Trees and vegetations

belong to the Lesser Proper Road side on the site should be
Himalayas and lies in Plantation is being properly trimmed and
a tectonic fore deep. provided removed if required so
The Lesser Himalayas that these should not
are comprised of interfere with the
Landscaping fanglomerates Shrubs on island are also overhead services,
followed by bedded considered clear view of signs and
quartzites, slates, efficiency of roadway
amphibolite and low
low- lighting.
grade schists. The Turfan is being provided
rock types are on embankment slope.
ranging from green A regular program of
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schist to lower pruning of the

amphibolite facies. offending trees shall
The m main rock types be under-taken as a
are schists, part of the
amphibolite and maintenance
quartzites. The operation.
district lies in seismic
zone V
Trees shall be selected
based on the soil,
temperature, rainfall,
water level and should
be deep rooted to
avoid any damage to
the pavement crust.
Existing utilities like

Shifting of existing utilities
Electric poles,
due to widening of road
Transformer, OFC,
High Tension Line, It will be safe during
Utilities
Telephone Pole, maintenance
Utilities to be relocated at
Water Tap Tube well
proposed utility corridor
etc. are found along
within the proposed ROW
the existing road
No truck lay
lay-byes
have been observed
Lay-byes Nil
along the existing
road.
Footpaths are provided

No footpaths are In built-up areas and major
for smooth and safe
Footpaths observed along the intersections footpaths are
movement of
existing road provided.
pedestrian
Pedestrian crossings are

Installation of proper
provided at major
traffic sign/ signal near
intersections and other
Pedestrian crossings pedestrian crossings is
Pedestrian locations like schools,
are observed along mandatory. Pedestrian
Crossings religious structure etc.
the existing road. guard rails are also
where substantial conflicts
required to guide
exist between Vehicular
people
and Pedestrian movement.
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Existing situation Private access needs

Private access should be
shows maximum be minimized to
minimized directly from
access to the private maintain the design
Access the proposed carriageway
property
property. As such speed of the corridor
by providing footpath at
there is no access as well safe passage to
built up locations
control traffic and persons
It is proposed to provide
No emergency
Emergency vehicles at two
Emergency vehicle have been No toll plaza has been
Toll Plaza Locations to
vehicles found along the proposed
operate within a certain
existing corridor
time frame.
Existing traffic survey

shows that 2 wheeler
After improvement of road
and
surface from single Traffic report shows
Car/Jeep/Taxi/Van
Public /intermediate lane to increase in public
are act major public
Transport 2lane public transport like transport along the
transport as less
bus and minibus will be project road
number of bus and
increased
minibus are plying on
the existing track
Proposed road is of 2lane Traffic projection

Existing ROW is less
Future configuration and ROW shows that there is no
for future widening
Widening has been proposed need of future
w.r.t four lanes
accordingly. widening till 2033.
Proposed hard shoulder

Existing shoulders are on both sides of the
generally damaged carriageway can be used
throughout the road for the movement of slow
moving vehicle during
emergency as well as
Footpaths are not parking for stalled vehicle.
Adjacent
found in the built up
Development
stretches
Footpaths cum RCC drains
have been proposed in
Insufficient traffic built up areas for safe
signs observed along movement of pedestrians.
the corridor.
Installation of traffic sign
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(for example- horn

prohibited in front of
school, hospital, religious
structure etc.) is being
proposed.
Improvement of roads will

help in development of
new industry along project
road
For proposed 2lane roads

Intermediate Sight In stretches where
intermediate sight
Visibility is not proper distance is being taken
distance is not
in many places as the throughout.
available the profile
existing profile of the The attempt has been
shall be designed with
Visibility road not does not made to design the
safe stopping sight
follow required sight vertical profile considering
distance and
distances (horizontal overtaking sight distance.
overtaking prohibited
A2. Local as well as vertical) How-ever, site constraints traffic shall be installed
Alignment have been considered in the location.
also.
Existing site shows

not much safety Retaining wall, Breast wall,
Maintenance during
measures on the hill Boulder nets, parapets,
Safety Aids on operation is very much
side however local railings have be
Steep Hills important in these
authority provide considered as protective
sections.
protection work structures for traffic
where needed
Provide pedestrian
Existing junctions are 0 Major Junctions and 3 guard rail on Footpath,
not properly minor junctions to be median for the safety
Minimize developed with developed with proper of pedestrians
A3.
potential insufficient turning turning radius, signage and
Junctions
conflicts radius and absence of markings to minimize
road signage as well potential conflict between Pedestrian crossings
as markings pedestrians and vehicles shall be provided in
proper places in the
junctions with signage
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and markings
Layout of the proposed

These are designed as
junctions are to be made
Layout of the per respective IRC
with proper turning radius,
Layout junctions are not guidelines and land
acceleration/deceleration
proper acquisition to be kept
lane, island and median
absolute minimum
etc.
To improve the visibility of

the proposed junctions
vertical profile of the road
shall be designed with
Visibility of the Traffic Sign at junctions
overtaking sight distance.
Visibility existing junctions are should informative
If it is not found it should
not proper enough
be taken care that at least
intermediate sight
distance should be
available throughout
Existing Scenario
Pedestrians shows Pedestrians,
Cyclists and non non-
motorized vehicles
are plying on the In built up stretches 1.0m
A4. Non- existing road du
due to wide footpath has been
Motorized damage road proposed for less conflict
Cyclists
road users shoulder and absence between fast moving
provisions of footpath in built
built- vehicle and pedestrians,
up areas and causing cyclists etc.
conflicts with fast
Non-
moving vehicles
motorized
which decrease the
vehicles
design speed
Insufficient Lighting Lighting shall be provided

Lighting shall be found in built on major junctions and
up areas built up locations
A5. Signs Insufficient signs
and Lighting Traffic Signs and Road
found on existing
Signs/ Markings are provided on
road
Markings the proposed road for safe
Markings are not guidance of traffic
found in the existing
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10: SAFETY AUDIT

road
Build-ability Guidelines for safety during construction need to

A6. be followed as per IRC SP 55.
Constructio Operational
n and Traffic control devices have to be provided as per
Operation Network requirements. Few of these are: barricading, signs
Management and delineators.
10.4 RECOMMENDED SAFETY MEASURES
Following Road safety measures has been recommended with reference to the Road safety
RW/NH-35072/04/2004-S&R (R)) issues by MORTH dated 27th April,
circular (Circular No. RW/NH
2010.
1.) “Metal Beam Crash barrier for High embankment” - The Metal beam crash barrier
barrie is
proposed at all locations where embankment height is more than 3 m.
2.) “Pedestrian Safety” – Provision of Footpath has been made considering the pedestrian
safety at built-up
up locations.
3.) “Signage’s” – All signs shall be Retro reflective type only.
a.) All curves with R < 750 m to be delineated on outer side of the curve from both
the directions.
b.) All embankment with height 3 m or more shall have W – beam metal crash
barriers with delineating reflectors fitted on them
c.) 17022 nos. of Red reflectors to be pr provided
ovided and 22581 nos. of Road stud to be
proposed at center line.
d.) One way reflective road studs shall be provided on edge lines and lane lines on
the approach to an intersection or a high level bridge/ culvert/ ROB etc. with
high embankment. Also such studstudss shall be provided along the sharp curves.
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11: COST ESTIMATE
11 COST ESTIMATE
11.1 General
Cost estimate has been prepared for the total project considering the various items of works
associated with identified improvement proposals using unit rates prevailing currently in
order to assess the updated cost structures in general.
11.2 Methodology
11.2.1 Estimation of Quantities
Quantities of different items of work have been calculated on the basis of typical existing
cross-sections
sections as developed from the information obtained through
inventory/topographical
ventory/topographical survey and typical proposed cross
cross-sections.
sections. Quantities for other
work items have also been computed based on proposed improvement, road alignment
and widening proposals as recommended. The major items of work considered are:
 Site Clearance and Dismantling

 Earthwork Excavation (Overburden, Weather rock, Hard rock) and Filling
 Granular Sub Base and Base Courses
 Metal Beam Crash Barrier
 Minor Bridge and Culvert
 Protection Work (R/wall, B/wall, Gabion Wall)
 Flexible Pavement
 Drainage Works
 Traffic Signs, Marking and Appurtenances
 Miscellaneous
The Improvement proposals considered for the corridor are detailed below:
 Road Excavation and Pavement Works are considered for the realignment locations.
 Quantity of Bituminous works are consid
considered
ered for the entire stretch.
 Drainage is considered for the realignment section.
 All the Bridges and Cross Drainage Structures are newly constructed and hence not
considered for costing.
 Landslide protection measures considered for the entire stretch.
 Breast
st Wall/ Retaining Wall have been considered for the realignment stretch and
also on the stretches where protection works are damaged along the project
corridor.
 Road Appurtenances including Safety Barriers have been considered for the entire
stretch.
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11: COST ESTIMATE
11.2.2 Unitt Rates of Civil Works
Unit rates are derived using MoRTH standard data book by providing the necessary cost
inputs related to labour, material and equipment from “Common Schedule of Rates as
per Pithoragarh District of Uttarakhand. Unit rates for other iitems
tems of work were finalized
after considering the current market rates or from information or other major projects of
similar standards..
11.2.3 Civil Cost and TPC
Considering various items of works associated with identified improvements and current
unit rates, cost estimate has been prepared. The total cost of civil work including cost of
utility shifting is Rs 274.96 Cr
Cr. This cost is excluding GST.
Page 174
12 ECONOMIC
12: ANALYSIS
12 ECONOMIC ANALYSIS
12.1 INTRODUCTION
 The economic analysis covers the following aspects:


(i) Assess the capacity of existing roads and the effects of capacity constraints on
vehicle operation costs (VOC).
(ii) Calculate VOCs for the existing road situation and those for the project.
(iii) Quantify all economic benefits, including those from reduced congestion, travel
distance,
istance, road maintenance cost savings and reduced incidences of road accidents.
(iv) Estimate the economic internal rate of return (EIRR) for the project over 30 year
period.
(v) Saving in time value.

 The economic evaluation has been carried out within the broad framework of social
cost benefit. The economic analysis has been taken into account all onon-going
going and future road and
transport infrastructure projects and future development plans in the project area.

 The objective is to determine the economic viability of the project as well as sections
with respect to proposed improvement schemes that leads to minimizing total transport costs and
maximizing benefits to the road users. The indicators for econo
economic
mic viability analysis are Economic
Internal Rate of Return (EIRR), Net Present Value (NPV) and NPV/Cost Ratio.

 The costs considered comprise agency costs and costs to road users as follows.

 Road Agency costs:

 - Construction Cost
 - Maintenance Cost

 Costs of Toll Plazas have been excluded from road agency costs.

 Road Users Costs:

 - Vehicle Operating Cost
 - Travel Time Costs
 - Congestion Costs
 - Accident Costs.
 The benefits accruing to society from the proposed improvement are as follows:

 Road User Benefits:

 - Vehicle Operating Cost Savings
 - Value of Travel Time Savings
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12 ECONOMIC
12: ANALYSIS
 - Value of Savings in Accident Costs

 - Savings in Maintenance Costs

 Social Benefits:

 - Improvements in administration, Law and order
 - Improvements in health and education
 - Improvements in agriculture, Industry, trade and mining
 - Improvements in environmental standards
 - Appreciation in value of Land adjacent to roads.

 At the present state of knowledge in the country, it is possible to monetarily
quantify onlyy the direct road user benefits. This report, therefore, restricts itself to only the direct
road user benefits.
 Road users experience different costs in the “With Project” and “Without Project
(Base Option)” conditions. The benefits to road users are con constituted
stituted by the savings in costs.
Increasing traffic volumes as a result of the project implies more vehicle kilometres and hence more
vehicles operating costs and, possibly showing more saving in with project conditions viz. benefits as
a result of the project.

 Based on traffic, Road network and Socio
Socio-economic
economic characteristics of the project
road, improvement option (with project) have been considered by the consultants with proposed
up-gradation
gradation / improvement Option (4 (4-Lane) of the project road. The Economic analysis is carried
out for the following improvement options

 “Without project/ Do minimum” - Routine maintenance of the existing road (Base option)
 “With Project”- Two laning of Project Road as per warrant.
 The total transport costs for both th

thee Options have been worked out on yearly basis
for the entire analysis period of 30 Years. All costs and benefits considered in the study have been
valued in monetary terms and expressed in economic prices for avoiding distortion in the input
prices of labor,
or, materials, equipment and foreign exchange due to market imperfections. The ratio of
Economic and Financial costs is taken as 0.85.

 Economic analysis is carried out with help of HDM
HDM-44 (version 1.1) developed by the
World Bank. This is the updated vers
version of HDM-III
III which incorporates up to date State of Art and
the research findings in road user and road deterioration related studies carried out in a number of
developed and developing countries including India over the last few decades. The HDM HDM-4 Road
User Effects (RUE) sub-model
model uses mechanistic principles for the modeling of fuel and tyre
consumption. The mechanistic forces are comprised of the aerodynamic, gradient, rolling and
inverted resistance. It calculates vehicle speeds and operating costs tak taking
ing into account of road
roughness and geometry, together with the characteristics of representative vehicles and also the
traffic flow. Although the latest version of HDM III (HDM Manager, 1995) includes congestion
analysis, the HDM IV model more accurate accurately
ly represents the prediction of vehicle operating
components under congested conditions. The HDM HDM-4 4 also makes use of the CRRI deterioration
models for Indian asphalt mixes such as semi dense carpet and premix carpet and gives accurate
predictions of roughness
ess for various road maintenance work components.
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12 ECONOMIC
12: ANALYSIS

 This model provides for calibration of crucial input parameters to suit the local
condition and analysis of a number of alternatives and sections at relatively greater speed than is
possible with HDM III. The Road user cost streams generated by HDM
HDM-4 4 are extracted and Economic
Internal Rate of Return (EIRR), Net Present Value (NPV) and sensitivity analysis have been carried
out.

12.2 MEASURES OF PROJECT ANALYSIS
 In order to quantify the economic viability of a project or projects three measures

can be used. All of these use a discounting approach. These are:

 Net Present Value (NPR)
 Benefit Cost Ratio (BCR)
 Internal Rate of Return (IRR)

(1) Net Present Value (NPV)
n n
Bi Ci
∑ i
−∑ i
i=1 
1 +r  i=1
1 
1 +r 
NPV = Discounted Benefit – Discounted Cost
Where BI = Benefit in the ith year
CI = Cost of the ith year
(2) Benefit Cost Ratio (BCR)
Pr esent Value of benefts

BCR=
Pr esent value of cos ts
n n
Bi Ci
∑ i ∑
÷ i
i=1 
1 +r  i=1 
1 +r 
(3) Internal Rate of Return (IRR)
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12 ECONOMIC
12: ANALYSIS
n
Bi − C i
or, ∑ i
= 0
i=1 
1 +r 
The IRR is that discount rate r which makes NPV = 0
 IRR represents
epresents average earning power of the money used in the project over the
project life.

12.3 DECISION CRITERIA
 The formal decision criterion is to accept all projects with a BCR of one or greater
than one, NPV greater than Zero or IRR greater than opportunity cost of capital, since primary
tangible returns are greater than primary tangible costs. If funds are limited, the magnitude of IRR or
BCR can be used in ranking the order of priority of undertaking projects whose ratios are more than
one. This assumes, off course, that the indirect tangible and intangible benefits and costs are of
minor importance or are approximately the same for the various projects under consideration.
Sometimes, however, the indirect tangible and intangible benefits may dictate over di direct tangible
benefits and so the projects with even less than one BCR may be selected for the overall intangible
benefits of the society. In practice, there is really no single yardstick to measure the economic and
financial viability of the project.

12.4 PRICE
CE ELASTICITY OF DEMAND AND TRAFFIC FORECASTING
 An important benefit of a capacity expansion project is the reduction in travel times

for highway users. Travel time is a major component in overall price or cost to the user, which
includes time as well as out-of-pocket
pocket costs. As with most goods and services, a lower price can be
expected to lead to more quantity demanded - in this case, some additional travel.

 Price elasticity of demand is an economic concept used to summarize how much
more or less of something
thing people will consume if its price changes. From the standpoint of
estimating future traffic levels, elasticity represents how a change in the cost of driving, due to a
reduction in travel time or implementation of a toll, may affect the volume of trav
travel that will take
place. These changes in volume result from some drivers' decisions to make more or fewer trips than
they otherwise would have made.

 Elasticity is stated in percentage change terms, e.g., an ““X” percent reduction in
travel time leads to a “Y” percent increase in travel Km or trips. An elasticity of zero implies that
travel is unresponsive to a time change, no matter how large, while an infinite elasticity implies that
even a one-second decrease in n travel time will cause all capacity to be completely absorbed. While
price elasticity is a generally accepted tool in economics, there are differing opinions about how to
apply it in a transportation context. The transportation economics literature revea
reveals a wide range of
measured elasticity values, reflecting different study methods, data, time periods, and locations. No
studies, however, suggest that travel demand elasticity is either zero or infinite. When measured on
a given facility, observed elastic
elasticity
ity includes the effects of both diverted trips, which represent
existing traffic that has simply shifted from other routes or time periods, and new travel taken as a
Page 178
12 ECONOMIC
12: ANALYSIS
consequence of the lower user cost. Additional research is needed to narrow the range of elasticity
values that are applicable to a given set of circumstances - whether facility, corridor, or region - and
to develop methods for better incorporating demand elasticity into traffic forecasting.
12.5 ROAD USER COSTS (RUC) COMPONENTS


 RUC consists of following three components:

 Vehicle operating costs (VOC), that is, the physical costs of operating a vehicle such as
fuel, spare parts, depreciation, crew costs, etc;
 Travel time costs (TTC), that is, the value of time spent in travelling that could be u
used in
other activities;
 Accident costs (ACC), that is, the physical costs of an accident and the value of injuries
and fatalities.

 The financial price is the retail market price to the consumer of the product. The
economic price reflects the true value ((that
that is, the real worth) as well as the scarcity premium of the
resource to the economy. In the economic jargon, this is termed as a “shadow” or “accounting” price
of the resource in the economy. The shadow price of unskilled labor, for instance, may well be lower
than the wage to reflect its abundant supply, while that of a skilled professional may be higher than
the salary given to him, if his opportunity cost is considered. The economic price of a factor or a
product also excludes all tax elements as the
theyy reflect mostly a transfer of resources from one sector
of the economy to another. On the other hand, subsidy elements, if any, are included with the
economic price. Furthermore, market distortion or imperfection and government regulations or
interventionss are also taken into consideration while shadow
shadow-pricing
pricing a factor or a product. In case of
imported inputs, economic costs were based on the border prices plus port handling, transportation,
assembling and retail cost (profit margin) duly shadow priced. Lo Local
cal inputs of labor and materials
were shadow priced using the Standard Conversion Factor of 0.85.

12.6 INPUTS TO THE HDM-44 MODEL
(A) Project Road Inputs


 Based on the existing traffic and pavement conditions, the project road has 1 (one)
homogeneous Section. Details are given in Table 12.1.
Table 12.1: Project Length Details

Length
Section Description Remarks
(km)
Tawaghat to Kali
1 58.063
Mandir

(B) General Inputs

 Analysis period - 30 years
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12 ECONOMIC
12: ANALYSIS
 Discount rate - 12 %
 Construction Period - 2 Years
 Construction Beginning Year - 2022
 Opening year to Traffic - 2025
 Standard Conversion factor - 0.85
 Salvage value - 15 %
st
Construction Phasing - 60% 1 Year
40% 2nd Year
(C) Pavement Characteristics
 Road and pavement characteristics obtained fr from

om the Road Inventory Survey have
been used as Model input. These include road length, carriageway width, width of paved shoulders,
existing pavement composition, sub
sub-grade
grade CBR, roughness of the existing road (IRI), structural
number, BBD and cracking area..

(D) Traffic Composition and Growth Rates
The classified Traffic Volume data (ADT) has been converted in to AADT, by applying the seasonal
factor as applicable to the area. The traffic data is given below in Table 12.2.
The number of Motorized and Non

Non-motorized
motorized vehicles for the stretch are 190 and Nil.
Table 12.2: Traffic Composition (%) in AADT

4-Axle and
Jeep/Van/
Taxi/ Tata
Chainage
Vehicles
Minibus
Std. Bus
Magic/
Above
2-Axle
3-Axle
6 Axle
7 Axle
Sl No.
Total
(No.)
LMV
LMV
Car/
LCV
1 Km 90+400 527 - 3 31 172 11 - - - 744
(E) Road Side Friction
Roadside friction has to be computed for each project road considering the following:
 The road width
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12 ECONOMIC
12: ANALYSIS
 Total traffic Volume and its Composition (Slow, Two & Three wheelers Traffic)
 Settlement pattern along the road side
 Percentage of Built-up
up Area
 Number and location of Dhabas and Fuel Stations
The number of settlements along the roadside and especially the extensive ribbon development that
take place is a major factor influencing rroad
oad performance. The maximum friction factor for the
existing condition is taken as 0.9 and the minimum 0.8 amongst different sub projects.
Following the improvements of the roadside friction factor for the two lanes has to be taken as 1.0.
Roadside friction
iction factors have been incorporated into VOC as well as vehicle speeds for the given
volumes and composition of traffic. It is considered that the creation of free flow conditions will be a
more important yardstick with which to measure the success of an anyy project improvement rather
than increase in vehicle speeds.
(F) Base Vehicle Characteristics and Utilization Data
Base vehicle characteristics and its utilization data has been obtained from manufacturer’s literature
and various literatures. The same has b been used as Vehicle input data for HDM-4.
4.
12.7 CAPITAL COST OF THE PROJECT
The capital costs (financial) of the project road have been converted into economic cost by using a
standard conversion factor of 0.85, as suggested by the World Bank for highway projects in India.
The conversion factor of 0.85 has been applied to all cost items except land acquisition cost and R&R
cost. The economic cost excludes the cost of toll plazas. A salvage value of 15% of capital cost has
been considered in the terminal year for flexible pavements. The project costs in financial and
economic terms for different schemes are presented in Table 12.3.
Table 12.3: Summary of Capital Cost

Financial Cost Economic Cost
Section
(Rs. Crores) (Rs. Crores)
Page 181
12 ECONOMIC
12: ANALYSIS
Tawaghat to Kali Mandir 649.60 552.16
12.8 ROUTINE AND PERIODIC MAINTENANCE COST
Routine maintenance, Periodic maintenance costs have been considered as per latest MORT&H
guidelines.
12.9 PROJECT BENEFITS
The direct benefits of road improvement considered in the study include vehicle operating cost
(VOC) savings for vehicular traffic using the project road and time savings for passengers and goods
(carried) in transit. The benefit streams have been computed annually over the 30 year benefit
period for all the sections.
VOC Savings
The unit Vehicle Operating Cost (VOC) by vehicle type and VOC savings section section-wise has been
computed by the HDM model. The VOC computation takes into account capacity augmentation,
pavement characteristics, roughness progression vis vis-à-vis
vis intervening surface treatment and
strengthening policies, traffic characteristics, geometric conditions and vehicle characteristics.
Time Savings
The HDM Model has generated average speeds in km/hr by vehicle type, in the existing (without
project) and the improved (with project) road conditions. The time savings for passengers and goods
(in transit) vehicles have been derived separately. For computing time saving for passengers of ca
cars
and buses, a weighted average occupancy was used viz. Car – 4 persons and Bus – 30 persons. The
average payloads considered for goods vehicles are: LCV – 6 tonnes, Truck-16.2
16.2 tonnes and MAV –
24 tonnes.
Accident Cost Savings
Page 182
12 ECONOMIC
12: ANALYSIS
A distinction made between main cause of accident and the contributory factors of accident. It is
usually difficult to identify the main cause of accidents; whereas several factors which could have
contributed to accidents can be identified.
Contributory factors of Accidents:
Human Factors: Manner of executions (Deficiency in actions & behavior)

Perceptual errors
Impairment
Lack of Skill
Road Factors: Adverse Road Design
Adverse Environment
Inadequate Furniture or Markings
Obstacles
Vehicle Factors: Tyres

Brakes
Other defects due to poor maintenance
Unsuitable Designs
It is possible to predict the reduction in accidents on account of road improvements. The accidents
costs collected from IRC-SP-3030 (the values are in the year 1990 and escalated @ 5% pe
per year to get
the values in the year 2017 are given in Table 12.4.
Table 12.4: Accident Cost Savings

Accident Costs 1990 2019
Cost of fatal accident 2,10,000 907,608
Cost of a serious injury accident 32,000 138,302
Cost of a minor injury accident 1,100 4,754
Cost of damages to a car 4,700 20,314
Cost of damages to 2-wheeler
wheeler 1,100 4,754
Cost of damages to a bus 15,800 68,287
Cost of damages to a trucks 18,100 78,227
*Source SP:30 – 1993
12.10 FINANCIAL ANALYSIS
Page 183
12 ECONOMIC
12: ANALYSIS
 Project IRR: 11.9%

 Equity IRR: 15.0%
 Bid Project Cost: INR 891 Crore
 First Year O&M Quote: INR 2 Crore
Page 184
13: CONCLUSIONS AND RECOMMENDATIONS
13 CONCLUSIONS AND RECOMMENDATIONS

13.1 CONCLUSIONS
starts at End of Tunnel Portal (Design Chainage 113+828) and traverses a length of
19.25km and ends at Kali Mandir (Design Chainage 133+078) . The Project Highway is part
of NH-09.
09. The stretch passes through winding hilly terrain of Hi
Himalayas
malayas and sight distance is
restricted at places due to sharp horizontal curves and vertical cuts slopes.
 The Design length of the project road is 58.063km and it traverses through major
Built-up
up areas such as Pangla, Tawaghat, Ghatiyabagad and Gunji etc.
 The route passes through hilly terrain. This is primarily due to the location in
Kumaon hilly terrain of the Central Himalaya in the state of Uttarakhand. The road
land boundary pillars are not found along the road.
 Existing carriageway width of most of the project road is about 3.1m to 8m.
 The pavement condition of the existing project road is generally fair to Poor.
 There are 3 minor junctions proposed.
 There are total 14 bridges (1 nos. major (Retain) and 5 nos. (Retain) + 8 nos. (New
Construction) of minor bridge) has been Proposed along the project road.
 There are 165 culverts proposed along the road alignment (69 New Construction and
96 retain.
 The proposal is to construct 5 new bus bays.
 1 nos. Parking Area proposed
 During initial survey, it is observed that the project road passes through forest land
(reserve forest/protected forest/community forest etc.) at several locations. Forest
Clearance Shall be obtained from MoEF&CC in accordance to the Forest
(Conservation) Act, 1980 and all the conditi
conditions
ons required by MoEF&CC in the Stage-I
Stage
and Stage-IIII Forest Clearance shall be fulfilled prior the commencement of the
construction of the planned project road. No Ecological Sensitive Zone, National
Park, Wildlife Sanctuary and Biosphere reserve is located within 10 km distance of
the project road package.
 Out of the four seismic zones of India, project falls within Zone V.
 The overall existing air quality of the project area is within acceptable limits.
 An Environmental Management Plan (EMP) has been pr proposed
oposed for the planned road
package describes the environmental management procedures during design,
construction and operation phase, including mitigation & enhancement measures,
institutional and monitoring requirements.
 EMP also provides the guidelines and instructions to be followed by the project
Page 185
13: CONCLUSIONS AND RECOMMENDATIONS
implementation unit (PIU) for effective implementation of the project.

 It has been observed that the initial traffic along the project road is less than 10000
PCU for hilly terrain, as per the provision in IIRC: SP:73-2017.
13.2 RECOMMENDATION
The proposed project road being developed as two lane carriageway configuration for 58.063 Km is
recommended under EPC Construction.
Page 186

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Improvement/ Construction of 2-lane

1.1.27 Forest Clearance................................................................................................

4.1.10 Culture ................................

5 ENGINEERING SURVEY AND INVESTIGATION ................................................

5.10.5 Water ................................

6 TRAFFIC SURVEYS AND ANALYSIS ................................................................

7 DEVELOPMENT PROPOSAL ................................................................

7.2.9 Vertical Alignment ................................................................

8 ENVIRONMENTAL SCREENING ................................................................

8.1.18 Location ................................

12 ECONOMIC ANALYSIS ................................................................

12.5 (RUC) COMPONENTS ................................................................

Table 7.9:: Summary of Proposed Drains ...............................................................................................

Figure 2.1: Index Map of the project Road ................................................................

1.2 PROJECT ROAD DESCRIPTION

1.3 EXISTING PROJECT ROAD/SITE DESCRIPTION

1.3.2 Major Bridges, Road over bridges (ROB)/Road under

Major Bridges : 01(Retain)

1.3.3 Minor Bridges:

Retain-55 nos (1X50,1X45,1*51.4,1x46, 1x46.5)

New Construction- 8 nos

Total Nos of Structure = 14 Nos. (1 Major + 13 Minor)

1.3.5 Bus Bays, Truck lay byes, Other Structures:

5 Nos Bus Bays

1.3.6 Road side drains:

The details of existing drains are as detailed below:

1.3.7 Major Junctions/Minor Junctions:

Improvement of total 03nos. Junctions (0 major and 03 minor).

1.3.8 Other Structure

1.4 PROPOSED DEVELOPMENT PLAN

b. Carriageway and roadway width:

General geometric features have been designed for speed of 40

d. Proposed Right of Way

Proposed ROW is 15m to 24m.

1.4.1 Traffic Data

1.4.2 Pavement Design

1.4.3 Major/Minor Bridges:

A. New Major/ New Minor Bridges: Major Bridge

(i) Major bridge retained: 1

Bridges Proposed as New Construction as per following details:

Location Design Proposed Span

Sr. No. Location at Km Remarks

(vi) Repairs/rehabilitation of existing bridges shall be undertaken as follows:

(a) Rehabilitation/Repair of existing Major Bridges

(b) Rehabilitation/Repair of existing Minor Bridges

1.4.4 Intersections and Grade Separators

(i) At-grade intersections

Cross Road Left Cross Road Right

(ii) Grade separated intersection with/without ramps

1.4.5 Road Embankment and Cut Section

Widening and improvement of the existing road embankment/cutting and construction of

(ii) New construction

Type of Prop. Prop. Span Improvement

1.4.7 Highway Lighting

1.4.8 River training works & Vehicular underpass.

1.4.9 Rest area and parking area

1.4.10 Protection works (retaining wall/ breast wall)

A. Protection works (Retaining wall/ Breast wall)

B. Landslide treatment works

1.4.11 Widening and geometrical improvement

Construction of Two lane road, NH

1.4.12 Minor Junctions:

1.4.13 Roadside Drainage.

1.4.14 Bus Bays/ Bus Stops: