D PR Main Report

Theme Engineering Services Pvt.
Ltd Final Detailed Project Report, Chapter -1: Introduction
CHAPTER – 1
INTRODUCTION
1.1 BACKGROUND
• The road transport of India carries 70 percent of freight and 85% passenger of total
traffic annually. National Highway constitutes 2 percent of the road network but carry
about 40 percent of the total traffic. The number of vehicles is growing steadily and
corresponding increase in goods vehicle is very fast in last five years. This congests the
existing National Highways.
• In order to enhance economical, safe and environment friendly movement of passenger
and goods vehicles it becomes necessary to enhance a good road network facility. This
would also improve the socio-economic, industrial and agriculture activities in the region
and this would simultaneously help in economic growth of the country.
• Apart from works sanctioned/under progress and likely to be identified under NHDP in
various phases there are large number of other single or intermediate lane National
Highways exists in the country. Thus Ministry of Road Transport and Highways
(MORTH) Government of India has decided to take up a massive program of up-grading
these National Highways to at least two lane standards. The work would be taken up for
up-gradation on corridor concept. Therefore, corridors include strengthening (in
adjoining reaches) in addition to widening to 2 lane / 2 lane with paved shoulder
standards in order to have a better facility in a long continuous stretch.
• Based on this view the ministry has taken initiatives to develop about 6,000 km length of
National Highways (NHs) to 2-lane NH standards by widening/strengthening/
construction of missing links by December, 2014 following the Corridor Development
Approach by exploring the possibility of securing World Bank Loan and also through
budgetary allocations. A total of 84 projects have been identified under this Program,
comprising 33 projects for a total length of about 3,770 km and 51 projects for a total
length of about 2,245 km for funding through World Bank Loan and budgetary
allocations respectively.
• These National Highways shall be upgraded in a phased manner under National
Highways Interconnectivity Improvement Project (NHIIP). Initially 33 road corridors have
been selected scattered over seven States and one Union Territory (Andaman and
Nicobar Islands) covering a total length of 3770 kms. The estimated cost of NHIIP is
18,500 crores. These projects are proposed to be implemented under World Bank
Assistance.
• The stretches identified in the State of Himachal Pradesh NH-wise covered by the NHIIP
for proposed improvement are –
Consultancy Services for the Preparation of Detailed Project Report Rehabilitation and upgrading to 1-1
2 lane configuration of Hamirpur-Mandi Section of NH-70
Theme Engineering Services Pvt. Ltd Final Detailed Project Report, Chapter -1: Introduction
Chainage Approx Length

Sl.No. NH No. Corridor
(From-To) (km)
1 22 224 – 335 111 Narkanda – Wangtoo
2 72 B 0 – 97 97 Paonta – Guma (Cement factory)
3 88 0 – 147.6 147.6 Shimla – Hamirpur
4 70 141 – 265 124 Hamirpur – Mandi
5 20 A 0-91 91 Nagrota – Mubarakpur
6 20 134.3 – 204 69.7 Ghatta - Mandi
The project under consideration is one of the stretches identified in state of Himachal
Pradesh out of these 33 road corridors selected under NHIIP. The project consists of
preparation of Detailed Project Report for Rehabilitation and Upgrading to 2 lane/ 2 lane
with paved shoulder configuration and strengthening of Hamirpur-Mandi section of NH-
70 Km 141.00 to Km 265.00 (124 Kms). Subsequently vide MORTH letter of September,
2013, it has been mentioned that this Project is not included in the World Bank
Assistance Programme.
M/s Theme Engineering Services Pvt. Ltd. have been selected as consultants to
undertake the feasibility study and preparation of Detailed Project Report for 2 lane/ 2
lane with paved shoulder configuration. The order to commence consultancy services
has been issued by MORTH vide letter No. RW/NH-12013/28/2010/SP(D/3)/P-9 dated
15.06.2010.
The MORTH is the employer and executing agency for the “Consultancy Services”.
1.2 SCOPE OF SERVICES OF THE PROJECT

The scope of consultancy services for the proposed upgrading of the project road as per
TOR is narrated below-
• As far as possible, the widening/improvement work to 2 lane / 2 lane with paved
shoulder shall be within the existing right of way avoiding land acquisition, except for
locations having inadequate width and where provisions of short bypasses, service
roads, alignment corrections, improvement of intersections are considered necessary
and practicable and cost effective. However, bypasses proposals should also be
considered wherever in urban areas, improvement to 2 lane of the existing road is not
possible. To furnish land acquisition details (i.e. all necessary schedules as per L.A. Act)
as per revenue records/maps.
• To study the possible locations and design of toll plaza. Wayside amenities required on
tolled highway shall also be planned. The local and slow traffic may need segregation
from the main traffic and provision of service roads and fencing may be considered,
wherever necessary to improve efficiency and safety.
• The general scope of services is given in the sections that follow. To make suitable
proposals for widening/improvement of the existing road to 2 lane/2 lane with paved
shoulders etc. and strengthening of the carriageways, as required at the appropriate
time to maintain the level of service over the design period.
• All ready to implement ‘good for construction’ drawings shall be prepared.
• Environmental Impact Assessment, Environmental Management Plan and Rehabilitation
and Resettlement Studies shall be carried out in meeting requirements of World Bank.
• To obtain ‘No-Objection-Certificate’ from Ministry of Environment and Forest and also
incorporate the estimates for shifting of utilities of all types of Environment and Forest
involved. These estimates shall be obtained from concerned local authorities. Also it is
required to prepare all Land Acquisition papers (i.e. all necessary schedules as per L.A.
Act) for acquisition of land either under NH Act or State Act.
• To obtain all types of necessary clearances required for implementation of the project on
the ground from the concerned agencies. The client shall provide the necessary
supporting letters and any official fees as per the demand note issued by such
concerned agencies from whom the clearances are being sought to enable
implementation.
1.3 PROJECT LOCATION

• The road from Jalandhar to Mandi via Hoshiarpur, Nadaun, Hamirpur, Tauni Devi,
Awah Devi, Sarkaghat and Dharampur has been designated as National Highway No -
70 and was declared as National Highway during the year 1999 by Govt. of India vide
Notification No. PW/NH/14012/2/99 Dated 07.07.1999.
• The Total length of this NH -70 is 265.000 Kms, out of which 58.4 Kms (From Jalandhar
to Himachal State Border Km 0 to Km 58.4) falls in Punjab State and remaining 206.60
Km (From Punjab State border to Mandi, Km58.4 to Km265.000) falls in Himachal State.
• NH–70 with start point at Jalandhar in Punjab State from NH–1A (Jalandhar–Pathankot-
Jammu–Srinagar Road) & NH-1 (Ludhiana–Jalandhar Section) and end point at Mandi
in Himachal State on NH–21(Chandigarh-Mandi–Manali Road) and crossing with NH–88
(Shimla – Brahampukar – Ghagus – Hamirpur – Nadaun – Ranital – Kangra (Mataur)
road) in a over lapping portion of 28 Km between Hamirpur and Nadaun. NH–20
(Pathankot–Chakki–Mandi Road) also ends at Mandi and joins to NH–21, Thus NH–70
also has connectivity with NH–20 at Mandi.
• The Central Government:- Vide MORTH modification dated 04th April 2011, has
substituted schedule to the National Highways Act, 1956, mentioning the National
Highway numbers in force before the said notification as “Old National Highway
numbers “under column (4) and New National Highway numbers as per the said
notification under column (2) of the schedule.
• According to this new schedule of notification now the Project Road from section
(Hamirpur to Mandi ) has come under NH – 3 in place of NH-70 and (renamed as NH-3)
which starts from “the highway connecting Atari (India/Pakistan Border) Amritsar–
Jalandhar-Hoshirapur in the state of Punjab, Nadaun, Hamirpur, Toni Devi, Awadev,
Mandi, Kullu and terminating at Manali in state of Himanchal Pradesh”.
• Entire project report, the reference of old name and the old NH number have been
considered as the change KM & their relocation is yet to be done.
• The Project road section is from Hamirpur (Km 141) to Mandi (Km 265.000) is part of
this NH–70 via Tauni Devi, Awah Devi, Sarkaghat and Dharampur and falls entirely in
Himachal State. The total length of this project section is 124.00 Kms, out of which initial
22 Kms (from Km 141 to Km 163) falls in Hamirpur district and remaining 102.000 Km
(Km 163 to 265.000) falls in Mandi District. The Project Road Location Map has been
shown in fig 1.1
Fig.1.1: Project Road Location Map
1.4 EXISTING FEATURES
1.4.1 Land Use

• The land use pattern is variable from village developments to rural agricultural areas,
semi-rural open areas with occasional roadside dwellings and small businesses are
scattered at some locations on the project road. There is ribbon development at some
locations along the road with small settlements.
• Major part of the project road passes through mountainous terrain in which one side are
mountain and valley on the other side of the project road alignment.
The land use types have been identified as follow for the project road:
Lower density of urban development; road side business alongside the

Built-up roadway, primarily a ribbon development formed by continuous string
of successive building units.
A rural environment with isolated individual houses, schools,
Rural
businesses alongside to the roadway.
Agricultural Mainly cultivated land, with or without isolated thatched farmsteads.
Forest Forest and Reserve Forest
Table 1.1: Land Use Pattern along the Road stretch

Chainage (km) Length
S.N. Land Use
Start End (m)
1 141+000 146+975 5975 Builtup Area
2 146+975 147+175 200 Agriculture land
3 147+175 147+375 200 Open Land
5 147+575 147+760 185 Open Land
7 147+860 147+930 70 Open Land
9 148+600 149+700 1100 Builtup Area+Agriculture land
11 150+200 150+400 200 Open Land
13 150+880 151+200 320 Open Land
15 152+500 153+300 800 Open Land
17 153+600 154+800 1200 Open Land
18 154+800 156+300 1500 Builtup Area
19 156+300 157+200 900 Open Land
20 157+200 158+300 1100 Builtup Area
21 158+300 158+600 300 Open Land
23 160+100 161+525 1425 Open Land
25 161+575 161+700 125 Open Land
26 161+700 162+700 1000 Builtup Area
27 162+700 162+925 225 Open Land
30 164+125 165+510 1385 Open Land
32 165+610 166+000 390 Open Land

34 167+200 168+075 875 Open Land
36 168+425 168+950 525 Open Land
38 169+050 169+600 550 Open Land
40 169+650 170+600 950 Open Land
41 170+600 171+100 500 Builtup Area
42 171+100 173+970 2870 Open Land
44 174+270 174+900 630 Open Land
46 175+050 176+100 1050 Open Land
47 176+100 178+500 2400 Builtup Area
48 178+500 179+250 750 Open Land
52 180+800 181+300 500 Builtup Area
53 181+300 181+825 525 Open Land
55 182+025 182+225 200 Open Land
57 182+425 183+750 1325 Open Land
59 183+900 184+300 400 Builtup Area
60 184+300 187+400 3100 Open Land
61 187+400 187+900 500 Builtup Area
63 188+025 188+125 100 Open Land
65 189+200 189+700 500 Builtup Area
66 189+700 191+800 2100 Open Land
67 191+800 192+000 200 Builtup Area
68 192+000 197+750 5750 Open Land
70 197+850 200+625 2775 Open Land
72 200+825 201+390 565 Open Land
74 203+390 204+000 610 Open Land
76 204+100 204+400 300 Open Land
78 204+600 206+100 1500 Open Land
80 206+400 207+960 1560 Open Land
82 208+160 209+350 1190 Open Land
84 209+700 210+300 600 Open Land

86 210+800 211+800 1000 Open Land
88 212+300 212+350 50 Open Land
90 212+850 212+900 50 Open Land
93 213+700 214+250 550 Open Land
95 214+350 214+650 300 Open Land
97 214+750 215+450 700 Open Land
99 215+750 216+590 840 Open Land
101 216+790 216+990 200 Open Land
103 217+190 217+500 310 Open Land
105 218+000 219+400 1400 Open Land
107 219+700 222+200 2500 Open Land
108 222+200 222+700 500 Builtup Area
109 222+700 226+010 3310 Open Land
111 226+370 229+600 3230 Open Land
113 229+700 230+375 675 Open Land
115 230+525 235+175 4650 Open Land
117 235+275 235+675 400 Open Land
119 235+900 236+300 400 Open Land
121 236+500 236+885 385 Open Land
123 237+585 238+200 615 Open Land
124 238+200 238+600 400 Builtup Area
125 238+600 240+810 2210 Open Land
127 240+910 241+300 390 Open Land
128 241+300 241+600 300 Builtup Area
129 241+600 241+810 210 Open Land
131 242+000 242+500 500 Builtup Area
132 242+500 243+000 500 Open Land
133 243+000 243+400 400 Builtup Area
134 243+400 244+100 700 Open Land
135 244+100 244+400 300 Builtup Area
136 244+400 244+850 450 Open Land

138 244+900 246+700 1800 Open Land
139 246+700 247+000 300 Builtup Area
140 247+000 250+670 3670 Open Land
142 250+770 250+800 30 Open Land
144 250+900 253+800 2900 Open Land
145 253+800 254+000 200 Builtup Area
147 254+100 254+200 100 Open Land
150 255+610 257+500 1890 Open Land
151 257+500 258+100 600 Builtup Area
152 258+100 258+300 200 Open Land
153 258+300 258+900 600 Builtup Area
154 258+900 259+200 300 Open Land
155 259+200 260+100 680 Builtup Area
156 260+100 260+500 400 Open Land
157 260+500 260+700 200 Builtup Area
158 260+700 261+300 600 Open Land
159 261+300 261+800 500 Builtup Area
160 261+800 262+150 350 Open Land
161 262+150 262+350 200 Builtup Area
162 262+350 263+000 650 Open Land
1.4.2 Reserve Forest
In The Project area the reserve forest demarcated is in a length of 24.807 km. The
village wise details have been collected with the help of revenue department. The
detailed information is as below.
Table 1.2 List of Forest land along the Road Stretch

Name
Sl. Name of Name of the Khasra Type of Area in
of the Nature of Land
No. the taluk Village Number Land hactares
district
D.P.F.
Jangal Mehfoja
1 Mandi Sarkaghat Chandrakadi/ 1 Government 0.0076
Mehduda
231
Sarkaghat/ Jangal Mehfoja
2 Mandi Sarkaghat 61 Government 0.0010
230 Gair Mehduda
Jangal Mehfoja
3 Mandi Sarkaghat Bhedi/162 1253 Government 0.0537
Mehduda
Jangal Mehfoja
Mehduda
Jangal Mehfoja
Mehduda
Jangal Mehfoja
6 Mandi Dharampur Logani 757/33 Government 0.0362
Mehduda
Name
district
Jangal Mehfoja
Mehduda
Jangal Mehfoja
8 Mandi Dharampur Logani 302 Government 0.1001
Mehduda
Jangal Mehfoja
Mehduda
Jangal Mehfoja
Mehduda
D.P. Jangal Mehfoja
11 Mandi Dharampur 3 Government 0.7419
Kher/130 Mehduda
D.P. Jangal Mehfoja
12 Mandi Dharampur 3/1 Government 0.0844
Kher/130 Mehduda
D.P. Jangal Mehfoja
13 Mandi Dharampur 1 Government 0.0909
Kher/130 Mehduda
2307/17 Jangal Mehfoja
14 Mandi Dharampur Reur Government 0.0563
74 Mehduda
15 Mandi Dharampur Banal Government 0.0417
74 Mehduda
16 Mandi Dharampur Pehad Government 0.1216
12/2023 Mehduda
Jangal Mehfoja
17 Mandi Kotli Satahan 398/1 Government 0.0104
Gair Mehduda
Jangal Mehfoja
18 Mandi Kotli Satahan 754/1 Government 0.3696
Gair Mehduda
Jangal Mehfoja
19 Mandi Kotli Lagadhar 1/1 Government 0.0056
Gair Mehduda
Jangal Mehfoja
20 Mandi Kotli Lagadhar 226/1 Government 0.3805
Gair Mehduda
Jangal Mehfoja
21 Mandi Kotli Saploh/21 61/1 Government 0.0565
Gair Mehduda
Jangal Mehfoja
Gair Mehduda
Jangal Mehfoja
Gair Mehduda
Jangal Mehfoja
Gair Mehduda
Surwari Jangal Mehfoja
25 Mandi Kotli 539/1 Government 0.1303
Uparli Gair Mehduda
Uparli Gair Mehduda
Name
district
Uparli Mehduda
Uparli Mehduda
Jangal Mehfoja
29 Mandi Kotli Sain 668/1 Government 0.0521
Gair Mehduda
Jangal Mehfoja
30 Mandi Kotli Kushalmal 200/1 Government 0.1212
Mehduda
Jangal Mehfoja
Gair Mehduda
Jangal Mehfoja
Gair Mehduda
33 Mandi Kotli Dhaniyara 507/1 Government Jangal Mehfoja 0.0430
Jungal
Mehduda Jagal Mahduda
Janidhridhar/ Kher
20
Jangal Mehfoja
35 Mandi Kotli Kotli 737/1 Government 0.0641
Gair Mehduda
Jangal Mehfoja
36 Mandi Kotli Kasan 1610/1 Government Gair Mehduda, 0.0824
Rain Shelter
Jangal Mehfoja
37 Mandi Kotli Kasan 1610/1/1 Government 0.0538
Gair Mehduda
Jangal Mehfoja
38 Mandi Kotli Nalsan 147/1 Government 0.1853
Gair Mehduda
Jangal Mehfoja
39 Mandi Kotli Kalgram 6/1 Government 0.0157
Gair Mehduda
Jangal Mehfoja
Gair Mehduda
Jangal Mehfoja
Gair Mehduda
Jangal Mehfoja
Gair Mehduda
Jangal Mehfoja
Gair Mehduda
Jangal Mehfoja
44 Mandi Kotli Kalgram 13/1/1 Government 0.0001
Mehduda
Jangal Mehfoja
Mehduda
Jangal Mehfoja
46 Mandi Kotli Satohal 102/1 Government 0.0084
Mehduda
Name
district
Jangal Mehfoja
47 Mandi Kotli Satohal 103/1 Government 0.0013
Mehduda
Jangal Mehfoja
48 Mandi Mandi Bohin 9/1 Government 0.0111
Gair Mehduda
Jangal Mehfoja
Gair Mehduda
Jangal Mehfoja
Gair Mehduda
1088/66
51 Mandi Mandi Manthala Government Jangal Mehfoja 0.0269
4/1
1086/67
52 Mandi Mandi Manthala Government Jangal Mehfoja 0.0182
4/1
53 Mandi Mandi Manthala Government 0.0834
47/1 Mehduda
54 Mandi Mandi Manthala Government 0.0404
57/1 Mehduda
Jangal Mehfoja
Gair Mehduda,
55 Mandi Mandi Maswadi 244/1 Government 0.1244
Jangal Mehfoja
Mehduda
Jangal Mehfoja
Gair Mehduda
Jangal Mehfoja
Gair Mehduda
Jangal Mehfoja
58 Mandi Mandi Ghera 459/24/1 Government 0.0462
Gair Mehduda
469/441/ Jangal Mehfoja
59 Mandi Mandi Ghera Government 0.0181
1 Gair Mehduda
Jangal Mehfoja
60 Mandi Mandi Ghera 7/1 Government 0.0121
Gair Mehduda
Jangal Mehfoja
61 Mandi Mandi Talyahad 486/1 Government 0.0018
Gair Mehduda
Jangal Mehfoja
62 Mandi Mandi Madwahan 143/1 Government 0.0010
Gair Mehduda
63 Mandi Mandi Madwahan 174/1 Government Jangal Mehfoja 0.0061
Jangal Mehfoja
64 Mandi Mandi Sanyarad 578/1 Government 0.1402
Gair Mehduda
65 Mandi Mandi Sanyarad Government
322/1 Mehduda
0.2246
322/1 Gair Mehduda
67 Mandi Mandi Sanyarad Government 0.2020
580/1 Gair Mehduda
Name
district
580/1 Gair Mehduda
Jangal Mehfoja
69 Mandi Mandi Chadyara 739/7/1 Government 0.2267
Gair Mehduda
Jangal Mehfoja
70 Mandi Manyana Gadal/335 1/1 Government 0.0728
Gair Mehduda
7.8914
Theme Engineering Services Pvt. Ltd. Final Detailed Project Report, Chapter-3: Traffic Studies and Analysis
1.4.3 Water Bodies

There are seven major khads situated in both the Districts of project area. However, only
two among them are situated on the way of the project road. These are as follows:
Table: 1.3 List of Water Bodies along the Road Stretch
S.N. Name of Water Body Existing Km

1 Shivdavala Khad 195+463
2 Padchu Khad 184+364
The Beas River makes the water available for irrigation purpose and also used in
generating the hydro-thermal energy for the state. Apart from this it provides a medium for
water transport, provide fishes for fishery industry and enrich the natural resources of state
in many other ways.
1.4.4 Climate
The details about Himachal Pradesh are as under:-
• The Himalaya constitutes the highest mountain system of the world. There is great
diversification in the climatic conditions of Himachal due to variation in elevation (450-
6500mtrs). It varies from hot and sub-humid tropical (450-900mtrs) in the Southern Low
tracts, warm and temperate (900-1800mtrs), cool and temperate (1900-2400mtrs) and
cold alpine and glacial (2400-4800mtrs) in northern and eastern high mountain ranges.
• By October, nights and mornings are very cold. Snowfall at elevations of about
3000mtrs is about 3mtrs and lasts from December to March. About 4500mtrs, is
perpetual snow. The main season is the spring from Mid- Feb to March-April. The air is
cool and fresh. Colourful flowers adorn the valleys, forest slopes and meadows. In the
hill stations, the climate is pleasant and comfortable. The rains start at the end of June.
The entire landscape becomes green and fresh. Streams begin to swell and springs are
replenished. The heavy rains in July and August cause damage to erosion, floods and
landslides.
• Out of all the state districts, Dharamsala receives the highest rainfall, nearly about 3400
mm. Spiti is the driest area of the state (rainfall below 50mm). The reason is that it is
enclosed by high mountains on all sides.
Particulars and characteristics of Himanchal zone

Particulars and Shivalik Trance-
Mid-Hill Zone High hill zone
Characteristics Zone Himalayan Zone
Altitude Up to 800 m 800m-1,600m 1,600m-2,700m 2,700m-3,600m
Valley areas Hilly and Lahaul Spiti and
Type of area Alpine zone
and foothills mountain ranges Kinnaur range
3-13
Consultancy Services for the Preparation of Detailed Project Report Rehabilitation and upgrading to
Particulars and Shivalik Trance-

Mid-Hill Zone High hill zone
Characteristics Zone Himalayan Zone
Slightly warm Cool temperature Dry and extremely
Climatic conditions Sub tropical
temperature with humidity cold conditions
Rainfall in mm. 1,500 1,500-3000 1,000-1,500 500
% of total
30% 10% 25% 35%
geographical area
% of total cultivated
55% 30% 10% 5%
area
The entire project road section is passing through mountainous to steep terrain and
traversing in a very few length near Hamirpur on ridge. Most of the project length hill on
one side and valley on other side. The project road is situated in between 31o 41’ to 31o
47’ 30” North Latitude and 76o 32’ to 76o 56’ East longitude. The altitude is ranging in
between 539 to 1288 meter above mean sea level. The moisture regime condition varies
from wet humid sub-temperate situation to dry temperate alpine high land. The climatic
conditions vary from semi-tropical to semi artic due to variation in altitudes. The climate
feature of the area covered by the project highway is as under –
Summer March to June with maximum temperature upto 38o c

July to September with annual rainfall of about 1570 mm in Hamirpur
Monsoon
district & 1313 mm in Mandi district in year 2006
Winter October to February with minimum temperature going upto 3o c
The highest recorded annual rainfall in the project area during last five year is 1570mm in
the year 2006 in Hamirpur District.
1.4.5 Terrain
The project road falls in high altitude area of Himalayas in the districts of Hamirpur and
Mandi in Himachal Pradesh.
The entire road section is passing through mountainous to steep terrain and traversing
mostly in hill side cut with hill on one side and valley on other side.
1.4.6 Roadside Development and Villages

It passes through 2 districts of Himachal Pradesh, namely Hamirpur and Mandi. Total
existing length of the project road is 124.000 km, Project road chainage km 141+000 starts
at Hamirpur and increases towards Mandi. The major towns/villages’ en-route the project
road are Kot, Tauni Devi, Awa Devi, Sarkaghat and Dharampur. The existing ROW is
varying between 5m to 20m.
2 lane configuration of Hamirpur-Mandi Section of NH-70 3-14
Along the project road section there are many built up sections or towns, which need a
special attention while finalizing the design proposal. The detail of villages through which
the road is traversing is given below.
Table 1.4: Names and Location of Towns and Villages along the Project Stretch
Stretch of land
S. No. District Name of Village
Start End
1 143+135 Hamirpur Garna Gallu
2 144+680 Hamirpur Kalla Jhari
3 145+800 148+100 Hamirpur KOT
4 148+100 148+550 Hamirpur DAROGA
5 148+550 149+750 Hamirpur THANA
6 149+750 151+050 Hamirpur DARKOTHI
7 151+050 152+570 Hamirpur TONY DEVI
8 152+570 153+530 Hamirpur BARI
9 153+530 154+335 Hamirpur JHANIKAR
10 154+335 155+730 Hamirpur BARADA
11 155+730 157+110 Hamirpur PANJOT
12 157+110 158+400 Hamirpur SAMIRPUR
13 158+400 160+125 Hamirpur SANGROCH
14 160+125 161+375 Hamirpur AWADEVI
15 160+800 161+800 Mandi CHALALI
16 161+800 162+650 Mandi CHAMOLKYA
17 162+650 163+970 Mandi CHALOTHARA
18 163+970 165+150 Mandi BASSI
19 165+152 167+274 Mandi ROPAD
20 167+274 168+543 Mandi JABLALI
21 168+543 170+250 Mandi RAKHO
22 170+250 173+500 Mandi TATIWALI
23 173+500 174+332 Mandi SARKAGHAT
24 174+332 175+490 Mandi SARKAGHAT
25 175+490 176+546 Mandi JAMSAISAR KA GHAT
26 176+546 177+034 Mandi GHARORI
27 177+034 178+154 Mandi ALYANA
Stretch of land
Start End
28 178+154 179+268 Mandi PARASADA HAWANI
29 179+268 180+306 Mandi DAMKHERA
30 180+306 182+590 Mandi PADCHU
31 182+590 184+405 Mandi TORI NALA
32 184+404 186+880 Mandi HUCKEL
33 186+880 188+000 Mandi LONGNI
34 188+000 192+400 Mandi SIBDHAWALA
35 192+400 195+348 Mandi SIROLI
36 195+348 196+456 Mandi SANDHOLE
37 196+456 198+120 Mandi BANAL
38 198+120 200+160 Mandi HAWAN
39 200+160 201+000 Mandi BAROTI
40 201+000 202.204 Mandi JALMA MATA
41 202.204 203+198 Mandi MALON
42 203+198 205+445 Mandi BANETI
43 205+445 206+780 Mandi LUDHIYANA
44 206+780 208+074 Mandi KOTI
45 208+074 210+510 Mandi HAZKARA
46 210+510 213+540 Mandi KUMAHARDA
47 213+540 214+760 Mandi SIHAL
48 214+760 215+620 Mandi BANOG
49 215+620 217+095 Mandi SATAN
50 217+095 218+922 Mandi NALOH
51 218+922 222+025 Mandi LAGDHAR
52 222+025 222+650 Mandi SARADI
53 226+550 228+900 Mandi SALATER
54 228+900 230+735 Mandi PHAUGALA
55 230+735 232+162 Mandi KOTLI
56 232+162 233+645 Mandi KUSHAN
57 233+645 234+916 Mandi SAIGALU
58 234+916 235+874 Mandi SAI
Stretch of land
Start End
59 235+874 236+685 Mandi CHALOHA
60 236+685 237+826 Mandi DAVNAL
61 237+826 239+550 Mandi SATLOH
62 239+550 240+332 Mandi SATLOHAL
63 240+332 240+850 Mandi PIPRALA
64 240+850 241+200 Mandi BHOHI
65 241+200 241+645 Mandi CHICHON
66 241+645 242+170 Mandi CHUNAN
67 242+170 242+840 Mandi FATHEWAN
68 242+840 245+165 Mandi DEVDHAR
69 245+165 246+630 Mandi TALYAD
70 246+630 247+465 Mandi SHEEL
71 247+465 248+895 Mandi MADWAN
72 248+895 265+500 Mandi MANDI
1.4.7 Existing Right of Way (ROW)

No existing ROW data is available for the project road section, but as per the directions
from the MoRTH the ROW needs to be kept the minimum so as to accommodate the
proposed improvement. The consultant has collected the revenue maps to verify the ROW.
Most of the existing road has not been marked on the revenue maps. The available ROW
obtained from the revenue record and the ROW actually exist at site has been presented
below in the Table 1.5.
Table 1.5: Existing ROW Details
Start End Width of

S.NO. Existing Existing Length Existing
Chainage Chainage ROW (m)
1 141+000 142+800 1+800 15.00
2 142+800 143+000 0+200 12.24
3 143+000 143+200 0+200 15.00
4 143+200 143+400 0+200 14.87
5 143+400 144+200 0+800 15.00
6 144+200 144+400 0+200 10.54
Start End Width of

7 144+400 144+600 0+200 15.00
8 144+600 144+800 0+200 13.87
9 144+800 145+800 1+000 15.00
10 145+800 146+000 0+200 12.27
11 146+000 146+400 0+400 15.00
12 146+400 146+600 0+200 10.93
13 146+600 146+800 0+200 9.93
14 146+800 147+000 0+200 8.81
15 147+000 147+200 0+200 15.00
16 147+200 147+400 0+200 11.65
17 147+400 147+800 0+400 15.00
18 147+800 148+000 0+200 14.65
19 148+000 148+200 0+200 15.00
20 148+200 148+400 0+200 10.68
21 148+400 148+600 0+200 9.83
22 148+600 149+000 0+400 15.00
23 149+000 149+200 0+200 9.87
24 149+200 149+400 0+200 15.00
25 149+400 149+600 0+200 9.35
26 149+600 149+700 0+100 15.00
27 149+700 150+800 1+100 15.00
28 150+800 151+000 0+200 5.87
29 151+000 151+200 0+200 15.00
30 151+200 151+400 0+200 9.78
31 151+400 151+600 0+200 7.51
32 151+600 151+800 0+200 8.49
33 151+800 152+000 0+200 15.00
34 152+000 152+200 0+200 5.40
35 152+200 152+500 0+300 12.85
Start End Width of

36 152+500 152+600 0+100 13.90
37 152+600 153+200 0+600 15.00
38 153+200 153+400 0+200 12.12
39 153+400 153+600 0+200 8.33
40 153+600 154+800 1+200 15.00
41 154+800 155+000 0+200 8.23
42 155+000 155+200 0+200 10.55
43 155+200 155+400 0+200 7.35
44 155+400 155+600 0+200 5.50
45 155+600 156+000 0+400 15.00
46 156+000 156+200 0+200 11.71
47 156+200 156+300 0+100 8.73
48 156+300 156+400 0+100 8.73
49 156+400 156+600 0+200 15.00
50 156+600 156+800 0+200 8.49
51 156+800 157+000 0+200 12.05
52 157+000 157+200 0+200 15.00
53 157+200 157+400 0+200 13.48
54 157+400 157+600 0+200 8.54
55 157+600 157+800 0+200 8.99
56 157+800 158+000 0+200 7.35
57 158+000 158+200 0+200 6.07
58 158+200 158+300 0+100 10.65
59 158+300 158+400 0+100 10.65
60 158+400 158+600 0+200 9.48
61 158+600 158+800 0+200 7.46
62 158+800 159+000 0+200 10.82
63 159+000 159+200 0+200 7.12
64 159+200 159+400 0+200 8.65
Start End Width of

65 159+400 159+600 0+200 10.21
66 159+600 160+000 0+400 15.00
67 160+000 160+100 0+100 12.79
68 160+100 160+200 0+100 12.79
69 160+200 160+400 0+200 15.00
70 160+400 160+600 0+200 9.51
71 160+600 160+800 0+200 15.00
72 160+800 161+000 0+200 7.10
73 161+000 161+600 0+600 15.00
74 161+600 161+800 0+200 6.34
75 161+800 162+000 0+200 7.44
76 162+000 162+200 0+200 6.33
77 162+200 162+400 0+200 9.47
78 162+400 162+700 0+300 15.00
79 162+700 164+400 1+700 15.00
80 164+400 164+600 0+200 13.05
81 164+600 164+800 0+200 10.93
82 164+800 165+000 0+200 10.15
83 165+000 165+200 0+200 14.61
84 165+200 166+000 0+800 15.00
85 166+000 167+200 1+200 15.00
86 167+200 168+400 1+200 15.00
87 168+400 168+600 0+200 11.69
88 168+600 169+400 0+800 15.00
89 169+400 169+600 0+200 9.57
90 169+600 169+800 0+200 8.61
91 169+800 170+600 0+800 15.00
92 170+600 170+800 0+200 7.60
93 170+800 171+000 0+200 8.75
Start End Width of

94 171+000 176+100 5+100 15.00
95 176+100 176600 0+500 15.00
96 176+600 176+800 0+200 12.12
97 176+800 177+000 0+200 6.84
98 177+000 177+400 0+400 15.00
99 177+400 177+600 0+200 13.02
100 177+600 177+800 0+200 15.00
101 177+800 178+000 0+200 13.30
102 178+000 178+200 0+200 15.00
103 178+200 178+400 0+200 12.39
104 178+400 178+500 0+100 12.39
105 178+500 180+800 2+300 15.00
106 180800 181300 0+500 15.00
107 181+300 183+900 2+600 15.00
108 183+900 184+300 0+400 15.00
109 184+300 187+400 3+100 15.00
110 187+400 187+600 0+200 11.68
111 187+600 187900 0+300 15.00
112 187900 189+200 1+300 15.00
113 189+200 189+700 0+500 15.00
114 189+700 190+800 1+100 15.00
115 190+800 191+000 0+200 14.90
116 191+000 191+800 0+800 15.00
117 191+800 192+000 0+200 15.00
118 192+000 197+800 5+800 15.00
119 197+800 198+000 0+200 14.48
120 198+000 200+800 2+800 15.00
121 200+800 201+000 0+200 10.16
122 201+000 201+200 0+200 10.21
Start End Width of

123 201+200 205+600 4+400 15.00
124 205+600 205+800 0+200 14.23
125 205+800 206+000 0+200 7.51
126 206+000 206+200 0+200 8.12
127 206+200 206+600 0+400 15.00
128 206+600 206+800 0+200 11.28
129 206+800 213+200 6+400 15.00
130 213+200 213+400 0+200 9.08
131 213+400 214+600 1+200 15.00
132 214+600 214+800 0+200 10.34
133 214+800 217+200 2+400 15.00
134 217+200 217+400 0+200 9.16
135 217+400 218+400 1+000 15.00
136 218+400 218+600 0+200 10.24
137 218+600 219+600 1+000 15.00
138 219+600 219+800 0+200 13.57
139 219+800 222+200 2+400 15.00
140 222+200 222+700 0+500 15.00
141 222+700 226+000 3+300 15.00
142 226+000 226+200 0+200 13.83
143 226+200 226+400 0+200 13.21
144 226+400 234+800 8+400 15.00
145 234+800 235+000 0+200 6.91
146 235+000 236+200 1+200 15.00
147 236+200 236+400 0+200 9.92
148 236+400 236+600 0+200 9.92
149 236+600 237+000 0+400 15.00
150 237+000 237+200 0+200 13.06
151 237+200 238+000 0+800 15.00
Start End Width of

152 238+000 238+200 0+200 10.70
153 238+200 238+400 0+200 12.11
154 238+400 238+600 0+200 15.00
155 238+600 238+800 0+200 13.11
156 238+800 241+300 2+500 15.00
157 241+300 241+600 0+300 15.00
158 241+600 242+000 0+400 15.00
159 242+000 242+200 0+200 9.06
160 242+200 242+400 0+200 11.61
161 242+400 242+500 0+100 15.00
162 242+500 242+600 0+100 15.00
163 242+600 242+800 0+200 11.50
164 242+800 243+000 0+200 15.00
165 243+000 243+200 0+200 15.00
166 243+200 243+400 0+200 11.85
167 243+400 244+000 0+600 15.00
168 244+000 244+100 0+100 13.48
169 244+100 244+400 0+300 13.48
170 244+400 246+600 2+200 15.00
171 246+600 246+700 0+100 9.75
172 246+700 246+800 0+100 9.75
173 246+800 247+000 0+200 15.00
174 247+000 253+600 6+600 15.00
175 253+600 253+800 0+200 11.12
176 253+800 254+000 0+200 15.00
177 254+000 254+200 0+200 15.00
178 254+200 254+400 0+200 12.73
179 254+400 257+400 3+000 15.00
180 257+400 257+500 0+100 12.43
Start End Width of

181 257+500 257+600 0+100 12.43
182 257+600 257+800 0+200 15.00
183 257+800 258+000 0+200 10.05
184 258+000 258+100 0+100 15.00
185 258+100 258+200 0+100 15.00
186 258+200 258+300 0+100 8.16
187 258+300 258+400 0+100 8.16

188 258+400 258+600 0+200 12.80
189 258+600 258+800 0+200 9.29
190 258+800 258900 0+100 15.00
191 258+900 259+200 0+300 15.00

192 259+200 259+500 0+300 15.00
193 259+500 265+000 5+500 15.00
1.4.8 Traffic Scenario – Base and Design Traffic

• The Traffic along the Project Road stretch is of generally mixed traffic comprising both fast
moving vehicles (predominantly passenger traffic) and slow moving vehicles.
• Under the present study, the manual traffic volume counts were carried out at four
locations round-the-clock. The survey stations have been located away from urban
agglomerations and villages to minimize interference of local traffic. The summary of ADT
of all stations is presented in the following Table:
Approved Traffic Count Stations & Recent Traffic Census Data

(July - August 2010)
Vehicle Category km 145 km 179 km 225 km 259
Car 858 627 72 982
LCV 254 216 15 84
Mini 158 113 0 93
Bus
Full 46 63 17 109
2 Axle 168 102 5 88
TRUCK 3-Axle 1 0 1 0
Multi-Axle 0 0 0 0
Agri. Without Trailer 6 3 0 1
Vehicle Category km 145 km 179 km 225 km 259

Tractor With Trailer 67 25 0 20
Ambulance/Fire
4 1 0 2
Tender/Funeral Van
2-Wheeler 1036 881 53 1326
3- Wheeler 43 14 6 277
Cycle 22 20 7 19
Cycle Riksha 3 0 0 0
Total Vehicles 2666 2066 176 3000
Total PCU 3014 2201 199 2886
Tollable PCU 2121 1616 164 1839
Efforts have been made to obtain more historic traffic data from MoRTH and the State NH offices.
1.4.9 Bridges and Culverts

There are 495 structures in total along the project corridor, out of which 1 no. is Major
Bridge, 7nos. are Minor Bridges and remaining 487 nos. are culverts (slab, pipe) Scupper
& Flush Causeway. Details are available at Table A3.16 & A3.17 in Volume I-A:
Appendices to Main Report.
Summary of existing structures on the project road are as follows in Table below.
Summary of Structures
S. No. Type of Structure Number of Structures
1 Major Bridge 1
2 Minor Bridge 7
3 Slab Culverts 22
4 Pipe Culverts 370
5 Scupper 107
6 Flush Causeway 2
Major and Minor bridges are listed in the following Tables:

List of Major Bridges
Span Carriageway Total
Total
S. Chainage Arrangement width(m) width of
Length of Remarks
No. (km) No. x Bridge(m)
Bridge(m)
span(m)
End Span -
2x28.7m
1 195+463 4.25 5.25 104.60 Reconstruction
Middle Span -
1x47.2m
List of Minor Bridges

Span
Chainag Total Total
S. Arrangement Carriageway
e width of Length of Remarks
No. No. x width(m)
(km) Bridge(m) Bridge(m)
span(m)
1 184+364 1X41.95 4.35 5.50 47.0 Reconstruction
3 197+361 1X41.95 4.3 5.25 47.0 Constructed
1.4.10 ROB and Underpasses – Pedestrian and Animal Crossings

There are no existing ROB / RUB and Underpasses along the project stretch.
1.4.11 Sensitive Receptors along the Road – Including PASAR Locations

There are a number (total) of sensitive receptors within 50 m. on either side of the road
(such as educational and health facilities).
 There is no consistent ROW width available and it varies from locations to location.
 There are congested market places and built up locations along the road where people
are living or earning their livelihood.
 The likely affected properties are mainly structures like residences, commercial,
commercial cum residential structures, religious institutions, government building,
educational institutions and boundary walls.
 There are some dhabas and hotels located along the highway.
 For widening of the project road, some structures within ROW will be impacted.
 Land acquisition will be involved for realignments.
 There are 124 residential, commercial, residential-cum-commercial properties within

the corridor of impact.
 There are 39 public utilities within the project impact zone.
 The number of religious properties totals to six within the CoI.
Intersections / Junctions
There are 124 numbers of Junctions in the project road. The details of all the
junctions are presented in Chapter 4 at Table 4.3 –
Major Junctions; 4 No’s
Minor Junctions; 120 No’s
1.4.13 Existing Drainage Facilities with outlets

The project road is situated in Beas River Basin. Good natural drainage is available in the
area. Beas is Major River, which flows parallel in some part of project road. The Project
road is passing through mountainous to steep terrain hence having hill on one side & valley
on other side. Because of cut towards hill side, a V shape drain exists on hill side &
discharging the water in the nearby culvert 501 nos. of culverts and bridges also exist on
the project road provides good drainage condition for project road.
1.5 APPROACH AND METHODOLOGY
1.5.1 General Approach

After having thorough understanding of the TOR, consultants have developed a sequential,
systematic and comprehensive methodology for achieving realistic and technically sound
results specific to and in conformity with the Terms of Reference. This part of the Chapter
highlights the Approach and Methodology to be carried out for the consultancy services for
the preparation of a Detailed Project Report (DPR). Under the broad framework of the
Terms of Reference, the DPR preparation is based on experience in similar kinds of
projects in India. While developing the methodology, the main emphasis has been to (i)
innovativeness of the Approach and Methodology; and (ii) suitability of proposed
methodology. In order to achieve the objectives of the Study, effort has been carried out in
a phased manner, which is logically sequenced as per the various activities presented in
TOR. All tasks pertaining to the Detailed Project Report preparation have been addressed
in the following sections.
1.5.1.1 Collection and Review of Available Data

• The available reports and published information about the project road and project
influence area from the different publications and various Government department like
Public Works Department, District Offices of Revenue and Forest departments etc. have
been collected.
• After collecting available information these have been reviewed/cross checked with the
available information from different sources.
• These collected and reviewed data have been summarized and presented in concern
chapters of feasibility and detailed project report as a table, figures and annexure.
1.5.1.2 Engineering Survey and Investigation

In view to achieve the objective of the consultancy services for the project road, various
engineering surveys and investigations have been carried out for proper planning and
designing of the project road. Various surveys and investigations are listed below:
• Traffic Surveys
• Inventory and Condition Survey of Road and Pavement
• Topographic Survey
• Pavement Investigations
• Sub-grade investigations
• Material Investigations
• Axle Load surveys
• Inventory and Condition Survey of Bridges and Culverts
• Hydrological and Hydraulic Investigations
• Geo-technical investigations for Bridges and structures.
Some of the survey and investigations are also briefly described below:
1.5.1.3 Traffic Survey and Analysis

• Traffic surveys have been carried out on the project corridor in order to identify present and
likely future scenarios and to device suitable remedial measures and to evolve appropriate
design method.
• The primary objectives of these traffic surveys are to determine the characteristics of traffic
movement on the project corridor, determine the travel pattern as well as type and weight
of commodity carried by trucks, determine the spectrum of axle loads and vehicle damage
factors for different types of commercial vehicles, determine the turning movement pattern
of traffic at road intersections and determine traffic bottlenecks.
• Based on the homogenous sections as mentioned above traffic survey has been performed
at the following location as mentioned in Table.
Table of locations and schedule of various traffic surveys

Type of Survey Location Date Conducted
TVC-1 Km 145 (Near Kallajhari vill) 27/7/10
• 7 days Classified Traffic TVC-2 Km 179 (Near Sarakaghat Town) to
Volume count TVC-3 Km 225 (Near PWD Rest House) 2/8/10
TVC-4 Km 259 (Near Talayar vill)
• Axle Load Survey Km 141.500 6/1/2011
• Origin and Destination OD 1 Km 145.000 06-02-11
Survey OD 2 Km 179.000 05-02-11

OD 3 Km 259.000 20-02-11
• Speed-Delay Surveys for
Entire Project Corridor -
the entire project road.
TMC 1 TouniDevi Jn Km 152.7 16.08.2010
TMC 2 Awah Devi Jn Km 163 19.08.2010
TMC3 Sarkaghat Jn Km 178 20.08.2010
• Turning Movement
TMC4 Dharampur Jn Km 197.63 16.08.2010
Surveys for peak hours
TMC5 Jogindernagar Jn Km 199.54 16.08.2010
TMC6 Rewalsar Jn Km 259.5 17.08.2010
TMC7 Manali Jn Km 265 18.08.2010
Traffic volume count data was averaged to determine Average Daily Traffic (ADT).The
summary of ADT by vehicle type is presented in the Table below.
Summary of ADT at all stations
Bus TRUCK Agri. Tractor
Total Vehicles
Cycle Riksha
Funeral Van
Fire Tender
Ambulance
3- Wheeler
2-Wheeler
Total PCU
Location
Tollable
With Trailer
Multi-Axle
Cycle
PCU
LCV
Without
Car
Trailer
3-Axle
2 Axle
Mini
Full
TVC 1 858 254 158 46 168 1 0 6 67 4 1036 43 22 3 2666 3014 2121
TVC 2 627 216 113 63 102 0 0 3 25 1 881 14 20 0 2066 2201 1616
TVC 3 72 15 0 17 5 1 0 0 0 0 53 6 7 0 176 199 164
TVC4 982 84 93 109 88 0 0 1 20 2 1326 277 19 0 3000 2886 1839
1.5.1.4 Traffic Forecast (Tabulate Control Points)

The future traffic demand assessment is made based on the past available data. Traffic
forecast are made for the horizon year which will form the basis of further work on
pavement design, planning/designing of toll plaza and wayside amenities,
intersection/interchange design and developing capacity augmentation proposal.
Traffic forecast has been based on the demand elasticity approach, wherein a relationship
was established between traffic and socio-economic indicators. Traffic growth rates by
vehicle type for the project corridor have been determined. The projection for future traffic
involves critical analysis of some of the key socio-economic indicators and the rate of
change expected during the study period in the project influence area. They broadly
includes:
• Macroeconomic scenario growth rate and composition of net state domestic product
(NSDP) at the state and project influence area (PIA).
• PIA economy, sectoral production and potential
• PIA population and urbanization
• Perspective growth of PIA.

As the traffic contribution on the project corridor is mainly from Himachal Pradesh state,
consultant has developed the transport demand elasticity with respect to socio economic
indicators of Himachal. The methodology involves fitting regression equation to the time
series data. The NSDP is considered as independent variable for freight vehicles and per-
capita income and population is considered as independent variable for passenger
vehicles. Elasticity values as calculated for the passenger and freight vehicles are
presented in table below.
Transport demand elasticity
S. No. Type of Vehicle Elasticity
1 Cars/Jeep/Taxi 1.0076
2 Mini Bus 0.4782
3 Buses (Standard) 1.6681
4 LCV 0.9653
5 Trucks (2A+3A+Arti) 0.9653
Based on the estimated elasticity values and forecast growth rate of economic variables,
the future annual compound growth rates for each type of vehicle was computed using
following model.
Tgr = ((1+Pgr)*(1+PCI gr)-1)*100*E

Where,
Tgr = Traffic Growth Rate
Pgr = Population Growth Rate
PCI gr = Per Capita Income Growth Rate
E = Elasticity value
The above model is primarily used for passenger vehicles and assigned equal weightage
to population and per capita income. Similarly the model applied for estimating growth rate
of goods vehicles is as follows:
Tgr = NSDP gr * 100*E

Where,
NSDP gr = growth rate of NSDP (in real terms)
Projected Traffic Growth Rate: The projected traffic has been calculated on the most likely
scenario of the growth rate of the population, NSDP and PCDP in the state.
Projected growth rate of Traffic
Vehicle Car Mini Bus Bus LCV Truck

2011-16 14.30% 5.40% 11.59% 10.15% 10.18%
2011-22 10.99% 4.19% 9.00% 7.80% 7.80%
2023 onwards 7.75% 2.67% 5.74% 5.50% 5.50%
Based on traffic forecast as mentioned above up gradation to 2 lanes of roads shall cater to
the traffic upto year 2030 as total traffic in year 2030 is about or less than 14000 PCU in
any homogeneous section. The following table shows projected traffic on each
homogeneous section:
Projected Traffic over the Design Horizon
Km 145 Km 179 Km 225 Km 259

Year
Vehicles PCU's Vehicles PCU's Vehicles PCU's Vehicles PCU's
2010 2666 3014 2066 2201 176 199 3000 2886
2011 2936 3314 2275 2427 196 222 3299 3178
2012 3236 3650 2507 2677 218 249 3630 3509
2013 3570 4025 2766 2960 242 277 3998 3880
2014 3940 4438 3054 3275 270 311 4408 4293
2015 4354 4898 3374 3625 300 347 4864 4754
2016 4816 5416 3732 4019 333 387 5375 5273
2017 5212 5858 4038 4356 362 422 5816 5721
2018 5644 6341 4372 4724 394 460 6298 6214
2019 6115 6864 4735 5123 428 500 6823 6751
2020 6627 7433 5131 5559 466 547 7394 7337
2021 7188 8057 5563 6034 508 597 8018 7979
2022 7800 8739 6035 6555 553 650 8699 8679
2023 8270 9257 6397 6950 588 691 9228 9221
2024 8771 9810 6780 7368 625 734 9791 9798
2025 9304 10397 7188 7812 665 781 10392 10414
2026 9872 11022 7623 8285 708 832 11032 11071
2027 10478 11689 8087 8791 754 887 11713 11770
2028 11125 12405 8581 9327 803 944 12440 12518
2029 11816 13168 9108 9901 855 1004 13216 13315
2030 12552 13979 9668 10511 910 1067 14042 14166
2031 13337 14844 10267 11162 971 1138 14923 15074
2032 14173 15764 10905 11859 1035 1212 15865 16045
2033 15066 16746 11586 12604 1103 1290 16870 17082
2034 16019 17794 12311 13395 1177 1375 17943 18190
2035 17035 18907 13085 14241 1256 1468 19087 19372
2036 18120 20095 13910 15141 1340 1566 20307 20632
2037 19280 21365 14792 16103 1431 1672 21611 21981
2038 20519 22723 15734 17130 1527 1784 23003 23419
2039 21840 24170 16738 18224 1631 1903 24493 24961
2040 23253 25717 17811 19394 1742 2032 26084 26609
1.5.1.5 Topographical Survey
The main objective of the topographical survey is to capture the essential ground features
along the alignment in order to consider improvements and for working of improvements,
rehabilitation and upgrading costs. The scope of the topographical survey for this project
encompasses is to acquire data in X,Y,Z coordinates system of all essential ground
features along the alignment so as to have digital terrain model of the corridor using most
modern survey method’s for preparation of strip plan, final design of cross section and
other designs.
The topographical survey work includes:

(i) Survey for setting up a Digital Terrain Model for the whole length of the project road
(ii) Survey for Realignment sections where ever proposed.
(iii) Additional surveys as required for improving geometrics of the road by eliminating /
improving of curves.
(iv) In cross / off taking roads up to 100 m on either side of road center line.
(v) At proposed location of bridge and alignment of approach road.
(vi) The main items of work in the Topographical Surveys includes the following
• Control point survey by GPS.
• Subsidiary control point survey by Total Station Traverse.
• Height Control by leveling.
• Detailed Topographical Surveys
• Fixing of BM pillars at 250 m interval over entire length of the road.
The topographic surveys thus have been divided into three phases:
(1) Fixing of Major Control Stations
The Major Control Stations are concrete pillars embedded in the ground, in pair with inter
visibility. The horizontal control coordinates were observed and worked out by use of
differential GPS instrument, for each pair and the elevation were provided by independent
leveling survey by Digital Auto Level. These Major Control Stations are kept at a distance
of 5km to 6km as per the availability of safe location. List of GPS stations are presented
under Table A3.5 and Location of GPS station in Fig 3.2 in Appendix to Main Report.
(2) Control Traverse Survey:
The control traverse (closed type) is the base framework for all the further survey work.
This provides a coordinated horizontal grid and a level reference system to ensure
accuracy. Thus the measured coordinates of these survey grids (Northing and Easting) and
the levels are tied to GTS benchmark wherever available, to verify the accuracy of survey.
The GPS/ Benchmark Pillars and Reference Benchmark Pillars established are act as both
horizontal and vertical control points. List of TBM’s are presented under Table A3.4 and
Location of TBM’s in Fig 3.1 in Appendix to Main Report.
Control points/ Reference beacons, consisting cement concrete pillars with central nail
point, have been fixed at every 200 to 250m intervals depending upon site conditions.
Three coordinates (X, Y and Z / easting, northing and altitude) of control beacons, with
respect to the cumulative chainage of alignment have been prepared.
(3) Ground Surface Survey:
Levels along centre line of the existing road are taken at every 25m interval and at all
intermediate breaks in ground using Total Station. The said spacing is suitably reduced at
horizontal curves and at structure locations.
Cross sections are taken at every 25 m intervals, and at each cross-section the survey
normally extends beyond 25m on each side of the existing road centre line with survey
points at 5-10 m apart and at all variations in the natural ground or breaks in level.
However, at many locations, it was not possible to take levels upto 25m due to steep hill or
steep valley, at such locations; generally, it was taken upto 10m on both side of centre line.
Centre line co-ordinates of the existing road is presented under Table A3.6 in Appendix to
Main Report.
The topographic survey thus carried out contains the details of all physical and
topographical features within the survey corridor such as carriageway, shoulders, hill toe,
valley slopes, drains, retaining / Breast walls, rivers, streams, rail crossings, electric/
telephone lines, high / low tension lines and their offsets from the road edge, buildings,
trees (girth more than 300mm), etc. At locations of encroachments where ROW has been
reduced or where existing alignment can be improved upon through minor adjustments, the
width of the survey corridor is extended appropriately to accommodate the proposed
alignment. At locations of possible realignments survey was carried out along the new
alignment for a 30m to 45mm wide strip.
The survey data thus collected by the topographic survey was processed and converted to
graphic files using Highway Design software called “MX ROAD”. For ascertaining
quantities, grid leveling was utilized.
1.5.1.6 Investigations for Existing Subgrade

Detailed investigation of the existing sub-grade has been carried out for rehabilitation of the
existing road, strength of the existing sub-grade being considered for pavement design.
Sub-grade investigation consists of Test Pit for collection of sub-grade samples, finding
existing pavement composition and test on collected samples.
Test Pit for Sub-grade Investigation

In order to determine sub grade soil characteristic and its strength, samples of soil were
collected from the sub grade by making test pits.
Test pits, measuring 0.6m X 0.6m at the pavement – shoulder interface extending through
pavement layers to the level of sub grade has been excavated at every 500 m interval
(scattered left/right) for measuring the thickness of different pavement layers and visually
identifying the pavement material/soil exposed in the test pit.
For widening of the existing road sub grade investigation in test pits which included in-situ
field density and moisture content determination using the sand replacement method were
carried out at the frequency of 3 test pits for each homogenous section. Representative
sample were collected from these test pits and tested in the laboratory as per relevant
standards. As the terrain is hilly even in the test pits drilling was involved.
The test activities that were carried out in test pit include:-
• In – situ density and moisture content of sub-grade on each test pit.
• Pavement Composition
• Collection of sub-grade samples for testing in Laboratory
1.5.1.7 Geotechnical Investigation for Bridges, Flyovers/ROB and under passes

Geo-technical investigations have been carried out for the proposed bridges as per the
criteria given below:-
S.N. Description Location of Boring

1. Overall length = 6-30M One location at each abutment location
2. Overall length =30-60M One at abutment location and at least one intermediate
location between abutments for structures having more than
one Span
3. Overall length >60 M Each abutment and each pier location
The proposed geo-technical investigation to all these bridges shown in Table below:-
Proposed Locations, numbers and depth of Geotechnical Investigation
Existing Proposed No. of bore Location of bore Depth of

S.N.
Chainage Chainage hole hole bore hole
1 184+364 180+619 2 Both Abutment 20
2 185+717 181+800 1 Abutment 15
3 195+463 189+755 3 Both Abutment & Pier 20
4 230+228 220+283 1 Abutment 15
5 235+318 224+703 2 Both Abutment 15
6 238+933 228+016 2 Both Abutment 15
7 240+486 229+381 2 Both Abutment 20
1.5.1.8 Material Investigations (source and lead distance, quantum and quantity)
The objective of the material investigations is to locate sources of suitable materials
required for construction of road pavement and structures. Thus preliminary material
investigations were carried out to familiarize with the sources, properties and
characteristics of these basic ingredients to identify suitable sources of all construction
materials.
It has also been found that there is no Thermal Power Plant within reach of 100 km for use
of fly ash on the project road.
The detailed inventory programme was undertaken in consultation with local PWD
officials/contractors and quarry owners. Samples were taken from all sources identified and
subjected to a testing programme based on requirement of IRC and I.S. Specifications.
Type of Material:
The various types of construction materials identified at site –
(i) Borrow areas for locating suitable soils for use in embankment, sub-grade.
(ii) Quarries for locating hard stone/ granular material for use in sub base, base course,
bituminous mix and concrete works.
(iii) Sources of sand for use in DBM / BC layers and cement concrete works.
(iv) Sources of other construction materials like cement, steel and bitumen.
Source of Materials
• Soils for Embankment/sub-grade
Extensive survey was undertaken to locate potential sources of borrow area as near to
project site as possible to avoid long haulage of the material. It has been found that
suitable soil required for the construction of embankment and sub grade shall be available
all along the alignment from cutting of the hill/existing road formation. The existing road sub
grade and shoulders are also of the same cutting material. Sufficient quantity shall be
available from cutting.
However it has also been observed that all road stretches where realignment or widening is
proposed, the sub-grade shall be formed by existing natural soil strata with its loosening
and re-compacting. Hence the properties of existing sub-grade samples shall be applicable
for new construction of pavement along the realignments.
• Stone Metal Quarries
Extensive survey was conducted to locate the availability of granular material and stone
metal required for the construction of granular sub base, Wet Mix Macadam, Dense
Bituminous Macadam, Bituminous Concrete and Cement Concrete works near to the
project site. As a result of local enquiry and discussions with the PWD officials,
stone/metal/crusher sand was identified at 4 quarry/crusher sites close the project road.
These are –
(i) Pung Khad – 10 km in LHS of km 146.350 of NH-70
(ii) Sarkaghat Quarry – 1 km in LHS of km 178 of NH-70
(iii) Stone Quary – 6 km in LHS of km 195 of NH-70
(iv) Stone Quarry – 9.16 km in LHS of km 258.000 of NH-70
In absence of morrum it is proposed to use crushed aggregate for granular sub-base.
• Sand Source
Apart from crusher sand available at the above stone crushers, natural sand is also
available at the following sources -
(i) Seer Khad – 1 km in LHS of km 178 of NH-70 near Sarkaghat
(ii) Ratti Khad - 15.8 km in RHS of km 258.565 of NH-70
Sufficient quantity is available at these sources.
The details of these Quarries/Sources are given in Quarry Map and Quarry chart given at
Fig 3.3 in Appendix to Main Report.
1.5.2 Engineering Design & Improvement Proposals

The detailed engineering design and rehabilitation proposals have been worked out based
on the detailed engineering studies, traffic forecasts and future requirements. The section
of NH-70 under consideration carries mixed freight and passenger traffic.
Based on the suggested improvement of the corridor, design standards and analysis of the
item of the proposed improvement options, design and treatment have been
conceptualized and formulated for various sections as discussed below.
1.5.2.1 Geometric Design of Highways

The geometric design for this project is based on the following general principles, which
form the basis of all good highway design.
• A uniform application of design standards for any area is essential from the view point of
road safety and the smooth flow of traffic. The selection of optimum design standards
reduces the possibility of early obsolescence of the facility, which can be any inadequacy in
the original standards.
• Faulty geometric standards, after construction, are frequently difficult to rectify at a later
date and they are always costly. As such, both horizontal and vertical geometry accorded
due importance at the initial design stage itself and selected standards has not been
compromised without the most careful deliberation.
• The design has thus been consistent within any area and the standards proposed for the
different elements are compatible with one another. It is sometimes necessary to reduce
the selected design speed for economic reasons but any abrupt changes in the design
speed have been avoided.
• The selected design has minimize total transportation cost, including initial construction
costs, costs for the maintenance of the facility and the costs born by the road users.
• Safety in the initial part of the design elements.
• “Ruling” standards has been followed as a matter of routine. “Minimum” standards have
been followed only where serious restrictions are imposed by technical or economic
considerations.
The detailed design of geometric elements cover following major aspects:

(i) Horizontal alignment
(ii) Longitudinal profile
(iii) Cross-sectional elements
(i) Junction, intersection and interchanges
(ii) Bypasses
(iii) Service road
Design of all above geometric elements except interchanges have been carried out
keeping the design standards as laid down for various types of roads with type of terrain.
1.5.2.2 Pavement Design
The flexible type of pavement has been adopted for widening of existing carriageway as
well as for new construction of realigned carriageway.
Separate design for widening/new carriageway and strengthening of existing carriageway

has been carried out.
As per the guide lines issued by MoRTH for preparation of draft detailed project report and
cost estimates of NHIIP projects, the design period has been taken as end of year 2030
with construction period of 3 years:
Adopted Pavement Composition
Pavement Layers (mm)

Design (km) DBM
BC (VG40) WMM CTSB Total
(VG40)
Km 141+000 to Km 145+825 30 50
Km 145.825 to Km 181.000 30 50 150 200 430

Km 181.000 to Km 208.950 30 50 150 200 430
Km. 208.950 to Km 250.592 30 50 150 200 430
Design of Overlay: The existing pavement was evaluated with a view to work out the
overlay requirement on the existing carriageway and to provide new crust in additional
lane. Benkelman Beam deflection studies were carried out along both outer edges of the
carriageway as per IRC 81-1997.
The deflections were measured, as per procedure detailed in IRC: 81-1997. Overlay design
has been carried out based on statistical analysis of all measurement. The overlay
thickness for the section from Km 141+000 to Km 145+825 is considered with average
BC 30 mm & DBM 50 mm.
1.5.2.3 High Embankment Design

Embankments are required to be constructed on poor foundation materials with a wide
variety of soils, and to considerable heights.
Design of embankment construction can be divided into three categories.
• Routine cases- such as embankments constructed over firm or reasonably
favorable ground, using sand, gravel and other suitable material.
• Special cases- where the troublesome ground extends over a limited length, Soft
foundation layers exist for a shallow depth, or the embankment material is relatively
unfavorable such as silts or clays.
• Exceptional case- in which embankments are routed over long distances on
marine clays, tidal swamps, peats, creeks etc. where drainage conditions could be
critical in causing instability and post construction settlement might assume serious
proportions.
• On the project road site the ground is firm and reasonable favorable ground for
construction of embankment. As such design for construction embankment has
been considered on routine case.
1.5.2.4 Design of Structures

The entire section of the project highway is single/Intermediate lane passes through
mountainous to steep terrain and predominantly in steep terrain which is to be upgraded to
2 lane/2 lane with paved shoulders configuration. 509 numbers of cross-drainage
structures such as bridges, culverts, cause ways etc exist with very sharp approaches and
inadequate safely measures.
Volume II part II deals with the structures part of Bridges and structures. This Volume is
further divided in 3 chapters, chapter 1 deals with Design of Bridges, chapter 2 deals with
Design of Cross drainage structures and chapter 3 is for Design of over bridges and under
passes.
On the project highway there is no over bridge and under pass. As such the chapter 3 has
been deleted.
Design standards/specifications, Design Methodology, hydrological analysis of Bridges,
design criteria etc. have been described in detail in the following Volume II Part II.
1.5.3 Drainage Design

Hydrological Design: The hydrological study aims at estimating the peak discharge of the
flood generated by the run-off of rainfall within the catchment area. The hydrological study
requires:
• Knowledge of the characteristics of peak rainfall in the regions:

• Knowledge of the characteristics of the catchment areas:
• Topographic data about the stream, upstream and downstream:
• Survey of India toposheets maps to a scale of 1:50,000 for identification of catchment
area and its characteristics.
The secondary data used for the analysis is the rainfall intensity records published by
Central Water Commission Data. The project road NH-70 falls in zone 7 on is-pluvial of
140 to 160 mm/hr. (50 year return period, 24 hr maximum rainfall).
Design Storm Calculation: The drainage design is carried out using the rational formula.
The drainage design is based on fifty-year return period. Channel Hydraulics is derived
using Manning’s formula. Discharges for the streams of bridges have been calculated with
the
1. Rational Formula; 2.Manning’s Formula
Design storm frequency for each type of structure is at table in volume II B. Appendices of
Bridge report.
1.5.4 Rates and Cost Estimates

Analysis of rates for different items of road construction has been worked out as per the
standard data book of MoRT&H. The rates for machine, material & labour have been
collected from PWD (HP), markets of project area and from the point of bulk sale. All efforts
have been made to keep the rates logical & project specific. The details of rate analysis is
given in volume VII. After finalizing the rates & BOQ the cost estimate of the project road
has been worked out as per the guidelines given by MoRT&H. The details of cost estimate
is given in volume VIII.
CHAPTER - 2
SOCIO-ECONOMIC PROFILE
2.1 GENERAL
A good road network helps in the success of all development activities, including
movement of people and goods, agriculture commerce, economic education, health, social
welfare, cultural diversification and maintenance the region. The roadside socio-economic
condition is variable from rural developments to rural agricultural areas, semi-rural open
areas with occasional roadside dwellings and small businesses scattered throughout the
route. There is ribbon development at some locations along the road with small
settlements. Majority of the project road passes through rural area with steep terrain.
During Initial socio-economic assessment, the land use types are identified as follow:
Categories of Land Use

Category Characteristics
Major town with buildings extending from the roadside to the larger adjacent
Urban area for a significant distance. Town like Kot, Tauni Devi, Awa Devi,
Sarkaghat and Dharampur are covered in this category.
Lower density of urban development; road side businesses alongside the
Built-up roadway, primarily a ribbon development formed by continuous string of
successive building units.
Rural with A rural environment with isolated individual houses, schools, businesses
steep terrain alongside to the roadway.
The preliminary assessment of land use pattern along the project corridor is presented in
Table below. This indicates that the distribution of length of Project road and percentage
Length in terms of land use and roadside environments:
Type of Land Use
Type of Land use Length % Length

Agriculture Land 20.34 Km 17.94%
Built-up area 21.95 Km 19.36%
Forest (demarcated) 15.93 Km 14.05%
Grazing Land & Open Forest 55.18 Km 48.66%
113.4
Total 100.00%
The major towns / villages’ en-route the project road are Kot, Tauni Devi, Awa Devi Panjot,
Kotli, Sarkaghat,Baroti, Barada, Dharampur and Talyar. The existing ROW is varying
between 6m to 15m.
The project road falls in the state of Himachal Pradesh, traversing through two districts, viz.
Hamirpur and Mandi. The project corridor, Hamirpur - Mandi Section of NH 70 starts from
Km 141.000 to Km 265.000 in the state of Himachal Pradesh.
For the purpose of the present study, Project Influence Area has been considered as the
districts abutting the project roads where the impact of road improvements would be
greater. The improvement of the project roads would also benefit the people and the
economic activities that are located away from the abutting districts; such locations can be
identified through O-D survey and other road user’s survey. However, due to the closeness
of the abutting districts from the project roads, these have been taken as part of the PIA.
The Project Road passes through Hamirpur and Mandi districts of HP. For the social
assessment point of view a district level data has been presented and analysed in following
sectors.
The Hamirpur district is situated between 76o7’50” to 76o43’42” East

longitudes and 31o24’48” to 31o53’35” North latitudes. It is located in the South Western
part of Himachal Pradesh. It is covered by lower Himalayas; the elevation varies from 400
meters to 1,100 meters. The main hill ranges of the district are known as Dhoula Dhar,
Jakh Dhar & Sola Singhi Dhar. Hamirpur district is bounded in the North by river Beas
which separates it from Kangra district. In the East Bakar and Seer Khads separate it from
Mandi district. In the south, it is bounded by Bilaspur district and in the west by Una district.
Hamirpur remained a part of Punjab province until 1st November, 1966, when these areas
were merged in Himachal Pradesh consequent upon the reorganization of the Punjab. As a
result of re-arrangement of the districts in the merged areas on 1st September, 1972,
Hamirpur was created as a separate district.
District Map of Hamirpur

Mandi District was formed with the merger of Mandi & Suket, two princely states on 15th
April 1948 when the state of Himachal came into existence. The Mandi district is situated
between 31°13’50” and 32 ° 4’ 30” North Latitude and 76 ° 37’ 20” and 77 ° 23’ 15” East
Longitude. It is central district of Himachal Pradesh along the left bank of the river Beas in
the foot hills of Shivalik ranges. The district is bounded by Kangra district on the North-
West, Hamirpur and Bilaspur districts in the West. Arki tehsil of Solan district in the South;
Shimla district in the South – West and Kullu district in the East. Mandi is also a town in the
district which has distinguished history and interesting architecture. It is also a
transportation hub for the district. Sundarnagar is one of the emerging towns of the district.
The historic town of Mandi is built along the banks of river Beas and is important
commercial center.
District Map of Mandi
2.2 DEMOGRAPHIC FEATURES
2.2.1 Total Population of the project Influenced Area
The total population of the project influence area is 1344044, in that male constitutes
49.04% and female 50.96%. As per 2001 census, the population of District Hamirpur and
Mandi are 412700 and 901344 respectively. The Male and female population in Hamirpur
and Mandi district constitutes 47.64 % & 52.36 % and 49.68% & 50.32% respectively to
the total district population.
2.2.2 Distribution of Rural/Urban Population in the Project Influence Area
Population distribution and households for rural and urban area in PIA and in respective
districts is presented in Table below. The analysis of data presented in the table reveals
that about 93.06% of the population in PIA area lives in rural area and the remaining
6.94% lives in urban area. This figure reflects that the population distribution is heavily in
favour of rural area and there is ample scope for further development in PIA and
movement of people to urban area. It is due to the fact that the terrain of both the districts
is in difficult and interior part of the state; therefore the urbanisation has been slow and the
total population of the both the districts is much less. Hence, it can be concluded that the
proportion of urban population immediate close to project corridor would be in much less
proportion at PIA total level.
Population Distribution in the Project Influence Area

Number of Household Population
District
Total Rural Urban Total Rural Urban
Hamirpur 86771 80024 6747 412700 382494 30206
Mandi 182378 168021 14357 901344 840362 60982
Himachal Pradesh 1221589 1079797 141792 6077900 5482319 595581
Source: census of India 2001
2.2.3 Sex Ratio of the Project Influence Area
Sex ratio in project influence area is 1056 females for thousand males. The state level sex
ratio is 970 females to 1000 males and at national level 933 to 1000 males. The
comparison of the sex ratio of both the project affected district with national and the state
shows that these districts are much better in sex ratio point of view. The female population
is dominating in the project affected districts. The figure for sex ratio in Hamirpur district is
1099 females per 1000 males and the value for Mandi district is 1012 females per
thousand males (Table 2.1).
Table 2.1: Demographic features of District and Project Area Districts
S. Population Sex ratio

District/State
No. 1991 2001 2011 1991 2001 2011
1 Hamirpur 369,128 412700 454293 1105 1099 1096

2 Mandi 776,372 901344 999518 1013 1012 1012
Himachal Pradesh 5170877 6077900 6856509 976 970 974
2.2.4 Population Density in the Project Influence Area
Density of population in the district of Hamirpur is 369 people per sq kms. The same for
Mandi district is 228 persons per square kilometer. It is observed that the project region is
not heavy populated; hence, the likelihood of number people getting impacted due to
project implementation would be less. But in typical hill region people tends to live close to
the access points for easier communication and accessibility to various facilities. The table
(2.2) shows the urban population by class of towns affecting the project road.
Table- 2.2: urban population by class of towns affecting the project road
District/Tehsils Total Rural Urban F**/

S.
No. 1000
Sub Tehsils Person M* F** Person M* F** Person M* F**
M*
Hamirpur 412700 196593 216107 382494 180366 202128 30206 16227 13979 1099
1 Nadaun 91410 43327 48083 87005 41078 45927 4405 2249 2156 1110
Sujanpur 43410 20772 22417 36112 16893 19219 7077 3879 3198 1079
Dhatwal 34816 16469 18347 34816 16469 18347 - - - 1114
Hamirpur 111210 53954 57256 93958 44627 49331 17252 9327 7925 1061
Bhoranj 81985 38456 43529 81985 38456 43529 - - - 1132
Bansar 50090 23615 26475 48618 22843 25775 1472 772 700 1121
Mandi 901344 447872 453472 840362 415676 424686 60982 32196 28786 1012
Jogindernagar 75675 36555 39120 70627 33892 36735 5048 2663 2385 1070
Lal Bharol 25404 11452 13952 25404 11452 13952 - - - 1218
2
Sandhol (ST) 18443 8579 9864 18443 8579 9864 - - - 1150
Sarkaghat 78469 37440 41029 74763 35570 39193 3706 1870 1836 1096
Mandi 192370 97616 94754 64128 82638 81490 28242 14978 13264 971
Balichowki(ST) 33663 17141 16522 17141 16522 33663 - - - 964
Baldwara (ST) 40330 19447 20883 19447 20883 40330 - - - 1074
Chachiyot 50435 25247 25188 25247 25188 50435 - - - 998
Dharampur(ST) 30898 14723 16175 14723 16175 30898 - - - 1099
Karsog 83379 41796 41583 41796 41583 83379 - - - 995
Thunag 44106 22287 21819 22287 21819 44106 - - - 979
Sundarnagar 101437 51976 49461 39291 38160 101437 23986 12685 11301 952
Kotli(ST) 23941 11667 12274 11667 12274 23941 - - - 1052
Padhar 44144 22025 22119 22025 22119 44144 - - - 1004
Nihri(ST) 31777 16122 15655 16122 15655 31777 - - - 971
Aut(ST) 26873 13799 13074 13799 13074 26873 - - - 947
* Source: census of India 2001
Density of Population in the Project affected district

Area Population
S. No. District Density
(Sq.Km) Total Rural Urban
1 Hamirpur 1118 412700 382494 30206 369
2 Mandi 3950 901344 840362 60982 228
Himachal Pradesh
55673 6077900 5482319 595581 109
(2001)
2011 55673 6856509 6167805 688704 123
Source: Census of India, 2001
2.3 URBANIZATION
Urbanization of an area is the reflection the development process and proportion of

population living in rural area in PIA district is very high. About 78% of total population of
both the districts lives in rural areas. The composition of male and female in appropriate
proportion is a healthy sign of a society. Sex ratio of both the project affected district, i.e.
Hamirpur (1099) and Mandi (1012) are very much in the favour of female. Scheduled
castes and scheduled tribes are integral part of Indian society and need additional support
due to their vulnerable nature.
2.4 EMPLOYMENT STRUCTURE
The data in below table reveals that PIA districts are having 388946 Main workers, 270751
Marginal workers and 654347 Non-workers. The shares of females in Main workforce,
Marginal workforce and of Non-workers in the PIA districts are 36.72%, 66.86% and
52.83% respectively. Among the PIA districts, District Mandi shares major chunk of main
workers, marginal workers and non workers since the total population of Mandi district is
nearly double to the total population Hamirpur district.
The total workforce including main and marginal workers constitutes 50.20% of total
population of PIA districts. The same for individual district i.e. for Hamirpur and Mandi
district is 49.77% and 50.40% respectively. The proportions of total workforce in both the
districts to the total district population are comparatively similar. Occupational structure of
PIA suggests that people engaged as agricultural labour and household industries are very
minuscule percentages of total district population and same holds for PIA area. But people
engaged in sector other than cultivator, agriculture labour and household industry area
27.09% in Hamirpur district, 24.55% in Mandi district and 30.67% in PIA area.
2.5 STATE INCOME: Net State Domestic Product (NSDP)
Gross state domestic product or state income is the most important indicator for measuring
the economic growth of a state. According to quick estimates, the state income increased
to Rs. 26, 646 crore in 2008-09 from 24,800 crore in 2007-08 thereby registering a growth
of 7.4% growth of at constant price 1999-00. The state income of HP at current price is
estimated at Rs 36,924 crores in 2008-09 as against Rs. 32, 221 crores in 2007-08,
thereby registering an increase of 14.6%. The significant pace of this growth is attributed to
the sectors other than agriculture & allied activities.
The economy of HP is predominantly dependent upon agriculture and in the absence of

strong industrial base, any fluctuation in the agricultural and horticultural production cause
some changes in economic growth also. During 2008-09 about 18.03% of state income has
been contributed by agriculture sector alone. The per capita income of HP at current
prices in 2008-09 stood at Rs. 44538. This shows an increase of 11% over 2007-08 figure
of Rs. 40107 per person. At constant price (1999-00) price the per capita income during
2008-09 is estimated at Rs. 32343 against Rs, 30519 in 2007-08 witnessing an increase of
5.9%.
Table: 2.3: State Domestic Project and per capita income (last 10 years)
%age Change Over
the Previous Years
State Income Per Capita Income
At
1999-2000 Prices
Year At At Current At Constant At Current Net State Per
Constant
Prices (Rs. Prices Prices (In Prices (In Domestic Capita
in Crore) (Rs.in Rs.) Rs.) Product Income
Crore)
1. 2. 3. 4. 5. 6. 7.
1999-2000 12467 12467 20806 20806
2000-2001 13262 13852 21824 22795 6.04 4.9
2001-2002 13938 15215 22543 24608 5.1 3.3
2002-2003 14617 16751 23234 26627 4.9 3.1
2003-2004 15596 18127 24377 28333 6.7 4.9
2004-2005 17099 20300 26278 31198 9.6 7.8
2005-06 (R) 18176 22488 27443 33954 6.3 4.4
2006-07 (P) 19308 24797 28639 36781 6.2 4.4
2007-08 (Q) 20990 27542 30586 40134 8.7 6.8
2008-09 (A) 22439 31107 32319 44803 6.9 5.7
2.5.1 Sectoral Growth
With reference to the sectoral growth of state economy, the following section describes for
each sector, viz. primary, secondary and tertiary, transport, storage, communication and
trade, finance & real estate, community and personal services.
Primary sector – the primary sector which includes agriculture, forestry, fishing, mining and
quarrying during 2008-09 witnessed a negative growth rate of 3%. Due to the unfavorable
weather conditions the agricultural production decreased from previous year thereby
registering negative growth in this sector (Table 2.04)
Secondary sector – the secondary sector that comprises manufacturing, construction,

electricity, gas and water supply registered a growth of 12.6% during 2008-09 which is
higher than the national level, the good performance in the sector expresses that the
economy is shifting from primary to secondary sector.
Transport, storage, communication and trade – this sector shows a growth of 2.5% during
2008-09. The transport component of this sector has shown an increase of 6.3% which is
higher than national level.
Finance and real estate – this sector comprises banking and insurance, real estate
ownership of dwelling and business services; it witnessed a growth of 10% in 2008-09.
Community & personal services – the growth in this sector during 2008-09 was 11.1
percent.
Table-2.4: Growth rate and Sectoral Composition of the State
Total %
2008-09 %
Sector Sub-Sector sectoral increase/
(crores) increase/decrease
growth decrease
Agriculture and animal
4355 -2.7
husbandry
Primary Forestry and logging 498 -6.5 4968 -3
sector
Fishing 36 6.3
Mining & quarrying 79 4.6
Transport,
communication and 3646 2.5
Secondary trade and hotel
10359 7.6
sector Finance & real estate 2273 10
Community and
4440 11.1
personal services
Tertiary
DNA
Sector
DNA- Data Not Available
2.5.2 Sectoral Composition
The sectoral analysis reveals that during 2008-09, the % contribution of primary sector to
total state income of state is 21.31%, secondary sector 42.36%, followed by community
and personal services 15.60%, transport, communication and trade 12.78% and finance
and real estate 7.95%. The structural composition of the state economy witnessed
significant changes during the decade. The share of agriculture including horticulture and
animal husbandry in GSDP has declined from 26.5% in 1990-01 to 18.03% in 2008-09 yet
the agriculture sector continues to occupy a significant place in the state economy and any
fluctuation in the production of food grains/fruits affect the economy. The share of primary
sectors which include agriculture, forestry, fishing and mining and quarrying has declined
from 35.1 % in 1990-91 to 21.31% during 2008-09.
The secondary sector, which occupies the second important place in the state economy,
has witnessed a major improvement since 1990-91. Its contribution increased from 26.5%
in 19909-91 to 42.36%in 2008-09, reflecting healthy sign of industrialization in the state.
The share of electricity, gas, and water supply which is component of secondary sector has
also increased from 4.7% during 1990-91 to 9.1% during 2008-09. Tertiary sector which is
comprised of sectors like trade, transport, communication, banking, real estate and
business services, community and personal services has also witnessed change in its
share.
(R) – Revised, (P) – Provisional, (Q)- Quick , (A) – Advanced
Fig.2.1 Sectoral compostion ( primary, secondary and tertiary)( Last 10 years)
2.6 MAIN ECONOMIC SECTORS
Himachal Pradesh has emerged as leading state for development in the country and also
leading ahead in hill area development, agriculture, horticulture, power and tourism. The
economy of the state has been progressing almost at uniform pace as it is expected to
achieve a growth of 7.5 percent in the current financial year. The important sectors of
Himachal Pradesh state economy area further discussed in following sections.
2.6.1 Agriculture
The net sown area in both PIA districts is about 120700 hectares. The gross cropped area
is about 230300 hectares in both districts, the same for Hamirpur and Mandi district is
69200 hectares and 161100 hectares respectively. The net sown area in Hamirpur and
Mandi district is 34900 and 85800 hectares respectively. The area has sown more than
once in Hamirpur and Mandi district is 34400 hectares and 75300 hectares, respectively.
The breakup of the same is provided in table below.
Table: Area, production and yield of food grains

Yield (lakh mt Productivity
S. No. Year Area (‘000 Ha)
tonnes) (kg/Ha)
1 1998-1999 13.13 8.37 1569
2 1999-2000 14.46 8.22 1760
3 2000-2001 11.04 8.12 1360
4 2001-2002 17.60 8.43 2080
5 Xth plan 18.75 8.22 2281
The major crops in PIA districts are potato and vegetables this due to the fact that the
climate and soil condition in the region favours cultivation of potato and vegetables. The
combined total production of potato and other vegetables in PIA districts is 21939 metric
tonnes and 154299 metric tonnes, respectively. The break up for potato and other
vegetables production in project affected districts is presented in Table as follows
Area and production of Vegetables
Potato Other Vegetables

S.
District Area Production Area Production
No.
(Hect.) (MT) (Hect.) (MT)
1 Hamirpur 40 260 2886 44958
2 Mandi 1853 21679 7255 109341
Total 1893 21939 10141 154299
Source: Directorate of Agriculture, Himachal Pradesh
In addition to potato and vegetables there other major crops in the PIA districts are whet,
paddy and maize.
Horticulture:
The rich diversity of agro climatic conditions, topographical variations and altitudinal
differences coupled with fertile soils favor the cultivation of temperature to sun tropical
fruits in Himachal. The region is also suitable for cultivation of ancillary horticultural
products like flowers, mushroom, honey etc. The area under fruits, which was 792 hectares
in 1950-51 with total production of 1200 tonnes increased to 204629 hectares during 2008-
09 with total fruit production of 6.28 lakh tones in 2008-09. Apple is the most fruit crop of
HP, which constitutes about 48% of the total area under fruit crops and about 81% of the
total fruit production. The other prominent fruit produce in the state are
walnut/hazelnut/pistachio nut, mango, litchi, strawberry etc. Various fruit production in the
Himachal Pradesh is given in table below.
Table- : Increase in fruit products (last 10 years)
Fruit 2000-2001 2008-09 % increase

Apple 376.7 510.16 73.84
Other temperate fruits 20.5 39.93 51.34
Nuts and dry fruits 2.7 3.55 76.06
Citrus 11.1 26.01 42.68
Other sub-tropical
17 48.43 35.10
fruits
* Source: Statistical outline of Himachal Pradesh 2009-10
2.6.2 Industries
Himachal Pradesh has made significant achievements in the field of industrialisation in the
past few years. As on December 2009 there are 428 medium and large scale industries
and about 909 small scale industries with a total investment of about Rs. 8936.57 crore
working in the state. These industries provide employment to about 2.35 lakh persons. In
the project affected districts, there are 141 small scale industries in 2008-09 (Table 2.14).
Similarly, the numbers of factories in both the districts in 2008-09 was 362, providing
employment to 4137 persons. The details breakup for district level is given in table below.
Increase/decrease in small scale industries*
S. No. District 2006 2007 2008

1 Hamirpur 63 42 51
2 Mandi 106 97 90
Himachal Pradesh 952 842 909
*Source:
Industries department, Himachal Pradesh
District wise Number of Factories and Workers

Source: Chief Inspector of Factories, Himachal Pradesh
S. Factories Workers
District
No. 2006 2007 2008 2006 2007 2008
1 Hamirpur 192 192 192 672 672 672
2 Mandi 169 169 170 3415 3415 3465
Himachal
2743 3060 3357 137496 168544 194019
Pradesh
2.7 ROAD TRANSPORT
2.7.1 Road Network
Roads are essential infrastructure of economy. In the absence suitable viable option mode
of transport, a state’s the economy would suffer from major gridlock in terms of overall
growth potential of that area. The suitable transport mode could be road, railway, water
ways or air transport. But the importance of road transport is key to development at grass
root level since the common man on the street and in hinterland depends on road network
for day to day living and movements of goods and services. Therefore, the road network
has propounding influence in economic development of a state and country for that matter.
The maximum length of road in both Hamirpur and Mandi district is of single lane and fall
under motor able category. There are some hundred kilometres of two lane road in pr but
the length of such road is very small. Therefore, the present project would add to the two
lane road length and improve the road condition in the state. The Table below summarized
the road network increase during last five years in Himachal Pradesh.
Table-: Increase in road network in the state (Last five years)
Motor able roads (Km) Less than

Year (as on 31st Jeepable
Jeepable Total (Km)
March) Double Lane Single Lane (Km)
(Km)
2005 2355 22567 442 3103 28467
2006 2369 23599 390 2653 29011
2007 2374 25210 381 2299 30264
2008 2374 26783 365 1990 31519
2009 2377 27925 345 1803 32450
2.7.2 Vehicle Fleet
Total number of 58852 new vehicles registered with in whole state during year 2009. Data
in table below reveals that Two Wheelers are sharing major part of registration of newly
purchased vehicles followed by Private Cars, trucks and other vehicles. Vehicle type wise
registration details are available in the table below for the year 2008 and 2009 (Table 2.12).
The analysis of data also reveals that the vehicle registration growth rare has been 21%
and significantly high growth rate has been witnessed in two wheelers and private car
category.
Table 2.5: On Road Vehicles on the Project Road and the Project Road Districts
Category of Registered in Registered in Registered in Registered in

vehicles 2006 2007 2008 2009
Buses 634 576 645 886

Trucks 2436 5397 5176 2777
Two Wheeler 29175 32953 26471 33525
Private Cars 14506 13175 11802 16489
Jeeps 1549 2079 779 793

Pickup van 833 1132 943 946
Tractor 1189 2267 819 1060
Station wagon 2 127 14 1
Petrol tanker 74 64 18 5
Delivery van 95 26 24 14
Cabs 102 293 285 301
Others 3025 3922 1540 2049
Department car 18 194 9 6
Total 53640 62205 48525 58852
2.8 ECONOMIC PERSPECTIVE- State Level

Himachal Pradesh has emerged as leading state for development in the country and also
leading ahead in hill area development, agriculture and horticulture, power and tourism.
The economy of the state is progressing almost at uniform pace as it is expected to
achieve a growth of 7.5%; this is in spite of the fact that the economy of Himachal Pradesh
is dependent on agriculture and allied activities.
2.8.1 Past Growth
The economic growth of Himachal Pradesh predominantly governed by agriculture and its
allied activities showed not much fluctuation during nineties as the growth rate remained
more or less stable. The decade showed an average annual growth rate of 5.7%, which is
at par with national level. The economy has shown a shift from agriculture sector to
industries and services as the percentage contribution of agriculture and allied sectors in
total state domestic products has declined from 57.9 percent in 1950-51 to 55.6% in 1967-
68, 26.5% in 1990-91 and to 18% in 2008-09.
The share of industries and service sectors respectively has increased from 1.1 & 5.9
percent in 1950-51 to 5.6 and 12.4% in 1967-68, 9.4 and 19.8 percent in 1990-91 and to
10.0% and 15.6% in 2008-09. However, the contribution of other remaining sectors showed
a favorable shift i.e. from 35.1% in 1950-51 percent in 2008-09.
2.8.2 Tenth five year plan
As per the advance estimates based on the economic performance of state up to

December 2009, the rate of economic growth of state during 2009-10 is likely to be 7.5%.
The state has achieved growth rate of 8.6% and 7.4% for last two years. A brief analysis
of the economic growth rate in HP reveals that the state has always tried to keep pace with
the all India growth rate. Growth trend of economy in Himachal Pradesh and percentage
contribution of sectoral State Domestic Product at Current Prices are shown in the Table
Below.
Table-: Growth trend of economy in the state
Sectors 2004-05 (%) 2005-06 (%) 2006-07 (%) 2007-08 (%) 2008-09 (%)
Primary 25.20 24.57 21.40 21.81 21.34
Secondary 36.42 37.80 40.48 41.67 42.11
Tirtiary 38.38 37.63 38.12 36.52 36.55
2.8.3 Perspective Growth Rate
Based on the past data and changing scenario in the state clearly reflect towards the future
growth of state economy looks very bright and robust. The economy has moved from
agriculture to service and in agriculture sector there has been thrust on more rewarding
crops like apple, fruits and nuts. The tourism sector is growing rapidly over the years and
there is steady increase of tourist from outside and within India contributing significantly to
the state economy. Better infrastructure, especially improved road would open up more
unexplored interior area of the state to the tourist increasing scope for adventure tourism
etc. power is another sector is growing leaps and bound and will add significant income to
the state coffer. As the country on the path of development the need for power has
increased manifold and the state could play a major role in supplying surplus power
generated from hydro power. The favorable policy coupled with encouragement for private
participation in private sector will keep the state in hunt for one of the fastest growing
economy in the country.
The State will aim for an annual growth rate of 8.5%, the same as the national target for the
Eleventh Plan. To achieve this, the sectoral growth rate targets are projected at 7.5% for
the primary sector, 9.3% for the secondary sector and 9% for the tertiary sector. The
comparative trends with the Tenth Plan are summarized as follows (Table 2.14):-
Table- 2.8: Future Growth rate for the Project Area Economies
Item/detail Primary Sector Secondary Sector Tertiary Sector
Tenth Plan (2002-2007)

(i) Growth Rate (%) 8.50 7.42 7.53
(ii) Per cent share in GSDP 22.45 35.98 41.57
Eleventh Plan (2007-2012)
(i) Growth Rate (%) 7.50 9.30 9.00
(ii) Per cent share in GSDP 21.16 36.85 41.99
Chapter – 3
TRAFFIC STUDIES AND ANALYSIS

3.1 General
The project road Hamirpur to Mandi is part of NH-70 in the State of Himachal Pradesh. The project
road is in the mountainous range of Himalayas. The project road section is most important link with
Northern Punjab to Himachal State to connect tourist place Mandi, Kullu, Manikaran, Manali and
Rohtang pass. Being Northern State it has volatile strategic importance being the State surrounded by
Jammu and Kashmir State in the north Tibet in south-east, Uttranchal State in the east/south east, and
Punjab State in south west/west which in turn connects sensitive border region of India with
Tibet/China & Pak.
The project road corridor is section of NH-70 which starts from Hamirpur and ends at Mandi. There
are various passenger road transport means both State and private in the State viz buses, car/jeeps/vans
and for goods transport trucks, light motor vehicles etc. On the project road all types of both passenger
and goods vehicles are plying. In addition to it motorcycles and very few agriculture tractors are also
plying on the road. Slow moving vehicles like cycles/cycle riksha are very few and other animal/hand
drawn vehicle are almost nil on the project road.
The traffic movements on the project road are affected due to narrow road with very poor geometrics
and very congested habitations. As such no multiaxle vehicle are plying on the road. It has also been
observed that there is hardly any through traffic on the entire stretch of the project road.
This chapter is intended to give the present traffic scenario and studies which are very much important
to design the pavement, so that pavement is able to perform well for the designed traffic and service
life.
Site Map
3.2 Traffic Surveys
Traffic surveys have been carried out on the project corridor in order to identify present and likely
future scenarios and to device suitable remedial measures and to evolve appropriate design method.
The primary objectives of these traffic surveys are to determine the characteristics of traffic movement
on the project corridor, determine the travel pattern as well as type and weight of commodity carried
by trucks, determine the spectrum of axle loads and vehicle damage factors for different types of
commercial vehicles, determine the turning movement pattern of traffic at road intersections and
determine traffic bottlenecks.
Based on the homogenous sections traffic survey has been performed at the following location as
mentioned in Table 3.1
3.3 Traffic Survey Locations

Table: 3.1 Traffic Surveys Schedule
Type of Survey Location Date Conducted

TVC-1 Km 145 (Near Kallajhari vill) 27/7/2010
• 7 days Classified Traffic TVC-2 Km 179 (Near Sarakaghat Town) to
Volume count TVC-3 Km 225 (Near PWD Rest House) 2/8/2010
TVC-4 Km 259 (Near Talayar vill)
• Axle Load Survey Km 141.500 6/1/2011
OD 1 Km 145.000 06-02-11
• Origin and Destination
OD 2 Km 179.000 05-02-11
Survey
OD 3 Km 259.000 20-02-11
• Speed-Delay Surveys for
Entire Project Corridor -
the entire project road.
TMC 1 TouniDevi Jn Km 152.7 16.08.2010
TMC 2 Awah Devi Jn Km 163 19.08.2010
TMC3 Sarkaghat Jn Km 178 20.08.2010
• Turning Movement
TMC4 Dharampur Jn Km 197.63 16.08.2010
Surveys for peak hours
TMC5 Jogindernagar Jn Km 199.54 16.08.2010
TMC6 Rewalsar Jn Km 259.5 17.08.2010
TMC7 Manali Jn Km 265 18.08.2010
The traffic volume count (TVC Station) and OD Survey and Turning Movement Count location plan is
shown as under
3.1 Traffic Survey Locations
3.3.1 METHODOLOGY FOR TRAFFIC SURVEYS
All these traffic surveys have been carried out in accordance to the guidelines specified in
IRC: 9-1972
IRC: 102-1988
IRC: SP: 41-1994
The methodology adopted for these various traffic studies are as per.
• Identification and division of traffic homogenous section of the project road corridor based
on change in traffic flow pattern.
• Classified traffic volume for each homogenous section at identified location.
• Origin and Destination Survey at 2 locations on the project road and 2 location one on NH-
88 and other on NH-21 at identified location.
• Speed and Delay Survey along the complete project road corridor.
• Turning Movement Survey, pedestrian crossing and Truck Terminal Survey at major
crossings, and critical locations identified.
3.3.1.1 Classified traffic volume counts

The classified traffic volume count has been carried out manually as per the format provided by
client. The TVC was done 24X7, 24 hours a day continuously for 7 days for both directions
separately. The vehicle classification was done as per IRC: SP 19-1991 and IRC: 9-1972 code
requirements. For carrying out the counts, the vehicles were grouped and classification is presented
in table 3.2
Table 3.2 : Vehicle Classification System

Fast moving vehicles
2 wheelers Scooters, bikes, motor cycles and mopeds etc
3 wheelers auto rickshaw, 3 wheeler vehicles
Passenger Car Car, jeep, taxi & van
Mini bus
Bus
School Bus
Govt. bus
Private bus
Truck Light commercial vehicles (LCV)
2 – Axle truck
3 – Axle truck
4-6 Axle truck
Multi axle truck
7+ Axle truck
Other Vehicles Agriculture Tractor, Tractor & Trailer
Slow moving vehicles
Bicycle
Cycle rickshaw
Animal/Hand drawn
Table 3.3 Adopted PCU Values
S No Vehicle Type PCU Factors
1. Two Wheeler 0.50
2. Auto–rickshaw 1.00
3. New Technology Car/Jeep 1.00
4. Old Technology Car/Jeep 1.00
5. Van/Tempo 1.00
6. Mini Bus 1.50
7. Bus 3.00
8. Light Commercial Vehicle (LCV) 1.50
9. Two Axle Truck 3.00
10. Three Axle Truck 3.00
11. Multi Axle Truck 4.50
12. Agriculture Tractor/Trailer 4.50
13. Animal Drawn 8.00
14. Cycle 0.50
3.3.1.2 Origin and Destination

The purpose of the OD survey is to determine the existing travel pattern of the road user
on the corridor & the project influence area as a whole. The road users were asked
questions to determine their flow path along the project corridor, trip purpose, trip length,
commodity type. Axle load survey was also carried along with the OD survey to analyze the
loading pattern and Vehicle Damage Factor, VDF. The OD and axle load survey were
carried out as per the formats provided by the client for the passenger and goods vehicles
separately.
3.3.1.3 Intersection Turning Movement Survey
The purpose of the survey was to determine the flow of traffic on the road network and to
analyze the junction improvement required for better and safe movement of vehicles.
DATA ANALYSIS OF TURNING MOVEMENTS AT MAJOR JUNCTIONS REVEALS THAT GENERALLY PEAK HOURS
ARE STAGGERED. THE MORNING PEAK HOUR OCCURS BETWEEN 9.00 – 11.00 HOURS WHEREAS EVENING
PEAK IS BETWEEN 6.00 – 8.00 HOURS. SIMILAR TREND WAS WITNESSED DURING THE CVC SURVEYS.
RECOMMENDATIONS FOR GRADE SEPARATIONS AT JUNCTIONS ARE MADE BASED ON PEAK HOUR TRAFFIC
AND AS PER IRC: SP: 41.
3.3.1.4 Speed and Delay Survey

The speed and delay survey was carried out all along the project road to identify the
bottlenecks along the project corridor. The travel time & travel distance was noted to
determine the actual travel speed, with the specific delays. The purpose of the survey is to
determine the level of service on the project corridor.
3.3.1.5 Willingness to pay survey
The Survey was carried out throughout the entire stretch of NH-70, Hamirpur-Mandi
section Willingness to Pay Toll survey was undertaken for both goods and passenger traffic
with a view to arrive at toll rates for different modes. The survey was conducted with an
aim to understand the willingness of the road users to pay varied amounts of toll fee for
different options of time savings discussed with them during the survey. This information
was utilised to assess the sensitivity of the road users to the increase or decrease of toll
fee, which they have to pay for the improved facility made available to them, through
widening of NH-70.
3.3.1.6 Pedestrian/Animal Count Survey
The 12 hour pedestrian count surveys at selected locations (at junctions and mid-block)
were carried out to capture the magnitude and nature of pedestrian flow on the project
road. The pedestrian movement of men, women and children moving along and across the
road were observed.
3.3.1.7 Truck Parking Survey
In this survey the whole project corridor was visited number of times and find out the
location where the generally trucks are used to stop. This would form an input to the
planning of truck lay byes and wayside amenities along the improved corridor.
3.3.1.8 Axle Load Survey
Axle Load Survey was carried out at two locations on the project road. The main purpose
for carrying out the survey was to assess the loading pattern of various types of freight
carrying vehicles on the corridor. This data is used to estimate Vehicle Damage Factor
based on the observed loads carried and the commercial (Heavy) vehicle volume using the
road.
During the survey, Axle load of commercial vehicles, i.e. LGVs, 2-Axle, 3-Axle, Multi Axle
Trucks and Buses, were weighed on random sampling basis. The vehicles were requested
to slow down with the help of police and the drivers were directed to stop their vehicles in
such a way that wheel of each axle can be weighed using portable Axle Load Weighing
Pad. The readings were recorded by trained enumerators for each axle separately and the
surveys were carried out for 24 Hours. The format for carrying out the survey is presented
in Annexure 2.1.
3.4 Data Analysis
3.4.1 Traffic Volume Characteristics
3.4.1.1 Average Daily Traffic and its composition
The classified traffic volume survey data for the count locations were analysed in order to
obtain the following traffic characteristics:
 Average Daily Traffic (ADT)
 Daily Variation of Traffic
 Maximum, Minimum and Average Traffic
 Percentage Variation of Traffic
 Hourly Distribution and Directional Distribution of Traffic
 Traffic Composition
 Annual Average Daily Traffic (AADT)
Daily and hourly variation of classified traffic flow is recorded by conducting continuous
traffic count at the one strategically selected traffic count stations. Recorded traffic data
has been converted into Passenger Car Units using PCU factors as shown in Table 3.3.
These equivalency factors are extracted from IRC: 64 – 1990, ‘Guidelines for Capacity of
Roads in Rural Areas’.
Traffic volume count data was averaged to determine Average Daily Traffic (ADT).The
summary of ADT by vehicle type is presented in the Table 3.4
3.4 Location wise ADT (Nos and PCUs)
Total Vehicles
Cycle Riksha
Funeral Van
Fire Tender
Ambulance
3- Wheeler
Total PCU
2-Wheeler
Cycle
(nos)
LCV
Car
Location
Without
Trailer
Trailer
3-Axle
Multi-
2 Axle
With
Mini
Axle
Full
CVC 1 858 254 158 46 168 1 0 6 67 4 1036 43 22 3 2666 3014
CVC 2 627 216 113 63 102 0 0 3 25 1 881 14 20 0 2066 2201
CVC 3 72 15 0 17 5 1 0 0 0 0 53 6 7 0 176 199
CVC4 982 84 93 109 88 0 0 1 20 2 1326 277 19 0 3000 2886
Location wise ADT

The summary of Daily Traffic Volume Count and ADT is presented in table below.
Summary of Daily Traffic Volume Count at all stations
Location Day 1 Day 2 Day 3 Day 4 Day 5 Day 6 Day 7 ADT
TVC 1 2290 2880 2964 3057 3173 3466 3266 3014

TVC 2 1926 1780 2010 2869 2537 1583 2705 2201
TVC 3 156 178 210 200 228 182 237 199
TVC4 2723 2985 2885 2487 3224 2754 3146 2886
Daily Variation of Traffic

The daily variation in traffic is shown in Fig.
i. Daily Variation of Traffic at Count Locations

A) Maximum, Minimum and Average Traffic
The maximum, minimum and average traffic of each location is shown in the table :
Vehicles
Location Min/Max/ADT
Nos. PCU
Max 3185 3466
TVC 1 Min 1962 2290
ADT 2666 3014
Max 2679 2869
TVC 2 Min 1439 1583
ADT 2066 2201
Max 208 237
TVC 3 Min 132 156
ADT 176 199
Max 3441 3224
TVC4 Min 2244 2487
ADT 3000 2886
B) Percentage Variation of Traffic

The percentage daily variation of traffic at individual location is shown in Table
Variation of ADT w.r.t daily Traffic at all stations (PCU)
Days CVC 1 CVC 2 CVC 3 CVC 4

Day1 2290 1926 156 2723
Day2 2880 1780 178 2985
Day3 2964 2010 210 2885
Day4 3057 2869 200 2487
Day5 3173 2537 228 3224
Day6 3466 1583 182 2754
Day7 3266 2705 237 3146
Average 3014 2201 199 2886
Variation (%) from average 15.00 30.31 19.35 11.71
(+)
Variation (%) from average -24.01 -28.09 -21.44 -13.84
(-)
C) Hourly Variation of Traffic

Seven days average hourly variation of traffic for the four locations is shown
The directional split of each location, direction wise is presented in table. As seen, the directional
split for up down traffic is nearly equal.
ii. Directional Distribution of Traffic

From the collected traffic directional distribution of traffic as observed bellow
Location Directional Split (%)
50.15
TVC 1
49.85
51.41
TVC 2
48.59
50.61
TVC 3
49.39
51.82
TVC 4
48.18
iii. Traffic Composition

Average composition of traffic at each of the count location is presented table 3.5 below and finds
the pie charts.
Table 3.5 Percentage Traffic Composition of at all stations
Type of Vehicle At 145.000 Km At 179.000 Km At 225.000 Km At 259.000 Km

Cars 32.22% 30.38% 41.15% 32.73%
LCV 9.54% 10.48% 8.60% 2.81%
Mini Buses 5.94% 5.48% 0.00% 3.10%
Bus 1.73% 3.04% 9.50% 3.63%
Two wheelers 38.93% 42.65% 30.28% 44.20%
Three Wheelers 1.61% 0.69% 3.41% 9.22%
Trucks 6.36% 4.94% 3.00% 2.95%
Tractors 2.73% 1.39% 0.08% 0.72%
Slow Moving
0.94% 0.95% 3.98% 0.64%
Vehicles
iv) Peak Hour Traffic

From the observed traffic peak hour has been estimated and are presented in table 3.6
Table 3.6 Peak Hour Traffic at all stations
S. No. Location Peak Hour factor Peak Hour

1 At 145.000 Km 7.02 9 am – 10 am
2 At 179.000 Km 8.69 10 am - 11 am
3 At 225.000 Km 7.69 9 am -10 am
4 At 259.000 Km 8.17 9 am - 10 am
3.4.2 Annual average daily traffic (AADT)

AADT is the base year (2011) traffic. This is a product of ADT and seasonal factor. Seasonal
variation factor for each month should be calculated by taking ratio of sale of petrol and diesel in
respective months and average annual monthly sale of fuel. Since the traffic survey were conducted
in rainy season, and appropriate data on fuel sales in the vicinity of the project road was not
available, the consultants proposed to undertake a 3 day traffic count in the third week of October to
estimate the AADT. The seasonal correction factors are estimated based on the volume count data in
August and October. Thus the AADT estimated is presented in Table
Seasonal Correction Factors

Seasonal Factor
HSD Petrol
S.N. Month Diesel Petrol
(in K. Ltr.) (in K. Ltr.)
Vehicle Vehicle
1 Apr' 09 1551 597 1.05 1.17
2 May' 09 1856 714 0.88 0.98
3 Jun' 09 1813 800 0.90 0.87
4 Jul' 09 1677 709 0.97 0.98
5 Aug' 09 1684 732 0.97 0.95
6 Sep' 09 1647 697 0.99 1.00
7 Oct' 09 1729 745 0.95 0.94
8 Nov' 09 1709 697 0.96 1.00
9 Dec' 09 1457 662 1.12 1.05
10 Jan' 10 1475 670 1.11 1.04
11 Feb' 10 1372 679 1.19 1.03
12 Mar' 10 1642 674 1.00 1.04
Table 3.7 AADT at all sections
Funeral Van
Fire Tender
Ambulance
3- Wheeler
Total PCU
2-Wheeler
Rikshaw
Vehicles
Tollable
Cycle
Cycle
Total
Without
LCV
PCU
Trailer
Trailer
Car
3-Axle
Multi-
2 Axle
With
Mini
Axle
Location
Full
TVC 1 840 246 155 45 163 1 0 6 65 4 1005 42 21 3 2597 2936 2069
TVC 2 615 210 111 61 99 0 0 3 25 1 854 14 19 0 2012 2145 1577
TVC 3 71 15 0 16 4 1 0 0 0 0 52 6 7 0 172 194 157
TVC4 962 82 91 107 86 0 0 1 20 2 1286 268 19 0 2924 2814 1801
3.4.4.2 Truck User Characteristics

Origin and Destination Survey was carried out at Km 145.000,Km 179.000 and Km 259.000 and the
truck use characteristics as follows
At Km 145.000
Food grains & Building materials are the major commodities moved on the corridor. It has been also
observed that about 50% of the goods vehicles are empty.
At Km 179.000
Food grains & Building materials are the major commodities moved on the corridor. It has been also
observed that about 35% of the goods vehicles are empty.
At Km 259.000
Building materials are the major commodities moved on the corridor. It has been also observed that
about 59% of the 2Axle Vehicles are empty. This characteristic can be attributed to the following
3.4.4.3 Origin-Destination (OD Survey)
Origin Destination surveys is one of the major surveys in the highway traffic study. It helps in
estimating the desire pattern and assessing the travel characteristics, i.e. trip length, frequency,
commodity movement etc
The Origin Destination (O-D) survey was conducted at selected locations for a period of 24 hours
through a pre-designed format on a normal working day. The O-D Survey has focus on trip purpose,
loading and commodity carried by freight vehicle and number of passengers in case of passenger
vehicles, and also shares of empty vehicles. The survey has been carried out on a random sample
basis. The survey has been conducted with the assistance of local police at the below mentioned
locations.
Sr. No. Chainage Survey Dates

1 At Km 145.000 06.02.2011
2 At Km 179.000 05.02.2011
3 At Km 259.000 20.02.2011
Roadside Interview Method was adopted for conducting the survey. The vehicles were stopped on
random sample basis with the help of traffic police. Appropriate locations were selected so as to
conduct interviews without affecting movement of other vehicles. Designated trained enumerators
interviewed the drivers. Selective photographs of Origin-Destination survey in progress have been
enclosed. Appropriate zoning system was adopted and coding was done for zones and type of
vehicle & commodity being carried. The following pertinent information on travel was collected
during the interviews:
• ORIGIN AND DESTINATION OF TRIPS

• TRIP LENGTH
• TRIP PURPOSE
• NUMBER OF PASSENGERS
• COMMODITY TYPE AND PAY LOAD AND
• FREQUENCY OF TRIPS
The O-D survey was limited to cars in passenger vehicles category, and trucks (LCV, 2 axle / 3
axles, Multi – Axle Vehicle) in freight vehicle category. It was ensured that sample size is above
20% as per IRC: SP 19-2001.
Delineation of Traffic Zones

The travel characteristics would be incomplete without an understanding of the interaction patterns
between spatial units. Travel desire patterns analysed from the origin-destination surveys indicate
the interaction levels between various spatial entries of people and freight. For analysis of O-D data
collected from field, it is required to code it for origin and destination. For this purpose, a zoning
system was adopted. The zoning was done in three levels i.e. local, district and state level. All
important towns and traffic generators on the project corridor were assigned local zones and were
given separate codes. Next, immediate influence areas of project road were then considered and
nearby districts were delineated as separate district level zones. Finally, states beyond the influence
area were aggregated broadly into state level zones. In all, thus the Zoning system is presented in
Table 3.8
Table 3.8 O-D Zoning Details
Zone No Zone Name Dist/State Remarks

1 Hamirpur
Hamirpur dist.
2 Awa Devi
3 Sarkaghat Along the project
Road in
4 Kalkhal
Himachal
5 Rewalsar Mandi Dist Pradesh
6 Naina Devi
7 Mandi
8 Bhatta
9 Dosarka
10 Naduan
Rest of Himachal
11 Tira sujanpur Hamirpur dist.
Pradesh
12 Doraha
13 Jungleberi
14 Barsar
Zone No Zone Name Dist/State Remarks

15 Bhota
16 Rest of Hamirpur Dist.
17 Sundernagar
18 Jogindernagar
Mandi Dist
19 Chail Chowk
20 Rest of Mandi Dist.
21 Bilaspur
22 Ghumarwain Bilaspur Dist.
23 Rest of Bilaspur Dist.
24 Amb
25 Una Una Dist.
26 Rest of Una Dist.
27 Solan
Solan Dist.
28 Rest of Solan Dist.
29 Shimla
Sirmaur dist.
30 Rest of Shimla dist.
31 Sirmaur Dist. Sirmaur Dist.
32 Kangra Dist. Kangra Dist.
33 Kullu Dist. Kullu Dist.
34 Chamba dist. Chamba dist.
35 Kyelang dist. Kyelang dist.
36 Lahul and Spiti dist. Lahul and Spiti dist.
37 Reckongpeo dist. Reckongpeo dist.
38 Punjab
39 J&K
40 Uttrakhand
41 Haryana, Delhi
42 Uttar Pradesh, Bihar
43 Rajasthan, Gujarat Rest of India
44 Maharashtra, Madhya Pradesh, Goa
Chhattisgarh, Jharkhand, Orissa,
45
West Bengal
46 Sothern States
47 North Eastern States
A) GOODS VEHICLE TRAVEL CHARACTERISTICS

Before the analysis of O-D data collected from field has been adopted, the coding has been done for
different types of Goods vehicles as shown below :
OD Survey
Vehicle Types Code

Light Commercial Vehicle 1
2 Axle Truck 2
3 Axle Truck 3
Multi Axle 4
Tractors 5
TABLE 3.9 CLASSIFICATION OF COMMODITIES

Commodity Type COMMODITY CODE
Food Grains 1
Fruits and Vegetables 2
Fertilizers 3
Petroleum 4
Building Material 5
Textiles 6
House hold goods 7
Mineral oils 8
Heavy Machinery 9
Empty 10
i) LEAD DISTRIBUTION
At Km 145.000
The characteristics of goods movement also plays a significant role in the studies out come. In the
Project Corridor about 100% (i.e. complete vehicles) of goods vehicles have trip length below 20
km indicative of their local interaction. This indicates the influence of other parts of Himachal
Pradesh, Punjab and Haryana on the corridor predominantly
At Km 179.000
In the Project Corridor Over 50% of LCV vehicles have trip length below 20 km, over 29% of LCV
vehicles have trip length less than 50Km, almost all 2 Axle trucks have trip length have less than
200 Km Range.
At Km 259.000
In the Project Corridor Over 28% of LCV vehicles have trip length below 20 km, over 72% of LCV
vehicles have trip length less than 50Km, All 2 Axle trucks have trip length have less than 200 Km
Range. Trip length distribution is shown in table given bellow.
TABLE 3.12 LEAD DISTRIBUTION ON THE PROJECT ROAD
Lead Range in Km Vehicle code

From To LCV 2 Axle 3 Axle MAV Tractors
Chainage at Km 145.000 179.000 259.000 145.000 179.000 259.000 145.000 179.000 259.000 145.000 179.000 259.000 145.000 179.000 259.000
0 20 100% 54% 28% 100% 27% 14% - - - - - - 100% 69% 0%
20 50 0% 29% 72% 0% 31% 41% - - - - - - 0% 23% 100%
50 100 0% 17% 0% 0% 14% 36% - - - - - - 0% 8% 0%
100 200 0% 0% 0% 0% 26% 9% - - - - - - 0% 0% 0%
200 500 0% 0% 0% 0% 2% 0% - - - - - - 0% 0% 0%
500 1000 0% 0% 0% 0% 0% 0% - - - - - - 0% 0% 0%
1000 5000 0% 0% 0% 0% 0% 0% - - - - - - 0% 0% 0%
Total 100% 100% 100% 100% 100% 100% - - - - - - 100% 100% 100%
ii) LOAD DISTRIBUTION
ALMOST ALL THE GOODS VEHICLES HAVE THE LOAD RANGE BELLOW 10 TONS AT ALL THE LOCATIONS. THE LOAD RANGE TABLE GIVEN BELOW
TABLE 3.13 LOAD DISTRIBUTION ON THE PROJECT ROAD

Load Range in Tones Vehicle code
Chainage at Km 145.000 179.000 259.000 145.000 179.000 259.000 145.000 179.000 259.000 145.000 179.000 259.000 145.000 179.000 259.000
0 5 81% 71% 100% 47% 31% 59% - - - - - - 78% 85% 100%
5 10 19% 29% 0% 53% 69% 41% - - - - - - 22% 15% 0%
10 15 0% 0% 0% 0% 0% 0% - - - - - - 0% 0% 0%
15 20 0% 0% 0% 0% 0% 0% - - - - - - 0% 0% 0%
20 25 0% 0% 0% 0% 0% 0% - - - - - - 0% 0% 0%
25 30 0% 0% 0% 0% 0% 0% - - - - - - 0% 0% 0%
30 35 0% 0% 0% 0% 0% 0% - - - - - - 0% 0% 0%
35 40 0% 0% 0% 0% 0% 0% - - - - - - 0% 0% 0%
40 45 0% 0% 0% 0% 0% 0% - - - - - - 0% 0% 0%
Load Range in Tones Vehicle code

45 50 0% 0% 0% 0% 0% 0% - - - - - - 0% 0% 0%
50 100 0% 0% 0% 0% 0% 0% - - - - - - 0% 0% 0%
Total 100% 100% 100% 100% 100% 100% - - - - - - 100% 100% 100%
iii) DISTRIBUTION OF TRIPS BY COMMODITY TYPES
THE COMMODITY CARRIED BY GOODS VEHICLES WAS RECORDED DURING OD SURVEYS. MOST OF THEM ARE CARRYING FOOD GRAIN AND BUILDING MATERIALS
REST OF THE VEHICLES ARE EMPTY VEHICLES. A SUMMARY OF THE COMMODITY CODE OF COMMODITY TYPE ARE GIVEN IN TABLE 3.9
AT KM 145.000
FOOD GRAINS & BUILDING MATERIALS ARE THE MAJOR COMMODITIES MOVED ON THE CORRIDOR. IT HAS BEEN ALSO OBSERVED THAT ABOUT 50% OF THE GOODS
VEHICLES ARE EMPTY.
AT KM 179.000
FOOD GRAINS & BUILDING MATERIALS ARE THE MAJOR COMMODITIES MOVED ON THE CORRIDOR. IT HAS BEEN ALSO OBSERVED THAT ABOUT 35% OF THE GOODS
VEHICLES ARE EMPTY.
AT KM 259.000
BUILDING MATERIALS ARE THE MAJOR COMMODITIES MOVED ON THE CORRIDOR. IT HAS BEEN ALSO OBSERVED THAT ABOUT 59% OF THE 2AXLE VEHICLES ARE
EMPTY. THIS CHARACTERISTIC CAN BE ATTRIBUTED TO THE FOLLOWING
TABLE 3.14 PERCENTAGE COMMODITY DISTRIBUTION ON THE PROJECT ROAD

commodity Vehicle code
Type code LCV 2 Axle 3 Axle MAV Tractors
Chainage at Km 145.000 179.000 259.000 145.000 179.000 259.000 145.000 179.000 259.000 145.000 179.000 259.000 145.000 179.000 259.000
Food Grains 1 0% 0% 8% 23% 30% 0% - - - - - - 0% 0% 0%
Fruits and
2 4% 4% 0% 1% 1% 0% - - - - - - 0% 0% 0%
Vegetables
Fertilizers 3 0% 0% 0% 1% 2% 0% - - - - - - 0% 0% 0%
Petroleum 4 0% 0% 0% 0% 1% 0% - - - - - - 0% 0% 0%
Building Material 5 35% 46% 0% 27% 36% 32% - - - - - - 22% 15% 0%
Textiles 6 0% 0% 3% 3% 2% 0% - - - - - - 0% 0% 0%
House hold goods 7 4% 4% 0% 0% 0% 9% - - - - - - 0% 0% 0%
Mineral oils 8 0% 0% 0% 0% 0% 0% - - - - - - 0% 0% 0%
Heavy Machinery 9 0% 0% 0% 0% 0% 0% - - - - - - 0% 0% 0%
Empty 10 58% 46% 89% 44% 27% 59% - - - - - - 78% 85% 100%
Total 100% 100% 100% 100% 100% 100% - - - - - - 100% 100% 100%
IV) FREQUENCY DISTRIBUTION
AT KM 145.000
GOODS VEHICLES (LCV AND 2 AXLE) WEEKLY (25%) USES THE CORRIDOR, WHICH IS REFLECTED BY THEIR SEQUENTIAL VALUES, WITH HIGHEST VALUES
MONTHLY AND OCCASIONALLY. A COMPARATIVE FIGURE FOR ALL THE MODES ARE REPRESENTED IN THE FOLLOWING TABLE:
LOCATION AT KM 179.000
MONTHLY AND OCCASIONALLY. A COMPARATIVE FIGURE FOR ALL THE MODES ARE REPRESENTED IN THE FOLLOWING TABLE
LOCATION AT KM 259.000
MONTHLY AND OCCASIONALLY. A COMPARATIVE FIGURE FOR ALL THE MODES ARE REPRESENTED IN THE FOLLOWING TABLE
Frequency Vehicle code

Type CODE LCV 2 Axle 3 Axle MAV Tractors
Chainage at Km 145.000 179.000 259.000 145.000 179.000 259.000 145.000 179.000 259.000 145.000 179.000 259.000 145.000 179.000 259.000
Many times a day 1 0% 0% 0% 30% 0% 0% - - - - - - 0% 0% 0%
Daily 2 4% 4% 8% 1% 0% 0% - - - - - - 0% 0% 0%
2/3 times a day 3 27% 25% 53% 2% 15% 14% - - - - - - 56% 54% 0%
Once in a week 4 0% 0% 28% 1% 0% 18% - - - - - - 0% 0% 0%
Once in a month 5 4% 4% 0% 36% 5% 0% - - - - - - 0% 0% 0%
Twice in a month 6 4% 13% 3% 2% 9% 14% - - - - - - 0% 8% 0%
3 times in month 7 19% 17% 0% 0% 20% 55% - - - - - - 44% 23% 0%
Occasionally 8 42% 38% 8% 0% 52% 0% - - - - - - 0% 15% 100%
Total 100% 100% 100% 73% 100% 100% - - - - - - 100% 100% 100%
Theme Engineering Services Pvt. Ltd Final Detailed Project Report, Chapter -4: Engineering Surveys and Investigations
B) Passenger Travel Characteristics
Before the analysis of O-D data collected from field has been adopted, the coding has been done
for different types of passenger vehicles as shown below
Type of Vehicle Code

Car/Jeep/Taxi 1
Bus 2
Mini Bus 3
Auto 4
2 wheeler 5
Trip Length Frequency Distribution

At Km 145.000
In this location the trips were made only by 2 wheeler vehicles and their percentage of trips were
explained below. The maximum percentages of trips are made within a distance of 50 km. It has
been observed that, around 61% of the trips have trip length within 0-20 km and the remaining of
it is shown in below table.
% of Trips
Trip Length
Vehicle Type
min max Car/Jeep/Taxi Bus Mini Bus Auto 2 wheeler
0 20 -- -- -- -- 61%
20 50 -- -- -- -- 33%
50 100 -- -- -- -- 6%
100 200 -- -- -- -- --
200 300 -- -- -- -- --
300 500 -- -- -- -- --
500 1000 -- -- -- -- --
1000 2000 -- -- -- -- --
2000 10000 -- -- -- -- --
4-81
At Km 179.000
Similarly, in this location also the trips were made only by 2 wheeler vehicles and their
percentage of trips was explained below. The maximum percentages of trips are made within a
distance of 50 km. It has been observed that, around 65% of the trips have trip length within 0-20
km and the remaining is shown in below table.
% of Trips
Trip Length
Vehicle Type
0 20 -- -- -- -- 65%
20 50 -- -- -- -- 30%
50 100 -- -- -- -- 4%
100 200 -- -- -- -- --
200 300 -- -- -- -- --
300 500 -- -- -- -- --
500 1000 -- -- -- -- --
1000 2000 -- -- -- -- --
2000 10000 -- -- -- -- --
At Km 259.000
In this location the trips were made by all the vehicles which are considered in the study except
Mini Bus. Their percentages of trips were mentioned below. The maximum percentages of trips
are made within a distance of 50 km. The frequency distributions of trips of different vehicles are
shown in below table.
% of Trips
Trip Length
Vehicle Type
0 20 23% 15% -- 83% 37%
20 50 61% 60% -- 17% 63%
50 100 14% 25% -- -- --
100 200 2% -- -- -- --
200 300 -- -- -- -- --
300 500 -- -- -- -- --
500 1000 -- -- -- -- --
1000 2000 -- -- -- -- --
2000 10000 -- -- -- -- --
Distribution of Trips by Purpose
4-82
As similar to that of trip length distribution, the O-D data from field are collected and the coding
has been done for different types of purposes taken as shown below.
Purpose CODE
Work 1
Education 2
Business 3
Hospital/Clinic 4
Shared Vehicle 5
Shopping 6
Social 7
Religious/Tourism 8
Others 9
The distribution of trips by purpose and by mode for car passengers is given in below table. It has
been observed that maximum number of passenger car trips purpose is for education.
TABLE 3.15 TRIP PURPOSE DISTRIBUTION FOR CARS
LOCATION
PURPOSE
145+000 KM 179+000 KM 259+000 KM
Work 1.7% 16.9% 0.0%
Education 55.2% 53.7% 26.3%
Business 36.8% 22.5% 24.2%
Hospital/Clinic 2.3% 1.0% 15.2%
Shared Vehicle 0.0% 0.3% 0.0%
Shopping 0.0% 0.3% 1.0%
Social 0.0% 1.0% 1.0%
Religious/Tourism 4.0% 4.2% 32.3%
Others 1.7% 16.9% 0.0%
At Km 145.000
The distribution of trips by purpose and by mode is given in below table. It has been observed
that around 55% are “Education” oriented and are performed by Cars.
Distribution of Passenger trips by purpose of movement
Purpose Vehicle Type

code Car/Jeep/Taxi Bus Mini Bus Auto 2 wheeler
1 1.7% -- -- -- 40%
2 55.2% -- -- -- 35%
3 36.8% -- -- -- 18%
4 2.3% -- -- -- 5%
5 0.0% -- -- -- 0%
4-83

6 0.0% -- -- -- 2%
7 0.0% -- -- -- 0%
8 4.0% -- -- -- 1%
9 1.7% -- -- -- 0%
At Km 179.000
The distribution of trips by purpose and by mode is given in below table. It has been observed
that around 53% are “Education” oriented and are performed by Cars.
Distribution of Passenger trips by purpose of movement

1 16.9% -- -- -- 39%
2 53.7% -- -- -- 36%
3 22.5% -- -- -- 17%
4 1.0% -- -- -- 3%
5 0.3% -- -- -- 0%
6 0.3% -- -- -- 3%
7 1.0% -- -- -- 0%
8 4.2% -- -- -- 1%
9 16.9% -- -- -- 0%
At Km 259.000
The distribution of trips by purpose and mode is given in below table. It has been observed that
over 60% of trips are “Work” and “Business” oriented and were performed by only
Car/Jeep/Taxi, 100% of the trips are “Business” oriented and were performed by Bus and Auto
and over 85% of trips are “work”, “Education” and “Business” oriented and were performed by 2
wheelers.
Distribution of Passenger trips by purpose of movement (in %)

1 30% -- -- -- 52%
2 2% -- -- -- 13%
3 31% 100% -- 100% 21%
4 2% -- -- -- 3%
5 0% -- -- -- 0%
6 9% -- -- -- 4%
4-84

7 6% -- -- -- 0%
8 11% -- -- -- 3%
9 8% -- -- -- 4%
Speed Delay Characteristics

The Speed/Delay survey has been conducted on the study road during normal day using moving
Car observer method. The Corridor was divided into homogenous sections and the survey was
conducted by moving in the test car in up and down directions in each section. Trained
enumerators in the car collected data on total travel time required to travel along each section,
extent of delays, traffic moving in the opposite direction, traffic overtaking the test car and the
traffic overtaken by the test car. The average speeds on the study corridor have been presented in
table 3.16
TABLE 3.16 AVERAGE JOURNEY AND RUNNING SPEED AT VARIOUS LOCATIONS

AVERAGE RUNNING AVERAGE JOURNEY
SECTION
SPEED (KMPH) SPEED (KMPH)
HAMIRPUR - MANDI 19.81 18.30
MANDI - HAMIRPUR 20.42 19.15
4-85
Trips Distribution by Frequency

Similar to above modes, before the analysis of O-D data collected from field has been adopted;
the coding has been done for different types of frequency of trips taken as shown below.
Frequency CODE
Many times a day 1
Daily 2
2/3 times a week 3
Once in a week 4
Once in a month 5
Twice a month 6
3 times in a month 7
Occasionally 8
At Km 145.000
The regular trips are quite high for the project corridor validating the high share of Individual
work and Business trips (more than 90%).
Frequency Distribution of Passenger Trips Project Corridor
Frequency Vehicle Type

1 -- -- -- -- 2%
2 -- -- -- -- 63%
3 -- -- -- -- 30%
4 -- -- -- -- 0%
5 -- -- -- -- 0%
6 -- -- -- -- 0%
4-86

7 -- -- -- -- 0%
8 -- -- -- -- 5%
At Km 179.000
The regular trips are quite high for the project corridor validating the high share of Individual
work and Business trips (more than 90%).

1 -- -- -- -- 3%
2 -- -- -- -- 60%
3 -- -- -- -- 32%
4 -- -- -- -- 0%
5 -- -- -- -- 0%
6 -- -- -- -- 0%
7 -- -- -- -- 0%
8 -- -- -- -- 4%
At Km 259.000
The regular trips are quite high compare to occasional trips for the project corridor validating the
high share of “work” and “Business”. The distribution of trips by frequency is given in below
table.

1 -- 60% -- -- --
2 26% 40% -- -- 52%
3 24% -- -- 83% 30%
4 15% -- -- -- 10%
5 -- -- -- -- --
6 1% -- -- -- --
7 1% -- -- -- --
8 32% -- -- 17% 8%
3.4.5 Intersection Turning Movement Characteristics
4-87
The classified traffic turning movement survey was carried out for 8 hours (4 peak hours in
morning and 4 peak hours in evening) at each of the 7 identified major intersections as per the
format provided by client. The location has already mentioned in table,grade separation requires
if Peak hour traffic (Traffic on all arms) exceeds 10,000 PCUs. Bellow table shows the present &
projected traffic for the years along with recommendations. Data of intersection turning
movement survey and projected traffic (movement wise) at each junction is at below table. The
peak hour distribution of traffic is presented
Intersection survey data, Projections for Future and Inferences
Traffic in Projected traffic Grade

Chainage (PCUs)
Sl. No. Location 2011 separation
(km)
(PCUs) needed?
2020 2030
1 Touni Devi Jn 152.70 372 1926 4361 NO
2 Awah Devi Jn 163.00 225 1282 2987 NO
3 Sarkaghat Jn 178.00 432 1910 4317 NO
4 Dharampur Jn 197.63 142 541 1217 NO
5 Joginder nagar Jn 199.54 136 482 1062 NO
6 Rewalsar jn 259.50 414 931 1935 NO
7 Manali Jn 265.00 1896 6405 14172 Yes in 2026
3.4.6 Parking Characteristics

It has been observed that on street truck parking are intense at some of the stretches in the project
corridor. Parking studies to identify this intense parking activity and the duration and
accumulation of goods traffic are necessary. The data obtained from parking studies will be
required in order to determine the need of off-street parking facilities, the cost, and the most
desirable location.
Stretches of truck parking were identified and parking study was conducted between 10a.m. and
3 p.m. on a representative working day.
The Parking Survey was carried out at following locations:

• Km.152.700 Near Tauni Devi
• Km.163.000 Near Awah Devi
• Km. 178.00 Near Sarkaghat
• Km. 197.63 Near Dharampur
Particulars regarding highest accumulation and the total number of parking of goods vehicles at
different locations are given below.
The duration of parking at different locations on the Project Road is presented in below Tables:
4-88
Table 3.18 Distribution of Truck Types at Various Stations

At Tauni Devi:
Parking Duration
Type of Vehicles
0-1Hr. 2Hr. 3 Hr. 4Hr. > 4Hr
Light Commercial
16 3 2 1 0
Vehicles
Heavy
Commercial 2 5 1 0 0
Vehicles
Multi - Axle
0 0 0 0 0
Trucks
Grand Total 18 8 3 1 0
60% 27% 10% 3% 0%
At Awah Devi:
Parking Duration
Type of Vehicles 0-1Hr. 2Hr. 3 Hr. 4Hr. > 4Hr
Light Commercial
17 5 1 0 0
Vehicles
Heavy
Vehicles
Multi - Axle
0 0 0 0 0
Trucks
73% 23% 3% 0% 0%
At Sarkaghat:
Parking Duration
Type of Vehicles
0-1Hr. 2Hr. 3 Hr. 4Hr. > 4Hr
Light Commercial
12 4 0 0 0
Vehicles
Heavy
Vehicles
Multi - Axle
0 0 0 0 0
Trucks
71% 29% 0% 0% 0%
At Dharampur:
4-89
Parking Duration
Type of Vehicles 0-1Hr. 2Hr. 3 Hr. 4Hr. > 4Hr
Light Commercial
8 4 0 0 0
Vehicles
Heavy
Vehicles
Multi - Axle
0 0 0 0 0
Trucks
80% 20% 0% 0% 0%
Table 3.22 Average Parking Characteristics

Parking Duration
Type of Vehicles
0-1Hr. 2Hr. 3 Hr. 4Hr. > 4Hr
Light Commercial
13 4 1 0 0
Vehicles
Heavy
Vehicles
Multi - Axle
0 0 0 0 0
Trucks
71% 25% 3% 1% 0%
Following observations are made on the basis of Parking Survey.
4-90
• 71 % of vehicles are parked for less than 1-hour duration.

• 25 % of vehicles are parked for 2 hours.
• 3 % of vehicles are parked for 3 hours.
• The number of vehicles parked for more than 4 hours is insignificant.
3.4.7 Pedestrian/Animal Characteristics

Intensity of pedestrians/animals crossing the project road will be used for deciding on locations
requiring grade separators in the form of underpass, pedestrian or cattle crossing. Pedestrian-
vehicular conflict can be effectively studied through the indicator suggested in IRC 103-1988,
‘Guidelines for Pedestrian Facilities’. The analysis was undertaken separately for each of the
intersection where traffic surveys were conducted. A summary of the peak values for PV2 and the
hour in which the same is observed is presented in Table below.
Table 3.24 Peak Pedestrian flow
Peak
S.N. Location Chainage(km) P V PV2
Hour
4:00 to
1 Tauni Devi 152+700 286 158 7139704
5:00PM
10:00 to
2 Mandi 259+000 226 200 9040000
11:00AM
Table 3.24 Animal crossing at all selected location

Animal Count at
TIME
Tauni Devi Mandi
8:00 AM-9:00 AM 0 0
9:00 AM-10:00 AM 0 0
10:00 AM-11:00 AM 0 3
11:00 AM-12:00 PM 0 0
12:00 PM-1:00 PM 1 0
1:00 PM-2:00 PM 2 1
2:00 PM-3:00 PM 0 0
3:00 PM-4:00 PM 0 0
4:00 PM-5:00 PM 0 0
5:00 PM-6:00 PM 0 0
6:00 PM-7:00 PM 0 0
7:00 PM-8:00 PM 0 0
For this purpose, Guidelines for Pedestrian Facilities as per IRC-103-1988 has been referred.
According to IRC-103-1988 a controlled crossing is desirable in case of those locations where
the conflicting peak hour pedestrian volumes (P) and vehicles (V) are such that PV2 ≥ 108 for
undivided carriageways and PV2 ≥ 2*108 for divided carriageways. Since this Highway is
4-91
undivided carriageway accordingly It has been observed that the at all the locations above, the
indicator PV2 is less than 1 x 108, therefore no control measures is required as per the guidelines
given above but except for at all these locations for pedestrian safety. Control measures are also
requires if any of the following cases as specified in the IRC 103: 1988.
1) Approach speed of vehicles exceed 65 kmph
2) Waiting time becomes too long for pedestrian/vehicles
3) Accidents records indicate 5 or more injuries to pedestrians in a year due to collision with
vehicles.
3.4.8 Accident Data Analysis
Accident data for 5 years i.e. 2005 and 2010 was collected from different police stations along
the project road on NH-70. This 5 years data provides an adequate source of analysis about
accidents in project road reach. Accident data relates to number of accidents for different
sections. Fig.1 represents the Accident Scenario along the project road at different locations and
for the previous years. The accident details are furnished as under:
Table 3.25 Accident Characteristics along the project Road
Accident Data along the Project Road: At Hamirpur
Year No. of Accidents

2005-2006 3
2006-2007 4
2007-2008 3
2008-2009 4
2009-2010 4
Accident Data along the Project Road: At Mandi
Year No. of Accidents

2007-2008 5
2008-2009 8
2009-2010 2
4-92
Accident Scenario along the Project Road at different locations
Accidents have been noticed to occur due to improper sign boards, condition of the existing road,
proper sight distance, lane width and design of curves and due to lack of warnings to the
commuters along the project road. Obviously as a result of segregation of local traffic from the
through traffic after up gradation of this highway with the provision of service roads for local
traffic, these accidents are going to be reduced drastically.
3.5 Corridor Traffic

4-93
Development/Generated Traffic
This represents the increase in traffic, if any, that may arise from improvements and development
of adjacent land uses due to improved accessibility and mobility and associated new policy and
decisions to locate development activities within the influence area of the project road. This is
generally considered to be over and above the development, which would have taken place, had
the new or improved highway not been constructed.
Diverted Traffic
This represents there no diverted traffic to the improved highway by way of loss to alternative
routes when the improvements are completed.
Induced Traffic
This represents the increase in traffic as a result of the increased demand for transport, if any,
induced by the improvement of the highway. In other words, this is the release of suppressed or
latent demand.
Keeping in view the above factors, in this study, the techniques of Elasticity of Transport
Demand based on historical growth in vehicle registration and trend of the economy in the area
has been adopted for estimating the rate of growth for the different categories of traffic in future.
3.6 Traffic Forecast

3.6.1 Approach
The future traffic demand assessment is made based on the past available data. Traffic forecast
are made for the horizon year which will form the basis of further work on pavement design,
planning/designing of toll plaza and wayside amenities, intersection/interchange design and
developing capacity augmentation proposal.
Traffic forecast has been based on the demand elasticity approach, wherein a relationship was
established between traffic and socio-economic indicators. Traffic growth rates by vehicle type
for the project corridor have been determined. The projection for future traffic involves critical
analysis of some of the key socio-economic indicators and the rate of change expected during the
study period in the project influence area. They broadly includes
• Macroeconomic scenario growth rate and composition of net state domestic product (NSDP) at
the state and project influence area (PIA).
• PIA economy, sectoral production and potential
• PIA population and urbanization
• Perspective growth of PIA.
4-94
3.6.2 Past Trend in Traffic Growth Trends
If the area is well defined and the general development pattern of influence area remains same,
then it can be assumed that traffic growth rate is approximately equal to the average growth rate
of vehicle registration. It may be emphasized that in the project road about 90% of the total trips
are originated/destined within Himachal state only. Therefore there is a strong influence of
number of vehicles in operation in Himachal. Table below gives the growth rate of the registered
motor vehicles of Himachal. The past data was obtained from the economic survey of Himachal
Pradesh.
Table 3.27 Past Traffic Growth rates Goods and Passenger Vehicles (buses and cars)
Year (As On 31st All Two Car, Jeeps LCV+

Mini Bus Buses
March) Vehicles Wheelers & Taxis Truck
2003 268692 149286 57158 2611 4672
2004 288813 152286 79219 2783 4872 39040
2005 300779 167906 73992 3717 6687 43984
2006 333528 187883 82091 2825 6859 47290
Growth 2003-04 7.5% 2.0% 38.6% 6.6% 4.3% 12.7%
Growth 2004-05 4.1% 10.3% -6.6% 33.6% 37.3% 7.5%
Growth 2005-06 10.9% 11.9% 10.9% -24.0% 2.6% 10.9%
Growth (H.P.) 7.5% 8.1% 14.3% 5.4% 14.7% 10.3%
Growth (India) 10.2% 10.9% 10.3% 7.2% 10.5% 9.4%
3.6.3 Economic Perspective
As the traffic on the road is mostly contributed by the two district of Himachal, however due to
no availability of sufficient data district wise the state domestic product (NSDP) growth rate is at
1999-2000 price is presented in table
Table 3.28 Prospective growth rate for Economy (NSDP)
Financial Year Ending NSDP Annual Growth rate

2000 12467
2001 13852 11.11%
2002 15215 10.47%
2003 16751 10.35%
2004 18127 9.81%
2005 20262 10.20%
2006 22390 10.25%
2007 24798 10.32%
Average Growth 10.36%
Source: www.indiastat.org
From 2000 to 2007 the economy NSDP has grown at the annual average growth rate around 10%
in Himachal Pradesh.
4-95
To assess the future trend of growth of the various parameters consultant linearly extrapolate the
past trend of NSDP, Population & Per capita NSDP. Below presents the projected growth rate of
economic parameters ay 5 year interval.
Per Capita (Income) and their growth rate at 1999-2000 prices
Financial Year Ending PCI Annual Growth rate

2000 20806
2001 22795 8.73%
2002 24608 7.37%
2003 26627 7.58%
2004 28333 6.02%
2005 31198 9.18%
2006 33954 8.12%
2007 36781 7.69%
2008 40134 8.35%
2009 44803 10.42%
Average Growth 8.16%
Assumption for various growth scenarios
Year (As Population Annual Annual

Population
On 31st (in NSDP PCDP
Growth Growth Growth
March) Thousands)
1971 3460
1981 4281 2.15%
1991 5171 1.91% - -
- -
2000 1.75% 12467 20806
2001 6077 13852 11.11% 22795 9.56%
2002 15215 10.47% 24608 8.75%
2003 16751 10.35% 26627 8.57%
2004 18127 9.81% 28333 8.03%
2005 20262 10.20% 31139 8.40%
2006 22390 10.25% 33806 8.43%
2007 24798 10.32% 36782 8.48%
Table 3.29 Share of Adjacent state in traffic growth
State % share(Goods)
Himachal Pradesh 96.99%
Punjab 3.00%
Haryana 0.01%
% share
State
(Passenger)
Himachall Pradesh 98.67%
Delhi 0.39%
4-96
Punjab 0.36%
Chandigarh 0.27%
Haryana 0.06%
Jammu & Kashmir 0.06%
Maharashtra 0.06%
Uttaranchal 0.06%
Andhra Pradesh 0.03%
Uttar Pradesh 0.03%
3.6.4 Transport Demand Elasticity
As the traffic contribution on the project corridor is mainly from Himachal Pradesh state,
consultant has developed the transport demand elasticities with respect to socio economic
indicators of Himachal. The methodology involves fitting regression equation to the time series
data. The NSDP is considered as independent variable for freight vehicles and per-capita income
and population is considered as independent variable for passenger vehicles. Elasticity values as
calculated for the passenger and freight vehicles are presented in table:
Table 3.30: Transport demand elasticity of various types of Traffic

2 Mini Bus 0.4782
4 LCV 0.9653
It will be seen that the elasticity value for buses are large as compared with other passenger
vehicles categories. Generally the demand for travelling by car is found to be comparatively
higher as income goes up and people are able to afford this desire means of personal travel. And
the effect of farming activity is also seen on the freight vehicles having very high elasticity.
As regions become more and more self-sufficient, the need for long distant transport diminishes.
In line with the suggestions of the World Bank and the ADB, it has been assumed that elasticity
declines over future time periods and approach unity.
Past trend in growth in population

The growth is population is taken from census data which is considered for the realistic scenario.
The growth rate estimation based on the population is presented in table below.
Population and their growth rate
Financial Year Ending Population in thousand Annual Growth rate

1991 5171 1.72%
2001 6077 1.49%
2002 6146 1.12%
4-97
Financial Year Ending Population in thousand Annual Growth rate

2003 6233 1.40%
2004 6321 1.38%
2005 6408 1.36%
2006 6495 1.35%
2007 6583 1.33%
2008 6670 1.31%
2009 6758 1.29%
The population growth rate is showing sign of uniformity. However the precise figures will be
available after the completion of census 2011.
Traffic demand forecasting
It is usually the practice to analyses historic pattern of traffic growth in PIA, workout elasticities
of transport demand with respect to an economic indicator such as NSDP and modifies these
elasticities in the light of expected trends in transport demand. The modified elasticities are in
turn applied to anticipated economic growth rate over the forecasted period in order to arrive at
final growth rates of traffic for the future.
Perspective growth rate of Himachal
Given the transport demand elasticities, the growth rates of traffic on road by different mode
have been projected on the basis of the assumed growth rate of NSDP. The database used in the
computation of elasticity values shows that NSDP in the recent past has been growing around
7.8% per annum. The linear projection of the NSDP as per the past trend and assumed future
NSDP rate of growth is presented in table below.
Table 3.31: Projected Transport Demand Elasticity

2 Mini Bus 0.4782
4 LCV 0.9653
These elasticity values are used to capture the growth rates of various categories of vehicles and
optimistic and pessimistic growth rates can be derived accordingly.
4-98
Table 3.32: Perspective weighted increase for different vehicles over design horizon
Type of Vehicle % of Perspective weighted increase
Cars 46%
Mini Bus 8%
Buses 21%
LCV 8%
2A Truck 18%
MAV 0%
3.6.5 Projected Traffic Growth Rates
Based on the estimated elasticity values and forecast growth rate of economic variables, the
future annual compound growth rates for each type of vehicle was computed using following
model.
Tgr = ((1+Pgr)*(1+PCI gr)-1)*100*E
Where,
Pgr = Population Growth Rate
PCI gr = Per Capita Income Growth Rate
The above model is primarily used for passenger vehicles and assigned equal weightage to
population and per capita income. Similarly the model applied for estimating growth rate of
goods vehicles is as follows:
Tgr = NSDP gr * 100*E
Where,
NSDP gr= growth rate of NSDP (in real terms)
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.
Growth potential of goods traffic is different from passenger traffic. This is more directly related
to zone’s economic activity and production levels than its population and income growth,
although the latter may strongly correlate with the former, especially the income growth. The
Estimated Growth rates thus arrived in the most likely scenario are tabulated in the below Table.
4-99
Table 3.33 : Estimated Most Likely Traffic Growth Rate “Perspective Scenario”
Final Traffic Growth Rates (%)

Vehicle Type
2011-2016 2017-2022 Beyond 2022
Cars 12.80 11.30 9.80
Two Wheelers 11.20 10.10 8.70
Buses 11.60 9.00 5.70
LCV 10.20 7.80 5.50
2-Axle Trucks 10.20 7.80 5.50
3-Axle Trucks 10.20 7.80 5.50
MAV 10.20 7.80 5.50
In view of the above discussion, it is felt that the economy should neither be under nor over
targeted. The complexities involved and sensitive dimensions of economy are many, so it is
important that its larger issues are to be addressed by constructing different scenarios. Thus an
effort has been made to develop three different scenarios of varying growth rates of economic
indicators as under:
 Optimistic Scenario
 Most likely Scenario
 Pessimistic Scenario
For each 5 year blocks, the growth rates are deducted by 0.5 from the previous one. For
optimistic scenario, the economic parameter considered is increased by 0.5 and basic growth
rates are arrived at. And, for pessimistic scenario 0.5 is deducted from economic parameters. The
growth rates established for in Pessimistic and Optimistic scenarios for the future years are given
in below Table.
Table 3.34 : Estimated Traffic Growth Rates Under Optimistic and Pessimistic Scenarios
Traffic Growth Rates (%) under Traffic Growth Rates (%) under
Pessimistic Scenario Optimistic Scenario
Vehicle Type
2011- 2017- 2011- 2017-
2016 2022 Beyond 2022 2016 2022 Beyond 2022
Cars 12.3 10.8 9.3 13.3 11.8 10.3
Two Wheelers 10.7 9.6 8.2 11.7 10.6 9.2
Buses 11.1 8.5 5.2 12.1 9.5 6.2
LCV 9.7 7.3 5.0 10.7 8.3 6.0
2-Axle Trucks 9.7 7.3 5.0 10.7 8.3 6.0
3-Axle Trucks 9.7 7.3 5.0 10.7 8.3 6.0
MAV 9.7 7.3 5.0 10.7 8.3 6.0
The growth rates for the 30 horizon years are tabulated below for the motorized traffic and for
the non-motorized traffic a growth rate of 2% has been considered.
Traffic Growth rates

S.N. Period Cars Mini Bus Bus LCV Trucks
4-100
S.N. Period Cars Mini Bus Bus LCV Trucks

1 2011 – 2016 14.30 5.40 11.59 10.15 10.18
2 2017 – 2022 10.99 4.19 9.00 7.80 7.80
3 2023 and above 7.75 2.67 5.74 5.50 5.50
Estimation of traffic growth

Traffic has been forecasted according to the growth rate derived as above and is applied to
AADT as calculated in the same chapter of this report.
Normal Traffic
Normal traffic is the traffic observed during the survey on the project corridor as presented in
same chapter.
Diverted Traffic
Diverted traffic arrives from the traffic diverting to travel and diverting from the new
construction. No diverted traffic has been added to the present analysis as it is assumed that
competing roads to the project road are not major carrier of traffic.
Induced Traffic
Induced traffic arrives from induction of more number of vehicles on the road due to the
presence of better facility. Seeing the socio-economic and socio-demographic scenario in
Himachal Pradesh it is assumed that no induction of traffic will take place in the project analysis.
So no addition of induced traffic is considered.
3.6.6 Traffic projections
In present case total corridor traffic is just the normal traffic as no consideration of Induced and
diverted traffic is taken. Projected traffic is presented in following tables:
Table 3.36 the Projected traffic along the Project Road
Km 145 (ADT) Km 179 (ADT) Km 225 (ADT) Km 259 (ADT)

Year
2010 2666 3014 2066 2201 176 199 3000 2886
2011 2936 3314 2275 2427 196 222 3299 3178
2012 3236 3650 2507 2677 218 249 3630 3509
2013 3570 4025 2766 2960 242 277 3998 3880
2014 3940 4438 3054 3275 270 311 4408 4293
2015 4354 4898 3374 3625 300 347 4864 4754
2016 4816 5416 3732 4019 333 387 5375 5273
2017 5212 5858 4038 4356 362 422 5816 5721
4-101
Km 145 (ADT) Km 179 (ADT) Km 225 (ADT) Km 259 (ADT)

Year
2018 5644 6341 4372 4724 394 460 6298 6214
2019 6115 6864 4735 5123 428 500 6823 6751
2020 6627 7433 5131 5559 466 547 7394 7337
2021 7188 8057 5563 6034 508 597 8018 7979
2022 7800 8739 6035 6555 553 650 8699 8679
2023 8270 9257 6397 6950 588 691 9228 9221
2024 8771 9810 6780 7368 625 734 9791 9798
2025 9304 10397 7188 7812 665 781 10392 10414
2026 9872 11022 7623 8285 708 832 11032 11071
2027 10478 11689 8087 8791 754 887 11713 11770
2028 11125 12405 8581 9327 803 944 12440 12518
2029 11816 13168 9108 9901 855 1004 13216 13315
2030 12552 13979 9668 10511 910 1067 14042 14166
2031 13337 14844 10267 11162 971 1138 14923 15074
2032 14173 15764 10905 11859 1035 1212 15865 16045
2033 15066 16746 11586 12604 1103 1290 16870 17082
2034 16019 17794 12311 13395 1177 1375 17943 18190
2035 17035 18907 13085 14241 1256 1468 19087 19372
2036 18120 20095 13910 15141 1340 1566 20307 20632
2037 19280 21365 14792 16103 1431 1672 21611 21981
2038 20519 22723 15734 17130 1527 1784 23003 23419
2039 21840 24170 16738 18224 1631 1903 24493 24961
2040 23253 25717 17811 19394 1742 2032 26084 26609
3.7 Capacity Analysis
For the purpose of the capacity analysis of the proposed expressway the IRC SP 48 i.e. manual
for Hilly Road was referred. Following table gives the design service volumes and capacity for
Hilly Road.
Table 3.37 Capacity and Design Service Volume
Sl.
Type of Road Carriageway DSV (PCU’s) Capacity(PCU’s)
No.
1 Single Lane 3.75 m 1600 3200
2 Intermediate Lane 5.5 m 5200 10400
3 Two Lane 7m 7000 14000
Projected sectional AADT was compared with design service volume. The design service volume
for project road is considered at the end of LOS ‘B’ and capacity augmentation is suggested for
road sections, which carry traffic volume more than design service volume. Table 3.38 shows the
years up to which LOS ‘B’ will serve and when the facility is falling to LOS ‘C’.As per projected
traffic on the project road 2 Laning is required in 2020.
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Table 3.38 Capacity (PCU) at different Level of Services
Section1 Section2 Section3 Section4
Year AADT Lane AADT Lane AADT Lane AADT Lane

(PCU) Configuration (PCU) Configuration (PCU) Configuration (PCU) Configuration
2010 2936 2145 194 2814

2011 3237 2377 214 3133
2012 3580 2638 239 3490
2013 3961 SL 2929 266 3889 SL
2014 4386 3254 297 4335
SL
2015 4860 3615 332 4833
2016 5387 4018 370 5390
2017 5881 4395 407 5923
2018 6422 IL 4809 446 6509 IL
2019 7017 5263 490 7155
2020 7669 5761 538 7866
2021 8385 6309 591 8650
IL
2022 9171 6910 650 SL 9514
2023 9866 7439 701 10297
2024 10619 8011 757 11146
2025 11434 8630 817 12070
2026 12316 9300 882 13073
2027 13272 10026 953 14163
2028 14307 10813 1030 15349
2029 15429 11665 1114 16638
2030 16645 2L 12588 1204 18039 2L
2031 17963 13589 1303 19564
2032 19393 14675 2L 1410 21222
2033 20944 15853 1526 23027
2034 22628 17130 1652 24991
2035 24455 18517 1790 27129
2036 26439 20022 1939 29456
2037 28593 21657 2101 31989
IL
2038 30934 23432 2278 34749
2039 33477 25360 2470 37754
2040 36242 27455 2679 41028
Based on traffic forecast as mentioned above up gradation to 2 lanes of roads shall cater to the
traffic up to year 2030 as total traffic in year 2030 is less than 14000 PCU in any homogeneous
section.
Upgradation Requirement
Section Year up to two lane reached design capacity
4-103
Km 141 to Km 265 2030
TRAFFIC AT INTERSECTIONS
Traffic at the four intersections surveyed had been analyzed in the previous chapter and the
results are presented in the following table.
4-104
Traffic at Intersections
Traffic in Projected traffic Grade

Chainage (PCUs)
S. N. Location 2011 separation
(km)
(PCUs) needed?
2020 2030
1 TouniDevi Jn 152.700 372 1926 4361 NO
2 Awah Devi Jn 163.000 225 1282 2987 NO
3 Sarkaghat Jn 178.000 432 1910 4317 NO
4 Dharampur Jn 197.630 142 541 1217 NO
5 Jogindernagar Jn 199.540 136 482 1062 NO
6 Rewalsar jn 259.500 414 931 1935 NO
7 Manali Jn 265.000 1896 6405 14172 Yes in 2026
None of intersections are candidates for interchange or grade separator as per IRC 62-1976 and
IRC 92-1987
PEDESTRIAN CROSSING FACILITY

Seeing the terrain of the road and nature of the project no pedestrian survey has been
performed.
IMPROVEMENT PROPOSALS
As mentioned above in section, the project road can cater to the project traffic volume of
stipulated Design Service Volume of 2-Lane without paved shoulder upto year 2030. After year
2030 the capacity augmentation is recommended by providing paved shoulder on both sides.
3.8 Projections of Tollable Traffic
Based on the data derived from Classified Volume Count and O-D Survey the number of traffic
which will be tollable on the various homogenous sections for the year 2014 is given below. As
per new Model Concession agreement, the growth rate of 5% has been assumed for calculating
the tollable traffic.
Tollable traffic at Different Sections
Traffic Homogenous 2 Multi-

Car LCV Mini Full 3-Axle
Station Section Details Axle Axle
Km 145 HS 1 1021 299 188 55 198 1 0
km 259 HS 2 1169 100 111 130 105 0 0
4-105
Table 3.40: Projected Tollable traffic at Different Sections
Traffic Multi- Mini ADT

Year Cars Buses LCV Truck 3 Axle
Station Axle Bus (Tollable)
2010 840 45 246 163 1 0 155 1450

2015 1072 57 314 208 1 0 198 1851
Km 145 2020 1368 73 401 266 2 0 252 2362
2025 1746 94 511 339 2 0 322 3014
2030 2229 119 653 432 3 0 411 3847
2035 2845 152 833 552 3 0 525 4910
2010 962 107 82 86 0 0 91 1328
km 259
2015 1228 137 105 110 0 0 116 1695
2020 1567 174 134 140 0 0 148 2163
2025 2000 222 170 179 0 0 189 2761
2030 2552 284 218 228 0 0 241 3524
2035 3258 362 278 291 0 0 308 4497
Toll revenue estimation

Toll Rates
Toll rates have been taken as per the toll notification of National Highway fee (determination of
rates and collection) rules 2008 and the amendment thereto issued on ti.
The project road is considered in two homogeneous sections with one toll plaza for each
homogeneous section. The toll rate applicable for both the sections as applicable in 2014 is
presented in table below.
Toll rates applicable for project road in 2014
Sr. HS 1 HS 2
Type of vehicle
No Km 141+000 to 195+714 Km 195+714 to 250+428
1. Car or Jeep or Van 45 45
Light Commercial vehicles
2. 75 75
/Mini Bus
3. Truck or Bus 160 160
4. 3 axle truck 175 175
Multi Axle Vehicle (4- 6
5. 250 250
axle) / HCM/EME
Note: NHAI toll capping rates have been escalated with an inflation WPI rate of 5% every year
and rounded off to nearest rupee.
4-106
Toll Revenue
The rate of fee for use of the section of national highway, permanent bridge, bypass or tunnel
constructed through public funded project or private investment project shall be identical.
The rate of fee for use of a section of national highway of four or more lanes shall, for the base
year 2007-08, be the product of the length of such section multiplied by the following rates,
namely
Table 3.19/ 3.20 Approved Govt toll rates
As per NHAI Toll Notification

Type of vehicle Base rate per Km
Car/jeep/Taxi 0.65
LCV/LGV/Mini Bus 1.05
Bus or Truck(Two-Axle) 2.20
Three-Axle commercial vehicle 2.40
HCM/EME/MAV 3.45
Oversized Vehicles 4.20
For 2 lane project 60% the User fee applicable
The rate of fee for use of a section of national highway, having two lanes and on which the
average investment for up gradation has exceeded rupees one crore per kilometer, shall be sixty
per cent. of the rate of fee specified under sub-rule
The toll revenue is the product of the forecast traffic expected to use the road and the appropriate
toll fee for the vehicle category. A toll indexing pattern @ 5% per year has been adopted and
rounded off to nearest one Rupee. Toll revenues have been calculated for each of toll fee
structure proposed above is given below in table.
Toll Revenue at Section 1
Year Cars Buses LCV Truck 3 Axle Multi-Axle Mini Bus

2014 1.54 0.29 0.75 1.06 0.01 0.00 0.47
2015 1.80 0.32 0.84 1.15 0.01 0.00 0.53
2016 1.88 0.35 0.88 1.28 0.01 0.00 0.56
2017 2.18 0.38 0.99 1.38 0.01 0.00 0.62
2018 2.29 0.41 1.10 1.49 0.01 0.00 0.69
2019 2.40 0.46 1.21 1.65 0.01 0.00 0.77
2020 2.75 0.49 1.27 1.78 0.01 0.00 0.80
2021 2.89 0.54 1.41 1.96 0.01 0.00 0.89
2022 3.28 0.60 1.55 2.16 0.01 0.00 0.98
2023 3.45 0.64 1.71 2.32 0.02 0.00 1.08
2024 3.90 0.70 1.79 2.54 0.02 0.00 1.13
2025 4.09 0.75 1.97 2.72 0.02 0.00 1.24
4-107
Year Cars Buses LCV Truck 3 Axle Multi-Axle Mini Bus

2026 4.61 0.82 2.16 2.98 0.02 0.00 1.36
2027 4.84 0.90 2.36 3.25 0.02 0.00 1.49
2028 5.42 0.98 2.58 3.55 0.02 0.00 1.62
2029 5.69 1.05 2.71 3.79 0.03 0.00 1.71
2030 6.34 1.14 2.95 4.13 0.03 0.00 1.86
Toll Revenue at Section 2
2A
Year Cars Buses LCV 3A Truck Multi-Axle Mini Bus
Truck
2014 1.76 0.70 0.25 0.56 0.00 0.00 0.28
2015 2.06 0.75 0.28 0.61 0.00 0.00 0.31
2016 2.16 0.84 0.29 0.68 0.00 0.00 0.33
2017 2.49 0.91 0.33 0.73 0.00 0.00 0.36
2018 2.62 0.98 0.37 0.79 0.00 0.00 0.41
2019 2.75 1.08 0.40 0.87 0.00 0.00 0.45
2020 3.15 1.17 0.42 0.94 0.00 0.00 0.47
2021 3.31 1.29 0.47 1.03 0.00 0.00 0.52
2022 3.76 1.42 0.52 1.14 0.00 0.00 0.57
2023 3.95 1.52 0.57 1.22 0.00 0.00 0.63
2024 4.47 1.67 0.60 1.34 0.00 0.00 0.66
2025 4.69 1.79 0.66 1.44 0.00 0.00 0.73
2026 5.27 1.96 0.72 1.57 0.00 0.00 0.80
2027 5.54 2.14 0.79 1.72 0.00 0.00 0.87
2028 6.20 2.33 0.86 1.87 0.00 0.00 0.95
2029 6.51 2.49 0.90 2.00 0.00 0.00 1.00
2030 7.27 2.71 0.98 2.18 0.00 0.00 1.09
Toll Revenue at Both Sections
2A 3A Multi-
Year Cars Buses LCV Mini Bus Total
Truck Truck Axle
2014 3.30 0.99 1.00 1.62 0.01 0.00 0.75 7.67
2015 3.85 1.07 1.12 1.76 0.01 0.00 0.84 8.65
2016 4.04 1.19 1.18 1.96 0.01 0.00 0.88 9.26
2017 4.67 1.29 1.31 2.11 0.01 0.00 0.99 10.38
2018 4.90 1.39 1.46 2.28 0.01 0.00 1.10 11.14
2019 5.15 1.54 1.62 2.52 0.01 0.00 1.21 12.06
2020 5.90 1.66 1.70 2.72 0.01 0.00 1.27 13.26
2021 6.19 1.83 1.88 3.00 0.01 0.00 1.41 14.32
2022 7.04 2.01 2.07 3.29 0.01 0.00 1.55 15.99
2023 7.40 2.16 2.28 3.54 0.02 0.00 1.71 17.10
2024 8.36 2.37 2.39 3.88 0.02 0.00 1.79 18.82
2025 8.78 2.54 2.63 4.16 0.02 0.00 1.97 20.10
2026 9.88 2.78 2.88 4.55 0.02 0.00 2.16 22.26
2027 10.37 3.03 3.15 4.97 0.02 0.00 2.36 23.91
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2A 3A Multi-
Year Cars Buses LCV Mini Bus Total
Truck Truck Axle
2028 11.62 3.31 3.44 5.42 0.02 0.00 2.58 26.38
2029 12.20 3.54 3.61 5.79 0.03 0.00 2.71 27.87
2030 13.61 3.85 3.93 6.31 0.03 0.00 2.95 30.68
3.9 Conclusions
It has also been observed that there is hardly any through traffic on the entire stretch of the
project road on account of alternate route from Hamirpur to Mandi via Bhota to Nev Chowk. A
comprehensive set of traffic surveys were conducted along the project road. The study of this
project from Hamirpur and ending at Mandi of NH-70 shows that there are various passenger
road transports means both State and private vehicles. The traffic surveys included the mid block
traffic counts, junction counts, O-D survey and pedestrian counts. The traffic data analysis shows
that average daily traffic volumes are varying from 199 to 3012 PCU. The project road is
presently a single/intermediate lane road. The base year traffic count analysis and its projection
to future year’s shows that all the homogenous sections (I-II) have the minimum requirement of
widened 2 lanes. Slow moving vehicles like cycles/cycle rickshaw are very few and animal/hand
drawn vehicle are almost nil on the project road and very less traffic was observed at Km
225.000 and at the other locations the traffic observations are presented in ADT and AADT titles
in this chapter.
The traffic movements on the project road are affected due to narrow road with very poor
geometrics and very congested habitations.
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CHAPTER – 4:
ENGINEERING SURVEYS AND INVESTIGATIONS
4.1 GENERAL
Following are the various Engineering Surveys and Investigations other than traffic
surveys required to be conducted for the DPR.
• INVENTORY AND CONDITION SURVEY OF ROAD AND PAVEMENT;
• INVENTORY, CONDITION SURVEY & INVESTIGATIONS FOR BRIDGE AND CROSS-DRAINAGE

STRUCTURES
• HYDRAULIC AND HYDROLOGICAL INVESTIGATIONS; AND
• GEOTECHNICAL INVESTIGATIONS
• ALIGNMENT STUDY;
• TOPOGRAPHIC SURVEY;
• PAVEMENT INVESTIGATIONS;
• SUBGRADE INVESTIGATIONS;
• SOIL AND MATERIALS INVESTIGATIONS.
THIS CHAPTER BRINGS OUT THE SALIENT FEATURES IN RESPECT OF METHODOLOGY, THE MAJOR FIELD
STUDIES AND INVESTIGATIONS TAKEN UP TO DETERMINE THE REHABILITATION / CONSTRUCTION
REQUIREMENTS FOR THE PROJECT ROAD.
THE BASIC DATA COLLECTED FROM DIFFERENT ENGINEERING SURVEYS IS PRESENTED SEPARATELY AS
ANNEXURE TO MAIN REPORT.
4.2 INVENTORY AND CONDITION SURVEY OF ROAD AND PAVEMENT
4.2.1 Road Inventory
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DETAILED INVENTORY OF THE PROJECT ROAD HAS BEEN CARRIED OUT THROUGH DIMENSIONAL
MEASUREMENT AND VISUAL INSPECTION. FEATURES LIKE CHAINAGE, TERRAIN, ADJACENT LAND-USE,
VILLAGES EN-ROUTE THE PROJECT ROAD, ROAD ALIGNMENT (HORIZONTAL AND VERTICAL) AND
GEOMETRIC DEFICIENCIES, WIDTH OF CARRIAGEWAY AND SHOULDERS, TYPE OF PAVEMENT AND
SHOULDERS, HEIGHT OF EMBANKMENT OR DEPTH OF CUTTING, IMPORTANT ROAD JUNCTIONS AND ROAD
SIDE FURNITURE ETC., WERE RECORDED. THESE FEATURES HAVE BEEN OUTLINED BELOW. THE ROAD
INVENTORY DATA, ROAD CONDITION DATA AND PAVEMENT CONDITION DATA ARE GIVEN IN VOLUME IA
PART-1A1 ANNEXURE 4.1AND 4.2 RESPECTIVELY.
4.2.1.1 Road Width
The project road section comprises single lane (3.0m-3.75m wide for 101.700 km length),
intermediate lane (5.5m wide for 10 km length) and 2-Lane (7.0m wide for 1.700 Km Length)
carriageway with 1.0m to 1.5m wide shoulders on either side of carriage way. Existing ROW
details have been provided in Chapter 1 in Table 1.5.
4.2.1.2 Existing Shoulder
The Project Road is having 1m to 1.5m wide Earthen Shoulders on either side which are
in poor condition along most of the stretch.
4.2.1.3 Terrain
Mandi in Himachal Pradesh.
The Project Road passes through Mountainous / Hilly Terrain.
Road, Site Development & Villages:-
The number of villages along route are 14 no’s in Hamirpur and 56 No’s in Mandi District
(Table 1.4)
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4.2.1.4 Land use
The land use pattern is variable from village developments to rural agricultural areas,
semi-rural open areas with occasional roadside dwellings and small businesses are
scattered at some locations on the project road. There is ribbon development at some
locations along the road with small settlements.
Major part of the project road passes through Hilly areas on one side and valley on the
other side of the project road.
The land use types have been identified as follow for the project road:
Lower density of urban development; road side business alongside the

Built-up roadway, primarily a ribbon development formed by continuous string of
successive building units.
A rural environment with isolated individual houses, schools, businesses
Rural
alongside to the roadway.
Agricultural Mainly cultivated land, with or without isolated thatched farmsteads.
Forest Forest and Reserve Forest
Note: (1) The details in the various stretches have been given in Chapter-1 “Introduction”
in Table 1.1”.
(2) The list of the forest land along the road stretch has been given in Table 1.2 in
the Chapter of “Introduction”.
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Summary of Land Use Pattern
S. No. Land Use Total Length (m)

1 Agriculture land 19385
2 Built-up Area 14355
Built-up Area +
3 5100
Agriculture land
4 Open land 75040
5 Total 113880
4.2.1.5 Embankment Height
The project road passes through hilly areas and in major part one side is hill and on
other side valley. The existing alignment is not as per standard. The grade and the
curves are very steep and sharp at most of the places. The alignment has been
improved by bringing the existing alignment within the ruling gradient and also vertical
and horizontal curves have been improved to bring them within permissible limit. Due to
this reason, most of the part of road requires major cutting of hills on one side and the
filling on the other side.
On the project road site the ground is firm and reasonably favourable for construction of
embankment. Also the soil in borrow area is good for embankment. As such design for
construction of embankment has been considered as per specification. The side slope
of the existing embankment varies 1.5:1 to 2:1.
4.2.1.6 Drains
The roadside drains / longitudinal drains exist on project road are of unlined earth
ditches adjacent to the road embankment at some locations. In some built-up areas
longitudinal lined /unlined drains have also been provided for roadside drainage. The
condition of unlined drains is mostly poor except at some stretches. However, with the
widening of the hillside most of the existing drains need to be demolished. The inventory
& condition of the existing longitudinal drains and water logging locations have been
shown in Table 4.1.
Table 4.1 Location of Road Side Drains
Left Side Drainage Right Side Drainage
DRAINAGE DRAINAGE
FROM To FROM To
(LINED/ UNLINED) (LINED/ UNLINED)
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DRAINAGE DRAINAGE
FROM To FROM To
187/925 188/475 Lined -475m 145/940 146/440 LINED-60m

188/475 188/975 Lined 191/925 192/380 Lined-330m
188/975 189/425 Lined 192/380 192/880 Lined-320m
189/425 189/975 Lined 192/880 193/295 Lined-275m
189/975 190/400 Lined 193/775 194/260 Lined-160m
190/400 190/900 Lined 194/260 194/760 Lined-325m
190/900 191/425 Lined 201/290 201/960 Lined-100m
191/425 191/925 Lined-275m 218/275 218/775 Unlined
191/925 192/380 Lined 218/775 219/300 Unlined
192/380 192/880 Lined-245m 219/300 219/750 Unlined
193/295 193/775 Lined-130m 219/750 220/150 Unlined
200/425 200/790 Lined-290m 220/150 220/500 Unlined
200/790 201/290 Lined-110m 220/500 220/950 Unlined
242/000 242/460 Lined -285m 220/950 221/300 Unlined
242/460 242/950 Lined 221/300 221/750 Unlined
242/950 243/400 Lined 221/750 222/100 Unlined
243/400 243/900 Lined 222/100 222/675 Unlined
243/900 244/340 Lined 222/675 223/000 Unlined
244/340 244/850 Lined 223/000 223/425 Unlined
244/850 245/240 Lined 223/425 223/900 Unlined
245/240 245/700 Lined 223/900 224/400 Unlined
245/700 246/180 Lined 224/400 224/900 Unlined
246/180 246/650 Lined 224/900 225/410 Unlined
246/650 247/100 Lined 225/410 225/900 Unlined
247/100 247/600 Lined 225/900 226/370 Unlined
247/600 248/040 Lined 232/000 232/475 Unlined
248/040 248/500 Lined 232/475 232/975 Unlined
248/500 248/910 Lined 232/975 233/450 Unlined
248/910 249/350 Lined 233/450 233/970 Unlined
249/350 249/870 Lined 235/900 236/300 Lined-300m
249/870 250/350 Lined 236/300 236/785 Lined-285m
250/350 250/800 Lined 236/785 237/250 Lined-215m
250/800 251/250 Lined 237/250 237/765 Lined -165m
251/250 251/700 Lined 237/765 238/200 Lined
251/700 252/150 Lined 238/200 238/760 Lined
252/150 252/625 Lined 238/760 239/250 Lined -465m
252/625 253/000 Lined 239/250 239/710 Lined
253/000 253/510 Lined 239/710 240/200 Lined
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DRAINAGE DRAINAGE
FROM To FROM To
253/510 254/000 Lined 240/200 240/660 Lined
4.2.1.7 Horizontal Curves
Since the present road has been declared as NH in the year 1999, prior to that it was
combination of SH, MDR & DDR, hence the existing geometric of the project road is quite
deficient. In relative terms, the horizontal geometry is more deficient than the vertical
geometric. The status of existing geometric is presented in Tables given below:
Table 4.2: Summary of Existing Horizontal Curves
Range of Radius of Curve

Sl. No. No. of Curves % of Total
From To
1 0 20 337 18.98
2 20 30 612 34.46
3 30 50 495 27.87
4 50 70 90 5.07
5 70 100 187 10.53
6 100 300 45 2.53
7 300 >300 10 0.56
Total 1776 100%
The data shows that around 50.29% curves are less than minimum radius of 30m while
26.65% curves are having radius between 30m to 50m. The above table includes 58 No’s
hair pin bends.
4.2.1.8 Road Junctions
There are 77 nos. of Junctions in the project road. The details of all the junctions are
presented in Table 4.3 below:
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Table 4.3: List of Road Junctions
Traffic Category
S. Type of Width of
Existing Guidanc Surface NH/SH/ Improvement of
No Junction Carriage Cross Road Leads To Side
Chainage e Type MDR/ODR/ Junction
. (+,T,Y) -way (m)
System VR/LR
1 141+195 Y NA BT 2.86 VR TO KAKRU RHS At grade Junction
2 141+350 Y NA BT 17.5 VR TO NIT Hamirpur RHS At grade Junction
3 142+200 Y NA BT 2.5 VR TO KHAS LHS At grade Junction
4 142+700 T NA BT 5.5 VR TO NIT Hamirpur RHS At grade Junction
5 143+300 Y NA BT 2.5 VR TO BHATI LHS At grade Junction
6 144+600 T NA BT 2.5 VR TO KHAYAKARI LHS At grade Junction
7 144+820 Y NA BT 2.5 VR TO KHARPARA RHS At grade Junction
8 146+481 Y NA BT 3.95 VR TO KOT,CHOURI LHS At grade Junction
9 150+746 Y NA BT 2.8 VR TO ROPA MANIYANA RHS At grade Junction
10 152+169 Y NA BT 4.09 VR TO LAGWAN RHS At grade Junction
11 152+866 Y NA BT 3.04 VR TO UHAL LHS At grade Junction
12 153+742 Y NA BT 2.72 VR TO TAUNI DEVI LHS At grade Junction
13 153+910 Y NA BT 2.68 VR TO AMBI RHS At grade Junction
14 154+098 Y NA BT 2.34 VR TO SISLA RHS At grade Junction
15 155+400 Y NA BT 3.46 VR TO JHANIKAR RHS At grade Junction
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Traffic Category
S. Type of Width of
. (+,T,Y) -way (m)
System VR/LR
16 156+800 Y NA BT 4.75 VR TO BARADA LHS At grade Junction
17 157+900 Y NA BT 2.2 VR TO PANJOT RHS At grade Junction
18 158+983 Y NA BT 2.92 VR TO LATIYAR RHS At grade Junction
19 159+832 Y NA BT 2.98 VR TO SAMIRPUR RHS At grade Junction
20 160+109 Y NA BT 3.06 VR TO VILLAGE MATLANA LHS At grade Junction
21 162+435 Y NA BT 3.9 VR TO AWAH DEVI (BYPASS) RHS At grade Junction
22 162+752 Y NA BT 3.44 VR TO AWAH DEVI RHS At grade Junction
23 163+407 Y BT 4.08 VR TO CHALOTHARA LHS At grade Junction
24 165+800 Y NA BT 3.13 VR TO SARKA GHAT LHS At grade Junction
25 165+805 Y NA BT 3.17 VR TO SARKA GHAT LHS At grade Junction
26 168+067 Y NA BT 2.95 VR TO BHAREDI RHS At grade Junction
27 168+304 Y BT 2.84 VR TO CHANDRARU KALAN LHS At grade
28 171+924 Y NA BT 3.52 VR TO RAKHO VILLAGE LHS At grade Junction
29 175+500 Y NA BT 2.44 VR TO TATIWALI LHS At grade Junction
30 177+000 Y NA BT 2.66 LR TO PWD RHS At grade Junction
31 177+217 Y NA BT 2.77 LR TO POLICE STATION LHS At grade Junction
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Traffic Category
S. Type of Width of
. (+,T,Y) -way (m)
System VR/LR
TO SARKAGHAT BUS
32 178+000 Y NA BT 7.64 LR RHS At grade Junction
STAND
33 178+330 Y NA BT 2.83 LR TO P.W.D OFFICE RHS At grade Junction
34 178+464 Y NA BT 2.17 LR TO FOREST OFFICE RHS At grade Junction
35 179+144 Y NA BT 1.58 LR TO FOOD GRAIN LHS At grade Junction
36 179+412 Y NA BT 2.54 VR TO MESERAM RHS At grade Junction
37 180+297 Y NA BT 4.46 VR TO RISHA RHS At grade Junction
38 182+456 Y NA BT 6.34 VR TO DAWARDU RHS At grade Junction
39 183+700 Y BT 1.98 VR TO DAMKHERA RHS At grade Junction
40 184+400 Y NA BT 3.91 VR TO CHOLTHARA VILLAGE LHS At grade Junction
41 185+000 Y NA BT 3.09 VR TO SAJAO PIPLU LHS At grade Junction
42 185+731 Y NA BT 3.17 VR TO BEHRI LHS At grade Junction
43 187+631 Y NA BT 5.4 VR TO BEHRI LHS At grade Junction
44 188+442 Y NA BT 3.57 VR TO HUCKEL RHS At grade Junction
45 192+934 Y NA BT 3.36 VR TO SAJAO PIPLU LHS At grade Junction
46 193+751 Y WBM 3.23 VR TO SARI LHS At grade Junction
47 196+184 Y NA WBM 4.42 VR TO CHALALI RHS At grade Junction
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Traffic Category
S. Type of Width of
. (+,T,Y) -way (m)
System VR/LR
48 197+605 Y NA BT 4.46 VR TO DHARAMPUR LHS At grade Junction
49 198+530 Y NA BT 2.65 LR TO REST HOUSE LHS At grade Junction
50 199+533 Y NA BT 4.87 VR TO JOGINDRA NAGAR LHS At grade Junction
51 200+160 Y NA BT 2.95 VR TO SARAS KHAN LHS At grade Junction
52 207+860 Y NA BT 3.32 VR TO KHALSAR RHS At grade Junction
53 213+244 Y NA BT 2.15 LR RASTA RHS At grade Junction
54 216+294 Y NA BT 3.94 VR TO PEHAD LHS At grade Junction
55 222+044 Y NA BT 5.3 VR TO KUMAHARDA RHS At grade Junction
56 225+340 Y NA BT 2.22 VR TO SATAN LHS At grade Junction
57 225+628 Y NA BT 3.33 LR TO PHED RES. RHS At grade Junction
58 227+921 Y NA BT 3.45 VR TO VILLAGE ARTI LHS At grade Junction
59 229+676 Y NA BT 3.99 VR TO VILLAGE LAGDHAR RHS At grade Junction

TO KOSHAMAL (WBM
60 238+350 Y NA WBM 3.02 VR LHS At grade Junction
ROAD)
61 240+020 Y NA BT 2.63 VR TO DANDRAL RHS At grade Junction
TO SAMRAHAN (WBM
62 241+234 Y NA BT 2.15 VR RHS At grade Junction
ROAD)
63 242+605 Y NA BT 2.53 VR TO JOGINDRA NAGAR LHS At grade Junction
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Traffic Category
S. Type of Width of
. (+,T,Y) -way (m)
System VR/LR
64 245+567 Y NA BT 2.62 VR BT ROAD RHS At grade Junction
65 245+897 Y NA BT 3.29 LR TO HOSPITAL LHS At grade Junction
66 246+577 Y NA BT 3.39 VR TO NALHOG LHS At grade Junction
67 246+583 Y BT 3.66 VR TO BAGGI RHS
68 247+083 Y NA BT 2.34 VR TO SAIGALU VILLAGE RHS At grade Junction
69 256+465 Y NA BT 5.43 VR TO DEVDHAR VILLAGE LHS At grade Junction
70 257+097 Y NA BT 3.66 VR TO GOKHADA RHS At grade Junction
71 259+455 Y NA BT 4.59 VR TO REWALSAR RHS At grade Junction

72 259+482 Y NA BT 4.3 LR TO MANDI CITY LHS At grade Junction
73 259+942 Y NA BT 2.64 VR TO TALYAD VILLAGE RHS At grade Junction
74 262+381 Y NA BT 2.61 VR TO MADWAN VILLAGE LHS At grade Junction
75 262+552 Y NA BT 2.62 VR TO MADWAN VILLAGE RHS
76 264+000 Y NA BT 4.91 LR TO MANDI CITY LHS At grade Junction
77 265+019 T NA BT 3.17 VR TO KULLU MANALI LHS At grade Junction
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4.2.1.9 Utility Services

Details of Utility services such as Electric and Telephone Lines (Over Head O/H &
Underground U/G), Optical Fibre Cables (OFC) etc have been collected along the
alignment. These details are presented in Volume X A –Road and related items of Road
Works Drawings. These details have been incorporated in Utility Relocation Plans with
possible locations for shifting of the same and the drawings have been submitted in strip
plan along with Final Feasibility Report.
4.2.2 Pavement Condition Survey
The Project road section has riding quality varying from good to poor along its length.
The pavement condition survey has been carried out by visual inspection. At land slide
locations the pavement has failed to the extent that bituminous layer is not visible on
carriageway. The observed pavement condition of the project road, based on crack
area, pot-hole area, ravelling area, and deteriorated condition has been divided into four
categories, Good, Fair, Poor and very poor. Following criteria has been used to
categories the road:
Criteria (from IRC: 81) for Classification of Pavement Sections
Classification Pavement Condition

Good No cracking, rutting less than 10mm.
No cracking or cracking confined to single crack in the
Fair
wheel track with rutting between 10mm and 20mm.
Extensive cracking and/or rutting greater than
Poor 20mm.Sections with cracking exceeded as 20% shall be
treated as failed.
THE PAVEMENT CONDITION DATA REVEAL THAT AROUND 3.3 % LENGTH OF THE PROJECT ROAD SHALL FOR
RECONSTRUCTION DUE TO EXTREME DETERIORATED OR FAILED CONDITION.
PAVEMENT CONDITION SURVEY DATA IS PRESENTED UNDER TABLE A3.2 IN APPENDIX TO MAIN REPORT
The following Table gives the distribution of length of road in terms of road condition based
on reconnaissance.
Table 4.4 Section wise percent distribution of ruts
Pavement Condition Length (Km) % age Length

Good 30.42 24.53
Fair 49.00 39.52
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Pavement Condition Length (Km) % age Length

Poor 36.30 29.27
Very Poor 8.28 6.68
4.2.3 Topographic Survey
The main objective of the topographical survey is to capture the essential ground
features along the alignment in order to consider improvements and for working of
improvements, rehabilitation and upgrading costs. The scope of the topographical
survey for this project encompasses is to acquire data in X,Y,Z coordinates system of all
essential ground features along the alignment so as to have digital terrain model of the
corridor using most modern survey method’s for preparation of strip plan, final design of
cross section and other designs.
The topographical survey work includes:
(vii) Survey for setting up a Digital Terrain Model for the whole length of the
road from Km 141 to Km 265 of NH- 70
(viii) Survey for Realignment sections wherever proposed.
(ix) Additional surveys as required for improving geometrics of the road by

eliminating/improving of curves.
(x) In cross/ off taking roads up to 100 m on either side of road center line.
(xi) At proposed location of bridge and alignment of approach road.
(xii) The main items of work in the Topographical Surveys includes the
following
(a) Control point survey by GPS.
(b) Subsidiary control point survey by Total Station Traverse.
(c) Height Control by leveling.
(d) Detailed Topographical Surveys
(e) Fixing of BM pillars at 250 m interval over entire length of the road.
The topographic surveys thus have been divided into three phases:
(1) Fixing of Major Control Stations
THE MAJOR CONTROL STATIONS ARE CONCRETE PILLARS EMBEDDED IN THE GROUND, IN PAIR WITH INTER
VISIBILITY. THE HORIZONTAL CONTROL COORDINATES WERE OBSERVED AND WORKED OUT BY USE OF
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DIFFERENTIAL GPS INSTRUMENT, FOR EACH PAIR AND THE ELEVATION WERE PROVIDED BY INDEPENDENT
LEVELLING SURVEY BY DIGITAL AUTO LEVEL. THESE MAJOR CONTROL STATIONS ARE KEPT AT A DISTANCE
OF 5KM TO 6KM AS PER THE AVAILABILITY OF SAFE LOCATION. LIST OF GPS STATIONS ARE PRESENTED
UNDER TABLE A3.5 AND LOCATION OF GPS STATION IN FIG 3.2 IN APPENDIX TO MAIN REPORT
(2) Control Traverse Survey:
THE CONTROL TRAVERSE (CLOSED TYPE) IS THE BASE FRAMEWORK FOR ALL THE FURTHER SURVEY WORK.
THIS PROVIDES A COORDINATED HORIZONTAL GRID AND A LEVEL REFERENCE SYSTEM TO ENSURE
ACCURACY. THUS THE MEASURED COORDINATES OF THESE SURVEY GRIDS (NORTHING AND EASTING) AND
THE LEVELS ARE TIED TO GTS BENCHMARK WHEREVER AVAILABLE, TO VERIFY THE ACCURACY OF SURVEY.
THE GPS/ BENCHMARK PILLARS AND REFERENCE BENCHMARK PILLARS ESTABLISHED ARE ACT AS BOTH
HORIZONTAL AND VERTICAL CONTROL POINTS. LIST OF TBM’S ARE PRESENTED UNDER TABLE A3.4 AND
LOCATION OF TBM’S IN FIG 3.1 IN APPENDIX TO MAIN REPORT
Control points/ Reference beacons, consisting cement concrete pillars with central nail
point, have been fixed at every 200 to 250m intervals depending upon site conditions.
Three coordinates (X, Y and Z / easting, northing and altitude) of control beacons, with
respect to the cumulative chainage of alignment are being prepared.
(3) Ground Surface Survey
Levels along centre line of the existing road are taken at every 10 m interval and at all
intermediate breaks in ground using Total Station. The said spacing is suitably reduced
at horizontal curves and at structure locations.
CROSS SECTIONS ARE TAKEN AT EVERY 25 M INTERVALS, AND AT EACH CROSS-SECTION THE SURVEY
NORMALLY EXTENDS BEYOND 25M ON EACH SIDE OF THE EXISTING ROAD CENTRE LINE WITH SURVEY
POINTS AT 5-10 M APART AND AT ALL VARIATIONS IN THE NATURAL GROUND OR BREAKS IN LEVEL.
HOWEVER, AT MANY LOCATIONS, IT WAS NOT POSSIBLE TO TAKE LEVELS UPTO 25M DUE TO STEEP HILL OR
STEEP VALLEY, AT SUCH LOCATIONS; GENERALLY, IT WAS TAKEN UPTO 10M ON BOTH SIDE OF CENTRE
LINE. CENTRE LINE CO-ORDINATES OF THE EXISTING ROAD IS PRESENTED UNDER TABLE A3.6 IN APPENDIX
TO MAIN REPORT
The topographic survey thus carried out contains the details of all physical and
topographical features within the survey corridor such as carriageway, shoulders, hill
toe, valley slopes, drains, retaining / Breast walls, rivers, streams, rail crossings, electric/
telephone lines, high / low tension lines and their offsets from the road edge, buildings,
trees (girth more than 300mm), etc. At locations of encroachments where ROW has
been reduced or where existing alignment can be improved upon through minor
adjustments, the width of the survey corridor is extended appropriately to accommodate
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the proposed alignment. At locations of possible realignments survey was carried out
along the new alignment for a 30m to 45mm wide strip.
The survey data thus collected by the topographic survey was processed and converted
to graphic files using Highway Design software called “MX ROAD”. For ascertaining
quantities, grid levelling was utilised.
4.3 PAVEMENT INVESTIGATION
4.3.1 General
Detailed field studies in respect of road pavement has been carried out by
means of visual condition survey to assess the condition of the existing
pavement along with assessment of the quality of materials that have been
incorporated in the construction. The investigations that have been undertaken
as part of pavement investigation include:
• Pavement Composition – Material type and thickness and sub-grade type.
• Pavement Roughness – To assess the extent of surface undulations.
• Pavement Structural Strength – To assess structural strength of the

existing pavement.
Existing pavement composition surveys have been described in following para 3.5.
4.3.2 Pavement Roughness
Pavement Roughness Survey is being carried out to assess the extent of surface
undulations. The survey has been carried out using duly calibrated TRL’s Car
Mounted Bump Integrator as per the standard practice widely used. The survey
has been carried out along the outer wheel path to cover two runs for each
direction.
The results have been expressed in terms of BI (mm/km) and IRI (m/km) in
tabular forms and shown in Table A 3.7 in Appendix-A3.7 to Main Report and
summary for roughness survey data is given below in Table below:-
Table4.6: Roughness Survey Data
Ranges of Road condition / Roughness(mm/km) & Road Length

Total
Good Fair Poor
Length
3000 – 4000 4000 – 5000 > 5000
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30.42 49.00 44.580 124.000
The variation of measured IRI is shown in the figure below

BI Value mm/km
4.3.3 Benkelman Beam Deflection (BBD) Test
The structural strength survey for existing pavement has been carried out using
Benkelman Beam Deflection technique in accordance with the CGRA procedure
given in IRC: 81-1997 (“Guidelines for Strengthening of Flexible pavements
using Benkelman Beam Deflection Technique”).
The test was carried out at each homogeneous section on either side of the
existing centre line for the entire project road taking care of the pavement
condition. The measurements were carried out for outer wheel path using
Benkelman Beams. Pavement temperatures were recorded to carry out
necessary corrections for temperature. The moisture contents were collected pit
as part of the test pit investigations. The test location was situated 0.6 m from
the edge of the carriageway.
Based on the measured and unadjusted deflection control sections were
identified for the control section survey. The deflection testing was not carried
out along the sections which have been failed or deteriorated to that extent that
need full reconstruction. The measured deflections values have been analyzed
and overlays have been designed accordingly:
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Table 4.7: Summary of Characteristic Deflection Data
S. No. Location Deflection (mm)
1 146+000 2.81
2 147+000 1.90
3 149+000 2.46
4 152+000 1.24
5 158+500 2.33
6 163+000 2.54
7 168+500 2.17
8 175+000 1.85
9 181+000 1.26
10 186+000 2.41
11 192+100 4.30
12 200+000 4.33
13 206+000 0.85
14 210+000 1.23
15 215+000 0.90
16 220+000 1.21
17 225+000 0.60
18 230+000 1.13
19 235+000 0.67
20 240+000 1.25
21 245+000 1.63
22 255+000 1.65
23 256+000 2.82
24 260+000 2.81
25 265+000 1.21
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4.4 SUBGRADE INVESTIGATION
Detailed investigations of the existing sub-grade being carried out for

rehabilitation of the existing road, strength of the existing sub-grade being
considered for pavement design. Sub-grade investigation consists of Test Pit for
collection of sub-grade samples, finding existing pavement composition and test
on collected samples.
4.4.1 Test Pits for existing Sub-grade
In order to determine sub grade soil characteristic and its strength, samples of
soil were collected from the sub grade by making test pits.
Test pits, measuring 0.6m X 0.6m at the pavement – shoulder interface
extending through pavement layers to the level of sub grade has been excavated
at every 500 m interval (scattered left/right) for measuring the thickness of
different pavement layers and visually identifying the pavement material/soil
exposed in the test pit.
For widening of the existing road sub grade investigation in test pits which
included in-situ field density and moisture content determination using the sand
replacement method were carried out at the frequency of 3 test pits for each
homogenous section. Representative sample were collected from these test pits
and tested in the laboratory as per relevant standards. As the terrain is hilly even
in test pits drilling was involved..
The test activities that were carried out in test pit include:-
• In – situ density and moisture content of sub-grade on each test pit.
• Pavement Composition
• Collection of sub-grade samples for testing in Laboratory
4.4.2 Existing Pavement Composition
For formulating the rehabilitation designs, existing pavement composition forms

the basic data. The thickness of the different pavement layers (material type)
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and sub grade type (texturally) has been recorded at about 1 km interval
(scattered left/right and center) from the pits so dug as mentioned in above para.
The data as recorded for thickness and composition of existing pavement crust
at various locations have been presented in Table 3.10 in Appendix to Main
Report.
The summary of sections of similar curst composition is presented in the Table
as under
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Table 4.8: Summary of composition and thickness of Existing Pavement

Crust
Pavement Composition (mm) Total

Length
S. No. Chainage
(Km) Base Sub base (mm)
BT
(WBM) (soling)
141.000 to 165.400 24.4
1. 170.400 to 172.400 2 90 100 125 315
178.400 to 185.000 6.6
165.400 to 170.400 5
2. 80 100 125 305
175.700 to 178.400 2.7
3 172.400 to 175.700 3.3 70 100 125 295
4. 185.000 to 189.000 4 80 75 125 280
5. 189.000 to 193.500 4.5 130 75 125 330
6. 193.500 to 197.400 3.9 130 100 125 355
197.400 to 222.200 24.8
7. 65 100 125 290
234.400 to 259.350 24.95
8. 222.200 to 265.000 42.8 90 75 125 290
The data reveals that the crust thickness is varying from 280 mm to 355 mm from
section to section.
4.4.3 Laboratory Tests on subgrade Samples
Testing of soil for samples as collected from the pits has been carried out in the
laboratory. The tests have been carried out as per the following testing
procedure.
1. Sieve Analysis………………………………….IS 2720 Part IV
2. Alter berg’s limit………………………………...IS 2720 Part V
3. Laboratory compaction ………………………..IS 2720 Part VII & VIII
(Modified Proctor Test)

4. C.B.R. (soaked & unsoaked…………………...IS 2027 Part XVI
The following tests have also been carried out in the field.
1. Field density using
Sand replacement ………………………………IS 2720 Part VII, VIII & IX
4-129
The results of the above laboratory and field tests are in presented under Table
A 3.11 (a) and A3.11 (b) in Appendix to Main Report along with testing
observation sheets.
The following table shows the Aterberg’s limit for sub grade samples and soil
characteristics of sub grade soil.
Table 4.9: Atterberg’s Limit for Sub-garde Soil
Liquid Limit Plastic Limit Plasticity Index

Sample (LL) (PL) (PI)
S. No.
Location
% % %
1 147+000 30.8 NP -
2 148+000 28.6 NP -
3 150+500 29.29 NP -
4 157+000 33.71 NP -
5 160+500 33.89 NP -
6 163+000 37.47 30.19 7.28
7 171+000 36.05 30 6.05
8 177+000 39.64 32.35 7.29
9 183+000 28.13 NP -
10 192+000 30.15 NP -
11 198+000 29.85 NP -
12 210+000 36.63 30.61 6.02
13 223+000 37.23 30.09 7.14
14 239+000 38.74 30.14 8.6
15 249+000 38.95 31.06 7.89
16 258+000 37.11 30.3 6.81
Table 4.10: Characteristics of Sub-grade Soil
Grain Size Analysis Soil Properties

Location % passing
(km) Gravel Sand Fines Soil MDD OMC CBR
425 75 PI
Type (g/cc) (%) (Soaked)
Micron Micron
147+000 36.63 48.77 14.60 36.20 14.60 NP SP 1.93 10.00 10.71
148+000 36.20 48.70 15.10 46.10 15.10 NP SP 1.96 10.10 9.59
150+500 14.48 68.32 17.20 44.20 17.20 NP SP 1.98 12.20 10.96
157+000 23.86 61.26 14.88 37.40 14.88 NP SP 1.83 9.80 10.84
160+500 27.87 55.93 16.20 34.10 16.20 NP SP 1.91 10.00 9.65
163+000 8.92 66.28 24.80 38.90 24.80 7.28 CL 1.98 10.80 7.97
171+000 18.07 60.83 21.10 40.20 21.10 6.05 CL 1.95 9.50 8.60
177+000 5.80 70.40 23.80 36.80 23.80 7.29 CL 1.94 9.70 7.91
183+000 7.15 79.25 13.60 32.50 13.60 NP SP 1.96 12.00 9.72
192+000 17.40 68.55 14.05 38.80 14.05 NP SP 2.01 9.25 10.46
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Grain Size Analysis Soil Properties

Location % passing
(km) Gravel Sand Fines Soil MDD OMC CBR
425 75 PI
Type (g/cc) (%) (Soaked)
Micron Micron
198+000 28.65 54.93 16.42 36.50 16.42 NP SP 1.85 10.60 9.90
210+000 16.36 61.49 22.15 40.20 22.15 6.02 CL 1.88 9.75 8.47
223+000 14.21 59.39 26.40 44.10 26.40 7.14 CL 1.98 10.30 8.22
239+000 13.10 59.0 27.90 30.10 27.90 8.60 CL 1.90 10.50 7.54
249+000 20.10 54.0 25.90 40.20 25.90 7.89 CL 1.96 10.20 7.79
258+000 15.01 62.54 22.45 38.40 22.45 6.81 CL 1.91 10.95 8.78
On perusal the data shows that soils are generally Non-pastic with plasticity
index ranging from 6.02 to 8.60 and fine fraction (Percent passing 75 micron)
14.05 to 27.90 Percent. The optimum moisture content varies from 9.25 to 12.2
percent with proctors density 1.85 to 2.01 gm/cc. The soaked CBR in the range
of 7.54 to 10.96 percent .the tests were got done in NIT, Hamirpur also & test
results in our lab are also in conformity.
4.4.4 Dynamic Cone Penetro meter Test
CONSULTANT HAS CARRIED OUT VARIOUS TESTS SUCH AS GRAIN SIZE ANALYSIS, PI TEST, AND TEST FOR
MDD, OMC AND CBR FOR SUB GRADE INVESTIGATION; HENCE DYNAMIC CONE PENETRATION TEST IS
NOT REQUIRED TO BE CARRIED OUT. AS SUCH TABLE 4.10 FOR RESULTS OF DCP TEST HAS BEEN
REPLACED BY CHARACTERISTICS OF SUB GRADE SOIL.
4.4.5 Investigation for Natural Ground along Widening side and Realignment
NO SPECIFIC INVESTIGATIONS CARRIED FOR THIS. EXTENSIVE SURVEY WAS UNDERTAKEN TO LOCATE
POTENTIAL SOURCES OF BORROW AREA AS NEAR TO PROJECT SITE AS POSSIBLE TO AVOID LONG HAULAGE
OF THE MATERIAL. IT HAS BEEN FOUND THAT SUITABLE SOIL REQUIRED FOR THE CONSTRUCTION OF
EMBANKMENT AND SUB GRADE SHALL BE AVAILABLE ALL ALONG THE ALIGNMENT FROM CUTTING OF THE
HILL/EXISTING ROAD FORMATION. THE EXISTING ROAD SUB GRADE AND SHOULDERS ARE ALSO OF THE
SAME CUTTING MATERIAL. SUFFICIENT QUANTITY SHALL BE AVAILABLE FROM CUTTING.
HOWEVER IT HAS ALSO BEEN OBSERVED THAT ALL ROAD STRETCHES WHERE REALIGNMENT OR WIDENING IS
PROPOSED, THE SUB-GRADE SHALL BE FORMED BY EXISTING NATURAL SOIL STRATA WITH ITS LOOSENING
AND RE-COMPACTING. HENCE THE PROPERTIES OF EXISTING SUB-GRADE SAMPLES SHALL BE APPLICABLE
FOR NEW CONSTRUCTION OF PAVEMENT ALONG THE REALIGNMENTS.
Summary of Test Result on Compaction of Existing Subgrade

S. Existing Field Dry Density Moisture
Pit Location
No. Chainage (gm/cc) Content%
4-131
1 147+000 R/S of C/L 1.91 6.5
2 148+000 L/S of C/L 1.93 7.16
3 150+500 L/S of C/L 1.95 7.31
4 157+000 R/S of C/L 1.79 6.85
5 160+500 R/S of C/L 1.86 7.187
6 163+000 R/S of C/L 1.92 6.89
7 171+000 R/S of C/L 1.88 7.13
8 177+000 R/S of C/L 1.85 6.93
9 183+000 L/S of C/L 1.89 6.84
10 192+000 R/S of C/L 1.9 7.56
11 198+000 R/S of C/L 1.79 7.61
12 210+000 R/S of C/L 1.79 7.08
13 223+000 L/S of C/L 1.93 6.68
14 239+000 R/S of C/L 1.85 7.02
15 249+000 L/S of C/L 1.9 7.22
16 258+000 R/S of C/L 1.85 7.06
4.5 SOIL AND MATERIAL INVESTIGATION
4.5.1 General
The objective of the material investigation is to locate sources of suitable

materials required for construction of road pavement and structures. Thus
preliminary material investigations were carried out to familiarize with the
sources, properties and characteristics of these basic ingredients to identify
suitable sources of all construction materials.
It has also been found that there is no Thermal Power Plant within reach of 100
km for use of fly ash on the project road.
The detailed inventory programme was undertaken in consultation with local
PWD officials/contractors and quarry owners. Samples were taken from all
sources identified and subjected to a testing programme based on requirement
of IRC and I.S. Specifications.
• Type of Material
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The various types of construction materials identified at site –

(v) Borrow areas for locating suitable soils for use in embankment, sub-
grade.
(vi) Quarries for locating hard stone/ granular material for use in sub base,
base course, bituminous mix and concrete works.
(vii) Sources of sand for use in DBM / BC layers and cement concrete works.
(viii) Sources of other construction materials like cement, steel and bitumen
• Type of Materials
The following are the materials required for Road Construction:
• Suitable Soil for use in Subgrade;
• Suitable Soil (or Fly ash) for use in Embankment;
• Gravel, Moorum, Stone etc for use in Sub base;
• Stone Aggregates for concrete and bituminous works;
• Sand;
• Water for construction;
• Construction materials like Cement, Steel and Bitumen.
• Sources of Materials
The sources of the materials are generally soil borrow pits, natural granular material,
aggregate quarries, natural sand beds, water body like pond, wells, river etc.
4.5.2 Soil for Embankment, Subgrade and Shoulder
Extensive survey was undertaken to locate potential sources of borrow area as

near to project site as possible to avoid long haulage of the material. It has been
found that suitable soil required for the construction of embankment and sub
grade shall be available all along the alignment from cutting of the hill/existing
road formation. The existing road sub grade and shoulders are also of the same
cutting material. Sufficient quantity shall be available from cutting.
However it has also been observed that all road stretches where realignment or
widening is proposed, the sub-grade shall be formed by existing natural soil
4-133
strata with its loosening and re-compacting. Hence the properties of existing sub-
grade samples shall be applicable for new construction of pavement along the
realignments.
4.5.3 Granular Material for Sub base
Extensive survey was conducted to locate the availability of granular material

and stone metal required for the construction of granular sub base, Wet Mix
Macadam, Dense Bituminous Macadam, Bituminous Concrete and Cement
Concrete works near to the project site. As a result of local enquiry and
discussions with the PWD officials, stone/metal/crusher sand was identified at 4
quarry/crusher sites close the project road. These are –
(v) Pung Khad – 10 km in LHS of km 146.350 of NH-70
(vi) Sarkaghat Quarry – 1 km in LHS of km 178 of NH-70
(vii) Stone Quary – 6 km in LHS of km 195 of NH-70
(viii) Stone Quarry – 9.16 km in LHS of km 258 of NH-70
4.5.4 Stone Aggregates for Pavement Courses and Cement

A detailed inspection of the deposits of stone metal/boulders from the quarries as
identified has been conducted. It has been found that sufficient quantity of stone
metal/boulder are available at these quarry sites for crushing to produce stone
aggregate of various sizes for use on various components of road construction.
The samples of stone aggregate from the stone crushers established at these quarry
sites have also been collected approx- 25 kg each in gunny bags for testing to work out
their suitability in construction work.
Cement can be procured directly from the cement manufacturing plants in the region
approved by DGSD. Cement is also available from local authorized agents in bulk at
Hamirpur and Mandi. The requisite tests shall require to be conducted for conformity
prior to its use on construction works.
4.5.5 Sand for use in Pavement Course and Cement Concrete
Apart from crusher sand available at the above stone crushers, natural sand is
also available at the following sources -
(iii) Seer Khad – 1 km in LHS of km 178 of NH-70 near Sarkaghat
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(iv) Ratti Khad - 15.8 km in RHS of km 258.565 of NH-70
Sufficient quantity is available at these sources.

The details of these Quarries/Sources are given in Quarry Map and Quarry
chart given at Fig 4.3 in Appendix to Main Report.
4.5.6 Water for Construction purpose
The potential water sources for construction are available from natural sources various
khads (river), natural, water fall streams in between the work site. The samples have
been collected from the following sources in bottles for testing in the laboratory.
(i) Parchoo Khad Km 184
(ii) Son Khad Km 194
(iii) Dharampur Nallah Km 197
(iv) Arnodi Khad Km 237
The various tests have been carried out to ascertain the permissible parameters in
conformity with IS: 456. The following test values have been observed:-
Permissible Parchoo Dharvampur Arnodi

Test Son khad
Values Khad Nallah Khad
pH Not less than 6 8 7 7.5 8
Hardness Maxm 600 360mg/lit. 420 mg/lit. 300 mg/lit. 600 mg/lit.
Chloride Maxm 1000 300 mg/lit. 310 mg/lit. 350 mg/lit. 280 mg/lit.
Less than Less than Less than Less than
Fluoride Maxm 1.5
1.0 mg/lit 1.0 mg/lit. 1.0 mg/lit. 1.0 mg/lit.
Less than Less than Less than Less than
Iron Maxm 1
0.3 mg/lit. 0.3 mg/lit. 0.3 mg/lit. 0.3 mg/lit.
Less than Less than Less than 10 Less than
Nitrate Maxm 45
10 PPM 10 PPM PPM 10 PPM
Turbidity Minm 10 NTU 50 NTU 60 NTU 40 NTU 60 NTU
It has been found that water from all these sources is quite suitable for use in
construction works. In addition to this if water is taken from other sources, the same
shall have to be got tested for its suitability prior to use on construction works.
4.5.7 Fly Ash
No such source of fly ash is available in the project influence area within 100 km.
4.5.8 Manufactured Materials
4-135
The materials (soil, aggregates etc) including manufactured materials required for Road
Construction are (Cement, Steel, RCC Hume pipes and Bitumen).
Details of construction material are presented in Volume III – Material Report
4.6 HYDROLOGICAL AND HYDRAULIC STUDY
Under this activity, field investigations have been made to establish drainage
characteristics of the catchment areas in terms of vegetative cover, land use, soil
characteristics, slope control, bed slope, and size of bed material, bed widths, and areas
subject to annual flooding. The detailed drainage pattern for all cross and side drainage
has been established. Accordingly peak design flows have been estimated. The
locations of existing cross-drainage structures have been reviewed and those of new or
additional structures have been taken as per necessity & site parameters. For bridges
the general and local scours have been calculated. On the basis of Hydrological and
hydraulic study appropriate erosion control at culvert inlets and outlets, along
embankments, road side-drains and catch water areas have been made.
The project road, from Hamirpur to Mandi, is located in the State of Himachal Pradesh.
Mandi in Himachal Pradesh. The rainfall in high altitude is comparatively lower than that
in the foothills of Himalayas.
The slope of streams is steep to very steep resulting in to high velocity and high
discharge with lesser time of concentration at the points of consideration. The waterway
at the cross drainage structures is provided with the consideration of the fact that silt,
mud and stones flow with storm water.
Hydraulic studies have been carried out to ascertain the discharge etc. for calculating
linear waterway of bridges, scour calculations and design of protection works. Length of
the existing bridges and their hydraulic capacity has been taken into account while fixing
the length of the proposed bridges.
The Design discharge is calculated by three methods, namely,
1) Rational Formula
2) Manning’s Formula
3) Unit Hydrograph Method
4-136
The flood discharge calculated from the above methods has been compared with each
other and the highest of these values has been adopted as the design discharge Q,
provided it does not exceed the next highest discharge by more than 50 per cent. At the
locations where the difference is more than 50 per cent then the design discharge has
been restricted to the limit of 50 per cent. Culverts have been designed for a flood
frequency of 20 years where as bridges has been designed for a flood frequency of 100
years.
The methods have been described in detail in Volume II Design Report Part II
Chapter 1.
Cross Drainage Structures
The detailed inventory and condition data have been carried out by the consultants.
There are several small local streams/ rivulets crossing the project road, apart from
irrigation channels.
Minor Bridges
Structures having a length of more than 6.0m and up to 60.0m are called minor bridges.
There are 7 no. of Minor Bridges exists along the project road.
Major Bridges
Structures having a length of more than 60.0m are called major bridges.
There is one major bridge along the road.
Culverts
As defined in IRC:5-1998, Culvert is a cross drainage structure having a total length of 6.0
meters or less between the inner faces of the dirt walls or extreme vent way boundaries
measured at right angles thereto.
A total of 501 culverts are exists along the project road. Out of which 22 nos. are
slab/stone slab culverts, 370 nos. are pipe culverts, 2 nos. are Causeway and the
remaining 107 are Scuppers.
HYDRO METEOROLOGICAL SUB-ZONE : There are 23 meteorological sub zones in

India, The project road alignment lies in the hydro meteorological sub zone 7 . The sub-
zones experience 75% to 80% of rainfall by southwest monsoon during the monsoon
season from mid-June to mid-October. From, Fig given above, it has been found that
4-137
for the 50 yr. return, 1 hr. rain fall =0.34*(160+140)/2=51 mm/hr. is applicable for the
Project Road.
4.7 BRIDGE STRUCTURES
4-138
4.7.1 Introduction
An exhaustive condition survey along with visual inspection of the existing structures
has been carried out by the key professionals of the Consultants during the month of
August 2010 to assess and evaluate the existing condition / characteristics of the
Bridges structures. The bridge inventory report consists of main administrative data of
bridges such as name, location, type of road etc, and technical information like span
arrangement, carriageway width, type of construction, type of bearing, type of
construction material etc.
There are 8 structures in total along the project corridor, out of which 1 nos. are Major
Bridges and 7 nos. are Minor. The inventory of existing Cross Drainage structures is
given in specified format.
Summary of existing structures on the project road are given in Table.
1 Major Bridge 1
2 Minor Bridge 7
3 Underpass 0
4.7.2 Inventory of Existing Bridges
Major and Minor bridges are listed in Table below.
List of Major Bridges
Carriageway Total Total

S. Chainage Span Arrangement
width(m) width of Length of Remarks
No. (km) No. x span(m)
Bridge(m) Bridge(m)
RCC
Girder,
1 195+463 1x28.7+1x47.2+1x28.7 4.25 5.20 104.75 On Sone
Khad
Crossing,
4-139
List of Minor Bridges
Carriageway Total Total

Span width(m) width of
Chainag Length
S. Arrangement Bridge(m)
e of Remarks
No No. x
(km) Bridge(
span(m)
m)
Steel Truss, on
1 184+364 1 x 41.95 4.35 5.05 43.4
Padchoo Khad
RCC T-Beam, On
2 185+717 1 x 12.20 3.8 5.6 12.7
Tor Nallah Crossing
3 197+361 - - - - -
RCC Solid Slab, On
4 230+228 1 x 6.1 6.0 3.4 6.8
Nallah Crossing
RCC T-Beam, On
5 235+318 1 x 19.75 4.3 5.1 20.45
Nallah Crossing
RCC Girder, On
6 238+933 1 x 19.75 4.1 5.3 22.5
Nallah Crossing
Steel Truss
7 240+486 1 x 31.75 4.2 5.2 32.4 Girder,On Khad
Crossinf0
4.7.3 Condition Survey of Bridges on the Existing Two lanes
Various types of distress as observed on visual inspection are mentioned below:
• Honeycombing and cracks in RCC components;
• Exposure of reinforcement with development of cracks;
• Choked drainage spouts with sign of leaching in surrounding portion.
• Damage or breakage of RCC railings;
• Cracks in Wearing coat;
• No bearings in some locations;
• Choking of expansion joints;
• Missing parapet in culvert & bridges;
• Damaged floor protection;
Inspection of Cross Drainage structures was carried out as per guidelines of IRC (SP-35:
1990) and the following aspects were documented:
Concrete Elements
4-140
• Measurement of external dimensions, preparation of sketches, and taking

photographs of critical components;
• Cracking;
• Honeycombing;
• Scaling/ spalling of concrete cover;
• Leaching;
• Sensing Hollow or Dead Sound;
• Corrosion in reinforcement.
Masonry Elements
• Measurement of external dimensions, preparation of sketches and taking of

photographs of critical components;
• Longitudinal cracks;
• Lateral and diagonal cracks;
• Cracks between the arch ring, spandrel or parapet wall;
• Loosening of mortar.
Other Elements
The condition of the following components was also investigated:
• Bearings, if provided;
• Expansion joints, if provided;
• Dirt wall and bearing condition of piers and abutments;
• Drainage system, choking of Hume pipes, silting, etc;
• Railings/parapet;
• Wearing coat;
• Abnormal scouring, local scouring, etc.;
• Apron flooring, cut-off walls, wing walls, etc;
• Protection work if provided.
4-141
Detailed conditions of individual structures are given in Volume 1A Part-1A2 Table

4.13. Recommendations for major and minor bridges are given in Volume II Design
Report Part II Chapter 1.
Brief note of our findings on existing bridges are described below.
It is evident from the Inventory and Bridge Condition Survey from km 141/000 to km
265/000, there are 7 minor bridges exist for with span range 6 to 42 m, total length
between 6.1m to 43.4m. Out of 7 Minor bridges 3 bridges are of RCC bridges. Out of
remaining bridges, 3 are Steel Girder bridges with Stone Masonry Sub-structure and
foundation and 1 bridge is the RCC Solid slab with Stone Masonry substructure.
Existing Minor Bridge at km197+361 is steel truss superstructure and stone masonry
substructure and foundation. This bridge is not in this package.
Existing Minor Bridge at km230/228, is having arrangement 1x6.1 with RCC solid
superstructure and stone masonry in substructure and foundation. Carriageway width of
the bridge is 6.0m. As per the condition survey and visual inspection the superstructure
is in poor condition.
Existing Minor Bridge at km 235/318, is having span arrangement of 1x19.75 RCC T-

Beam girder superstructure and stone masonry in substructure and foundation. As per
the condition survey and visual inspection as the Bridge condition holds fair but possess
inadequate carriageway width.
Existing Minor Bridge at km 238/933, is having span arrangement of 1x19.75 RCC T-

Beam girder superstructure and stone masonry in substructure and foundation. As per
the condition survey and visual inspection as the Bridge condition holds fair but possess
Existing Minor Bridge at km 240/486, is having span arrangement of 1x31.75 PSC

girder superstructure and stone masonry in substructure and foundation. As per the
condition survey and visual inspection as the Bridge condition holds fair but possess
From the above details the Minor Bridges between km145/950 to km 259/350 has been
proposed for reconstruction, the detailed discussion and recommendations details given
in Volume II Design Report Part II Chapter 1.
4-142
Inventory and Bridge Condition Survey from km 141/000 to km 265/000 reveals that
there are 7 Minor Bridges and 1 Major Bridges exists.
The recommendation for each bridge is given in Volume II Design Report Part II
Chapter 1.
One Major Bridge at km 195/463 whose total length of 104.75m with 3 spans of
1x28.7+1x47.2+1x28.7 and total width of Bridges is of 4.25.m with PSC girder with Deck
and RCC substructure. The overall condition of bridge is fair to good.
Existing Major Bridge at km 195/463, is having span arrangement

1x28.7+1x47.2+1x28.7 with PSC girder superstructure and RCC in Substructure. As per
the condition survey and visual inspection the superstructure and substructure condition
holds fair but carriage way is not sufficient.
Major Bridge at 195+463
Detailed of Inventory and Condition survey of each of the Major and Minor Bridges is
described in specified format
Volume II Part-1A1 Table 4.13 given by Project Coordinating Consultant and concise
details Bridges given in above Table 4.12b & 4.12c as mentioned above.
4-143
Minor Bridge
4.8 Cross Drainage Structure
4.8.1 Introduction
An exhaustive condition survey along with visual inspection of the existing Cross
Drainage structures has been carried out by the key professionals of the Consultants
during the month of August 2010 to assess and evaluate the existing condition /
characteristics of the Cross Drainage. The inventory report consists of main
administrative data of structures such as name, location, type of road etc, and technical
information like span arrangement, carriageway width, type of construction, type of
construction material etc.
There are 487 structures in total along the project corridor, out of 33 nos. are slab
culvert, 345 nos are pipe culvert, 2 nos. are Causeway and remaining 107 nos. are
scuppers.
The inventory of existing Cross Drainage structures is given in specified format.
4-144
Summary of existing structures on the project road are given in Table.

1 Major Bridge 1
2 Minor Bridge 7
3 Slab Culverts 22
4 Pipe Culverts 370
5 Scupper 107
6 Flush Causeway 2
4.8.2 Inventory & Condition Survey of Existing CD structures
The inventory of existing Cross Drainage structures is given in specified format.
4.8.3 Inventory of Culverts
ulvert
4-145
There are total 501 numbers of existing Culverts along the project road including 22
Slab Culverts, 370 Pipe Culverts, 107 Stone Scuppers, and 2 Causeways.
Stone Scupper
From km 141/000 to km 265/000, in this stretch all slab culverts of RCC solid slab with
SM Walls. From inventory condition of these culverts, there is a visible displacement in
abutment walls and return walls. Protective work like flexible apron, stone pitching in
eroded condition is common in most of the culverts.
In some pipe culverts there is no presence of head wall or existence of broken head wall
most common condition. It is observed in some pipe culvert locations cushion is less
than 600mm.
4.9 Water Storage pits for Drinking Water (Khaatary)
Water storage pits locally known as “Khaatary” is a traditionally rain water harvesting
structures, which is the source for drinking water, available all along the stretches, the
locations of Khaatarys is given below :
4-146
“Khaatary” –Rain water harvesting structures
4-147
Theme Engineering Services Pvt. Ltd Final Detailed Project Report, Chapter-5 Engineering Design & Improvement Proposals
S.
Design Chainage Remark
No.
1 153+200 LHS
2 155+325 LHS
3 155+975 LHS
4 156+025 LHS
5 156+275 LHS
6 156+300 LHS
7 156+400 LHS
8 156+450 LHS
9 156+500 LHS
10 157+400 RHS
11 157+600 RHS
12 157+900 RHS
13 158+000 RHS
14 158+025 RHS
15 158+280 LHS
16 158+300 LHS
17 158+310 LHS
18 158+315 LHS
19 158+325 LHS
20 159+500 RHS
5 - 148
S.
No.
21 159+530 RHS
22 159+570 RHS
23 159+600 RHS
24 159+610 RHS
25 159+620 RHS
26 159+650 RHS
27 159+675 RHS
28 159+690 RHS
29 159+700 RHS
30 159+710 RHS
31 159+750 RHS
32 159+910 RHS
33 159+950 RHS
34 159+975 RHS
35 160+010 RHS
36 160+210 RHS
37 160+325 RHS
38 160+340 RHS
39 160+350 RHS
40 160+360 RHS
5 - 149
S.
No.
41 160+375 RHS
42 160+430 RHS
43 160+675 LHS
44 160+680 LHS
45 163+050 RHS
5 - 150
CHAPTER – 5
ENGINEERING DESIGNS & IMPROVEMENT PROPOSALS
5.1 GENERAL
The entire section of the project highway passes through mountainous to steep terrain
and predominantly in steep terrain. The most of the section traverses on hill side cut with
steep valley on one side and hill on the other side. A very few length of the section
traverses on ridge of the hill. The alignment is having very sharp curves, blind curves,
reverse curves, compound curves and hair pin bends, with frequent steep to plain
gradients. The road is traversing through very congested habitated village areas at many
locations where even ROW as per the functional requirement of the road is not available.
Land slide zones at various sections of the project road also exist. Number of cross-
drainage structures bridges, culverts exist with very sharp approaches, inadequate safety
measures exists on the road.
The project road is mostly having single lane configuration with inadequate formation
width. At many sections of the project road even two vehicles cannot cross or overtake.
The project highway geometrics is very poor and even does not meet the bare minimum
design standards.
Construction of roads in hilly region disturbs the ecosystem in many ways.
“Development without destruction” is pursuance of the national priority to create a
balance between ecology and development is of utmost importance. Thus for the
development and prosperity of the nation, it has been ensured that the eco-system is not
disturbed and a harmonious, balance stuck between road development and environment.
The concern for safety on hill roads is an essential part of highway engineering. Thus
objective is to set standards which will produce desired degree of mobility and reduce
accident risk. Safety on a hill road is directly proportional to adherence of laid down
geometric standards, specifications.
Thus looking to the present project scenario of the road condition and alignment, the
improvement proposals to predetermined standards, considering importance of safety
and free flow of traffic is necessary so that travel is safe and comfortable.
This chapter is intended to give brief description concerning the various improvement
proposals for up-gradation of the existing road to 2 lane configuration. These
5 - 151
improvement proposals are based on the findings from various engineering features
carried out on the project road such as Engineering Survey Investigation and Analysis
(Chapter-4), Traffic Survey and Analysis (Chapter-3). These features have been
described in detail in previous chapters.
IMPROVEMENT PROPOSALS FOR A HIGHWAY ESSENTIALLY CONSIST OF TWO COMPONENTS, VIZ GEOMETRIC
AND STRUCTURAL. GEOMETRIC IMPROVEMENT DEALS WITH VISIBLE DIMENSIONS OF ROADWAY AND IS
DICTATED BY THE TRAFFIC AND ECONOMIC CONSIDERATIONS. GEOMETRIC DESIGN INVOLVES SEVERAL
DESIGN ELEMENTS SUCH AS HORIZONTAL AND VERTICAL ALIGNMENTS, SIGHT DISTANCE CONSIDERATIONS,
CROSS SECTIONAL ELEMENTS, LATERAL AND VERTICAL CLEARANCES, INTERSECTION TREATMENT, CONTROL
OF ACCESS ETC. THE STRUCTURAL COMPONENT DEALS WITH THE PAVEMENT AND EMBANKMENT DESIGN
ASPECTS, I.E., THE ABILITY OF THE HIGHWAY TO ADEQUATELY CARRY AND SUPPORT THE VEHICLE/ WHEEL
LOADS OVER A SPECIFIED DESIGN PERIOD.
THE IMPROVEMENT PROPOSAL FOR THE PROPOSED WIDENING TO 2-LANE/2-LANE WITH PAVED SHOULDERS
CONFIGURATION SYSTEM INCLUDES THE PROVISIONS FOR THE FOLLOWING MAJOR ITEMS:
• DESIGN STANDARDS;
• WIDENING SCHEME;
• REQUIREMENT OF REALIGNMENT;
• GEOMETRIC IMPROVEMENTS DESIGN;
• PAVEMENT;
• ROAD JUNCTIONS;
• BRIDGES AND CROSS-DRAINAGES;
• SAFETY FEATURES AND SPECIAL PROBLEMS; AND
• ROAD APPURTENANCES;
5.2 DESIGN STANDARDS AND METHODOLOGY
5.2.1 Codes and Guidelines
The Highway Design Standards are based on the guidelines laid down in the latest
editions of IRC/ IS codes of practices & standard specifications, and guidelines of
Ministry of Surface Transport. Additional technical references have been used wherever
the provisions of IRC/IS codes are found silent. Following IRC codes / MOST
publications (but not limited to these) have been used in the design:
Table 5.1: Basis of Road Design
5 - 152
S.N. Code of Practice / Title of Publication

1 IRC:2-1968 Route Marker Signs for National Highways
2 IRC:3-1983 Dimensions & Weights of Road Design Vehicles
3 IRC:8-Type Designs for Highway Kilometre Stones
4 IRC:25-1967 Type Designs for Boundary Stones
5 IRC:26-1967 Type Designs for 200-Metre Stones
6 IRC:35-2015 Code of Practice for Road Markings
7 IRC:37-2018 Guidelines for the Design of Flexible Pavements
IRC:38-1988 Guidelines for Design of Horizontal Curves for Highways and
8
Design Tables
IRC:52-2001 Recommendations about the Alignment Survey and Geometric
9
Design of Hill Roads
IRC:58-2015 Guidelines for Design of Plain Jointed Rigid Pavements for
10
Highways
11 IRC:64-1990 Guidelines for Control of Access on Highways
12 IRC:67-2012 Code of Practice for Road Signs
13 IRC:69-1977 Space Standards for Roads in Urban Areas
14 IRC:73-1980 Geometric Design Standards for Rural (Non-Urban) Highways
15 IRC:75-2015 Guidelines for Design of High Embankments
16 IRC:79-1981 Recommended Practice for Road Delineators
IRC:80-1981 Type Designs Pick-up Bus Stops on Rural (i.e. Non-Urban)
17
Highways
IRC:81-1997 Tentative Guidelines for Strengthening of Flexible Road
18
Pavements Using Benkelman Beam Deflection Technique
19 IRC:86-1983 Geometric Design Standards for Urban Roads in Plains
20 IRC:102-1988 Traffic Studies for Planning Bypasses around Towns
21 IRC:108-2015 Guidelines for Traffic Prediction on Rural Highways
IRC:SP:19-2001 Manual for Survey, Investigation and Preparation of Road
22
Projects
23 IRC:SP:23-1983 Vertical Curves for Highways
IRC:SP:41-1994 Guidelines on Design of At-Grade Intersections in Rural &
24
Urban Areas
25 IRC:SP:42 2014 Guidelines on Road Drainage
26 IRC:SP:44-1996 Highway Safety Code
27 IRC:SP:48-1998 Hill Roads Manual
IRC:SP:73-2015 Manual of Standards & Specifications for 2-lanning of
28
Highways through Public Private Partnership
MOST Specifications for Road and Bridge Works published by Ministry of
29
Surface Transport (Roads Wing), Government of India (Latest Edition)
30 MOST Type Designs for Intersections on National Highways, 1992
31 MOST Standard of Data Book for Analysis of Rates, 2003
5 - 153
• Pavement Design Criteria / Standards
Flexible Pavement
Designs of new pavement and overlays have been carried out in accordance with Indian
code of practice. The Designs have been carried out on the basis of 4 day soaked CBR
of sub-grade at 97% MDD. Flexible pavement for new carriageways has been designed
in accordance with the guidelines of IRC: 37-2018. The structural coefficients of various
layers have been suitably modified to suit the Indian conditions.
The new flexible pavement structure comprises of Bituminous Concrete as wearing

course on Dense Grade Bituminous Macadam (DBM). Below the bituminous layers, a
Granular base with well-graded aggregates in the form of Wet Mix Macadam (WMM)
base has been proposed on top of CTSB (Cement treated sub base lyer). All these
layers shall be constructed to the requirements of MORT&H specifications. The
drainage layer, which is a part of the CTSB layer, has been proposed to be extending
over the full width of formation to the embankment slope, which will also act as drainage
layer both for surface and capillary water that would affect the structural performance of
the pavement.
Rigid Pavement
Rigid pavement has not been proposed at any location except at toll plaza locations. New
rigid pavement, for the toll plaza locations, as per requirement, will be either plain-
jointed. Plain-jointed pavement shall be designed in accordance with the method
prescribed in IRC: 58 -2015, “Guidelines for the Design of Plain Jointed Rigid
Pavements for Highways”.
Overlay Design
The design of overlays on the existing carriageway has been proposed in accordance
with IRC: 81-1997 using BBD technique. The requirement of future overlays has been
linked to the pavement condition as reflected by pavement roughness and the
composition and timings will be based on economic analysis. The overlay requirement
will also be checked based on subgrade CBR and projected traffic.
• Safety Design Criteria / Standards
Designs for Traffic Control Devices / Road Safety Devices / Road Side Furniture
comprising Road Signs, Road Markings, Object Markers, Hazard Markers, Studs,
Delineators, Attenuators, Safety Barriers, Pedestrian Guard Rails, Boundary Stones,
5 - 154
and Kilometer Stones etc. are as per the guidelines given in IRC codes / MoRTH
specifications and other current international practices.
• Criteria / Standards for Miscellaneous Design
Designs for Toll Plazas, Bus stops, Truck Lay byes, etc. with guardrails and other
necessary roadside appurtenance are as per the guidelines given in IRC codes /
MoRTH specifications.
• Structures Design Standards / Criteria
The Design Standards and the loading to be considered are based on the requirements
laid down in the latest editions of IRC/ IS codes of practices & standard specifications,
and guidelines of Ministry of Surface Transport. Additional technical references would
be used wherever the provisions of IRC/IS codes are found inadequate. Following IRC /
IS codes have been used in the design:
S.
Code of Practice / Title of Publication
No.
1 IRC: 5-2015: Standard Specifications & Code of Practice for Road Bridges,
Section I - General Features of Design (Seventh Revision)
2 IRC: 6-2017: Standard Specifications & Code of Practice for Road Bridges,
Section II - Loads and Stresses (Third Revision)
3 IRC: 18-2000: Design Criteria for Pre Stress Concrete Road Bridges (Post
Tensioned Concrete) (Third Revision)
4 IRC: 112-2019: Code of practice for concrete road bidges
5 IRC: 78-2014: Standard Specifications and code of Practice for Road

Bridges, Section VII-Foundations & Substructure (First Revision)
6 IRC: 83 (Part II)-1987: Standard Specifications and Code of Practice for

Road Bridges, Section IX - Bearings, Part II: Elastomeric Bearings.
IRC: 83 (Part III)-2002: Standard Specifications and Code of Practice for

7 Road bridges, Section IX - Bearings, Part III: POT, POT- CUM-PTFE, Pin
and Metallic Bearings.
8 IRC: SP: 73-2015 Manual of Standard & Specifications for Two laning of
State Highways on B.O.T basis
9 IRC: SP: 33-1989: Guidelines on Supplemental measures for Design,

Detailing and Durability of Important Bridge Structures. (Second Revision)
10 IRC: SP: 35 Guidelines For Inspection and Maintenance of Bridges
5 - 155
S.
Code of Practice / Title of Publication
No.
11 IRC: SP: 37 Guidelines For Evaluation of Load Carrying Capacity of Bridges
12 IRC: SP: 40 Guidelines On Techniques for Strengthening and Rehabilitation

of Bridges
13 IRC: 89-1997: Guidelines for Design & Construction of River training and
Control works for Road Bridges. (First Revision)
14 IS: 2911(Part1/Sec2): Code of Practice for Design and Construction of Pile

foundation for Bored Cast in situ Piles.
15 MOST Specifications for Road and Bridge Works published by Ministry of

Surface Transport (Roads Wing), Government of India (Latest Edition)
5.2.2 Geometric Design Standards
For the geometric design of 2-Lane Highway in hilly terrain references have been taken
from the following codes:
 IRC-SP-48-1998: Hill Road Manual
 IRC-52-2001: Recommendations about the Alignment Survey and Geometric

Design of Hill Roads.
 IRC-SP-73-2007: Manual of Standards & Specification for Two Laning of State

Highways on B.O.T. Basis.
Extract of guidelines given in the above codes and adopted values are given in the
Table 5.2.
Table 5.2: Proposed Geometric Design Standards
IRC Standards
S.
Geometric Element Mountainous Proposed
No. Steep terrain
terrain
Design Speed (Km/hr)
Ruling 50 40 40
1
Minimum 40 30 30
Exceptional - - Up to 20
Carriage Way Width (m)
2 7.0 7.0
2 lane carriageway
As per TCS
Shoulder width (m)
3 (i) Paved hard shoulder 2 X 0.9 2 X 0.9
(ii) Earth hard shoulder 2 X 0.9 2 X 0.9
5 - 156
IRC Standards
S.
No. Steep terrain
terrain
4 Formation width (m)
(i) Two lane carriageway 8.8 8.8 As per TCS
(ii) Two lane with paved shoulder 10.6 10.6
Right of way (ROW) m
open areas………..Normal 24 24 15
5 Exceptional 18 18 -
Built up areas………Normal 20 20 10
Exceptional 18 18 -
Camber/Cross fall
(In straight section)
Thin bituminous surfacing 2-2.5% 2.0-2.5%
6
High type bituminous surfacing 1.7 - 2% 1.7 - 2.0% 2.5%
Min 3% or 0.5% Min 3% or
Shoulders more than 0.5% more 3.5%
pavement than pavement
Minimum Curve Radius
(Area not effected by snow)
Ruling (m) 80 50 50
Absolute (m) 50 30 30
7
Note :- Radius are for ruling design

speed and minimum design speed
respectively
limiting to limiting to limiting to
8 Superelevation not bound by snow
10% 10% 10%
Stopping sight distance (m)
9 For Design Speed 40 Km/hr 45 45 45
30 Km/hr 30 30 30
Min. Vertical Curve Length (M)
upto 35 Km/hr 15 15 15
Gradient
11 Ruling 5% (1 in 20) 6% (1 in 16.7) 6%
Limiting 6% (1 in 16.7) 7% (1 in 14.3) 7%
Exceptional 7% (1 in 14.3) 8% (1 in 12.5) 8%
Hair Pin Bends
Minimum Design speed (Km/hr) 20 20 20
12
Minimum Roadway width at apex 11.5 11.5 11.5
Minimum Radius for inner curve 14 14 14
Minimum Length of transition curve 15 15 15
5 - 157
IRC Standards
S.
No. Steep terrain
terrain
Maximum Gradient 2.5% (1 in 40) 2.5% (1 in 40) 2.50%

Minimum Gradient 0.5% (1 in 200) 0.5% (1 in 200) 0.50%
Superelevation 10% (1 in 10) 10% (1 in 10) 10%
Extra widening on Curve (m)
(2 - lane)
Radius of curve up to 40 m 1.5 1.5 1.5
13 41-60 m 1.2 1.2 1.2
61-100 m 0.9 0.9 0.9
101-300 m 0.6 0.6 0.6
Above 300 m Nil Nil Nil
5.3 ELEMENTS OF DESIGN AND PROVISIONS
5.3.1 Geometrics
The road alignment and the geometric improvements proposed were inspected by Chief
Engineer, NH, and Himachal Pradesh on 11.01.2012 and it was suggested by him to
make effort for minimizing hair pin bands and the suggested proposals were marked on
the Plan and Profile submitted in the Draft Feasibility Report. Based on these, further
re-designing for the curves was done in the final feasibility. The suggestions given by
State PWD Authorities were also incorporated.
The details of the existing 1776 horizontal curves which has been described in chapter 4.
As per details of curves, this is clear that almost at every 100 m distance curve exists. As
per direction of CE (NH) during his visit, as stated above and further comments from
PCC, the improvements has been carried out and after geometric improvements the no’s
of the curve have reduced which is 1646 No’s. The table below also provides
comparative improvements in curves:-
Summary of Proposed Horizontal Curves
Range of Radius (m) of Curve

From To
1 0 20 246 14.50
2 20 30 607 35.79
3 30 50 452 26.65
4 50 70 99 5.84
5 - 158
5 70 100 222 13.09

6 100 300 64 3.77
7 300 >300 6 0.35
Total 1696 100%
It is further to mention that looking to the terrain, further improvement required either
use blasting of the rock or provision of very high retaining walls. Considering most
economic construction cost the improvements have been restricted as narrated above.
However provision for Sigh Boards, Caution Boards and Warning Sign boards will be
provided for the speed restriction and safety.
Table no. 5.3 Design of Horizontal Curves
S. Curve S. Curve
Length Radius Length Radius
No. Start End No. Start End
1 141+067 141+088 21.02 200 30 144+112 144+171 58.18 80
2 141+313 141+407 94.35 100 31 144+248 144+295 47.01 60
3 141+468 141+502 34.13 100 32 144+320 144+367 47.16 50
4 141+611 141+653 41.13 200 33 144+379 144+399 19.07 50
5 141+793 141+847 53.70 80 34 144+417 144+459 42.04 30
6 142+129 142+177 48.02 50 35 144+478 144+494 15.89 100
7 142+248 142+287 38.37 50 36 144+549 144+573 23.24 15
8 142+292 142+323 30.56 50 37 144+585 144+607 21.87 15
9 142+446 142+469 22.90 15 38 144+623 144+661 38.58 40
10 142+493 142+527 34.50 20 39 144+695 144+758 63.02 40
11 142+561 142+573 12.82 20 40 144+840 144+879 38.44 40
12 142+596 142+627 31.69 50 41 144+881 144+943 61.32 80
13 142+697 142+717 19.47 100 42 144+986 145+014 28.02 30
14 142+733 142+779 45.84 50 43 145+029 145+054 25.26 30
15 142+801 142+830 29.13 15 44 145+096 145+117 20.85 50
16 142+903 142+944 41.34 30 45 145+142 145+196 54.15 50
17 142+946 143+001 54.40 30 46 145+231 145+279 48.65 30
18 143+146 143+220 74.49 100 47 145+299 145+325 25.58 35
19 143+257 143+295 37.84 100 48 145+341 145+376 35.19 40
20 143+359 143+398 39.25 100 49 145+377 145+439 61.44 60
21 143+416 143+449 32.18 30 50 145+467 145+498 30.20 60
22 143+455 143+552 97.01 60 51 145+548 145+613 65.06 40
23 143+573 143+609 36.59 30 52 145+818 145+843 25.14 20
24 143+610 143+723 113.50 100 53 145+910 145+944 33.94 60
25 143+727 143+770 42.89 50 54 145+959 146+024 64.20 35
26 143+811 143+874 62.75 50 55 146+111 146+128 17.15 35
27 143+885 143+918 33.08 50 56 146+134 146+151 17.07 25
28 143+932 143+985 52.04 50 57 146+213 146+235 22.43 50
29 144+079 144+105 25.87 100 58 146+293 146+312 19.14 200
5 - 159
S. Curve S. Curve
59 146+338 146+415 77.13 80 101 150+790 150+811 21.08 30
60 146+244 146+288 44.21 15 102 150+822 150+860 38.15 100
61 146+432 146+472 39.37 50 103 150+882 150+915 32.84 30
62 146+626 146+650 24.14 20 104 150+947 150+974 26.48 20
63 146+663 146+685 22.78 20 105 150+977 150+988 11.75 20
64 146+783 146+831 47.43 40 106 151+045 151+060 15.02 30
65 146+834 146+871 36.61 25 107 151+105 151+138 32.84 50
66 146+910 146+931 20.93 25 108 151+156 151+191 35.49 25
67 147+004 147+057 52.96 50 109 151+213 151+229 15.71 15
68 147+065 147+110 45.37 50 110 151+233 151+250 17.15 50
69 147+130 147+177 46.96 50 111 151+289 151+310 20.85 25
70 147+223 147+278 55.00 100 112 151+310 151+322 11.36 30
71 147+303 147+375 71.48 60 113 151+516 151+561 44.46 50
72 147+403 147+473 70.58 30 114 151+823 151+872 48.79 200
73 147+540 147+573 33.06 25 115 151+935 151+956 20.64 30
74 147+653 147+721 67.80 150 116 151+968 152+000 31.31 30
75 147+736 147+766 29.98 50 117 152+047 152+079 32.77 30
76 147+906 147+943 36.85 50 118 152+129 152+161 32.24 40
77 147+961 147+997 35.79 50 119 152+182 152+203 21.41 20
78 148+102 148+122 19.41 100 120 152+217 152+239 22.47 30
79 148+177 148+216 38.33 100 121 152+271 152+289 17.95 100
80 148+666 148+728 61.54 100 122 152+306 152+339 33.12 40
81 148+823 148+850 27.15 100 123 152+362 152+389 26.57 25
82 148+903 148+946 43.46 100 124 152+397 152+407 10.14 25
83 149+098 149+125 27.06 50 125 152+462 152+483 20.85 50
84 149+142 149+171 29.65 50 126 152+520 152+540 19.70 50
85 149+366 149+432 66.11 200 127 152+619 152+655 35.99 100
86 149+627 149+641 14.67 50 128 152+710 152+731 21.42 50
87 149+655 149+698 43.24 25 129 152+787 152+800 12.74 50
88 149+735 149+762 26.83 75 130 152+815 152+867 52.00 50
89 149+809 149+839 29.21 150 131 153+055 153+092 37.31 50
90 149+858 149+909 51.06 100 132 153+151 153+179 28.15 80
91 149+922 149+966 44.79 100 133 153+219 153+246 26.92 80
92 150+086 150+107 20.90 20 134 153+256 153+278 21.50 80
93 150+158 150+213 54.24 50 135 153+316 153+336 20.46 100
94 150+292 150+351 58.41 50 136 153+388 153+412 23.71 50
95 150+365 150+387 21.74 50 137 153+462 153+485 22.75 50
96 150+403 150+433 30.15 50 138 153+657 153+686 29.09 80
97 150+453 150+539 85.78 80 139 153+760 153+787 26.95 100
98 150+574 150+612 37.91 300 140 153+798 153+823 24.56 30
99 150+657 150+686 29.63 50 141 153+843 153+866 22.93 40
100 150+734 150+781 46.89 30 142 153+889 153+902 13.67 40
5 - 160
S. Curve S. Curve
143 153+918 153+988 70.01 70 185 156+458 156+498 39.42 80
144 154+008 154+035 27.29 40 186 156+535 156+651 116.10 200
145 154+062 154+086 24.40 100 187 156+713 156+738 24.89 500
146 154+101 154+116 15.48 100 188 156+754 156+775 20.41 50
147 154+124 154+147 22.35 40 189 156+788 156+821 33.44 50
148 154+173 154+212 39.17 60 190 156+872 156+903 30.53 50
149 154+220 154+238 17.42 30 191 156+922 156+949 26.70 30
150 154+308 154+343 34.52 80 192 157+010 157+024 14.06 50
151 154+376 154+399 22.90 80 193 157+066 157+085 18.20 100
152 154+424 154+444 19.56 80 194 157+114 157+143 29.28 30
153 154+469 154+492 22.71 30 195 157+154 157+186 31.78 80
154 154+499 154+528 28.63 30 196 157+206 157+236 29.73 50
155 154+564 154+602 37.54 30 197 157+251 157+265 13.77 50
156 154+626 154+655 29.61 25 198 157+286 157+302 15.54 50
157 154+662 154+699 36.32 25 199 157+339 157+393 53.22 40
158 154+709 154+734 24.65 25 200 157+421 157+458 37.38 100
159 154+738 154+774 36.08 40 201 157+491 157+548 57.09 50
160 154+802 154+826 24.26 30 202 157+582 157+625 43.15 50
161 154+829 154+861 32.13 20 203 157+664 157+714 50.81 60
162 154+886 154+905 18.75 100 204 157+743 157+814 70.77 80
163 154+958 154+982 23.61 50 205 157+850 157+877 26.73 40
164 155+035 155+073 37.96 30 206 157+902 157+946 44.24 30
165 155+110 155+138 28.61 30 207 157+995 158+025 30.15 100
166 155+158 155+201 42.98 100 208 158+077 158+092 15.46 50
167 155+441 155+466 25.12 100 209 158+116 158+143 27.27 60
168 155+499 155+561 61.95 50 210 158+160 158+194 34.49 70
169 155+617 155+668 50.93 60 211 158+212 158+249 36.24 30
170 155+757 155+776 18.27 60 212 158+299 158+320 21.24 30
171 155+836 155+857 21.73 60 213 158+342 158+372 29.79 30
172 155+926 155+942 15.95 100 214 158+397 158+430 33.05 30
173 155+947 155+975 28.42 30 215 158+454 158+466 11.83 30
174 155+993 156+012 19.56 30 216 158+514 158+542 28.46 30
175 156+021 156+043 22.25 30 217 158+554 158+572 18.15 30
176 156+078 156+090 11.71 30 218 158+595 158+624 28.73 100
177 156+100 156+115 14.77 30 219 158+650 158+695 45.50 30
178 156+129 156+152 22.30 30 220 158+700 158+717 17.52 50
179 156+174 156+225 50.40 35 221 158+719 158+756 36.79 50
180 156+252 156+274 21.94 35 222 158+770 158+790 20.16 20
181 156+304 156+327 23.52 50 223 158+807 158+835 27.92 80
182 156+341 156+359 17.46 50 224 158+883 158+937 53.92 40
183 156+378 156+394 15.78 50 225 158+945 158+974 28.76 35
184 156+434 156+455 21.11 50 226 158+987 159+005 17.66 500
5 - 161
S. Curve S. Curve
227 159+066 159+090 23.95 35 269 161+967 161+987 19.79 60
228 159+092 159+108 15.44 30 270 161+865 161+936 70.45 25
229 159+152 159+172 19.36 100 271 162+003 162+040 37.00 60
230 159+229 159+283 53.88 100 272 162+240 162+288 48.60 25
231 159+356 159+390 34.03 30 273 162+334 162+374 40.73 300
232 159+430 159+454 24.23 100 274 162+380 162+425 45.67 60
233 159+468 159+488 20.34 150 275 162+480 162+529 48.88 150
234 159+521 159+541 19.82 50 276 162+563 162+608 44.76 80
235 159+544 159+584 39.55 30 277 162+632 162+664 31.72 25
236 159+641 159+666 24.80 30 278 162+690 162+724 34.23 100
237 159+689 159+701 11.81 45 279 162+766 162+789 23.16 40
238 159+714 159+732 17.86 50 280 162+854 162+903 48.88 30
239 159+767 159+800 33.15 50 281 162+950 162+978 27.62 30
240 159+815 159+838 22.79 60 282 163+020 163+064 44.18 30
241 159+861 159+897 36.07 60 283 163+105 163+131 26.03 100
242 159+929 159+965 36.30 40 284 163+179 163+239 59.73 80
243 160+023 160+047 23.05 50 285 163+259 163+288 28.84 30
244 160+131 160+174 43.54 50 286 163+316 163+345 29.16 50
245 160+201 160+228 26.83 50 287 163+357 163+379 22.17 50
246 160+261 160+308 46.85 50 288 163+410 163+439 29.19 30
247 160+352 160+386 34.75 30 289 163+482 163+508 26.83 50
248 160+406 160+442 35.84 30 290 163+548 163+585 37.51 25
249 160+457 160+501 43.92 30 291 163+594 163+680 85.13 50
250 160+503 160+538 35.19 30 292 163+730 163+807 76.31 40
251 160+628 160+693 64.73 30 293 163+859 163+912 52.39 25
252 160+795 160+806 10.91 10 294 163+948 163+966 18.72 50
253 160+810 160+824 13.96 10 295 164+020 164+065 44.94 30
254 160+897 160+914 16.58 50 296 164+109 164+153 43.90 25
255 160+920 160+944 23.96 50 297 164+216 164+295 78.67 50
256 160+967 160+977 9.33 50 298 164+329 164+380 50.61 25
257 161+006 161+040 34.62 30 299 164+408 164+484 75.70 40
258 161+060 161+083 23.37 30 300 164+510 164+542 32.29 25
259 161+125 161+145 20.65 20 301 164+564 164+612 48.08 30
260 161+154 161+194 40.81 100 302 164+659 164+711 52.15 25
261 161+233 161+378 145.17 250 303 164+725 164+760 35.31 30
262 161+401 161+428 26.90 30 304 164+811 164+847 36.04 50
263 161+468 161+511 43.20 30 305 164+918 164+933 15.31 50
264 161+523 161+570 47.56 40 306 164+940 164+979 38.33 30
265 161+588 161+618 29.87 50 307 164+992 165+008 15.65 50
266 161+643 161+667 23.47 50 308 165+015 165+042 26.80 100
267 161+717 161+734 17.54 30 309 165+053 165+071 17.97 50
268 161+750 161+765 14.50 30 310 165+079 165+095 16.17 100
5 - 162
S. Curve S. Curve
311 165+150 165+205 54.94 200 353 167+871 167+940 68.96 60
312 165+251 165+269 17.80 50 354 167+981 167+998 16.39 30
313 165+281 165+324 43.19 80 355 168+013 168+065 51.67 80
314 165+378 165+401 22.57 50 356 168+082 168+125 43.58 50
315 165+450 165+484 34.52 50 357 168+138 168+235 96.87 50
316 165+514 165+533 18.96 30 358 168+248 168+285 36.72 30
317 165+550 165+570 19.95 30 359 168+314 168+330 16.01 80
318 165+658 165+714 56.42 30 360 168+408 168+439 31.46 20
319 165+779 165+848 68.68 30 361 168+474 168+513 39.26 100
320 165+869 165+887 17.09 100 362 168+518 168+563 45.34 50
321 165+917 165+945 28.43 100 363 168+592 168+611 18.18 30
322 165+961 165+968 6.82 50 364 168+665 168+680 15.92 200
323 166+041 166+076 34.87 100 365 168+757 168+773 16.38 100
324 166+079 166+103 23.78 100 366 168+789 168+814 25.01 100
325 166+129 166+146 16.12 50 367 168+821 168+847 26.43 50
326 166+155 166+200 44.94 20 368 168+875 168+885 9.77 50
327 166+214 166+253 38.65 20 369 168+895 168+934 39.00 25
328 166+280 166+310 29.36 30 370 168+948 168+981 33.20 30
329 166+329 166+370 41.28 30 371 168+991 169+026 34.92 100
330 166+379 166+412 33.09 100 372 169+051 169+078 27.46 100
331 166+419 166+470 50.65 40 373 169+137 169+161 23.87 100
332 166+499 166+540 40.67 25 374 169+176 169+221 44.55 35
333 166+543 166+568 25.15 40 375 169+240 169+260 19.42 30
334 166+586 166+601 15.04 30 376 169+270 169+302 32.31 25
335 166+613 166+629 16.08 100 377 169+313 169+343 29.22 20
336 166+777 166+801 23.97 100 378 169+386 169+439 52.97 25
337 166+859 166+884 24.79 60 379 169+478 169+501 22.92 60
338 166+908 166+927 19.52 60 380 169+509 169+543 33.92 15
339 166+985 167+001 16.06 60 381 169+545 169+565 20.62 50
340 167+019 167+034 15.81 60 382 169+587 169+644 57.13 25
341 167+064 167+087 22.80 60 383 169+677 169+704 27.62 15
342 167+142 167+169 26.54 50 384 169+719 169+759 40.43 20
343 167+183 167+203 20.60 100 385 169+795 169+817 21.89 10
344 167+219 167+247 27.92 50 386 169+825 169+843 18.04 25
345 167+286 167+333 47.47 30 387 169+868 169+917 48.78 35
346 167+357 167+416 58.89 30 388 169+942 169+966 24.26 10
347 167+444 167+476 31.37 25 389 169+971 169+996 25.06 30
348 167+502 167+539 37.60 25 390 170+013 170+028 15.41 100
349 167+563 167+587 24.08 100 391 170+056 170+087 30.91 20
350 167+630 167+662 31.50 25 392 170+100 170+120 19.87 50
351 167+692 167+753 60.74 60 393 170+136 170+169 33.21 13
352 167+800 167+846 45.84 25 394 170+207 170+247 40.00 20
5 - 163
S. Curve S. Curve
395 170+290 170+307 17.41 100 437 172+841 172+863 21.77 20
396 170+312 170+352 39.67 20 438 172+892 172+920 27.37 50
397 170+381 170+409 28.81 30 439 172+975 173+001 26.63 20
398 170+445 170+488 42.62 20 440 173+017 173+039 22.53 20
399 170+491 170+509 17.54 15 441 173+052 173+064 12.81 20
400 170+531 170+562 30.86 20 442 173+071 173+096 25.09 20
401 170+573 170+593 19.52 20 443 173+101 173+118 17.07 15
402 170+602 170+640 38.71 20 444 173+123 173+144 20.87 25
403 170+655 170+669 14.43 50 445 173+173 173+228 54.76 40
404 170+719 170+731 12.67 80 446 173+252 173+271 18.98 15
405 170+760 170+783 22.57 80 447 173+303 173+337 34.41 20
406 170+797 170+844 47.07 20 448 173+372 173+403 30.47 50
407 170+887 170+903 15.86 200 449 173+406 173+437 31.49 20
408 170+969 171+025 55.27 25 450 173+453 173+498 44.93 25
409 171+110 171+114 3.97 25 451 173+531 173+546 14.81 50
410 171+183 171+209 25.40 10 452 173+560 173+619 58.78 30
411 171+247 171+286 38.96 35 453 173+644 173+670 25.40 40
412 171+307 171+331 23.79 20 454 173+706 173+732 26.63 40
413 171+351 171+367 16.14 20 455 173+772 173+798 26.40 20
414 171+387 171+394 7.78 20 456 173+812 173+829 16.82 30
415 171+431 171+505 73.62 30 457 173+855 173+874 19.21 40
416 171+597 171+640 42.39 200 458 173+912 173+932 20.13 100
417 171+664 171+702 38.03 20 459 173+966 174+000 34.34 30
418 171+723 171+744 20.67 20 460 174+006 174+021 14.35 30
419 171+791 171+840 48.28 40 461 174+039 174+074 35.22 30
420 171+846 171+871 24.61 15 462 174+093 174+101 8.43 30
421 171+890 171+912 22.52 35 463 174+151 174+173 22.09 100
422 171+941 171+983 41.19 20 464 174+259 174+279 19.86 100
423 172+008 172+023 15.21 30 465 174+298 174+313 15.50 10
424 172+045 172+083 38.61 20 466 174+315 174+330 15.10 10
425 172+120 172+160 40.42 20 467 174+401 174+423 22.09 50
426 172+171 172+203 32.32 15 468 174+448 174+458 9.81 100
427 172+224 172+272 47.74 20 469 174+492 174+558 65.50 90
428 172+349 172+366 17.14 10 470 174+562 174+573 10.71 25
429 172+400 172+413 13.36 10 471 174+584 174+628 43.74 35
430 172+458 172+501 43.35 25 472 174+652 174+679 27.11 50
431 172+505 172+522 16.94 30 473 174+686 174+747 61.17 35
432 172+540 172+555 14.93 30 474 174+823 174+835 12.30 100
433 172+614 172+668 54.15 25 475 174+876 174+920 44.19 50
434 172+675 172+711 35.70 30 476 174+979 175+005 25.72 50
435 172+734 172+749 15.14 10 477 175+022 175+032 10.19 50
436 172+817 172+832 15.16 30 478 175+043 175+079 36.03 30
5 - 164
S. Curve S. Curve
479 175+107 175+143 36.06 100 521 178+012 178+027 14.89 30
480 175+148 175+216 68.10 60 522 178+042 178+123 81.20 40
481 175+229 175+262 33.72 30 523 178+184 178+228 43.96 40
482 175+274 175+291 16.45 80 524 178+251 178+279 28.00 30
483 175+437 175+481 43.74 50 525 178+313 178+325 11.95 50
484 175+496 175+543 46.32 50 526 178+348 178+361 12.85 50
485 175+557 175+575 17.48 50 527 178+391 178+439 48.61 50
486 175+614 175+646 32.67 50 528 178+458 178+484 25.31 50
487 175+669 175+747 77.77 40 529 178+579 178+603 23.85 50
488 175+788 175+831 42.59 20 530 178+633 178+665 32.64 50
489 175+896 175+922 25.59 80 531 178+733 178+745 12.05 100
490 175+951 175+986 34.44 50 532 178+798 178+820 21.38 150
491 175+999 176+015 16.59 50 533 178+873 178+898 24.69 100
492 176+041 176+073 31.96 40 534 178+910 178+943 33.25 50
493 176+079 176+114 35.28 30 535 178+975 178+999 24.63 20
494 176+150 176+176 26.03 30 536 179+035 179+066 30.95 20
495 176+212 176+231 18.50 100 537 179+078 179+098 20.04 20
496 176+279 176+304 24.89 50 538 179+174 179+191 16.60 50
497 176+343 176+363 20.05 50 539 179+210 179+229 19.05 25
498 176+381 176+404 23.85 30 540 179+239 179+283 44.52 30
499 176+436 176+459 23.78 40 541 179+363 179+402 39.29 30
500 176+500 176+564 64.03 25 542 179+410 179+438 27.94 30
501 176+639 176+673 33.18 50 543 179+462 179+478 16.15 30
502 176+682 176+712 30.11 50 544 179+503 179+539 35.70 40
503 176+731 176+803 71.81 150 545 179+560 179+591 30.66 60
504 176+803 176+840 36.98 100 546 179+606 179+626 19.74 60
505 176+842 176+892 49.89 30 547 179+664 179+679 15.01 60
506 176+972 177+030 57.58 30 548 179+730 179+740 10.41 150
507 177+038 177+115 77.28 50 549 179+809 179+829 20.35 100
508 177+171 177+225 53.69 35 550 179+866 179+940 73.93 80
509 177+245 177+274 29.73 100 551 179+974 180+015 41.08 15
510 177+321 177+365 43.29 50 552 180+032 180+072 39.37 50
511 177+389 177+409 19.11 80 553 180+158 180+184 25.99 15
512 177+437 177+472 34.98 50 554 180+188 180+201 12.71 15
513 177+512 177+531 19.35 100 555 180+219 180+244 25.14 300
514 177+550 177+581 31.58 80 556 180+254 180+278 23.75 50
515 177+589 177+617 28.15 50 557 180+301 180+316 14.96 80
516 177+655 177+676 21.17 50 558 180+353 180+409 56.26 30
517 177+723 177+767 43.65 50 559 180+431 180+449 17.82 50
518 177+796 177+837 41.11 50 560 180+474 180+497 22.96 50
519 177+903 177+920 17.43 100 561 180+534 180+562 27.97 60
520 177+969 177+999 29.49 30 562 180+567 180+608 40.68 20
5 - 165
S. Curve S. Curve
563 180+648 180+677 28.27 20 605 183+420 183+441 21.00 80
564 180+690 180+712 22.78 50 606 183+464 183+479 15.09 100
565 180+800 180+810 9.36 50 607 183+527 183+566 38.48 80
566 180+829 180+847 18.14 50 608 183+598 183+627 29.09 80
567 180+861 180+874 12.77 70 609 183+637 183+651 14.10 100
568 180+882 180+906 24.02 50 610 183+688 183+716 28.65 40
569 180+926 180+940 13.87 60 611 183+723 183+744 21.45 50
570 180+980 181+004 23.60 30 612 183+769 183+803 34.18 60
571 181+029 181+051 21.85 30 613 183+805 183+832 26.93 40
572 181+068 181+089 21.31 30 614 183+836 183+855 19.06 30
573 181+166 181+181 14.56 500 615 183+864 183+879 15.00 40
574 181+220 181+268 48.29 100 616 183+911 183+951 39.49 60
575 181+302 181+352 50.28 50 617 184+034 184+090 55.68 80
576 181+375 181+389 13.43 100 618 184+173 184+206 33.83 80
577 181+450 181+478 28.81 100 619 184+225 184+256 31.61 25
578 181+610 181+656 46.35 150 620 184+260 184+312 52.78 40
579 181+762 181+870 107.98 200 621 184+313 184+339 26.41 25
580 182+091 182+112 21.04 100 622 184+393 184+428 34.65 50
581 182+132 182+158 25.94 100 623 184+431 184+460 28.36 60
582 182+165 182+199 34.43 100 624 184+480 184+505 25.00 40
583 182+215 182+255 39.87 60 625 184+668 184+772 104.40 40
584 182+257 182+292 34.81 50 626 184+812 184+842 29.30 50
585 182+381 182+406 24.89 40 627 184+846 184+879 32.27 50
586 182+420 182+447 27.30 50 628 184+930 184+953 23.53 30
587 182+470 182+490 20.66 100 629 184+968 184+991 22.53 30
588 182+503 182+529 26.36 80 630 185+012 185+026 14.37 100
589 182+556 182+586 29.25 60 631 185+147 185+237 89.67 50
590 182+586 182+616 29.90 60 632 185+304 185+370 65.14 50
591 182+628 182+649 21.38 30 633 185+388 185+470 82.95 50
592 182+656 182+671 14.64 40 634 185+526 185+635 109.25 50
593 182+736 182+758 22.18 300 635 185+862 185+875 12.79 100
594 182+805 182+828 23.49 300 636 185+959 185+981 22.08 50
595 182+865 182+892 27.16 100 637 186+037 186+097 60.01 50
596 182+953 182+970 17.27 30 638 186+213 186+250 36.60 25
597 182+975 183+009 33.98 25 639 186+262 186+300 38.00 150
598 183+025 183+050 25.16 60 640 186+332 186+395 62.58 25
599 183+074 183+110 35.81 25 641 186+413 186+451 38.22 25
600 183+132 183+202 70.35 100 642 186+463 186+512 49.13 25
601 183+205 183+259 53.78 100 643 186+595 186+628 32.94 75
602 183+260 183+289 29.22 80 644 186+639 186+688 48.50 25
603 183+292 183+324 32.40 60 645 186+693 186+766 72.52 50
604 183+383 183+407 23.60 80 646 186+833 186+891 57.96 50
5 - 166
S. Curve S. Curve
647 186+911 186+935 23.85 50 689 190+960 190+998 38.17 60
648 186+950 187+065 115.07 60 690 191+121 191+156 35.03 30
649 187+087 187+132 44.31 30 691 191+167 191+204 36.96 30
650 187+286 187+311 25.41 20 692 191+237 191+274 37.10 80
651 187+319 187+355 35.92 20 693 191+329 191+364 35.09 30
652 187+404 187+454 50.82 50 694 191+371 191+432 61.01 50
653 187+471 187+534 62.82 50 695 191+447 191+476 29.30 50
654 187+546 187+575 29.37 50 696 191+525 191+572 47.10 100
655 187+609 187+657 48.23 20 697 191+584 191+607 23.35 100
656 187+800 187+843 43.45 300 698 191+704 191+738 33.91 30
657 187+859 187+934 75.73 30 699 191+839 191+860 20.81 30
658 187+950 188+010 59.73 30 700 191+896 191+928 31.95 50
659 188+042 188+068 26.13 25 701 191+938 191+985 47.62 100
660 188+078 188+088 9.92 25 702 191+990 192+045 55.16 50
661 188+159 188+186 26.70 50 703 192+081 192+108 26.43 80
662 188+261 188+289 28.41 15 704 192+205 192+250 45.06 80
663 188+290 188+309 19.65 15 705 192+278 192+332 54.68 30
664 188+360 188+380 20.33 50 706 192+356 192+380 23.81 60
665 188+399 188+422 23.02 50 707 192+459 192+485 26.16 100
666 188+433 188+471 37.21 20 708 192+506 192+560 54.57 80
667 188+574 188+611 36.83 60 709 192+622 192+665 42.82 80
668 188+625 188+662 37.76 60 710 192+715 192+730 14.49 80
669 188+742 188+765 22.80 60 711 192+778 192+826 47.61 50
670 188+792 188+822 29.94 20 712 192+829 192+854 25.20 20
671 188+833 188+890 56.82 50 713 192+889 192+938 48.89 35
672 188+919 188+993 73.34 40 714 193+138 193+159 20.54 20
673 189+029 189+079 50.50 25 715 193+165 193+190 25.22 30
674 189+172 189+218 45.47 50 716 193+207 193+224 17.26 30
675 189+293 189+327 34.23 50 717 193+228 193+249 20.48 30
676 189+402 189+447 44.69 50 718 193+255 193+290 35.20 60
677 189+473 189+513 39.77 30 719 193+033 193+093 59.61 20
678 189+537 189+564 27.43 50 720 193+326 193+368 41.73 20
679 189+603 189+642 39.34 20 721 193+412 193+451 38.20 200
680 189+850 189+966 116.03 100 722 193+473 193+523 49.72 100
681 189+980 190+030 49.89 70 723 193+556 193+635 78.91 100
682 190+184 190+232 48.61 80 724 193+657 193+670 12.97 50
683 190+301 190+331 29.38 80 725 193+692 193+709 16.87 30
684 190+401 190+483 81.90 70 726 193+716 193+727 10.74 30
685 190+510 190+542 32.34 100 727 193+740 193+753 13.24 30
686 190+670 190+738 67.75 50 728 193+799 193+859 60.06 30
687 190+866 190+889 23.42 30 729 193+877 193+895 18.55 30
688 190+902 190+942 39.71 30 730 193+922 193+957 35.22 100
5 - 167
S. Curve S. Curve
731 193+974 193+999 24.93 30 773 196+258 196+281 23.25 15
732 194+019 194+052 32.38 30 774 196+307 196+322 15.08 30
733 194+169 194+194 25.18 50 775 196+405 196+423 17.92 30
734 194+222 194+252 29.76 60 776 196+448 196+475 27.46 50
735 194+271 194+297 26.24 30 777 196+502 196+530 28.25 30
736 194+311 194+337 25.65 30 778 196+547 196+572 25.27 60
737 194+348 194+365 17.16 30 779 196+588 196+617 28.12 50
738 194+398 194+413 15.67 30 780 196+626 196+650 23.29 25
739 194+437 194+449 12.79 30 781 196+656 196+679 22.31 25
740 194+461 194+493 32.49 50 782 196+693 196+729 36.82 30
741 194+508 194+541 32.89 15 783 196+752 196+776 24.85 200
742 194+597 194+615 18.03 30 784 196+911 196+956 44.92 100
743 194+635 194+658 22.84 30 785 197+028 197+091 62.59 50
744 194+873 194+913 40.16 20 786 197+092 197+120 27.43 25
745 195+084 195+121 37.11 50 787 197+259 197+282 22.29 40
746 195+145 195+185 39.48 50 788 197+298 197+323 25.03 40
747 195+190 195+211 20.91 30 789 197+339 197+382 43.36 40
748 195+216 195+244 27.95 15 790 197+453 197+467 14.74 30
749 195+245 195+262 17.46 20 791 197+473 197+519 45.58 50
750 195+274 195+296 21.65 50 792 197+539 197+590 51.51 25
751 195+298 195+321 23.04 50 793 197+600 197+623 23.46 80
752 195+344 195+380 36.67 25 794 197+686 197+721 34.51 50
753 195+382 195+413 30.56 20 795 197+730 197+756 25.84 50
754 195+420 195+443 23.54 20 796 197+765 197+780 15.48 30
755 195+455 195+493 38.11 25 797 197+812 197+852 39.94 30
756 195+509 195+528 19.02 50 798 197+864 197+877 12.05 50
757 195+536 195+571 34.76 50 799 197+896 197+922 26.05 25
758 195+607 195+641 34.72 30 800 197+926 197+984 57.71 35
759 195+664 195+702 38.06 40 801 198+039 198+076 37.00 40
760 195+717 195+727 9.96 15 802 198+106 198+141 34.37 50
761 195+730 195+741 10.35 5 803 198+186 198+215 28.34 300
762 195+747 195+756 9.33 15 804 198+252 198+302 50.27 25
763 195+782 195+819 37.50 50 805 198+354 198+374 20.27 100
764 195+842 195+854 11.83 50 806 198+385 198+421 36.17 15
765 195+854 195+884 30.10 30 807 198+730 198+769 38.78 15
766 195+930 195+958 27.42 40 808 198+832 198+859 26.82 10
767 195+990 196+036 45.54 30 809 198+911 198+929 17.96 50
768 196+045 196+069 24.41 30 810 198+946 198+969 23.05 50
769 196+126 196+154 27.70 25 811 198+986 198+996 9.71 50
770 196+155 196+177 21.27 25 812 199+081 199+106 25.15 20
771 196+179 196+201 21.93 20 813 199+109 199+135 25.80 30
772 196+225 196+254 29.16 25 814 199+145 199+162 17.31 50
5 - 168
S. Curve S. Curve
815 199+177 199+196 19.13 40 857 202+046 202+064 18.36 30
816 199+223 199+343 120.43 90 858 202+074 202+081 7.08 30
817 199+363 199+381 17.84 100 859 202+092 202+140 48.67 30
818 199+401 199+420 18.56 25 860 202+173 202+182 9.00 30
819 199+463 199+485 21.75 100 861 202+231 202+270 39.17 25
820 199+540 199+581 40.89 30 862 202+289 202+317 28.25 50
821 199+609 199+671 61.88 80 863 202+332 202+360 27.95 60
822 199+697 199+724 26.29 30 864 202+376 202+408 32.05 30
823 199+734 199+757 23.83 20 865 202+422 202+435 13.12 40
824 199+768 199+785 17.14 60 866 202+456 202+496 39.85 60
825 199+843 199+960 116.94 200 867 202+560 202+584 23.89 40
826 200+036 200+111 75.52 200 868 202+608 202+615 7.61 40
827 200+153 200+232 79.13 200 869 202+693 202+742 49.01 30
828 200+269 200+292 22.59 30 870 202+766 202+773 7.36 20
829 200+329 200+367 38.43 30 871 202+785 202+805 19.35 20
830 200+478 200+509 31.06 75 872 202+824 202+828 3.74 30
831 200+641 200+737 96.78 75 873 202+849 202+860 10.45 30
832 200+769 200+808 38.93 200 874 202+896 202+898 2.37 30
833 200+850 200+920 70.19 100 875 202+916 202+939 22.94 30
834 201+008 201+022 13.59 25 876 202+977 203+001 23.81 60
835 201+025 201+044 19.66 25 877 203+014 203+026 12.15 30
836 201+069 201+100 31.10 150 878 203+045 203+065 19.94 30
837 201+106 201+122 16.43 100 879 203+108 203+141 32.90 30
838 201+131 201+181 49.48 50 880 203+143 203+180 36.57 30
839 201+181 201+218 36.63 60 881 203+229 203+260 30.72 40
840 201+255 201+299 44.00 30 882 203+262 203+307 45.44 40
841 201+309 201+345 36.00 100 883 203+335 203+352 16.70 40
842 201+365 201+375 9.55 30 884 203+422 203+460 38.03 80
843 201+406 201+431 24.77 25 885 203+467 203+486 18.86 30
844 201+439 201+450 10.96 30 886 203+505 203+530 24.34 40
845 201+459 201+486 26.27 60 887 203+560 203+587 27.08 30
846 201+501 201+521 19.73 30 888 203+595 203+616 20.90 30
847 201+551 201+584 32.79 20 889 203+644 203+662 17.61 30
848 201+647 201+677 29.57 25 890 203+670 203+696 26.50 60
849 201+687 201+734 47.03 30 891 203+706 203+733 27.19 20
850 201+742 201+753 11.22 30 892 203+770 203+796 25.53 20
851 201+770 201+786 16.39 30 893 203+829 203+868 38.88 20
852 201+813 201+866 52.87 40 894 203+892 203+908 16.42 30
853 201+874 201+893 18.97 30 895 203+931 203+945 14.26 60
854 201+905 201+923 18.35 20 896 203+958 203+989 31.68 20
855 201+938 201+951 13.11 20 897 204+026 204+041 14.82 30
856 201+982 202+017 35.50 100 898 204+058 204+084 25.92 35
5 - 169
S. Curve S. Curve
899 204+153 204+164 11.43 30 941 206+476 206+533 56.42 30
900 204+183 204+192 8.35 30 942 206+539 206+578 39.28 30
901 204+203 204+212 9.23 30 943 206+587 206+624 36.39 20
902 204+268 204+310 42.12 40 944 206+655 206+689 34.10 40
903 204+364 204+414 49.97 25 945 206+721 206+744 22.74 40
904 204+480 204+508 28.39 40 946 206+776 206+815 39.21 30
905 204+590 204+646 56.20 45 947 206+822 206+847 24.71 20
906 204+659 204+675 16.33 50 948 206+850 206+875 24.39 30
907 204+732 204+747 15.41 100 949 206+884 206+902 18.67 100
908 204+821 204+854 33.04 30 950 206+929 206+940 10.64 100
909 204+860 204+875 14.26 30 951 206+950 206+990 40.29 50
910 204+922 204+955 33.37 20 952 207+001 207+030 28.85 25
911 204+962 204+992 29.08 20 953 207+046 207+075 29.73 30
912 205+001 205+038 36.44 30 954 207+096 207+126 29.88 80
913 205+048 205+078 30.53 20 955 207+140 207+156 15.66 80
914 205+090 205+125 34.68 30 956 207+206 207+222 16.25 25
915 205+147 205+165 17.37 30 957 207+226 207+263 37.24 25
916 205+197 205+232 35.68 20 958 207+271 207+297 25.95 25
917 205+243 205+265 22.07 100 959 207+301 207+376 74.67 60
918 205+289 205+313 23.98 100 960 207+378 207+395 16.86 30
919 205+348 205+370 22.26 30 961 207+444 207+465 21.55 20
920 205+384 205+426 42.49 20 962 207+494 207+580 85.50 75
921 205+433 205+455 21.91 30 963 207+602 207+621 18.52 25
922 205+470 205+488 18.62 30 964 207+635 207+662 27.27 25
923 205+543 205+597 53.54 40 965 207+675 207+712 36.90 25
924 205+721 205+735 14.33 40 966 207+724 207+738 13.58 25
925 205+762 205+783 20.93 100 967 207+751 207+792 40.89 25
926 205+810 205+823 13.12 100 968 207+814 207+840 25.99 25
927 205+837 205+854 16.52 100 969 207+859 207+889 30.17 25
928 205+880 205+901 21.68 60 970 207+905 207+917 12.76 40
929 205+910 205+930 19.88 40 971 207+970 208+007 36.83 20
930 205+948 205+981 32.98 30 972 208+038 208+067 29.34 20
931 205+996 206+043 46.92 25 973 208+078 208+117 38.85 20
932 206+064 206+080 15.97 40 974 208+157 208+200 43.22 20
933 206+087 206+121 33.55 25 975 208+260 208+288 27.71 40
934 206+137 206+174 36.23 35 976 208+310 208+345 35.34 30
935 206+198 206+228 29.89 35 977 208+363 208+382 19.10 80
936 206+240 206+271 31.61 60 978 208+414 208+459 45.07 60
937 206+284 206+314 29.82 20 979 208+482 208+518 36.16 20
938 206+326 206+358 31.46 20 980 208+549 208+570 21.50 20
939 206+404 206+427 23.21 20 981 208+595 208+601 6.46 25
940 206+431 206+452 20.82 30 982 208+610 208+639 29.30 20
5 - 170
S. Curve S. Curve
983 208+707 208+740 32.69 30 1025 210+870 210+885 14.68 30
984 208+744 208+759 15.39 30 1026 210+913 210+957 43.63 25
985 208+765 208+787 22.00 20 1027 210+981 211+006 24.68 25
986 208+795 208+832 37.15 20 1028 211+007 211+027 19.90 25
987 208+936 208+976 40.40 20 1029 211+036 211+054 18.16 30
988 208+979 209+028 48.63 25 1030 211+091 211+109 17.51 30
989 209+033 209+061 27.74 30 1031 211+109 211+140 30.91 17
990 209+063 209+097 33.76 40 1032 211+168 211+187 19.12 40
991 209+101 209+129 27.40 40 1033 211+189 211+217 27.79 20
992 209+129 209+135 6.21 20 1034 211+241 211+275 34.18 40
993 209+140 209+153 13.07 30 1035 211+314 211+329 14.74 30
994 209+164 209+211 47.07 20 1036 211+331 211+365 34.91 30
995 209+260 209+288 28.36 100 1037 211+398 211+438 39.96 70
996 209+312 209+359 47.05 20 1038 211+447 211+472 25.13 30
997 209+362 209+373 11.12 50 1039 211+504 211+517 13.50 30
998 209+387 209+409 21.34 30 1040 211+560 211+601 40.51 30
999 209+416 209+458 42.34 30 1041 211+615 211+643 28.01 25
1000 209+462 209+479 16.41 60 1042 211+699 211+732 33.28 300
1001 209+491 209+519 28.51 40 1043 211+774 211+797 23.08 25
1002 209+558 209+583 25.52 40 1044 211+832 211+855 23.11 30
1003 209+586 209+621 35.14 20 1045 211+859 211+891 31.24 20
1004 209+628 209+661 32.55 15 1046 211+900 211+932 31.45 15
1005 209+710 209+735 25.44 15 1047 211+955 211+983 27.86 15
1006 209+756 209+782 25.94 35 1048 212+005 212+028 22.24 100
1007 209+847 209+868 20.97 20 1049 212+065 212+109 43.17 100
1008 209+871 209+911 39.91 25 1050 212+121 212+156 35.70 50
1009 209+919 209+951 32.42 15 1051 212+180 212+198 17.11 25
1010 210+061 210+090 29.44 25 1052 212+203 212+224 21.64 25
1011 210+099 210+136 37.53 20 1053 212+234 212+245 10.93 25
1012 210+147 210+163 16.14 30 1054 212+249 212+293 44.18 50
1013 210+199 210+238 38.89 15 1055 212+315 212+348 32.74 20
1014 210+263 210+313 49.83 35 1056 212+359 212+381 21.57 30
1015 210+320 210+354 33.71 25 1057 212+387 212+419 32.25 20
1016 210+367 210+393 26.00 25 1058 212+429 212+453 24.12 40
1017 210+405 210+461 55.44 35 1059 212+476 212+506 29.42 25
1018 210+507 210+555 47.94 40 1060 212+525 212+543 17.57 25
1019 210+558 210+586 27.46 30 1061 212+553 212+592 39.09 30
1020 210+594 210+621 27.08 100 1062 212+599 212+625 25.42 40
1021 210+638 210+691 52.63 35 1063 212+629 212+682 52.84 50
1022 210+697 210+728 30.49 25 1064 212+687 212+724 37.93 25
1023 210+762 210+775 13.08 25 1065 212+749 212+818 69.11 80
1024 210+824 210+849 25.68 30 1066 212+828 212+880 51.11 25
5 - 171
S. Curve S. Curve
1067 212+895 212+918 23.24 80 1109 215+198 215+214 15.81 20
1068 212+970 213+008 37.89 100 1110 215+233 215+257 23.67 20
1069 213+121 213+152 31.43 25 1111 215+264 215+296 31.58 20
1070 213+174 213+212 37.95 40 1112 215+373 215+389 16.41 100
1071 213+218 213+260 42.36 25 1113 215+400 215+417 16.57 30
1072 213+397 213+436 39.25 50 1114 215+421 215+450 29.00 20
1073 213+469 213+514 44.91 30 1115 215+455 215+479 23.56 30
1074 213+522 213+561 38.69 30 1116 215+509 215+554 45.20 80
1075 213+597 213+646 49.49 60 1117 215+584 215+615 30.93 20
1076 213+662 213+701 39.19 60 1118 215+703 215+721 18.70 100
1077 213+704 213+730 25.55 30 1119 215+760 215+806 46.11 25
1078 213+774 213+788 13.96 30 1120 215+818 215+852 33.35 60
1079 213+796 213+845 49.07 40 1121 215+868 215+909 41.35 40
1080 213+848 213+860 11.90 50 1122 215+988 216+014 26.17 18
1081 213+884 213+923 39.21 50 1123 216+018 216+030 12.61 60
1082 213+953 213+968 15.80 50 1124 216+039 216+065 25.74 30
1083 213+985 214+019 34.30 20 1125 216+071 216+116 44.52 40
1084 214+027 214+054 26.72 40 1126 216+144 216+160 16.09 50
1085 214+065 214+094 28.04 25 1127 216+193 216+212 18.55 30
1086 214+102 214+124 21.52 25 1128 216+234 216+270 35.65 20
1087 214+142 214+183 40.83 60 1129 216+321 216+347 26.76 100
1088 214+204 214+220 16.37 40 1130 216+465 216+503 38.20 100
1089 214+248 214+261 13.34 200 1131 216+504 216+529 24.77 20
1090 214+267 214+285 18.41 60 1132 216+537 216+583 46.74 25
1091 214+302 214+338 35.65 30 1133 216+603 216+635 32.48 25
1092 214+362 214+383 21.45 50 1134 216+655 216+698 42.53 50
1093 214+386 214+413 26.53 30 1135 216+713 216+752 38.96 50
1094 214+464 214+490 26.26 30 1136 216+856 216+879 23.41 150
1095 214+519 214+552 33.37 30 1137 216+889 216+906 17.09 30
1096 214+567 214+579 11.80 50 1138 216+913 216+933 20.67 60
1097 214+610 214+677 67.79 60 1139 216+943 216+984 41.39 40
1098 214+682 214+694 11.98 80 1140 217+011 217+049 37.28 20
1099 214+704 214+733 29.49 30 1141 217+056 217+083 26.86 70
1100 214+768 214+781 13.30 100 1142 217+116 217+153 37.19 50
1101 214+810 214+822 11.77 100 1143 217+158 217+169 10.71 100
1102 214+868 214+888 19.34 30 1144 217+246 217+309 63.67 60
1103 214+898 214+912 13.44 30 1145 217+318 217+343 24.88 30
1104 214+940 214+951 10.79 30 1146 217+365 217+381 15.73 100
1105 215+001 215+013 12.34 50 1147 217+401 217+428 27.85 30
1106 215+018 215+070 52.94 80 1148 217+438 217+472 34.40 60
1107 215+121 215+148 26.69 30 1149 217+532 217+547 15.66 60
1108 215+151 215+187 35.88 20 1150 217+552 217+599 46.66 30
5 - 172
S. Curve S. Curve
1151 217+638 217+666 27.78 30 1193 220+049 220+073 24.36 20
1152 217+725 217+762 36.70 20 1194 220+086 220+104 18.58 30
1153 217+772 217+789 17.00 30 1195 220+116 220+132 15.85 60
1154 217+800 217+814 14.12 50 1196 220+229 220+276 47.29 25
1155 217+845 217+862 17.70 50 1197 220+295 220+320 24.27 25
1156 217+873 217+891 18.51 50 1198 220+329 220+357 28.40 30
1157 217+957 218+002 44.48 25 1199 220+359 220+383 23.99 30
1158 218+033 218+083 49.77 30 1200 220+429 220+444 14.93 50
1159 218+215 218+260 45.61 50 1201 220+502 220+532 29.79 25
1160 218+262 218+293 31.30 30 1202 220+538 220+570 31.74 50
1161 218+296 218+332 35.51 40 1203 220+605 220+653 48.56 30
1162 218+343 218+375 31.78 50 1204 220+665 220+718 53.49 30
1163 218+384 218+431 47.47 30 1205 220+760 220+796 36.23 100
1164 218+433 218+451 18.56 25 1206 220+820 220+858 37.89 150
1165 218+458 218+477 18.35 25 1207 220+866 220+881 15.27 30
1166 218+495 218+524 29.30 30 1208 220+969 220+982 13.37 80
1167 218+530 218+541 11.53 30 1209 220+900 220+966 65.43 25
1168 218+553 218+583 29.94 20 1210 221+025 221+046 21.85 300
1169 218+596 218+607 11.26 30 1211 221+096 221+119 23.85 30
1170 218+623 218+651 28.20 20 1212 221+161 221+192 30.23 25
1171 218+715 218+735 19.17 15 1213 221+213 221+236 23.51 30
1172 218+743 218+765 22.36 20 1214 221+274 221+330 56.31 30
1173 218+766 218+782 15.17 50 1215 221+361 221+390 29.13 20
1174 218+934 219+011 76.54 100 1216 221+433 221+461 28.44 30
1175 219+024 219+046 21.51 25 1217 221+498 221+562 64.21 30
1176 219+100 219+174 73.16 30 1218 221+630 221+662 32.33 15
1177 219+210 219+227 16.43 25 1219 221+683 221+698 14.53 100
1178 219+259 219+277 18.03 30 1220 221+761 221+789 27.97 100
1179 219+281 219+319 37.85 25 1221 221+818 221+867 48.98 30
1180 219+333 219+353 19.40 50 1222 221+875 221+922 46.27 30
1181 219+361 219+395 33.51 30 1223 221+951 221+970 19.41 100
1182 219+414 219+436 22.01 100 1224 221+984 222+011 27.30 40
1183 219+457 219+476 19.69 50 1225 222+014 222+031 17.92 40
1184 219+548 219+587 38.87 60 1226 222+059 222+076 16.49 150
1185 219+593 219+620 26.97 60 1227 222+159 222+178 18.99 30
1186 219+641 219+705 63.50 60 1228 222+222 222+252 30.23 100
1187 219+763 219+826 63.30 50 1229 222+256 222+301 44.49 50
1188 219+848 219+861 12.87 30 1230 222+307 222+358 51.50 25
1189 219+868 219+889 21.20 25 1231 222+380 222+396 16.63 60
1190 219+897 219+907 10.07 50 1232 222+427 222+451 23.57 30
1191 219+918 219+941 22.83 30 1233 222+452 222+494 41.45 15
1192 219+949 219+980 31.20 30 1234 222+525 222+571 46.08 25
5 - 173
S. Curve S. Curve
1235 222+575 222+625 50.31 100 1277 225+095 225+165 70.29 80
1236 222+699 222+717 17.84 30 1278 225+165 225+222 56.61 40
1237 222+641 222+684 43.07 15 1279 225+296 225+335 38.58 60
1238 222+767 222+784 16.86 50 1280 225+342 225+367 24.48 50
1239 222+796 222+815 19.13 30 1281 225+383 225+419 36.24 18
1240 222+832 222+880 47.35 30 1282 225+439 225+458 18.94 50
1241 222+894 222+950 55.99 30 1283 225+475 225+503 28.34 15
1242 222+982 222+991 9.58 100 1284 225+512 225+539 27.31 15
1243 223+017 223+042 24.81 15 1285 225+566 225+596 29.55 25
1244 223+053 223+096 43.53 25 1286 225+616 225+636 20.61 50
1245 223+125 223+161 35.87 15 1287 225+658 225+669 10.82 50
1246 223+184 223+272 87.85 40 1288 225+734 225+763 29.37 50
1247 223+276 223+317 40.19 20 1289 225+867 225+905 37.79 30
1248 223+327 223+362 35.20 15 1290 225+907 225+933 26.38 30
1249 223+382 223+410 27.17 40 1291 225+938 225+955 17.01 30
1250 223+464 223+488 24.67 25 1292 225+972 225+988 16.54 25
1251 223+489 223+528 38.69 25 1293 226+091 226+114 23.13 20
1252 223+538 223+557 18.63 25 1294 226+122 226+133 11.90 20
1253 223+619 223+699 79.54 80 1295 226+154 226+184 30.39 30
1254 223+730 223+748 17.13 20 1296 226+207 226+237 29.28 15
1255 223+876 223+931 55.10 30 1297 226+313 226+348 34.39 30
1256 223+944 223+961 17.21 50 1298 226+364 226+388 24.77 30
1257 223+973 223+994 21.47 30 1299 226+429 226+452 22.91 50
1258 224+005 224+024 19.12 50 1300 226+463 226+480 16.54 50
1259 224+043 224+086 42.31 30 1301 226+506 226+538 31.98 30
1260 224+094 224+131 36.49 30 1302 226+602 226+631 28.71 30
1261 224+156 224+193 36.62 50 1303 226+641 226+667 26.72 30
1262 224+226 224+247 20.69 30 1304 226+716 226+727 10.93 20
1263 224+262 224+284 22.14 30 1305 226+743 226+754 11.35 20
1264 224+301 224+318 16.41 30 1306 226+784 226+841 56.29 35
1265 224+341 224+365 23.22 100 1307 226+857 226+874 16.91 50
1266 224+384 224+419 34.75 30 1308 226+882 226+923 41.35 80
1267 224+428 224+455 27.09 25 1309 226+932 226+953 21.80 50
1268 224+458 224+504 46.84 200 1310 226+994 227+032 38.42 45
1269 224+519 224+555 35.90 200 1311 227+038 227+059 21.07 50
1270 224+594 224+651 57.45 100 1312 227+089 227+122 33.02 20
1271 224+694 224+769 75.64 30 1313 227+196 227+243 46.72 30
1272 224+816 224+866 50.34 30 1314 227+260 227+282 21.62 30
1273 224+869 224+908 38.69 25 1315 227+290 227+328 38.37 30
1274 224+912 224+930 18.00 25 1316 227+332 227+354 21.03 30
1275 224+947 224+997 50.14 70 1317 227+376 227+385 9.06 50
1276 225+041 225+075 34.31 100 1318 227+400 227+427 27.27 50
5 - 174
S. Curve S. Curve
1319 227+446 227+469 23.26 25 1361 230+214 230+258 44.29 30
1320 227+491 227+516 24.31 25 1362 230+280 230+353 72.43 30
1321 227+522 227+548 25.80 25 1363 230+372 230+439 66.83 30
1322 227+552 227+570 17.64 50 1364 230+522 230+572 50.38 30
1323 227+654 227+686 31.82 50 1365 230+605 230+621 15.70 25
1324 227+696 227+743 46.56 25 1366 230+641 230+673 32.56 25
1325 227+824 227+848 24.08 200 1367 230+698 230+741 42.83 25
1326 227+908 227+955 47.10 200 1368 230+751 230+782 31.16 20
1327 228+010 228+057 47.14 25 1369 230+789 230+812 22.41 20
1328 228+142 228+177 34.65 30 1370 230+830 230+844 14.17 30
1329 228+181 228+255 73.69 40 1371 230+852 230+871 19.44 30
1330 228+271 228+320 48.96 25 1372 230+895 230+922 26.28 15
1331 228+323 228+339 16.91 15 1373 230+932 230+959 26.73 30
1332 228+351 228+370 19.07 20 1374 230+974 231+015 41.37 25
1333 228+381 228+407 25.66 15 1375 231+037 231+057 19.16 30
1334 228+448 228+486 37.77 35 1376 231+086 231+107 21.65 20
1335 228+539 228+555 16.17 35 1377 231+154 231+170 16.84 20
1336 228+565 228+577 12.60 35 1378 231+195 231+239 44.24 40
1337 228+640 228+662 21.74 50 1379 231+248 231+262 13.83 20
1338 228+698 228+712 13.73 60 1380 231+290 231+307 17.93 50
1339 228+739 228+750 11.43 60 1381 231+356 231+383 27.02 40
1340 228+756 228+787 30.95 60 1382 231+399 231+417 17.45 80
1341 228+797 228+829 31.94 40 1383 231+440 231+467 27.55 30
1342 228+835 228+854 19.11 25 1384 231+473 231+512 38.59 30
1343 228+863 228+878 15.23 50 1385 231+518 231+559 40.48 40
1344 228+902 228+928 25.55 25 1386 231+581 231+600 18.86 40
1345 228+967 228+984 16.27 25 1387 231+609 231+639 30.05 30
1346 228+989 229+010 20.50 20 1388 231+648 231+672 24.11 50
1347 229+020 229+036 15.65 40 1389 231+747 231+785 38.06 25
1348 229+067 229+122 55.31 45 1390 231+795 231+826 31.38 100
1349 229+207 229+256 49.31 200 1391 231+856 231+916 59.58 30
1350 229+408 229+488 80.15 45 1392 231+922 231+951 29.20 80
1351 229+527 229+549 21.78 30 1393 231+962 232+027 65.30 50
1352 229+570 229+598 27.89 30 1394 232+096 232+119 22.35 20
1353 229+642 229+660 17.46 30 1395 232+135 232+158 23.76 50
1354 229+674 229+725 50.15 30 1396 232+185 232+238 53.25 30
1355 229+796 229+813 17.28 20 1397 232+281 232+311 30.26 60
1356 229+836 229+849 13.17 30 1398 232+324 232+376 51.42 25
1357 229+861 229+903 42.69 35 1399 232+392 232+416 23.86 40
1358 229+912 229+952 39.87 200 1400 232+431 232+454 23.31 20
1359 230+012 230+054 41.95 20 1401 232+461 232+493 31.23 20
1360 230+112 230+160 47.75 40 1402 232+521 232+561 40.26 15
5 - 175
S. Curve S. Curve
1403 232+646 232+684 37.74 15 1445 235+118 235+134 16.29 30
1404 232+716 232+756 39.70 15 1446 235+182 235+201 18.78 30
1405 232+829 232+893 63.46 25 1447 235+277 235+284 6.92 30
1406 232+915 232+931 16.53 50 1448 235+289 235+362 73.38 200
1407 232+941 232+971 29.15 100 1449 235+381 235+401 19.92 50
1408 232+986 233+023 37.39 15 1450 235+407 235+451 44.06 25
1409 233+038 233+059 20.46 50 1451 235+455 235+497 41.82 20
1410 233+061 233+077 15.45 50 1452 235+511 235+539 27.94 30
1411 233+134 233+198 64.47 25 1453 235+548 235+571 22.97 20
1412 233+199 233+244 44.94 25 1454 235+618 235+631 12.97 100
1413 233+249 233+272 23.22 20 1455 235+681 235+716 35.09 40
1414 233+318 233+339 20.89 20 1456 235+724 235+747 23.04 40
1415 233+359 233+400 41.34 40 1457 235+760 235+779 18.67 30
1416 233+441 233+492 51.03 50 1458 235+789 235+838 49.37 25
1417 233+505 233+539 33.92 50 1459 235+851 235+914 62.29 25
1418 233+660 233+681 20.41 60 1460 235+923 235+951 27.68 25
1419 233+707 233+729 21.99 25 1461 235+998 236+035 36.60 30
1420 233+730 233+768 37.59 50 1462 236+061 236+091 30.11 20
1421 233+773 233+817 43.96 25 1463 236+176 236+197 21.18 30
1422 233+836 233+882 45.57 30 1464 236+225 236+239 13.74 30
1423 233+928 233+943 14.91 100 1465 236+256 236+305 49.15 30
1424 233+960 233+987 27.20 50 1466 236+333 236+359 26.02 50
1425 234+054 234+087 33.07 500 1467 236+380 236+412 32.82 20
1426 234+143 234+181 38.10 50 1468 236+422 236+443 21.29 25
1427 234+199 234+215 15.54 30 1469 236+488 236+501 13.25 25
1428 234+230 234+252 21.95 40 1470 236+504 236+534 29.43 25
1429 234+268 234+301 32.74 30 1471 236+594 236+616 22.43 25
1430 234+330 234+344 14.05 30 1472 236+645 236+670 24.96 200
1431 234+356 234+392 35.79 25 1473 236+699 236+739 39.69 200
1432 234+401 234+417 16.37 30 1474 236+779 236+807 27.46 25
1433 234+447 234+460 12.55 25 1475 236+829 236+853 24.71 30
1434 234+470 234+490 19.69 300 1476 236+870 236+909 38.35 35
1435 234+501 234+517 16.59 200 1477 236+911 236+959 47.57 30
1436 234+587 234+636 49.02 100 1478 236+976 237+034 58.59 25
1437 234+638 234+662 23.81 30 1479 237+070 237+082 12.61 25
1438 234+706 234+743 37.44 30 1480 237+090 237+121 31.23 20
1439 234+768 234+830 61.86 40 1481 237+139 237+155 16.25 25
1440 234+835 234+868 33.24 50 1482 237+211 237+231 20.37 30
1441 234+874 234+915 40.64 50 1483 237+242 237+285 42.79 30
1442 234+976 235+018 42.11 25 1484 237+304 237+385 81.01 70
1443 235+033 235+073 39.74 25 1485 237+392 237+407 14.76 40
1444 235+080 235+097 17.29 30 1486 237+454 237+469 14.37 40
5 - 176
S. Curve S. Curve
1487 237+479 237+523 44.62 25 1529 239+729 239+753 23.92 30
1488 237+568 237+589 21.55 20 1530 239+788 239+823 35.59 30
1489 237+611 237+632 20.93 30 1531 239+846 239+875 29.27 30
1490 237+649 237+668 18.78 50 1532 239+925 239+960 34.48 40
1491 237+679 237+710 30.65 25 1533 239+974 240+035 60.56 40
1492 237+738 237+756 18.38 25 1534 240+048 240+088 39.28 35
1493 237+765 237+813 47.90 30 1535 240+098 240+132 34.05 25
1494 237+845 237+862 17.51 50 1536 240+144 240+196 52.03 35
1495 237+873 237+910 36.44 100 1537 240+213 240+251 38.17 25
1496 237+931 237+959 28.81 20 1538 240+259 240+286 27.64 30
1497 238+005 238+055 50.16 30 1539 240+395 240+446 50.99 30
1498 238+061 238+082 21.15 25 1540 240+457 240+507 50.04 20
1499 238+092 238+142 50.26 40 1541 240+523 240+535 12.24 40
1500 238+142 238+181 38.60 30 1542 240+540 240+567 27.29 25
1501 238+199 238+230 31.70 30 1543 240+568 240+598 30.29 50
1502 238+246 238+263 16.90 50 1544 240+605 240+634 29.41 25
1503 238+279 238+321 42.04 50 1545 240+685 240+702 16.89 40
1504 238+347 238+380 32.14 30 1546 240+707 240+755 47.97 40
1505 238+501 238+516 14.37 30 1547 240+755 240+802 47.42 25
1506 238+526 238+565 39.13 30 1548 240+818 240+832 14.77 30
1507 238+588 238+631 42.29 30 1549 240+851 240+895 44.15 25
1508 238+644 238+679 35.05 40 1550 240+900 240+945 44.18 20
1509 238+790 238+815 25.51 35 1551 240+955 240+988 32.66 30
1510 238+823 238+850 27.27 25 1552 241+008 241+027 19.55 30
1511 238+865 238+908 42.69 80 1553 241+051 241+064 13.22 50
1512 238+938 238+954 15.78 50 1554 241+112 241+159 47.13 25
1513 238+966 238+991 24.36 25 1555 241+192 241+241 49.68 20
1514 239+004 239+032 28.63 30 1556 241+344 241+374 29.88 50
1515 239+040 239+064 23.92 30 1557 241+397 241+449 51.61 25
1516 239+124 239+145 21.42 80 1558 241+454 241+536 82.08 40
1517 239+174 239+193 19.25 30 1559 241+544 241+569 25.64 35
1518 239+201 239+228 27.14 20 1560 241+576 241+596 19.46 40
1519 239+251 239+305 54.13 45 1561 241+612 241+631 18.82 100
1520 239+315 239+354 39.17 40 1562 241+645 241+691 45.73 30
1521 239+362 239+395 33.36 40 1563 241+716 241+753 37.43 50
1522 239+402 239+428 26.88 25 1564 241+775 241+826 51.32 25
1523 239+436 239+469 32.94 15 1565 242+024 242+091 67.37 35
1524 239+479 239+540 61.27 30 1566 242+131 242+155 24.40 30
1525 239+592 239+607 14.76 20 1567 242+171 242+221 49.53 30
1526 239+618 239+634 16.03 30 1568 242+243 242+278 34.72 30
1527 239+647 239+663 16.14 50 1569 242+315 242+339 24.48 50
1528 239+680 239+711 31.10 30 1570 242+359 242+405 46.08 40
5 - 177
S. Curve S. Curve
1571 242+413 242+444 31.66 30 1613 244+836 244+852 15.76 25
1572 242+490 242+516 26.38 20 1614 244+859 244+885 25.21 15
1573 242+536 242+592 56.26 25 1615 244+903 244+943 40.82 20
1574 242+658 242+688 30.17 50 1616 244+958 244+970 12.12 20
1575 242+703 242+734 31.86 20 1617 244+984 245+021 36.88 25
1576 242+749 242+784 35.19 25 1618 245+034 245+072 38.12 30
1577 242+786 242+811 24.24 30 1619 245+134 245+158 24.01 20
1578 242+850 242+911 60.90 100 1620 245+214 245+245 30.68 150
1579 242+985 243+016 30.53 40 1621 245+249 245+275 25.66 30
1580 243+028 243+042 14.26 40 1622 245+304 245+334 30.21 30
1581 243+069 243+095 25.95 30 1623 245+356 245+380 23.15 50
1582 243+103 243+127 24.54 25 1624 245+381 245+403 21.43 30
1583 243+137 243+151 13.42 25 1625 245+474 245+515 41.11 20
1584 243+168 243+222 53.85 20 1626 245+520 245+549 29.39 15
1585 243+253 243+296 42.41 30 1627 245+614 245+717 103.10 120
1586 243+330 243+366 36.17 30 1628 245+739 245+764 25.12 30
1587 243+366 243+392 26.27 50 1629 245+791 245+808 17.32 15
1588 243+413 243+448 34.59 40 1630 245+834 245+850 16.01 30
1589 243+456 243+488 32.20 20 1631 245+872 245+881 9.20 50
1590 243+503 243+522 18.87 20 1632 245+924 245+956 32.71 50
1591 243+531 243+575 43.62 25 1633 245+994 246+040 46.00 60
1592 243+607 243+648 41.09 25 1634 246+059 246+097 37.31 15
1593 243+666 243+684 17.85 30 1635 246+101 246+120 19.13 30
1594 243+691 243+758 66.44 40 1636 246+126 246+141 15.52 30
1595 243+775 243+812 36.76 25 1637 246+151 246+167 15.41 30
1596 243+834 243+868 33.54 25 1638 246+216 246+291 74.36 70
1597 243+880 243+913 33.16 25 1639 246+295 246+318 23.49 20
1598 243+923 243+948 25.36 20 1640 246+370 246+404 33.68 50
1599 243+958 243+984 25.75 20 1641 246+436 246+452 15.37 15
1600 244+031 244+062 31.65 15 1642 246+464 246+487 22.52 15
1601 244+080 244+144 63.84 30 1643 246+499 246+519 19.29 15
1602 244+176 244+207 30.17 30 1644 246+530 246+569 38.65 20
1603 244+217 244+263 46.54 50 1645 246+733 246+752 19.75 30
1604 244+296 244+359 62.17 50 1646 246+764 246+822 57.22 30
1605 244+363 244+389 26.18 15 1647 246+839 246+863 24.18 50
1606 244+396 244+411 15.03 30 1648 246+879 246+909 29.52 25
1607 244+419 244+441 22.27 20 1649 246+924 246+950 25.17 25
1608 244+496 244+531 35.39 45 1650 246+964 247+001 36.32 25
1609 244+537 244+567 30.07 45 1651 247+033 247+052 18.79 50
1610 244+601 244+623 22.38 30 1652 247+098 247+132 34.21 20
1611 244+679 244+754 74.20 150 1653 247+211 247+253 42.74 60
1612 244+795 244+833 37.69 25 1654 247+259 247+310 51.24 40
5 - 178
S. Curve S. Curve
1655 247+360 247+406 45.80 25 1676 248+947 248+973 26.53 100
1656 247+414 247+429 14.48 30 1677 248+996 249+020 23.80 50
1657 247+451 247+481 30.22 60 1678 249+032 249+054 21.31 30
1658 247+509 247+535 25.77 60 1679 249+068 249+094 26.48 30
1659 247+561 247+597 36.40 30 1680 249+109 249+200 91.33 50
1660 247+640 247+694 54.40 70 1681 249+275 249+307 32.80 80
1661 247+728 247+775 47.01 70 1682 249+383 249+412 28.51 150
1662 247+787 247+861 73.88 80 1683 249+502 249+544 42.01 150
1663 247+960 247+992 31.56 80 1684 249+430 249+474 43.94 15
1664 248+039 248+091 51.61 25 1685 249+557 249+588 31.58 150
1665 248+187 248+231 44.26 30 1686 249+667 249+687 20.23 100
1666 248+265 248+291 26.14 50 1687 249+726 249+747 20.29 100
1667 248+303 248+325 22.00 40 1688 249+800 249+834 34.00 300
1668 248+336 248+375 38.33 30 1689 249+604 249+649 45.20 15
1669 248+381 248+405 23.40 30 1690 249+917 249+942 24.67 200
1670 248+420 248+449 29.50 80 1691 250+040 250+055 14.22 500
1671 248+502 248+529 27.24 15 1692 250+139 250+222 82.35 200
1672 248+533 248+577 43.48 50 1693 250+291 250+319 28.36 500
1673 248+586 248+618 31.78 25 1694 250+358 250+414 55.75 200
1674 248+621 248+694 72.50 35 1695 250+433 250+465 32.19 200
1675 248+760 248+802 41.60 100 1696 250+498 250+525 26.37 200
5.3.2 Carriageway Widening Principle
Presently the existing road is consisting of 2-lane (1.5%), Intermediate lane (8.8%) and
single lane (89.70%) sections. In majority of the stretch hill is on one side and steep
valley on other side. Due to land side stability and inadequate retaining walls are
existing at some locations as mentioned in Inventory data of retaining structure. The
condition of these structures is fairly good.
While developing widening scheme for proposed two lane configuration highway
attempts are made to make use of the available retaining walls and to make up the total
required widening on hill side. It is to mention that widening on valley side practically not
feasible due to steep terrain conditions in most of the sections. Widening on valley side
has been proposed only in such sections where ever it is feasible.
The widening scheme along with improvement of alignment, by passes have been
discussed with CE (NH) HP PWD during his site visit on 11th January 2011 and his
views/suggestions have been incorporated in the proposed alignment after further
5 - 179
reviewing the same at site on 12th and 13th January 2011 along with the state PWD
officials dealing with this NH Section.
Kilometre wise details of widening scheme is below –
Details of Proposed Widening

Sr. Design Chainage (km) Length Widening
Remarks
No. Start End (m) Side
1 141000 141175 175.000 Right
2 141175 141380 205.000 Left
3 141380 141682 302.000 Right
4 141682 141753 71.000 Concentric
5 141753 141900 147.000 Realignment
6 141900 141975 75.000 Right
7 141975 142105 130.000 Left
8 142105 142177 72.000 Right
9 142177 142215 38.000 Left
10 142215 142250 35.000 Right
11 142250 142275 25.000 Left
12 142275 142353 78.000 Right
13 142353 142385 32.000 Left
14 142385 142950 565.000 Right
15 142950 143050 100.000 Left
16 143050 143080 30.000 Concentric
17 143080 143190 110.000 Right
18 143190 143640 450.000 Concentric
19 143640 143700 60.000 Right
20 143700 143800 100.000 Concentric
21 143800 144340 540.000 Right
22 144340 144810 470.000 Concentric
23 144810 144900 90.000 Right
24 144900 145630 730.000 Concentric
25 145630 145750 120.000 Right
26 145750 145930 180.000 Concentric
27 145930 146260 330.000 Right
28 146260 146390 130.000 Concentric
29 146390 146470 80.000 Right
30 146470 146670 200.000 Concentric
31 146670 146720 50.000 Right
32 146720 146834 114.000 Concentric
33 146834 147256 422.000 Realignment
34 147256 147380 124.000 Concentric
35 147380 147430 50.000 Left
5 - 180

Remarks
36 147430 147560 130.000 Concentric
37 147560 147660 100.000 Left
38 147660 147870 210.000 Concentric
39 147870 147940 70.000 Left
40 147940 148040 100.000 Concentric
41 148040 148275 235.000 Left
42 148275 148717 442.000 Realignment
43 148717 148860 143.000 Concentric
44 148860 148950 90.000 Left
45 148950 149040 90.000 Concentric
46 149040 149080 40.000 Right
47 149080 149275 195.000 Concentric
48 149275 149606 331.000 Realignment
49 149606 149697 91.000 Concentric
50 149697 149959 262.000 Realignment
51 149959 150110 151.000 Right
52 150110 150171 61.000 Left
53 150171 150485 314.000 Realignment
54 150485 150590 105.000 Concentric
Curve
55 150590 150683 93.000
Improvement
56 150683 150860 177.000 Concentric
57 150860 150970 110.000 Right
58 150970 151343 373.000 Concentric
Curve
59 151343 151519 176.000
Improvement
60 151519 151621 102.000 Left
61 151621 151881 260.000 Realignment
62 151881 152330 449.000 Concentric
63 152330 152480 150.000 Left
64 152480 152843 363.000 Concentric
65 152843 153098 255.000 Realignment
66 153098 153220 122.000 Left
67 153220 153323 103.000 Concentric
68 153323 153776 453.000 Realignment
69 153776 153870 94.000 Concentric
70 153870 153980 110.000 Right
71 153980 154040 60.000 Concentric
72 154040 154180 140.000 Right
73 154180 154270 90.000 Concentric
74 154270 154330 60.000 Right
75 154330 154430 100.000 Concentric
76 154430 154690 260.000 Left
5 - 181

Remarks
77 154690 154840 150.000 Concentric
78 154840 154957 117.000 Left
79 154957 155444 487.000 Realignment
80 155444 155770 326.000 Right
81 155770 155850 80.000 Concentric
82 155850 155900 50.000 Left
83 155900 156170 270.000 Concentric
84 156170 156310 140.000 Right
85 156310 157061 751.000 Concentric
Curve
86 157061 157200 139.000
Improvement
87 157200 157880 680.000 Concentric
88 157880 158080 200.000 Right
89 158080 158820 740.000 Concentric
90 158820 159013 193.000 Right
91 159013 159721 708.000 Realignment
92 159721 160074 353.000 Left
93 160074 160798 724.000 Realignment
94 160798 160920 122.000 Concentric
95 160920 161225 305.000 Right
Curve
96 161225 161350 125.000
Improvement
97 161350 161420 70.000 Concentric
98 161420 161510 90.000 Left
99 161510 161550 40.000 Concentric
100 161550 161620 70.000 Left
101 161620 161720 100.000 Concentric
102 161720 161847 127.000 Left
Curve
103 161847 161939 92.000
Improvement
104 161939 162128 189.000 Left
Curve
105 162128 162360 232.000
Improvement
106 162360 162590 230.000 Concentric
107 162590 162660 70.000 Left
108 162660 162730 70.000 Concentric
109 162730 162785 55.000 Left
110 162785 163165 380.000 Realignment
111 163165 163260 95.000 Concentric
112 163260 163564 304.000 Left
Curve
113 163564 163781 217.000
Improvement
114 163781 163831 50.000 Left
5 - 182

Remarks
Curve
115 163831 163951 120.000
Improvement
116 163951 164046 95.000 Left
Curve
117 164046 164241 195.000
Improvement
118 164241 164307 66.000 Left
Curve
119 164307 164402 95.000
Improvement
120 164402 164970 568.000 Left
121 164970 165080 110.000 Concentric
122 165080 165558 478.000 Right
123 165558 165676 118.000 Realignment
124 165676 167150 1474.000 Right
125 167150 167540 390.000 Left
126 167540 167620 80.000 Concentric
Curve
127 167620 167691 71.000
Improvement
128 167691 167751 60.000 Left
Curve
129 167751 167893 142.000
Improvement
130 167893 168151 258.000 Left
Curve
131 168151 168242 91.000
Improvement
132 168242 168470 228.000 Left
133 168470 168898 428.000 Concentric
Curve
134 168898 168987 89.000
Improvement
135 168987 169565 578.000 Right
Curve
136 169565 170790 1225.000
Improvement
137 170790 170946 156.000 Concentric
Curve
138 170946 171033 87.000
Improvement
139 171033 171350 317.000 Right
140 171350 171428 78.000 Concentric
Curve
141 171428 171540 112.000
Improvement
142 171540 171922 382.000 Right
Curve
143 171922 172008 86.000
Improvement
144 172008 172599 591.000 Right
Curve
145 172599 172676 77.000
Improvement
146 172676 173600 924.000 Right
147 173600 173720 120.000 Concentric
5 - 183

Remarks
148 173720 173920 200.000 Right
149 173920 174070 150.000 Concentric
150 174070 174450 380.000 Right
151 174450 176290 1840.000 Concentric
152 176290 176510 220.000 Right
153 176510 176560 50.000 Left
154 176560 177162 602.000 Concentric
Curve
155 177162 177238 76.000
Improvement
156 177238 177770 532.000 Right
157 177770 177890 120.000 Concentric
158 177890 178046 156.000 Right
Curve
159 178046 178116 70.000
Improvement
160 178116 178220 104.000 Right
161 178220 178650 430.000 Concentric
162 178650 178930 280.000 Left
163 178930 179150 220.000 Concentric
164 179150 179330 180.000 Left
165 179330 179440 110.000 Concentric
166 179440 179830 390.000 Left
167 179830 179940 110.000 Right
Curve
168 179940 180017 77.000
Improvement
169 180017 180570 553.000 Concentric
Curve
170 180570 180678 108.000
Improvement
171 180678 180720 42.000 Concentric
172 180720 180930 210.000 Left
173 180930 180980 50.000 Concentric
174 180980 181090 110.000 Left
175 181090 181746 656.000 Concentric
Curve
176 181746 181869 123.000
Improvement
177 181869 182020 151.000 Concentric
178 182020 182090 70.000 Left
179 182090 182260 170.000 Concentric
180 182260 182660 400.000 Left
181 182660 182860 200.000 Concentric
182 182860 183050 190.000 Left
183 183050 183170 120.000 Concentric
184 183170 184410 1240.000 Left
185 184410 184540 130.000 Concentric
5 - 184

Remarks
186 184540 184676 136.000 Left
Curve
187 184676 184765 89.000
Improvement
188 184765 185106 341.000 Concentric
189 185106 185731 625.000 Realignment
190 185731 185830 99.000 Left
191 185830 185855 25.000 Right
192 185855 186313 458.000 Realignment
193 186313 186360 47.000 Right
194 186360 186628 268.000 Concentric
Curve
195 186628 186702 74.000
Improvement
196 186702 187040 338.000 Left
197 187040 187280 240.000 Concentric
198 187280 187530 250.000 Left
199 187530 187630 100.000 Concentric
200 187630 187695 65.000 Right
201 187695 187966 271.000 Realignment
202 187966 188510 544.000 Concentric
203 188510 188580 70.000 Right
204 188580 188850 270.000 Concentric
205 188850 189010 160.000 Right
206 189010 189410 400.000 Concentric
207 189410 189613 203.000 Left
208 189613 189955 342.000 Realignment
209 189955 190305 350.000 Concentric
Curve
210 190305 190431 126.000
Improvement
211 190431 190590 159.000 Concentric
212 190590 190700 110.000 Left
213 190700 190770 70.000 Right
214 190770 190870 100.000 Left
215 190870 191458 588.000 Concentric
Curve
216 191458 191592 134.000
Improvement
217 191592 191630 38.000 Right
218 191630 191690 60.000 Concentric
219 191690 191760 70.000 Right
220 191760 192350 590.000 Concentric
221 192350 192388 38.000 Right
222 192388 193089 701.000 Realignment
223 193089 193310 221.000 Left
224 193310 193419 109.000 Concentric
5 - 185

Remarks
Curve
225 193419 193532 113.000
Improvement
226 193532 194018 486.000 Left
Curve
227 194018 194168 150.000
Improvement
228 194168 195060 892.000 Concentric
229 195060 195600 540.000 Left
230 195600 195650 50.000 Concentric
231 195650 195740 90.000 Left
232 195740 195810 70.000 Concentric
233 195810 195910 100.000 Right
234 195910 196020 110.000 Concentric
235 196020 196170 150.000 Right
236 196170 196210 40.000 Concentric
237 196210 196550 340.000 Right
238 196550 196640 90.000 Concentric
239 196640 196783 143.000 Right
Curve
240 196783 196886 103.000
Improvement
241 196886 197020 134.000 Concentric
242 197020 197220 200.000 Right
243 197220 197340 120.000 Concentric
244 197340 197530 190.000 Right
Curve
245 197530 197603 73.000
Improvement
246 197603 197660 57.000 Right
247 197660 197760 100.000 Concentric
248 197760 197886 126.000 Right
Curve
249 197886 197975 89.000
Improvement
250 197975 198160 185.000 Right
251 198160 198220 60.000 Concentric
252 198220 198480 260.000 Right
253 198480 198790 310.000 Concentric
254 198790 199222 432.000 Right
Curve
255 199222 199307 85.000
Improvement
256 199307 199370 63.000 Concentric
257 199370 199821 451.000 Right
Curve
258 199821 199964 143.000
Improvement
259 199964 200070 106.000 Right
Curve
260 200070 200185 115.000
Improvement
5 - 186

Remarks
261 200185 200322 137.000 Concentric
262 200322 200843 521.000 Realignment
263 200843 200960 117.000 Right
264 200960 201005 45.000 Concentric
Curve
265 201005 201085 80.000
Improvement
266 201085 202938 1853.000 Right
Curve
267 202938 203009 71.000
Improvement
268 203009 203138 129.000 Right
Curve
269 203138 203266 128.000
Improvement
270 203266 203799 533.000 Right
Curve
271 203799 203868 69.000
Improvement
272 203868 204414 546.000 Right
Curve
273 204414 204529 115.000
Improvement
274 204529 204741 212.000 Right
Curve
275 204741 204813 72.000
Improvement
276 204813 205070 257.000 Right
277 205070 205210 140.000 Concentric
278 205210 205927 717.000 Right
Curve
279 205927 206084 157.000
Improvement
280 206084 208121 2037.000 Right
Curve
281 208121 208216 95.000
Improvement
282 208216 208639 423.000 Right
Curve
283 208639 208747 108.000
Improvement
284 208747 209301 554.000 Right
Curve
285 209301 209374 73.000
Improvement
286 209374 211120 1746.000 Right
287 211120 211170 50.000 Concentric
288 211170 211357 187.000 Right
Curve
289 211357 211479 122.000
Improvement
290 211479 211500 21.000 Right
Curve
291 211500 211648 148.000
Improvement
292 211648 211690 42.000 Concentric
293 211690 211790 100.000 Right
5 - 187

Remarks
294 211790 212030 240.000 Concentric
295 212030 212260 230.000 Right
296 212260 212340 80.000 Concentric
297 212340 212480 140.000 Right
298 212480 212580 100.000 Concentric
299 212580 212860 280.000 Right
300 212860 213270 410.000 Concentric
301 213270 213370 100.000 Right
302 213370 213440 70.000 Left
303 213440 213642 202.000 Right
Curve
304 213642 213712 70.000
Improvement
305 213712 213790 78.000 Concentric
306 213790 214770 980.000 Right
307 214770 214840 70.000 Concentric
308 214840 215240 400.000 Right
309 215240 215330 90.000 Concentric
310 215330 215620 290.000 Right
311 215620 215700 80.000 Concentric
312 215700 215797 97.000 Right
Curve
313 215797 215924 127.000
Improvement
314 215924 216010 86.000 Concentric
315 216010 216270 260.000 Right
316 216270 216319 49.000 Concentric
Curve
317 216319 216483 164.000
Improvement
318 216483 216566 83.000 Right
Curve
319 216566 216822 256.000
Improvement
320 216822 216860 38.000 Right
321 216860 216930 70.000 Concentric
322 216930 217079 149.000 Right
Curve
323 217079 217183 104.000
Improvement
324 217183 217245 62.000 Concentric
Curve
325 217245 217317 72.000
Improvement
326 217317 217380 63.000 Concentric
327 217380 217466 86.000 Right
Curve
328 217466 217615 149.000
Improvement
329 217615 217680 65.000 Right
330 217680 218000 320.000 Concentric
5 - 188

Remarks
331 218000 218034 34.000 Right
332 218034 218261 227.000 Realignment
333 218261 218760 499.000 Right
334 218760 218918 158.000 Concentric
Curve
335 218918 219026 108.000
Improvement
336 219026 219224 198.000 Concentric
Curve
337 219224 219296 72.000
Improvement
338 219296 219508 212.000 Concentric
339 219508 219830 322.000 Realignment
340 219830 220060 230.000 Concentric
341 220060 220104 44.000 Right
Curve
342 220104 220174 70.000
Improvement
343 220174 220255 81.000 Right
Curve
344 220255 220357 102.000
Improvement
345 220357 220461 104.000 Right
Curve
346 220461 220551 90.000
Improvement
347 220551 220678 127.000 Right
Curve
348 220678 220843 165.000
Improvement
349 220843 220873 30.000 Right
Curve
350 220873 220964 91.000
Improvement
351 220964 221004 40.000 Concentric
Curve
352 221004 221101 97.000
Improvement
353 221101 221136 35.000 Right
Curve
354 221136 221270 134.000
Improvement
355 221270 221580 310.000 Right
356 221580 221800 220.000 Concentric
357 221800 222450 650.000 Right
358 222450 222800 350.000 Concentric
359 222800 222821 21.000 Right
Curve
360 222821 222899 78.000
Improvement
361 222899 222960 61.000 Concentric
362 222960 223105 145.000 Right
Curve
363 223105 223264 159.000
Improvement
5 - 189

Remarks
364 223264 223360 96.000 Concentric
365 223360 224430 1070.000 Right
366 224430 224500 70.000 Concentric
367 224500 224641 141.000 Right
Curve
368 224641 224838 197.000
Improvement
369 224838 224950 112.000 Right
Curve
370 224950 225027 77.000
Improvement
371 225027 225230 203.000 Right
372 225230 225380 150.000 Concentric
373 225380 225823 443.000 Right
Curve
374 225823 225905 82.000
Improvement
375 225905 225950 45.000 Right
376 225950 226180 230.000 Concentric
377 226180 226760 580.000 Right
378 226760 226840 80.000 Concentric
379 226840 226900 60.000 Right
380 226900 226959 59.000 Concentric
Curve
381 226959 227067 108.000
Improvement
382 227067 227160 93.000 Right
383 227160 227320 160.000 Concentric
384 227320 227564 244.000 Right
Curve
385 227564 227649 85.000
Improvement
386 227649 227740 91.000 Right
387 227740 227951 211.000 Concentric
388 227951 228259 308.000 Realignment
389 228259 228450 191.000 Right
390 228450 228560 110.000 Concentric
391 228560 229161 601.000 Right
392 229161 229475 314.000 Realignment
393 229475 229550 75.000 Concentric
394 229550 229720 170.000 Right
395 229720 229800 80.000 Concentric
396 229800 229880 80.000 Right
397 229880 229930 50.000 Left
398 229930 230050 120.000 Concentric
399 230050 230118 68.000 Right
Curve
400 230118 230266 148.000
Improvement
5 - 190

Remarks
401 230266 230300 34.000 Right
402 230300 230390 90.000 Concentric
403 230390 230490 100.000 Right
404 230490 230710 220.000 Concentric
405 230710 231320 610.000 Right
406 231320 231750 430.000 Right
Curve
407 231750 231911 161.000
Improvement
408 231911 231970 59.000 Concentric
409 231970 232050 80.000 Right
410 232050 232400 350.000 Concentric
411 232400 232500 100.000 Right
412 232500 232940 440.000 Concentric
413 232940 233140 200.000 Right
Curve
414 233140 233246 106.000
Improvement
415 233246 233427 181.000 Right
416 233427 233705 278.000 Realignment
417 233705 233804 99.000 Right
Curve
418 233804 233970 166.000
Improvement
419 233970 234002 32.000 Right
Curve
420 234002 234184 182.000
Improvement
421 234184 234342 158.000 Concentric
Curve
422 234342 234414 72.000
Improvement
423 234414 234450 36.000 Right
424 234450 234650 200.000 Concentric
425 234650 234710 60.000 Right
426 234710 234774 64.000 Concentric
Curve
427 234774 234922 148.000
Improvement
428 234922 234970 48.000 Left
429 234970 235040 70.000 Concentric
Curve
430 235040 235120 80.000
Improvement
431 235120 235210 90.000 Left
432 235210 235260 50.000 Right
433 235260 235411 151.000 Concentric
Curve
434 235411 235497 86.000
Improvement
435 235497 235827 330.000 Concentric
436 235827 235940 113.000 Curve
5 - 191

Remarks
Improvement
437 235940 235970 30.000 Left
438 235970 236120 150.000 Concentric
439 236120 236190 70.000 Right
440 236190 236428 238.000 Concentric
Curve
441 236428 236502 74.000
Improvement
442 236502 236642 140.000 Left
Curve
443 236642 236775 133.000
Improvement
444 236775 237280 505.000 Left
445 237280 237710 430.000 Concentric
446 237710 237960 250.000 Left
447 237960 238140 180.000 Concentric
448 238140 238470 330.000 Left
449 238470 238680 210.000 Concentric
450 238680 238790 110.000 Left
451 238790 239090 300.000 Concentric
452 239090 239200 110.000 Left
453 239200 239350 150.000 Concentric
454 239350 239810 460.000 Left
455 239810 239870 60.000 Right
456 239870 241360 1490.000 Concentric
457 241360 241398 38.000 Left
Curve
458 241398 241530 132.000
Improvement
459 241530 241650 120.000 Concentric
460 241650 241710 60.000 Right
461 241710 241754 44.000 Concentric
Curve
462 241754 241835 81.000
Improvement
463 241835 241940 105.000 Left
464 241940 242220 280.000 Concentric
465 242220 242340 120.000 Left
466 242340 242535 195.000 Concentric
Curve
467 242535 242610 75.000
Improvement
468 242610 242676 66.000 Left
Curve
469 242676 242750 74.000
Improvement
470 242750 242875 125.000 Concentric
Curve
471 242875 242965 90.000
Improvement
472 242965 244290 1325.000 Concentric
5 - 192

Remarks
473 244290 244410 120.000 Left
474 244410 244590 180.000 Concentric
475 244590 244730 140.000 Left
476 244730 245120 390.000 Concentric
477 245120 245220 100.000 Right
478 245220 245280 60.000 Concentric
479 245280 245480 200.000 Left
480 245480 245860 380.000 Concentric
481 245860 245990 130.000 Right
482 245990 246760 770.000 Concentric
483 246760 247110 350.000 Right
484 247110 247260 150.000 Concentric
Curve
485 247260 247370 110.000
Improvement
486 247370 247510 140.000 Right
487 247510 247600 90.000 Concentric
488 247600 247750 150.000 Right
489 247750 247880 130.000 Concentric
490 247880 247990 110.000 Right
491 247990 248090 100.000 Concentric
492 248090 248640 550.000 Right
493 248640 249101 461.000 Concentric
494 249101 250503 1402.000 Realignment
495 250503 250592 89.000 Right
5.3.2.1 Median Width
There is no provision of median in the project road.
• Cross Sectional Elements
Following are the details of cross sectional elements used for the project road:
List of Proposed Typical Cross Section
Typical
Cross Applicability Cross-Sectional Elements
Section
Total width of Roadway – 11.250 m
(inclusive of drain on both side)
Type - 1 Both Side Hill
• Carriageway – 7.00 m
(Fig 5.1) (Cut Portion)
• Both side Granular shoulder – 1.0 m
• Both side Lined Drain – 1.125 m
5 - 193
Typical
Section
(inclusive of drain and parapet)
One Side Hill other
Type – 2 • Hill side Granular shoulder – 1.0 m
side Valley
(Fig 5.2) • Hill side Lined drain – 1.125 m
• Valley Side Earthen Shoulder – 2.0 m
• Parapet on Valley side – 0.40 m
Both Side Valley (inclusive of parapet on both side)
Type – 3
(Both side Retaining • Carriageway – 7.00 m
(Fig 5.3)
wall) • Both Side Earthen Shoulder – 2.0 m
• Both side Parapet – 0.4 m
Type – 4
Plain section
(Fig 5.4) • Carriageway – 7.00 m
• Both side Earthen Shoulder – 2.50 m
(inclusive of both side Covered Drain)
Type – 5
Built up section • Carriageway – 7.00 m
(Fig 5.5)
• Both side Covered Drain – 1.00 m
5 - 194
Keeping these basic requirements various Typical Cross Sections have been developed for
project road. Typical Cross sections have been given in Following Figure.
TYPICAL PROPOSED CROSS SECTIONS
5 - 195
5 - 196
5 - 197
5.3.2.2 Payment Design
FLEXIBLE TYPE OF PAVEMENT HAS BEEN ADOPTED FOR WIDENING OF EXISTING CARRIAGEWAY AND NEW
CONSTRUCTION OF REALIGNED CARRIAGEWAY.
SEPARATE DESIGN FOR WIDENING/NEW CARRIAGEWAY AND STRENGTHENING OF EXISTING CARRIAGEWAY

HAS BEEN CARRIED OUT.
As per the guide lines issued by MoRTH for preparation of detailed project report, DPR
and cost estimates of NHIIP projects, the design year has been taken as end of year 2040
with construction period of 3 years:
Adopted Pavement Composition
Pavement Layers (mm)

Design (km) DBM
BC (VG40) WMM CTSB Total
(VG40)
Km 141+000 to Km 145+825 30 50
Km 145.825 to Km 181.000 30 50 150 200 430

Km 181.000 to Km 208.950 30 50 150 200 430
Km. 208.950 to Km 250.592 30 50 150 200 430
Design of Overlay: The existing pavement was evaluated with a view to work out the
overlay requirement on the existing carriageway and to provide new crust in additional
lane. Benkelman Beam deflection studies were carried out along both outer edges of the
carriageway as per IRC 81-1997.
The deflections were measured, as per procedure detailed in IRC: 81-1997. Overlay
design has been carried out based on statistical analysis of all measurement. The overlay
thickness for the section from Km 141+000 to Km 145+825 is considered with average
BC 30 mm & DBM 50 mm.
5 - 198
5.3.3 General Arrangement of Proposed New Bridges
From the Inventory and Bridge condition survey of structures, the structures given in Table 5.3.2a have been proposed for Reconstruction due to
poor condition and inadequate carriage way.
10 Table 5.3.2a: List of Bridges for Reconstruction
Proposed Prop
Existing Propose
Existing Design Super osed Conditio Type of
S. Span d Span Name of Norma Remarks
Chainage Ch Structur Total Found n of Improvement
No Arrange Arrange Crossing l/Skew
(km) e Type Widt ation Bridge Proposal
ment ment
h (m)
Reconstruction
proposed due to poor
condition of Bridge,
180+61 proposed span
9 Steel arrangement kept
Girder almost same as the
Padchoo
with existing span
1 184+364 1x41.95 1x42.0 12.0 Khad Normal Open Poor Reconstruction
RCC arrangement, From
Crossing
Deck hydrological
Slab investigations the
length of Bridge is
sufficient for the
calculated linear
waterway.
181+80 Reconstruction
0 RCC T- Tor
proposed due to
2 185+717 1x12.20 1x13.96 Beam 12.0 Nallah Normal Open Fair Reconstruction
realignment and this
Girder Crossing
bridge in narrow
5 - 199
Proposed Prop
Existing Propose
ment ment
h (m)
condition, the span
length is increased
(Given neasm ) due
to Hydrology
189+75 Steel &
Reconstruction
5 PSC
proposed due to
1x28.7+ 1x30.0+1 Girders
Khad realignment and this
3 195+463 1x47.0+ x47.0+1x With 12.0 Normal Open Fair Reconstruction
Crossing bridge in narrow
1x28.7 30.0 RCC
condition, the span
Deck
length is increased
Slab
191+43 New construction due
PSC
6 to realignment,
Girder
exiting structure was
with Khad Temporar New
4 197+361 1x41.95 1x21.5 12.0 Normal Open temporary (no
RCC Crossing y & poor constrcution
abutment & bearings
Deck
- steel truss bridge
Slab
resting on road}
Reconstruction
proposed due to
RCC
220+28 Nallah realignment and this
5 230+228 1x6.1 1x6.4 Solid 12.0 Normal Open Fair Reconstruction
3 Crossing bridge in narrow
Slab
condition, the span
length is increase
5 - 200
Proposed Prop
Existing Propose
ment ment
h (m)
Reconstruction
proposed due to
RCC T-
6 235+318 1x19.75 1x21.5 Beam 12.0 Normal Open Fair Reconstruction
Girder
condition, the span
length is increased
Reconstruction
proposed due to
RCC T-
7 238+933 1x19.75 1x21.5 Beam 12.0 Normal Open Fair Reconstruction
Girder
condition, the span
length is increased
PSC Reconstruction
Girder proposed due to
229+38 with Khad realignment and this
8 240+486 1x31.75 1x32.2 12.0 Normal Open Fair Reconstruction
1 RCC Crossing bridge in narrow
Deck condition, the span
Slab length is increased
5 - 201
Theme Engineering Services Pvt. Ltd Final Detailed Project Report, Chapter-5 Engineering Design & Improvement Proposal
5.3.3.1 Design Considerations
Bridges
The existing structures, wherever having inadequate carriageway width, have been
widened as per latest MoRTH guidelines. The guidelines are as follows:
The bridges which are sound but narrower than 7.5m width (Carriageway) have been
widened.
• The bridges having solid slab type superstructure with open foundation or box type
superstructure shall be widened so as to make the deck width same as the approach
road width. If the width of additional widening is 1.0m (0.5m on each side) or less, the
widening of the structure may be dispensed with and traffic shall be guided with help of
crash barriers in a transition of 1 in 20 on either side of approaches.
• All existing bridges in sound condition with 7.5m wide carriageway shall be retained.
• The bridges having 2-lane carriageway and T-beam/Box type superstructure with
well/pile foundation may be retained and proper transition between approach and bridge
shall be provided with help of crash barriers.
Widening shall be done concentrically or eccentrically on either side or one side, which
will depend on how the proposed alignment is fixed. The bridges which are in sound
condition and having superstructure are widened with Minor Repairs like dismantling of
existing railing replaced by crash barrier, removal of damaged wearing course.
The list of bridges to be widened with minor repairs is given in Table 5.3.2b. Minor
Bridges consisting solid slab structures shall be widened as either concentric or
eccentric, slab shall be made integral by joining old slab with new slab by dismantling
the existing slab of approximately 400mm and SM substructure shall be widened with
RCC wall type piers by keeping 20mm gap between old and new structure.
Typical Cross Section for Proposed Reconstruction/New Bridges is shown below
(Proposed Reconstruction / New Construction Scheme of Bridges)

5 - 202
Culverts
Based on Culverts inventory and Condition survey, the structures which are structurally
distress shall be reconstructed.
All existing culverts which are not to be reconstructed shall be widened equal to the
roadway width of approaches. All slab culverts which are retained shall be widened with
RCC box culvert keeping 20mm gap in between old slab culvert and new box culvert
walls and old RCC slab made integral with new box culvert top slab. The widening
arrangement of RCC slab culvert has been shown in Figure 8.8.
All existing pipe culverts of diameter 900 mm and above, which are in sound condition
and functioning satisfactorily, may be extended using pipes of same diameter. For which
minimum cushion of 600mm shall be provided. The widening arrangement of RCC
Hume pipe culvert has been shown in Figure 8.10.
The culverts which are proposed for widening shall be provided with suitable bedding as
well as floor protection as per the MoRTH/IRC specifications.
Typical Cross Section of Proposed widening scheme for Culverts is given in Fig.5.3.2c,
5.3.2d. List of widening schemes of Culverts are given in Volume II Design Report
Part II Bridges & Structures, Table 5.3.2.1a, 5.3.2.1b, 5.3.2.1c, 5.3.2.1d, 5.3.2.1e,
5.3.2.1f
.
5.3.3.2 Design Criteria
The design of new structures shall be based on the following materials and loading.
Materials
Concrete Grade
Grade of concrete in various elements shall be as under for moderate conditions of

exposure:
 All PSC members - M40
 All RCC members - M35/M30
 Retaining Wall - M30/M25
 Culverts - M25/M20
 All PCC members - M20/M15 +
5 - 203
Reinforcement Steel
-High yield strength deformed bar shall be of grade Fe 415 as per IS: 1786-1979
-Mild steel bars shall be of grade Fe 240 as per IS: 1786-1979
Exposure Condition
Moderate exposure conditions shall be considered while designing various components of

all the structures.
Concrete Clear Covers:
For all reinforcement - As per Cl. 304.3 of IRC: 21/IRC 112
For pre-stress cable - As per clause 16 of IRC: 18 duct to outer most fibre
of girder
Pre-Stressing System
All ducts and anchorages will be suitable for 19T13 stress relieved low relaxation
strands conforming to IS 14268. The properties of the strands will be as follows:
a) System (Post tensioning) : 12K13/19K13 multi pull strand

system of "Freyssinet" or "ISMALCCL" or
equivalent
b) Cables (Post tensioning) : 12T13/19T13 cables with strands of

12.7mm nominal dia
c) High Tensile Steel :(for both post/pre tensioning)
Strands : Nominal 12.7mm dia. 7 ply low

relaxation strands conforming to class 2 of
IS: 14268-95
Area : 98.7 sq.mm per strand (Nominal cross -

sectional area)
Ultimate load : 183.71 KN per strand
Modulus of Elasticity : 1.95x105MPa
5 - 204
d)Sheathing (Post tensioning) :75mm OD/90mm OD Bright metal

corrugated flexible sheathing for
12T13/19K13 cables respectively.
e) Friction Coefficient : 0.25/radian
f) Wobble Coefficient : 0.0046/m
g) Anchorage Slip (Post tensioning) : 6mm average
h) Loss of force due to relaxation : 2.5% at 0.7 UTS after 1000 hrs. The final
relaxation value for design shall be 3.0
times the 1000 hr. value as per cl. 11.4 of
IRC: 18-1985.
Stressing shall be carried out simultaneously from both ends. All the strands of a cable
shall be stressed in one go. Provisions for 4% emergency cables will be provided. If
they are not utilised during construction, they will be pulled out and cable ducts will be
grouted and plugged suitably. Access to the super-structure shall be provided to enable
maintenance, inspection and future pre-stressing operations.
Structural Steel
Structural steel shall conform to IS: 226 with yield stress of 23.6 kg/mm2.
Bearings
Reinforced elastomeric bearings have been proposed for short span simply supported
superstructures. Elastomeric bearings shall be designed as per IRC: 83 (Part II) and
shall conform to Cl.2005 of MOST's Specifications for Road & Bridge Works (4th
Revision). RCC solid slab superstructures of culverts and minor bridges shall directly
rest on pier/abutment caps with a tar paper in between.
Pot fixed/POT PTFE sliding bearings shall be proposed for long span simply supported
superstructures and continuous superstructures. These bearings shall be designed and
supplied by the approved manufacturers. The loads and forces on the bearings shall be
calculated to enable the manufacturer to design these bearings and these shall conform
to Cl. 2006 of MOST's Specifications for Road & Bridge Works (4th Revision).
Expansion Joints
The following types of Expansion Joints shall be adopted:
5 - 205
Single Strip seal expansion joints have been proposed for superstructures having
movements up to ± 40mm.
The strip seal expansion joints shall conform to Cl. 2607 of MOST's Specifications for
Road and Bridge works (4th Revision).
Miscellaneous
An asphaltic concrete wearing course shall be provided over the deck slab. It shall
consist of a coat of mastic asphalt 15mm thick with a prime coat over the deck before
the wearing course is laid. The insulating layer of 6mm thick mastic asphalt with 75%
limestone dust filler and 25% of 30/40 penetration grade bitumen shall be laid at 375 F.
Two layers of 25mm each of asphaltic concrete shall be laid over the mastic asphalt.
Drainage spouts with gratings at the top shall be provided on the bridges to ensure
proper drainage of surface water.
An approach slab 3.50m long and 300mm thick resting on the bracket taken out from
the dirt wall shall be provided on both sides of the bridge resting on the 150mm thick
leveling course. The gap between the approach slab and dirt wall have been filled with
bituminous joint filer sealing compound.
Weep holes have been provided behind abutment and wing wall to avoid building up of
hydrostatic pressure behind them. Weep holes shall be provided 150mm, above the low
water level or bed level whichever is higher. In case of stone masonry weep holes of
150mm.diameter or 80X150mm. size in 1:20 slope shall be provided.
MORTH Specifications
The specifications for Road and Bridge Works of Ministry of Road Transport & Highways
published by Indian Road Congress have been used for materials to be used for
construction of bridges.
Loads and Load Combinations
Dead Loads
Following unit weights have been assumed in the design as per IRC Codes.
Pre-stressed Concrete - 2.5 t/cu.m
Reinforced Concrete - 2.4 t/cu.m
Plain Cement Concrete - 2.4 t/cu.m
Structural steel - 7.85 t/cu.m
5 - 206
Dry Density of Soil - 2.07 t/cu.m
Saturated Density of Soil - 2.2 t/cu.m
Superimposed Dead Loads
Wearing Coat : 65mm thick asphaltic concrete with total weight of 0.23 t/sq.m
(including allowance for overlay)
Crash barriers : From design (i.e. 1.0 t/m per side)
Carriageway Live Load
All the new cross drainage structures have been designed for the following loading-
Live Loads : One/Two lanes/Three lanes of IRC Class A. or 1

lane of IRC Class70R(wheeled/tracked)+1L CL-A
(Whichever produces the worst effect)
The impact factor has been considers as per Cl. 211 of IRC:6 for the relevant load
combinations. For simplicity in design, the impact factor for continuous structures has
been calculated for the smallest span of each module and used for all the spans in that
module.
Longitudinal Forces
The following effects have been considered for calculating the longitudinal forces in the
design-
• Braking forces as per the provision of Cl. 214 of IRC: 6.
• Frictional resistance offered to the movement of free bearings due to change

of temperature.
• Distribution of longitudinal forces due to horizontal deformation of

bearings/frictional resistance has been carried out as per Cl. 214.5 of IRC:6
by assuming stiff supports.
Centrifugal Forces
Bridges on a horizontal curve have been designed for centrifugal forces based on the
following equation-
C = WxV^2/127R
Where C = Centrifugal force acting normal to the traffic

5 - 207
W = Carriageway live load
V = Design speed of the vehicles using the bridge in km per hour
R = Radius of curvature in meters
The centrifugal forces have been considered to act at 1.20m above the formation level
of the bridge in the transverse direction. No impact values on carriageway live load have
been considered for calculating the centrifugal force.
Water Current Forces
The effect of water current forces have been calculated in accordance with clause
number 213 of IRC:6-2017 on sub-structure and foundations. High Flood level and
Velocity has been calculated based on the details received from relevant Government
departments or local inquiries.
Impact Forces
All the sub-structure and foundations in the river have been designed for the impact due
to striking of rolling boulders on the sub-structure in mountainous terrain. The
magnitudes of force have been decided based on field studies and in consultation with
client.
Earth Pressure
Horizontal forces due to earth pressure has been calculated as per the provision of Cl.
217 of IRC:6 assuming the following soil properties :
Type of soil assumed for backfilling : Dry Density of 1.9 t/cu.m and
Submerged Density of 1.2 t/cu.m
Angle of Internal Friction : φ = 30°
Angle of Wall Friction : δ = 20°
Coefficient of Friction `µ' at base : tan (2/3φ), where φ is the angle of internal
friction of substrata immediately under the
foundation.
Live load surcharge have been considered as equivalent to 1.2m height of earth fill in
case of abutments and equivalent to 0.6m height of earth fill in case of return/wing walls.
Wind Forces
5 - 208
Structures have been designed for wind effects as stipulated as Cl. 212 of the IRC:6.
The wind forces have been considered in the following two ways. The design has been
governed by the one producing the worst effect.
(i) Full wind forces at right angles to the superstructure
(ii) 65% of wind force as calculated in (i) above acting perpendicular to the
superstructure and 35% acting in traffic direction.
Bridges in seismic zones II and III need not be designed for seismic forces provided
both the following conditions are met.
(a) Span is less than 15m
(b) Total bridge length is less than 60m
The project road falls under seismic zone II. Horizontal seismic force has been
calculated using the following formula.
Feq = Ah x (Dead Load + Appropriate Live Load)
Where dead load and appropriate live load under seismic condition to be considered as per Table
1, and
Feq = Seismic force to be resisted
Ah = Horizontal seismic coefficient ((Z/2)(Sa/g))/(R/I)
Z = Zone factor as given in Table 5 of IRC:-6
I = Importance factor
Important bridges … 1.5
Other Bridges … 1.0
T = Fundamental period of the bridge member (in sec.) for
horizontal vibrations.
R = Response reduction factor (=2.5)
Sa/g = Average response acceleration coefficient for 5 percent damping

depending upon fundamental period of vibration T as given n fig. 12 of IRC:6-
2017.
Horizontal forces due to seismic effect shall be taken to act through the centre of gravity
of all the loads under consideration. The direction of these forces should be such that
the resultant stresses in the member under consideration are the maximum.
5 - 209
The seismic force due to live load has not been considered when acting in the direction
of traffic, but has been considered in the direction perpendicular to traffic.
Parts of structures embedded in soil shall not be considered to produce any seismic
forces.
Temperature Range
The bridge structure/components i.e. bearings and expansion joints, have been
designed for a temperature variation of + 25°C considering extreme climate.
The super-structures have been designed for effects of distribution of temperature

across the deck depth as per stipulations of BD 37/88 suitably modified for the surfacing
thickness.
Temperature effects are of three types -
Effect of non-linear distribution of temperature across the deck depth causes additional
tension and compression in the structure. It happens due to the difference in
temperature at top and bottom of super-structure. This causes eigen-stress in the
structure. In this case the supports do not offer any restrain to the hogging or sagging of
beam. The effect of eigen stresses have been considered for all the proposed bridges.
In case of continuous structures there will be effect of intermediate supports which gives
restrain to the free hogging and sagging of structure. The intermediate support prevents
the beams to freely hog or sag, which causes continuity stresses. The effect of
continuity stresses have been considered for continuous bridges.
Differential Shrinkage Effects
A minimum reinforcement of 0.2% of cross sectional area in the longitudinal direction of

the cast-in-situ slab has been provided to cater for differential shrinkage stresses in
superstructures with in-situ slab over pre-cast girders as per Cl 605.2 of IRC:22-1986.
However, effects due to differential shrinkage and/or differential creep shall be duly
accounted for in the design.
Construction Stage Loadings
A uniformly distributed load of 3.6 KN/m2 of the form area has been taken into account
of construction stage loadings in the design of superstructure elements, wherever
applicable, as per Cl. 4.2.2.2.2 of IRC: 87-1984.
5 - 210
The design shall take into account the temporary and locked-in-forces, adjusted by
creep effects, resulting from various methods of construction adopted. These forces will
include those arriving from each stage of construction.
Buoyancy
100% buoyancy has been considered while checking stability of foundations irrespective
of their resting on soil/weathered rock/or hard rock. However, the maximum base
pressures have also been checked under an additional condition with 50% buoyancy in
cases where foundations are embedded into hard rock. Pore pressure uplift limited to
15% has been considered while checking stresses of the substructure elements.
In the design of abutments, the effects of buoyancy shall be considered assuming the fill
behind abutments has been removed by scour.
Load Combination
All members have been designed to safely sustain the most critical combination of
various loads and forces that can coexist. Various load combinations as relevant with
increase in permissible stresses considered in the design as per Cl. 202 of IRC:6 and
Cl. 706 of IRC:78.
In addition, the stability of a bridge resting on neoprene/POT cum PTFE bearings has
been checked under one span dislodged condition. The load case has been checked
with seismic/wind load combinations.
Discharge for Calculation of Scour and Design of Protection Works
Scour depth for foundations and protection works has been designed for a larger
discharge in order to give adequate factor of safety. The percentage increase in
discharge based on catchment area is as follows-
i) 30% increase in discharge for catchments area up to 500 square kilometers
ii) 25% to 20% for medium catchments of 500 to 5000 square kilometers
iii) 20% to 10% for larger catchments of 5000 to 25000 square kilometers
iv) 10% for larger catchments above 25000 square kilometers
For the design of floor protection works for raft or open foundations, the following values
of maximum scour depth has been adopted:
5 - 211
(i) In a straight reach 1.27 Dsm
(ii) In a bend 1.50 dsm or on the basis of concentration of flow
The length of apron in upstream may be 0.7 times of the same in downstream.
Approach Road Protection
In this project no New Major Bridges proposed. On the proposed new Minor Bridges
where approach embankments subject to flooding but where the velocity of flow is
insignificant (not exceeding 1 m/sec) to cause erosion the approach embankments are
protected with stone blanket of min 0.3m thick with filter blanket of min 0.15m thick
provided.
FLOOR PROTECTION
For bridges where adoptions of shallow foundations have been taken considering
economical by restricting the scour by floor protection to bridges has been provided.
The floor protection will comprise of rigid flooring with curtain walls and flexible apron so
as to check the scour, washing or disturbance by piping action, etc. Usually
performance of similar existing works is the best guide for finalising the design of new
works. However the following minimum specification for floor protection has at least
been followed while designing new structures subject to the general stipulation that post
protection works velocity under the structure does not exceed 2 m/s and the intensity of
discharge is limited to 3m3/m.
Rigid flooring:
The rigid flooring has been provided under the bridge and it shall extend for a distance
of at least 3m on upstream side and 5m on downstream side of the bridge. However, in
case the splayed wing walls of the structure are likely to be longer the flooring shall
extend up to the line connecting the end of wing walls on either side of bridge.
The top of flooring has been kept 300 mm below the lowest bed level.
Flooring shall consist of 150 mm thick flat stone/bricks on edge in cement mortar 1:3 laid
over 300 mm thick cement concrete M-15 grade laid over a layer of 150 mm thick
cement concrete M-10 grade. Joints at suitable spacing have been provided.
Curtain Walls:
The rigid flooring has been enclosed by curtain walls (tied to the wing walls) with a
minimum depth below floor level in cement concrete M-10 grade/brick/stone masonry in
5 - 212
cement mortar 1:3. The rigid flooring shall be continued over the top width of curtain
walls.
Flexible Apron
Flexible apron 1m thick comprising loose stone boulders (weighing not less than 40 Kg)
has been provided beyond the curtain walls for a minimum distance of 3 m on upstream
side and 6 m on downstream side. Where required size stones are not economically
available, cement concrete blocks or stones in wire crates may be used in place of
isolated stones.
Wherever scour is restricted by provision of flooring/flexible apron, the work of

flooring/apron etc., should be simultaneously completed and left to itself is not
endangered
Reference for Specifications / Standards not covered above
For items not covered in the above specifications, provisions of following standards will
be followed in the given order of priority:
• Provisions of IS codes of practices;
• Relevant provisions of BS codes of practices;
• Sound Engineering Practice, Technical Literatures/Papers & provision of

relevant codes of other nations.
Design Methodology
Super Structure
After careful examination of site condition, hydraulic calculations and alignment (plan
and profile) of the project, it has been recommended the following type of super
structure.
 For Span up to 10m RCC solid slab

 For Spans >10m and <25m RCC T girder with RCC deck slab
 For Spans >25m and <40m Bridge whether it I or T with RCC deck Slab
(Either with cast-in-situ or precast construction can be adopted).
 For Span >40.0m Steel girder with RCC deck slab
Substructure
For the above type of superstructure, the best suited substructure is RCC wall type
abutment and RCC circular pier.
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Foundation
Based on geo technical data most of the foundations recommended with open
foundations except at one or two locations. The other type of foundation is pile
foundation.
Design Methodology of Super structure
a) Design Methodology for RCC Solid Slab

For the design of RCC solid slab, the design BM is obtained from Effective Width
Method (IRC: 21-2000/IRC 112, clause-305.16.2). For Live Load calculation different
position and combination of train loads(70-R wheel, 70-R track, Class A - 1 lane, 2 lane,
3 lane and 70-R track + Class A - 1 lane) has been checked, out of which the most
critical load combination considered for design Bending Moment.
Once the critical Bending moment is calculated, the slab depth and reinforcement
required calculated based on working stress method.
b) Methodology for RCC/PSC T Girder with Deck Slab

The deck slab shall be casted either on cast-in-situ or precast girders. Deck slab
analyzed according to the guidelines of IRC: 6 – 2017. As the deck slab considered as
continuous beam resting on girders, in case of a continuous beam, influence line
diagrams cannot be readily made use of in the design. The reason for this is that the
effective width of concentrated axle loads of IRC loading change according to the
positions of the latter along the span and as such bending moment per meter width,
relevant for the design of the slab also undergo changes.
We consider the four types of IRC loading: - 70R Wheel (m & l type), 70R Track and
Class A. We divide the original loading (each wheel or track) into discrete equivalent
concentrated loads in the transverse direction maintaining the total load and width same
as per code. It gives more accurate analysis to find out the bending moment in the deck
slab per meter width.
Effective Width
Effective width for calculation of live load has been made accordance with clause
305.16.2 of IRC: 21 – 2000/IRC 112.
For between main girders:
bef = Effective width for the load =  x a (1 – a/l0) + b1
α = a constant having the values as per table in IRC-21upon the

ratio b/l0
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l0 = Effective span in m
b1 = Width of contact area + 2 x wearing coat thickness (0.056m)
For Cantilever
bef = 1.2 x a + b1
b1 = Effective width
a = the distance of the center of gravity of the concentrated load from the face
of the cantilever support
Design Longitudinal Girder:

The analysis of the longitudinal girder has been carried out using Grillage model through
STAAD.
• The stresses and the moments are determined at an interval of every L/8 (where L
= Length of the Superstructure c/c)
• Members along the longitudinal direction shall be along the longitudinal girders
and at the ends.
• Once the SF and BM are obtained the girder designed as deep beam
• Once the beam designed for required reinforcement, checked for stresses.
Design of Cross Girder:

The analysis of the cross girder has been carried out using Grillage model through
STAAD.
• The intermediate cross girder is designed as a continuous beam supported on the

longitudinal girders.
• The end cross girders are designed as continuous deep beam spanning between
the longitudinal girders for bearing replacement (jack up) condition. For the
analysis purpose, load application points are taken at the jack location of the main
longitudinal girders. The Cross Girders are designed as deep beams.
Design Methodology of Substructure and foundation

For the design of Abutment the various forces that are considered as follows.
• Dead Load from the Superstructure

• Superimposed Dead Load from the Superstructure
• Carriageway Live Load
• Wind load
5 - 215
• Seismic load
• Water current force
• Breaking, temperature and Shrinkage
• Earth Pressure behind the abutment
• The design of open foundation considered as a cantilever retaining wall. The
Earth Pressure behind the abutment calculated based on Coulomb’s theory.
• The stem of Retaining wall is designed as Short Column. Heel and Toe designed
as components of Retaining wall.
• For critical load combination the stresses at base of the foundation checked.
• Soil Bearing Capacity is taken from Geo Technical Report. End return walls
provided along the heel. Independent retaining wall provided at relatively lower
depth in comparison with abutment if needed.
Summary of Structures Proposed
Summary of Structures proposed for Widening / Repairs & Rehabilitation /

Reconstruction or New is as below:
Summary of Proposal Structures

Existing Proposed Structures
S.
Structure Reconstruction
No. Widening Additional
/ New
Major
1 1 1
Bridge
Minor
2 1 2 4 7
Bridge
Slab
3 10 8 4 15 -
Culvert
Box
4 1 448
Culvert 16
Pipe
5 87 117 166
Culvert
6 Scrupper 10 27 70
7 Causeway 2
Sub-Total 108 157 244 16 456 16
Total
5 - 216
5.3.3.3 Construction Methodology
Various Considerations involved in adopting the construction methodology as follows.
Open Foundation
• Excavation and Back Fill:
• Preparation of channel
• Depth of footings
• Preparation of foundations ( in various strata )
• Sheeting,
Well Foundations
• cofferdams
• Various types
• Temporary islands
• Sinking through various strata
• Sand blowing
• Artesian condition
• Counteracting tilts and shifts
• Tackling obstacles met with in well-sinking
Pile Foundation
• General
• Equipment
• Construction and driving procedures
Concrete Operations
• Production and Control various details regarding the aggregates, cement, water,
admixtures, proportioning and finalising a mix and its workability, batching,
mixing, delivering, placing, vibrating and finishing of concrete.
• Joints (Construction, Expansion, and Cold)
• Deposition of concrete under water various details pertinent to Tremie
concreting
• Inspection and Testing for concrete involves batching, mixing, delivery, etc.
5 - 217
• Curing of Concrete various details about water curing, steam curing and
membrane curing
Erection of false work design and drawing to erect superstructure
Placing of form in order to construct various concrete elements in superstructure and

substructure and foundation
Placing of reinforcing steel in all concrete elements
Pre stressing
• Proprietary systems
• Pre-tensioning components (considerations and various details)
• Post-tensioning components ( Considerations and various details)
• Pre-stressing reinforcement ( Considerations)
5.3.3.4 Maintenance Aspects
Scope of Bridge Maintenance:

Bridge Maintenance work needed to preserve the intended load carrying capacity of the
bridge and ensure the continued safety of road users. It excludes any work leading to
improvement of the structure, whether by strengthening to carry heavier loads, by
widening or by vertical realignment of the road surface. The maintenance operations
begin with the opening of the bridge to traffic. It excludes repairs of any damage caused
by exceptional causes like landslides, earthquake, cyclones, fire etc., but it includes
preventive maintenance.
Assessment of Maintenance Work

Maintenance work assessed by routine inspection, principal inspection and special
inspection.
Objective of Bridge Inspection

The objective of bridge inspection comprises the monitoring and the evaluation of the
performance of each bridge structure throughout its service life so that any deficiency in
performance could be detected and corrected early, for performing this function, the
design for any new bridge should be checked to incorporate adequate arrangements for
easy accessibility of the bridge for inspection.
5 - 218
Routine inspection which will be done by visual assessment using conventional

standard tools listed in Appendix 6 of SP35. The routine inspection is particularly
applicable to short span bridges. It usually involves a general examination of the
structure, conducted on a regular basis, to look for obvious outward physical evidence of
distress that might require repair or maintenance attention.
Principal inspection will also have to rely primarily on visual assessment but will be
supported by more advanced tools and methods.
Special inspection may require rather advanced techniques and equipment apart from
visual assessment including tests of non-destructive and destructive type as given in
Appendix 8 of IRC SP-35 specification.
The in depth inspection may be scheduled once in three to five years. The special
inspection is undertaken after special events such as earthquake, cyclone or passage of
unusually heavy loads. For bridges subject to the constant action of forces of nature, such
as the daily ravages of a river, frequent expert inspection is essential. An inspection
should be thorough and it must be conducted by knowledgeable investigators for the
evaluation to be reliable.
Inspection report in prescribed format supported by sketches or photographs should be
used to illustrate the defects and other condition of the bridge. After inspecting a bridge,
each major element of the bridge may be given a descriptive rating as Good, Fair, Poor
or critical. The criterion for rating is to assess how well the element is fulfilling the
intended function.
If the assessment shows the bridge to be inadequate for the design loads, one or more of
the following actions should be taken.
 The load on bridge should be restricted to its assessed capacity. The
condition of the bridge should be monitored by special inspections at
intervals not exceeding six months.
 The bridge should be closed for all traffic where the rated capacity of the
bridge is lower than the lowest level of traffic load expected to ply on it.
 Replacement of strengthening of the bridge or its affected part should be

under taken.
Maintenance Operations
5 - 219
These operations can be of two types, viz. ordinary maintenance operations and
specialised maintenance operations.
The operations of repetitive or periodical type are in general technically rather simple
and could be classified as ordinary maintenance operations. The specialised
maintenance operations are those which are unpredictable regarding their necessity and
relatively more complex.
(a) Ordinary Maintenance Operations

 Simple cleaning by mechanical means or by hand (of carriageways,
footpaths, verges, joints, drains, gullies, gutters etc.); removal of foreign
material such as trash or parasitic vegetation and similar operations;
 Substitution of deteriorated elements by removal and replacement
operations (e.g. safety barriers);
 Small restorations, re-pointing of masonry and brick work replacement of
missing stones, sealing and repairs with cement or resin mortars.
 Localised repairs to pavements and water proofing, using bituminous
materials, fillers in expansion joints.
 Clearing of vent holes in superstructure (Localised painting operations to
protect against corrosion, Lubrication and greasing operations)
(b) Specialised Maintenance Operations

 Restoration of concrete (reinforced or otherwise) structural parts, to be
carried out with different techniques (simple or special cement mortars,
synthetic mortars etc.)
 Restoration of brick masonry structure.
 Protection of concrete or masonry form degrading action by frost, salts or
the atmosphere by means of painting (protective films), impregnation, etc.,
 Injection of cement grout or thermosetting resin into cracks in brick, stone,
reinforced or pre-stressed concrete structure.
 Injection of cement grout or synthetic resin (pure or with additives into
sheaths containing pre stressing tendons.
 Repair or re construction of drainage systems (gullies, channels, collector
and discharge pipes etc.);
 Repair or reconstruction of pavements or waterproofing of deck.
5 - 220
 Repair or reconstruction (partial or total) of expansion joints, depending on

their types.
 Maintenance of bearings by means of different operations depending on the
type (repainting and graphiting for example); setting of same, also by
raising decks.
 Reclamation operations to river and sea beds to protect foundation
structures.
 Repairs for damages to guide bunds, aprons for raft foundations.
 Making up settlement on bridge approaches
List of culvert
Repairs / Reconstructio
Sl. No Structure Widening
Rehabilitation n / New
1 Slab Culvert 15 -
2 Box Culvert 1 448 16
3 Pipe Culvert - - -
Summary of Structures proposed for Widening / Repairs & Rehabilitation /

Reconstruction or New
S. Repairs / Reconstructio
Structure Widening
No Rehabilitation n / New
1 Major Bridge - Nil 1
2 Minor Bridge - - 6
3 Slab Culvert 15 -
4 Box Culvert 1 448 16
5 Pipe Culvert - - -
Sub-Total 16 448 23
Total 487
List of Reconstruction of Existing Culvert
5 - 221
Culvert Span/Opening Proposed width Type of

Sl. No.
location (m) of culvert (m) Structure
1 146384 1x2x2 12 Box Culvert

5 - 222

Sl. No.

59 175358 1X1.5X1.5 12 Box Culvert

61 175813 1X1.5X1.5 12 Box Culvert

63 176590 1X3.0X2.0 12 Box Culvert
64 176763 1X1.5X1.5 12 Box Culvert

66 177171 1X1.5X1.5 12 Box Culvert

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Sl. No.

77 181.041 1x2x2 12 Box Culvert
78 181.15 1x2x2 12 Box Culvert
79 181.306 1x2x2 12 Box Culvert
80 181.351 1x2x2 12 Box Culvert
81 181.519 1x2x2 12 Box Culvert
82 182.272 1x2x2 12 Box Culvert
83 183.198 1x2x2 12 Box Culvert
84 183.303 1x2x2 12 Box Culvert
85 183.759 1x2x2 12 Box Culvert
86 183.908 1x2x2 12 Box Culvert
87 184.148 1x2x2 12 Box Culvert
88 184.375 1x2x2 12 Box Culvert
89 184.944 1x2x2 12 Box Culvert
90 185.174 1x2x2 12 Box Culvert
91 185.293 1x2x2 12 Box Culvert
93 185.403 1x2x2 12 Box Culvert
95 185.589 1x2x2 12 Box Culvert
96 185.712 1x2x2 12 Box Culvert
97 185.819 1x2x2 12 Box Culvert
98 185.865 1x2x2 12 Box Culvert
99 185.932 1x2x2 12 Box Culvert
100 186.051 1x2x2 12 Box Culvert
101 186.138 1x2x2 12 Box Culvert
102 186.214 1x2x2 12 Box Culvert
103 186.261 1x2x2 12 Box Culvert
104 186.426 1x2x2 12 Box Culvert
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Sl. No.
105 186.609 1x2x2 12 Box Culvert

106 186+703 1x2x2 12 Box Culvert
107 186.779 1x2x2 12 Box Culvert
108 186.991 1x2x2 12 Box Culvert
109 187.039 1x2x2 12 Box Culvert
110 187.102 1x2x2 12 Box Culvert
111 187.223 1x2x2 12 Box Culvert
112 187.363 1x2x2 12 Box Culvert
113 187.627 1x2x2 12 Box Culvert
114 187.682 1x2x2 12 Box Culvert
115 187.776 1x2x2 12 Box Culvert
116 187.862 1x2x2 12 Box Culvert
117 188.426 1x2x2 12 Box Culvert
118 188.95 1x2x2 12 Box Culvert
119 189.321 1x2x2 12 Box Culvert
120 189.446 1x2x2 12 Box Culvert
121 190.067 1x2x2 12 Box Culvert
122 190.156 1x2x2 12 Box Culvert
123 190+362 1x2x2 12 Box Culvert
124 190.427 1x2x2 12 Box Culvert
125 190.48 1x2x2 12 Box Culvert
126 190.603 1x2x2 12 Box Culvert
127 190.697 1x2x2 12 Box Culvert
128 190+898 1x2x2 12 Box Culvert
129 190.95 1x2x2 12 Box Culvert
130 191.019 1x2x2 12 Box Culvert
131 191.136 1x2x2 12 Box Culvert
132 191.347 1x2x2 12 Box Culvert
133 191.436 1x2x2 12 Box Culvert
134 191.704 1x2x2 12 Box Culvert
135 191.778 1x2x2 12 Box Culvert
136 191.918 1x2x2 12 Box Culvert
137 192.059 1x2x2 12 Box Culvert
138 192.161 1x2x2 12 Box Culvert
139 192.207 1x3x3 12 Box Culvert
140 192.531 1x3x3 12 Box Culvert
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Sl. No.
141 192.802 1x2x2 12 Box Culvert

142 192.888 1x2x2 12 Box Culvert
143 193.022 1x2x2 12 Box Culvert
144 193.065 1x2x2 12 Box Culvert
145 193.144 1x2x2 12 Box Culvert
146 193.244 1x2x2 12 Box Culvert
147 193.344 1x2x2 12 Box Culvert
148 193.409 1x2x2 12 Box Culvert
149 193.813 1x2x2 12 Box Culvert
150 194.168 1x2x2 12 Box Culvert
151 194.234 1x2x2 12 Box Culvert
152 194.284 1x2x2 12 Box Culvert
153 194.321 1x2x2 12 Box Culvert
154 194.358 1x2x2 12 Box Culvert
155 194.887 1x3x3 12 Box Culvert
156 195.108 1x2x2 12 Box Culvert
157 195.37 1x2x2 12 Box Culvert
158 195.604 1x2x2 12 Box Culvert
159 195.89 1x2x2 12 Box Culvert
160 196.058 1x2x2 12 Box Culvert
161 196.238 1x2x2 12 Box Culvert
162 196.517 1x2x2 12 Box Culvert
163 196.707 1x2x2 12 Box Culvert
165 197.04 1x2x2 12 Box Culvert
166 197.062 1x2x2 12 Box Culvert
167 197.177 1x2x2 12 Box Culvert
168 197.734 1x2x2 12 Box Culvert
169 198.277 1x2x2 12 Box Culvert
170 198.746 1x2x2 12 Box Culvert
171 199.344 1x2x2 12 Box Culvert
172 199.493 1x2x2 12 Box Culvert
173 199.825 1x2x2 12 Box Culvert
174 200.121 1x2x2 12 Box Culvert
175 200.243 1x2x2 12 Box Culvert
176 200.505 1x2x2 12 Box Culvert
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Sl. No.
177 200.565 1x2x2 12 Box Culvert

178 200.75 1x2x2 12 Box Culvert
179 200.853 1x2x2 12 Box Culvert
180 200.885 1x2x2 12 Box Culvert
181 200.913 1x2x2 12 Box Culvert
182 201.007 1x2x2 12 Box Culvert
183 201.08 1x2x2 12 Box Culvert
184 201.137 1x2x2 12 Box Culvert
185 201.522 1x2x2 12 Box Culvert
186 201.573 1x2x2 12 Box Culvert
187 201.716 1x2x2 12 Box Culvert
188 201.84 1x2x2 12 Box Culvert
189 201.854 1x2x2 12 Box Culvert
190 201.957 1x2x2 12 Box Culvert
191 202.249 1x2x2 12 Box Culvert
192 202.429 1x2x2 12 Box Culvert
193 202.866 1x2x2 12 Box Culvert
194 203.296 1x2x2 12 Box Culvert
195 203.568 1x2x2 12 Box Culvert
196 203.723 1x2x2 12 Box Culvert
197 203.978 1x2x2 12 Box Culvert
198 204.394 1x2x2 12 Box Culvert
199 205.446 1x2x2 12 Box Culvert
200 205.507 1x2x2 12 Box Culvert
201 205.551 1x2x2 12 Box Culvert
202 205.737 1x2x2 12 Box Culvert
203 206.164 1x2x2 12 Box Culvert
204 206.329 1x2x2 12 Box Culvert
205 206.561 1x2x2 12 Box Culvert
206 206.852 1x2x2 12 Box Culvert
207 207.003 1x2x2 12 Box Culvert
208 207.122 1x2x2 12 Box Culvert
209 207.327 1x2x2 12 Box Culvert
210 207.349 1x2x2 12 Box Culvert
211 207.368 1x2x2 12 Box Culvert
212 207.435 1x2x2 12 Box Culvert
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Sl. No.
213 207.508 1x2x2 12 Box Culvert

214 207.692 1x2x2 12 Box Culvert
215 207.76 1x2x2 12 Box Culvert
216 207.988 1x2x2 12 Box Culvert
217 207.998 1x2x2 12 Box Culvert
218 208.094 1x2x2 12 Box Culvert
219 208.493 1x2x2 12 Box Culvert
220 208.614 1x2x2 12 Box Culvert
221 208.682 1x2x2 12 Box Culvert
222 208.775 1x2x2 12 Box Culvert
223 208.862 1x2x2 12 Box Culvert
224 209+099 1x2x2 12 Box Culvert
225 209+168 1x2x2 12 Box Culvert
226 209+197 1x2x2 12 Box Culvert
227 209+600 1x2x2 12 Box Culvert
228 209+720 1x2x2 12 Box Culvert
229 209+750 1x2x2 12 Box Culvert
230 209+857 1x2x2 12 Box Culvert
231 209+884 1x2x2 12 Box Culvert
232 210+124 1x2x2 12 Box Culvert
233 210+215 1x2x2 12 Box Culvert
234 210+340 1x2x2 12 Box Culvert
235 210+423 1x2x2 12 Box Culvert
236 210+760 1x2x2 12 Box Culvert
237 210+989 1x2x2 12 Box Culvert
238 211+077 1x2x2 12 Box Culvert
239 211+093 1x2x2 12 Box Culvert
240 211+118 1x2x2 12 Box Culvert
241 211+234 1x2x2 12 Box Culvert
242 211+864 1x2x2 12 Box Culvert
243 211+901 1x2x2 12 Box Culvert
244 211+963 1x2x2 12 Box Culvert
245 212+440 1x2x2 12 Box Culvert
246 212+492 1x2x2 12 Box Culvert
247 212+571 1x2x2 12 Box Culvert
248 213+116 1x2x2 12 Box Culvert
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Sl. No.
249 213+243 1x2x2 12 Box Culvert

250 213+385 1x2x2 12 Box Culvert
251 213+714 1x2x2 12 Box Culvert
252 213+739 1x2x2 12 Box Culvert
253 213+900 1x2x2 12 Box Culvert
254 214+040 1x2x2 12 Box Culvert
255 214+241 1x2x2 12 Box Culvert
256 214+324 1x2x2 12 Box Culvert
257 214+405 1x2x2 12 Box Culvert
258 214+539 1x2x2 12 Box Culvert
259 214+778 1x2x2 12 Box Culvert
260 214+976 1x2x2 12 Box Culvert
261 215+208 1x2x2 12 Box Culvert
262 215+243 1x2x2 12 Box Culvert
263 215+388 1x2x2 12 Box Culvert
264 215+435 1x2x2 12 Box Culvert
265 215+780 1x2x2 12 Box Culvert
266 215+847 1x2x2 12 Box Culvert
267 215+912 1x2x2 12 Box Culvert
268 215+990 1x2x2 12 Box Culvert
269 216+078 1x2x2 12 Box Culvert
270 216+173 1x2x2 12 Box Culvert
271 216+314 1x2x2 12 Box Culvert
272 216+427 1x2x2 12 Box Culvert
273 216+483 1x2x2 12 Box Culvert
274 216+555 1x2x2 12 Box Culvert
275 216+616 1x2x2 12 Box Culvert
276 216+674 1x2x2 12 Box Culvert
277 216+739 1x2x2 12 Box Culvert
278 216+815 1x2x2 12 Box Culvert
279 216+930 1x2x2 12 Box Culvert
280 217+032 1x2x2 12 Box Culvert
281 217+076 1x2x2 12 Box Culvert
282 217+183 1x2x2 12 Box Culvert
283 217+334 1x2x2 12 Box Culvert
284 217+372 1x2x2 12 Box Culvert
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Sl. No.
285 217+422 1x2x2 12 Box Culvert

286 217+501 1x2x2 12 Box Culvert
287 217+567 1x2x2 12 Box Culvert
288 217+582 1x2x2 12 Box Culvert
289 217+644 1x2x2 12 Box Culvert
290 217+685 1x2x2 12 Box Culvert
291 217+735 1x2x2 12 Box Culvert
292 217+977 1x2x2 12 Box Culvert
293 218+115 1x2x2 12 Box Culvert
294 218+275 1x2x2 12 Box Culvert
295 218+500 1x2x2 12 Box Culvert
296 218+514 1x2x2 12 Box Culvert
297 218+561 1x2x2 12 Box Culvert
298 218+631 1x2x2 12 Box Culvert
299 218+725 1x2x2 12 Box Culvert
300 219+019 1x2x2 12 Box Culvert
301 219+126 1x2x2 12 Box Culvert
302 219+292 1x2x2 12 Box Culvert
303 219+342 1x2x2 12 Box Culvert
304 219+465 1x2x2 12 Box Culvert
305 219+611 1x2x2 12 Box Culvert
306 219+962 1x2x2 12 Box Culvert
307 220+199 1x2x2 12 Box Culvert
308 220+691 1x2x2 12 Box Culvert
309 220+767 1x2x2 12 Box Culvert
310 220+846 1x2x2 12 Box Culvert
311 221+094 1x2x2 12 Box Culvert
312 221+200 1x2x2 12 Box Culvert
313 221+280 1x2x2 12 Box Culvert
314 221+429 1x2x2 12 Box Culvert
315 221+512 1x2x2 12 Box Culvert
316 221+845 1x2x2 12 Box Culvert
317 222+015 1x2x2 12 Box Culvert
318 222+175 1x2x2 12 Box Culvert
319 222+240 1x2x2 12 Box Culvert
320 222+332 1x2x2 12 Box Culvert
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Sl. No.
321 222+544 1x2x2 12 Box Culvert

322 222+776 1x2x2 12 Box Culvert
323 222+914 1x2x2 12 Box Culvert
324 223+064 1x2x2 12 Box Culvert
325 223+180 1x2x2 12 Box Culvert
326 223+264 1x2x2 12 Box Culvert
327 223+346 1x2x2 12 Box Culvert
328 223+394 1x2x2 12 Box Culvert
329 223+506 1x2x2 12 Box Culvert
330 223+741 1x2x2 12 Box Culvert
331 224+145 1x2x2 12 Box Culvert
332 224+435 1x2x2 12 Box Culvert
333 224+895 1x2x2 12 Box Culvert
334 225+180 1x2x2 12 Box Culvert
335 225+496 1x2x2 12 Box Culvert
336 225+829 1x2x2 12 Box Culvert
337 226+097 1x2x2 12 Box Culvert
338 226+362 1x2x2 12 Box Culvert
339 226+654 1x2x2 12 Box Culvert
340 226+818 1x2x2 12 Box Culvert
341 226+977 1x2x2 12 Box Culvert
342 227+050 1x2x2 12 Box Culvert
343 227+221 1x2x2 12 Box Culvert
344 227+305 1x2x2 12 Box Culvert
345 227+503 1x2x2 12 Box Culvert
346 227+571 1x2x2 12 Box Culvert
347 227+651 1x2x2 12 Box Culvert
348 228+086 1x2x2 12 Box Culvert
349 228+701 1x2x2 12 Box Culvert
350 229+000 1x2x2 12 Box Culvert
351 229+086 1x2x2 12 Box Culvert
352 229+128 1x2x2 12 Box Culvert
353 229+207 1x2x2 12 Box Culvert
354 229+266 1x2x2 12 Box Culvert
355 229+455 1x2x2 12 Box Culvert
356 229+681 1x2x2 12 Box Culvert
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Sl. No.
357 229+890 1x2x2 12 Box Culvert

358 230+032 1x2x2 12 Box Culvert
359 230+307 1x2x2 12 Box Culvert
360 230+542 1x2x2 12 Box Culvert
361 230+725 1x2x2 12 Box Culvert
362 231+095 1x2x2 12 Box Culvert
363 231+356 1x2x2 12 Box Culvert
364 231+667 1x2x2 12 Box Culvert
365 231+760 1x2x2 12 Box Culvert
366 231+811 1x2x2 12 Box Culvert
367 231+875 1x2x2 12 Box Culvert
368 232+102 1x2x2 12 Box Culvert
369 232+350 1x2x2 12 Box Culvert
370 232+465 1x2x2 12 Box Culvert
371 232+660 1x2x2 12 Box Culvert
372 232+859 1x2x2 12 Box Culvert
373 233+712 1x2x2 12 Box Culvert
374 233+798 1x2x2 12 Box Culvert
375 234+005 1x2x2 12 Box Culvert
376 234+050 1x2x2 12 Box Culvert
377 234+109 1x2x2 12 Box Culvert
378 234+284 1x2x2 12 Box Culvert
379 234+476 1x2x2 12 Box Culvert
380 234+655 1x2x2 12 Box Culvert
381 234+803 1x2x2 12 Box Culvert
382 234+897 1x2x2 12 Box Culvert
383 234+983 1x2x2 12 Box Culvert
384 235+115 1x2x2 12 Box Culvert
385 235+483 1x2x2 12 Box Culvert
386 235+567 1x2x2 12 Box Culvert
387 235+814 1x2x2 12 Box Culvert
388 236+075 1x2x2 12 Box Culvert
389 236+264 1x2x2 12 Box Culvert
390 236+457 1x2x2 12 Box Culvert
391 236+793 1x2x2 12 Box Culvert
392 236+992 1x2x2 12 Box Culvert
5 - 232

Sl. No.
393 237+009 1x2x2 12 Box Culvert

394 237+340 1x2x2 12 Box Culvert
395 237+465 1x2x2 12 Box Culvert
396 237+617 1x2x2 12 Box Culvert
397 237+684 1x2x2 12 Box Culvert
398 238+033 1x2x2 12 Box Culvert
399 238+116 1x2x2 12 Box Culvert
400 238+273 1x2x2 12 Box Culvert
401 238+422 1x2x2 12 Box Culvert
402 238+598 1x2x2 12 Box Culvert
403 238+632 1x2x2 12 Box Culvert
404 238+829 1x2x2 12 Box Culvert
405 238+967 1x2x2 12 Box Culvert
406 239+055 1x2x2 12 Box Culvert
407 239+209 1x2x2 12 Box Culvert
408 239+514 1x2x2 12 Box Culvert
409 239+742 1x2x2 12 Box Culvert
410 240+013 1x2x2 12 Box Culvert
411 240+110 1x2x2 12 Box Culvert
412 240+237 1x2x2 12 Box Culvert
413 240+479 1x2x2 12 Box Culvert
414 240+775 1x2x2 12 Box Culvert
415 240+793 1x2x2 12 Box Culvert
416 240+920 1x2x2 12 Box Culvert
417 240+935 1x2x2 12 Box Culvert
418 241+212 1x2x2 12 Box Culvert
419 241+538 1x2x2 12 Box Culvert
420 242+061 1x2x2 12 Box Culvert
421 242+293 1x2x2 12 Box Culvert
422 242+429 1x2x2 12 Box Culvert
423 242+504 1x2x2 12 Box Culvert
424 242+757 1x2x2 12 Box Culvert
425 242+909 1x2x2 12 Box Culvert
426 243+119 1x2x2 12 Box Culvert
427 243+187 1x2x2 12 Box Culvert
428 243+478 1x2x2 12 Box Culvert
5 - 233

Sl. No.
429 243+628 1x2x2 12 Box Culvert

430 243+791 1x2x2 12 Box Culvert
431 243+974 1x2x2 12 Box Culvert
432 244+120 1x2x2 12 Box Culvert
433 244+247 1x2x2 12 Box Culvert
434 244+763 1x2x2 12 Box Culvert
435 244+923 1x2x2 12 Box Culvert
436 245+184 1x2x2 12 Box Culvert
437 245+350 1x2x2 12 Box Culvert
438 245+497 1x1.5x1.5 12 Box Culvert
439 245+845 1x2x2 12 Box Culvert
440 246+151 1x2x2 12 Box Culvert
441 246+228 1x2x2 12 Box Culvert
442 247+106 1x2x2 12 Box Culvert
443 247+586 1x2x2 12 Box Culvert
444 248+063 1x2x2 12 Box Culvert
445 248+225 1x2x2 12 Box Culvert
446 248+670 1x2x2 12 Box Culvert
447 248+834 1x2x2 12 Box Culvert
448 249+052 1x2x2 12 Box Culvert
5 - 234
List of Widening of Existing Culvert

Existing culvert details (m) Repairs
to be Proposed
Culvert Span, carried Width
Sl. No. location Type Height Width out (m)
1 As per
147+729 Slab 1x1.00 7.5 IRC:SP:73 12
2 As per
174+467 Slab 1x1.00 8 IRC:SP:73 12
3 As per
174+676 Slab 1x1.00 7.9 IRC:SP:73 12
4 As per
174+984 Slab 1x1.00 6.3 IRC:SP:73 12
5 As per
175+198 Slab 1x1.9 6.3 IRC:SP:73 12
6 As per
175+975 Slab 1x1.00 7.5 IRC:SP:73 12
7 As per
176+051 Slab 1x1.00 7.5 IRC:SP:73 12
8 As per
176+276 Slab 1x5.00 7.3 IRC:SP:73 12
9 As per
176+565 Slab 1x1.80 7.4 IRC:SP:73 12
10 As per
176+992 Slab 1x1.50 6.5 IRC:SP:73 12
11 As per
180+160 Slab 1x1.00 6.1 IRC:SP:73 12
12 As per
183+081 Slab 1x1.25 m 7.4 IRC:SP:73 12
13 As per
183+571 Slab 1x3.00 m 6 IRC:SP:73 12
As per
14 190+810 Slab 1x3.00 m 5.2 12
IRC:SP:73
5 - 235
Existing culvert details (m) Repairs

to be Proposed
Culvert Span, carried Width
Sl. No. location Type Height Width out (m)
As per
15 192+013 Slab 1x2.50 m 7.2 12
IRC:SP:73
As per
16 245+287 Box 1x3.40 7 12
IRC:SP:73
List of Additional New Culvert
Proposed
Culvert Span/Opening Type of
Sl No. Culvert
location (m) Structure
Width (m)
RCC Box
1 152+911 1x2.0x2.0 Culvert 12
RCC Box
2 153+434 1x2.0x2.0 Culvert 12
RCC Box
3 155+232 1x2.0x2.0 Culvert 12
1x2.0x2.0 RCC Box
4 160+784 Culvert 12
1x2.0x2.0 RCC Box
5 163+029 Culvert 12
1x2.0x2.0 RCC Box
6 178+090 Culvert 12
7 211+600 1x3x3 Box Culvert 12
10 233+160 1x3x3 Box Culvert 12
11 249+193 1x2x2 Box Culvert 12
12 249+292 1x2x2 Box Culvert 12
13 249+550 1x2x2 Box Culvert 12
14 250+050 1x2x2 Box Culvert 12
15 250+220 1x2x2 Box Culvert 12
16 250+460 1x2x2 Box Culvert 12
5 - 236
Theme Engineering Services Pvt. Ltd Draft Detailed Project Report, Chapter-5: Engineering Design
Fig. 5.3.2c: Widening of Slab Culverts.

5 - 237
Theme Engineering Services Pvt. Ltd Draft Detailed Project Report, Chapter-5: Engineering Design
Fig. 5.3.2d: Widening of Pipe Culverts.
5 - 238
Theme Engineering Services Pvt. Ltd. Final Detailed Project Report, Chapter-6: Environmental Impact Assessment And EMP
5.3.4 Intersection Improvement Proposals
There are 124 nos Junctions (as listed in Volume I Chapter 4 Table 4.3), all these
junctions have been developed as at grade junctions as per IRC: SP: 41. Detailed
drawings have been enclosed in Appendix. Two junctions have been dropped out of 77
Nos. due to realignment near Mandi.
5.3.5 Pedestrian and animal Crossing
As mentioned in the Chapter–3 from traffic volume none of intersections/ junction is

found justified for upgraded to grade separator as per IRC 62-1976 and IRC 92-1987.
Hence no flyover, underpass / overpass are proposed on the project road for pedestrian
and animal crossing.
5.3.6 Wayside Amenities
During the Detailed Inventory, Engineering Surveys and Traffic Surveys, Wayside
Amenities survey has also been conducted. The existing way side amenities such as
Dhabas, Truck Parking facilities, and repair shops are studied and analysed. Accordingly
Truck Parking have been proposed and the details are outlined under Para 5.3.10.2. for
rest Amenities now provisions has been taken in the project.
5.3.7 Provisions for Traffic Guidance and Safety and Speed Control Measures
The designer’s role is to provide a safe road environment that should:

• Provide adequate information for road users of the layout and conditions ahead;
• Provide adequate warning of hazards or unusual layouts ahead;
• Provide positive control of road users’ passage through conflict points or unusual
sections;
• Provide a road performance that can “forgive” road users’ errors or inappropriate
behaviour
Desirable minimum ‘design standards’ are attempted to use wherever possible and
advance information and warning are used to inform road users of the layout ahead.
However, overload of information must be avoided as it may cause road users to focus
too much on the unimportant data and shed vital information. Conflicting information, an
over abundance of road signs or a lack of delineation can cause overload. Therefore a
“safer” road environment can be defined as a layout that:
6-239
• Provides clear, concise and phased release of road user information;
• Provides a consistent standard of road design and traffic control;
• Provides adequate warning of hazards.
In the project roads all above as points have been considered & accordingly road sign,
other traffic devices crash barriers pavement marked etc. in accordance with IRC:67-
2012
5.3.8 Traffic Control and Safety Measures

The existing single/intermediate/two lane road is proposed for improvement to 2-lane
configuration.
THE ROAD GEOMETRIC HAS A MAJOR ROLE IN TRAFFIC SAFETY HENCE, THE PROJECT ROAD IS DESIGNED IN
SUCH A WAY THAT SUDDEN ELEMENTS OF SURPRISE ARE AVOIDED AND THAT INFORMATION AND DECISION-
MAKING ARE FACILITATED. THIS HAS BEEN ACHIEVED BY PROVIDING SUFFICIENT ROAD WIDTH AND BEST
DESIGNED ALIGNMENT WITH EXTENDED FACILITIES SUCH AS CLEARLY VISIBLE DELINEATION AND ROAD
MARKINGS, TRAFFIC SIGNS, CRASH BARRIER ETC.
Road Markings & Road Signs
ADEQUATE ROAD SIGNS AND MARKINGS HAVE BEEN PROPOSED AS PER IRC: 67 AND IRC: 35 FOR THE
PROPOSED PROJECT ROAD IN ORDER TO PROVIDE ADVANCE INFORMATION TO REGULATE/CONTROL TRAFFIC
FLOW AND ENSURE SAFETY OF OPERATIONS. THE LIST OF PROPOSED ROAD SIGNS IS GIVEN IN TABLE
5.3.7.1.
List of Road Signs with Types
S.
Road Signs Classification Sign Types Signs Proposed Remarks
No.
Stop, Give Way, Give
Stop and Give
Way to buses exiting
Way Signs
the bus way
Prohibition Signs Overtaking Prohibited
No Parking and
Mandatory/Regulatory No Stopping Signs
1 Height Limit, Length
Signs
Speed Limit and Limit, Load Limit,
Vehicle Control Maximum Speed
Signs Limit, Stop or Police
Check
Restriction Ends
Sign
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S.
Road Signs Classification Sign Types Signs Proposed Remarks
No.
Compulsory Compulsory Keep
Direction Control Left, Compulsory
and Other Signs Sound Horn
Minimum Speed
Limit Sign
Cattle Crossing, Cross
Road, Left/Right
Curve, Pedestrian
Crossing, Right/Left
Cautionary/Warning Hand Curve, School
2
Signs Ahead, Side Road
Left, Side Road
Right, Speed Breaker,
T-intersection, Y-
intersection
Advance Direction,
Destination,
Direction and
Direction, Place
Place
Identification, Truck
Identification
Lay Bye, Toll Booth
Signs
Ahead, Weigh Bridge
Ahead
Facility
Hospital
Information Signs
Other Useful
Bus Stop
Information Signs
Informatory/ Guide Parking Signs
3
Signs Chevron Sign
Flood Gauge
Signs for Disabled
Persons
Route Marker
Signs (State
Highways,
National
Highways,
Express Highways
and Asian
Highways
Pedestrian Guard Rails
To prevent indiscriminate crossing and spilling over of pedestrians onto the carriageway
and to ensure that pedestrians cross the highway at predetermined and safe locations,
Pedestrian Guard Rails (as per IRC: 103) should be proposed in particularly at Schools
6-241
adjoin Highway with School Gate reorientation where possible. On the project road the
traffic is less. As such no guard rail have been proposed.
Safety Barrier
IN ADDITION TO THE ADEQUATE PROVISIONS OF ROADWAY WIDTH AND ROADSIDE DESIGN, ROADSIDE
SAFETY BARRIERS ARE PROPOSED TO BE INSTALLED ALONG THE ROADWAY EDGE ON VALLEY SIDE ALONG
THE PROJECT ROAD. THE CRASH BARRIERS HAVE BEEN PROPOSED FOR THE STRUCTURES ON EITHER SIDE
OF THE CARRIAGEWAY AS AN INTEGRAL PART OF THAT. PROVISIONS OF END TREATMENT OF CRASH
BARRIERS HAVE ALSO BEEN TAKEN.
Road Delineators
TO PROVIDE VISUAL ASSISTANCE TO DRIVERS ABOUT THE ROAD AHEAD ESPECIALLY AT NIGHT,
DELINEATORS (ROADWAY INDICATORS/HAZARD MARKERS/OBJECT MARKERS) HAVE BEEN PROPOSED
WHERE REQUIRED.
Lighting
Highway Lighting is proposed only at Truck Parking location and Toll Plaza location.
Landscaping and Arboriculture
Appropriate plan / schedule for planting of Trees, Horticulture, Floriculture on the

surplus land of the RoW (with a view to beautify the highway and making the
environment along the highway pleasing), these are detailed in Volume I Chapter 6.
5.3.11 Miscellaneous Features
5.3.11.1 Proposals for Bus Bays
These shall be provided at suitable locations in the villages. The layout, design and
location of the bus stops shall be as per IRC: 80-1981. The shelter structure shall be
structurally safe and functional so as to protect the waiting passengers adequately from
sun, rain and wind. Tentative locations of the Bus Bays / Shelter are given in Table
below.
Table: Proposed Locations of Bus Bays & Bus Shelters
S. No. Design Ch_ Name of Village

1 146+425 Kot
2 151+177 Touni Devi
3 152+762 Bari Mandir
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S. No. Design Ch_ Name of Village

4 153+858 Jhanikar
5 154+418 Barara
6 155+147 Sapnehra
7 156+662 Panjot
8 157+882 Samirpur
9 158+985 Sangroh
10 160+846 Awah Devi
11 162+963 Cholthra
12 165+066 Kagaloo
13 166+610 Ropar
14 167+836 Jabrali
15 168+730 Rakoh
16 170+666 Morgalu
17 172+643 Tatoj
18 174+449 Sarkaghal
19 176+498 Jamsai
20 177+839 Parsada
21 179+999 Damshera
22 181+184 Parchoo
23 184+896 Hukal
24 188+286 Longni
25 190+062 Shivdwala
26 200+500 Baroti
27 207+000 Koti
28 220+214 Lagdhar
29 224+601 Roproo
30 228+043 Salater
31 232+988 Kotli
32 234+623 Saigaloo
33 235+675 Sai
34 236+545 Chaloh
35 237+407 Deonal
36 239+251 Sathol
37 240+163 Raprahal
38 241+841 Fatewahal
39 243+601 Depdjar
40 245+331 Talayar
5.3.11.2 Proposals for Truck Lay byes
Two truck lay bye are proposed at Km 173/639 near sarkaghat and at Km. 193/062 near
Dharampur. Truck Lay Bye shall be set out where sufficient suitable land shall be
available.
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5.3.11.3 Toll Plaza
Two toll plazas one at. Km 150/051 and another at Km 244/751 are proposed. Dirking
water, toilet, first aid and parking facilities will be available on Toll Plaza.
5.3.11.4 WATER HARVESTING
AS PER SUGGESTION OF PCC & HPPWD, THE PROVISION OF WATER HARVESTING (KHAATRAY) HAS BEEN
INCLUDED AT 45 PLACES FOR WHICH DRAWING / DESIGN AND LOCATIONS HAVE BEEN OBTAINED FROM EE
HAMIRPUR. DETAILED DRAWING IS AVAILABLE IN VOLUME II DESIGN REPORT PART 1 ROADS.
5.4 GEOMETRIC IMPROVEMENT DESIGN
The entire geometric design has been based on the ground modelling by highway design
software MOSS/ MX. The design of proposed alignment for 2 lane has been carried out
by the consultants using various design modules contained in “MX”.
(a) Horizontal Alignment: THE SUMMARY OF PROPOSED HORIZONTAL CURVES IS GIVEN BELOW:
Summary of Proposed Horizontal Curves
Range of Radius (m) of Curve

From To
1 0 20 246 14.50
2 20 30 607 35.79
3 30 50 452 26.65
4 50 70 99 5.84
5 70 100 222 13.09
6 100 300 64 3.77
7 300 >300 6 0.35
Total 1696 100%
The provision of extra widening at curves has been adopted, where ever required, as per
specifications. Extra widening provided by increasing the width at uniform rate along
transition curve and full width given along circular curve.
(b) Vertical Alignment / Gradient: THE SUMMARY VERTICAL ALIGNMENT IS GIVEN BELOW.
Summary of Proposed Vertical Alignment
S. Grade Range (%) Length

Remarks
No. From To Km % of Total Length
1 0.0 1.0 20.974 20.02% Within Ruling
2 1.0 2.0 17.499 16.70% Gradient
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S. Grade Range (%) Length

Remarks
No. From To Km % of Total Length
3 2.0 3.0 13.62 13.00%
4 3.0 4.0 10.299 9.83%
5 4.0 5.0 9.652 9.21%
6 5.0 6.0 18.911 18.05%
7 6.0 7.0 12.74 12.16% Limiting
8 7.0 8 1.072 1.02% Exceptional
Total 104.767 100%
AT SOME PLACES EXCEPTIONAL VERTICAL GRADIENT IS ADOPTED DUE TO DIFFICULT SITE CONSTRAINTS
AND LIMITATIONS. AT THESE PLACES, PASSING PLACES HAS BEEN PROVIDED TO FACILITATE THE TRAFFIC.
THE TABLE OF SUCH PASSING PLACES IS GIVEN BELOW:
CRAWLING LANE / PASSING AREAS
S. No. Location Grade (%)

1 180+402 8.00%
2 188+772 8.00%
3 188+843 8.00%
4 189+177 8.00%
5 189+268 8.00%
6 189+398 8.00%
7 189+492 8.00%
8 189+613 8.00%
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CHAPTER 6
ENVIRONMENTAL IMPACT ASSESSMENT AND EMP
6.1 Project Description
The Ministry of Road Transport and Highways (MoRTH), Government of India has
decided to rehabilitate and upgrade the existing single / intermediate lane Hamirpur –
Mandi section ( km 141 to km 250.592) of National Highway NH-70 to 2-lane/2 lane with
paved shoulders configuration in the State of Himachal Pradesh. The work of corridor up
gradation would be taken up, package-wise, under assistance from World Bank. MoRTH
appointed M/s Theme Engineering Services Pvt. Ltd., Jaipur as Consultants to carry out
the preparation of Detailed Project Report for Rehabilitation and Upgrading to 2 -lane
configuration in the State of Himachal Pradesh. The upgrading works will consist mainly
of:
 Raising the formation level
 Widening to two lane from the existing single / intermediate-lane width,
 Pavement strengthening.
 At a few locations, new alignment (bypasses) and/or re-alignment may also be
necessary.
6.1.1 Project Location
The road from Jalandhar to Mandi via Hoshiarpur, Nadaun, Hamirpur, Tauni Devi, Awah
Devi, Sarkaghat and Dharampur has been designated as National Highway No -70 and
was declared as National Highway during the year 1999 by Govt. of India vide
Notification No. PW/NH/14012/2/99 Dated 07.07.1999.
The Total length of this NH -70 is 265.00 Kms, out of which 58.4 Kms (From Jalandhar
to Himachal State Border Km 0 to Km 58.4) falls in Punjab State and remaining 206.6
Km (From Punjab State border to Mandi Km 58.4 to Km 265.00) falls in Himachal State
(Fig.6.1).
NH – 70 with start point at Jalandhar in Punjab State from NH–1A (Jalandhar –

Pathankot – Jammu – Srinagar Road) & NH-1 (Ludhiana – Jalandhar Section) and end
point at Mandi in Himachal State on NH–21(Chandigarh - Mandi – Manali Road) and
crossing with NH–88 (Shimla – Brahampukar – Ghagus – Hamirpur – Nadaun – Ranital
– Kangra (Mataur) road) in a over lapping portion of 28 Km between Hamirpur and
6-246
Nadaun. NH–20 (Pathankot – Chakki – Mandi Road) also ends at Mandi and joins to
NH–21, Thus NH–70 also has connectivity with NH–20 at Mandi.
Fig.6.1: Road map of National Highway 70
6.1.2 Details of Project Corridor

The Project road section is from Hamirpur (Km 141) to Mandi (Km 250.592) is part of
this NH–70 via Awah Devi, Tauni Devi, Sarkaghat and Dharampur and falls entirely in
Himachal State. The total length of this project section is 109.592 Kms, out of which
initial 22 Kms (from Km 141 to Km 163) falls in Hamirpur district and remaining 87.592
Km (Km 163 to 250.592) falls in Mandi District. The Project Location Map has been
shown in Fig.6.2 shows the road location of the subproject.
Table- 6.1 Districts Traversed by the Project Roads
Name of Chainage
Geographical Location
District From To
N 76°7’50” to 76°43’42”
Hamirpur 141 163
E 31°24’48” to 31°53’35”
N 76°37’20” and 77°23’15”
Mandi 163 250.592
E 31°13’50” and 32°4’30”
Fig. 6.2: Project road map
6-247
The entire project highway section is passing through Mountainous to steep terrain and
traversing in a very few length near Hamirpur on ridge and in most of the length in hill
side cut with hill on one side and valley on other side and situated in between 31° 41’ to
31° 47’ 30” North Latitude and 76° 32’ to 76° 56’ East longitude. The altitude is ranging
in between 539 meter to 1288 meter above mean sea level. The land use along the
project road section is mainly agriculture; settlements demarcated forest and open forest
areas.
The Project road section is most important link with Northern Punjab to Himachal State
to connect tourist places Mandi, Kullu, Mani karan, Manali and Rohtang pass.
The project road section also has connectivity with network of State Highways as under:
 With SH–39 (Hamirpur – Sujanpur – Thural – Maranda Road)
 At start point of Project road Km 141 of NH-70.
 With SH–19 (Joginder Nagar – Sarkaghat – Ghumarwin Road)

 At Sarkaghat Km 178 and Km 199.5 of Project road with over lapping
portion of 21.5 Km on NH - 70.
 With SH–32 (Una – Aghar – Barsar – Jahu – Bhambla – Nerchowk Road)

 Through SH–19 from Sarkaghat to Jahu.
 Through NH–88 from Hamirpur to Bhota.
 Through NH–21 from Mandi to Nerchowk.
MDR–26 (Mandi – Rewalsar – Kalkhar Road) is also crossing the project section at Km
259.480.
At present most of the traffic from Hamirpur to Mandi is plying through following route
which is about 40 Km shorter than the project section of 123.96 Kms.
I. Hamirpur to Bhota (Portion of NH-88)

II. Bhota to Nerchowk via Jahu (Portion of SH-32)
III. Nerchowk to Mandi (Portion of NH-21)
Project corridor passes through the following villages:
List of Villages on Project Road
Stretch of land
Start End
6-248
Stretch of land
Start End
1 143+135 Hamirpur GARNA GALLU
2 144+680 Hamirpur KALLA JHARI
3 145+800 148+100 Hamirpur KOT
4 148+100 148+550 Hamirpur DAROGA
5 148+550 149+750 Hamirpur THANA
6 149+750 151+050 Hamirpur DARKOTHI
7 151+050 152+570 Hamirpur TONY DEVI
8 152+570 153+530 Hamirpur BARI
9 153+530 154+335 Hamirpur JHANIKAR
10 154+335 155+730 Hamirpur BARADA
11 155+730 157+110 Hamirpur PANJOT
12 157+110 158+400 Hamirpur SAMIRPUR
13 158+400 160+125 Hamirpur SANGROCH
14 160+125 161+375 Hamirpur AWADEVI
15 160+800 161+800 Hamirpur CHALALI
16 161+800 162+650 Hamirpur CHAMOLKYA
17 162+650 163+970 Hamirpur CHALOTHARA
18 163+970 165+150 Hamirpur BASSI
19 165+152 167+274 Hamirpur ROPAD
20 167+274 168+543 Hamirpur JABLALI
21 168+543 170+250 Hamirpur RAKHO
22 170+250 173+500 Hamirpur TATIWALI
23 173+500 174+332 Hamirpur SARKAGHAT
24 174+332 175+490 Hamirpur SARKAGHAT
25 175+490 176+546 Hamirpur JAMSAISAR KA GHAT
26 176+546 177+034 Hamirpur GHARORI
27 177+034 178+154 Hamirpur ALYANA
28 178+154 179+268 Hamirpur PARASADA HAWANI
29 179+268 180+306 Hamirpur DAMKHERA
30 180+306 182+590 Hamirpur PADCHU
31 182+590 184+405 Hamirpur TORI NALA
6-249
Stretch of land
Start End
32 184+404 186+880 Hamirpur HUCKEL
33 186+880 188+000 Hamirpur LONGNI
34 188+000 192+400 Hamirpur SIBDHAWALA
35 192+400 195+348 Hamirpur SIROLI
36 195+348 196+456 Hamirpur SANDHOLE
37 196+456 198+120 Hamirpur BANAL
38 198+120 200+160 Hamirpur HAWAN
39 200+160 201+000 Hamirpur BAROTI
40 201+000 202.204 Hamirpur JALMA MATA
41 202.204 203+198 Hamirpur MALON
42 203+198 205+445 Hamirpur BANETI
43 205+445 206+780 Hamirpur LUDHIYANA
44 206+780 208+074 Hamirpur KOTI
45 208+074 210+510 Hamirpur HAZKARA
46 210+510 213+540 Hamirpur KUMAHARDA
47 213+540 214+760 Hamirpur SIHAL
48 214+760 215+620 Hamirpur BANOG
49 215+620 217+095 Hamirpur SATAN
50 217+095 218+922 Hamirpur NALOH
51 218+922 222+025 Hamirpur LAGDHAR
52 222+025 222+650 Hamirpur SARADI
53 226+550 228+900 Hamirpur SALATER
54 228+900 230+735 Hamirpur PHAUGALA
55 230+735 232+162 Hamirpur KOTLI
56 232+162 233+645 Hamirpur KUSHAN
57 233+645 234+916 Hamirpur SAIGALU
58 234+916 235+874 Hamirpur SAI
59 235+874 236+685 Hamirpur CHALOHA
60 236+685 237+826 Hamirpur DAVNAL
61 237+826 239+550 Hamirpur SATLOH
62 239+550 240+332 Hamirpur SATLOHAL
6-250
Stretch of land
Start End
63 240+332 240+850 Hamirpur PIPRALA
64 240+850 241+200 Hamirpur BHOHI
65 241+200 241+645 Hamirpur CHICHON
66 241+645 242+170 Hamirpur CHUNAN
67 242+170 242+840 Hamirpur FATHEWAN
68 242+840 245+165 Hamirpur DEVDHAR
69 245+165 246+630 Hamirpur TALYAD
70 246+630 247+465 Hamirpur SHEEL
71 247+465 248+895 Hamirpur MADWAN
72 248+895 265+500 Hamirpur MANDI
Alternate Nearby Routs:

The improvement works to 2 lane standard between Bhota and Bhota to Nerchowk via Jahu
(Portion of SH-32) is in progress. Even for the town Sarkaghat (SDO HQ ) in Km 178 and
Dharmapur in Km 198 of project section the traffic is plying through above route with
interconnecting road of SH–19 section from Jahu ( on SH–32) to Sarkaghat. The other alternate
route between Hamirpur and Mandi is Hamirpur – Bhoranj – Jahu (MDR–35), Jahu – Kalkhar
(Portion of SH–32) and Kalkhar – Rawalsar Mandi (MDR–26) Fig.6.3.
6-251
Fig.6.3: Alternate Route Map
Existing features of the project Road:
Table shows the existing features of the road
Existing features of the road
6-252
S. No. Type Features

1 Existing ROW available Varies from 5-20 m
2 Existing Carriageway Varies from 3-7m
2-lane- 1.70 km (1.5%)
Intermediate Lane - 10.00 km (8.8%)
Single lane - 101.70 (89.7%)
3 Existing No. of There are 77 nos. of Junctions are existing on
Junctions and project road. Major junctions involved are NH,
Intersection SH and MDR intersecting with the project road.
Village and other roads intersecting with project
have been considered as minor junctions.
4 Existing Pavement Good -30.42 km

Condition Fair – 49.00 km
Poor – 36.30 km
Very Poor – 8.28 km
5 Utilities OFC line, Electric power supply line and
Telephone line are running parallel, crossing the
project road at many locations. Shifting of
utilities may be required during Improvement of
existing project road.
6 Existing Bridges and There is only one major bridge on Sonkhad
Culverts (Shivdwala) (Total span length > 60m) in km
193.736
There exist 8 minor bridges on various Khads
and natural falling streams from side hills on this
project road. All minor bridges are having single
span arrangement either of RCC ‘T’ beam/RCC
slab or steel truss.
RCC Slab - 33 Nos.
Hume Pipes - 345 Nos.
Stone Scuppers - 107 Nos.
Flush Causeway - 2 Nos
Total 487 Nos.
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THE SUMMARY OF THE VARIOUS WAY SIDE AMENITIES ON THE PROJECT ROAD IS AS UNDER:
LIST OF WAY SIDE AMENITIES ON THE PROJECT ROAD
S. NO. AMENITY LEFT RIGHT TOTAL

1. TEMPLE 17 12 29
2. SCHOOL/COLLEGE 14 13 27
3. HOSPITAL 2 1 3
4. PETROL PUMPS 0 1 1
5. BUS STOP 51 25 76
6. HOTEL 1 1 2
7. TEA SHOP 19 18 37
8. DHABA 4 5 9
9. AUTOMOBILE SHOP 2 0 2
10. REPAIR SHOP 3 1 4
11. RAIN WATER SHELTER 13 15 28
6.1.3 Corridor of impact and Right of way (ROW)
Corridor of Impact (COI)

The corridor of impact (COI) is the direct area of influence. The COI is defined on the
basis of road design, speed and the distance needed (the clear zone) for a vehicle
leaving the road to come to a safe stop or to swerve back on to the carriageway. The
proposed project road width varies from about 5.0 to 20.0 m depending on the typical
road cross-section types applied.
Direct Area of Influence

The direct influence area of the project is within existing/proposed Right of Way (ROW)
only, since the project involves rehabilitation and upgrading of existing highway to 2 lane
configurations and all construction and operation stage activities will be contained within
it.
Indirect Area of Influence

As per MoEF guidelines for conducting EIA (EIA notification, S O 1533 dated 14 Sept,
2006); the geographical scope of the EIA study has been considered as 15 km radius
for highway projects for major environmental features like National Park, Wildlife
Sanctuary, Critically Polluted Area, Notified Eco-Sensitive Zone, Inter-state Boundaries
6-254
and International Boundaries (10 km), Coastal Zones, Areas protected under
international conventions, defense installations etc. Physical features like physiography,
hydrology were also studied/ recorded within 15 km radius of the project road.
During the investigation there is no National Park, Wildlife Sanctuary, Critically Polluted
Area, Notified Eco-Sensitive Zone, Inter-state Boundaries and International Boundaries
(10 km), Coastal Zones, Areas protected under international conventions etc are
presented near by the project road.
Right of Way (ROW)

Presently the existing road 124.000 km (km 141/000 to km 265/000) is consisting of 2-
lane 1.70 km Intermediate lane 10 km and single lane 101.70 km sections. In this
project highway the existing available ROW is varying from 5m to 20m and the
alignment passes through congested habitations in village sections.
Road Width of the Project Road NH-70
Description Existing
Length Abutting
S. No of ROW in
in km. Land Use
Lane mtr.
Single 101.700 5 to 20 Mostly steep terrain hills
1 Intermediate 10.000 5 to 20 Urban, scattered built up and open land
Two lane 1.700 5 to 20 Urban, scattered built up and open land
Total 113.400
In view of the MORTH circular issued vide No. RW/NH-24020/2/2010/SP (World

Bank)/P-9 Dated 29.11.2010 for the National Highways under NHIIP it has been
advised that acquisition of Right of Way (ROW) as per the standards is not mandatory
and lesser width of Right of Way would be acceptable to minimize the acquisition of land
and structures.
Thus minimum width of Right of Way has been proposed keeping in view that the
envisaged improvements is accommodated without compromising the functional
requirement of road. This would require either acquisition of no land in some stretchers
or very marginal acquisition of land and structure in most of the stretchers of the project
highway.
In view of the above guidelines, and in order to confine the requirement of acquisition of
land and structure, it has been proposed that in open areas and built up area’s the ROW
be kept as 15m and 10m respectively.
6-255
The entire project road is located in hilly to mountainous terrain. The altitude varies from
672 m to 1369 m above Mean Sea Level. No existing ROW data is available for the
project road section, but as per the directions from the MoRTH the ROW needs to be
kept the minimum so as to accommodate the proposed improvement. The Consultant
has collected the revenue maps to verify the ROW. Accordingly, the information
(presented in Table below) for existing ROW is as per revenue records. The summary of
width of carriageway of the project road is given below:
Table- 6.2: Details of Existing and Proposed ROW
S. Existing Chainage Length Existing Proposed

Remarks
NO. Start (Km) End (Km) (m) ROW (m) ROW (m)
1 141+000 142+800 1800 15 15
2 142+800 143+000 200 12.24 15
3 143+000 143+200 200 15 15
4 143+200 143+400 200 14.87 15
5 143+400 144+200 800 15 15
6 144+200 144+400 200 10.54 15
7 144+400 144+600 200 15 15
8 144+600 144+800 200 13.87 15
9 144+800 145+800 1000 15 15
10 145+800 146+000 200 12.27 15
11 146+000 146+400 400 15 10
12 146+400 146+600 200 10.93 10
13 146+600 146+800 200 9.93 10
14 146+800 147+000 200 8.81 10
15 147+000 147+200 200 15 10
16 147+200 147+400 200 11.65 15
17 147+400 147+800 400 15 15
18 147+800 148+000 200 14.65 15
19 148+000 148+200 200 15 15
20 148+200 148+400 200 10.68 15
21 148+400 148+600 200 9.83 15
22 148+600 149+000 400 15 10
23 149+000 149+200 200 9.87 10
24 149+200 149+400 200 15 10
25 149+400 149+600 200 9.35 10
26 149+600 149+700 100 15 10
27 149+700 150+800 1100 15 15
28 150+800 151+006 206 5.87 15
Toll
29 151+006 151+244 238 15 31.5
Plaza
30 151+244 151+400 156 9.78 10
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Remarks
31 151+400 151+600 200 7.51 10
32 151+600 151+800 200 8.49 10
33 151+800 152+000 200 15 10
34 152+000 152+200 200 5.4 10
35 152+200 152+500 300 12.85 10
36 152+500 152+600 100 13.9 15
37 152+600 153+200 600 15 15
38 153+200 153+400 200 12.12 15
39 153+400 153+600 200 8.33 15
40 153+600 154+800 1200 15 15
41 154+800 155+000 200 8.23 10
42 155+000 155+200 200 10.55 10
43 155+200 155+400 200 7.35 10
44 155+400 155+600 200 5.5 10
45 155+600 156+000 400 15 10
46 156+000 156+200 200 11.71 10
47 156+200 156+300 100 8.73 10
48 156+300 156+400 100 8.73 15
49 156+400 156+600 200 15 15
50 156+600 156+800 200 8.49 15
51 156+800 157+000 200 12.05 15
52 157+000 157+200 200 15 15
53 157+200 157+400 200 13.48 10
54 157+400 157+600 200 8.54 10
55 157+600 157+800 200 8.99 10
56 157+800 158+000 200 7.35 10
57 158+000 158+200 200 6.07 10
58 158+200 158+300 100 10.65 10
59 158+300 158+400 100 10.65 15
60 158+400 158+600 200 9.48 15
61 158+600 158+800 200 7.46 10
62 158+800 159+000 200 10.82 10
63 159+000 159+200 200 7.12 10
64 159+200 159+400 200 8.65 10
65 159+400 159+600 200 10.21 10
66 159+600 160+000 400 15 10
67 160+000 160+100 100 12.79 10
68 160+100 160+200 100 12.79 10
69 160+200 160+400 200 15 15
70 160+400 160+600 200 9.51 15
71 160+600 160+800 200 15 15
72 160+800 161+000 200 7.1 15
6-257

Remarks
73 161+000 161+600 600 15 15
74 161+600 161+800 200 6.34 10
75 161+800 162+000 200 7.44 10
76 162+000 162+200 200 6.33 10
77 162+200 162+400 200 9.47 10
78 162+400 162+700 300 15 10
79 162+700 164+400 1700 15 15
80 164+400 164+600 200 13.05 15
81 164+600 164+800 200 10.93 15
82 164+800 165+000 200 10.15 15
83 165+000 165+200 200 14.61 15
84 165+200 166+000 800 15 15
85 166+000 167+200 1200 15 10
86 167+200 168+400 1200 15 15
87 168+400 168+600 200 11.69 15
88 168+600 169+400 800 15 15
89 169+400 169+600 200 9.57 15
90 169+600 169+800 200 8.61 15
91 169+800 170+600 800 15 15
92 170+600 170+800 200 7.6 10
93 170+800 171+000 200 8.75 10
94 171+000 176+100 5100 15 15
95 176+100 176+600 500 15 10
96 176+600 176+800 200 12.12 10
97 176+800 177+000 200 6.84 10
98 177+000 177+400 400 15 10
99 177+400 177+600 200 13.02 10
100 177+600 177+800 200 15 10
101 177+800 178+000 200 13.3 10
102 178+000 178+200 200 15 10
103 178+200 178+400 200 12.39 10
104 178+400 178+500 100 12.39 10
105 178+500 180+800 2300 15 15
106 180+800 181+300 500 15 10
107 181+300 183+900 2600 15 15
108 183+900 184+300 400 15 10
109 184+300 187+400 3100 15 15
110 187+400 187+600 200 11.68 10
111 187+600 187+900 300 15 10
112 187+900 189+200 1300 15 15
113 189+200 189+700 500 15 10
114 189+700 190+800 1100 15 15
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Remarks
115 190+800 191+000 200 14.9 15
116 191+000 191+800 800 15 15
117 191+800 192+000 200 15 10
118 192+000 197+800 5800 15 15
119 197+800 198+000 200 14.48 15
120 198+000 200+800 2800 15 15
121 200+800 201+000 200 10.16 15
122 201+000 201+200 200 10.21 15
123 201+200 205+600 4400 15 15
124 205+600 205+800 200 14.23 15
125 205+800 206+000 200 7.51 15
126 206+000 206+200 200 8.12 15
127 206+200 206+600 400 15 15
128 206+600 206+800 200 11.28 15
129 206+800 213+200 6400 15 15
130 213+200 213+400 200 9.08 15
131 213+400 214+600 1200 15 15
132 214+600 214+800 200 10.34 15
133 214+800 217+200 2400 15 15
134 217+200 217+400 200 9.16 15
135 217+400 218+400 1000 15 15
136 218+400 218+600 200 10.24 15
137 218+600 219+600 1000 15 15
138 219+600 219+800 200 13.57 15
139 219+800 222+200 2400 15 15
140 222+200 222+700 500 15 10
141 222+700 226+000 3300 15 15
142 226+000 226+200 200 13.83 15
143 226+200 226+400 200 13.21 15
144 226+400 234+800 8400 15 15
145 234+800 235+000 200 6.91 15
146 235+000 236+200 1200 15 15
147 236+200 236+400 200 9.92 15
148 236+400 236+600 200 9.92 15
149 236+600 237+000 400 15 15
150 237+000 237+200 200 13.06 15
151 237+200 238+000 800 15 15
152 238+000 238+200 200 10.7 15
153 238+200 238+400 200 12.11 10
154 238+400 238+600 200 15 10
155 238+600 238+800 200 13.11 15
156 238+800 241+300 2500 15 15
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Remarks
157 241+300 241+600 300 15 10
158 241+600 242+000 400 15 15
159 242+000 242+200 200 9.06 10
160 242+200 242+400 200 11.61 10
161 242+400 242+500 100 15 10
162 242+500 242+600 100 15 15
163 242+600 242+800 200 11.5 15
164 242+800 243+000 200 15 15
165 243+000 243+200 200 15 10
166 243+200 243+400 200 11.85 10
167 243+400 244+000 600 15 15
168 244+000 244+100 100 13.48 15
169 244+100 244+400 300 13.48 10
170 244+400 246+600 2200 15 15
171 246+600 246+700 100 9.75 15
172 246+700 246+800 100 9.75 10
173 246+800 247+000 200 15 10
174 247+000 253+600 6600 15 15
175 253+600 253+800 200 11.12 15
176 253+800 254+000 200 15 10
177 254+000 254+200 200 15 15
178 254+200 254+400 200 12.73 15
179 254+400 257+400 3000 15 15
180 257+400 257+500 100 12.43 15
181 257+500 257+600 100 12.43 10
182 257+600 257+800 200 15 10
183 257+800 258+000 200 10.05 10
184 258+000 258+111 111 15 10
Toll
185 258+111 258+349 238 8.16 31.5
Plaza
186 258+349 258+600 251 12.8 10
187 258+600 258+800 200 9.29 10
188 258+800 258+900 100 15 10
189 258+900 259+200 300 15 15
190 259+200 259+500 300 15 10
191 259+500 259+880 380 15 15
192 Curve Improvement 10+746 7.5 15
193 Realignment 10+052 0 15
6.2 Scope of Work
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The main objective of the Consultancy Services is to establish technical, economical,

environmental, social and financial viability of the project and prepare detailed project
report for rehabilitation and upgrading of the existing road to 2 lane configuration and/or
its strengthening.
The scope of works involve Upgradation works of improving existing road to 2-lane
configuration with 7 m carriageway and alignment improvements to relevant IRC
standards and other associated road and bridge works including improvement of major
and minor bridges, culverts, road intersections, drains, road geometrics and road
furniture. The scope of work also includes:
(i) Environmental and social Impact Assessment, Environmental Management

Plan and Rehabilitation and Resettlement Studies including cultural
properties, natural habitats, involuntary resettlement etc.;
(ii) Public consultation, including consultation with Communities located along the
road, NGOs working in that area, other stake-holders and relevant Govt.
departments at all the different stages of assignment;
(iii) Preparation of social plans for the project affected people as per policy of the
lending agencies/Government of India R & R Policy;
The EIA will be carried out in compliance with various prevailing laws and regulations of
the GOI relevant to the project including EIA notification, MoEF 2006 & its amendment
and the operational policies and guidelines of the World Bank.
6.2.1 Traffic Details per route

The homogeneous traffic sections for traffic survey has been identified based on each
section carrying approximately similar traffic between points of substantial change and
locations of major intersection along the project road, from where the traffic is
merges/diverge and affect the traffic on the link under consideration. Based on this
consideration the project road corridor has been divided in to four homogeneous
sections.
Homogeneous traffic sections
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S. Km Location of Traffic Locations

Section
No. From To count station
1. Hamirpur to Rakoh Village 141 172 Km 145 CVC 1
Rakoh Village to
2. 172 200 Km 179 CVC 2
Jogindernagar Junction
Jogindernagar Junction to
3. 200 235 Km 225 CVC 3
Raproo Village
Raproo Village to Mandi upto
4. 235 265 Km 259 CVC4
junction NH-21
Average daily traffic (ADT)
Traffic volume count data was averaged to determine Average Daily Traffic (ADT). The
summary of ADT by vehicle type is presented in the Table:
Summary of Daily Traffic Volume Count at all stations
Location Day 1 Day 2 Day 3 Day 4 Day 5 Day 6 Day 7 PCU

CVC 1 2290 2880 2964 3057 3173 3466 3266 3014
CVC 2 1926 1780 2010 2869 2537 1583 2705 2201
CVC 3 156 178 210 200 228 182 237 199
CVC 4 2723 2985 2885 2487 3224 2754 3146 2886
The summary of Daily Traffic Volume Count and ADT is presented in Table 6.3
below.
6.3 Present and Projected Traffic by Vehicle Types Along the Project Road
Agri.
Total Vehicles
Cycle Riksha
Bus TRUCK
Funeral Van
Fire Tender
Ambulance
3- Wheeler
Tractor
2-Wheeler
Total PCU
Cycle
Multi-Axle
LCV
Car
Without
Location
Trailer
Trailer
3-Axle
2 Axle
With
Mini
Full
CVC 1 858 254 158 46 168 1 0 6 67 4 1036 43 22 3 2666 3014

CVC 2 627 216 113 63 102 0 0 3 25 1 881 14 20 0 2066 2201
CVC 3 72 15 0 17 5 1 0 0 0 0 53 6 7 0 176 199
CVC 4 982 84 93 109 88 0 0 1 20 2 1326 277 19 0 3003 2886
Estimation of Traffic Growth Rate
Traffic has been forecasted according to the growth rate and applied to AADT.
Projected traffic is presented in following table.
Projected Traffic over the Design Horizon
6-262
Km 145 Km 179 Km 225 Km 259

Year
2010 2666 3014 2066 2201 176 199 3003 2886
2011 2936 3314 2275 2427 196 222 3299 3178
2012 3236 3650 2507 2677 218 249 3630 3509
2013 3570 4025 2766 2960 242 277 3998 3880
2014 3940 4438 3054 3275 270 311 4408 4293
2015 4354 4898 3374 3625 300 347 4864 4754
2016 4816 5416 3732 4019 333 387 5375 5273
2017 5212 5858 4038 4356 362 422 5816 5721
2018 5644 6341 4372 4724 394 460 6298 6214
2019 6115 6864 4735 5123 428 500 6823 6751
2020 6627 7433 5131 5559 466 547 7394 7337
2021 7188 8057 5563 6034 508 597 8018 7979
2022 7800 8739 6035 6555 553 650 8699 8679
2023 8270 9257 6397 6950 588 691 9228 9221
2024 8771 9810 6780 7368 625 734 9791 9798
2025 9304 10397 7188 7812 665 781 10392 10414
2026 9872 11022 7623 8285 708 832 11032 11071
2027 10478 11689 8087 8791 754 887 11713 11770
2028 11125 12405 8581 9327 803 944 12440 12518
2029 11816 13168 9108 9901 855 1004 13216 13315
2030 12552 13979 9668 10511 910 1067 14042 14166
2031 13337 14844 10267 11162 971 1138 14923 15074
2032 14173 15764 10905 11859 1035 1212 15865 16045
2033 15066 16746 11586 12604 1103 1290 16870 17082
2034 16019 17794 12311 13395 1177 1375 17943 18190
2035 17035 18907 13085 14241 1256 1468 19087 19372
2036 18120 20095 13910 15141 1340 1566 20307 20632
2037 19280 21365 14792 16103 1431 1672 21611 21981
2038 20519 22723 15734 17130 1527 1784 23003 23419
2039 21840 24170 16738 18224 1631 1903 24493 24961
2040 23253 25717 17811 19394 1742 2032 26084 26609
6.2.2 Design Speed

THE DESIGN SPEEDS FOR VARIOUS TERRAIN CLASSIFICATIONS FOR 2-LANE HIGHWAYS ARE
MENTIONED IN IRC SP: 73. TABLE SHOWS THE IRC STANDARD AND PROPOSED DESIGN
SPEED
DESIGN SPEED
IRC Standards
S.
Geometric Element Mountainous Steep Proposed
No.
terrain terrain
1 Design Speed (Km/hr)
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IRC Standards
S.
Geometric Element Mountainous Steep Proposed
No.
terrain terrain
Ruling 50 40 40
Minimum 40 30 30
2 Stopping sight distance (m)
For Design Speed 40 Km/hr 45 45 45
30 Km/hr 30 30 30
3 Min. Vertical Curve Length (M)
For Design Speed 40 Km/hr 20 20 20
upto 35 Km/hr 15 15 15
The alignment in most of the section is traversing in hill side cut section with steep hill
on one side and steep valley on the other side with large number of very sharp curves
blind curves and compound curves.
The improvement of alignment with the ruling design speed involves either heavy filling
on valley side or cutting on hill side and practically not feasible due to steep terrain
conditions. Due to these constraints and economical consideration it has been proposed
to keep a design speed of 30km/hr in general. However at some curve on exceptional
locations the design speed needs further to be reduced under difficult situations.
The need for warning signs shall be considered wherever ruling design speed cannot be
provided due to these constraints.
6.2.3 Improvement proposal (Widening to 2-lane)

Constructions of roads in hilly region disturb the ecosystem in many ways.
“Development without destruction” is pursuance of the national priority to create a
balance between ecology and development is of utmost importance. Thus for the
development and prosperity of the nation, if has been ensured that the eco-system is
not disturbed and a harmonious, balance stuck between road development and
environment.
valley on other side. Due to land side and inadequate stability retaining walls are
existing at some locations as mentioned in Inventory data of retaining structure. The
condition of these structures is fairly good.
6-264
THE IMPROVEMENT PROPOSAL FOR THE PROPOSED WIDENING TO 2-LANE CONFIGURATION

SYSTEM INCLUDES THE PROVISIONS FOR THE FOLLOWING MAJOR ITEMS:
 DESIGN STANDARDS;
 WIDENING SCHEME;
 REQUIREMENT OF BYPASSES AND REALIGNMENT;
 GEOMETRIC IMPROVEMENTS DESIGN;
 BRIDGES AND CROSS-DRAINAGES;
 SAFETY AND SPECIAL PROBLEMS; AND
 ROAD APPURTENANCES;
Improvement Proposal
Proposed widening scheme for the whole project is as described below:
Widening Proposal
Widening Proposal Length in Km

Left side Widening 13.585
Concentric Widening 36.646
Right Side Widening 37.151
Curve Improvement 11.138
Realignment (Major and Minor) 11.072
Bypass Nil
Total 109.592
Provision of retaining and breast walls
At most of the locations one side hill and one side valley exist on the project highway,
hence provision of retaing and breast wall becomes necessry from safety point of view.
The location of retailing wall has been identified at site, considering the roadway
requirement and safety requirements. It has been assessed that in about 20.850 km
length retaining wall and in about 19.665 Km. length breast wall shall require to be
constructed.
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Design for road markings, signs and other safety devices
Pavement Markings
Pavement markings shall be as per IRC: 35-1997. These markings shall be applied to
road centre lines, edge line, continuity line, stop lines, give-way lines, diagonal/chevron
markings, zebra crossing and at parking areas by means of an approved self-propelled
machine which has a satisfactory cut-off value capable of applying broken lines
automatically.
Highway Signs
These shall be provided as per IRC: 67-2012 and IRC: SP: 31-1992 shall be followed
for new traffic signs. The design and location of route marker signs for National Highway
shall be as per IRC: 2-1968 (first revision)
Toll plaza
Two toll plazas (one at Ex. Km 151.125 and another at Ex. Km 258.230) are proposed.
Toll Plaza Location
S. No. Existing Chainage Design Chainage
1 151.125 150.051
2 258.230 244.751
Bus Stops
40 bus Bays with Bus shelters are proposed to facilitate the road users. The shelter
structure shall be structurally safe and functional so as to protect the waiting
passengers adequately from sun, rain and wind.
Truck Lay Bye
2 numbers of truck lay bye has been proposed at km 173/639 and km 193/062.
6.2.4 Construction Materials

The details of construction material and there sources, distance, quantity etc. are given
in volume III.
Construction Materials such as fine and coarse aggregates, granular sub-base material,
sub-grade soil and borrow area soil are required to widen and strengthen the project
6-266
road and bridges. Information on existing quarries and other sources of potential road
construction materials have been collected during field visits and from local offices of the
Public Works Department of the project area. Details given in Vol. III as narrowed above
and abstract as blow:
• Soils for Embankment/sub-grade
Extensive survey was undertaken to locate potential sources of borrow area as near to
project site as possible to avoid long haulage of the material. It has been found that
suitable soil required for the construction of embankment and sub grade shall be
available all along the alignment from cutting of the hill/existing road formation. The
existing road sub grade and shoulders are also of the same cutting material. Sufficient
quantity is available from cutting.
However it has also been observed that all road stretches where realignment or
widening is proposed, the sub-grade shall be natural formed by existing soil strata with
its loosening and re-compacting. Hence the properties of existing sub-grade samples
shall be applicable for new construction of pavement along the realignments.
• Stone Metal Quarries
Extensive survey was conducted to locate the availability of granular material and stone
metal required for the construction of granular sub base, Wet Mix Macadam, Dense
Bituminous Macadam, Bituminous Concrete and Cement Concrete works near to the
project site. As a result of local enquiry and discussions with the PWD officials,
stone/metal/crusher sand was identified at 4 quarry/crusher sites close the project road.
These are –
(ix) Pung Khad – 10 km in LHS of km 146.350 of NH-70
(x) Sarkaghat Quarry – 1 km in LHS of km 178 of NH-70
(xi) Stone Quary – 6 km in LHS of km 195 of NH-70
(xii) Stone Quarry – 6.16 km in LHS of km 258 of NH-70
Summary of Test Results of Quarry Materials – Stone Materials
6-267
Source / Location of Sample
Type of Test Pung khad Sarkaghat Km

Km 195
(km 146/350) (km 178) 258.565
Impact Value 15.22 15.62 14.62 15.27
Water Absorption 0.83 0.85 0.84 0.94
Specific Gravity 2.66 2.67 2.64 2.63
Flakiness Index/Elongation Index 11.22 10.55 11.06 11.21
Stripping Value 7.60 8.00 7.00 8.33
• Sand Source
Apart from crusher sand available at the above stone crushers, natural sand in also
available at the following sources –
(v) Seer Khad – 1 km in LHS of km 178 of NH-70 near Sarkaghat
(vi) Ratti Khad - 15.8 km in RHS of km 258.565 of NH-70
Sufficient quantity is available at these sources
Details of road construction materials
Details of road construction materials for the proposed sub-project road are given in
table below:
6-268
Quantity of Various Items used in NH -70
Section – I (From Km 141+000 to km 188+450)
S. Item Cement Bitumen Steel Water Diese

Highway Structure Quantity Unit Moorum Aggregate Sand Stone
No. Description (Tonn) (Tonn) (tonn) (KL) (KL)
Embankment
0 0 cum 0 0 0 0 0 0 0 0 0
1 from Borrow
2 Earth cutting 172565 0 172565 cum 0 0 0 0 0 0 0 0 26
Excavation for
129250 129250 cum 0 0 0 0 0 0 0 0 194
3 RW
Re-use of
266022 266022 cum 0 0 0 0 0 0 0 63845 80
4 Earth cutting
Soft Rock
Cutting
580223 11261 591484 cum 0 0 0 0 0 0 0 0 887
without
5 Blasting
Hard Rock
Cutting 402651 18483 421134 cum 0 0 0 0 0 0 0 0 632
6 Blasting
Subgrade &
Earthen 57326 57326 cum 57326 0 0 0 0 0 0 13758 143
7 Shoulder
Granular Sub
67404 67404 cum 0 67404 0 0 0 0 0 8088 236
8 Base
9 Hard Shoulder 9107 9107 cum 0 9107 0 0 0 0 0 1093 32
Wet Mix
81442 81442 cum 0 81442 0 0 0 0 0 6515 326
10 Macadam
Dry Lean
158 158 cum 0 142 79 0 24 0 0 17 0
11 Concrete
Pavement
Quality 316 316 cum 0 284 158 0 117 0 8 65 1
12 Concrete
6-269
S. Item Cement Bitumen Steel Water Diese

Highway Structure Quantity Unit Moorum Aggregate Sand Stone
No. Description (Tonn) (Tonn) (tonn) (KL) (KL)
13 DBM 17034 17034 cum 0 17034 0 0 0 1763 0 0 85
14 BC 13739 695 14434 cum 0 14434 0 0 0 2035 0 0 72
Bituminous
289 289 cum 0 289 0 0 0 21 0 0 1
15 Macadam
16 Primer Coat 337694 337694 sqm 0 0 0 0 0 236 0 574 3
17 Tack Coat 689920 689920 sqm 0 0 0 0 0 155 0 0 7
Stone for
8776.91 8777 cum 0 0 0 8777 0 0 0 0 0
18 Pitching
Stone for
15230.80 15231 cum 0 0 0 15231 0 0 5 0
19 Masonry
Sand for Filter
34688 34688 cum 0 0 34688 0 0 0 0 3 0
20 Media
Aggregate for
0 cum 0 0 0 0 0 0 0 0 0
21 Filter Media
PCC 1:3:6 &
8461 12788 21249 cum 0 19124 10625 0 5737 0 0 1806 85
22 M15
RCC M20 &
18276 96080 114356 cum 102921 45742 0 34307 0 0 17153 686
23 Above
Additional
water for KL 0 0 0 0 0 0 0 18960 0
24 curing
Additional
water for KL 0 0 0 0 0 0 0 29872 0
25 Drinking
Steel for
Structure & 502 4308 4810 Tonn 0 0 0 0 0 0 4810 0 0
26 RW
Total = 57326 312180 91292 24008 40185 4211 4818 161754 3497
6-270
Section – II (From Km 188+450 to Km 208+950)
S. Cement Bitumen Steel Water Diesel

Item Description Highway Structure Quantity Unit Moorum Aggregate Sand Stone
No. (Tonn) (Tonn) (tonn) (KL) (KL)
Embankment
0 cum 0 0 0 0 0 0 0 0 0
1 from Borrow
2 Earth cutting 121314 121314 cum 0 0 0 0 0 0 0 0 18
Excavation for
34300 34300 cum 0 0 0 0 0 0 0 0 51
3 RW
Re-use of Earth
114742 114742 cum 0 0 0 0 0 0 0 27538 34
4 cutting
Soft Rock
Cutting without 405071 6066 411137 cum 0 0 0 0 0 0 0 0 617
5 Blasting
Hard Rock
283065 23805 306870 cum 0 0 0 0 0 0 0 0 460
6 Cutting Blasting
Subgrade &
Earthen 26224 26224 cum 26224 0 0 0 0 0 0 6294 66
7 Shoulder
Granular Sub
35177 35177 cum 0 35177 0 0 0 0 0 4221 123
8 Base
Wet Mix
39471 39471 cum 0 39471 0 0 0 0 0 3158 158
10 Macadam
Dry Lean
0 0 cum 0 0 0 0 0 0 0 0 0
11 Concrete
12 Pavement 0 0 cum 0 0 0 0 0 0 0 0 0
6-271
S. Cement Bitumen Steel Water Diesel

Item Description Highway Structure Quantity Unit Moorum Aggregate Sand Stone
No. (Tonn) (Tonn) (tonn) (KL) (KL)
Quality Concrete
13 DBM 8003 8003 cum 0 8003 0 0 0 828 0 0 40
14 SDBC & BC 4611 314 4925 cum 0 4925 0 0 0 694 0 0 25
Bituminious
61 61 cum 0 61 0 0 0 4 0 0 0
15 Macadam
16 Primer Coat 160590 160590 sqm 0 0 0 0 0 112 0 273 2
17 Tack Coat 323100 323100 sqm 0 0 0 0 0 73 0 0 3
Stone for
5213 5213 cum 0 0 0 5213 0 0 0 0 0
18 Pitching
Stone for
24403 24403 cum 0 0 0 24403 0 0 7 0
19 Masonary
Sand for Filter
11954 11954 cum 0 0 11954 0 0 0 0 1 0
20 Media
Aggregate for
0 cum 0 0 0 0 0 0 0 0 0
21 Filter Media
22 PCC 1:3:6 & M15 4900 12953 17853 cum 0 16068 8927 0 4820 0 0 1518 71
RCC M20 &
549 32630 33179 cum 29861 13272 0 9954 0 0 4977 199
23 Above
Additional water
KL 0 0 0 0 0 0 0 6494 0
24 for curing
Additional water
KL 0 0 0 0 0 0 0 14366 0
25 for Drinking
Steel for
15 1557 1572 Tonn 0 0 0 0 0 0 1572 0 0
26 Structure & RW
Total = 26224 138214 34152 29616 14774 1712 1572 69405 1884
6-272
Section – III (From Km 208+950 to Km 250+592)
Ceme
Bitum
nt Steel
S. Item Highw Structur Quantit Mooru Aggreg Ston en Water Diesel
Unit Sand (tonn
No. Description ay e y m ate e (Tonn (KL) (KL)
(Tonn )
)
)
Embankment
0 cum 0 0 0 0 0 0 0 0 0
1 from Borrow
2 Earth cutting 219291 219291 cum 0 0 0 0 0 0 0 0 33
Excavation for
63493 63493 cum 0 0 0 0 0 0 0 0 95
3 RW
Re-use of Earth
154268 154268 cum 0 0 0 0 0 0 0 37024 46
4 cutting
Soft Rock
Cutting without 734439 10089 744528 cum 0 0 0 0 0 0 0 0 1117
5 Blasting
Hard Rock
Cutting 511680 13515 525194 cum 0 0 0 0 0 0 0 0 788
6 Blasting
Subgrade &
Earthen 44859 44859 cum 44859 0 0 0 0 0 0 10766 112
7 Shoulder
Granular Sub
68796 68796 cum 0 68796 0 0 0 0 0 8256 241
8 Base
Wet Mix
79828 79828 cum 0 79828 0 0 0 0 0 6386 319
10 Macadam
Dry Lean
158 158 cum 0 142 79 0 24 0 0 17 0
11 Concrete
Pavement
Quality 316 316 cum 0 284 158 0 117 0 8 65 1
12 Concrete
6-273
Ceme
Bitum
nt Steel
S. Item Highw Structur Quantit Mooru Aggreg Ston en Water Diesel
Unit Sand (tonn
No. Description ay e y m ate e (Tonn (KL) (KL)
(Tonn )
)
)
13 BM & DBM 16727 16727 cum 0 16727 0 0 0 1731 0 0 84
14 SDBC & BC 11600 324 11924 cum 0 11924 0 0 0 1681 0 0 60
Bituminious
272 272 cum 0 272 0 0 0 20 0 0 1
15 Macadam
16 Primer Coat 330396 330396 sqm 0 0 0 0 0 231 0 562 3
17 Tack Coat 675834 675834 sqm 0 0 0 0 0 152 0 0 7
Stone for 1321
13217 13217 cum 0 0 0 0 0 0 0 0
18 Pitching 7
Stone for
3851 3851 cum 0 0 0 3851 0 0 1 0
19 Masonary
Sand for Filter
19483 19483 cum 0 0 19483 0 0 0 0 2 0
20 Media
Aggregate for
0 cum 0 0 0 0 0 0 0 0 0
21 Filter Media
PCC 1:3:6 &
8440 17416 25856 cum 0 23270 12928 0 6981 0 0 2198 103
22 M15
RCC M20 &
6242 10439 16681 cum 15013 6672 0 5004 0 0 2502 100
23 Above
Additional
KL 0 0 0 0 0 0 0 4700 0
24 water for curing
Additional
water for KL 0 0 0 0 0 0 0 29183 0
25 Drinking
Steel for
172 2112 2284 Tonn 0 0 0 0 0 0 2284 0 0
26 Structure & RW
1706
44859 224631 39320 12126 3816 2291 102666 3140
Total = 8
6-274
6-275
6.2.4.1 ROCKS :
PLEASE REFER ABOVE TABLE FOR QUANTITY REQUIRED FOR PROJECT ROAD
6.2.4.2 GRAVEL:
6.2.4.3 SAND:
6.2.5 Fly Ash:
Fly ash from thermal plants is not available within 100 kms approach for use in the
project road as per MoEF fly ash notification.
6.2.6 Embankment fill:
The sub grade of the existing pavement shall be used as embankment fill material.
Please refer above Table for quantity required for project road
6.2.7 Asphalt:
Please refer above Table for quantity required for project road. Bitumen is available
from Panipat refinery. The requisite tests shall require to be conducted for conformity
prior to its use on construction works.
Source of other Materials:

• Cement –
Cement can be procured directly from the cement manufacturing plants in the
region approved by DGSD. Cement is also available from local authorized
agents in bulk at Hamirpur and Mandi. The requisite tests shall require to be
conducted for conformity prior to its use on construction works.
• Structural steel –
The steel can be procured from stock yards of SAIL from Mandi or from other
authorized agencies near to project site. The requisite tests shall require to be
conducted for conformity prior to its use on construction works.
6.2.8 Major and Minor Bridges
Major Bridges
There is only one major bridge on Sonkhad (Shivdwala) (Total span length > 60m) in km
195+463 comprising of 2 end span of 28.7 m each and one middle span of 47.2 m with
the arrangement of RCC Deck Slabs supported over PSC ‘I’ Beam resting on RCC pier
and Abutments. It has narrow carriageway of 4.25 m and overall outer width of 5.20 m.
The bridge is having RCC railing. The condition of the bridge is good.
6-276
Details of existing and proposed Major Bridges
Location Design Total Width

Status Span Arrangement Carriageway Remarks
Chainage Chainage of Culvert
Existing 195+463 189+755 1x28.7+1x47.2+1x28.7 4.25 5.20

Reconstruction
Proposed 195+463 189+755 2x30.0+1x47.0 11.0 12.0
Minor Bridges -
There exist 7 minor bridges on various Khads and natural falling streams from side hills
on this project road. All minor bridges are having single span arrangement either of RCC
‘T’ beam/RCC slab or steel truss. All these are having narrow carriageway ranging from
3.8 m to 6.0 m and overall width 4.65 m to 6.9 m. The general condition of these bridges
is very poor and proposed to be reconstructed. The bridge at km 197+361 is of steel
truss and temporarily resting at both ends on road.
Details of existing and proposed Minor Bridges
Span Total Total

Span Proposed
S. Location Design Arrangem Carriage Width Propo
Arrangement Carriage
No. Chainage Chainage ent way of sed
(Proposed) way
(Existing) Culvert Width
1 184+364 180+619 1x41.95 4.35 4.8 1x42.0 11.0 12.0

2 185+717 181+800 1x12.20m 3.8 4.6 1x12.0 11.0 12.0
Temporary
3 197+361 191+505 - - Temporary 11.0 12.0
Structure
4 230+228 220+283 1x6.1 6 6.9 1x6.4 11.0 12.0
5 235+318 224+703 1x19.75 4.3 5.3 1x21.50 11.0 12.0
6 238+933 228+016 1x19.75 4.1 5.2 1x21.50 11.0 12.0
7 240+486 229+381 1x31.75 4.2 4.7 1x32.2 11.0 12.0
Inventory of Culverts
There are 487 No. of culverts on the project highway and most of them are of narrow
carriageway width and do not cater for even 2 lane highway. As per the inventory of
culverts based on site inspection carried out. It has been observed that majority of the
culverts are of hume pipe having diameter ranging from 300 mm to 1000 mm and
remaining are of RCC slab and stone scuppers type. The various types of culverts is as
below.
Details of Culverts
6-277
S. No Type of Culverts Total Number

1 RCC Slab 33
2 Hume Pipes 345
3 Stone Scuppers 107
4 Flush Causeway 2
Total 487
6.2.9 Junctions
There are 77 nos. of Junctions are existing on project road. Major junctions involved are
NH, SH and MDR intersecting with the project road. Village and other roads intersecting
with project have been considered as minor junctions.
List of Proposed Junctions

Type
Traffic Category
of Width of
S. Existing Guidan Surface NH/SH/ Cross Road Improvement
Juncti Carriage Side
No. Chainage ce Type MDR/ODR Leads To of Junction
on -way (m)
System /VR/LR
(+,T,Y)
At grade
1 141+195 Y NA BT 2.86 VR TO KAKRU RHS
Junction
TO NIT At grade
2 141+350 Y NA BT 17.5 VR RHS
Hamirpur Junction
At grade
3 142+200 Y NA BT 2.5 VR TO KHAS LHS
Junction
TO NIT At grade
4 142+700 T NA BT 5.5 VR RHS
Hamirpur Junction
At grade
5 143+300 Y NA BT 2.5 VR TO BHATI LHS
Junction
TO At grade
6 144+600 T NA BT 2.5 VR LHS
KHAYAKARI Junction
TO At grade
7 144+820 Y NA BT 2.5 VR RHS
KHARPARA Junction
TO At grade
8 146+481 Y NA BT 3.95 VR LHS
KOT,CHOURI Junction
TO ROPA At grade
9 150+746 Y NA BT 2.8 VR RHS
MANIYANA Junction
At grade
10 152+169 Y NA BT 4.09 VR TO LAGWAN RHS
Junction
At grade
11 152+866 Y NA BT 3.04 VR TO UHAL LHS
Junction
TO TAUNI At grade
12 153+742 Y NA BT 2.72 VR LHS
DEVI Junction
At grade
13 153+910 Y NA BT 2.68 VR TO AMBI RHS
Junction
At grade
14 154+098 Y NA BT 2.34 VR TO SISLA RHS
Junction
At grade
15 155+400 Y NA BT 3.46 VR TO JHANIKAR RHS
Junction
At grade
16 156+800 Y NA BT 4.75 VR TO BARADA LHS
Junction
At grade
17 157+900 Y NA BT 2.2 VR TO PANJOT RHS
Junction
6-278
Type
Traffic Category
of Width of
on -way (m)
System /VR/LR
(+,T,Y)
At grade
18 158+983 Y NA BT 2.92 VR TO LATIYAR RHS
Junction
TO At grade
19 159+832 Y NA BT 2.98 VR RHS
SAMIRPUR Junction
TO VILLAGE At grade
20 160+109 Y NA BT 3.06 VR LHS
MATLANA Junction
TO AWAH
At grade
21 162+435 Y NA BT 3.9 VR DEVI RHS
Junction
(BYPASS)
TO AWAH At grade
22 162+752 Y NA BT 3.44 VR RHS
DEVI Junction
TO
At grade
23 163+407 Y BT 4.08 VR CHALOTHAR LHS
Junction
A
TO SARKA At grade
24 165+800 Y NA BT 3.13 VR LHS
GHAT Junction
TO SARKA At grade
25 165+805 Y NA BT 3.17 VR LHS
GHAT Junction
At grade
26 168+067 Y NA BT 2.95 VR TO BHAREDI RHS
Junction
TO
27 168+304 Y BT 2.84 VR CHANDRARU LHS At grade
KALAN
TO RAKHO At grade
28 171+924 Y NA BT 3.52 VR LHS
VILLAGE Junction
At grade
29 175+500 Y NA BT 2.44 VR TO TATIWALI LHS
Junction
At grade
30 177+000 Y NA BT 2.66 LR TO PWD RHS
Junction
TO POLICE At grade
31 177+217 Y NA BT 2.77 LR LHS
STATION Junction
TO
At grade
32 178+000 Y NA BT 7.64 LR SARKAGHAT RHS
Junction
BUS STAND
TO P.W.D At grade
33 178+330 Y NA BT 2.83 LR RHS
OFFICE Junction
TO FOREST At grade
34 178+464 Y NA BT 2.17 LR RHS
OFFICE Junction
TO FOOD At grade
35 179+144 Y NA BT 1.58 LR LHS
GRAIN Junction
At grade
36 179+412 Y NA BT 2.54 VR TO MESERAM RHS
Junction
At grade
37 180+297 Y NA BT 4.46 VR TO RISHA RHS
Junction
TO At grade
38 182+456 Y NA BT 6.34 VR RHS
DAWARDU Junction
TO At grade
39 183+700 Y BT 1.98 VR RHS
DAMKHERA Junction
TO
At grade
40 184+400 Y NA BT 3.91 VR CHOLTHARA LHS
Junction
VILLAGE
TO SAJAO At grade
41 185+000 Y NA BT 3.09 VR LHS
PIPLU Junction
6-279
Type
Traffic Category
of Width of
on -way (m)
System /VR/LR
(+,T,Y)
At grade
42 185+731 Y NA BT 3.17 VR TO BEHRI LHS
Junction
At grade
43 187+631 Y NA BT 5.4 VR TO BEHRI LHS
Junction
At grade
44 188+442 Y NA BT 3.57 VR TO HUCKEL RHS
Junction
TO SAJAO At grade
45 192+934 Y NA BT 3.36 VR LHS
PIPLU Junction
At grade
46 193+751 Y WBM 3.23 VR TO SARI LHS
Junction
At grade
47 196+184 Y NA WBM 4.42 VR TO CHALALI RHS
Junction
TO At grade
48 197+605 Y NA BT 4.46 VR LHS
DHARAMPUR Junction
TO REST At grade
49 198+530 Y NA BT 2.65 LR LHS
HOUSE Junction
TO
At grade
50 199+533 Y NA BT 4.87 VR JOGINDRA LHS
Junction
NAGAR
TO SARAS At grade
51 200+160 Y NA BT 2.95 VR LHS
KHAN Junction
At grade
52 207+860 Y NA BT 3.32 VR TO KHALSAR RHS
Junction
At grade
53 213+244 Y NA BT 2.15 LR RASTA RHS
Junction
At grade
54 216+294 Y NA BT 3.94 VR TO PEHAD LHS
Junction
TO At grade
55 222+044 Y NA BT 5.3 VR RHS
KUMAHARDA Junction
At grade
56 225+340 Y NA BT 2.22 VR TO SATAN LHS
Junction
TO PHED At grade
57 225+628 Y NA BT 3.33 LR RHS
RES. Junction
TO VILLAGE At grade
58 227+921 Y NA BT 3.45 VR LHS
ARTI Junction
TO VILLAGE At grade
59 229+676 Y NA BT 3.99 VR RHS
LAGDHAR Junction
TO
At grade
60 238+350 Y NA WBM 3.02 VR KOSHAMAL LHS
Junction
(WBM ROAD)
At grade
61 240+020 Y NA BT 2.63 VR TO DANDRAL RHS
Junction
TO
At grade
62 241+234 Y NA BT 2.15 VR SAMRAHAN RHS
Junction
(WBM ROAD)
TO
At grade
63 242+605 Y NA BT 2.53 VR JOGINDRA LHS
Junction
NAGAR
At grade
64 245+567 Y NA BT 2.62 VR BT ROAD RHS
Junction
At grade
65 245+897 Y NA BT 3.29 LR TO HOSPITAL LHS
Junction
At grade
66 246+577 Y NA BT 3.39 VR TO NALHOG LHS
Junction
6-280
Type
Traffic Category
of Width of
on -way (m)
System /VR/LR
(+,T,Y)
67 246+583 Y BT 3.66 VR TO BAGGI RHS
TO SAIGALU At grade
68 247+083 Y NA BT 2.34 VR RHS
VILLAGE Junction
TO DEVDHAR At grade
69 256+465 Y NA BT 5.43 VR LHS
VILLAGE Junction
At grade
70 257+097 Y NA BT 3.66 VR TO GOKHADA RHS
Junction
TO At grade
71 259+455 Y NA BT 4.59 VR RHS
REWALSAR Junction
TO MANDI At grade
72 259+482 Y NA BT 4.3 LR LHS
CITY Junction
TO TALYAD At grade
73 259+942 Y NA BT 2.64 VR RHS
VILLAGE Junction
TO MADWAN At grade
74 262+381 Y NA BT 2.61 VR LHS
VILLAGE Junction
TO MADWAN
75 262+552 Y NA BT 2.62 VR RHS
VILLAGE
TO MANDI At grade
76 264+000 Y NA BT 4.91 LR LHS
CITY Junction
TO KULLU At grade
77 265+019 T NA BT 3.17 VR LHS
MANALI Junction
6.2.10 Bus lay-bye and Truck lay bye

40 Nos Bus Byas are proposed for project road.
List of Bus Shelters
S. No. Location Name of Village

1 146+425 Kot
2 151+177 Touni Devi
3 152+762 Bari Mandir
4 153+858 Jhanikar
5 154+418 Barara
6 155+147 Sapnehra
7 156+662 Panjot
8 157+882 Samirpur
9 158+985 Sangroh
10 160+846 Awah Devi
11 162+963 Cholthra
12 165+066 Kagaloo
13 166+610 Ropar
14 167+836 Jabrali
15 168+730 Rakoh
16 170+666 Morgalu
17 172+643 Tatoj
18 174+449 Sarkaghal
6-281
S. No. Location Name of Village

19 176+498 Jamsai
20 177+839 Parsada
21 179+999 Damshera
22 181+184 Parchoo
23 184+896 Hukal
24 188+286 Longni
25 190+062 Shivdwala
26 200+500 Baroti
27 207+000 Koti
28 220+214 Lagdhar
29 224+601 Roproo
30 228+043 Salater
31 232+988 Kotli
32 234+623 Saigaloo
33 235+675 Sai
34 236+545 Chaloh
35 237+407 Deonal
36 239+251 Sathol
37 240+163 Raprahal
38 241+841 Fatewahal
39 243+601 Depdjar
40 245+331 Talayar
2 Nos of truck lay bye have been proposed near Existing km 177/00 and near
existing km 200/00.
S. No. Design Chainage Remarks

1 173/639 Near Sarkaghat
2 193/062 Near Dharampur
6.3 Street Furniture

No street furniture like street lighting has been proposed but adequate road furniture
comprising of road markings, cautionary, mandatory and informatory signs; delineators,
object markers; reflective pavement markers; guard posts and crash barriers; road
humps and rumble strips have been proposed at appropriate locations for the safety of
road users as per the IRC guidelines keeping in view the site requirements.
6.3.1 Realignments and Bypasses

 NO BYPASS PROPOSED IN PROJECT ROAD.
6-282
 The project road stretch involves two types of realignment one is due to geometric
improvements of existing sub-standard curves and other one due to improvement of
alignment.
Existing project road has lot of geometric deficiencies. Wherever feasible proposed
geometric design is carried out according to design standards for congested locations.
The total length of these realignment stretches comes out to 3.73 Kms. Proposed
geometric improvements and alignment improvements are given under:
LIST OF PROPOSED CURVE IMPROVEMENT

Length
S. No. From To
(M)
1 150590 150683 93
2 151343 151519 176
3 157061 157200 139
4 161225 161350 125
5 161847 161939 92
6 162128 162360 232
7 163564 163781 217
8 163831 163951 120
9 164046 164241 195
10 164307 164402 95
11 167620 167691 71
12 167751 167893 142
13 168151 168242 91
14 168898 168987 89
15 169565 170790 1225
16 170946 171033 87
17 171428 171540 112
18 171922 172008 86
19 172599 172676 77
20 177162 177238 76
21 178046 178116 70
22 179940 180017 77
23 180570 180678 108
24 181746 181869 123
25 184676 184765 89
26 186628 186702 74
27 190305 190431 126
28 191458 191592 134
29 193419 193532 113
30 194018 194168 150
31 196783 196886 103
32 197530 197603 73
6-283
Length
S. No. From To
(M)
33 197886 197975 89
34 199222 199307 85
35 199821 199964 143
36 200070 200185 115
37 201005 201085 80
38 202938 203009 71
39 203138 203266 128
40 203799 203868 69
41 204414 204529 115
42 204741 204813 72
43 205927 206084 157
44 208121 208216 95
45 208639 208747 108
46 209301 209374 73
47 211357 211479 122
48 211500 211648 148
49 213642 213712 70
50 215797 215924 127
51 216319 216483 164
52 216566 216822 256
53 217079 217183 104
54 217245 217317 72
55 217466 217615 149
56 218918 219026 108
57 219224 219296 72
58 220104 220174 70
59 220255 220357 102
60 220461 220551 90
61 220678 220843 165
62 220873 220964 91
63 221004 221101 97
64 221136 221270 134
65 222821 222899 78
66 223105 223264 159
67 224641 224838 197
68 224950 225027 77
69 225823 225905 82
70 226959 227067 108
71 227564 227649 85
72 230118 230266 148
73 231750 231911 161
74 233140 233246 106
75 233804 233970 166
6-284
Length
S. No. From To
(M)
76 234002 234184 182
77 234342 234414 72
78 234774 234922 148
79 235040 235120 80
80 235411 235497 86
81 235827 235940 113
82 236428 236502 74
83 236642 236775 133
84 241398 241530 132
85 241754 241835 81
86 242535 242610 75
87 242676 242750 74
88 242875 242965 90
89 247260 247370 110
Total 11138
Table- 6.4 Details Realignments
S. No. From To Length (M)
1 141753 141900 147

2 146834 147256 422
3 148275 148717 442
4 149275 149606 331
5 149697 149959 262
6 150171 150485 314
7 151621 151881 260
8 152843 153098 255
9 153323 153776 453
10 154957 155444 487
11 159013 159721 708
12 160074 160798 724
13 162785 163165 380
14 165558 165676 118
15 185106 185731 625
16 185855 186313 458
17 187695 187966 271
18 189613 189955 342
19 192388 193089 701
20 200322 200843 521
21 218034 218261 227
6-285
S. No. From To Length (M)

22 219508 219830 322
23 227951 228259 308
24 229161 229475 314
25 233427 233705 278
26 249101 250503 1402
Total 110.72
6.3.2 Construction and Replacement of Bridges and Culverts: Construction and

Replacement of Bridges are summarized in given table:
6-286
Construction and Replacement of Bridges and Culverts

Types of Existing Proposed Proposed New
S.NO Remarks
structure Structures Structures Const.
Retain Widen Reconstruction Abundant
All Slab Culvert are widen by
1 Slab Culverts 33 0 0 0 0 4 0
Box Culvert
6 Nos of Pipe Culverts are
2 Pipe Culverts 345 445 8 148 283 9 6 Proposed due to change of
alignment
4 Nos of Box Culverts are
3 Box Culverts 0 33 0 15 14 0 4 Proposed due to change of
alignment
6 Nos of Stone Scuppers are
4 Stone Scupper 107 0 0 0 0 6 0 Abudant due to change
alignment
both Causeway are replace by
5 Causeway 2 0 0 0 0 0 0
pipe culvert
6 Minor Bridges 7 6 1 0 6 1 No. of minor bridge is retained
7 Major Bridge 1 1 0 0 1 0 0
Total 495 485 9 163 304 19 10
6-287
6.3.3 Economic internal rate of return
The EIRR is calculated as the rate of discount for which the present value of the net
benefit stream becomes zero, or at which the present value of the benefit stream is
equal to the present value of the cost stream. For a project to be acceptable the EIRR
should be greater than the economic opportunity cost of capital. The results obtained
from HDM4 are derived from the benefit associated with the introduction of new facility.
Following table gives the results derived from the above analysis of the project.
Table- 6.5 Economic Analysis Results

HDM-4
Base Case NPV Undiscounted NPV Discounted EIRR
(in million Rs.) (in million Rs.) (in %)
Hamirpur to Mandi 27,603.72 159.19 12.3%
The project road is found to be economically viable with EIRR more than the resource
cost of capital @ 12% for base case and sensitivities.
6.3.4 Design cross sections and Road widening and improvements
THE PROJECT ROAD IS PROPOSED FOR UP-GRADATION TO 2 LANE CONFIGURATIONS. FOR

THIS CONFIGURATION, DESIGN STANDARD FOR IMPROVEMENT OF GEOMETRICS AND DESIGN
OF PAVEMENT AND STRUCTURES HAVE BEEN ADOPTED AS SET OUT IN IRC SP 73:2007.
valley on other side.
The widening scheme along with improvement of alignment, by passes have been
discussed with CE (NH) HP PWD during his site visit on 11th January 2011 and his
views/suggestions have been incorporated in the proposed alignment after further
reviewing the same at site on 12th and 13th January 2011 along with the state PWD
officials dealing with this NH Section. These have been checked by the office of RO,
MORTH Chandigarh. The typical cross section adopted for the project road is as under:
6-288
Table 6.6 Details of Typical Widths Elements
Typical
Section
(inclusive of drain on both side)
Type - 1
Both Side Hill • Carriageway – 7.00 m
(Cut Portion) • Both side Granular shoulder – 1.0 m
• Both side Lined Drain – 1.125 m
(inclusive of drain and parapet)
One Side Hill other • Hill side Granular shoulder – 1.0 m
Type - 2 side Valley • Hill side Lined drain – 1.125 m
• Valley Side Earthen Shoulder – 2.0 m
• Parapet on Valley side – 0.40 m
Both Side Valley (inclusive of parapet on both side)
Type – 3 (Both side Retaining • Carriageway – 7.00 m
wall) • Both Side Earthen Shoulder – 2.0 m
• Both side Parapet – 0.4 m
Type – 4 Plain section • Carriageway – 7.00 m
• Both side Earthen Shoulder – 2.50 m
(inclusive of both side covered drain)
Type – 5 Built up section • Carriageway – 7.00 m
• Both side Covered Drain – 1.00 m
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TYPICAL CROSS SECTIONS
6-290
6.4 Project Specification Environment Impacts and Mitigation Measures
Normally there may be some impacts on the surrounding environment, due to the
proposed improvement activities. Most of the impacts occur during the construction
stage. Few impacts may occur during the operation stage. Normally, the impacts during
the operation stage are beneficial.
These Impacts have been assessed based on the information collected from the
screening and feasibility study reports, field surveys and additional secondary data
collected as part of the study report and after studying improvement proposed dealt in
Draft DPR. Various impacts during the construction and operation phases have been
6-291
studied to identify the overall impact on the environmental attributes and remedial
measures.
6.4.1 Impacts & Mitigation Measures During Construction Phase

6.4.1.1 Topography, Geology & Soil
Topographically, terrain along the project road is hilly and mountainous all along the
project road. The slopes vary from moderate steep and very steep to precipitous. Many
overhanging cliffs with sharp horizontal curves are also observed. Altitude varies from
672 m to 1369 m along the project road.
Impact on Topography
As the project road is passing through the hilly terrain. Problems on physical
degradation include erosion, compaction and structural damage resulting from
construction activities and borrowing and quarrying. Overall topography of the area is
not going to alter due to the minor changes in embankment heights. Hence no
appreciable change in topography. Pavement height will be raised only to accommodate
structural layers over the existing pavement. The raised sections are located away from
habitations. Adequate measures have been taken so that the raising if any in settlement
areas should minimum possible and in no case exceed 1 m. During construction of the
project road, following environmental impacts are anticipated on topography and
geology:
 Disfiguration and change are anticipated in existing profile of the land due
to hill cutting and construction of realignment:
 Disturbance on geological setting due to hill cutting and disposal of hill

cutting (muck) if done in unplanned manner.
 Uncontrolled cutting of hills resulting in increase in land slide and erosion.
There will be some positive impacts as follows:

 Raising of embankment leads to no submergence areas for round the year
connectivity.
 More drainage structures will ease/improve the hydrology of the area,
 Vertical geometries improvement leads to better sight distance, safer

transportation.
Mitigation Measures
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No major change in the topography is envisaged on the project corridor, as construction

of high embankments (more than 6 m) is in piecemeal. However, requirement of
materials shall necessitate creation of new borrow areas and quarry pits. Rehabilitation
of such sites after use, by smoothening the steep slopes and covering them with
vegetation or converting them into water body shall form a part of this project.
At the various construction sites, the vehicles and equipment will be maintained and
refueled in such a fashion that oil/diesel spillage does not contaminate the soil. It will be
ensured that the fuel storage and refueling sites are kept at least 300m away from
drainage channels and important water bodies. In all fuel storage and refueling areas
located on agricultural lands or productive lands, the topsoil preservation shall be
carried out. At the two camp sites that will be set up for the project road, “oil
interceptors” should be provided.
Impact on Geology
Geologically the project highway is passing at & near Hamirpur through the Siwaliks
comprising medium to coarse sandstone, less compact to loose, and or boulder beds
highly friable and with unstable slopes. Moving towards Mandi, the road alignment is on
rocks belonging to Tertiary Subhathu formation consists mainly of variegated colored
from chocolate brown to yellow to greet shales with occasional sandstones. These rocks
are highly friable and prone to slope unstability and landslides only in 10 km length. At
end near Mandi, the highway is encountering rocks of Precambrian age comprising
mainly of compact sandstone and volcanics with lesser limestones.
Structurally, the entire section is technically highly disturbed with thrusts, low angle
faults, high fractured zones, folds and subhorizontal to high angle dipping rocks Impact
on the geological resources will occur from the extraction of materials (borrow of earth,
granular sub base and aggregates for base courses and bridges). The boulders will be
procured from the authorized suppliers or river beds and Khads which are already
operational and new locations after obtaining permission of concerned department.
Relevant rules will be followed for borrowing of soil, sand and aggregates. The impact
on general geology of the region is insignificant. No significant impact on the geology of
the area is anticipated.
Mitigation Measures
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Selected soil borrow areas have been identified during the design stage of the project.
Most of these borrow areas are local borrow areas, and agricultural fields though
designated as agriculture but not in productive use. The following guidelines and
regulation before approving the borrow area shall be followed keeping in view:
 The borrow area should not be located in cultivable land unless unavoidable i.e.
no suitable uncultivable land in the vicinity for borrowing or private landowners are
willing to allow borrowing in their fields.
 Along the roadside, borrow pits should be located 5m away from the toe line.
 The loss of productive and agriculture soil should be minimum.
During construction the Contractor will ensure that suitable earth is available. Required
as per specifications and sufficient quantity of soil is available.
Impact on Soil
Efforts have been made to have the improvements in land which is mostly unproductive
still during up -gradation of the existing road, the potential impacts on soil will be in the
form of loss of productive soil if any, soil erosion, contamination of soil, compaction of
soil, and borrow area and quarries.
Compaction of soil: Compaction of soil will occur in the pre-construction stage

(particularly during site clearance stage) due to movement of heavy machinery and
vehicles. Similarly, compaction will take place during setting up of construction camps
and stockyards. During construction, there is a possibility of compaction beyond the
COI, due to the movement of vehicles and heavy machinery.
Loss of productive soil: The soil of the project area is not much fertile, but at some
places along with the project road (wherever the step farming is in practice), the soil is
suitable for agriculture. The loss of productive soil, during the construction stage
temporally it is likely to be envisaged at locations of workers’ camps, stockyards,
storage godowns etc if these are located on fertile areas which can be restored to
original nature,
Soil Erosion: The soil in the study area is generally brown, alluvial and grey brown
podzolic soil. Moreover, out of project road, about 9-10 km track is situated in landslide
prone area. Therefore, the potential for erosion varies along the alignment. Soil erosion
will be aggravated if the vegetation is removed from the sides since roots are known to
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hold soil together. However to avoid erosion protective engineering measure like breast
wall have been proposed.
Quarries and borrow pits: Quarries, borrow pits and other sources are possible source
for construction material. Since the project area is situated in the hilly region, therefore,
the quarries and stone required for the construction activities is easily available.
Contamination of soil: Contamination of soil during construction stage is primarily due

to construction and allied activities. The sites where construction vehicles are parked
and serviced are likely to be contaminated because of leakage or spillage of fuel and
lubricants. Pollution of soil can also occur in hot-mix plants from leakage or spillage of
asphalt or bitumen. Refuse and solid waste from labour camps can also contaminate the
soil.
Mitigation Measures
Soil erosion could cause severe negative impact if, not dealt with in time. It may harm
the environment in two ways, firstly it erodes the top soil and secondly it spoils the
resource where it settles, mostly water course. The following measures shall be taken
during construction stage:
Road slopes and spoils
Adequate measures have been devised for control of the soil erosion from the
embankments; the slopes have been restricted to 1.5:1 for most of the sections. Soil
erosion through embankments is prevented and controlled by following methods.
Use of Pitching to Control Erosion (for embankment > 3.0m)

List of proposed stretches for pitching are given in blow table:
Proposed stretches for pitching

LHS RHS
From To Length From To Length
150300 150325 25 149550 149625 75
152600 152625 25 149650 149675 25
152850 152875 25 151975 152075 100
155125 155150 25 152100 152125 25
160150 160175 25 152150 152200 50
160300 160325 25 152250 152375 125
160425 160450 25 152400 152475 75
160525 160550 25 152825 152850 25
161350 161375 25 153075 153100 25
6-295
LHS RHS
165200 165225 25 153225 153250 25
165275 165350 75 153300 153325 25
165375 165400 25 153450 153475 25
165675 165700 25 155275 155325 50
165875 165900 25 159175 159225 50
165975 166000 25 159275 159375 100
166150 166175 25 159425 159450 25
166200 166250 50 159800 159825 25
166475 166550 75 159850 159875 25
166700 166825 125 160250 160275 25
166850 166875 25 160350 160375 25
167125 167150 25 161350 161375 25
168075 168100 25 161450 161475 25
169275 169300 25 161525 161550 25
169500 169525 25 161575 161600 25
169550 169575 25 161750 161775 25
169700 169750 50 161800 161825 25
169775 169800 25 161850 161875 25
169900 169950 50 161950 161975 25
170000 170050 50 162025 162050 25
170100 170150 50 162550 162575 25
170175 170200 25 163525 163550 25
170250 170300 50 163775 163800 25
170375 170400 25 163950 163975 25
170500 170525 25 164500 164525 25
170650 170750 100 164550 164675 125
170800 170825 25 164750 164800 50
170925 170950 25 167300 167350 50
171125 171150 25 168150 168175 25
171375 171450 75 168275 168300 25
171550 171600 50 168325 168350 25
171700 171750 50 168375 168425 50
171775 171800 25 168450 168500 50
171825 171850 25 179300 179325 25
171875 171900 25 179575 179650 75
172025 172050 25 180100 180125 25
172200 172250 50 180175 180250 75
172375 172400 25 180275 180400 125
172425 172450 25 180500 180525 25
172500 172550 50 180800 180825 25
172700 172775 75 180950 181000 50
172800 172825 25 181025 181175 150
6-296
LHS RHS
172875 172925 50 181200 181225 25
172950 173000 50 181275 181300 25
173150 173175 25 181450 181475 25
173225 173275 50 181875 181900 25
173400 173425 25 182275 182350 75
173450 173475 25 182425 182600 175
173500 173525 25 182625 182675 50
173550 173625 75 182700 182725 25
176325 176400 75 182775 182825 50
176450 176475 25 182900 182950 50
176650 176875 225 182975 183000 25
176925 176950 25 183025 183075 50
177100 177200 100 183200 183225 25
177225 177325 100 183250 183275 25
177400 177550 150 183300 183450 150
177600 177650 50 183475 183500 25
177825 177850 25 183525 183575 50
178000 178075 75 183625 183650 25
178125 178150 25 183850 183925 75
178250 178300 50 183950 184000 50
188375 188400 25 184025 184075 50
188600 188700 100 184150 184200 50
188750 188775 25 184275 184325 50
188825 188850 25 184375 184425 50
189100 189125 25 184475 184500 25
190000 190025 25 184525 184550 25
190175 190200 25 184800 184825 25
190500 190525 25 184875 184900 25
190850 190875 25 184975 185000 25
190900 190925 25 185075 185100 25
191050 191100 50 189450 189475 25
191450 191475 25 189575 189625 50
191775 191800 25 193075 193100 25
191875 191900 25 193400 193425 25
191925 191950 25 193575 193600 25
192025 192050 25 193750 193800 50
192175 192225 50 193850 193875 25
192250 192300 50 193925 193975 50
192325 192400 75 194175 194200 25
192475 192500 25 194425 194450 25
192650 192675 25 194475 194500 25
192950 192975 25 194600 194625 25
6-297
LHS RHS
195775 195875 100 194900 194925 25
195900 195925 25 195025 195050 25
195950 195975 25 195250 195325 75
196050 196075 25 195450 195475 25
196125 196150 25 195700 195725 25
196500 196550 50 200425 200450 25
196775 196800 25 200500 200525 25
196900 196925 25 200700 200725 25
196975 197000 25 200825 200850 25
197225 197275 50 232100 232125 25
197325 197350 25 234575 234600 25
197500 197550 50 235000 235025 25
197675 197700 25 235200 235225 25
197850 197900 50 235725 235775 50
198000 198100 100 235975 236000 25
198200 198225 25 236050 236075 25
198300 198350 50 236625 236650 25
198375 198400 25 236975 237000 25
198500 198525 25 237025 237100 75
198625 198650 25 237125 237150 25
198700 198725 25 237175 237200 25
199425 199450 25 237225 237250 25
199525 199550 25 237325 237350 25
199625 199700 75 237375 237400 25
199800 199850 50 237450 237550 100
200050 200075 25 237575 237625 50
200275 200300 25 237700 237725 25
200325 200350 25 237750 237775 25
200875 200900 25 237800 237825 25
201175 201225 50 237850 237875 25
201250 201275 25 237975 238000 25
201450 201475 25 238050 238125 75
201575 201600 25 238150 238250 100
201650 201675 25 238275 238300 25
201725 201750 25 238325 238400 75
202800 202825 25 238425 238450 25
204050 204075 25 238475 238500 25
204375 204400 25 239225 239250 25
205075 205100 25 239275 239375 100
205150 205225 75 239400 239450 50
205300 205325 25 239475 239500 25
205575 205600 25 239675 239700 25
6-298
LHS RHS
206925 206950 25 239750 239775 25
207000 207025 25 239875 239925 50
207325 207350 25 239950 240200 250
209000 209025 25 240275 240325 50
209175 209200 25 240375 240400 25
209600 209625 25 240425 240475 50
210450 210475 25 240500 240525 25
211075 211100 25 240625 240675 50
211150 211200 50 240700 240775 75
211300 211325 25 240800 240850 50
211650 211675 25 240900 240925 25
211750 211775 25 240950 241075 125
211950 211975 25 241175 241225 50
212125 212150 25 241250 241275 25
212175 212225 50 241325 241400 75
212250 212400 150 241450 241475 25
212450 212600 150 241575 241600 25
212625 212700 75 241625 241650 25
212725 212750 25 241725 241750 25
212825 212850 25 241825 241850 25
212900 212925 25 241875 241925 50
212950 212975 25 241950 242100 150
213025 213075 50 242125 242150 25
213100 213200 100 242225 242275 50
213350 213375 25 242300 242375 75
213475 213500 25 242400 242425 25
213550 213575 25 242775 242800 25
213625 213675 50 242825 242900 75
213750 213825 75 243000 243075 75
213875 213900 25 243100 243150 50
213925 213950 25 243175 243200 25
214400 214425 25 243225 243275 50
214450 214475 25 243300 243350 50
214550 214625 75 243400 243425 25
214675 214725 50 243450 243475 25
214750 214775 25 243500 243550 50
214800 214825 25 243950 244075 125
215225 215250 25 244100 244200 100
215275 215300 25 244225 244250 25
215325 215550 225 244275 244300 25
215625 215650 25 244350 244375 25
215675 215700 25 244400 244425 25
6-299
LHS RHS
215750 215825 75 244525 244550 25
215950 216025 75 244650 244675 25
216125 216225 100 244700 244825 125
216750 216775 25 244900 244925 25
216875 216950 75 244950 244975 25
217000 217100 100 245025 245050 25
217200 217225 25 245450 245500 50
217625 217700 75 245550 245575 25
217825 217900 75 249500 249575 75
218750 218850 100
219025 219075 50
219325 219375 50
219400 219525 125
219600 219625 25
220025 220125 100
220175 220200 25
220225 220275 50
220300 220325 25
220350 220375 25
220550 220575 25
220625 220650 25
220675 220700 25
220850 220900 50
221000 221025 25
221275 221300 25
221525 221550 25
221575 221625 50
221750 221825 75
221875 221900 25
221950 222000 50
222075 222100 25
222225 222250 25
222300 222325 25
222350 222400 50
222425 222475 50
222575 222650 75
222700 222800 100
223050 223075 25
223325 223450 125
223500 223525 25
223575 223600 25
223750 223775 25
6-300
LHS RHS
223800 223900 100
223950 224025 75
224100 224150 50
224175 224375 200
224450 224625 175
224875 224925 50
224950 224975 25
225050 225150 100
225175 225200 25
225250 225275 25
225325 225375 50
225450 225475 25
225600 225675 75
225925 226025 100
226075 226125 50
226150 226225 75
226275 226300 25
226350 226375 25
226400 226425 25
226450 226475 25
226550 226575 25
226650 226675 25
226725 226750 25
226850 226950 100
227075 227150 75
227225 227275 50
227325 227350 25
227375 227425 50
227500 227525 25
227550 227575 25
227750 227825 75
227950 227975 25
228025 228050 25
228325 228350 25
228375 228400 25
228450 228475 25
228525 228600 75
228700 228800 100
228825 228850 25
228875 228900 25
229000 229025 25
229075 229100 25
6-301
LHS RHS
229200 229225 25
229675 229700 25
229725 229775 50
229825 229900 75
230025 230050 25
230125 230150 25
230250 230275 25
230375 230400 25
230500 230525 25
230625 230650 25
230700 230775 75
230800 230850 50
230875 230900 25
230925 231025 100
231575 231625 50
231675 231700 25
231825 231850 25
231900 231975 75
232075 232100 25
232150 232200 50
232325 232350 25
232375 232475 100
232525 232550 25
232575 232625 50
232725 232750 25
232775 232850 75
232900 232925 25
232950 233000 50
233025 233075 50
233125 233150 25
233200 233225 25
233325 233350 25
233425 233450 25
233575 233625 50
233775 233800 25
234175 234325 150
236075 236100 25
244125 244150 25
246400 246450 50
246475 246500 25
246550 246575 25
246625 246650 25
6-302
LHS RHS
246675 246700 25
246725 246750 25
246850 246925 75
246975 247000 25
247100 247175 75
247200 247250 50
247400 247425 25
247525 247600 75
248050 248125 75
248150 248175 25
248225 248250 25
248275 248475 200
248700 248725 25
249025 249125 100
250200 250400 200
Left side Pitching – 14625 m

Right Side Pitching – 8175 m
Total Pitching – 22800 m
6.4.1.2 Impact on Land use

The local land resources are required for widening and improvement of the project road.
Widening will require additional land along the project road. Widening of road would
require acquisition of agriculture land at places where the available RoW is inadequate
to accommodate the proposed improvements. Acquisition of additional land (agriculture,
residential, commercial, forest land) for widening shall result in change in land use
pattern within the proposed ROW and would cause loss of productive soil. Loss of
productive land due to the road construction is a major long-term impact that results in
depletion of fertile topsoil during the road construction phase.
Due to non-availability of sufficient right of way to accommodate the proposed cross-
sections and where acquisition of agricultural land has been unavoidable, realignment /
curve improvement has been proposed
Generation of Debris
The major source of debris generation is dismantling of existing cross drainage
structures and road side residential and commercial structures.
Construction of New Bridges and Culverts
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During the construction period some amount of drainage alteration and downstream
erosion/ siltation is anticipated. Some of these alterations may be because of
construction of temporary traffic detours/diversion. Except for these temporary works, in
almost all cases there should be an improvement in the drainage characteristics of the
surrounding area due to improved design and added culvert/ditch capacity.
Quarries and borrow areas

Due to the extraction of the materials from the soil borrow areas and boulders/
aggregates/ granular sub base from the river beds can result in some direct and indirect
impacts on the local and regional environment. Impacts may be positive or negative and
vary from case to case. The proposed upgrading works envisage use of significant
quantities of soil, fine aggregates, coarse aggregates, natural granular sub base,
bitumen, cement and steel. As part of the detailed project design, sources of the
materials for the use in the permanent works have been identified, however during the
construction stage the Contractor may choose different sources based on the haulage,
availability of the material and convenience after obtaining permission from concerned
department.
Mitigation Measures
As far as possible the land acquisition has been kept to the minimum, by restricting the
geometric improvement within the existing right of way. However the land acquisition will
be done at sections having width, insufficient to accommodate the approved cross-
sections & geometric improvements.
Debris Disposal
Due to the removal of structures (Residential and commercial), pavement scarification
and cross drainage structures lot of debris will generate, which need to be disposed
properly to avoid contamination of land and water. For safe and environmental friendly
disposal of waste debris the instruction/procedure are listed below:
The locations of disposal sites have to be selected such that:
 Productive land to be avoided and available wasteland to be given

preference
 Disposal sites to be located at least l000 m away from sensitive locations
like Settlements, Water body, notified forest areas or any other sensitive
locations.
 Should be located in the downwind side of nearest settlement locations.
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 Disposal sites do not contaminate any water sources, rivers etc for this, site
should be located away from water body, and disposal site should be lined
properly to prevent infiltration of water.
 Public perception about the location of debris disposal site has to be
obtained before finalizing the location.
6.4.1.3 Drainage, Water bodies and Water Use
River System: The Project road area is of geologically young folds mountain
experiencing seasonally intense rain fall having steep slopes and v-shaped river valleys.
River existing in the project area are Parchoo Khad, son Khad, Beasriver, Salatter
Nallah, Arnodi & other two Nallah. Details of river/Nallah locations crossing project road
are given below:
Chainage (KM)
S. No. Name of River / Nallah
Existing Designed
1 184+364 180/619 Parchoo Khad I
2 185+717 181/800 Parchoo Khad II
3 195+463 189/755 SonKhad (Shivdwala)
4 197+361 191/505 Nallah
5 230+228 220/283 Nallah
6 235+318 224/703 Roprookhad
7 238+933 228+016 Salatter Nallah
8 240+486 229/381 Arnodi Nallah
All rivers / Nallah crossing project road collect water from surrounding hills. Traditional
rainwater harvesting structures, commonly known as Khatris are present near the road
on hill side at few places. Khatris are one of the sources of water for locals. “Khatri” are
structure, about 10x12 feet in size and six feet deep carved out in the hard rock
mountain.
6-305
A B
C
Rain Water storage tanks (Khatris: A to C) Banwari
Hand-pump near the project road Hand-pump to be removed near the project road
Fig.6.8: Water sources in the project affected area
There is no such appreciable problem noticed regarding drainage condition of the road.
Hill side drain in most of the length needs cleaning / clearing of rubbish. The capacity of
cross- drainage structures seems to be adequate. No signs of submergence or flooding
of the road area portion has been found. It has also been confirmed after making local
enquiry.
Due to the proposed project there may be some impacts on the local water resources.
The impacts are due to relocation of hand pumps, khatries.
Impact on surface water bodies
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Water sources and quality, including surface and ground water, is likely to be impacted
due to activities such as setting up workers camp near water sources, transportation
and storage of construction material without covering it. Construction of bridges both
major and minor may also impact water quality.
Impact on Drainage
Drainage System of the project area
Topography of hill generates numerous water courses. This coupled with continuous
gradient of roads in hills and high intensity of rain fall calls for effective drainage of
roads.
In most of the project road length hill on one side and valley on the other side exist. The
hill side lined V-shaped longitudinal drains exists on the project road and these drains
have very frequent disposal points i.e. culvert bridge or valley.
The streams crossing the project road through culverts and bridge flow downstream to
discharge into various rivers.
During construction phase of up-gradation of the project road, following environmental

impacts are anticipated on the drainage conditions:
 Change in drainage pattern along the project during realignment and

widening of project road.
 Chances of filling of existing drainage courses during earth filling and

construction debris.
Impact on Ground and Surface Water Resources
Surface water resources along the project may also be affected by disposal of untreated
sewage and construction debris in to water bodies. Therefore, following temporary
impacts are anticipated on Surface water resources due to up-gradation of the project
road:
 Increase of sediment load in the runoff from construction sites and increase
in turbidity in receiving streams/water bodies.
 Water pollution due to sewage from construction camps.
The degradation of the surface and to a much less extent ground water quality can
occur from pavement construction works, bridge construction works, construction plants,
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machinery and accommodations of workers. The sources of water pollution from the
construction activities are as follows:
 Water flow from scarified bitumen materials.
 From the foundation works of the bridges and culverts such as piling and
excavation for open/ well foundations.
 Oil spills from the Maintenance of the machinery and operation of the
diesel generator sets on site.
 Operation of the emulsion sprayer and lying of hot mix.
 Increased sediment laden run-off will make the water more turbid.
Out of the 82 Nos. existing ground water sources (hand pumps), 23 will be directly
affected due to the up-gradation of the proposed project. No activities of the project
construction or operation are expected to have any impact on the ground water quality
of the region.
List of the hand-pumps directly affected by the project
S. No. Chainage Effect
1 149+300 Direct
2 159+460 Direct
3 163+150 Direct
4 165+010 Direct
5 166-800 Direct
6 170-775 Direct
7 175+750 Direct
8 178+000 Direct
9 179+970 Direct
10 182+375 Direct
11 193+925 Direct
12 206+000 Direct
13 208+060 Direct
14 211+900 Direct
15 213+650 Direct
16 215+350 Direct
17 222+250 Direct
18 234+870 Direct
19 243+160 Direct
20 244+080 Direct
21 249+260 Direct
22 253+710 Direct
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S. No. Chainage Effect
23 257+650 Direct
Mitigation Measures
Contamination of water from construction waste

To avoid contamination of the various water bodies and drainage channels, construction
work close to the water bodies will be avoided, especially during monsoon period. All
necessary precautions will be taken to construct temporary or permanent devices to
prevent water pollution due to increased siltation and turbidity. All wastes arising from
the project will be disposed off, as per the State Pollution Control Board norms, so as
not to block the flow of water in the channels. The wastes will be collected, stored and
taken to approve disposal sites.
Oil Interceptor
Oil and grease from polluting run-off is another major concern. During construction,
discharge of Oil and Grease is most likely from workshops, oil and waste oil storage
areas, diesel oil pumps, vehicle parking areas from the construction camps.
For each construction camp one oil interceptor will be constructed. Wastewater
contaminated with oils and waste oils and grease will be treated in the oil interceptor to
remove all oil and grease spills before discharging appropriately. As far as possible the
ground will be leveled in such manner that the wastewater will flow in one direction. The
wastewater channels will be constructed with a slope of 1: 150 to ensure that
wastewater flows into the interceptor before discharge. Oil and grease of the oil
interceptors will be cleaned once in a fortnight from outside by skimming of oil film over
the surface.
Relocation of ground water supply sources

Due to the proposed project water supply sources such as tube wells, water taps, hand
pumps and wells will be affected (nos 23), which are located at the edge of the corridor
of impact have been saved. Both private and government water supply sources, which
are located within the corridor of impact will be relocated before the commencement of
the physical construction works.
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Alteration of cross drainage
 All cross drainage structures have been designed to handle a 50-year peak
flood level. A detailed hydrological study had been carried to calculate the
design discharge.
 Storm water from all longitudinal and Cross drainage works will be
connected to the natural drainage courses.
 The contractor will remove obstructions that may cause temporary flooding
of local drainage channels, during the construction phase.
6.4.1.4 Air quality and noise
Construction Stage
During the construction stage the most predominant air pollutant would be particulate
matter along with various other gaseous pollutants like oxides of nitrogen, carbon
monoxide, sulphur &oxide and carbon based emissions from the hot mix plants. The air
pollution during the construction phase may be considerable locally, particularly near the
working zones, construction plant sites, quarries and from construction machinery and
construction vehicles. The list of activities which generate air pollutants are:
 Dust generation from the construction zone during different stages of the
construction such as clearing and grubbing, materials dumping, drying of
materials, brushing of the surface etc.,
 Dust generation from the access roads to the soil borrow-areas, aggregate
quarries construction plants and construction camp sites.
 Operation of the construction plants such as hot mix plants, Crushers,

WMM plants and Concrete Batching Plants
 Material storage, transportation and handling (loading/unloading) of

different construction materials such as sand, earth from borrow pits and
aggregates.
 Asphalt odor during paving of asphalt layers
 Odor and smoke from construction labor camp.
Mitigation Measures
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During the construction stage, there are two major sources: the first one is construction
activities at working zones, which cause primarily dust emission and second are from
operation of the construction plant, equipments and machinery, which causes gaseous
pollutants. The specific measures include:
 Locating Plant at a significant distance from nearest human settlement in
the predominant down wind direction.
 Vehicles delivering fine materials like soil and fine aggregates shall be
covered to reduce spills on existing roads.
 Water will be sprayed on earthworks, temporary haulage and diversions on

a regular basis.
 Batch type hot mix plants fitted with the bag filter / cyclone and scrubber
will be installed for the reduction of the air pollution.
 Pollution control systems like water sprinkling and dust extractors and
cover on conveyors will be installed for the crushers.
 All vehicles, equipment and machinery used for construction regularly

maintained to ensure that the emission levels conform to the SPCB/CPCB
norms. Air pollution monitoring plan has been delineated for construction
phase separately for checking the effectiveness of the mitigation measures
adopted during the construction phase of the contract.
Noise Impacts
The impacts of noise due to the project will be of temporary significance locally in the
construction phase and slight increase may occur during the operation stages. Although
the baseline day & night time noise levels monitored at various locations along the project
roads are within permissible limit specified by the MoEF for residential and rural areas,
still, noise is a major area of concern, especially since sensitive receptors (schools,
colleges and hospitals) have been located quite close to the road.
To assess the noise levels at the various sensitive receptors located along the roads,
consultant carried out the noise survey through noise integrator both at inside and outside
the sensitive receptor. List of the sensitive receptors located along the project road are
presented in Table. As such no direct impact is envisaged at all the noise sensitive
locations along the project corridor.
Sensitive receptors along the project road
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S. NO. AMENITY LEFT RIGHT TOTAL

1. TEMPLE 17 12 29
2. SCHOOL/COLLEGE 14 13 27
3. HOSPITAL 2 1 3
Mitigation Measures
All schools, hospitals and cultural properties have been identified and those that are
close to the project roads within 100 m distance will require noise barrier to
accommodate the long term impact of the improved road. The following migration
measures will be taken during construction stage:
• Noise standards will be strictly enforced for all vehicles, plants, equipment, and
construction machinery. All construction equipment used for an 8-hour shift
should conform to a standard of less than 75 dB (A). High noise producing
generators such as concrete mixers, generators, graders, etc. must be provided
with noise shields.
• Machinery and vehicles will be maintained regularly, with particular attention to
silencers and mufflers, to keep construction noise levels to minimum.
• Workers in the vicinity of high noise levels will be provided earplugs, helmets and
will be engaged in & versified activities to prevent prolonged exposure to noise
levels of more than 90dB(A) per 8 hour shift.
• During construction vibratory compactors will be used sparingly within the urban
areas. In case of complaints from roadside residents, the engineer will ask the
site engineer to take suitable steps of restricting the work hours even further or
use an alternative roller.
• Proposed tree and shrub plantations planned for avenue plantation especially
close to settlements, may form an effective sound buffer during the operation
stage.
• People will be convinced / educated to prevent sensitive land uses from
developing up adjacent to the project corridors.
6.4.1.5 Flora and Fauna

The major impact in this project on flora involves the removal of trees to permit
construction and to provide clear zone for safety of the road users.
As per preliminary observation approx. 27000 trees are growing along the project road
(10 meter either side). Clearing and grubbing will lead to the loss of other floral species.
Around 8000 tree will be cut for widening of proposed road. Impacts to forests will be in
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the form of diversion of Forest land (approx.8.7968 ha) leading to the depletion of
effective area of forest land available in the state. All trees on the diverted forest land
will be cut and removed, thereby, removing natural forest wealth of irreversible
magnitude. While the impacts to flora will be high both during construction and
operation phases, the impacts to fauna will be more confined to the operational stages,
especially due to an increase in the traffic -wildlife collision.
During construction of the road, dust will be emitted and settled on the foliar surface of
leaves of plants in the close vicinity of project road. It may inter fare plant growth for
short duration as this dust will be washed off during rains.
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Details of Forest Land
S.
Name of the Name of Khasra Type Area in
No Name of the Village Nature of Land
district the taluk Number of Land hactares
.
D.P.F.
1 Mandi Sarkaghat 1 Government Jangal Mehfoja Mehduda 0.0076
Chandrakadi/231
2 Mandi Sarkaghat Sarkaghat/ 230 61 Government Jangal Mehfoja Gair Mehduda 0.0010
3 Mandi Sarkaghat Bhedi/162 1253 Government Jangal Mehfoja Mehduda 0.0537
6 Mandi Dharampur Logani 757/33 Government Jangal Mehfoja Mehduda 0.0362
8 Mandi Dharampur Logani 302 Government Jangal Mehfoja Mehduda 0.1001
11 Mandi Dharampur D.P. Kher/130 3 Government Jangal Mehfoja Mehduda 0.7419
12 Mandi Dharampur D.P. Kher/130 3/1 Government Jangal Mehfoja Mehduda 0.0844
13 Mandi Dharampur D.P. Kher/130 1 Government Jangal Mehfoja Mehduda 0.0909
14 Mandi Dharampur Reur 2307/1774 Government Jangal Mehfoja Mehduda 0.0563
15 Mandi Dharampur Banal 2234/2074 Government Jangal Mehfoja Mehduda 0.0417
2842/2812/202
16 Mandi Dharampur Pehad Government Jangal Mehfoja Mehduda 0.1216
3
17 Mandi Kotli Satahan 398/1 Government Jangal Mehfoja Gair Mehduda 0.0104
18 Mandi Kotli Satahan 754/1 Government Jangal Mehfoja Gair Mehduda 0.3696
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S.
.
19 Mandi Kotli Lagadhar 1/1 Government Jangal Mehfoja Gair Mehduda 0.0056
20 Mandi Kotli Lagadhar 226/1 Government Jangal Mehfoja Gair Mehduda 0.3805
21 Mandi Kotli Saploh/21 61/1 Government Jangal Mehfoja Gair Mehduda 0.0565
25 Mandi Kotli Surwari Uparli 539/1 Government Jangal Mehfoja Gair Mehduda 0.1303
26 Mandi Kotli Surwari Uparli 634/1 Government Jangal Mehfoja Gair Mehduda 0.1397
27 Mandi Kotli Surwari Uparli 635/1 Government Jangal Mehfoja Mehduda 0.0211
28 Mandi Kotli Surwari Uparli 595/1 Government Jangal Mehfoja Mehduda 0.2635
29 Mandi Kotli Sain 668/1 Government Jangal Mehfoja Gair Mehduda 0.0521
30 Mandi Kotli Kushalmal 200/1 Government Jangal Mehfoja Mehduda 0.1212
31 Mandi Kotli Kushalmal 215/1 Government Jangal Mehfoja Gair Mehduda 0.1119
32 Mandi Kotli Kushalmal 196/1 Government Jangal Mehfoja Gair Mehduda 0.0048
33 Mandi Kotli Dhaniyara 507/1 Government Jangal Mehfoja 0.0430
Jungal Mehduda
34 Mandi Kotli 1/1 Government Jagal Mahduda Kher 2.1718
Janidhridhar/20
35 Mandi Kotli Kotli 737/1 Government Jangal Mehfoja Gair Mehduda 0.0641
Jangal Mehfoja Gair Mehduda,
36 Mandi Kotli Kasan 1610/1 Government 0.0824
Rain Shelter
37 Mandi Kotli Kasan 1610/1/1 Government Jangal Mehfoja Gair Mehduda 0.0538
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S.
.
38 Mandi Kotli Nalsan 147/1 Government Jangal Mehfoja Gair Mehduda 0.1853
39 Mandi Kotli Kalgram 6/1 Government Jangal Mehfoja Gair Mehduda 0.0157
44 Mandi Kotli Kalgram 13/1/1 Government Jangal Mehfoja Mehduda 0.0001
45 Mandi Kotli Kalgram 21/1 Government Jangal Mehfoja Mehduda 0.0045
46 Mandi Kotli Satohal 102/1 Government Jangal Mehfoja Mehduda 0.0084
47 Mandi Kotli Satohal 103/1 Government Jangal Mehfoja Mehduda 0.0013
48 Mandi Mandi Bohin 9/1 Government Jangal Mehfoja Gair Mehduda 0.0111
51 Mandi Mandi Manthala 1088/664/1 Government Jangal Mehfoja 0.0269
52 Mandi Mandi Manthala 1086/674/1 Government Jangal Mehfoja 0.0182
53 Mandi Mandi Manthala 1089/1047/1 Government Jangal Mehfoja Mehduda 0.0834
54 Mandi Mandi Manthala 1061/1057/1 Government Jangal Mehfoja Mehduda 0.0404
Jangal Mehfoja Gair Mehduda,
Jangal Mehfoja Mehduda
56 Mandi Mandi Maswadi 246/1 Government Jangal Mehfoja Gair Mehduda 0.0123
6-316
S.
.
57 Mandi Mandi Maswadi 247/1 Government Jangal Mehfoja Gair Mehduda 0.0187
58 Mandi Mandi Ghera 459/24/1 Government Jangal Mehfoja Gair Mehduda 0.0462
59 Mandi Mandi Ghera 469/441/1 Government Jangal Mehfoja Gair Mehduda 0.0181
60 Mandi Mandi Ghera 7/1 Government Jangal Mehfoja Gair Mehduda 0.0121
61 Mandi Mandi Talyahad 486/1 Government Jangal Mehfoja Gair Mehduda 0.0018
62 Mandi Mandi Madwahan 143/1 Government Jangal Mehfoja Gair Mehduda 0.0010
63 Mandi Mandi Madwahan 174/1 Government Jangal Mehfoja 0.0061
64 Mandi Mandi Sanyarad 578/1 Government Jangal Mehfoja Gair Mehduda 0.1402
65 Mandi Mandi Sanyarad 848/675/322/1 Government Jangal Mehfoja Mehduda
0.2246
66 Mandi Mandi Sanyarad 876/676/322/1 Government Jangal Mehfoja Gair Mehduda
0.2020
69 Mandi Mandi Chadyara 739/7/1 Government Jangal Mehfoja Gair Mehduda 0.2267
70 Mandi Manyana Gadal/335 1/1 Government Jangal Mehfoja Gair Mehduda 0.0728
Total 7.8914
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Impact on Wildlife Habitats
During construction phase of the project road, following impacts are anticipated on
wildlife habitats:
• loss of habitat of avian fauna due to felling of trees along the ROW,
• short term disturbance to avian fauna and wild animals during movement operation
of construction equipment and machines,
• Incidence of poaching and hunting of wild animals by construction workers,
• Disturbance to wild animals during cutting of hills and other construction of activities.
• Increase in incidence of collision of wild animals due to high speed of vehicles

movement on upgraded, therefore, there will be need to provide animal passage in
the forest area.
The magnitude of impacts of construction on terrestrial ecology has been summarized in

Table below:
Impact on flora and Fauna
S. No. Parameters Magnitude Duration

1 Habitat loss Minor Short term
2 Habitat Fragmentation Minor Short term
3 Reduction of Habitat Quality Minor Short term
4 Impact due to pollution Minor Short term
5 Impact due to disturbance Minor Short term
 Forest area: 24.80 km forest area exists within the corridor of impact. Approx. 10.01 ha
forest are has been diverted for widening of the project road.
 Wild Life: No threatened/rare/endangered wild life crossing is found along the project
corridor
No sensitive species for flora and fauna were recorded within the core zone during the
survey. The proposed alignment does not coincide with the migratory route of birds. The
noise emissions during construction phase may have a minor impact on the fauna in the
surrounding areas.
The different type of trees present along the road corridor are –Shisham or Indian
Rosewood (Dalbergia sissoo), Chir (Pinus roxburghii), Semal (Bombax ceiba), Kadam
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(Anthrocephalus cadamba), Ashoka (Polialthia longifolia), Bakain (Melia azedarach),

Neem- Azadirachta indica, Pipal (Ficus religiosa), Kathal (Artocarpus heterophyllus) etc.
The results of the surveys reveal that about 27000 tree floras will be affected (10-meter
either side) and approximate 8000 uprooted during construction activity of the project
road.
Vulnerable, threatened and/or endangered species of flora and fauna
As per the Red Data Book, there is no vulnerable, threatened and/or endangered
species of flora and fauna reported in the project corridor.
Tree cutting
Trees located within the toe line (bottom of formation) need to be removed for efficient
construction workmanship and more importantly to prevent collision with the trees, in
case of accident. Roadside trees with strong and rigid stems can pose safety hazards.
Some trees obstruct clear sight distances. Others have a propensity to overturn when
old and are potential safety hazards depending upon age and decay condition. All such
trees that are safety hazards need to be cleared.
There will be a significant, direct impact on cutting of the roadside trees, it includes:
• The loss of shade
• Loss of tree products
• Loss of birds nesting place
• Removal of roadside trees will also reduce comfort levels for slow moving traffic
and pedestrians.
• The removals of trees would leads to erosion and contribute to the loss of the
micro-ecosystems developed on the roadside.
• Besides this trees act as noise barrier, dust absorption, air purifier etc.
Mitigation Measures
The major impact in this project on flora involves the removal of trees to permit
construction and to provide clear zone for safety of the road users. There is NO
recorded wild life habitat in near vicinity of the project corridor.
The tree plantation felled will be replaced and compensated according to the
Compensatory Afforestation Policy under the Forest Conservation Act, 1980. Apart from
trees earmarked for feeling, no additional tree clearing within the RoW will be carried
out.
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Construction vehicles, machinery and equipment will move or be stationed in the

designated area only (RoW or CoI, as applicable), to prevent compaction of vegetation.
While operating on temporarily acquired land for traffic detour, storage, material
handling or any other construction related or incidental activities, it will be ensured that
the trampling of soil will be avoided.
Construction of road will involve removal of topsoil and cutting resulting in clearing of
vegetation cover and felling of trees. However such impacts will primarily occur at the
project site during initial period of the construction phase and will be minimized through
adoption of mitigation measures.
6.4.1.6 Social Aspects

Due to up- gradation, there could be loss of drinking water sources, loss of access to
buildings and properties and agricultural land. In addition to that there could be impact
on cultural properties, such as, religious structures.
S.
Amenity Left Right Total
No.
1 Temple 17 12 29
2 School/College 14 13 27
3 Hospital 2 1 3
4 Petrol Pumps 0 1 1
5 Bus Stop 51 25 76
6 Rain water Shelter used as bus shelter 13 15 28
7 Hotel 1 1 2
8 Tea Shop 19 18 37
9 Dhaba 4 5 9
10 Automobile Shop 2 0 2
11 Repair Shop 3 1 4
During construction phase, almost temporary impacts relating to air, water and noise
could affect the local population. Nevertheless, the present level of air, water and noise
pollution is the minimum due to the dense vegetation cover, very low level of human
activity and absence of industrial activities.
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Construction and operation phases of the project road will have some beneficial impact on
social environment. Some increase in income of local people is expected as some local
unskilled, semiskilled and skilled persons will gain direct or indirect employment during
construction phase. Since the immigration of work force during construction phase is
likely to be very small, the social impacts on literacy, health care, transport facilities and
cultural aspect are expected to be insignificant.
Due to the proposed project there will be some negative and positive impacts on the
socio economics of the project areas and region as a whole.
The impacts can be classified as;
• Resettlement of People
• Relocation of Community Structures
• Acquisition of Land and Structures
• Influx of Construction Workers
• Economic Impacts
The overall local and regional impacts on the socio-economic will be positive because of
policies of the project on the improvement of the roads. Such strengthened
infrastructure is expected to contribute to the economic growth of the State and
socioeconomic well being of the people.
6.4.1.7 Impacts & Mitigation Measures during Operation Phase

6.4.1.7.1 Air Quality
During operation stage air quality is likely to improve in the initial years after upgradation
of the road because of saving of fuels in the vehicular traffic riding on smooth and
improved roads with much less interruption Dust dispersion also will be substantially
reduced. But such beneficial impacts may be negated in future years through increased
volume of traffic and inadequate road maintenance.
Mitigation Measures
During the operation stage, emissions due to vehicle movement can be effectively
reduced if they conform to vehicular emission norms. However, enforcement of such
measures and formulation of a regulatory framework for this purpose is beyond scope
for this study.
Air quality monitoring for parameters SPM, RSPM, CO, SO2 , NOx, at sites where
monitoring has been carried out during the construction phase (except the hot mix plant
1-321
site) is to be done once a year for 5 years. The monitoring schedule has been provided
in the Report.
Vehicular emissions of critical pollutants will be monitored with regular maintenance of

roadside tree plantation. Monitoring of the effectiveness of the pollution attenuating
vegetative barriers will be taken up after 5 years. Based on the results, recommendation
for any changes in the mitigation measures or suggestion of additional measures shall
be made.
6.4.1.7.2 Noise Level
With the increase in traffic, noise levels are expected to increase along the project
corridor. However, with reduced congestion levels as a result of widening of the
corridor and improvement of road surface, noise levels are going to be considerably
lower in the ‘with project scenario’. Sensitive receptors like schools, colleges and
hospitals along the project road will be impacted due to increased traffic volume and
consequently increased traffic noise on the widened road.
Good quality strip plantations coming up along stretches of the project corridor will also
attenuate noise level during this phase.
6.4.1.7.3 Fauna
No wildlife reported during the survey and also concern with local people hence no
Impact is anticipated.
6.5 Environmental Management Plan

6.5.1 EMP Matrix
The implementation of EMP shall be done through matrix with well defined
responsibilities. General EMP will be developed on following broad outlines.
• Pre-construction stage
• Construction stage
• Operation stage
Pre-construction stage:
Environmental Environmental Mitigation Measures Responsibility

Activity Impact
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Land
Loss of The land acquisition would be in
Acquisition, NGOs, PIU
buildings accordance with the RAP and entitlement
Clearing
framework. All R&R activities are to be
encroachments
completed before allotment of work
and R&R
Relocation of
Utilities and Damage to All the utilities and common property
common utilities, resources being impacted due to the project Contractor, PIU
property Inconvenience will have to be relocated with prior approval
resources to public of the concerned Departments/Agencies
(CPR) before construction starts.
Selection of the disposal sites will be

loss of carried out in consultation with the State
Debris disposal
productive Pollution Control Board, Revenue
site Contractor, PIU
lands or natural Department and Forest Department in order
identification
habitats to ensure that no natural drainage,
productive lands or natural habitat is
adversely impacted due to disposal.
Establishment
of Stone Specifications of Stone crushers, hot mix
Air, water, noise
Crushers, plants and batching plants to be established
and soil Contractor
Batching for the project should comply with the
pollution
Plants, Hot-mix requirements of the relevant State/Central
plants Pollution control Board legislations
Selection of All the vehicles, machinery and equipments

construction to be engaged for the construction work
Air and noise
vehicles, should be attached with the latest, Contractor, PIU
pollution
machinery and advanced pollution control measures
equipments available in the country and those should
conform to the relevant Indian standards.
Contractor should procure materials from
Materials licensed sources. Every detail (Location,
Loss of
(Sand, earth ownership, agreement, redevelopment
productive land, Contractor ,
and Plan) of the material sourced should be
noise and air PIU
aggregates) intimated to CSC for periodic inspections so
pollution
sourcing that appropriate measures are implemented
at site towards safe operation and
minimizing impact
During the inception of the project,
Contractor should identify the network of
roads (especially the village roads) to be Contractor,
Haul roads Air and noise used for haulage of construction materials. Supervision
maintenance pollution Strategy for the maintenance of identified Consultant
haul road stretches is to be prepared so (SC), PIU
that regular maintenance is carried out to
those stretches by the Contractor for easy
plying of construction vehicles as well as
the regular local commuters.
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Compliance to all the State norms towards

operation and environmental protection of
Air, water and borrow areas is the sole responsibility of the
noise pollution, Contractor. CSC will inspect locations
Selection of intended for operation and mitigation Contractor
loss of
Borrow areas measures will be instructed towards and SC
productive
lands satisfactory redevelopment. Inspection to
the borrow areas will be carried out by
raising Request for Inspection (RFI) by the
Contractor for each of the borrow areas and
obtain subsequent approval from CSC.
Contractor will identify the stone quarries in
Air and noise consultation with the Mining Department. A
Selection of pollution, loss of comprehensive Quarry Management Plan Contractor
Stone Quarries productive need to be prepared incorporating
lands Environmental and Safety Management
Plan with special emphasis to Quarry
redevelopment for approval from CSC.
Construction Phase:
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1. Impact on Soil Quality
Removal of Increased soil Turing of road embankment slopes, Contractor
vegetation erosion, loss of development of compensatory afforestation and SC
cover, top soil. and Borrow area rehabilitation has to be
Excavations of done as preventive measures for soil
borrow pits erosion. Further Top soil from borrow areas
has to be stripped to a specified depth of
150 mm and stored in stockpiles of height
not exceeding 2 meters with proper
covering. This shall be restored for
rehabilitation of borrow pits. In borrow pits,
the depth of the pit should be regulated so
that the sides of the excavation will have a
slope not steeper than 1 vertical to 4
horizontal from the edge of the final section
of bank The device for checking soil erosion
Acquiring of Loss of The topsoil from all areas of cutting and Contractor
extra RoW and productive areas of storing and stock yards and and SC
construction of topsoil workers camp have shall be stripped to a
realignments, specified depth of 150 mm and stored in
Use of stockpiles of height not exceeding 2 meters
productive with proper covering. The stored topsoil will
lands for be spread back to restore the productivity of
storing, stock the exhausted borrow areas.
yards and
workers camp,
Borrowing of
earth
Movement of Compaction of Construction vehicles, machinery and Contractor
Heavy productive top equipment shall move, or be stationed in and SC
Vehicles soil pre-identified designated areas only.
Spillage of fuel,Contamination Vehicles and machinery are maintained and Contractor
lubricants and of soil and refilled in such a fashion that fuel spillage and SC
hazardous negative impact does not contaminate the soil. Fuel storage
chemicals on the growth of and refilling sites should be kept away from
the floral cross drainage structures and important
vegetation and water bodies.
Faunal
distribution.
2. Impact on Water Quality
Surface runoff Increased No labour camps, stone crushers, hot mix Contractor
from the turbidity of plants and other heavy machinery should and SC
construction water. be located near to water bodies. No
site, dumping of Deterioration of discharge from such establishments should
construction Water quality of follow their path into nearby water bodies.
debris in or community Dumping of debris in or nearby water
nearby water water sources. bodies to be strictly avoided. Waste
bodies products must be collected, stored and
taken to approve disposal sites as per
prevailing disposal norms.
Spillage of fuels Deterioration of Appropriate drainage arrangements with Contractor
and lubricants, water quality of catch drains and catch pits designed to and SC
spillage of community safely drain out the hazardous chemicals
hazardous water sources. should be provided. To avoid spillage of
chemicals fuel and lubricants, the vehicles and
equipment shall be properly maintained and
repaired. Maintenance to be carried out on
impervious
Consultancy Services for the Preparation platforms
of Detailed with
Project Report spill collection
Rehabilitation and upgrading to
provisions. 1-325
Acquisition of Loss of drinking Any source of water for the community such Contractor
water sources water and as ponds, wells, tube-wells etc. lost and SC
like wells, irrigation water incidentally shall be replaced immediately.
Operational Phase:
Environmental Environmental Mitigation Measures Responsibility
Activity Impact
Improvement of Less chances Proper implementation of traffic rules by Contractor,

road geometry of accidents. the traffic Police. Proper maintenance of PIU and
and pavement traffic signs and implementation of Police
condition accident care facilities along the road by
the project implementation agency.
Improvement of Reduced dust Proper implementation of vehicular Contractor,
road surface generation from emission control rules by the Motor PIU and
and its road. Increased Vehicles Motor
maintenance vehicular Department. Roadside tree plantation to Vehicles
emissions due be restored and maintained as per the Department
to increased compensatory plantation plan. RSPM,
traffic. PM2.5, CO, SO2, and NO2 to be
monitored as per Environmental
Monitoring Plan.
Increase in Increase in the Development of greenbelt comprising Contractor,
traffic ambient noise selected species of trees with high canopy PIU and
levels, along the project road for attenuation of Police
especially noise. Use of horns should be restricted at
during night sensitive locations like schools and
time along the hospitals through the use of appropriate
project road. signboards along the road. Use of air
horns should be minimized during night.
Increase in Water logging The cross drainage system and the flood Contractor
Embankment during monsoon water drains should be periodically and PIU
height and will not take cleared.
Improvement of place.
flood water
drains
Compensatory Improved The re-plantation scheme, containing Contractor
plantation biodiversity and Indigenous and endemic tree species and PIU
aesthetics suitable for the area, should be strictly
implemented.
Movement of Impact of traffic Drivers should be warned with proper sign PIU / State
vehicles with on wild animals. boards for speed restriction within the Forest
higher speed forest areas especially along the possible Department
along protected animal crossing locations and about the
forest areas major wildlife habitats near by the
highway. Usage of air horns should be
completely avoided within protected forest
areas both during day and night time.
Spillage of Soil and water The rules as defined in Environmental Motor
hazardous bodies nearby (Protection) Act, 1986 should be complied Vehicles
chemicals due the accident For delivery of hazardous substances, Department,
to accidents site may get three certificates namely permit license, Police
contaminated. driving license and guarding license issued
Safety risk to by Transport Department should be
the public maintained.
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nearby
the accident
area
Improved safety The chances of Traffic management plan to be developed, PIU, Motor
measures and accidents would especially in congested locations. Traffic Vehicles
improved be reduced control measures including speed limits to Department
traffic be enforced strictly. RoW should be and Police
management properly marked and further encroachment
of RoW should be strictly prevented. Road
side vendors should be restricted to
designated areas only.
6.5.2 Greenbelt Development Plan
Green areas not only improve the floral status, land-use and aesthetic look of an area,
but also serve the dual purpose of filtering any fugitive dust from unpaved or open
areas, help to abate noise effects through dampening, and replenish oxygen and
ameliorate the surrounding temperature. Therefore development of plantation is
nowadays imperative as a part of development projects.
The details of greenbelt development plan shall include -

a) Plantation strategy
b) Technical specifications for plantation
c) Suggested species / shrubs for plantation
d) Total number of trees to be planted
e) Precautionary and protection measures
f) Cost of plantation
Objectives and guidelines
The main objective of plantation along the project road and bypasses are:
a) To reduce impacts of air and dust pollution
b) To provide shade on hot glaring road surface during summer
c) To arrest soil erosion at embankment slopes
d) Beautification of project corridor by planting selected ornamental trees and shrubs
e) Prevention of glare from headlights of incoming vehicles during night time
f) To compensate for trees to be felled during construction
Adequate plantation programme along the project road has been planned. Considering
the inadequacy or limitation of space, a simple plantation has been considered along
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the road stretch in addition to patches of hedges on the earthen shoulder on both sides.
Development of greenbelt will include:
a) Plantation on roadside earthen shoulder on both sides of the road to enhance the
aesthetic look and to prevent soil erosion.
b) Plantation on the slopes along roadsides in certain locations on both sides of the
road to enhance the aesthetic look and to prevent soil erosion.
c) Plantation on either side of the road in the space available for greenbelt.
The following general guidelines and measures will be adopted:
a) Uprooting of existing trees will be minimized.

b) The plantation of trees will be completed in the construction stage so that substantial
growth is achieved when the project is completed.
c) The plantation programme has been drawn to confirm to natural climatic conditions
and adaptability of the species.
d) The plantation would consist of a mixture of carefully chosen locally available
indigenous, fast growing sturdy species of trees, shrubs and herbs having
ornamental value and large crown volume to surface area ratio.
e) Preferential plantation of flowering trees with less timber and fruit value will be
carried out. Fruit bearing trees will not be planted (to avoid entry of people into the
access-controlled highway for collecting fruits).
f) Proper drainage system and proper plantation techniques will be adopted.
g) Plantation in the initial stage of 3 years will be properly maintained and protected by
fencing from grazing and felling.
Roadside Plantation: IRC: SP: 21-2009 "Manual on Landscaping” shall guide the plantation
of rows of trees with staggered pitch on either side of the road. The choice of the trees shall
also be made as per the same code. Local, indigenous species shall be planted.
Technical Specification for Plantation

A. Tree plantation along the roadsides of NH-80 and bypasses
i) Rows of small trees and middle size trees alternately planted (first row)
Spacing between plants : 7.5 m
Size of pits : 90x90x90 cms (for large size trees)
: 60x60x60cm (for small size trees) Species
recommended
No. of plants per km per row : 133 (approx. 1 tree/7.5m)
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Height of plant sapling at the time : Not less than 2m for large trees and not less than
of planting 1.3m for small trees
ii) Rows of tall conical canopy trees (second row)
Row to row distance from the first : 3m (in staggered manner from the first row)
Spacing between plants : 7.5m
Size of pits : 60x60x60cm
Species recommended : List of species provided in Table 6.5.2
No. of plants per km per row : 133 (approx. 1 tree/7.5m)
Height of plant sapling at the time : Not less than 2m
of planting :
It is proposed to use the same species on either side of the road. This will ensure
regularly grown avenues of the same form and type. Such avenue plantation will
achieve uniform size at about the same time and will give pleasant and consistent
avenue appearance.
C. Precautionary Measures for Roadside Trees Plantation

• Plantation will be done in the monsoon season.
• The height of plant saplings should not be less than specified above and
should be in Polythene bags, which must be removed at the time of planting.
• All the supplied plants must be planted within three days of removal from
nursery beds.
• The contractor will be required to water the plants regularly in non-rainy
season and will have to maintain the plantation up to three years.
• Before plantation each plantation pit shall be applied with the following: 2 kg
of compost manure, bio-fertiliser @1 g/plant, micronutrient @1 g/plant,
D.A.P. @ 2.5 g/plant, insecticide (BHC Powder) @ 5g per pit.
Protection Measures
Brick guard along the two sides of the proposed road shall be provided to protect the
plantation. In case the same is not erected by the time of plantation then barbed wire
fencing shall have to be provided. Barbed wire fencing around the plantation area will be
provided on angle iron will be fixed at a spacing of 5m and 3-strand barbed wire will be
stretched.
6.5.3 Environmental Monitoring Programme
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Provisions have been made for monitoring of environmental attributes during

construction and operation phase of the project. The details of the parameters,
frequency and duration are given in Table.
Environmental Monitoring Programme

Stage Parameters Frequency Duration Location
Air Construction PM10, PM2.5, Once in a 24-hour for 5 location along

NO2, SO2 and season PM10, PM2.5 the project road
CO (excluding and NO2 and and plant site
monsoon) SO2 and 8
throughout hour for CO
construction
period
Operation PM10, PM2.5, Once in a 24-hour for 4 location along
NO2, SO2 and season PM10, PM2.5 the project road
CO (excluding and NO2 and
monsoon SO2 and 8
season for 2 hour for CO
years of
operation
period
Water Construction (I) pH, DO, BOD, 6 locations
TDS, Cl, Oil & Once in a including
Grease, Total coli season 2 drinking water
form, faecal (excluding Composite sources at
coliform for monsoon) sample construction
surface water throughout the camps. 2 ground
(ii) pH, TDS, Total construction water
Hardness, period handpumps and
Sulphate, 2 in Khatries
Chloride, Oil &
Grease,total
coliform, faecal
coliform for
Ground Water
Noise Construction Noise levels on Once in a Readings to 5 locations along
dB (A) season be taken at the project
scale (excluding 15 seconds corridor and
monsoon) interval for 15 Noise plant
throughout the minutes locations
construction every hour
period and for 24
Operation Noise levels on Once every Readings to 6 locations along

dB (A) season be taken at the project
scale (Except 15 seconds corridor
monsoons) for interval for 15
2 years after minutes
completion of every hour for
construction 24 hours.
activity.
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Soil Construction Monitoring of Once in a 3 locations at

SAR and Oil & season productive
Grease (excluding agricultural lands
monsoon close to
season) Grab Intersections
throughout the Sampling any accident or
construction spill locations
period involving bulk
transport
carrying
hazardous
materials
6.5.4 Key Players in the Implementation of EMP

The MoRTH and the Contractor will be responsible for the implementation of all the
mitigation and environmental management measures suggested for the project road. An
institutional mechanism must be incorporated in the proposed project management and
execution system. The Project Management Unit (PMU) should have Designated Officer
to supervise the environmental aspects of the project. The PMU shall arrange for
environmental training of the PIU (i.e. MoRTHS). PIU should have required number of
professionally qualified and experienced personnel at site to ensure effective
implementation of environmental management measures and monitoring plan.
Interaction with the government, non-government and other development agents will
help in implementation of EMP. Local people shall gain knowledge on land development
and maintenance of natural resources through the formation of various economic and
social development committees.
6.5.5 Environmental Budget

An indicative estimate of the cost component involved in mitigation of impacts,
monitoring and evaluation of various components in pre-construction, construction and
operation period has been estimated. A total 4.84 crores has to be allocated for the
environmental management for the project road. A summary of the environmental
budget is presented in below Table.
Environment budget for the project road

UNIT
COMPO QUAN TOTAL COST
STAGE ITEM UNIT COST
NENT TITY (INR)
(Rs.)
Pre
Flora Afforestation Cost No. 500.00 24000
Construction 12,000,000.00
Irrigation Cost for 36 per
Construction 5000.00 104 18,720,000.00
months Month
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per km
Total Afforestation Cost 30,720,000.00

(A) Mitigation cost
Dust Management
with sprinkling of
water, covers for
per
vehicles transporting 9,360,000.00
Air Construction Month 5,000 104
construction material
per km
for about 50 % of the
construction period
(18 months)
Oil interceptor at
parking of
construction vehicle
Water Construction Each 1,00,000 10 1,000,000.00
and storage of diesel
and lubricants 10 Nos
Silt Fencing
(A) Mitigation cost 10,360,000.00
(B) Monitoring costs
At 5
locations,
thrice in a
year for a
period of 810,000.00
3 years
Monitoring along the No. of
6,000 and for 24
road by contractor Samples
hours in
3 shifts
(Total
5x27 =
135
Samples)
At 4
locations
thrice in a
Air
Construction year for 3
Quality
Monitoring at Hot mix years, for
No. of
plant and batch plant 6,000 24 hours 648,000.00
Samples
(ambient air quality) in 3 shifts
(Total
4x27
=108
Samples)
At 4
locations
thrice in a
Monitoring at Hot mix year for 3
No. of
plant and batch plant 6,000 years 216,000.00
Samples
(Stack Monitoring) (Total
4x3x3
=36
Samples)
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At 4
locations,
thrice in a
Monitoring along the
year for a
road at locations
No. of period of
Operation where monitoring 216,000.00
Samples one years
was done during
(Total
constructions
4x3x1x3=
6,000
36
samples)
At 6
location,
Thrice in
Drinking water quality a year for
No. of
Construction monitoring of labour 3 432,000.00
Samples 8,000
camps/ works site years(Tot
al 6x3x3 =
54
Water samples)
Quality At 6
locations
Monitoring along the thrice in a
road at locations year for 1
Operation where monitoring -do- 8,000 year 144,000.00
was done during (Total
constructions 6x3x1 =
18
samples)
At 5
location,
Thrice in
a year for
3 years
for 24
Monitoring along the
No. of hours in
Construction Hot mix plant and 4500 202,500.00
Samples day time
Batch plant
& night
time
(Total
Noise
5x3x3
Quality
=45
Samples)
At 6
locations,
Monitoring along the Thrice in
road at locations a year for
No, of
Operation where monitoring 4500 1 years 81,000.00
Samples
was done during (Total
constructions 6x3x1
=18
Samples)
Monitoring along hot At 3
Soil No of
Construction mix plant and batch 8,000 locations, 216,000.00
Quality Samples
plant thrice in a
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year for 3
years
(Total
3x3x3 =
27
samples)
At 3
locations
thrice in a
year for
Monitoring at hot mix No. of
Operation 3,000 1years 96,000.00
plant and batch plant Samples
(Total
3x3x1 =
12
samples)
Sub-Total B- Monitoring Costs 3,061,500.00

Sub–Total C-Training & Other costs
Training
&
Construction
Mobiliza As per modules developed L.S. 2,000,000.00
and operation
tion
costs
Sub-Total C: Training & Mobilization costs 2,000,000.00

SUMMARY
Sub Total A: Mitigation 10,360,000.00
Sub Total B: Monitoring Cost 3,061,500.00
Sub Total C: Training & Mobilization Costs 2,000,000.00
TOTAL(A+B+C) 15,421,500.00
Total Afforestation Cost 30,720,000.00
Contingency @ 5% 2307075.00
Total EMP Cost 48,448,575.00
Conclusion
MoRT&H vide letter of September, 2013 has instructed as follows:-

1. R&R activities may not be required to be pursued further.
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2. The extent of Land Acquisition details and forest clearance / Environment clearance
proposed shall be as minimum as possible.
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CHAPTER – 7
Resettlement Action Plan
2.9
2.10 7.1 Background
Ministry of Road Transport & highway have taken initiatives to develop about 6,000 km
length of National Highways (NHs) to 2-lane NH standards by widening / strengthening /
construction of missing links by December, 2014 following the Corridor Development
Approach by exploring the possibility of securing World Bank Loan and also through
budgetary allocations. A total of 84 projects have been identified under this Program,
comprising 33 projects for a total length of about 3,770 km and 51 projects for a total
length of about 2,245 km for funding through World Bank Loan and budgetary
allocations respectively.
The project under consideration is one of the stretches identified in state of Himachal
Pradesh out of these 33 road corridors selected under NHIIP. The project consists of
preparation of Detailed Project Report for Rehabilitation and Upgrading to 2 lane/ 2 lane
with paved shoulder configuration and strengtheningof Hamirpur-Mandi section of NH-
70 Km 141.00 to Km 265.00 (124 Kms).
7.2 Project Description

The main objective of the consultancy service is to establish thetechnical,
environmental, social, economical, and financial viability of theproject and prepare
detailed project report for rehabilitation and upgradingof the existing road to 2-lane/2-
lane with paved shoulders configuration audits strengthening.
The Project road section is from Hamirpur (Km 141.000) to Mandi (Km 250.592) is part
of this NH–70 via Awah Devi, Tauni Devi, Sarkaghat and Dharampur and falls entirely in
Himachal State. The total design length of this project section is 109.592 Kms, out of
which initial 22 Kms (from Km 141.000 to Km 163.000) falls in Hamirpur district and
remaining 87.592 Km (Km 163.000 to Km 250.592) falls in Mandi District.
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7.2.1 Improvement Proposal
Bridges and Culverts

There are 495 structures in total along the project corridor, out of which 1 no. is Major
Bridge, 7nos. are Minor Bridges and remaining 487 nos. are culverts (slab, pipe) cupper
& Flush Causeway.
Road Safety
Road safety measures have been provided for various types of road users. Followings
are the major safety measures are proposed:
1. Sign Boards
2. Road Marking
3. Road Delineators
2.11 7.3 Social Impact Assessment

7.3.1 Impact on Land
The proposed project involves upgrading of existing road section to 2-lanes. Total 51.17
ha of land is to be required for widening purpose.
7.3.2 Impact on Structures
A total of 461 structures are likely to be affected excluding the common
properties resources. Majority of the structures affected are Pakka type.
7.3.3 Use of Structures
Majority of the structures are being used for Residential purposes. These
structures are small and petty shops. Structures being used for residential and
residential cum commercial purposes together comprise of the total structures
likely to be impacted.
7.3.4 Category of Affected Property
84% of the structures enumerated within the corridor of impact are permanent
followed by 11% permanent and 5% temporary and semi-permanent
construction. Permanent structures are mainly constructed of thatched materials
which may be removed easily from one place to another.
7.3.5 Type of Commercial Structures along the project
Shops constitute almost 80% of the commercial structures. Remaining 19% of
the commercial structures are used for other purposes.
7.3.6 Gender Issues
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There are 21 WHH households that will be impacted. Women in the region
primarily are involved in household work, cultivation and other agriculture
activities. The decision making is largely limited and men take the major
decisions. Availability of all weather roads with safe connectivity with better
transport services will benefit the women in the area. Their mobility will be
augmented both in terms of access to social services higher levels of schooling
and better health facilities etc.
7.3.7 Impact on Vulnerable People
There are 76 vulnerable households as per the Resettlement Policy Framework
(RPF) out of 437 that may be impacted due to this project. Vulnerability of
project affected households has been identified based on social and economic
criteria.
7.4 Monitoring and Evaluation

Good institutional design makes implementation easier, but effective monitoring ensures
it stays on track. Even projects with the best RPs and exceptionally supportive
organizations are likely to run into problems and issues during implementation. Timely
identification and resolution of these problems are critical for achieving desired
resettlement outcomes. Effective monitoring is essential. To be most effective,
monitoring needs to cover both internal monitoring conducted by the project agency,
and external monitoring conducted by a qualified independent agency. While internal
monitoring would primarily consist of a follow-up on the quantitative aspects of
resettlement implementation and focus more on processes and delivery of inputs,
external monitoring focuses broadly on outputs, outcomes, and the qualitative aspects
of implementation. Both internal monitoring and external monitoring cover the agreed
benchmark indicators in the RP. This requirement prevents reporting against some
local guidelines or other vague standards, a practice that sometimes reduces the validity
and applicability of the findings of the monitoring program.
7.5 R&R Cost and Budget
The budget is indicative of outlays for the different expenditure categories and is
calculated at the current price index. These costs will be updated and adjusted to the
inflation rate as the project continues during implementation.
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Total Resettlement and Rehabilitation budget is estimated at Rs. – 3600.00lacs
Conclusion
MoRT&H vide letter of September, 2013 has instructed as follows:-

3. R&R activities may not be required to be pursued further.
4. The extent of Land Acquisition details and forest clearance / Environment clearance
proposed shall be as minimum as possible.
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CHAPTER - 8
COST ESTIMATES
8.1 GENERAL
The cost estimation have been prepared for the project corridor, for widening of
the existing road to 2-lane configuration including strengthening of the existing
pavement, reconstruction/widening of cross drainage structures, pucca
longitudinal drains, road furniture, bus bays etc. Over and above these
construction costs, provision has been made for social, environmental costs, and
land acquisition costs are also considered.
Assumptions/ considerations
Methodology adopted for the preparation of cost estimate strictly according to the
guidelines issued by MoRTH vide letter no. 12037/19/2010/sp (world bank)/p-9, dated
27-12-2010, has advised by MoRTH officials during the world bank mission meeting on
13th – 15th December 2010.
Following assumptions are made while working out the cost estimate:
1. Basic rates of labour is taken from the Notification vide Principal Secretary (Finance,
Govt. of HP letter no. Fin (PR) B (7) - 33/2010 dated 24th May, 2014, wef 1st April,
2014.
2. Basic rate of material is taken from HP SOR-2018-2019 and enhanced @ 7.5% per
annum for the construction period. Some rates were gathered from market.
3. Basic rates for machineries are taken from MoRTH DATA Book 2003 mentioned above
and enhanced @ 5% per year for the construction period, some machinery are taken
from HP SOR-2018-2019 also. Hire charges of the rest of the machineries are gathered
from Market.
4. Lead/haulage charges for borrow soil, stone aggregates and sand Quarries are taken
from the quarries identified along the project road and a lead chart for these materials is
prepared and given under table 8.1. Haulage for the average lead is worked out as per
MoRTH DATA Book, 2003.
5. For bitumen Panipat refinery is considered. Lead taken is 866 km (up and down)
6. For Steel, rate is taken from SAIL Branch, at Mandi, and Lead is taken accordingly.
7. Format for Bill of Quantities standard data book of MoRTH is adopted.
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Table 8.1 Lead Chart
8.2 UNIT RATES

Detailed analysis has been done for computation the unit rates for the different
items of works. The unit rate analysis has been done duly take into account the
various inputs and their basic rates, suggested location of plants and respective
lead distance for mechanized construction.
The unit rate for each item of work has been worked out in terms of manpower,
machinery and materials. Format of standard data book has been used for rate
analysis to find out unit rate of each finished items.
8.3 ESTIMATION OF QUANTITIES
Entire project has been divided into twelve categories (Bills) of work for
preparation of estimate. The quantities of each item have been worked out for
each categories of work. The detailed computerized / manual measurement
sheets are available in the Volume IX – Bill of Quantities
8.4 ESTIMATION OF PROJECT COST
For total cost of the project following cost estimations in addition to cost estimate
of civil work have also been included as per below:
(i) Land Acquisition Cost
Land acquisition estimate has been proposal submitted separately accordingly of

provision of Rs. 93.00 cr. has been included in the cost estimation.
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(ii) Cost of R&R
The separate detailed cost estimate has been submitted accordingly provision of
Rs.36.00cr. has been taken to access total project cost.
(iii) Cost of Environmental Mitigation Plan
The separate detailed cost estimate has been submitted accordingly provision of
Rs.24.00cr. has been taken to assess the total project cost.
(iv) Utility Shifting
Separate cost estimate shall be submitted before after obtaining estimates from
the various departments. For assessing the total project cost a lump-sump
provision of Rs. 30.00 cr. has been taken in the estimate.
Total cost estimate of the project thus included cost of civil works with financial
charges as the percentage of Civil Construction Cost (i.e. Contingencies @
2.8%, Maintenance cost during DLP @ 2.5%, Escalation during construction
period @ 7.5% per year, Construction Supervision Charges @ 3%, Agency
Charges @ 3.0%). Total Capital Cost includes total project cost with land
acquisition cost, R&R cost, cost of Environmental Impact Assessment, cost of
Utility Shifting.
(v) Toll Plaza
Two Toll Plaza have been proposed. The cost of the toll plaza has been included
in the cost of the project.
8.5 MAINTENANCE COST for 5 YEARS POST CONSTRUCTION
Cost of maintenance for 5 years has been considered as 2.5% of Civil

Construction Cost.
8.6 CONSTRUCTION TIME PERIOD
Period of construction has been considered as three years. As such the funds
shall utilize in 3 years. The year wise breakup of the funds is recommended as
below:
1st Year 30 %
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2nd Year 40 %
3rd Year 30 % (Total 100%)
Table 8.2 Summary of Project Cost Estimates
DETAILED ESTIMATE
Rehabilitation and Upgrading to 2 lanes/2 lane with paved shoulders configuration

and strengthening of Hamirpur- Mandi Section (Km 141- Km 265) of NH-70 in the
state of Himachal Pradesh (Package no: SP/D/3)
COST OF ABSTRACT (Section From Km 141/000 to Km 250/592)

181/000 208/950
Bill 141/000 to 141/000 to
Description to to
No. 181/000 250/592
208/950 250/592
27.950 41.642 109.592
40.000 Km
Km Km Km
PKG 1 PKG 2 PKG 3 PKG All
COST OF SITE CLEARANCE
1 37.82 39.87 51.34 129.04
AND DISMANTLING
2 COST OF EARTH WORK 2564.97 2880.02 3909.72 9354.71
COST OF CEMENT TREATED
3 SUB- BASES AND BASE 1829.02 1464.66 2180.16 5473.84
COURSES
COST OF BITUMINOUS
4 (A) COURSES (FLEXIBLE 2005.08 1340.65 2017.40 5363.14
PAVEMENT)
4 (B) RIGID PAVEMENT 30.25 0.00 30.25 60.50
COST OF CULVERTS (Box
5 (A) 1347.41 1901.46 3014.47 6263.34
Culvert)
6 COST OF BRIDGES 794.52 1314.77 776.49 2885.78
COST OF DRAINAGE AND
7 PROTECTION WORKS 2532.07 616.36 1244.04 4392.47
(Highways)
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PROTECTION WORKS
8 13999.21 8228.15 8233.21 30460.58
(Structures)
COST OF REST AREA VIEW
9 220.00 100.00 420.00 740.00
POINT & PARKING
COST OF TRAFFIC SIGNS,
10 MARKINGS AND 2326.13 1330.94 1697.25 5354.32
APPURTENANCES
11 COST OF MISCELLANEOUS 168.16 5.08 162.92 336.16
Total Civil Construction Cost (A) 27929.64 19296.97 23812.26 71038.86
GST @ 12% 3351.56 2315.64 2857.47 8524.66

Total Civil Construction Cost
31281.20 21612.60 26669.73 79563.53
with GST
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Chapter 9 : ECONOMIC ANALYSIS
9.1 Objectives and Approach
The objective of the chapter was to identify and prioritise the improvement options of the project
road in order to assist the client, in selecting the best combination of road works which could be
upgraded within the budget and which would maximize the economic return.
The approach involved selecting the optimum improvement alternative for the project road,
under the given traffic and road conditions based on cost-benefit analysis. Costs and benefits
for each improvement alternatives were estimated over a period of 32 years (including 2 years
construction period) and referenced to a base case, which represented minimal investment on
the roads at par with the current practices of routine and periodic maintenance in Himachal
Pradesh. All costs and benefits considered in the study have been valued in monetary terms
and expressed in both financial and economic prices, the former used for developing the project
budget and the later for determining the NPV and EIRR for each evaluated option.
The economic appraisals of the study road was carried out using the programme analysis
module of the HDM-4 model and the standard indicators of economic performance, NPV and
EIRR, used to assess the viability of improvement interventions. Unquantifiable costs and
benefits, which may arise from reduced energy consumption and accident cost, were excluded
from the economic analysis. The present chapter describes the HDM model concept,
programme analysis methodology and addresses the estimation of parameter values. It also
presents the results of the economic appraisal. As a means of gauging the robustness of the
results, the basic outputs were subjected to sensitivity analysis.
9.2 Base Data for the Study Roads
The traffic and engineering surveys that formed the basis for the analysis are described in
Chapter 3.0. Traffic Surveys and Analysis. Pavement Investigation & Design and relevant
appendices. From the survey data, a set of project road data was accumulated viz. traffic
volume, carriageway width, pavement strength, pavement condition, land use type, soil type,
etc. The base year for all data was 2010.
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9.3 HDM-4 Model
The HDM-4 analytical framework is based on the concept of pavement life cycle analysis.
The model simulates, for each road section, year-by-year, the road condition and resources
used for maintenance under each alternative improvement measure, as well as the vehicle
speeds and physical resources consumed by vehicle operation. After estimation of the physical
quantities involved in construction, road works and vehicle operation was made, user-specified
prices and unit costs were applied to determine financial and economic costs. Relative benefits
were then calculated for different alternatives, followed by present value and rate of return
computations.
The HDM-4 model Version 1.3 was used for the analysis. It contains four data managers:
• Road Network defines the physical characteristics of road sections.

• Vehicle Fleet defines the characteristics of the vehicle fleet operating on the roads.
• Works Standards defines maintenance and improvement standards and unit costs to be
applied to different road sections being analyzed.
• HDM Configuration defines the default data to be used, which can be modified to reflect
local environment and circumstances.
The HDM-4 Programme Analysis was used to evaluate alternative improvement options, select
the optimum one for the road section. The prioritization method employs the incremental
NPV/Cap ratio for the purpose of ranking. Indices such as NPV, EIRR are generally not
adopted as ranking criteria. The incremental NPV/Cap ratio satisfies the objective of
maximizing economic benefits for each additional unit of expenditure.
9.4 Traffic
Traffic inputs provided into the HDM-4 model included:
• Base year (2017) AADT for motorised (MT) and non-motorised traffic (NMT) (normal traffic).
As HDM does not consider agriculture tractor-trailers as MT, these were included in NMT.
Agriculture tractor-trailers play an important role in Uttar Pradesh and their impact on the
traffic flow could not be ignored.
• Traffic composition in percentage terms in the base year (2017).
• Benefits for induced traffic were considered but for diverted traffic were ignored.
• Traffic growth rates, estimated for the corridor, as discussed in detail in Chapter 7.0: Traffic
Surveys and Analysis.
9.5 Engineering Inputs for HDM Analysis
The engineering considerations for the study were aimed at providing input data for HDM-4
analysis. In view of this, effort is normally made to establish the parameters required for the
model for homogeneous sections and sub–sections. Although the feasibility study scope
warranted a macro-level approach to engineering aspects, data collection and analysis were
done in greater detail to ensure as realistic outcome as possible from the HDM.
The pavement characteristics for the existing sections and sub-sections were assessed from
field surveys and laboratory tests. These included:
9.5.1 Existing Section

• Carriageway width
• Surface type
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• Pavement Condition (rutting/cracking/potholes)

• Pavement and shoulder type
• Road geometry
• Pavement composition
• Pavement Strength (BBD values)
• Subgrade quality and strength
• Roughness in IRI
• Embankment height
• Rise and fall
• Shoulder condition
• Drainage condition
• Year of last intervention and type
Rise and fall for the project road was assessed from previous similar kind of projects. Average
curvature was worked out from site assessment. Existing drainage condition was generally
considered to be fair. Information on the year of last maintenance/ reseal was gathered from
the NH divisions/ subdivisions/concessionaire.
9.5.2 Improved Section

• Width/lane increase
• Pavement layer composition and strength coefficient
• Roughness after works
• Drainage
9.6 CONFIGURATION OF HDM-4
Prior to employing HDM-4 in any analysis, various adaptation and configuration activities are
needed. Configuration was carried out for the factors, as listed below, to reflect local conditions
i.e. Himachal Pradesh.
• Vehicle fleet
• Works standards
• Traffic flow
• Speed flow
• Climate
9.6.1 Vehicle Fleet
Six vehicle classes, viz. car, bus (standard and mini), Lcv, 2 axle truck, 3 axle truck and MAV
were used to represent all traffic and constituted the vehicle fleet for HDM-4 analysis. Two/three
wheelers are the most common mode and form a very high proportion of traffic in most states,
including Himachal Pradesh. In order to consider their impact on the traffic flow condition,
two/three wheelers were converted to car-equivalents, using conversion factors of 0.5 and 0.75
respectively, and made a part of car volume in the analysis.
The most common models in each category were chosen as the representative vehicles of
each vehicle class. These are shown in Table 9.1.
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Table 9.1: Representative Vehicles – Himachal Pradesh

Vehicle Class Representative Vehicle Typical Models
Passenger Car New Technology Car Maruti Zen
Light Commercial Vehicle LCV Tata 407/31
Medium Commercial 2 axle truck Tata 1612/4
Vehicle
Heavy Commercial Vehicle 3 axle truck Ashok Leyland 2516 H/4C
Articulated Truck MAV Ashok Leyland 3516 H
Heavy Bus Bus & Mini Bus Tata LP 1512/52
Annexure – 9.1 provides a summary of the HDM-4 input data on the vehicle classes, their
operating characteristics and costs, costs of retreaded tyres, passenger and freight time costs
as well as fuel and lubricants costs.
9.6.2 Works Standards
Works standards for “Improvement” is described in Chapter 5, the “Maintenance”

strategies were defined based on preliminary design as follows:
9.6.3 Maintenance
Periodic and routine maintenance were applied to the section over the economic
life of the pavement after the initial improvement.
9.6.4 Traffic flow
In the absence of more detailed data on the flow pattern on the road network in
terms of hourly, daily and seasonal variation, the default flow pattern of HDM –
‘inter urban’ was used for the analysis.
9.6.5 Speed flow
Speed-flow types were used for analysis as per the road functional classification
and the design standards. The capacity values adopted for each type were as per
the IRC-64 : 1990.
9.6.6 Climate
The entire state of Uttar Pradesh was classified under arid to semi-arid and
tropical cyclone region, which has been considered in HDM-4
9.7 CALIBRATION OF HDM-4
It is important to note that the accuracy of the predicted pavement performance

and vehicle resource consumption depends on the extent of calibration applied to
customise the default values of the HDM-4 Model to suit the local conditions. The
pavement deterioration models incorporated in HDM-4 were developed from
results of a large number of field experiments, conducted primarily in Brazil and
subsequently updated from trials in Bangladesh and also using available data
from several countries for extending the scope of the models.
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Consequently, the default equations in the HDM-4 Model needed calibration to

simulate the ground conditions as accurately as possible. A fundamental
assumption, made prior to using the Model, was that the pavement performance
models would be calibrated to reflect the observed rates of pavement
deterioration on the roads where the model was applied. The extent of HDM
calibration may be defined as follows:
• Level 1 - Application: Based on a desk study of available data and engineering

experience on pavement performance;
• Level 2 - Verification: Based on measured pavement condition data collected from

the road sections; and
• Level 3 - Adaptation: Experimental data collection required monitoring the long-term

performance of pavements within the study area.
Within the time frame of the present study and data available, only selected
parameters under Level 1 and Level 2 that have high impact on HDM-4 analysis
results were calibrated.
9.7.1 Road User Effects (RUE) Model
The term RUE has replaced Vehicle Operating Costs (VOC) in the terminology used for road
appraisals. This is because the model incorporates issues such as effect of vehicles on
pollution, in addition to direct vehicle operating costs. In the context of this study, RUE was
taken to be equivalent to VOC.
9.7.2 Vehicle Operating Costs (VOC)
Unit costs for each vehicle type, used as inputs to the model, are presented in Annexure – 13.1.
These were obtained as follows:
• The most critical cost is that of the replacement vehicle. The commercial vehicles are
supplied by the manufacturers in the chassis form. The cost of truck and bus bodies were
obtained from body manufacturers and added to get the total cost.
• Prices of tyres, fuel and lubricating oil were also collected from respective dealers.
• Costs relating to crew wages, maintenance labour and annual overheads (insurance) were
obtained from other recent studies.
• Prevailing tax rates (excise duty, sales tax, surcharge and cess), applicable to each item for
which prices had been obtained, and their points of application, were collected from
secondary sources.
• The market/ex-showroom prices were entered as the financial prices, and applicable taxes
and duties were deducted to arrive at the ex-factory prices, which were assumed to
represent economic prices.
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• With regard to other vehicle fleet characteristics, default values of HDM model for the
selected vehicle categories were used.
The VOC by vehicle type under “without project” and “with project” situations were computed by
HDM for the projected volume of traffic. The VOC computation took into account pavement
characteristics, roughness, traffic characteristics, geometric conditions and vehicle
characteristics.
9.7.3 Time Value of Passengers and Goods in Transit
The HDM Model 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 passenger
vehicles were derived using an average occupancy of 3 persons for car/taxi and 40 persons for
bus as obtained from survey results in similar types of study.
The values of time for passengers in this analysis were calculated for the analysis using the
wage-rate approach. The O-D surveys carried out for the study covered only cars and buses
and not for two-wheelers. As information on income levels of the travelers were also not
collected, this was obtained from secondary sources. The study on “Updation of Road User
Cost Data” for the Ministry of Road Transport and Highways (MORTH), prepared by CRRI,
showed that the income levels of passengers varied according to route (trunk and secondary)
and type of vehicle. The data, which pertained to 2001, were updated to 2019-20 prices using
WPI. The values of work time for the average car, two-wheeler and bus passenger were
estimated from the monthly incomes and an average of 200 work-hours per month. Non-work
time was valued at 25% of the work time value. For goods in transit, time values were worked
out using the inventory cost method with a market rate of interest on the value of goods. Table
9.2 gives the values of time, in economic prices, which were used as HDM inputs.
Table 9.2: Economic Values of time used in HDM
Vehicle Type VOT

Passenger Time (Rs/passenger/hour)
Work Time Non-work Time
Car 99.96 24.99
Two wheeler 69.12 17.27
Bus 47.27 11.83
Cargo Time (Rs/vehicle/hour)
LCV 14.1
2 axle truck 22.6
3 axle truck 46.1
MAV 58.3
9.7.4 Road Deterioration Models
For a paved road, the seven road deterioration factors are roughness-age-environment,
cracking initiation, cracking progression, rut depth progression, roughness progression,
potholing progression and ravelling initiation. Of these, roughness-age-environment factor and
cracking initiation and progression have high impact on the Road Deterioration and Works
Effect (RDWE) Model and are highly sensitive. These were calibrated to the local environment.
For other road deterioration factors (ravelling, roughness, potholing and rutting) for existing
roads, values provided by MORTH, which apply to Indian construction standards, were used in
preference to the default values. However, for the construction/ maintenance works proposed,
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it was assumed from better practice and, therefore, higher standards would apply. Hence,
default values were used for deterioration of pavements after works improvements.
9.7.5 Calibration of Model to Observed Speeds
The journey speeds observed on project road has been tabulated below :
Sl No. Length (Km) Average Journey Speed

(Kmph)
1 Hamirpur to Mandi 20.0
Variations in prevailing speeds were because of changing shares of slow moving vehicles,
surface conditions and roadside friction. On narrow carriageways, passing vehicles reduced
speed to use the shoulders, while NMT was a major impediment for maintaining travel speeds.
HDM accepts a ‘friction factor’ for each road section and applies it to compute the vehicle
speeds. It helps to adjust the HDM-predicted speed to the observed speeds. Speed slow-
downs arising from activity near roadside settlements are replicated by adjusting the value of
the side friction adjustment factor. Roadside friction is a significant factor in speed reduction.
The intensity of interaction of non-motorised traffic (NMT) with fast moving vehicles also limits
MT speeds. This interaction is reflected by the XNMT factor. The share of NMT on project road
ranged between 1.2 and 25.1%. This information was used to adjust the XNMT factor. The
friction factors and XNMT factors used in HDM are shown in Table 9.3.
Table 9.3: Friction Factors and XNMT Factors
Proportion of urban stretches on a road Friction Factor

< 10% 0.9
11-20% 0.8
21-30% 0.7
>30% 0.6
Proportion of non-motorised vehicles Calibration factor (XNMT)
<5% 0.9
5-10% 0.8
10-20% 0.7
> 30% 0.6
After widening, road side friction and NMT would not be totally eliminated, though the impact
would be substantially less in the case of four lane roads.
9.7.6 Accident Cost Savings
The benefits that would accrue to the society by implementing the practicable remedial
(counter) measures were considered to be significant in terms of savings in accident costs. This
is particularly true for upgrading projects. There are two main challenges in including accident
benefits – (i) predicting changes in accident rates following specific road improvements, and (ii)
costing of road accidents. However, in the present analysis, benefits from accident was
excluded.
9.7.7 Road Improvement and Maintenance Strategy
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The engineering options formulated for the road section and then applied, depending on the
present condition and future traffic has been discussed in Chapter 3, to reiterate, the salient
aspects are repeated in this section.
9.7.8 Base Alternative
The present practice of road maintenance followed by the PWD, Government of Uttar Pradesh
was considered as the base (Do Nothing) alternative. Generally no systematic and timely
maintenance/repair works have been executed in the past. However, for simplicity, some
reasonable assumptions were made. Minimum annual routine maintenance operations
simulated in the model were patching of potholes and repair of edge break. A responsive
periodic maintenance of 30mm overlay, when IRI reaches 7m/km, was assumed.
9.7.9 Improvement Alternatives and Maintenance Standards
Improvement to two lane standard was considered on the basis of traffic needs.
Two improvement alternatives, Option A & B, were formulated on the basis of traffic needs and
mentioned in the Table 9.4.
Table 9.4 : Improvement Alternatives and Maintenance Standards
Section Option A (Immediate improvement to Option B (Improvement as

the two Lane Standard) per traffic requirement)
HS-I 2-laning in 2021 & thereafter no 2-laning in the year 2021 & four
capacity improvement laning in the year 2026
HS-II 2-laning in 2021 & thereafter no 2-laning in the year 2021 & four
HS-III 2-laning in 2021 & thereafter no 2-laning in the year 2021 & four
The roughness after works was assumed to be 2.5 IRI for upgrading as well as rehabilitation of
pavement considering use of sensor paver and other modern equipment. In all cases, drainage
improvement was made mandatory as existing drainage condition is poor.
9.7.10 Construction and Analysis Period
A construction period of two years was proposed for construction of 2 lane road with cost
phasing of 40/60 respectively.
In the model, the start year was taken as 2021 for upgrading. The base year of analysis was
taken as 2020. The analysis period for running the HDM was 32 years including construction &
project preparation period.
9.7.11 Timing of interventions
In flexible pavement option, all evaluations were carried out on the basis of scheduled timing of
improvement intervention guided by traffic requirement. For maintenance of the upgraded
(widened) roads, apart from routine maintenance, periodic maintenance in the form of thin
overlay (30 mm) was scheduled on the 5th and 15th years and structural overlay (40 mm) was
scheduled on the 10th and 20th years.
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9.7.12 Improvement and Maintenance Costs
The road improvement cost for widening and rehabilitation sections were calculated on a “per
km” basis for HDM inputs; Additional costs for land acquisition and environmental mitigation
measures were included in the capital cost/km and cost/sqm of respective road sections.
The basis for estimation of financial costs is explained in Chapter 8. The capital and the
maintenance costs of the road improvement options were estimated for each of the road sub-
sections. Salvage value of the investment at the end of the analysis period was taken as 15%
of the capital cost. A factor of 0.85 was used to convert financial costs to economic costs.
The routine maintenance costs adopted for the project road sections in base and improved
situations, in financial terms, are presented in Table 9.5 & 9.6 below.
Table 9.5: Improvement Cost two laning (in Cr)
Section Length (Km) Cost (2019-20 Cost for EIA, R&R, LA

prices)/km in Cr. & UG Shifting per Km
in Cr.
HS1 : Km 141 – Km 181.00 40.000 913 113
HS2 : Km 181.00 – Km
208.950 27.950 903 116
HS3 : Km 208.950 – Km
250.592 41.642 747 108
Table 9.6 : Unit Costs of Routine Maintenance
Cost in Rs./Km
Existing Situation After Improvement
(without project) (with project)
Intermediate Lane / Two Lane 105,000 -
Two Lane with Hard Shoulder - 170,000
Two Lane with Paved Shoulders - 200,000
Four Lane - 400,000
Six Lane - 600,000
For periodic maintenance, namely, providing a thin overlay of 30 mm, the cost has been taken
as Rs. 350 per sq.m and for structural overlay, the cost has been taken as Rs. 2,750 per sq.m.
9.8 Economic Appraisal Results
The HDM4 programme analysis produced an unconstrained work programme and selected that
combination of improvement options that maximized NPV for the whole network. The optimum
strategy for each road sub-section, as recommended by HDM, is presented in Table 9.7.
Table 9.7 : Results of HDM Programme Analysis
Recommended Option - HDMIV

Sl. No Section Name
Option Improvement Type EIRR (%)
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Recommended Option - HDMIV

Sl. No Section Name
Option Improvement Type EIRR (%)
Hamirpur to Mandi (Entire A As mentioned in Table
1 Section) 4.1
B 13.5 69.7
The net cash flow statements for all three sections are presented in Annexure 9.2
9.9 Sensitivity Analysis
The sensitivity of the EIRR for each road section was analysed with respect to changes in the
benefit and cost streams. Sensitivity test cases included:
• Cost increase by 15%

• Benefit decrease by 15%
• Combined effect of project cost increase by 15% and benefit decrease by 15%
The results of sensitivity analysis is given in Table 9.8.
Table 9.8 : Results of Sensitivity Analysis
Option EIRR (%) Switching Remarks

Value (%)
Sl Improve- Base Cost Benefits Cost increase by Cost Benefit
No. ment Type Case Increase decrease 15% and benefits
by 15% d by 15% decrease by 15%
Not
A 4.1 4.2 4.2 4.3 392 80
Viable
Hamirpur Viable
1 to Mandi
(entire B 69.7 60.6 59.4 51.3 333 77
section)
9.9.1 Conclusion
EIRR of the section for option B (improvement as per traffic requirement) has been found
>12%. While for Option A, EIRR has been found <12% due to jam speed after 10 to 12
years of improvement. However it will happen if the assumed growth rate is
materialized.
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Chapter 10 : FINANCIAL ANALYSIS
10.0 FINANCIAL ANALYSIS
10.1 Approach and Methodology
10.2 Project Cost
The financial analysis of the section from Hamirpur to Mandi (NH70) has been carried out
keeping in view the commercial viability required for executing the project through
BOT/EPC and/or private sector participation. The total project cost has been arrived at
after adding to the construction cost estimated through various technical analysis
carried out during the course of finalizing the detailed project report, the interest during
construction (IDC) and also preliminary and pre-operative expenses. The Financial
Rate of Return (FIRR) has been calculated for a maximum of 17.0 years of Concession
Period including 2.0 years of Construction Period (till 2037-38).
10.3 Financial Analysis
Financial analysis has been carried out for entire package as given below in Table 10.1
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Table 10.1 : Details of Homogeneous Sections
Package Section (Design Chainage) Tollable Length (Kms) Location of Toll

Plaza (tentative)
I Hamirpur to Mandi (Section I) 54.500 150.051
Km 141/000 to Km 195/500)
II Hamirpur to Mandi (Section II) 55.092 244.751
Km 195/500 to Km 250/592)
10.4 Recurring Expenditure
The following recurring expenditure has been considered in arriving at the commercial viability
of the project
• Routine Maintenance – Rs. 5 lac per Km for flexible pavement & nil for rigid
pavement option.
• Toll Management Expense – Rs. 15 Cr per toll plaza per annum
• Power Charges – Rs. 1 lac per Km per annum
• Site Office Expenses including car hire charges & patrolling – 1 cr per annum
per toll plaza.
An annual inflation of 5% has been taken into account for the costs of Establishment and
Annual Maintenance.
10.5 Toll Collection Revenue
The toll collection revenue has been calculated based on the AADT arrived in the Chapter 3 :
Traffic Surveys & Analysis and presented in Table 10.2
Table 10.2 : Tollable Traffic (AADT in Numbers)
2 3 Multi
Homogeneous Mini Full
S. Car Lcv Axle Axle Axle Total
Section Bus Bus
No. Truck Truck Truck
Hamirpur to
Mandi (Section I)
1 1042 309 192 56 204 2 0
Km 141/000 to 1,805
Km 195/500)
Hamirpur to
Mandi (Section II)
2 1194 103 113 132 108 0 0
Km 195/500 to 1,650
Km 250/592)
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Following Toll Rates have been taken into account as per NHAI toll policy in financial analysis.
100% of passenger & goods traffic have been considered for toll calculation. Toll rates for
different categories of vehicles are given in Table 10.3 below.
Table 10.3 : Toll Rates for different Categories of Vehicles
2007-08 2023-24 (Year of Opening)

Vehicle Category
4 Lane 2 Lane 4 Lane 2 Lane
Cars, passenger vans, jeep 1.41 0.84
0.65 0.39
LCV's 1.05 0.63 2.27 1.36
Mini Buses 1.05 0.63 2.27 1.36
Buses 2.20 1.32 4.76 2.86
Trucks of 2 Axle 2.20 1.32 4.76 2.86
Trucks of 3 Axle 2.40 1.44 5.06 3.04
HCM / MAV (four to six axles) 3.45 2.07 7.47 4.48
Oversized 4.20 2.52 9.09 5.45
10.6 Concession/Toll Collection Period
The Concession/Toll Collection Period has been considered as 17 years including 2 years of
Construction Period.
10.7 Viability Gap Funding
After arriving at the Base Model for the packages as mentioned above, a detailed analysis has
been carried-out for resorting to VGF Option to analyze and assess which of the sections needs
the VGF support.
10.8 FINANCIAL ANALYSIS RESULTS
10.8.1 Base Model
The base model worked-out for different Packages of Hamirpur – Mandi have been
presented in Annexure 10 and results of financial analysis for flexible pavement options
are given in Table 10.4 below.
Table 10.4 : Financial Internal Rate of Return (FIRR) without Green Field Option
Total Civil
Construction Equity
Sl Pavement Project NPV VGF
Section Cost (Cr) IRR Remarks
No. type IRR (%) (Cr) (Cr)
In 2019-20 (%)
prices
Hamirpur to 81.9% To be
I Mandi Flexible 710.4 10.4 15.1 -14.47 (880 undertaken
(Entire Cr) on EPC
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Total Civil
Construction Equity
Sl Pavement Project NPV VGF
Section Cost (Cr) IRR Remarks
No. type IRR (%) (Cr) (Cr)
In 2019-20 (%)
prices
Package) Mode
Km 141/000
to Km
250/592)
10.4.1 Assumptions in Financial Analysis
Assumptions made during financial analysis are given under Table 10.5
Table 10.5 : Following assumptions were made for Financial Analysis
Sl. No. Description Assumptions

1 Base Year for Civil Construction Cost 2019-20
2 IC and preoperative expenses 1% of EPC Cost
3 Contingencies/QC 2.8% of EPC Cost
4 Interest assumed on debt portion 11%
5 Financing Charges on Debt 2%
6 Debt Equity Ratio 80:20
7 Escalation during Construction 7.5%
8 Expected Start date of Construction 01.04.2021
9 Estimated Construction period 2 Years
10 Completion of Construction 31.03.2023
11 Expected start of Revenue 01.04.2023
12 Insurance – 0.15% of Project Cost flat. 0.15 % of Project Cost (flat)
13 Inflation rate for cost of establishment & 5%
expenditure
14 Growth Rate in Traffic 5%
15 Growth Rate in Toll Rates 5% (as per new toll policy)
16 Phasing of Construction 45% : 55%
17 Discount Rate for NPV 12%
18 Leakage in Traffic NIL
19 Loan repayment period – 15 Years 15 Years
20 Moratorium 6 Months
10.5 Conclusion
Viability Gap Funding has been found >40%, It may be concluded that the entire package, is
not viable financially on BOT mode considering with 40% Grant and 17 years Concession
Period, hence EPC/Annuity mode shall be opted.
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CHAPTER – 11
QUALITY AUDIT REPORT
11.1 GENERAL
Quality audit is an integral part of design and implementation process. Quality audit is
series of assessment carried out by various professionals using appropriate guidelines
for each assessment. The following procedure form part of complete quality audit
system.
i. Audit of visual quality.
ii. Audit of Investigations and tests.
iii. Road safety audit.
iv. Review of how the project road will be used by user.
• Purpose of Audit
The basic aim of quality audit is to give clients a balanced overview of the project road.
By doing so, a balance approach is adopted in such a way that the aesthetic and
functional considerations complement each other. Quality audit can either be carried out
on a total road basis or by project road stretch.
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• Principle of Quality Audit
The following different elements are assessed for quality audit purposes:
• Traffic management schemes
• Road improvement Schemes
• Design development proposals
• Traffic calming schemes
• Environmental enhancements
11.2 QUALITY AUDIT
• Road Safety Audits
The evaluation of road schemes during design and construction are to identify potential
safety hazards which may affect any type of road user, before the scheme is opened to
traffic, and to suggest measures to eliminate or mitigate those problems.
• Scope of the Audit
The Road Safety Audit shall only consider matters that have an adverse bearing on
road safety. It shall consider safety under all operating conditions. The primary purpose
of a Road Safety Audit is to identify potential safety hazards within the scheme design
as they could affect road users. The audit shall not be concerned with structural safety
Formulation of recommendations for dealing with the identified hazards should make
allowance for the fact that strategic decisions on matters such as route choice, junction
type, standard of provision and departures from standards should already reflect the
best balance of a number of factors, including safety.
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Audits and subsequent action shall be completed at the specific stages in the
preparation of the scheme. In the detailed design stage, the road safety audits for the
project road stretch from km 141.000 to km 265.000) have been done to review the
proposed design from a road safety perspective.
The following points were checked.
Contents Items Remarks

A. Any design changes since Stage 1.
B. The detailed design from a road safety viewpoint,
including the road safety implications of future
Aspects to be checked Yes
maintenance (speed limits; road signs and
markings; visibility; maintenance of street lighting
and central reserves).
• Departures from standards
• Drainage
• Climatic conditions
• Landscaping
• Services apparatus
C 1: General • Lay-byes Yes
• Access
• Skid-resistance
• Agriculture
• Safety fences
• Adjacent development
• Visibility
C2 : Local Alignment Yes
• New /Existing road interface
• Layout
• Visibility
• Signing
• Lighting
C3 : Junctions Yes
• Road markings
• T,X,Y junctions
• All roundabouts
• Traffic signals
• Adjacent land
C4 : Non-Motorized
• Pedestrians
road users Yes
• Cyclists
provision
• Non-motorized vehicles
• Advanced direction signs
• Local traffic signs
C5 : Signs and
• Variable message signs Yes
Lighting
• Other traffic signs
• Lighting
C6 : Construction and • Build ability
Yes
Operation • Operational
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• RECOMMENDATIONS
THE PROJECT TEAM HAS RESPONDED TO THE AUDIT REPORT. AUDITORS, RECOMMENDATIONS
WERE TAKEN INTO CONSIDERATION AT THIS COMPLETION OF DETAILED DESIGN STAGE. ALL
THE AUDIT RECOMMENDATIONS FOR THIS STAGE ARE ACCORDINGLY INCORPORATED.
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Chapter-12
SAFETY CONSIDERATION
12.1. Basic safety consideration related to Designs
The evaluation of road schemes during design and construction are to identify
potential safety hazards which may affect any type of road user, before the
improved road is opened to traffic, and to suggest measures to eliminate or
mitigate those problems.
The objective is to set standards which will produce desired degree of mobility
and reduce accident risk.
The Project Road is a hill road and the entire road section is passing through
mountainous to steep terrain of Himachal Pradesh and traversing in a very few
length near Hamirpur on ridge and in most of the length in hill side cut with hill on
one side and valley on other side and situated in between 30° 41’ to 31° 47’ 30°
North Latitude and 76° 32’ to 76° 56’ East Longitude.
Safety on a hill road is directly proportional to adherence of laid down geometric
standards, specifications and traffic rules and any compromise on this, for
economic or other considerations, will only result in a road of sub standard safety
norms. It is always good to build a road to laid down standards rather than
attempt improvements after building sub-standard roads and experiencing safety
hazards.
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Normally in hill, accidents occur at places where the rhythm of motion changes
unexpectedly for a driver. Such happenings are not infrequent on hill roads due
to the following:-
a) Traveling over sharp curves of sub-normal radius in conditions of inadequate
sight distance needs frequent deceleration and acceleration.
b) Curves have to be negotiated in varying speeds due to varying degree of
curvature and applying brake when entering a curve and accelerating at the
exit.
c) Alternating entry from major valley into a side valley, crossing of streams by
narrow bridges, causeway, etc.
d) Steep grades and alternating UP and DOWN grades and negotiation of high
altitudes.
The accident records shall also be analyzed in detail to identify:

I. Locations at which accidents have occurred
II. Accidents which appear to arise from similar causes or show common
factors.
There are elements of roadway that have a direct effect on safety which include
speed, Horizontal and vertical alignments, cross-sections, inter-sections,
access control, pavement surface, illumination road signs and barriers. The
effect of these in combination and not individually determines the level of safety.
To improve safety in hill roads should be ensured that:-
i. All Geometric designs are as per standard
ii. Provision of good drainage system, protection measures like parapet,
railing, snow fences, snow shelters, rolling boulder buffer (netting), Traffic
control devices (like signs signals, pavement markings, delineators,
advance warning systems) etc are considered.
iii. Strict enforcement of laws enforcing traffic and vehicle discipline is
adhered by all road users and drivers.
Considering the above, the aim of the highway engineer should be to duly
consider the usual driving errors and response of the vehicles and design a
highway which will eliminate such errors and reduce stress on the drivers. A
well–designed and constructed road will always be less prone to accidents and
will add to safety.
1-364
12.1.1 Design Speed

Most part of the project road is in Hilly terrain. As per IRC: SP-48-1998 (Hill
road manual). The Standard design speed and the design speeds taken for
various geometric designs for the project road as per the geometric conditions
are as below –
IRC Standards
Geometric
S. No. Mountainous Steep
Element
terrain terrain
1 Ruling 50 40
2 Minimum 40 30
3 Exceptional - -
Speed Zoning along Project Road and Locations for Speed Warning Signs
S. No. Curve Start Curve End Length Radius Speed

1 141067 141088 21.02 200 40
2 141313 141407 94.35 100 40
3 141468 141502 34.13 100 40
4 141611 141653 41.13 200 40
5 141793 141847 53.7 80 35
6 142129 142177 48.02 50 30
7 142248 142287 38.37 50 30
8 142292 142323 30.56 50 30
9 142446 142469 22.9 15 15
10 142493 142527 34.5 20 15
11 142561 142573 12.82 20 15
12 142596 142627 31.69 50 30
13 142697 142717 19.47 100 40
14 142733 142779 45.84 50 30
15 142801 142830 29.13 15 15
16 142903 142944 41.34 30 20
17 142946 143001 54.4 30 20
18 143146 143220 74.49 100 40
19 143257 143295 37.84 100 40
20 143359 143398 39.25 100 40
21 143416 143449 32.18 30 20
22 143455 143552 97.01 60 30
23 143573 143609 36.59 30 20
1-365

24 143610 143723 113.5 100 40
25 143727 143770 42.89 50 30
26 143811 143874 62.75 50 30
27 143885 143918 33.08 50 30
28 143932 143985 52.04 50 30
29 144079 144105 25.87 100 40
30 144112 144171 58.18 80 35
31 144248 144295 47.01 60 30
32 144320 144367 47.16 50 30
33 144379 144399 19.07 50 30
34 144417 144459 42.04 30 20
35 144478 144494 15.89 100 40
36 144549 144573 23.24 15 15
37 144585 144607 21.87 15 15
38 144623 144661 38.58 40 25
39 144695 144758 63.02 40 25
40 144840 144879 38.44 40 25
41 144881 144943 61.32 80 35
42 144986 145014 28.02 30 20
43 145029 145054 25.26 30 20
44 145096 145117 20.85 50 30
45 145142 145196 54.15 50 30
46 145231 145279 48.65 30 20
47 145299 145325 25.58 35 25
48 145341 145376 35.19 40 25
49 145377 145439 61.44 60 30
50 145467 145498 30.2 60 30
51 145548 145613 65.06 40 25
52 145818 145843 25.14 20 15
53 145910 145944 33.94 60 30
54 145959 146024 64.2 35 25
55 146111 146128 17.15 35 25
56 146134 146151 17.07 25 20
57 146213 146235 22.43 50 30
58 146293 146312 19.14 200 40
59 146338 146415 77.13 80 35
60 146244 146288 44.21 15 15
61 146432 146472 39.37 50 30
62 146626 146650 24.14 20 15
63 146663 146685 22.78 20 15
1-366

64 146783 146831 47.43 40 25
65 146834 146871 36.61 25 20
66 146910 146931 20.93 25 20
67 147004 147057 52.96 50 30
68 147065 147110 45.37 50 30
69 147130 147177 46.96 50 30
70 147223 147278 55 100 40
71 147303 147375 71.48 60 30
72 147403 147473 70.58 30 20
73 147540 147573 33.06 25 20
74 147653 147721 67.8 150 40
75 147736 147766 29.98 50 30
76 147906 147943 36.85 50 30
77 147961 147997 35.79 50 30
78 148102 148122 19.41 100 40
79 148177 148216 38.33 100 40
80 148666 148728 61.54 100 40
81 148823 148850 27.15 100 40
82 148903 148946 43.46 100 40
83 149098 149125 27.06 50 30
84 149142 149171 29.65 50 30
85 149366 149432 66.11 200 40
86 149627 149641 14.67 50 30
87 149655 149698 43.24 25 20
88 149735 149762 26.83 75 35
89 149809 149839 29.21 150 40
90 149858 149909 51.06 100 40
91 149922 149966 44.79 100 40
92 150086 150107 20.9 20 15
93 150158 150213 54.24 50 30
94 150292 150351 58.41 50 30
95 150365 150387 21.74 50 30
96 150403 150433 30.15 50 30
97 150453 150539 85.78 80 35
98 150574 150612 37.91 300 40
99 150657 150686 29.63 50 30
100 150734 150781 46.89 30 20
101 150790 150811 21.08 30 20
102 150822 150860 38.15 100 40
103 150882 150915 32.84 30 20
1-367

104 150947 150974 26.48 20 15
105 150977 150988 11.75 20 15
106 151045 151060 15.02 30 20
107 151105 151138 32.84 50 30
108 151156 151191 35.49 25 20
109 151213 151229 15.71 15 15
110 151233 151250 17.15 50 30
111 151289 151310 20.85 25 20
112 151310 151322 11.36 30 20
113 151516 151561 44.46 50 30
114 151823 151872 48.79 200 40
115 151935 151956 20.64 30 20
116 151968 152000 31.31 30 20
117 152047 152079 32.77 30 20
118 152129 152161 32.24 40 25
119 152182 152203 21.41 20 15
120 152217 152239 22.47 30 20
121 152271 152289 17.95 100 40
122 152306 152339 33.12 40 25
123 152362 152389 26.57 25 20
124 152397 152407 10.14 25 20
125 152462 152483 20.85 50 30
126 152520 152540 19.7 50 30
127 152619 152655 35.99 100 40
128 152710 152731 21.42 50 30
129 152787 152800 12.74 50 30
130 152815 152867 52 50 30
131 153055 153092 37.31 50 30
132 153151 153179 28.15 80 35
133 153219 153246 26.92 80 35
134 153256 153278 21.5 80 35
135 153316 153336 20.46 100 40
136 153388 153412 23.71 50 30
137 153462 153485 22.75 50 30
138 153657 153686 29.09 80 35
139 153760 153787 26.95 100 40
140 153798 153823 24.56 30 20
141 153843 153866 22.93 40 25
142 153889 153902 13.67 40 25
143 153918 153988 70.01 70 35
1-368

144 154008 154035 27.29 40 25
145 154062 154086 24.4 100 40
146 154101 154116 15.48 100 40
147 154124 154147 22.35 40 25
148 154173 154212 39.17 60 30
149 154220 154238 17.42 30 20
150 154308 154343 34.52 80 35
151 154376 154399 22.9 80 35
152 154424 154444 19.56 80 35
153 154469 154492 22.71 30 20
154 154499 154528 28.63 30 20
155 154564 154602 37.54 30 20
156 154626 154655 29.61 25 20
157 154662 154699 36.32 25 20
158 154709 154734 24.65 25 20
159 154738 154774 36.08 40 25
160 154802 154826 24.26 30 20
161 154829 154861 32.13 20 15
162 154886 154905 18.75 100 40
163 154958 154982 23.61 50 30
164 155035 155073 37.96 30 20
165 155110 155138 28.61 30 20
166 155158 155201 42.98 100 40
167 155441 155466 25.12 100 40
168 155499 155561 61.95 50 30
169 155617 155668 50.93 60 30
170 155757 155776 18.27 60 30
171 155836 155857 21.73 60 30
172 155926 155942 15.95 100 40
173 155947 155975 28.42 30 20
174 155993 156012 19.56 30 20
175 156021 156043 22.25 30 20
176 156078 156090 11.71 30 20
177 156100 156115 14.77 30 20
178 156129 156152 22.3 30 20
179 156174 156225 50.4 35 25
180 156252 156274 21.94 35 25
181 156304 156327 23.52 50 30
182 156341 156359 17.46 50 30
183 156378 156394 15.78 50 30
1-369

184 156434 156455 21.11 50 30
185 156458 156498 39.42 80 35
186 156535 156651 116.1 200 40
187 156713 156738 24.89 500 40
188 156754 156775 20.41 50 30
189 156788 156821 33.44 50 30
190 156872 156903 30.53 50 30
191 156922 156949 26.7 30 20
192 157010 157024 14.06 50 30
193 157066 157085 18.2 100 40
194 157114 157143 29.28 30 20
195 157154 157186 31.78 80 35
196 157206 157236 29.73 50 30
197 157251 157265 13.77 50 30
198 157286 157302 15.54 50 30
199 157339 157393 53.22 40 25
200 157421 157458 37.38 100 40
201 157491 157548 57.09 50 30
202 157582 157625 43.15 50 30
203 157664 157714 50.81 60 30
204 157743 157814 70.77 80 35
205 157850 157877 26.73 40 25
206 157902 157946 44.24 30 20
207 157995 158025 30.15 100 40
208 158077 158092 15.46 50 30
209 158116 158143 27.27 60 30
210 158160 158194 34.49 70 35
211 158212 158249 36.24 30 20
212 158299 158320 21.24 30 20
213 158342 158372 29.79 30 20
214 158397 158430 33.05 30 20
215 158454 158466 11.83 30 20
216 158514 158542 28.46 30 20
217 158554 158572 18.15 30 20
218 158595 158624 28.73 100 40
219 158650 158695 45.5 30 20
220 158700 158717 17.52 50 30
221 158719 158756 36.79 50 30
222 158770 158790 20.16 20 15
223 158807 158835 27.92 80 35
1-370

224 158883 158937 53.92 40 25
225 158945 158974 28.76 35 25
226 158987 159005 17.66 500 40
227 159066 159090 23.95 35 25
228 159092 159108 15.44 30 20
229 159152 159172 19.36 100 40
230 159229 159283 53.88 100 40
231 159356 159390 34.03 30 20
232 159430 159454 24.23 100 40
233 159468 159488 20.34 150 40
234 159521 159541 19.82 50 30
235 159544 159584 39.55 30 20
236 159641 159666 24.8 30 20
237 159689 159701 11.81 45 25
238 159714 159732 17.86 50 30
239 159767 159800 33.15 50 30
240 159815 159838 22.79 60 30
241 159861 159897 36.07 60 30
242 159929 159965 36.3 40 25
243 160023 160047 23.05 50 30
244 160131 160174 43.54 50 30
245 160201 160228 26.83 50 30
246 160261 160308 46.85 50 30
247 160352 160386 34.75 30 20
248 160406 160442 35.84 30 20
249 160457 160501 43.92 30 20
250 160503 160538 35.19 30 20
251 160628 160693 64.73 30 20
252 160795 160806 10.91 10 10
253 160810 160824 13.96 10 10
254 160897 160914 16.58 50 30
255 160920 160944 23.96 50 30
256 160967 160977 9.33 50 30
257 161006 161040 34.62 30 20
258 161060 161083 23.37 30 20
259 161125 161145 20.65 20 15
260 161154 161194 40.81 100 40
261 161233 161378 145.17 250 40
262 161401 161428 26.9 30 20
263 161468 161511 43.2 30 20
1-371

264 161523 161570 47.56 40 25
265 161588 161618 29.87 50 30
266 161643 161667 23.47 50 30
267 161717 161734 17.54 30 20
268 161750 161765 14.5 30 20
269 161967 161987 19.79 60 30
270 161865 161936 70.45 25 20
271 162003 162040 37 60 30
272 162240 162288 48.6 25 20
273 162334 162374 40.73 300 40
274 162380 162425 45.67 60 30
275 162480 162529 48.88 150 40
276 162563 162608 44.76 80 35
277 162632 162664 31.72 25 20
278 162690 162724 34.23 100 40
279 162766 162789 23.16 40 25
280 162854 162903 48.88 30 20
281 162950 162978 27.62 30 20
282 163020 163064 44.18 30 20
283 163105 163131 26.03 100 40
284 163179 163239 59.73 80 35
285 163259 163288 28.84 30 20
286 163316 163345 29.16 50 30
287 163357 163379 22.17 50 30
288 163410 163439 29.19 30 20
289 163482 163508 26.83 50 30
290 163548 163585 37.51 25 20
291 163594 163680 85.13 50 30
292 163730 163807 76.31 40 25
293 163859 163912 52.39 25 20
294 163948 163966 18.72 50 30
295 164020 164065 44.94 30 20
296 164109 164153 43.9 25 20
297 164216 164295 78.67 50 30
298 164329 164380 50.61 25 20
299 164408 164484 75.7 40 25
300 164510 164542 32.29 25 20
301 164564 164612 48.08 30 20
302 164659 164711 52.15 25 20
303 164725 164760 35.31 30 20
1-372

304 164811 164847 36.04 50 30
305 164918 164933 15.31 50 30
306 164940 164979 38.33 30 20
307 164992 165008 15.65 50 30
308 165015 165042 26.8 100 40
309 165053 165071 17.97 50 30
310 165079 165095 16.17 100 40
311 165150 165205 54.94 200 50
312 165251 165269 17.8 50 30
313 165281 165324 43.19 80 35
314 165378 165401 22.57 50 30
315 165450 165484 34.52 50 30
316 165514 165533 18.96 30 20
317 165550 165570 19.95 30 20
318 165658 165714 56.42 30 20
319 165779 165848 68.68 30 20
320 165869 165887 17.09 100 40
321 165917 165945 28.43 100 40
322 165961 165968 6.82 50 30
323 166041 166076 34.87 100 40
324 166079 166103 23.78 100 40
325 166129 166146 16.12 50 30
326 166155 166200 44.94 20 15
327 166214 166253 38.65 20 15
328 166280 166310 29.36 30 20
329 166329 166370 41.28 30 20
330 166379 166412 33.09 100 40
331 166419 166470 50.65 40 25
332 166499 166540 40.67 25 20
333 166543 166568 25.15 40 25
334 166586 166601 15.04 30 20
335 166613 166629 16.08 100 40
336 166777 166801 23.97 100 40
337 166859 166884 24.79 60 30
338 166908 166927 19.52 60 30
339 166985 167001 16.06 60 30
340 167019 167034 15.81 60 30
341 167064 167087 22.8 60 30
342 167142 167169 26.54 50 30
343 167183 167203 20.6 100 40
1-373

344 167219 167247 27.92 50 30
345 167286 167333 47.47 30 20
346 167357 167416 58.89 30 20
347 167444 167476 31.37 25 20
348 167502 167539 37.6 25 20
349 167563 167587 24.08 100 40
350 167630 167662 31.5 25 20
351 167692 167753 60.74 60 30
352 167800 167846 45.84 25 20
353 167871 167940 68.96 60 30
354 167981 167998 16.39 30 20
355 168013 168065 51.67 80 35
356 168082 168125 43.58 50 30
357 168138 168235 96.87 50 30
358 168248 168285 36.72 30 20
359 168314 168330 16.01 80 35
360 168408 168439 31.46 20 15
361 168474 168513 39.26 100 40
362 168518 168563 45.34 50 30
363 168592 168611 18.18 30 20
364 168665 168680 15.92 200 40
365 168757 168773 16.38 100 40
366 168789 168814 25.01 100 40
367 168821 168847 26.43 50 30
368 168875 168885 9.77 50 30
369 168895 168934 39 25 20
370 168948 168981 33.2 30 20
371 168991 169026 34.92 100 40
372 169051 169078 27.46 100 40
373 169137 169161 23.87 100 40
374 169176 169221 44.55 35 25
375 169240 169260 19.42 30 20
376 169270 169302 32.31 25 20
377 169313 169343 29.22 20 15
378 169386 169439 52.97 25 20
379 169478 169501 22.92 60 30
380 169509 169543 33.92 15 15
381 169545 169565 20.62 50 30
382 169587 169644 57.13 25 20
383 169677 169704 27.62 15 15
1-374

384 169719 169759 40.43 20 15
385 169795 169817 21.89 10 10
386 169825 169843 18.04 25 20
387 169868 169917 48.78 35 25
388 169942 169966 24.26 10 10
389 169971 169996 25.06 30 20
390 170013 170028 15.41 100 40
391 170056 170087 30.91 20 15
392 170100 170120 19.87 50 30
393 170136 170169 33.21 13 15
394 170207 170247 40 20 15
395 170290 170307 17.41 100 40
396 170312 170352 39.67 20 15
397 170381 170409 28.81 30 20
398 170445 170488 42.62 20 15
399 170491 170509 17.54 15 15
400 170531 170562 30.86 20 15
401 170573 170593 19.52 20 15
402 170602 170640 38.71 20 15
403 170655 170669 14.43 50 30
404 170719 170731 12.67 80 35
405 170760 170783 22.57 80 35
406 170797 170844 47.07 20 15
407 170887 170903 15.86 200 40
408 170969 171025 55.27 25 20
409 171110 171114 3.97 25 20
410 171183 171209 25.4 10 10
411 171247 171286 38.96 35 25
412 171307 171331 23.79 20 15
413 171351 171367 16.14 20 15
414 171387 171394 7.78 20 15
415 171431 171505 73.62 30 20
416 171597 171640 42.39 200 40
417 171664 171702 38.03 20 15
418 171723 171744 20.67 20 15
419 171791 171840 48.28 40 25
420 171846 171871 24.61 15 15
421 171890 171912 22.52 35 25
422 171941 171983 41.19 20 15
423 172008 172023 15.21 30 20
1-375

424 172045 172083 38.61 20 15
425 172120 172160 40.42 20 15
426 172171 172203 32.32 15 15
427 172224 172272 47.74 20 15
428 172349 172366 17.14 10 10
429 172400 172413 13.36 10 10
430 172458 172501 43.35 25 20
431 172505 172522 16.94 30 20
432 172540 172555 14.93 30 20
433 172614 172668 54.15 25 20
434 172675 172711 35.7 30 20
435 172734 172749 15.14 10 10
436 172817 172832 15.16 30 20
437 172841 172863 21.77 20 15
438 172892 172920 27.37 50 30
439 172975 173001 26.63 20 15
440 173017 173039 22.53 20 15
441 173052 173064 12.81 20 15
442 173071 173096 25.09 20 15
443 173101 173118 17.07 15 15
444 173123 173144 20.87 25 20
445 173173 173228 54.76 40 25
446 173252 173271 18.98 15 15
447 173303 173337 34.41 20 15
448 173372 173403 30.47 50 30
449 173406 173437 31.49 20 15
450 173453 173498 44.93 25 20
451 173531 173546 14.81 50 30
452 173560 173619 58.78 30 20
453 173644 173670 25.4 40 25
454 173706 173732 26.63 40 25
455 173772 173798 26.4 20 15
456 173812 173829 16.82 30 20
457 173855 173874 19.21 40 25
458 173912 173932 20.13 100 40
459 173966 174000 34.34 30 20
460 174006 174021 14.35 30 20
461 174039 174074 35.22 30 20
462 174093 174101 8.43 30 20
463 174151 174173 22.09 100 40
1-376

464 174259 174279 19.86 100 40
465 174298 174313 15.5 10 10
466 174315 174330 15.1 10 10
467 174401 174423 22.09 50 30
468 174448 174458 9.81 100 40
469 174492 174558 65.5 90 35
470 174562 174573 10.71 25 20
471 174584 174628 43.74 35 25
472 174652 174679 27.11 50 30
473 174686 174747 61.17 35 25
474 174823 174835 12.3 100 40
475 174876 174920 44.19 50 30
476 174979 175005 25.72 50 30
477 175022 175032 10.19 50 30
478 175043 175079 36.03 30 20
479 175107 175143 36.06 100 40
480 175148 175216 68.1 60 30
481 175229 175262 33.72 30 20
482 175274 175291 16.45 80 35
483 175437 175481 43.74 50 30
484 175496 175543 46.32 50 30
485 175557 175575 17.48 50 30
486 175614 175646 32.67 50 30
487 175669 175747 77.77 40 25
488 175788 175831 42.59 20 15
489 175896 175922 25.59 80 35
490 175951 175986 34.44 50 30
491 175999 176015 16.59 50 30
492 176041 176073 31.96 40 25
493 176079 176114 35.28 30 20
494 176150 176176 26.03 30 20
495 176212 176231 18.5 100 40
496 176279 176304 24.89 50 30
497 176343 176363 20.05 50 30
498 176381 176404 23.85 30 20
499 176436 176459 23.78 40 25
500 176500 176564 64.03 25 20
501 176639 176673 33.18 50 30
502 176682 176712 30.11 50 30
503 176731 176803 71.81 150 40
1-377

504 176803 176840 36.98 100 40
505 176842 176892 49.89 30 20
506 176972 177030 57.58 30 20
507 177038 177115 77.28 50 30
508 177171 177225 53.69 35 25
509 177245 177274 29.73 100 40
510 177321 177365 43.29 50 30
511 177389 177409 19.11 80 35
512 177437 177472 34.98 50 30
513 177512 177531 19.35 100 40
514 177550 177581 31.58 80 35
515 177589 177617 28.15 50 30
516 177655 177676 21.17 50 30
517 177723 177767 43.65 50 30
518 177796 177837 41.11 50 30
519 177903 177920 17.43 100 40
520 177969 177999 29.49 30 20
521 178012 178027 14.89 30 20
522 178042 178123 81.2 40 25
523 178184 178228 43.96 40 25
524 178251 178279 28 30 20
525 178313 178325 11.95 50 30
526 178348 178361 12.85 50 30
527 178391 178439 48.61 50 30
528 178458 178484 25.31 50 30
529 178579 178603 23.85 50 30
530 178633 178665 32.64 50 30
531 178733 178745 12.05 100 40
532 178798 178820 21.38 150 40
533 178873 178898 24.69 100 40
534 178910 178943 33.25 50 30
535 178975 178999 24.63 20 15
536 179035 179066 30.95 20 15
537 179078 179098 20.04 20 15
538 179174 179191 16.6 50 30
539 179210 179229 19.05 25 20
540 179239 179283 44.52 30 20
541 179363 179402 39.29 30 20
542 179410 179438 27.94 30 20
543 179462 179478 16.15 30 20
1-378

544 179503 179539 35.7 40 25
545 179560 179591 30.66 60 30
546 179606 179626 19.74 60 30
547 179664 179679 15.01 60 30
548 179730 179740 10.41 150 40
549 179809 179829 20.35 100 40
550 179866 179940 73.93 80 35
551 179974 180015 41.08 15 15
552 180032 180072 39.37 50 30
553 180158 180184 25.99 15 15
554 180188 180201 12.71 15 15
555 180219 180244 25.14 300 40
556 180254 180278 23.75 50 30
557 180301 180316 14.96 80 35
558 180353 180409 56.26 30 20
559 180431 180449 17.82 50 30
560 180474 180497 22.96 50 30
561 180534 180562 27.97 60 30
562 180567 180608 40.68 20 15
563 180648 180677 28.27 20 15
564 180690 180712 22.78 50 30
565 180800 180810 9.36 50 30
566 180829 180847 18.14 50 30
567 180861 180874 12.77 70 35
568 180882 180906 24.02 50 30
569 180926 180940 13.87 60 30
570 180980 181004 23.6 30 20
571 181029 181051 21.85 30 20
572 181068 181089 21.31 30 20
573 181166 181181 14.56 500 40
574 181220 181268 48.29 100 40
575 181302 181352 50.28 50 30
576 181375 181389 13.43 100 40
577 181450 181478 28.81 100 40
578 181610 181656 46.35 150 40
579 181762 181870 107.98 200 40
580 182091 182112 21.04 100 40
581 182132 182158 25.94 100 40
582 182165 182199 34.43 100 40
583 182215 182255 39.87 60 30
1-379

584 182257 182292 34.81 50 30
585 182381 182406 24.89 40 25
586 182420 182447 27.3 50 30
587 182470 182490 20.66 100 40
588 182503 182529 26.36 80 35
589 182556 182586 29.25 60 30
590 182586 182616 29.9 60 30
591 182628 182649 21.38 30 20
592 182656 182671 14.64 40 25
593 182736 182758 22.18 300 40
594 182805 182828 23.49 300 40
595 182865 182892 27.16 100 40
596 182953 182970 17.27 30 20
597 182975 183009 33.98 25 20
598 183025 183050 25.16 60 30
599 183074 183110 35.81 25 20
600 183132 183202 70.35 100 40
601 183205 183259 53.78 100 40
602 183260 183289 29.22 80 35
603 183292 183324 32.4 60 30
604 183383 183407 23.6 80 35
605 183420 183441 21 80 35
606 183464 183479 15.09 100 40
607 183527 183566 38.48 80 35
608 183598 183627 29.09 80 35
609 183637 183651 14.1 100 40
610 183688 183716 28.65 40 25
611 183723 183744 21.45 50 30
612 183769 183803 34.18 60 30
613 183805 183832 26.93 40 25
614 183836 183855 19.06 30 20
615 183864 183879 15 40 25
616 183911 183951 39.49 60 30
617 184034 184090 55.68 80 35
618 184173 184206 33.83 80 35
619 184225 184256 31.61 25 20
620 184260 184312 52.78 40 25
621 184313 184339 26.41 25 20
622 184393 184428 34.65 50 30
623 184431 184460 28.36 60 30
1-380

624 184480 184505 25 40 25
625 184668 184772 104.4 40 25
626 184812 184842 29.3 50 30
627 184846 184879 32.27 50 30
628 184930 184953 23.53 30 20
629 184968 184991 22.53 30 20
630 185012 185026 14.37 100 40
631 185147 185237 89.67 50 30
632 185304 185370 65.14 50 30
633 185388 185470 82.95 50 30
634 185526 185635 109.25 50 30
635 185862 185875 12.79 100 40
636 185959 185981 22.08 50 30
637 186037 186097 60.01 50 30
638 186213 186250 36.6 25 20
639 186262 186300 38 150 40
640 186332 186395 62.58 25 20
641 186413 186451 38.22 25 20
642 186463 186512 49.13 25 20
643 186595 186628 32.94 75 35
644 186639 186688 48.5 25 20
645 186693 186766 72.52 50 30
646 186833 186891 57.96 50 30
647 186911 186935 23.85 50 30
648 186950 187065 115.07 60 30
649 187087 187132 44.31 30 20
650 187286 187311 25.41 20 15
651 187319 187355 35.92 20 15
652 187404 187454 50.82 50 30
653 187471 187534 62.82 50 30
654 187546 187575 29.37 50 30
655 187609 187657 48.23 20 15
656 187800 187843 43.45 300 30
657 187859 187934 75.73 30 20
658 187950 188010 59.73 30 20
659 188042 188068 26.13 25 20
660 188078 188088 9.92 25 20
661 188159 188186 26.7 50 30
662 188261 188289 28.41 15 15
663 188290 188309 19.65 15 15
1-381

664 188360 188380 20.33 50 30
665 188399 188422 23.02 50 30
666 188433 188471 37.21 20 15
667 188574 188611 36.83 60 30
668 188625 188662 37.76 60 30
669 188742 188765 22.8 60 30
670 188792 188822 29.94 20 15
671 188833 188890 56.82 50 30
672 188919 188993 73.34 40 25
673 189029 189079 50.5 25 20
674 189172 189218 45.47 50 30
675 189293 189327 34.23 50 30
676 189402 189447 44.69 50 30
677 189473 189513 39.77 30 20
678 189537 189564 27.43 50 30
679 189603 189642 39.34 20 15
680 189850 189966 116.03 100 30
681 189980 190030 49.89 70 30
682 190184 190232 48.61 80 30
683 190301 190331 29.38 80 30
684 190401 190483 81.9 70 30
685 190510 190542 32.34 100 30
686 190670 190738 67.75 50 10
687 190866 190889 23.42 30 10
688 190902 190942 39.71 30 10
689 190960 190998 38.17 60 30
690 191121 191156 35.03 30 10
691 191167 191204 36.96 30 10
692 191237 191274 37.1 80 30
693 191329 191364 35.09 30 10
694 191371 191432 61.01 50 10
695 191447 191476 29.3 50 10
696 191525 191572 47.1 100 30
697 191584 191607 23.35 100 30
698 191704 191738 33.91 30 10
699 191839 191860 20.81 30 10
700 191896 191928 31.95 50 10
701 191938 191985 47.62 100 10
702 191990 192045 55.16 50 10
703 192081 192108 26.43 80 30
1-382

704 192205 192250 45.06 80 30
705 192278 192332 54.68 30 10
706 192356 192380 23.81 60 30
707 192459 192485 26.16 100 30
708 192506 192560 54.57 80 10
709 192622 192665 42.82 80 30
710 192715 192730 14.49 80 30
711 192778 192826 47.61 50 10
712 192829 192854 25.2 20 10
713 192889 192938 48.89 35 10
714 193138 193159 20.54 20 15
715 193165 193190 25.22 30 10
716 193207 193224 17.26 30 10
717 193228 193249 20.48 30 10
718 193255 193290 35.2 60 10
719 193033 193093 59.61 20 15
720 193326 193368 41.73 20 15
721 193412 193451 38.2 200 30
722 193473 193523 49.72 100 30
723 193556 193635 78.91 100 30
724 193657 193670 12.97 50 10
725 193692 193709 16.87 30 10
726 193716 193727 10.74 30 10
727 193740 193753 13.24 30 15
728 193799 193859 60.06 30 20
729 193877 193895 18.55 30 10
730 193922 193957 35.22 100 30
731 193974 193999 24.93 30 20
732 194019 194052 32.38 30 10
733 194169 194194 25.18 50 20
734 194222 194252 29.76 60 30
735 194271 194297 26.24 30 20
736 194311 194337 25.65 30 10
737 194348 194365 17.16 30 10
738 194398 194413 15.67 30 20
739 194437 194449 12.79 30 20
740 194461 194493 32.49 50 10
741 194508 194541 32.89 15 10
742 194597 194615 18.03 30 20
743 194635 194658 22.84 30 20
1-383

744 194873 194913 40.16 20 15
745 195084 195121 37.11 50 20
746 195145 195185 39.48 50 20
747 195190 195211 20.91 30 10
748 195216 195244 27.95 15 10
749 195245 195262 17.46 20 10
750 195274 195296 21.65 50 15
751 195298 195321 23.04 50 10
752 195344 195380 36.67 25 20
753 195382 195413 30.56 20 10
754 195420 195443 23.54 20 10
755 195455 195493 38.11 25 10
756 195509 195528 19.02 50 10
757 195536 195571 34.76 50 10
758 195607 195641 34.72 30 20
759 195664 195702 38.06 40 20
760 195717 195727 9.96 15 10
761 195730 195741 10.35 5 5
762 195747 195756 9.33 15 5
763 195782 195819 37.5 50 10
764 195842 195854 11.83 50 25
765 195854 195884 30.1 30 10
766 195930 195958 27.42 40 20
767 195990 196036 45.54 30 20
768 196045 196069 24.41 30 10
769 196126 196154 27.7 25 20
770 196155 196177 21.27 25 10
771 196179 196201 21.93 20 10
772 196225 196254 29.16 25 20
773 196258 196281 23.25 15 10
774 196307 196322 15.08 30 20
775 196405 196423 17.92 30 20
776 196448 196475 27.46 50 20
777 196502 196530 28.25 30 10
778 196547 196572 25.27 60 10
779 196588 196617 28.12 50 20
780 196626 196650 23.29 25 20
781 196656 196679 22.31 25 10
782 196693 196729 36.82 30 10
783 196752 196776 24.85 200 30
1-384

784 196911 196956 44.92 100 30
785 197028 197091 62.59 50 20
786 197092 197120 27.43 25 10
787 197259 197282 22.29 40 20
788 197298 197323 25.03 40 10
789 197339 197382 43.36 40 10
790 197453 197467 14.74 30 20
791 197473 197519 45.58 50 10
792 197539 197590 51.51 25 20
793 197600 197623 23.46 80 30
794 197686 197721 34.51 50 20
795 197730 197756 25.84 50 10
796 197765 197780 15.48 30 10
797 197812 197852 39.94 30 20
798 197864 197877 12.05 50 10
799 197896 197922 26.05 25 20
800 197926 197984 57.71 35 10
801 198039 198076 37 40 20
802 198106 198141 34.37 50 20
803 198186 198215 28.34 300 30
804 198252 198302 50.27 25 20
805 198354 198374 20.27 100 30
806 198385 198421 36.17 15 10
807 198730 198769 38.78 15 15
808 198832 198859 26.82 10 10
809 198911 198929 17.96 50 20
810 198946 198969 23.05 50 10
811 198986 198996 9.71 50 10
812 199081 199106 25.15 20 15
813 199109 199135 25.8 30 10
814 199145 199162 17.31 50 10
815 199177 199196 19.13 40 20
816 199223 199343 120.43 90 30
817 199363 199381 17.84 100 10
818 199401 199420 18.56 25 20
819 199463 199485 21.75 100 30
820 199540 199581 40.89 30 20
821 199609 199671 61.88 80 30
822 199697 199724 26.29 30 20
823 199734 199757 23.83 20 15
1-385

824 199768 199785 17.14 60 10
825 199843 199960 116.94 200 30
826 200036 200111 75.52 200 30
827 200153 200232 79.13 200 30
828 200269 200292 22.59 30 15
829 200329 200367 38.43 30 15
830 200478 200509 31.06 75 30
831 200641 200737 96.78 75 30
832 200769 200808 38.93 200 30
833 200850 200920 70.19 100 30
834 201008 201022 13.59 25 20
835 201025 201044 19.66 25 10
836 201069 201100 31.1 150 30
837 201106 201122 16.43 100 10
838 201131 201181 49.48 50 10
839 201181 201218 36.63 60 10
840 201255 201299 44 30 20
841 201309 201345 36 100 10
842 201365 201375 9.55 30 20
843 201406 201431 24.77 25 20
844 201439 201450 10.96 30 10
845 201459 201486 26.27 60 10
846 201501 201521 19.73 30 20
847 201551 201584 32.79 20 15
848 201647 201677 29.57 25 20
849 201687 201734 47.03 30 10
850 201742 201753 11.22 30 10
851 201770 201786 16.39 30 20
852 201813 201866 52.87 40 20
853 201874 201893 18.97 30 10
854 201905 201923 18.35 20 10
855 201938 201951 13.11 20 10
856 201982 202017 35.5 100 30
857 202046 202064 18.36 30 20
858 202074 202081 7.08 30 10
859 202092 202140 48.67 30 20
860 202173 202182 9 30 20
861 202231 202270 39.17 25 20
862 202289 202317 28.25 50 20
863 202332 202360 27.95 60 10
1-386

864 202376 202408 32.05 30 10
865 202422 202435 13.12 40 10
866 202456 202496 39.85 60 30
867 202560 202584 23.89 40 25
868 202608 202615 7.61 40 25
869 202693 202742 49.01 30 20
870 202766 202773 7.36 20 15
871 202785 202805 19.35 20 10
872 202824 202828 3.74 30 10
873 202849 202860 10.45 30 10
874 202896 202898 2.37 30 15
875 202916 202939 22.94 30 10
876 202977 203001 23.81 60 30
877 203014 203026 12.15 30 20
878 203045 203065 19.94 30 20
879 203108 203141 32.9 30 20
880 203143 203180 36.57 30 10
881 203229 203260 30.72 40 20
882 203262 203307 45.44 40 10
883 203335 203352 16.7 40 20
884 203422 203460 38.03 80 30
885 203467 203486 18.86 30 10
886 203505 203530 24.34 40 20
887 203560 203587 27.08 30 20
888 203595 203616 20.9 30 10
889 203644 203662 17.61 30 20
890 203670 203696 26.5 60 10
891 203706 203733 27.19 20 10
892 203770 203796 25.53 20 15
893 203829 203868 38.88 20 15
894 203892 203908 16.42 30 15
895 203931 203945 14.26 60 30
896 203958 203989 31.68 20 10
897 204026 204041 14.82 30 15
898 204058 204084 25.92 35 10
899 204153 204164 11.43 30 15
900 204183 204192 8.35 30 10
901 204203 204212 9.23 30 10
902 204268 204310 42.12 40 20
903 204364 204414 49.97 25 20
1-387

904 204480 204508 28.39 40 20
905 204590 204646 56.2 45 20
906 204659 204675 16.33 50 10
907 204732 204747 15.41 100 40
908 204821 204854 33.04 30 20
909 204860 204875 14.26 30 20
910 204922 204955 33.37 20 15
911 204962 204992 29.08 20 15
912 205001 205038 36.44 30 20
913 205048 205078 30.53 20 15
914 205090 205125 34.68 30 20
915 205147 205165 17.37 30 20
916 205197 205232 35.68 20 15
917 205243 205265 22.07 100 40
918 205289 205313 23.98 100 40
919 205348 205370 22.26 30 20
920 205384 205426 42.49 20 15
921 205433 205455 21.91 30 20
922 205470 205488 18.62 30 20
923 205543 205597 53.54 40 25
924 205721 205735 14.33 40 25
925 205762 205783 20.93 100 40
926 205810 205823 13.12 100 40
927 205837 205854 16.52 100 40
928 205880 205901 21.68 60 30
929 205910 205930 19.88 40 25
930 205948 205981 32.98 30 20
931 205996 206043 46.92 25 20
932 206064 206080 15.97 40 25
933 206087 206121 33.55 25 20
934 206137 206174 36.23 35 25
935 206198 206228 29.89 35 25
936 206240 206271 31.61 60 30
937 206284 206314 29.82 20 15
938 206326 206358 31.46 20 15
939 206404 206427 23.21 20 15
940 206431 206452 20.82 30 20
941 206476 206533 56.42 30 20
942 206539 206578 39.28 30 20
943 206587 206624 36.39 20 15
1-388

944 206655 206689 34.1 40 25
945 206721 206744 22.74 40 25
946 206776 206815 39.21 30 20
947 206822 206847 24.71 20 15
948 206850 206875 24.39 30 20
949 206884 206902 18.67 100 40
950 206929 206940 10.64 100 40
951 206950 206990 40.29 50 30
952 207001 207030 28.85 25 20
953 207046 207075 29.73 30 20
954 207096 207126 29.88 80 35
955 207140 207156 15.66 80 35
956 207206 207222 16.25 25 20
957 207226 207263 37.24 25 20
958 207271 207297 25.95 25 20
959 207301 207376 74.67 60 30
960 207378 207395 16.86 30 20
961 207444 207465 21.55 20 15
962 207494 207580 85.5 75 35
963 207602 207621 18.52 25 20
964 207635 207662 27.27 25 20
965 207675 207712 36.9 25 20
966 207724 207738 13.58 25 20
967 207751 207792 40.89 25 20
968 207814 207840 25.99 25 20
969 207859 207889 30.17 25 20
970 207905 207917 12.76 40 25
971 207970 208007 36.83 20 15
972 208038 208067 29.34 20 15
973 208078 208117 38.85 20 15
974 208157 208200 43.22 20 15
975 208260 208288 27.71 40 25
976 208310 208345 35.34 30 20
977 208363 208382 19.1 80 35
978 208414 208459 45.07 60 30
979 208482 208518 36.16 20 15
980 208549 208570 21.5 20 15
981 208595 208601 6.46 25 20
982 208610 208639 29.3 20 15
983 208707 208740 32.69 30 20
1-389

984 208744 208759 15.39 30 20
985 208765 208787 22 20 15
986 208795 208832 37.15 20 15
987 208936 208976 40.4 20 15
988 208979 209028 48.63 25 20
989 209033 209061 27.74 30 20
990 209063 209097 33.76 40 25
991 209101 209129 27.4 40 25
992 209129 209135 6.21 20 15
993 209140 209153 13.07 30 20
994 209164 209211 47.07 20 15
995 209260 209288 28.36 100 40
996 209312 209359 47.05 20 15
997 209362 209373 11.12 50 30
998 209387 209409 21.34 30 20
999 209416 209458 42.34 30 20
1000 209462 209479 16.41 60 30
1001 209491 209519 28.51 40 25
1002 209558 209583 25.52 40 25
1003 209586 209621 35.14 20 15
1004 209628 209661 32.55 15 15
1005 209710 209735 25.44 15 15
1006 209756 209782 25.94 35 25
1007 209847 209868 20.97 20 15
1008 209871 209911 39.91 25 20
1009 209919 209951 32.42 15 15
1010 210061 210090 29.44 25 20
1011 210099 210136 37.53 20 15
1012 210147 210163 16.14 30 20
1013 210199 210238 38.89 15 15
1014 210263 210313 49.83 35 25
1015 210320 210354 33.71 25 20
1016 210367 210393 26 25 20
1017 210405 210461 55.44 35 25
1018 210507 210555 47.94 40 25
1019 210558 210586 27.46 30 20
1020 210594 210621 27.08 100 40
1021 210638 210691 52.63 35 25
1022 210697 210728 30.49 25 20
1023 210762 210775 13.08 25 20
1-390

1024 210824 210849 25.68 30 20
1025 210870 210885 14.68 30 20
1026 210913 210957 43.63 25 20
1027 210981 211006 24.68 25 20
1028 211007 211027 19.9 25 20
1029 211036 211054 18.16 30 20
1030 211091 211109 17.51 30 20
1031 211109 211140 30.91 17 15
1032 211168 211187 19.12 40 25
1033 211189 211217 27.79 20 15
1034 211241 211275 34.18 40 25
1035 211314 211329 14.74 30 20
1036 211331 211365 34.91 30 20
1037 211398 211438 39.96 70 35
1038 211447 211472 25.13 30 20
1039 211504 211517 13.5 30 20
1040 211560 211601 40.51 30 20
1041 211615 211643 28.01 25 20
1042 211699 211732 33.28 300 40
1043 211774 211797 23.08 25 20
1044 211832 211855 23.11 30 20
1045 211859 211891 31.24 20 15
1046 211900 211932 31.45 15 15
1047 211955 211983 27.86 15 15
1048 212005 212028 22.24 100 40
1049 212065 212109 43.17 100 40
1050 212121 212156 35.7 50 30
1051 212180 212198 17.11 25 20
1052 212203 212224 21.64 25 20
1053 212234 212245 10.93 25 20
1054 212249 212293 44.18 50 30
1055 212315 212348 32.74 20 15
1056 212359 212381 21.57 30 20
1057 212387 212419 32.25 20 15
1058 212429 212453 24.12 40 25
1059 212476 212506 29.42 25 20
1060 212525 212543 17.57 25 20
1061 212553 212592 39.09 30 20
1062 212599 212625 25.42 40 25
1063 212629 212682 52.84 50 30
1-391

1064 212687 212724 37.93 25 20
1065 212749 212818 69.11 80 35
1066 212828 212880 51.11 25 20
1067 212895 212918 23.24 80 35
1068 212970 213008 37.89 100 40
1069 213121 213152 31.43 25 20
1070 213174 213212 37.95 40 25
1071 213218 213260 42.36 25 20
1072 213397 213436 39.25 50 30
1073 213469 213514 44.91 30 20
1074 213522 213561 38.69 30 20
1075 213597 213646 49.49 60 30
1076 213662 213701 39.19 60 30
1077 213704 213730 25.55 30 20
1078 213774 213788 13.96 30 20
1079 213796 213845 49.07 40 25
1080 213848 213860 11.9 50 30
1081 213884 213923 39.21 50 30
1082 213953 213968 15.8 50 30
1083 213985 214019 34.3 20 15
1084 214027 214054 26.72 40 25
1085 214065 214094 28.04 25 20
1086 214102 214124 21.52 25 20
1087 214142 214183 40.83 60 30
1088 214204 214220 16.37 40 25
1089 214248 214261 13.34 200 40
1090 214267 214285 18.41 60 30
1091 214302 214338 35.65 30 20
1092 214362 214383 21.45 50 30
1093 214386 214413 26.53 30 20
1094 214464 214490 26.26 30 20
1095 214519 214552 33.37 30 20
1096 214567 214579 11.8 50 30
1097 214610 214677 67.79 60 30
1098 214682 214694 11.98 80 35
1099 214704 214733 29.49 30 20
1100 214768 214781 13.3 100 40
1101 214810 214822 11.77 100 40
1102 214868 214888 19.34 30 20
1103 214898 214912 13.44 30 20
1-392

1104 214940 214951 10.79 30 20
1105 215001 215013 12.34 50 30
1106 215018 215070 52.94 80 35
1107 215121 215148 26.69 30 20
1108 215151 215187 35.88 20 15
1109 215198 215214 15.81 20 15
1110 215233 215257 23.67 20 15
1111 215264 215296 31.58 20 15
1112 215373 215389 16.41 100 40
1113 215400 215417 16.57 30 20
1114 215421 215450 29 20 15
1115 215455 215479 23.56 30 20
1116 215509 215554 45.2 80 35
1117 215584 215615 30.93 20 15
1118 215703 215721 18.7 100 40
1119 215760 215806 46.11 25 20
1120 215818 215852 33.35 60 30
1121 215868 215909 41.35 40 25
1122 215988 216014 26.17 18 15
1123 216018 216030 12.61 60 30
1124 216039 216065 25.74 30 20
1125 216071 216116 44.52 40 25
1126 216144 216160 16.09 50 30
1127 216193 216212 18.55 30 20
1128 216234 216270 35.65 20 15
1129 216321 216347 26.76 100 40
1130 216465 216503 38.2 100 40
1131 216504 216529 24.77 20 15
1132 216537 216583 46.74 25 20
1133 216603 216635 32.48 25 20
1134 216655 216698 42.53 50 30
1135 216713 216752 38.96 50 30
1136 216856 216879 23.41 150 40
1137 216889 216906 17.09 30 20
1138 216913 216933 20.67 60 30
1139 216943 216984 41.39 40 25
1140 217011 217049 37.28 20 15
1141 217056 217083 26.86 70 35
1142 217116 217153 37.19 50 30
1143 217158 217169 10.71 100 40
1-393

1144 217246 217309 63.67 60 30
1145 217318 217343 24.88 30 20
1146 217365 217381 15.73 100 40
1147 217401 217428 27.85 30 20
1148 217438 217472 34.4 60 30
1149 217532 217547 15.66 60 30
1150 217552 217599 46.66 30 20
1151 217638 217666 27.78 30 20
1152 217725 217762 36.7 20 15
1153 217772 217789 17 30 20
1154 217800 217814 14.12 50 30
1155 217845 217862 17.7 50 30
1156 217873 217891 18.51 50 30
1157 217957 218002 44.48 25 20
1158 218033 218083 49.77 30 20
1159 218215 218260 45.61 50 30
1160 218262 218293 31.3 30 20
1161 218296 218332 35.51 40 25
1162 218343 218375 31.78 50 30
1163 218384 218431 47.47 30 20
1164 218433 218451 18.56 25 20
1165 218458 218477 18.35 25 20
1166 218495 218524 29.3 30 20
1167 218530 218541 11.53 30 20
1168 218553 218583 29.94 20 15
1169 218596 218607 11.26 30 20
1170 218623 218651 28.2 20 15
1171 218715 218735 19.17 15 15
1172 218743 218765 22.36 20 15
1173 218766 218782 15.17 50 30
1174 218934 219011 76.54 100 40
1175 219024 219046 21.51 25 20
1176 219100 219174 73.16 30 20
1177 219210 219227 16.43 25 20
1178 219259 219277 18.03 30 20
1179 219281 219319 37.85 25 20
1180 219333 219353 19.4 50 30
1181 219361 219395 33.51 30 20
1182 219414 219436 22.01 100 40
1183 219457 219476 19.69 50 30
1-394

1184 219548 219587 38.87 60 30
1185 219593 219620 26.97 60 30
1186 219641 219705 63.5 60 30
1187 219763 219826 63.3 50 30
1188 219848 219861 12.87 30 20
1189 219868 219889 21.2 25 20
1190 219897 219907 10.07 50 30
1191 219918 219941 22.83 30 20
1192 219949 219980 31.2 30 20
1193 220049 220073 24.36 20 15
1194 220086 220104 18.58 30 20
1195 220116 220132 15.85 60 30
1196 220229 220276 47.29 25 20
1197 220295 220320 24.27 25 20
1198 220329 220357 28.4 30 20
1199 220359 220383 23.99 30 20
1200 220429 220444 14.93 50 30
1201 220502 220532 29.79 25 20
1202 220538 220570 31.74 50 30
1203 220605 220653 48.56 30 20
1204 220665 220718 53.49 30 20
1205 220760 220796 36.23 100 40
1206 220820 220858 37.89 150 40
1207 220866 220881 15.27 30 20
1208 220969 220982 13.37 80 35
1209 220900 220966 65.43 25 20
1210 221025 221046 21.85 300 40
1211 221096 221119 23.85 30 20
1212 221161 221192 30.23 25 20
1213 221213 221236 23.51 30 20
1214 221274 221330 56.31 30 20
1215 221361 221390 29.13 20 15
1216 221433 221461 28.44 30 20
1217 221498 221562 64.21 30 20
1218 221630 221662 32.33 15 15
1219 221683 221698 14.53 100 40
1220 221761 221789 27.97 100 40
1221 221818 221867 48.98 30 20
1222 221875 221922 46.27 30 20
1223 221951 221970 19.41 100 40
1-395

1224 221984 222011 27.3 40 25
1225 222014 222031 17.92 40 25
1226 222059 222076 16.49 150 40
1227 222159 222178 18.99 30 20
1228 222222 222252 30.23 100 40
1229 222256 222301 44.49 50 30
1230 222307 222358 51.5 25 20
1231 222380 222396 16.63 60 30
1232 222427 222451 23.57 30 20
1233 222452 222494 41.45 15 15
1234 222525 222571 46.08 25 20
1235 222575 222625 50.31 100 40
1236 222699 222717 17.84 30 20
1237 222641 222684 43.07 15 15
1238 222767 222784 16.86 50 30
1239 222796 222815 19.13 30 20
1240 222832 222880 47.35 30 20
1241 222894 222950 55.99 30 20
1242 222982 222991 9.58 100 40
1243 223017 223042 24.81 15 15
1244 223053 223096 43.53 25 20
1245 223125 223161 35.87 15 15
1246 223184 223272 87.85 40 25
1247 223276 223317 40.19 20 15
1248 223327 223362 35.2 15 15
1249 223382 223410 27.17 40 25
1250 223464 223488 24.67 25 20
1251 223489 223528 38.69 25 20
1252 223538 223557 18.63 25 20
1253 223619 223699 79.54 80 35
1254 223730 223748 17.13 20 15
1255 223876 223931 55.1 30 20
1256 223944 223961 17.21 50 30
1257 223973 223994 21.47 30 20
1258 224005 224024 19.12 50 30
1259 224043 224086 42.31 30 20
1260 224094 224131 36.49 30 20
1261 224156 224193 36.62 50 30
1262 224226 224247 20.69 30 20
1263 224262 224284 22.14 30 20
1-396

1264 224301 224318 16.41 30 20
1265 224341 224365 23.22 100 40
1266 224384 224419 34.75 30 20
1267 224428 224455 27.09 25 20
1268 224458 224504 46.84 200 40
1269 224519 224555 35.9 200 40
1270 224594 224651 57.45 100 40
1271 224694 224769 75.64 30 20
1272 224816 224866 50.34 30 20
1273 224869 224908 38.69 25 20
1274 224912 224930 18 25 20
1275 224947 224997 50.14 70 35
1276 225041 225075 34.31 100 40
1277 225095 225165 70.29 80 35
1278 225165 225222 56.61 40 25
1279 225296 225335 38.58 60 30
1280 225342 225367 24.48 50 30
1281 225383 225419 36.24 18 15
1282 225439 225458 18.94 50 30
1283 225475 225503 28.34 15 15
1284 225512 225539 27.31 15 15
1285 225566 225596 29.55 25 20
1286 225616 225636 20.61 50 30
1287 225658 225669 10.82 50 30
1288 225734 225763 29.37 50 30
1289 225867 225905 37.79 30 20
1290 225907 225933 26.38 30 20
1291 225938 225955 17.01 30 20
1292 225972 225988 16.54 25 20
1293 226091 226114 23.13 20 15
1294 226122 226133 11.9 20 15
1295 226154 226184 30.39 30 20
1296 226207 226237 29.28 15 15
1297 226313 226348 34.39 30 20
1298 226364 226388 24.77 30 20
1299 226429 226452 22.91 50 30
1300 226463 226480 16.54 50 30
1301 226506 226538 31.98 30 20
1302 226602 226631 28.71 30 20
1303 226641 226667 26.72 30 20
1-397

1304 226716 226727 10.93 20 15
1305 226743 226754 11.35 20 15
1306 226784 226841 56.29 35 25
1307 226857 226874 16.91 50 30
1308 226882 226923 41.35 80 35
1309 226932 226953 21.8 50 30
1310 226994 227032 38.42 45 25
1311 227038 227059 21.07 50 30
1312 227089 227122 33.02 20 15
1313 227196 227243 46.72 30 20
1314 227260 227282 21.62 30 20
1315 227290 227328 38.37 30 20
1316 227332 227354 21.03 30 20
1317 227376 227385 9.06 50 30
1318 227400 227427 27.27 50 30
1319 227446 227469 23.26 25 20
1320 227491 227516 24.31 25 20
1321 227522 227548 25.8 25 20
1322 227552 227570 17.64 50 30
1323 227654 227686 31.82 50 30
1324 227696 227743 46.56 25 20
1325 227824 227848 24.08 200 40
1326 227908 227955 47.1 200 40
1327 228010 228057 47.14 25 20
1328 228142 228177 34.65 30 20
1329 228181 228255 73.69 40 25
1330 228271 228320 48.96 25 20
1331 228323 228339 16.91 15 15
1332 228351 228370 19.07 20 15
1333 228381 228407 25.66 15 15
1334 228448 228486 37.77 35 25
1335 228539 228555 16.17 35 25
1336 228565 228577 12.6 35 25
1337 228640 228662 21.74 50 30
1338 228698 228712 13.73 60 30
1339 228739 228750 11.43 60 30
1340 228756 228787 30.95 60 30
1341 228797 228829 31.94 40 25
1342 228835 228854 19.11 25 20
1343 228863 228878 15.23 50 30
1-398

1344 228902 228928 25.55 25 20
1345 228967 228984 16.27 25 20
1346 228989 229010 20.5 20 15
1347 229020 229036 15.65 40 25
1348 229067 229122 55.31 45 25
1349 229207 229256 49.31 200 40
1350 229408 229488 80.15 45 25
1351 229527 229549 21.78 30 20
1352 229570 229598 27.89 30 20
1353 229642 229660 17.46 30 20
1354 229674 229725 50.15 30 20
1355 229796 229813 17.28 20 15
1356 229836 229849 13.17 30 20
1357 229861 229903 42.69 35 25
1358 229912 229952 39.87 200 40
1359 230012 230054 41.95 20 15
1360 230112 230160 47.75 40 25
1361 230214 230258 44.29 30 20
1362 230280 230353 72.43 30 20
1363 230372 230439 66.83 30 20
1364 230522 230572 50.38 30 20
1365 230605 230621 15.7 25 20
1366 230641 230673 32.56 25 20
1367 230698 230741 42.83 25 20
1368 230751 230782 31.16 20 15
1369 230789 230812 22.41 20 15
1370 230830 230844 14.17 30 20
1371 230852 230871 19.44 30 20
1372 230895 230922 26.28 15 15
1373 230932 230959 26.73 30 20
1374 230974 231015 41.37 25 20
1375 231037 231057 19.16 30 20
1376 231086 231107 21.65 20 15
1377 231154 231170 16.84 20 15
1378 231195 231239 44.24 40 25
1379 231248 231262 13.83 20 15
1380 231290 231307 17.93 50 30
1381 231356 231383 27.02 40 25
1382 231399 231417 17.45 80 35
1383 231440 231467 27.55 30 20
1-399

1384 231473 231512 38.59 30 20
1385 231518 231559 40.48 40 25
1386 231581 231600 18.86 40 25
1387 231609 231639 30.05 30 20
1388 231648 231672 24.11 50 30
1389 231747 231785 38.06 25 20
1390 231795 231826 31.38 100 40
1391 231856 231916 59.58 30 20
1392 231922 231951 29.2 80 35
1393 231962 232027 65.3 50 30
1394 232096 232119 22.35 20 15
1395 232135 232158 23.76 50 30
1396 232185 232238 53.25 30 20
1397 232281 232311 30.26 60 30
1398 232324 232376 51.42 25 20
1399 232392 232416 23.86 40 25
1400 232431 232454 23.31 20 15
1401 232461 232493 31.23 20 15
1402 232521 232561 40.26 15 15
1403 232646 232684 37.74 15 15
1404 232716 232756 39.7 15 15
1405 232829 232893 63.46 25 20
1406 232915 232931 16.53 50 30
1407 232941 232971 29.15 100 40
1408 232986 233023 37.39 15 15
1409 233038 233059 20.46 50 30
1410 233061 233077 15.45 50 30
1411 233134 233198 64.47 25 20
1412 233199 233244 44.94 25 20
1413 233249 233272 23.22 20 15
1414 233318 233339 20.89 20 15
1415 233359 233400 41.34 40 25
1416 233441 233492 51.03 50 30
1417 233505 233539 33.92 50 30
1418 233660 233681 20.41 60 30
1419 233707 233729 21.99 25 20
1420 233730 233768 37.59 50 30
1421 233773 233817 43.96 25 20
1422 233836 233882 45.57 30 20
1423 233928 233943 14.91 100 40
1-400

1424 233960 233987 27.2 50 30
1425 234054 234087 33.07 500 40
1426 234143 234181 38.1 50 30
1427 234199 234215 15.54 30 20
1428 234230 234252 21.95 40 25
1429 234268 234301 32.74 30 20
1430 234330 234344 14.05 30 20
1431 234356 234392 35.79 25 20
1432 234401 234417 16.37 30 20
1433 234447 234460 12.55 25 20
1434 234470 234490 19.69 300 40
1435 234501 234517 16.59 200 40
1436 234587 234636 49.02 100 40
1437 234638 234662 23.81 30 20
1438 234706 234743 37.44 30 20
1439 234768 234830 61.86 40 25
1440 234835 234868 33.24 50 30
1441 234874 234915 40.64 50 30
1442 234976 235018 42.11 25 20
1443 235033 235073 39.74 25 20
1444 235080 235097 17.29 30 20
1445 235118 235134 16.29 30 20
1446 235182 235201 18.78 30 20
1447 235277 235284 6.92 30 20
1448 235289 235362 73.38 200 40
1449 235381 235401 19.92 50 30
1450 235407 235451 44.06 25 20
1451 235455 235497 41.82 20 15
1452 235511 235539 27.94 30 20
1453 235548 235571 22.97 20 15
1454 235618 235631 12.97 100 40
1455 235681 235716 35.09 40 25
1456 235724 235747 23.04 40 25
1457 235760 235779 18.67 30 20
1458 235789 235838 49.37 25 20
1459 235851 235914 62.29 25 20
1460 235923 235951 27.68 25 20
1461 235998 236035 36.6 30 20
1462 236061 236091 30.11 20 15
1463 236176 236197 21.18 30 20
1-401

1464 236225 236239 13.74 30 20
1465 236256 236305 49.15 30 20
1466 236333 236359 26.02 50 30
1467 236380 236412 32.82 20 15
1468 236422 236443 21.29 25 20
1469 236488 236501 13.25 25 20
1470 236504 236534 29.43 25 20
1471 236594 236616 22.43 25 20
1472 236645 236670 24.96 200 40
1473 236699 236739 39.69 200 40
1474 236779 236807 27.46 25 20
1475 236829 236853 24.71 30 20
1476 236870 236909 38.35 35 25
1477 236911 236959 47.57 30 20
1478 236976 237034 58.59 25 20
1479 237070 237082 12.61 25 20
1480 237090 237121 31.23 20 15
1481 237139 237155 16.25 25 20
1482 237211 237231 20.37 30 20
1483 237242 237285 42.79 30 20
1484 237304 237385 81.01 70 35
1485 237392 237407 14.76 40 25
1486 237454 237469 14.37 40 25
1487 237479 237523 44.62 25 20
1488 237568 237589 21.55 20 15
1489 237611 237632 20.93 30 20
1490 237649 237668 18.78 50 30
1491 237679 237710 30.65 25 20
1492 237738 237756 18.38 25 20
1493 237765 237813 47.9 30 20
1494 237845 237862 17.51 50 30
1495 237873 237910 36.44 100 40
1496 237931 237959 28.81 20 15
1497 238005 238055 50.16 30 20
1498 238061 238082 21.15 25 20
1499 238092 238142 50.26 40 25
1500 238142 238181 38.6 30 20
1501 238199 238230 31.7 30 20
1502 238246 238263 16.9 50 30
1503 238279 238321 42.04 50 30
1-402

1504 238347 238380 32.14 30 20
1505 238501 238516 14.37 30 20
1506 238526 238565 39.13 30 20
1507 238588 238631 42.29 30 20
1508 238644 238679 35.05 40 25
1509 238790 238815 25.51 35 25
1510 238823 238850 27.27 25 20
1511 238865 238908 42.69 80 35
1512 238938 238954 15.78 50 30
1513 238966 238991 24.36 25 20
1514 239004 239032 28.63 30 20
1515 239040 239064 23.92 30 20
1516 239124 239145 21.42 80 35
1517 239174 239193 19.25 30 20
1518 239201 239228 27.14 20 15
1519 239251 239305 54.13 45 25
1520 239315 239354 39.17 40 25
1521 239362 239395 33.36 40 25
1522 239402 239428 26.88 25 20
1523 239436 239469 32.94 15 15
1524 239479 239540 61.27 30 20
1525 239592 239607 14.76 20 15
1526 239618 239634 16.03 30 20
1527 239647 239663 16.14 50 30
1528 239680 239711 31.1 30 20
1529 239729 239753 23.92 30 20
1530 239788 239823 35.59 30 20
1531 239846 239875 29.27 30 20
1532 239925 239960 34.48 40 25
1533 239974 240035 60.56 40 25
1534 240048 240088 39.28 35 25
1535 240098 240132 34.05 25 20
1536 240144 240196 52.03 35 25
1537 240213 240251 38.17 25 20
1538 240259 240286 27.64 30 20
1539 240395 240446 50.99 30 20
1540 240457 240507 50.04 20 15
1541 240523 240535 12.24 40 25
1542 240540 240567 27.29 25 20
1543 240568 240598 30.29 50 30
1-403

1544 240605 240634 29.41 25 20
1545 240685 240702 16.89 40 25
1546 240707 240755 47.97 40 25
1547 240755 240802 47.42 25 20
1548 240818 240832 14.77 30 20
1549 240851 240895 44.15 25 20
1550 240900 240945 44.18 20 15
1551 240955 240988 32.66 30 20
1552 241008 241027 19.55 30 20
1553 241051 241064 13.22 50 30
1554 241112 241159 47.13 25 20
1555 241192 241241 49.68 20 15
1556 241344 241374 29.88 50 30
1557 241397 241449 51.61 25 20
1558 241454 241536 82.08 40 25
1559 241544 241569 25.64 35 25
1560 241576 241596 19.46 40 25
1561 241612 241631 18.82 100 40
1562 241645 241691 45.73 30 20
1563 241716 241753 37.43 50 30
1564 241775 241826 51.32 25 20
1565 242024 242091 67.37 35 25
1566 242131 242155 24.4 30 20
1567 242171 242221 49.53 30 20
1568 242243 242278 34.72 30 20
1569 242315 242339 24.48 50 30
1570 242359 242405 46.08 40 25
1571 242413 242444 31.66 30 20
1572 242490 242516 26.38 20 15
1573 242536 242592 56.26 25 20
1574 242658 242688 30.17 50 30
1575 242703 242734 31.86 20 15
1576 242749 242784 35.19 25 20
1577 242786 242811 24.24 30 20
1578 242850 242911 60.9 100 40
1579 242985 243016 30.53 40 25
1580 243028 243042 14.26 40 25
1581 243069 243095 25.95 30 20
1582 243103 243127 24.54 25 20
1583 243137 243151 13.42 25 20
1-404

1584 243168 243222 53.85 20 15
1585 243253 243296 42.41 30 20
1586 243330 243366 36.17 30 20
1587 243366 243392 26.27 50 30
1588 243413 243448 34.59 40 25
1589 243456 243488 32.2 20 15
1590 243503 243522 18.87 20 15
1591 243531 243575 43.62 25 20
1592 243607 243648 41.09 25 20
1593 243666 243684 17.85 30 20
1594 243691 243758 66.44 40 25
1595 243775 243812 36.76 25 20
1596 243834 243868 33.54 25 20
1597 243880 243913 33.16 25 20
1598 243923 243948 25.36 20 15
1599 243958 243984 25.75 20 15
1600 244031 244062 31.65 15 15
1601 244080 244144 63.84 30 20
1602 244176 244207 30.17 30 20
1603 244217 244263 46.54 50 30
1604 244296 244359 62.17 50 30
1605 244363 244389 26.18 15 15
1606 244396 244411 15.03 30 20
1607 244419 244441 22.27 20 15
1608 244496 244531 35.39 45 25
1609 244537 244567 30.07 45 25
1610 244601 244623 22.38 30 20
1611 244679 244754 74.2 150 40
1612 244795 244833 37.69 25 20
1613 244836 244852 15.76 25 20
1614 244859 244885 25.21 15 15
1615 244903 244943 40.82 20 15
1616 244958 244970 12.12 20 15
1617 244984 245021 36.88 25 20
1618 245034 245072 38.12 30 20
1619 245134 245158 24.01 20 15
1620 245214 245245 30.68 150 40
1621 245249 245275 25.66 30 20
1622 245304 245334 30.21 30 20
1623 245356 245380 23.15 50 30
1-405

1624 245381 245403 21.43 30 20
1625 245474 245515 41.11 20 15
1626 245520 245549 29.39 15 15
1627 245614 245717 103.1 120 40
1628 245739 245764 25.12 30 20
1629 245791 245808 17.32 15 15
1630 245834 245850 16.01 30 20
1631 245872 245881 9.2 50 30
1632 245924 245956 32.71 50 30
1633 245994 246040 46 60 30
1634 246059 246097 37.31 15 15
1635 246101 246120 19.13 30 20
1636 246126 246141 15.52 30 20
1637 246151 246167 15.41 30 20
1638 246216 246291 74.36 70 35
1639 246295 246318 23.49 20 15
1640 246370 246404 33.68 50 30
1641 246436 246452 15.37 15 15
1642 246464 246487 22.52 15 15
1643 246499 246519 19.29 15 15
1644 246530 246569 38.65 20 15
1645 246733 246752 19.75 30 20
1646 246764 246822 57.22 30 20
1647 246839 246863 24.18 50 30
1648 246879 246909 29.52 25 20
1649 246924 246950 25.17 25 20
1650 246964 247001 36.32 25 20
1651 247033 247052 18.79 50 30
1652 247098 247132 34.21 20 15
1653 247211 247253 42.74 60 30
1654 247259 247310 51.24 40 25
1655 247360 247406 45.8 25 20
1656 247414 247429 14.48 30 20
1657 247451 247481 30.22 60 30
1658 247509 247535 25.77 60 30
1659 247561 247597 36.4 30 20
1660 247640 247694 54.4 70 35
1661 247728 247775 47.01 70 35
1662 247787 247861 73.88 80 35
1663 247960 247992 31.56 80 35
1-406

1664 248039 248091 51.61 25 20
1665 248187 248231 44.26 30 20
1666 248265 248291 26.14 50 30
1667 248303 248325 22 40 25
1668 248336 248375 38.33 30 20
1669 248381 248405 23.4 30 20
1670 248420 248449 29.5 80 35
1671 248502 248529 27.24 15 15
1672 248533 248577 43.48 50 30
1673 248586 248618 31.78 25 20
1674 248621 248694 72.5 35 25
1675 248760 248802 41.6 100 40
1676 248947 248973 26.53 100 40
1677 248996 249020 23.8 50 30
1678 249032 249054 21.31 30 20
1679 249068 249094 26.48 30 20
1680 249109 249200 91.33 50 30
1681 249275 249307 32.8 80 35
1682 249383 249412 28.51 150 40
1683 249502 249544 42.01 150 40
1684 249430 249474 43.94 15 15
1685 249557 249588 31.58 150 40
1686 249667 249687 20.23 100 40
1687 249726 249747 20.29 100 40
1688 249800 249834 34 300 40
1689 249604 249649 45.2 15 15
1690 249917 249942 24.67 200 40
1691 250040 250055 14.22 500 40
1692 250139 250222 82.35 200 40
1693 250291 250319 28.36 500 40
1694 250358 250414 55.75 200 40
1695 250433 250465 32.19 200 40
1696 250498 250525 26.37 200 40
12.1.2 Horizontal and Vertical curves:

Geometric deficiencies cover inadequacies in sight distance, horizontal curves,
vertical curves, pavement widths, gradients, setback distance/vision berms,
camber, super elevation, passing places and lateral/vertical clearance.
1-407
Deficiency in any of these compromises safety, the extent depending on the

severity of the inadequacy.
Accident frequency increases at crests and sag curves (in vertical curvature) and
also increasing the degree of horizontal curvature increases accident frequency.
However due to constraints in fresh land acquisition on social and environmental
issues at many locations the geometrics of existing road within the available right
of way have been improved and designed as per IRC-SP-48-1998 except the
curves where site condition does not permit.
Horizontal Curves:
Safety on individual curves has been improved by following methods
a) Realigning the road to build up the requisite radius.
b) Increasing super-elevation to cater to higher speeds on curve (but not
more than maximum permissible as per standards).
c) Improving sight distance by batter benching or vision berms.
d) Provision of adequate road signs and markings.
e) Blind curves and hairpin bends have been made 2-lane where space
permitted
f) Extra width at curve is invariably provided as per standards.
g) Providing parapets and / or railing at dangerous locations.
For Narrow and Sharp curves following measures have been taken:
a) A double solid centre line has been provided on sharp curves to prohibit
overtaking in accordance with IRC: 35-2015 “Code of Practice for Road
Markings”. Cat eyes have been provided along the centre line for visibility at
night. Parapet walls, guard stones or railings along the valley side have been
provided at all sharp curves.
b) ‘Speed limits’ sign boards have been provided on each side of the curve in
accordance with the provision of IRC: 67-2012 “Code of Practice for Road
Signs” Retro-reflective sheeting have been provided on all signs to improve
its visibility.
c) Adequate widening, transition curves and sight distance have been provided,
where feasible, as a long term measure in accordance with standards.
Vertical Curves:
1-408
Vertical curves are introduced for smooth transition at grade changes. The
length of the vertical curve is controlled by sight distance requirements.
In hill areas steep grades contributes to a large extent to accidents. This may be
due to factors like insufficient sight distances, low capacity, interference to traffic
on ascending grade, and vehicles whose brakes have failed.
• Insufficient sight distance along L-section of a road due to small radius of
convex vertical curve is one of the main causes of head-on collision
accident in hill roads.
In such locations, improvements have been done where possible by:
a) Widening of lanes and marking of a continuous centre line and/or
providing cat eyes prohibiting overtaking.
b) Increasing the radius of vertical curve by cutting the providing crests so
as to confirm to the speed and curve radii requirements.
The curves have been designed and provided at all grade change considering following
standards for satisfactory appearance keeping in view the criteria of minimum site
distance.
Design speed Maximum Grade Minimum length of vertical
(km/h) Change curve (m)
Upto 35 1.5 15
40 1.2 20
50 1.0 30
The details of Horizontal & Vertical curves have been given in Volume II A :
Appendices to Road Report Part I
12.1.3 Interface between new and existing road surface

The major part of the project road has come under reconstruction due to
improvements in horizontal and vertical profile. The gradients have been
adjusted as per the available length in sections of realignment/geometric
improvements.
Safety Aid at Horizontal Curves, Vertical Curves
The counter measures required at such locations of horizontal and vertical
curves for road safety are:
Reduce likelihood of vehicle leaving its lane, crossing the roadway, or
leaving the roadway at a horizontal curve: Provision of advance warning of
unexpected changes in horizontal alignment; enhance delineation along the
1-409
curve; adequate sight distance; install shoulder and centerline rumble strips;
prevent edge drop-offs; skid-resistant pavement surfaces; grooved pavement;
lighting at the curve; dynamic curve warning systems; widening the roadway;
improvement super elevation; and modification in horizontal alignment have
been considered and taken as per IRC standards after a close and detailed
discussion in the client authorities.
Minimize the adverse consequences of leaving the roadway at a horizontal
curve: Due consideration has been given to design safer slopes and ditches to
prevent rollovers; remove or relocate objects in hazardous locations; delineate
roadside objects; add or improve roadside hardware; and improve design and
application of barrier and attenuation systems.
12.1.3.1 Other issues at intersections
It is proposed to make all minor approaches perpendicular to the main road to
avoid junctions with acute angles. These angled junctions pose a particular
problem for the elderly or those with restricted neck movements, and forward
and side visibility is often restricted. Care has also been taken to site
intersections on the inside of bends as foliage often encroaches into sight lines
after several years.
Deviation from standards in modifying layouts -
The junctions in general have been designed as per IRC standards as laid down
in IRC: 41-1994. But due to terrain conditions, economic factors i.e. cost of
improvements, effect of controlling or limiting right of ways on abutting residential
and commercial properties where channelization restricts and prohibits to follow
IRC standards in intersections/junctions design. At such locations the designs
has been modified to its best with all warning cautionary signage. On the project
road all the junctions have been designed as per standard. Some Horizontal and
Vertical curves have been designed with reduced speed and with minimum
radius as per site condition looking to the economy and feasibilities. Use of
curves deviated from the standard is as below
Details of Horizontal Curves deviated from standard
Length of
S. No. Start of Curve End of Curve Radius
Curve
1 141067 141088 21.02 200

2 141313 141407 94.35 100
1-410
Length of
Curve
3 141468 141502 34.13 100
4 141611 141653 41.13 200
5 141793 141847 53.7 80
6 142129 142177 48.02 50
7 142248 142287 38.37 50
8 142292 142323 30.56 50
9 142446 142469 22.9 15
10 142493 142527 34.5 20
11 142561 142573 12.82 20
12 142596 142627 31.69 50
13 142697 142717 19.47 100
14 142733 142779 45.84 50
15 142801 142830 29.13 15
16 142903 142944 41.34 30
17 142946 143001 54.4 30
18 143146 143220 74.49 100
19 143257 143295 37.84 100
20 143359 143398 39.25 100
21 143416 143449 32.18 30
22 143455 143552 97.01 60
23 143573 143609 36.59 30
24 143610 143723 113.5 100
25 143727 143770 42.89 50
26 143811 143874 62.75 50
27 143885 143918 33.08 50
28 143932 143985 52.04 50
29 144079 144105 25.87 100
30 144112 144171 58.18 80
31 144248 144295 47.01 60
32 144320 144367 47.16 50
33 144379 144399 19.07 50
34 144417 144459 42.04 30
35 144478 144494 15.89 100
36 144549 144573 23.24 15
37 144585 144607 21.87 15
38 144623 144661 38.58 40
39 144695 144758 63.02 40
40 144840 144879 38.44 40
41 144881 144943 61.32 80
1-411
Length of
Curve
42 144986 145014 28.02 30
43 145029 145054 25.26 30
44 145096 145117 20.85 50
45 145142 145196 54.15 50
46 145231 145279 48.65 30
47 145299 145325 25.58 35
48 145341 145376 35.19 40
49 145377 145439 61.44 60
50 145467 145498 30.2 60
51 145548 145613 65.06 40
52 145818 145843 25.14 20
53 145910 145944 33.94 60
54 145959 146024 64.2 35
55 146111 146128 17.15 35
56 146134 146151 17.07 25
57 146213 146235 22.43 50
58 146293 146312 19.14 200
59 146338 146415 77.13 80
60 146244 146288 44.21 15
61 146432 146472 39.37 50
62 146626 146650 24.14 20
63 146663 146685 22.78 20
64 146783 146831 47.43 40
65 146834 146871 36.61 25
66 146910 146931 20.93 25
67 147004 147057 52.96 50
68 147065 147110 45.37 50
69 147130 147177 46.96 50
70 147223 147278 55 100
71 147303 147375 71.48 60
72 147403 147473 70.58 30
73 147540 147573 33.06 25
74 147653 147721 67.8 150
75 147736 147766 29.98 50
76 147906 147943 36.85 50
77 147961 147997 35.79 50
78 148102 148122 19.41 100
79 148177 148216 38.33 100
80 148666 148728 61.54 100
1-412
Length of
Curve
81 148823 148850 27.15 100
82 148903 148946 43.46 100
83 149098 149125 27.06 50
84 149142 149171 29.65 50
85 149366 149432 66.11 200
86 149627 149641 14.67 50
87 149655 149698 43.24 25
88 149735 149762 26.83 75
89 149809 149839 29.21 150
90 149858 149909 51.06 100
91 149922 149966 44.79 100
92 150086 150107 20.9 20
93 150158 150213 54.24 50
94 150292 150351 58.41 50
95 150365 150387 21.74 50
96 150403 150433 30.15 50
97 150453 150539 85.78 80
98 150574 150612 37.91 300
99 150657 150686 29.63 50
100 150734 150781 46.89 30
101 150790 150811 21.08 30
102 150822 150860 38.15 100
103 150882 150915 32.84 30
104 150947 150974 26.48 20
105 150977 150988 11.75 20
106 151045 151060 15.02 30
107 151105 151138 32.84 50
108 151156 151191 35.49 25
109 151213 151229 15.71 15
110 151233 151250 17.15 50
111 151289 151310 20.85 25
112 151310 151322 11.36 30
113 151516 151561 44.46 50
114 151823 151872 48.79 200
115 151935 151956 20.64 30
116 151968 152000 31.31 30
117 152047 152079 32.77 30
118 152129 152161 32.24 40
119 152182 152203 21.41 20
1-413
Length of
Curve
120 152217 152239 22.47 30
121 152271 152289 17.95 100
122 152306 152339 33.12 40
123 152362 152389 26.57 25
124 152397 152407 10.14 25
125 152462 152483 20.85 50
126 152520 152540 19.7 50
127 152619 152655 35.99 100
128 152710 152731 21.42 50
129 152787 152800 12.74 50
130 152815 152867 52 50
131 153055 153092 37.31 50
132 153151 153179 28.15 80
133 153219 153246 26.92 80
134 153256 153278 21.5 80
135 153316 153336 20.46 100
136 153388 153412 23.71 50
137 153462 153485 22.75 50
138 153657 153686 29.09 80
139 153760 153787 26.95 100
140 153798 153823 24.56 30
141 153843 153866 22.93 40
142 153889 153902 13.67 40
143 153918 153988 70.01 70
144 154008 154035 27.29 40
145 154062 154086 24.4 100
146 154101 154116 15.48 100
147 154124 154147 22.35 40
148 154173 154212 39.17 60
149 154220 154238 17.42 30
150 154308 154343 34.52 80
151 154376 154399 22.9 80
152 154424 154444 19.56 80
153 154469 154492 22.71 30
154 154499 154528 28.63 30
155 154564 154602 37.54 30
156 154626 154655 29.61 25
157 154662 154699 36.32 25
158 154709 154734 24.65 25
1-414
Length of
Curve
159 154738 154774 36.08 40
160 154802 154826 24.26 30
161 154829 154861 32.13 20
162 154886 154905 18.75 100
163 154958 154982 23.61 50
164 155035 155073 37.96 30
165 155110 155138 28.61 30
166 155158 155201 42.98 100
167 155441 155466 25.12 100
168 155499 155561 61.95 50
169 155617 155668 50.93 60
170 155757 155776 18.27 60
171 155836 155857 21.73 60
172 155926 155942 15.95 100
173 155947 155975 28.42 30
174 155993 156012 19.56 30
175 156021 156043 22.25 30
176 156078 156090 11.71 30
177 156100 156115 14.77 30
178 156129 156152 22.3 30
179 156174 156225 50.4 35
180 156252 156274 21.94 35
181 156304 156327 23.52 50
182 156341 156359 17.46 50
183 156378 156394 15.78 50
184 156434 156455 21.11 50
185 156458 156498 39.42 80
186 156535 156651 116.1 200
187 156713 156738 24.89 500
188 156754 156775 20.41 50
189 156788 156821 33.44 50
190 156872 156903 30.53 50
191 156922 156949 26.7 30
192 157010 157024 14.06 50
193 157066 157085 18.2 100
194 157114 157143 29.28 30
195 157154 157186 31.78 80
196 157206 157236 29.73 50
197 157251 157265 13.77 50
1-415
Length of
Curve
198 157286 157302 15.54 50
199 157339 157393 53.22 40
200 157421 157458 37.38 100
201 157491 157548 57.09 50
202 157582 157625 43.15 50
203 157664 157714 50.81 60
204 157743 157814 70.77 80
205 157850 157877 26.73 40
206 157902 157946 44.24 30
207 157995 158025 30.15 100
208 158077 158092 15.46 50
209 158116 158143 27.27 60
210 158160 158194 34.49 70
211 158212 158249 36.24 30
212 158299 158320 21.24 30
213 158342 158372 29.79 30
214 158397 158430 33.05 30
215 158454 158466 11.83 30
216 158514 158542 28.46 30
217 158554 158572 18.15 30
218 158595 158624 28.73 100
219 158650 158695 45.5 30
220 158700 158717 17.52 50
221 158719 158756 36.79 50
222 158770 158790 20.16 20
223 158807 158835 27.92 80
224 158883 158937 53.92 40
225 158945 158974 28.76 35
226 158987 159005 17.66 500
227 159066 159090 23.95 35
228 159092 159108 15.44 30
229 159152 159172 19.36 100
230 159229 159283 53.88 100
231 159356 159390 34.03 30
232 159430 159454 24.23 100
233 159468 159488 20.34 150
234 159521 159541 19.82 50
235 159544 159584 39.55 30
236 159641 159666 24.8 30
1-416
Length of
Curve
237 159689 159701 11.81 45
238 159714 159732 17.86 50
239 159767 159800 33.15 50
240 159815 159838 22.79 60
241 159861 159897 36.07 60
242 159929 159965 36.3 40
243 160023 160047 23.05 50
244 160131 160174 43.54 50
245 160201 160228 26.83 50
246 160261 160308 46.85 50
247 160352 160386 34.75 30
248 160406 160442 35.84 30
249 160457 160501 43.92 30
250 160503 160538 35.19 30
251 160628 160693 64.73 30
252 160795 160806 10.91 10
253 160810 160824 13.96 10
254 160897 160914 16.58 50
255 160920 160944 23.96 50
256 160967 160977 9.33 50
257 161006 161040 34.62 30
258 161060 161083 23.37 30
259 161125 161145 20.65 20
260 161154 161194 40.81 100
261 161233 161378 145.17 250
262 161401 161428 26.9 30
263 161468 161511 43.2 30
264 161523 161570 47.56 40
265 161588 161618 29.87 50
266 161643 161667 23.47 50
267 161717 161734 17.54 30
268 161750 161765 14.5 30
269 161967 161987 19.79 60
270 161865 161936 70.45 25
271 162003 162040 37 60
272 162240 162288 48.6 25
273 162334 162374 40.73 300
274 162380 162425 45.67 60
275 162480 162529 48.88 150
1-417
Length of
Curve
276 162563 162608 44.76 80
277 162632 162664 31.72 25
278 162690 162724 34.23 100
279 162766 162789 23.16 40
280 162854 162903 48.88 30
281 162950 162978 27.62 30
282 163020 163064 44.18 30
283 163105 163131 26.03 100
284 163179 163239 59.73 80
285 163259 163288 28.84 30
286 163316 163345 29.16 50
287 163357 163379 22.17 50
288 163410 163439 29.19 30
289 163482 163508 26.83 50
290 163548 163585 37.51 25
291 163594 163680 85.13 50
292 163730 163807 76.31 40
293 163859 163912 52.39 25
294 163948 163966 18.72 50
295 164020 164065 44.94 30
296 164109 164153 43.9 25
297 164216 164295 78.67 50
298 164329 164380 50.61 25
299 164408 164484 75.7 40
300 164510 164542 32.29 25
301 164564 164612 48.08 30
302 164659 164711 52.15 25
303 164725 164760 35.31 30
304 164811 164847 36.04 50
305 164918 164933 15.31 50
306 164940 164979 38.33 30
307 164992 165008 15.65 50
308 165015 165042 26.8 100
309 165053 165071 17.97 50
310 165079 165095 16.17 100
311 165150 165205 54.94 200
312 165251 165269 17.8 50
313 165281 165324 43.19 80
314 165378 165401 22.57 50
1-418
Length of
Curve
315 165450 165484 34.52 50
316 165514 165533 18.96 30
317 165550 165570 19.95 30
318 165658 165714 56.42 30
319 165779 165848 68.68 30
320 165869 165887 17.09 100
321 165917 165945 28.43 100
322 165961 165968 6.82 50
323 166041 166076 34.87 100
324 166079 166103 23.78 100
325 166129 166146 16.12 50
326 166155 166200 44.94 20
327 166214 166253 38.65 20
328 166280 166310 29.36 30
329 166329 166370 41.28 30
330 166379 166412 33.09 100
331 166419 166470 50.65 40
332 166499 166540 40.67 25
333 166543 166568 25.15 40
334 166586 166601 15.04 30
335 166613 166629 16.08 100
336 166777 166801 23.97 100
337 166859 166884 24.79 60
338 166908 166927 19.52 60
339 166985 167001 16.06 60
340 167019 167034 15.81 60
341 167064 167087 22.8 60
342 167142 167169 26.54 50
343 167183 167203 20.6 100
344 167219 167247 27.92 50
345 167286 167333 47.47 30
346 167357 167416 58.89 30
347 167444 167476 31.37 25
348 167502 167539 37.6 25
349 167563 167587 24.08 100
350 167630 167662 31.5 25
351 167692 167753 60.74 60
352 167800 167846 45.84 25
353 167871 167940 68.96 60
1-419
Length of
Curve
354 167981 167998 16.39 30
355 168013 168065 51.67 80
356 168082 168125 43.58 50
357 168138 168235 96.87 50
358 168248 168285 36.72 30
359 168314 168330 16.01 80
360 168408 168439 31.46 20
361 168474 168513 39.26 100
362 168518 168563 45.34 50
363 168592 168611 18.18 30
364 168665 168680 15.92 200
365 168757 168773 16.38 100
366 168789 168814 25.01 100
367 168821 168847 26.43 50
368 168875 168885 9.77 50
369 168895 168934 39 25
370 168948 168981 33.2 30
371 168991 169026 34.92 100
372 169051 169078 27.46 100
373 169137 169161 23.87 100
374 169176 169221 44.55 35
375 169240 169260 19.42 30
376 169270 169302 32.31 25
377 169313 169343 29.22 20
378 169386 169439 52.97 25
379 169478 169501 22.92 60
380 169509 169543 33.92 15
381 169545 169565 20.62 50
382 169587 169644 57.13 25
383 169677 169704 27.62 15
384 169719 169759 40.43 20
385 169795 169817 21.89 10
386 169825 169843 18.04 25
387 169868 169917 48.78 35
388 169942 169966 24.26 10
389 169971 169996 25.06 30
390 170013 170028 15.41 100
391 170056 170087 30.91 20
392 170100 170120 19.87 50
1-420
Length of
Curve
393 170136 170169 33.21 13
394 170207 170247 40 20
395 170290 170307 17.41 100
396 170312 170352 39.67 20
397 170381 170409 28.81 30
398 170445 170488 42.62 20
399 170491 170509 17.54 15
400 170531 170562 30.86 20
401 170573 170593 19.52 20
402 170602 170640 38.71 20
403 170655 170669 14.43 50
404 170719 170731 12.67 80
405 170760 170783 22.57 80
406 170797 170844 47.07 20
407 170887 170903 15.86 200
408 170969 171025 55.27 25
409 171110 171114 3.97 25
410 171183 171209 25.4 10
411 171247 171286 38.96 35
412 171307 171331 23.79 20
413 171351 171367 16.14 20
414 171387 171394 7.78 20
415 171431 171505 73.62 30
416 171597 171640 42.39 200
417 171664 171702 38.03 20
418 171723 171744 20.67 20
419 171791 171840 48.28 40
420 171846 171871 24.61 15
421 171890 171912 22.52 35
422 171941 171983 41.19 20
423 172008 172023 15.21 30
424 172045 172083 38.61 20
425 172120 172160 40.42 20
426 172171 172203 32.32 15
427 172224 172272 47.74 20
428 172349 172366 17.14 10
429 172400 172413 13.36 10
430 172458 172501 43.35 25
431 172505 172522 16.94 30
1-421
Length of
Curve
432 172540 172555 14.93 30
433 172614 172668 54.15 25
434 172675 172711 35.7 30
435 172734 172749 15.14 10
436 172817 172832 15.16 30
437 172841 172863 21.77 20
438 172892 172920 27.37 50
439 172975 173001 26.63 20
440 173017 173039 22.53 20
441 173052 173064 12.81 20
442 173071 173096 25.09 20
443 173101 173118 17.07 15
444 173123 173144 20.87 25
445 173173 173228 54.76 40
446 173252 173271 18.98 15
447 173303 173337 34.41 20
448 173372 173403 30.47 50
449 173406 173437 31.49 20
450 173453 173498 44.93 25
451 173531 173546 14.81 50
452 173560 173619 58.78 30
453 173644 173670 25.4 40
454 173706 173732 26.63 40
455 173772 173798 26.4 20
456 173812 173829 16.82 30
457 173855 173874 19.21 40
458 173912 173932 20.13 100
459 173966 174000 34.34 30
460 174006 174021 14.35 30
461 174039 174074 35.22 30
462 174093 174101 8.43 30
463 174151 174173 22.09 100
464 174259 174279 19.86 100
465 174298 174313 15.5 10
466 174315 174330 15.1 10
467 174401 174423 22.09 50
468 174448 174458 9.81 100
469 174492 174558 65.5 90
470 174562 174573 10.71 25
1-422
Length of
Curve
471 174584 174628 43.74 35
472 174652 174679 27.11 50
473 174686 174747 61.17 35
474 174823 174835 12.3 100
475 174876 174920 44.19 50
476 174979 175005 25.72 50
477 175022 175032 10.19 50
478 175043 175079 36.03 30
479 175107 175143 36.06 100
480 175148 175216 68.1 60
481 175229 175262 33.72 30
482 175274 175291 16.45 80
483 175437 175481 43.74 50
484 175496 175543 46.32 50
485 175557 175575 17.48 50
486 175614 175646 32.67 50
487 175669 175747 77.77 40
488 175788 175831 42.59 20
489 175896 175922 25.59 80
490 175951 175986 34.44 50
491 175999 176015 16.59 50
492 176041 176073 31.96 40
493 176079 176114 35.28 30
494 176150 176176 26.03 30
495 176212 176231 18.5 100
496 176279 176304 24.89 50
497 176343 176363 20.05 50
498 176381 176404 23.85 30
499 176436 176459 23.78 40
500 176500 176564 64.03 25
501 176639 176673 33.18 50
502 176682 176712 30.11 50
503 176731 176803 71.81 150
504 176803 176840 36.98 100
505 176842 176892 49.89 30
506 176972 177030 57.58 30
507 177038 177115 77.28 50
508 177171 177225 53.69 35
509 177245 177274 29.73 100
1-423
Length of
Curve
510 177321 177365 43.29 50
511 177389 177409 19.11 80
512 177437 177472 34.98 50
513 177512 177531 19.35 100
514 177550 177581 31.58 80
515 177589 177617 28.15 50
516 177655 177676 21.17 50
517 177723 177767 43.65 50
518 177796 177837 41.11 50
519 177903 177920 17.43 100
520 177969 177999 29.49 30
521 178012 178027 14.89 30
522 178042 178123 81.2 40
523 178184 178228 43.96 40
524 178251 178279 28 30
525 178313 178325 11.95 50
526 178348 178361 12.85 50
527 178391 178439 48.61 50
528 178458 178484 25.31 50
529 178579 178603 23.85 50
530 178633 178665 32.64 50
531 178733 178745 12.05 100
532 178798 178820 21.38 150
533 178873 178898 24.69 100
534 178910 178943 33.25 50
535 178975 178999 24.63 20
536 179035 179066 30.95 20
537 179078 179098 20.04 20
538 179174 179191 16.6 50
539 179210 179229 19.05 25
540 179239 179283 44.52 30
541 179363 179402 39.29 30
542 179410 179438 27.94 30
543 179462 179478 16.15 30
544 179503 179539 35.7 40
545 179560 179591 30.66 60
546 179606 179626 19.74 60
547 179664 179679 15.01 60
548 179730 179740 10.41 150
1-424
Length of
Curve
549 179809 179829 20.35 100
550 179866 179940 73.93 80
551 179974 180015 41.08 15
552 180032 180072 39.37 50
553 180158 180184 25.99 15
554 180188 180201 12.71 15
555 180219 180244 25.14 300
556 180254 180278 23.75 50
557 180301 180316 14.96 80
558 180353 180409 56.26 30
559 180431 180449 17.82 50
560 180474 180497 22.96 50
561 180534 180562 27.97 60
562 180567 180608 40.68 20
563 180648 180677 28.27 20
564 180690 180712 22.78 50
565 180800 180810 9.36 50
566 180829 180847 18.14 50
567 180861 180874 12.77 70
568 180882 180906 24.02 50
569 180926 180940 13.87 60
570 180980 181004 23.6 30
571 181029 181051 21.85 30
572 181068 181089 21.31 30
573 181166 181181 14.56 500
574 181220 181268 48.29 100
575 181302 181352 50.28 50
576 181375 181389 13.43 100
577 181450 181478 28.81 100
578 181610 181656 46.35 150
579 181762 181870 107.98 200
580 182091 182112 21.04 100
581 182132 182158 25.94 100
582 182165 182199 34.43 100
583 182215 182255 39.87 60
584 182257 182292 34.81 50
585 182381 182406 24.89 40
586 182420 182447 27.3 50
587 182470 182490 20.66 100
1-425
Length of
Curve
588 182503 182529 26.36 80
589 182556 182586 29.25 60
590 182586 182616 29.9 60
591 182628 182649 21.38 30
592 182656 182671 14.64 40
593 182736 182758 22.18 300
594 182805 182828 23.49 300
595 182865 182892 27.16 100
596 182953 182970 17.27 30
597 182975 183009 33.98 25
598 183025 183050 25.16 60
599 183074 183110 35.81 25
600 183132 183202 70.35 100
601 183205 183259 53.78 100
602 183260 183289 29.22 80
603 183292 183324 32.4 60
604 183383 183407 23.6 80
605 183420 183441 21 80
606 183464 183479 15.09 100
607 183527 183566 38.48 80
608 183598 183627 29.09 80
609 183637 183651 14.1 100
610 183688 183716 28.65 40
611 183723 183744 21.45 50
612 183769 183803 34.18 60
613 183805 183832 26.93 40
614 183836 183855 19.06 30
615 183864 183879 15 40
616 183911 183951 39.49 60
617 184034 184090 55.68 80
618 184173 184206 33.83 80
619 184225 184256 31.61 25
620 184260 184312 52.78 40
621 184313 184339 26.41 25
622 184393 184428 34.65 50
623 184431 184460 28.36 60
624 184480 184505 25 40
625 184668 184772 104.4 40
626 184812 184842 29.3 50
1-426
Length of
Curve
627 184846 184879 32.27 50
628 184930 184953 23.53 30
629 184968 184991 22.53 30
630 185012 185026 14.37 100
631 185147 185237 89.67 50
632 185304 185370 65.14 50
633 185388 185470 82.95 50
634 185526 185635 109.25 50
635 185862 185875 12.79 100
636 185959 185981 22.08 50
637 186037 186097 60.01 50
638 186213 186250 36.6 25
639 186262 186300 38 150
640 186332 186395 62.58 25
641 186413 186451 38.22 25
642 186463 186512 49.13 25
643 186595 186628 32.94 75
644 186639 186688 48.5 25
645 186693 186766 72.52 50
646 186833 186891 57.96 50
647 186911 186935 23.85 50
648 186950 187065 115.07 60
649 187087 187132 44.31 30
650 187286 187311 25.41 20
651 187319 187355 35.92 20
652 187404 187454 50.82 50
653 187471 187534 62.82 50
654 187546 187575 29.37 50
655 187609 187657 48.23 20
656 187800 187843 43.45 300
657 187859 187934 75.73 30
658 187950 188010 59.73 30
659 188042 188068 26.13 25
660 188078 188088 9.92 25
661 188159 188186 26.7 50
662 188261 188289 28.41 15
663 188290 188309 19.65 15
664 188360 188380 20.33 50
665 188399 188422 23.02 50
1-427
Length of
Curve
666 188433 188471 37.21 20
667 188574 188611 36.83 60
668 188625 188662 37.76 60
669 188742 188765 22.8 60
670 188792 188822 29.94 20
671 188833 188890 56.82 50
672 188919 188993 73.34 40
673 189029 189079 50.5 25
674 189172 189218 45.47 50
675 189293 189327 34.23 50
676 189402 189447 44.69 50
677 189473 189513 39.77 30
678 189537 189564 27.43 50
679 189603 189642 39.34 20
680 189850 189966 116.03 100
681 189980 190030 49.89 70
682 190184 190232 48.61 80
683 190301 190331 29.38 80
684 190401 190483 81.9 70
685 190510 190542 32.34 100
686 190670 190738 67.75 50
687 190866 190889 23.42 30
688 190902 190942 39.71 30
689 190960 190998 38.17 60
690 191121 191156 35.03 30
691 191167 191204 36.96 30
692 191237 191274 37.1 80
693 191329 191364 35.09 30
694 191371 191432 61.01 50
695 191447 191476 29.3 50
696 191525 191572 47.1 100
697 191584 191607 23.35 100
698 191704 191738 33.91 30
699 191839 191860 20.81 30
700 191896 191928 31.95 50
701 191938 191985 47.62 100
702 191990 192045 55.16 50
703 192081 192108 26.43 80
704 192205 192250 45.06 80
1-428
Length of
Curve
705 192278 192332 54.68 30
706 192356 192380 23.81 60
707 192459 192485 26.16 100
708 192506 192560 54.57 80
709 192622 192665 42.82 80
710 192715 192730 14.49 80
711 192778 192826 47.61 50
712 192829 192854 25.2 20
713 192889 192938 48.89 35
714 193138 193159 20.54 20
715 193165 193190 25.22 30
716 193207 193224 17.26 30
717 193228 193249 20.48 30
718 193255 193290 35.2 60
719 193033 193093 59.61 20
720 193326 193368 41.73 20
721 193412 193451 38.2 200
722 193473 193523 49.72 100
723 193556 193635 78.91 100
724 193657 193670 12.97 50
725 193692 193709 16.87 30
726 193716 193727 10.74 30
727 193740 193753 13.24 30
728 193799 193859 60.06 30
729 193877 193895 18.55 30
730 193922 193957 35.22 100
731 193974 193999 24.93 30
732 194019 194052 32.38 30
733 194169 194194 25.18 50
734 194222 194252 29.76 60
735 194271 194297 26.24 30
736 194311 194337 25.65 30
737 194348 194365 17.16 30
738 194398 194413 15.67 30
739 194437 194449 12.79 30
740 194461 194493 32.49 50
741 194508 194541 32.89 15
742 194597 194615 18.03 30
743 194635 194658 22.84 30
1-429
Length of
Curve
744 194873 194913 40.16 20
745 195084 195121 37.11 50
746 195145 195185 39.48 50
747 195190 195211 20.91 30
748 195216 195244 27.95 15
749 195245 195262 17.46 20
750 195274 195296 21.65 50
751 195298 195321 23.04 50
752 195344 195380 36.67 25
753 195382 195413 30.56 20
754 195420 195443 23.54 20
755 195455 195493 38.11 25
756 195509 195528 19.02 50
757 195536 195571 34.76 50
758 195607 195641 34.72 30
759 195664 195702 38.06 40
760 195717 195727 9.96 15
761 195730 195741 10.35 5
762 195747 195756 9.33 15
763 195782 195819 37.5 50
764 195842 195854 11.83 50
765 195854 195884 30.1 30
766 195930 195958 27.42 40
767 195990 196036 45.54 30
768 196045 196069 24.41 30
769 196126 196154 27.7 25
770 196155 196177 21.27 25
771 196179 196201 21.93 20
772 196225 196254 29.16 25
773 196258 196281 23.25 15
774 196307 196322 15.08 30
775 196405 196423 17.92 30
776 196448 196475 27.46 50
777 196502 196530 28.25 30
778 196547 196572 25.27 60
779 196588 196617 28.12 50
780 196626 196650 23.29 25
781 196656 196679 22.31 25
782 196693 196729 36.82 30
1-430
Length of
Curve
783 196752 196776 24.85 200
784 196911 196956 44.92 100
785 197028 197091 62.59 50
786 197092 197120 27.43 25
787 197259 197282 22.29 40
788 197298 197323 25.03 40
789 197339 197382 43.36 40
790 197453 197467 14.74 30
791 197473 197519 45.58 50
792 197539 197590 51.51 25
793 197600 197623 23.46 80
794 197686 197721 34.51 50
795 197730 197756 25.84 50
796 197765 197780 15.48 30
797 197812 197852 39.94 30
798 197864 197877 12.05 50
799 197896 197922 26.05 25
800 197926 197984 57.71 35
801 198039 198076 37 40
802 198106 198141 34.37 50
803 198186 198215 28.34 300
804 198252 198302 50.27 25
805 198354 198374 20.27 100
806 198385 198421 36.17 15
807 198730 198769 38.78 15
808 198832 198859 26.82 10
809 198911 198929 17.96 50
810 198946 198969 23.05 50
811 198986 198996 9.71 50
812 199081 199106 25.15 20
813 199109 199135 25.8 30
814 199145 199162 17.31 50
815 199177 199196 19.13 40
816 199223 199343 120.43 90
817 199363 199381 17.84 100
818 199401 199420 18.56 25
819 199463 199485 21.75 100
820 199540 199581 40.89 30
821 199609 199671 61.88 80
1-431
Length of
Curve
822 199697 199724 26.29 30
823 199734 199757 23.83 20
824 199768 199785 17.14 60
825 199843 199960 116.94 200
826 200036 200111 75.52 200
827 200153 200232 79.13 200
828 200269 200292 22.59 30
829 200329 200367 38.43 30
830 200478 200509 31.06 75
831 200641 200737 96.78 75
832 200769 200808 38.93 200
833 200850 200920 70.19 100
834 201008 201022 13.59 25
835 201025 201044 19.66 25
836 201069 201100 31.1 150
837 201106 201122 16.43 100
838 201131 201181 49.48 50
839 201181 201218 36.63 60
840 201255 201299 44 30
841 201309 201345 36 100
842 201365 201375 9.55 30
843 201406 201431 24.77 25
844 201439 201450 10.96 30
845 201459 201486 26.27 60
846 201501 201521 19.73 30
847 201551 201584 32.79 20
848 201647 201677 29.57 25
849 201687 201734 47.03 30
850 201742 201753 11.22 30
851 201770 201786 16.39 30
852 201813 201866 52.87 40
853 201874 201893 18.97 30
854 201905 201923 18.35 20
855 201938 201951 13.11 20
856 201982 202017 35.5 100
857 202046 202064 18.36 30
858 202074 202081 7.08 30
859 202092 202140 48.67 30
860 202173 202182 9 30
1-432
Length of
Curve
861 202231 202270 39.17 25
862 202289 202317 28.25 50
863 202332 202360 27.95 60
864 202376 202408 32.05 30
865 202422 202435 13.12 40
866 202456 202496 39.85 60
867 202560 202584 23.89 40
868 202608 202615 7.61 40
869 202693 202742 49.01 30
870 202766 202773 7.36 20
871 202785 202805 19.35 20
872 202824 202828 3.74 30
873 202849 202860 10.45 30
874 202896 202898 2.37 30
875 202916 202939 22.94 30
876 202977 203001 23.81 60
877 203014 203026 12.15 30
878 203045 203065 19.94 30
879 203108 203141 32.9 30
880 203143 203180 36.57 30
881 203229 203260 30.72 40
882 203262 203307 45.44 40
883 203335 203352 16.7 40
884 203422 203460 38.03 80
885 203467 203486 18.86 30
886 203505 203530 24.34 40
887 203560 203587 27.08 30
888 203595 203616 20.9 30
889 203644 203662 17.61 30
890 203670 203696 26.5 60
891 203706 203733 27.19 20
892 203770 203796 25.53 20
893 203829 203868 38.88 20
894 203892 203908 16.42 30
895 203931 203945 14.26 60
896 203958 203989 31.68 20
897 204026 204041 14.82 30
898 204058 204084 25.92 35
899 204153 204164 11.43 30
1-433
Length of
Curve
900 204183 204192 8.35 30
901 204203 204212 9.23 30
902 204268 204310 42.12 40
903 204364 204414 49.97 25
904 204480 204508 28.39 40
905 204590 204646 56.2 45
906 204659 204675 16.33 50
907 204732 204747 15.41 100
908 204821 204854 33.04 30
909 204860 204875 14.26 30
910 204922 204955 33.37 20
911 204962 204992 29.08 20
912 205001 205038 36.44 30
913 205048 205078 30.53 20
914 205090 205125 34.68 30
915 205147 205165 17.37 30
916 205197 205232 35.68 20
917 205243 205265 22.07 100
918 205289 205313 23.98 100
919 205348 205370 22.26 30
920 205384 205426 42.49 20
921 205433 205455 21.91 30
922 205470 205488 18.62 30
923 205543 205597 53.54 40
924 205721 205735 14.33 40
925 205762 205783 20.93 100
926 205810 205823 13.12 100
927 205837 205854 16.52 100
928 205880 205901 21.68 60
929 205910 205930 19.88 40
930 205948 205981 32.98 30
931 205996 206043 46.92 25
932 206064 206080 15.97 40
933 206087 206121 33.55 25
934 206137 206174 36.23 35
935 206198 206228 29.89 35
936 206240 206271 31.61 60
937 206284 206314 29.82 20
938 206326 206358 31.46 20
1-434
Length of
Curve
939 206404 206427 23.21 20
940 206431 206452 20.82 30
941 206476 206533 56.42 30
942 206539 206578 39.28 30
943 206587 206624 36.39 20
944 206655 206689 34.1 40
945 206721 206744 22.74 40
946 206776 206815 39.21 30
947 206822 206847 24.71 20
948 206850 206875 24.39 30
949 206884 206902 18.67 100
950 206929 206940 10.64 100
951 206950 206990 40.29 50
952 207001 207030 28.85 25
953 207046 207075 29.73 30
954 207096 207126 29.88 80
955 207140 207156 15.66 80
956 207206 207222 16.25 25
957 207226 207263 37.24 25
958 207271 207297 25.95 25
959 207301 207376 74.67 60
960 207378 207395 16.86 30
961 207444 207465 21.55 20
962 207494 207580 85.5 75
963 207602 207621 18.52 25
964 207635 207662 27.27 25
965 207675 207712 36.9 25
966 207724 207738 13.58 25
967 207751 207792 40.89 25
968 207814 207840 25.99 25
969 207859 207889 30.17 25
970 207905 207917 12.76 40
971 207970 208007 36.83 20
972 208038 208067 29.34 20
973 208078 208117 38.85 20
974 208157 208200 43.22 20
975 208260 208288 27.71 40
976 208310 208345 35.34 30
977 208363 208382 19.1 80
1-435
Length of
Curve
978 208414 208459 45.07 60
979 208482 208518 36.16 20
980 208549 208570 21.5 20
981 208595 208601 6.46 25
982 208610 208639 29.3 20
983 208707 208740 32.69 30
984 208744 208759 15.39 30
985 208765 208787 22 20
986 208795 208832 37.15 20
987 208936 208976 40.4 20
988 208979 209028 48.63 25
989 209033 209061 27.74 30
990 209063 209097 33.76 40
991 209101 209129 27.4 40
992 209129 209135 6.21 20
993 209140 209153 13.07 30
994 209164 209211 47.07 20
995 209260 209288 28.36 100
996 209312 209359 47.05 20
997 209362 209373 11.12 50
998 209387 209409 21.34 30
999 209416 209458 42.34 30
1000 209462 209479 16.41 60
1001 209491 209519 28.51 40
1002 209558 209583 25.52 40
1003 209586 209621 35.14 20
1004 209628 209661 32.55 15
1005 209710 209735 25.44 15
1006 209756 209782 25.94 35
1007 209847 209868 20.97 20
1008 209871 209911 39.91 25
1009 209919 209951 32.42 15
1010 210061 210090 29.44 25
1011 210099 210136 37.53 20
1012 210147 210163 16.14 30
1013 210199 210238 38.89 15
1014 210263 210313 49.83 35
1015 210320 210354 33.71 25
1016 210367 210393 26 25
1-436
Length of
Curve
1017 210405 210461 55.44 35
1018 210507 210555 47.94 40
1019 210558 210586 27.46 30
1020 210594 210621 27.08 100
1021 210638 210691 52.63 35
1022 210697 210728 30.49 25
1023 210762 210775 13.08 25
1024 210824 210849 25.68 30
1025 210870 210885 14.68 30
1026 210913 210957 43.63 25
1027 210981 211006 24.68 25
1028 211007 211027 19.9 25
1029 211036 211054 18.16 30
1030 211091 211109 17.51 30
1031 211109 211140 30.91 17
1032 211168 211187 19.12 40
1033 211189 211217 27.79 20
1034 211241 211275 34.18 40
1035 211314 211329 14.74 30
1036 211331 211365 34.91 30
1037 211398 211438 39.96 70
1038 211447 211472 25.13 30
1039 211504 211517 13.5 30
1040 211560 211601 40.51 30
1041 211615 211643 28.01 25
1042 211699 211732 33.28 300
1043 211774 211797 23.08 25
1044 211832 211855 23.11 30
1045 211859 211891 31.24 20
1046 211900 211932 31.45 15
1047 211955 211983 27.86 15
1048 212005 212028 22.24 100
1049 212065 212109 43.17 100
1050 212121 212156 35.7 50
1051 212180 212198 17.11 25
1052 212203 212224 21.64 25
1053 212234 212245 10.93 25
1054 212249 212293 44.18 50
1055 212315 212348 32.74 20
1-437
Length of
Curve
1056 212359 212381 21.57 30
1057 212387 212419 32.25 20
1058 212429 212453 24.12 40
1059 212476 212506 29.42 25
1060 212525 212543 17.57 25
1061 212553 212592 39.09 30
1062 212599 212625 25.42 40
1063 212629 212682 52.84 50
1064 212687 212724 37.93 25
1065 212749 212818 69.11 80
1066 212828 212880 51.11 25
1067 212895 212918 23.24 80
1068 212970 213008 37.89 100
1069 213121 213152 31.43 25
1070 213174 213212 37.95 40
1071 213218 213260 42.36 25
1072 213397 213436 39.25 50
1073 213469 213514 44.91 30
1074 213522 213561 38.69 30
1075 213597 213646 49.49 60
1076 213662 213701 39.19 60
1077 213704 213730 25.55 30
1078 213774 213788 13.96 30
1079 213796 213845 49.07 40
1080 213848 213860 11.9 50
1081 213884 213923 39.21 50
1082 213953 213968 15.8 50
1083 213985 214019 34.3 20
1084 214027 214054 26.72 40
1085 214065 214094 28.04 25
1086 214102 214124 21.52 25
1087 214142 214183 40.83 60
1088 214204 214220 16.37 40
1089 214248 214261 13.34 200
1090 214267 214285 18.41 60
1091 214302 214338 35.65 30
1092 214362 214383 21.45 50
1093 214386 214413 26.53 30
1094 214464 214490 26.26 30
1-438
Length of
Curve
1095 214519 214552 33.37 30
1096 214567 214579 11.8 50
1097 214610 214677 67.79 60
1098 214682 214694 11.98 80
1099 214704 214733 29.49 30
1100 214768 214781 13.3 100
1101 214810 214822 11.77 100
1102 214868 214888 19.34 30
1103 214898 214912 13.44 30
1104 214940 214951 10.79 30
1105 215001 215013 12.34 50
1106 215018 215070 52.94 80
1107 215121 215148 26.69 30
1108 215151 215187 35.88 20
1109 215198 215214 15.81 20
1110 215233 215257 23.67 20
1111 215264 215296 31.58 20
1112 215373 215389 16.41 100
1113 215400 215417 16.57 30
1114 215421 215450 29 20
1115 215455 215479 23.56 30
1116 215509 215554 45.2 80
1117 215584 215615 30.93 20
1118 215703 215721 18.7 100
1119 215760 215806 46.11 25
1120 215818 215852 33.35 60
1121 215868 215909 41.35 40
1122 215988 216014 26.17 18
1123 216018 216030 12.61 60
1124 216039 216065 25.74 30
1125 216071 216116 44.52 40
1126 216144 216160 16.09 50
1127 216193 216212 18.55 30
1128 216234 216270 35.65 20
1129 216321 216347 26.76 100
1130 216465 216503 38.2 100
1131 216504 216529 24.77 20
1132 216537 216583 46.74 25
1133 216603 216635 32.48 25
1-439
Length of
Curve
1134 216655 216698 42.53 50
1135 216713 216752 38.96 50
1136 216856 216879 23.41 150
1137 216889 216906 17.09 30
1138 216913 216933 20.67 60
1139 216943 216984 41.39 40
1140 217011 217049 37.28 20
1141 217056 217083 26.86 70
1142 217116 217153 37.19 50
1143 217158 217169 10.71 100
1144 217246 217309 63.67 60
1145 217318 217343 24.88 30
1146 217365 217381 15.73 100
1147 217401 217428 27.85 30
1148 217438 217472 34.4 60
1149 217532 217547 15.66 60
1150 217552 217599 46.66 30
1151 217638 217666 27.78 30
1152 217725 217762 36.7 20
1153 217772 217789 17 30
1154 217800 217814 14.12 50
1155 217845 217862 17.7 50
1156 217873 217891 18.51 50
1157 217957 218002 44.48 25
1158 218033 218083 49.77 30
1159 218215 218260 45.61 50
1160 218262 218293 31.3 30
1161 218296 218332 35.51 40
1162 218343 218375 31.78 50
1163 218384 218431 47.47 30
1164 218433 218451 18.56 25
1165 218458 218477 18.35 25
1166 218495 218524 29.3 30
1167 218530 218541 11.53 30
1168 218553 218583 29.94 20
1169 218596 218607 11.26 30
1170 218623 218651 28.2 20
1171 218715 218735 19.17 15
1172 218743 218765 22.36 20
1-440
Length of
Curve
1173 218766 218782 15.17 50
1174 218934 219011 76.54 100
1175 219024 219046 21.51 25
1176 219100 219174 73.16 30
1177 219210 219227 16.43 25
1178 219259 219277 18.03 30
1179 219281 219319 37.85 25
1180 219333 219353 19.4 50
1181 219361 219395 33.51 30
1182 219414 219436 22.01 100
1183 219457 219476 19.69 50
1184 219548 219587 38.87 60
1185 219593 219620 26.97 60
1186 219641 219705 63.5 60
1187 219763 219826 63.3 50
1188 219848 219861 12.87 30
1189 219868 219889 21.2 25
1190 219897 219907 10.07 50
1191 219918 219941 22.83 30
1192 219949 219980 31.2 30
1193 220049 220073 24.36 20
1194 220086 220104 18.58 30
1195 220116 220132 15.85 60
1196 220229 220276 47.29 25
1197 220295 220320 24.27 25
1198 220329 220357 28.4 30
1199 220359 220383 23.99 30
1200 220429 220444 14.93 50
1201 220502 220532 29.79 25
1202 220538 220570 31.74 50
1203 220605 220653 48.56 30
1204 220665 220718 53.49 30
1205 220760 220796 36.23 100
1206 220820 220858 37.89 150
1207 220866 220881 15.27 30
1208 220969 220982 13.37 80
1209 220900 220966 65.43 25
1210 221025 221046 21.85 300
1211 221096 221119 23.85 30
1-441
Length of
Curve
1212 221161 221192 30.23 25
1213 221213 221236 23.51 30
1214 221274 221330 56.31 30
1215 221361 221390 29.13 20
1216 221433 221461 28.44 30
1217 221498 221562 64.21 30
1218 221630 221662 32.33 15
1219 221683 221698 14.53 100
1220 221761 221789 27.97 100
1221 221818 221867 48.98 30
1222 221875 221922 46.27 30
1223 221951 221970 19.41 100
1224 221984 222011 27.3 40
1225 222014 222031 17.92 40
1226 222059 222076 16.49 150
1227 222159 222178 18.99 30
1228 222222 222252 30.23 100
1229 222256 222301 44.49 50
1230 222307 222358 51.5 25
1231 222380 222396 16.63 60
1232 222427 222451 23.57 30
1233 222452 222494 41.45 15
1234 222525 222571 46.08 25
1235 222575 222625 50.31 100
1236 222699 222717 17.84 30
1237 222641 222684 43.07 15
1238 222767 222784 16.86 50
1239 222796 222815 19.13 30
1240 222832 222880 47.35 30
1241 222894 222950 55.99 30
1242 222982 222991 9.58 100
1243 223017 223042 24.81 15
1244 223053 223096 43.53 25
1245 223125 223161 35.87 15
1246 223184 223272 87.85 40
1247 223276 223317 40.19 20
1248 223327 223362 35.2 15
1249 223382 223410 27.17 40
1250 223464 223488 24.67 25
1-442
Length of
Curve
1251 223489 223528 38.69 25
1252 223538 223557 18.63 25
1253 223619 223699 79.54 80
1254 223730 223748 17.13 20
1255 223876 223931 55.1 30
1256 223944 223961 17.21 50
1257 223973 223994 21.47 30
1258 224005 224024 19.12 50
1259 224043 224086 42.31 30
1260 224094 224131 36.49 30
1261 224156 224193 36.62 50
1262 224226 224247 20.69 30
1263 224262 224284 22.14 30
1264 224301 224318 16.41 30
1265 224341 224365 23.22 100
1266 224384 224419 34.75 30
1267 224428 224455 27.09 25
1268 224458 224504 46.84 200
1269 224519 224555 35.9 200
1270 224594 224651 57.45 100
1271 224694 224769 75.64 30
1272 224816 224866 50.34 30
1273 224869 224908 38.69 25
1274 224912 224930 18 25
1275 224947 224997 50.14 70
1276 225041 225075 34.31 100
1277 225095 225165 70.29 80
1278 225165 225222 56.61 40
1279 225296 225335 38.58 60
1280 225342 225367 24.48 50
1281 225383 225419 36.24 18
1282 225439 225458 18.94 50
1283 225475 225503 28.34 15
1284 225512 225539 27.31 15
1285 225566 225596 29.55 25
1286 225616 225636 20.61 50
1287 225658 225669 10.82 50
1288 225734 225763 29.37 50
1289 225867 225905 37.79 30
1-443
Length of
Curve
1290 225907 225933 26.38 30
1291 225938 225955 17.01 30
1292 225972 225988 16.54 25
1293 226091 226114 23.13 20
1294 226122 226133 11.9 20
1295 226154 226184 30.39 30
1296 226207 226237 29.28 15
1297 226313 226348 34.39 30
1298 226364 226388 24.77 30
1299 226429 226452 22.91 50
1300 226463 226480 16.54 50
1301 226506 226538 31.98 30
1302 226602 226631 28.71 30
1303 226641 226667 26.72 30
1304 226716 226727 10.93 20
1305 226743 226754 11.35 20
1306 226784 226841 56.29 35
1307 226857 226874 16.91 50
1308 226882 226923 41.35 80
1309 226932 226953 21.8 50
1310 226994 227032 38.42 45
1311 227038 227059 21.07 50
1312 227089 227122 33.02 20
1313 227196 227243 46.72 30
1314 227260 227282 21.62 30
1315 227290 227328 38.37 30
1316 227332 227354 21.03 30
1317 227376 227385 9.06 50
1318 227400 227427 27.27 50
1319 227446 227469 23.26 25
1320 227491 227516 24.31 25
1321 227522 227548 25.8 25
1322 227552 227570 17.64 50
1323 227654 227686 31.82 50
1324 227696 227743 46.56 25
1325 227824 227848 24.08 200
1326 227908 227955 47.1 200
1327 228010 228057 47.14 25
1328 228142 228177 34.65 30
1-444
Length of
Curve
1329 228181 228255 73.69 40
1330 228271 228320 48.96 25
1331 228323 228339 16.91 15
1332 228351 228370 19.07 20
1333 228381 228407 25.66 15
1334 228448 228486 37.77 35
1335 228539 228555 16.17 35
1336 228565 228577 12.6 35
1337 228640 228662 21.74 50
1338 228698 228712 13.73 60
1339 228739 228750 11.43 60
1340 228756 228787 30.95 60
1341 228797 228829 31.94 40
1342 228835 228854 19.11 25
1343 228863 228878 15.23 50
1344 228902 228928 25.55 25
1345 228967 228984 16.27 25
1346 228989 229010 20.5 20
1347 229020 229036 15.65 40
1348 229067 229122 55.31 45
1349 229207 229256 49.31 200
1350 229408 229488 80.15 45
1351 229527 229549 21.78 30
1352 229570 229598 27.89 30
1353 229642 229660 17.46 30
1354 229674 229725 50.15 30
1355 229796 229813 17.28 20
1356 229836 229849 13.17 30
1357 229861 229903 42.69 35
1358 229912 229952 39.87 200
1359 230012 230054 41.95 20
1360 230112 230160 47.75 40
1361 230214 230258 44.29 30
1362 230280 230353 72.43 30
1363 230372 230439 66.83 30
1364 230522 230572 50.38 30
1365 230605 230621 15.7 25
1366 230641 230673 32.56 25
1367 230698 230741 42.83 25
1-445
Length of
Curve
1368 230751 230782 31.16 20
1369 230789 230812 22.41 20
1370 230830 230844 14.17 30
1371 230852 230871 19.44 30
1372 230895 230922 26.28 15
1373 230932 230959 26.73 30
1374 230974 231015 41.37 25
1375 231037 231057 19.16 30
1376 231086 231107 21.65 20
1377 231154 231170 16.84 20
1378 231195 231239 44.24 40
1379 231248 231262 13.83 20
1380 231290 231307 17.93 50
1381 231356 231383 27.02 40
1382 231399 231417 17.45 80
1383 231440 231467 27.55 30
1384 231473 231512 38.59 30
1385 231518 231559 40.48 40
1386 231581 231600 18.86 40
1387 231609 231639 30.05 30
1388 231648 231672 24.11 50
1389 231747 231785 38.06 25
1390 231795 231826 31.38 100
1391 231856 231916 59.58 30
1392 231922 231951 29.2 80
1393 231962 232027 65.3 50
1394 232096 232119 22.35 20
1395 232135 232158 23.76 50
1396 232185 232238 53.25 30
1397 232281 232311 30.26 60
1398 232324 232376 51.42 25
1399 232392 232416 23.86 40
1400 232431 232454 23.31 20
1401 232461 232493 31.23 20
1402 232521 232561 40.26 15
1403 232646 232684 37.74 15
1404 232716 232756 39.7 15
1405 232829 232893 63.46 25
1406 232915 232931 16.53 50
1-446
Length of
Curve
1407 232941 232971 29.15 100
1408 232986 233023 37.39 15
1409 233038 233059 20.46 50
1410 233061 233077 15.45 50
1411 233134 233198 64.47 25
1412 233199 233244 44.94 25
1413 233249 233272 23.22 20
1414 233318 233339 20.89 20
1415 233359 233400 41.34 40
1416 233441 233492 51.03 50
1417 233505 233539 33.92 50
1418 233660 233681 20.41 60
1419 233707 233729 21.99 25
1420 233730 233768 37.59 50
1421 233773 233817 43.96 25
1422 233836 233882 45.57 30
1423 233928 233943 14.91 100
1424 233960 233987 27.2 50
1425 234054 234087 33.07 500
1426 234143 234181 38.1 50
1427 234199 234215 15.54 30
1428 234230 234252 21.95 40
1429 234268 234301 32.74 30
1430 234330 234344 14.05 30
1431 234356 234392 35.79 25
1432 234401 234417 16.37 30
1433 234447 234460 12.55 25
1434 234470 234490 19.69 300
1435 234501 234517 16.59 200
1436 234587 234636 49.02 100
1437 234638 234662 23.81 30
1438 234706 234743 37.44 30
1439 234768 234830 61.86 40
1440 234835 234868 33.24 50
1441 234874 234915 40.64 50
1442 234976 235018 42.11 25
1443 235033 235073 39.74 25
1444 235080 235097 17.29 30
1445 235118 235134 16.29 30
1-447
Length of
Curve
1446 235182 235201 18.78 30
1447 235277 235284 6.92 30
1448 235289 235362 73.38 200
1449 235381 235401 19.92 50
1450 235407 235451 44.06 25
1451 235455 235497 41.82 20
1452 235511 235539 27.94 30
1453 235548 235571 22.97 20
1454 235618 235631 12.97 100
1455 235681 235716 35.09 40
1456 235724 235747 23.04 40
1457 235760 235779 18.67 30
1458 235789 235838 49.37 25
1459 235851 235914 62.29 25
1460 235923 235951 27.68 25
1461 235998 236035 36.6 30
1462 236061 236091 30.11 20
1463 236176 236197 21.18 30
1464 236225 236239 13.74 30
1465 236256 236305 49.15 30
1466 236333 236359 26.02 50
1467 236380 236412 32.82 20
1468 236422 236443 21.29 25
1469 236488 236501 13.25 25
1470 236504 236534 29.43 25
1471 236594 236616 22.43 25
1472 236645 236670 24.96 200
1473 236699 236739 39.69 200
1474 236779 236807 27.46 25
1475 236829 236853 24.71 30
1476 236870 236909 38.35 35
1477 236911 236959 47.57 30
1478 236976 237034 58.59 25
1479 237070 237082 12.61 25
1480 237090 237121 31.23 20
1481 237139 237155 16.25 25
1482 237211 237231 20.37 30
1483 237242 237285 42.79 30
1484 237304 237385 81.01 70
1-448
Length of
Curve
1485 237392 237407 14.76 40
1486 237454 237469 14.37 40
1487 237479 237523 44.62 25
1488 237568 237589 21.55 20
1489 237611 237632 20.93 30
1490 237649 237668 18.78 50
1491 237679 237710 30.65 25
1492 237738 237756 18.38 25
1493 237765 237813 47.9 30
1494 237845 237862 17.51 50
1495 237873 237910 36.44 100
1496 237931 237959 28.81 20
1497 238005 238055 50.16 30
1498 238061 238082 21.15 25
1499 238092 238142 50.26 40
1500 238142 238181 38.6 30
1501 238199 238230 31.7 30
1502 238246 238263 16.9 50
1503 238279 238321 42.04 50
1504 238347 238380 32.14 30
1505 238501 238516 14.37 30
1506 238526 238565 39.13 30
1507 238588 238631 42.29 30
1508 238644 238679 35.05 40
1509 238790 238815 25.51 35
1510 238823 238850 27.27 25
1511 238865 238908 42.69 80
1512 238938 238954 15.78 50
1513 238966 238991 24.36 25
1514 239004 239032 28.63 30
1515 239040 239064 23.92 30
1516 239124 239145 21.42 80
1517 239174 239193 19.25 30
1518 239201 239228 27.14 20
1519 239251 239305 54.13 45
1520 239315 239354 39.17 40
1521 239362 239395 33.36 40
1522 239402 239428 26.88 25
1523 239436 239469 32.94 15
1-449
Length of
Curve
1524 239479 239540 61.27 30
1525 239592 239607 14.76 20
1526 239618 239634 16.03 30
1527 239647 239663 16.14 50
1528 239680 239711 31.1 30
1529 239729 239753 23.92 30
1530 239788 239823 35.59 30
1531 239846 239875 29.27 30
1532 239925 239960 34.48 40
1533 239974 240035 60.56 40
1534 240048 240088 39.28 35
1535 240098 240132 34.05 25
1536 240144 240196 52.03 35
1537 240213 240251 38.17 25
1538 240259 240286 27.64 30
1539 240395 240446 50.99 30
1540 240457 240507 50.04 20
1541 240523 240535 12.24 40
1542 240540 240567 27.29 25
1543 240568 240598 30.29 50
1544 240605 240634 29.41 25
1545 240685 240702 16.89 40
1546 240707 240755 47.97 40
1547 240755 240802 47.42 25
1548 240818 240832 14.77 30
1549 240851 240895 44.15 25
1550 240900 240945 44.18 20
1551 240955 240988 32.66 30
1552 241008 241027 19.55 30
1553 241051 241064 13.22 50
1554 241112 241159 47.13 25
1555 241192 241241 49.68 20
1556 241344 241374 29.88 50
1557 241397 241449 51.61 25
1558 241454 241536 82.08 40
1559 241544 241569 25.64 35
1560 241576 241596 19.46 40
1561 241612 241631 18.82 100
1562 241645 241691 45.73 30
1-450
Length of
Curve
1563 241716 241753 37.43 50
1564 241775 241826 51.32 25
1565 242024 242091 67.37 35
1566 242131 242155 24.4 30
1567 242171 242221 49.53 30
1568 242243 242278 34.72 30
1569 242315 242339 24.48 50
1570 242359 242405 46.08 40
1571 242413 242444 31.66 30
1572 242490 242516 26.38 20
1573 242536 242592 56.26 25
1574 242658 242688 30.17 50
1575 242703 242734 31.86 20
1576 242749 242784 35.19 25
1577 242786 242811 24.24 30
1578 242850 242911 60.9 100
1579 242985 243016 30.53 40
1580 243028 243042 14.26 40
1581 243069 243095 25.95 30
1582 243103 243127 24.54 25
1583 243137 243151 13.42 25
1584 243168 243222 53.85 20
1585 243253 243296 42.41 30
1586 243330 243366 36.17 30
1587 243366 243392 26.27 50
1588 243413 243448 34.59 40
1589 243456 243488 32.2 20
1590 243503 243522 18.87 20
1591 243531 243575 43.62 25
1592 243607 243648 41.09 25
1593 243666 243684 17.85 30
1594 243691 243758 66.44 40
1595 243775 243812 36.76 25
1596 243834 243868 33.54 25
1597 243880 243913 33.16 25
1598 243923 243948 25.36 20
1599 243958 243984 25.75 20
1600 244031 244062 31.65 15
1601 244080 244144 63.84 30
1-451
Length of
Curve
1602 244176 244207 30.17 30
1603 244217 244263 46.54 50
1604 244296 244359 62.17 50
1605 244363 244389 26.18 15
1606 244396 244411 15.03 30
1607 244419 244441 22.27 20
1608 244496 244531 35.39 45
1609 244537 244567 30.07 45
1610 244601 244623 22.38 30
1611 244679 244754 74.2 150
1612 244795 244833 37.69 25
1613 244836 244852 15.76 25
1614 244859 244885 25.21 15
1615 244903 244943 40.82 20
1616 244958 244970 12.12 20
1617 244984 245021 36.88 25
1618 245034 245072 38.12 30
1619 245134 245158 24.01 20
1620 245214 245245 30.68 150
1621 245249 245275 25.66 30
1622 245304 245334 30.21 30
1623 245356 245380 23.15 50
1624 245381 245403 21.43 30
1625 245474 245515 41.11 20
1626 245520 245549 29.39 15
1627 245614 245717 103.1 120
1628 245739 245764 25.12 30
1629 245791 245808 17.32 15
1630 245834 245850 16.01 30
1631 245872 245881 9.2 50
1632 245924 245956 32.71 50
1633 245994 246040 46 60
1634 246059 246097 37.31 15
1635 246101 246120 19.13 30
1636 246126 246141 15.52 30
1637 246151 246167 15.41 30
1638 246216 246291 74.36 70
1639 246295 246318 23.49 20
1640 246370 246404 33.68 50
1-452
Length of
Curve
1641 246436 246452 15.37 15
1642 246464 246487 22.52 15
1643 246499 246519 19.29 15
1644 246530 246569 38.65 20
1645 246733 246752 19.75 30
1646 246764 246822 57.22 30
1647 246839 246863 24.18 50
1648 246879 246909 29.52 25
1649 246924 246950 25.17 25
1650 246964 247001 36.32 25
1651 247033 247052 18.79 50
1652 247098 247132 34.21 20
1653 247211 247253 42.74 60
1654 247259 247310 51.24 40
1655 247360 247406 45.8 25
1656 247414 247429 14.48 30
1657 247451 247481 30.22 60
1658 247509 247535 25.77 60
1659 247561 247597 36.4 30
1660 247640 247694 54.4 70
1661 247728 247775 47.01 70
1662 247787 247861 73.88 80
1663 247960 247992 31.56 80
1664 248039 248091 51.61 25
1665 248187 248231 44.26 30
1666 248265 248291 26.14 50
1667 248303 248325 22 40
1668 248336 248375 38.33 30
1669 248381 248405 23.4 30
1670 248420 248449 29.5 80
1671 248502 248529 27.24 15
1672 248533 248577 43.48 50
1673 248586 248618 31.78 25
1674 248621 248694 72.5 35
1675 248760 248802 41.6 100
1676 248947 248973 26.53 100
1677 248996 249020 23.8 50
1678 249032 249054 21.31 30
1679 249068 249094 26.48 30
1-453
Length of
Curve
1680 249109 249200 91.33 50
1681 249275 249307 32.8 80
1682 249383 249412 28.51 150
1683 249502 249544 42.01 150
1684 249430 249474 43.94 15
1685 249557 249588 31.58 150
1686 249667 249687 20.23 100
1687 249726 249747 20.29 100
1688 249800 249834 34 300
1689 249604 249649 45.2 15
1690 249917 249942 24.67 200
1691 250040 250055 14.22 500
1692 250139 250222 82.35 200
1693 250291 250319 28.36 500
1694 250358 250414 55.75 200
1695 250433 250465 32.19 200
1696 250498 250525 26.37 200
Reduction in conflict points -

The main objection of intersection design to reduce the severity of potential
conflicts between vehicles, pedestrians and facilities to facilitate. The
convenience ease and comfort of people traversing the intersection. Four basic
elements i.e. human factors, traffic consideration, physical elements and
economic factors enter into design consideration of at grade functions. For
better safety making conflicting streams to cross at more obtuse angle to have
better visibility ‘T’ junctions have been considered.
12.1.4 Access control
The project road is predominately a connecting road between villages. As such

no access control provision exercised in this report. For access management the
locations on horizontal curves, on crests, on site with poor visibility and close to
inter sections have been examined & necessary provisions have been taken up
to:
a) Restrict movements to left in & left out at the access using channelizing
island.
b) Move access further from intersection or curves.
1-454
c) Install median on inter section approaches eliminating right turning

maneuvers at access.
12.1.5 Extra Widening
The width of roadway is the most important factor for safety commuters on
undivided two lane carriageway. Further on hill roads, as applicable for the
project road, the adequate width of extra widening on sharp curves (Radius of
less than 300 m) is very essential from safety point of view. Recommended extra
widening at curves for 2 lane in given table:-
Widening of Pavement at curves for 2 - lane
Radius of Upto 61 to 101 to Above
21 to 40 41 to 61
curves (m) 20 100 300 300
Extra width
1.5 1.5 1.20 0.9 0.6 Nil
in metre
After detailed discussion with authorities dealing with State National Highway on
proposed cross-section of the project road to be adopted for design. The details
of both cross-sections, recommended by IRC standards and recommended by
the consultants are given below in Table:-
IRC Recommendation, as
Adopted
Scenario Component of per for
Roadway Project
IRC:SP:48- IRC:SP:74-
Road
1998 2007
Shoulder on Hill side 0.9 m 1.0 m 1.0 m
Carriageway 7.0 m 7.0 m 7.0 m
Normal
Shoulder on Valley
Scenario 0.9 m 2.0 m 2.0 m
side
Total Roadway* 8.8 m 10.0 m 10.0 m
Shoulder on Hill side 0.9 m 1.0 m 1.0 m
Carriageway 7.0 m 7.0 m 7.0 m
Constraint
Shoulder on Valley
Scenario 0.9 m 2.0 m 2.0 m
side
Total Roadway* 8.8 m 10.0 m 10.0 m
The side slopes of embankments have been kept as 1 ½:1 looking to the
characteristics of soil and restriction of available ground level conditions. It is a
deviation from the standards which provide minimum as 2: 1 slope.
1-455
The purpose of providing wider shoulders is to make more space available for
smooth and safe maneuvering. It has also been proposed not to provide
paved/hard shoulders, it has been earthen shoulders only, as from traffic volume
point of view and desired level of service, and the paved shoulders are not
justified.
Rumble Strips
On National Highways, there is a restriction of providing speed breakers,
whether it is a Rumble Strip or the hump type, for maintaining speed of flowing
traffic smooth with minimum hurdles. As the design speed is less, provisions of
Rumble Strips have not been taken.
12.1.6 Road Signs, Pavement marking and other traffic control devices.
The designer’s role is to provide a safe road environment that should:

• Provide adequate information for road users of the layout and conditions
ahead;
• Provide adequate warning of hazards or unusual layouts ahead;
• Provide positive control of road users’ passage through conflict points or
unusual sections;
• Provide a road performance that can “forgive” road users’ errors or
inappropriate behavior
Desirable minimum ‘design standards’ are attempted to use wherever possible
and advance information and warning are used to inform road users of the layout
ahead. However, overload of information must be avoided as it may cause road
users to focus too much on the unimportant data and shed vital information.
Conflicting information, an over abundance of road signs or a lack of delineation
can cause overload. Therefore a “safer” road environment can be defined as a
layout that:
• Provides clear, concise and phased release of road user information;
• Provides a consistent standard of road design and traffic control;
• Provides adequate warning of hazards.
1-456
Placement of sign boards place an important role. The placing of all signs have
been reviewed & relocated after calculating the time period required to see, to
take decisions to taking action and to implement by operating speeds.
In the project roads all above points have been considered & accordingly road
sign, other traffic devices, crash barriers pavement marker etc. in accordance
with IRC: 67-2012. Placements of all signage / boards have been shown in the
volume – II Drawing Part I & II.
12.1.7 Road side furniture and crash barriers
Safety barriers for motor-traffic are intended to prevent vehicles accidentally

leaving the highway. Typical locations are approaches to bridges and high
embankments. They are designed to withstand the impact of a vehicle and
deflect the same inwards, so provisions of safety barriers have also been
considered at these locations. End treatment for bridge / culvert crash barriers
has also been considered by providing crash cushions / crash attenuators at the
barrier ends. List of the location/place, for which various signage sign boards
have proposed, have been given in a separate volume XA Part II proposed
location of Traffic Signs.
12.1.8 Guard Rail
Guard-rails are needed for guiding pedestrian to subways, foot over bridges and
surface crossings and preventing them from splitting in to the carriageway. For
the project only surface crossing has been provided, therefore provision has only
been considered at these locations.
12.1.9 Merges: Ingress and Egress

Adequate sight distance is required in advance of any merging situation to allow
drivers to recognize and plan their merge. The length of acceleration and
deceleration lanes should not be insufficient; otherwise, it may lead to road
accidents. In addition it is important to provide a length of mutual sight allow the
gap to be selected for the merging manoeuvre. Merging should be avoided just
prior to the start of left hand curves.
On the project road provision of Truck lay byes have been taken in which due
consideration has been given for Ingress and Egress.
1-457
12.1.10 Marking of Overtaking Sections, Sight Distance, Night Visibility
Generally no overtaking zone marking are provided on summit curves, horizontal

curves and elsewhere in two and three lane highways where overtaking and
passing manoeuvres must be prohibited because of non-availability of safe
overtaking sight distance or other hazardous conditions, hence “No Overtaking
Zone” marking has been considered for project. The following figure shows the
“No Overtaking Zone” marking.
For night time visibility adequate provisions of retro reflective signs and pavement
markings have been considered. The Raised Pavement Markers (RPMs) have been
installed specially at curves, crests, near bridges, culverts and junctions.
12.1.11 Parked Vehicles

Vehicles parked on the carriageway affect the road environment, layout and
consequently safety. Safety problems experienced with parked vehicles are:
• Parked vehicles causing physical obstructions which are sideswiped or run
into.
• Parked vehicles causing sudden braking or nose-to-tail shunts
• Parked vehicles which deflect oncoming vehicles into adjacent vehicle paths
• Parked vehicles blocking visibility for any road user
• Parked vehicles between which pedestrians emerge.

To reduce the risk of parked vehicles provisions are made such as Bus shelters,
parking facilities for trucks so as to minimize parking in main traffic lanes.
Table no. 12.1 - Safety considerations related to design
IRC Standards
S.N. Geometric Element Mountainous Proposed
Steep terrain
terrain
1-458
IRC Standards
Steep terrain
terrain
Design Speed (Km/hr)
1 Ruling 50 40 40
Minimum 40 30 30
Carriage Way Width (m)
2 7.0 7.0
2 lane carriageway
As per
Shoulder width (m) TCS
3 (i) Paved hard shoulder 2 X 0.9 2 X 0.9
(ii) Earth hard shoulder 2 X 0.9 2 X 0.9
4 Formation width (m)
As per
(i) Two lane carriageway 8.8 8.8
TCS
(ii) Two lane with paved shoulder 10.6 10.6
Right of way (ROW) m
open areas………..Normal 24 24 15
5
Exceptional 18 18 -
Built up areas………Normal 20 20 10
Exceptional 18 18 -
Camber/Cross fall
(In straight section)
Thin bituminous surfacing 2-2.5% 2.0-2.5%
6 High type bituminous surfacing 1.7 - 2% 1.7 - 2.0% 2.5%
Min 3% or
Min 3% or 0.5%
0.5% more
Shoulders more than 3.5%
than
pavement
pavement
Minimum Curve Radius
(Area not effected by snow)
Ruling (m) 80 50 50
7 Absolute (m) 50 30 30
Note :- Radius are for ruling
design speed and minimum
design speed respectively
Super elevation not bound by limiting to limiting to limiting to
8
snow 10% 10% 10%
Stopping sight distance (m)
30 Km/hr 30 30 30
Min. Vertical Curve Length (M)
upto 35 Km/hr 15 15 15
11 Gradient
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IRC Standards
Steep terrain
terrain
Ruling 5% (1 in 20) 6% (1 in 16.7) 6%
Limiting 6% (1 in 16.7) 7% (1 in 14.3) 7%
Exceptional 7% (1 in 14.3) 8% (1 in 12.5) 8%
Hair Pin Bends
Minimum. Design speed (Km/hr) 20 20 20
Minimum Roadway width at apex 11.5 11.5 11.5
Minimum. Radius for inner curve 14 14 14
12 Minimum. Length of transition
curve 15 15 15
Maximum Gradient 2.5% (1 in 40) 2.5% (1 in 40) 2.50%
0.5% (1 in
Minimum. Gradient 0.5% (1 in 200) 200) 0.50%
Superelevation 10% (1 in 10) 10% (1 in 10) 10%
Extra widening on Curve (m)

(2 - lane)
Radius of curve up to 40 m 1.5 1.5 1.5
13 41-60 m 1.2 1.2 1.2
61-100 m 0.9 0.9 0.9
101-300 m 0.6 0.6 0.6
Above 300 m Nil Nil Nil
12.2 SAFETY ISSUES FOR NON-MOTORIZED TRAFFIC

12.2.1 Pedestrian Facilities along the road
In order to cater for non motorized traffic including for pedestrian some
measures are proposed. Pedestrian facilities are proposed near schools and
built up area to segregate the movement of pedestrians. This has been achieved
by providing a drain cum footpath arrangement at the end of carriageway on
both sides.
12.2.2 Pedestrian Crossings
Pedestrian Crossing has been proposed at major junction & in habited areas by
providing zebra crossing with stop line.
12.2.3 Lay-byes/ Bus bays
Pickup bus stop facilities with passenger shelters are provided in almost all
villages to facilitate the passenger requirements. On entire project road 40
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number of bus shelters are provided. The details are available in Volume X A
Part – II – Proposed location of Traffic Signs.
12.2.4 Bicyclist, Rickshaw and animal drawn carts

As mixed traffic is playing on the project road, therefore it is very likely to use the project road
by Bicyclist, Rickshaw and animal drawn carts but these are very much confined in built-
up and do not have much significance , hence no especial measures has been proposed.
The use of checklists is highly essential as they provide a useful aide memoire to
check that no important safety aspects are being over looked.
Table No. 12.2 – Safety issues for Non – Motorizes Traffic
S. No. Particulars of Non – Motorizes Traffic Safety Considerations
By providing covered road

1. Pedestrian Facilities along the road
side drains in built up area.
Pedestrian crossings have
2. Pedestrian Crossings been proposed at all major
junctions & in habited area.
Passenger’s shelters have
3. Lay byes / Bus bays been proposed with bus
bays.
No special measures has
been proposed as do not
4. Bicyclist, Rickshaw and animal drawn carts have much significance
and confined in built up
areas.
A TOR guideline has been followed and all aspects as per TOR regarding safety has
been Checked and narrated below:-
Table No. 12.3 – Check List
Contents Items Remarks

A. Any design changes since Stage 1. Yes
B. The detailed design from a road safety
Aspects to be viewpoint, including the road safety implications
checked of future maintenance (speed limits; road signs No
and markings; visibility; maintenance of street
lighting and central reserves).
Yes, wherever
Departures from standards
necessary
C1 : General Drainage Yes
Climatic conditions Yes
Landscaping Yes
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Services apparatus Yes

Lay-byes Yes
Access No
Skid-resistance Yes
Agriculture Yes
Safety Fences Yes
Adjacent development Yes
C2 : Local Visibility Yes
Alignment New/Existing road interface Yes
Layout Yes
Visibility Yes
Signing Yes
Lighting Yes
C3 : Junctions
Road Markings Yes
T,X,Y-junctions Yes
All roundabouts No
Traffic signals Yes
Adjacent land Yes
C4 : Non- Pedestrians Yes
Motorized road
Cyclists Yes
users Provision
Non-Motorized vehicles Yes
Advanced direction signs Yes
Local traffic signs Yes
C5 : Signs and
Variable message signs No
Lighting
Other traffic signs Yes
Lighting Yes
C6 : Build ability Yes
Construction and Operational Yes
Operation Network Management Yes
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CHAPTER – 13:
TRAFFIC MANAGEMENT DURING CONSTRUCTION
13.1 GENERAL
Road user safety has economic consequences in terms of property damage and
loss of earnings or production resulting from physical injury, in addition to the
emotional consequences of pain, suffering and death. Safety and economy are
the foundations on which competent design rests. Construction zones are an
integral part of any road system. Road construction and maintenance work is
hazardous for both the site operatives and the road user. In addition, speedy
vehicles create lots of pollution due to dust and noise around the work place.
Non-uniformity and inadequacy of traffic control devices and placement of signs
at various locations increases confusion for road users. The current techniques
of road improvement wherein traffic is allowed to use part of the existing
carriageway while construction, create considerable problems for traffic.
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Sometime delays lead drivers to frustration and then tendency of over speeding
to make up time. All this is detrimental to road safety.
13.2 PLAN OBJECTIVES
Construction zone creates situation where the road user faces a series of
unusual hazards in the form of unfamiliar routes, diversions, substandard
horizontal and vertical alignment, adverse cambers, construction equipment etc.
The road user also has to watch for traffic control devices apart from performing
normal driving functions of vehicle control and responding to other traffic and
hazards.
The guiding principles for safety in road construction zones are to:
• Warn the road user clearly and sufficiently in advance;
• Provide safe and clearly marked lanes for guiding road users;
• Provide safe and clearly marked buffer and work zones; and provide
adequate measures that control driver behavior through construction zones.
Before starting the construction work, which will influence traffic, the
contractor has to get the legal permission of the road traffic authority and
local police about the means and extent of securing the construction zone.
 Traffic Control Zone
It includes all those areas of carriageway in advance of the actual work site
which are required for advance warning of the hazard as well as safety zones,
the transition zones and the working zone itself.
The traffic control zone can be divided in to four components,
• Advance warning zone
• Approach transition zone
• Working zone
• Terminal transition zone

All construction zones will have a working zone, which is flanked, by a transition
zone for each direction of approaching traffic and an advance warning zone will
precede these in turn. These components are shown in Figure 13.1. The
distance between two traffic control zones should be such that the flow of traffic
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can return to normal stream between them. Separation should permit fast
moving traffic to overtake slow vehicles so as to normalize the traffic movement.
 Advance Warning Zone
The “Advance warning zone” is the area to warn the road user of the
approaching hazard and to prepare them for the change in driving conditions. It
is essential for traffic control in the construction zone. It should provide
information on:
• The presence of the hazard through the “road works ahead” sign,
accompanied by the distance to the hazard
• Any changes affecting traffic arrangements
• Extent of the hazard
• The type of hazard.

The advance warning zone is also where the reduction in speed of vehicles
should be notified. The drivers should be advised to reduce their speed so as to
achieve the desired approach speed before reaching the approach transition
zone. The information in this zone is conveyed through a series of traffic signs
along the length of the zone.
 Approach Transition Zone
The transition zone is the area in which the traffic is guided into the altered traffic
flow pattern around the working zone. This is one of the most crucial zones as
far as safety aspects are concerned because most of the movements involved
are merging / turning movements.
Approach transition zone reduces the approach speed of vehicles and channel
them into the narrower and / or restricted number of lanes or it diverts traffic
away from the original carriageway. The design of the temporary road geometry
through the transition zone should take into account the following factors:
• The turning radius of the longest vehicle that generally uses the road should
be the ruling radius for curves;
• Where changes in vertical profile are required these should be shallow

enough to allow safe passage of slow moving vehicles
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• The zone should have good drainage to avoid any ponding.
• Sources of dust should be minimized.

The traffic is taken across the transition zone mostly with the help of signs,
barricades, channelizes and pavement markings.
All the signs / barricades are to be maintained properly and kept clean of dust at
all times. Proper lighting arrangements for illuminating these signs must be made
during the night hours.
Traffic control has to be provided for the insufficient road width either by manual
flagging or by traffic signals. A waiting area with a properly demarcated stop line
has to be provided for the vehicles.
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Figure 13.1: Component of Traffic Component Zone

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 Working Zone
The working zone is where the actual construction is being undertaken. It

contains the work area and a working space, as well as lateral and longitudinal
buffer zones to create the safety zone to protect both the workforce from
wayward vehicles entering the area of actual work and the road users from
construction equipment. Speeds should continue to be controlled in this zone
because of the close proximity of moving construction plant and site operatives.
Further, there may also be a difference in the elevation of the road and the
diverted path in the zone.
The path of the traffic must be very clearly delineated through the traffic control
zone to avoid vehicle intruding into the work area. Delineators and channelisers
discussed below must be used effectively for this purpose. Where the work site
uses machinery with revolving booms like cranes or excavators the intrusion of
moving parts must be taken into account when determining the lateral
clearances for the buffer or safety zone.
 Terminal Transition Zone (TT Z)
The Terminal Transition Zone (TTZ) provides a short distance to clear the work
area and to return to normal traffic lanes. It extends from the downstream end of
the work area to the sign indicating the end of works.
A downstream or closing taper may be placed in the TTZ. It may be useful in
smoothening of the flow of traffic. However, it may not be advisable when the
trucks carrying material move into the work area by reversing from the
downstream end of working zone.
The distance between two traffic control zones may be kept 2 km to 5 km on
urban roads or 10 km on rural roads according to gradients, traffic levels or traffic
operation schemes.
The length of Traffic Control Zone will depend on the work being undertaken.
The recommended lengths for each component of the zone are as below:
Recommended Length of Traffic Control Zones
Length of
Average Approach Length of Advance Approach Length of Working
Speed (Km/h) Warning Zone (m) Transition Zone Zone (m)
(m)
50 or less 100 50
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51-80 100-300 50-100 Varies depending

81-100 300-500 100-200 on the site
Over 100 1000 200-300 condition.
There may be different situations in construction zone requiring full or partial or

closure of road looking to the type & location of work and the site conditions for
operating the displaced traffic on the remaining portion of the carriageway and
shoulders.
As pedestrians are likely to be present at urban sites, there must always be a
safety or buffer zone between the outer pedestrian barrier and the traffic.
13.3 PROJECT SITE
The Project road section is from Hamirpur (Km 141) to Mandi (Km 265) is a part of NH–
70 via Tauni Devi, Awah Devi, Sarkaghat and Dharampur and falls entirely in Himachal
State. The total length of this project section is 124 Kms, out of which initial 22 Kms
(from Km 141 to Km 163) falls in Hamirpur district and remaining 102 Km (Km 163 to
265) falls in Mandi District. The project road falls in high altitude area of Himalayas and
passes through Mountainous / Hilly Terrain.
Following measures shall be adopted for proper control, safety and smooth flow of traffic
during constriction.
 Traffic Control Devices
Traffic control devices are the equipment’s and installations over and on the
road, which individually and collectively perform to warn, inform and guide the
road user. It also ensures protection of the road user and the vehicle, safe
passage to the road user and providing a safe working area. Four basic
attributes of traffic control devices are essential to ensure that these devices
have effective: design, placement, maintenance, and uniformity. All traffic
control devices should be clearly visible both by day and night. They should be
kept properly aligned and legible at all times. They should be installed for the
minimum required time as they are a hindrance to the normal traffic flow and
should be removed immediately after the need is fulfilled. All traffic control
devices must be serviced and maintained correctly and spare devices / parts and
points for road markings must be available at site during the entire period of
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construction. The primary traffic control devices used in work zones are signs,
delineators, barricades, traffic cones, pavement markings and flashing lights.
 Signs
The road construction and maintenance signs fall into the same three major
categories as do other traffic signs that is regulatory signs, warning signs and
direction (or guidance) signs. Each sign should be well located so that its
message is seen and is clear, which will be assisted if the surroundings are
devoid of “unnecessary” sign and other clutter. These signs should be of retro-
reflective sheeting of high intensity grade or engineering grade depending upon
the importance of the road as directed by the engineer. The correct positioning
and size of sign will ensure that it can be observed and recognized, thereby
providing the driver with more time to react and take action.
The following principles should govern the positioning of sign:
• Their location should have clear visibility;
• They should be so placed that driver would have adequate time for
responses;
• As a general rule, signs should be placed on the left-hand side of the road.
Where special emphasis is required, duplicate signs should be installed on
the left and right side of roadway.
• As the project road is in the Mountainous / Hilly Terrain Signs shall generally
be fixed on the valley side of the road unless traffic and road conditions
warrant these to be placed on the hill side; and
• The signs should be covered or removed when they are not required.
• Regulatory signs impose legal restriction on all traffic. It is essential,

therefore that they are used only after consulting the local police and traffic
authorities.
Warning signs in the traffic control zone are utilized to warn the drivers of
specific hazards that may be encountered.
Direction signs are required at traffic control zones to provide the necessary
information and guidance for the alternative route and work being done.
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The most likely type of regulatory, warning and direction signs to be used
and placement of sign in traffic control zones have been shown below:
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 Delineators
The delineators are the elements of a total system of traffic control and have two
distinct purposes:
• To delineate and guide the driver to and along a safe path.
• As a taper: to move traffic from one lane to another.

These channelizing devices such as cones, traffic cylinders, tapes drums are
placed in or adjacent to the roadway to control the flow of traffic. These should
normally be retro-reflectorised.
 Traffic Cones and Cylinders
Traffic cones are often made of plastic or rubber and normally have retro-
reflectorised red and white band. Their advantages are that they:
• Cause minor impediments to traffic flow and capacity;
• Are well recognized and understood, without damaging vehicle when hit;
• Can be easily stored and transported; and
• Can be fastened to the pavement and self-restoring when hit.

The cones should be placed close enough together to give an impression of
continuity.
The Traffic cones are 500mm, 750mm and 1000 m high and 300 mm to 500 mm
in diameters or in square shape at base. Larger size cones should be used
where speeds are relatively high.
 Drums
Drums can be used as either channelizing on warning devices. These are highly
visible, give the appearance of being formidable objects and therefore command
the respect of drivers. The drums are normally metal drums e.g. empty bitumen
drums cut to the required height. They can be made of plastic also. Plastic
drums are lighter, pose fewer hazards to vehicles, workers and easy for
transportation and storage and generally have one or more flat sides to preclude
rolling. Drums may be filled up with earth or sand for stability. They should be
painted in circumferential stripes of alternate black and white. Drums should be
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reflectorised for use at night and should never be placed in the roadway without
advance warning signs.
 Barricades
Barricades are intended to provide containment without significant deflection or

deformation under impact and to redirect errant vehicles along the barrier. They
are designed to be easily relocated and have four specific functions to:
• Prevent traffic from entering work areas, such as excavations or material

storage sites;
• Provide protection to workers;
• Separate two-way traffic; and
• Protect construction such as false work for culverts and other exposed
objects.
Barricades can be portable or permanent. Portable barricades should be stable
under adverse weather conditions and appear substantial but not so much as to
cause excessive damage to the vehicle if they are struck.
Barricades are used when traffic is redirected and are more useful in repair work
that is generally intimated on emergency basis. They may be of wooden planks,
metal or other suitable material such as plastic and should be painted alternate
yellow and white strips of retro reflective paint. The strip should be slope down
ward towards the direction of traffic must turn to detouring. Permanent
barricades are erected at the point of closure when a road section is closed to
traffic on construction projects.
The barricades may be fixed or moveable as per the requirement. Typical
examples of fixed and movable barricades are as per below:
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 Temporary Diversions
Where the construction zone would close the road completely, the remaining
carriageway space would be insufficient for the traffic and create large delays,
and there is no suitable alternative route, it will be necessary to construct a
temporary carriageway for all or part of the traffic. This is most common situation
in the case of reconstruction of cross drainage works.
The temporary carriageway must satisfy the following requirements:
• It should have smooth horizontal and vertical profile with smooth vertical and
horizontal curves;
• It should not get overtopped by flood or drainage discharge under any

conditions;
• It should have adequate capacity to cater to the expected traffic;
• It should be dust free and should ensure clear visibility at all times of day
and night; and
• Barricading should be provided to prevent construction material falling on

the diversion.
Figure 13.2 shows the general layout for sign and traffic control devices for
temporary diversions.
 Precautions at Night
Adequate lighting arrangements should be carried out for the night. Due to poor
lighting arrangements there can be accidents. Appropriate road danger lamps
can be made available at the construction sites. In addition to this, retro
reflection cautionary/ warning sign boards are to be provided for guidance to the
traffic plying through this stretch.
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MEN AT WORK
OVERTAKING PROHIBITED
TURN
BARRICADE
REFLECTORIZED
DELINEATORS AT
3 m C/C
Figure 13.2 : Layout Signs and Control Devices for Road Closed with a Diversion
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 Flag Man
Where the lane kept for traffic during construction is very narrow, the traffic should be
controlled by providing Flagman at both the ends of control Traffic zone. Since Flagman
is responsible for human safety, it is important that qualified personnel be selected. A
flagman should have a least average intelligence, be mentally alert and in good
physical condition. He should have the sense of responsibility for the safety of public
and workmen and therefore be cautious but firm in manners. The flagman at the work
sites are expected to stop traffic intermittently and to maintain continuous traffic post at
the work site at reduced speeds to help and protect the workmen. For both of these
functions, the flagman must, at all times be clearly visible to approaching traffic for a
distance sufficient to permit proper response by the drivers to the flagging instructions
and to permit traffic to reduce speed before entering the work site. This distance is
basically related to approach speed and site conditions; however 60 m to 100 m is
desirable. In urban areas, this distance shall be reduced to 20 m to 50 m. The use of
the flag and sign paddle is illustrated in Fig.
13.4 PROPOSED TRAFFIC MANAGEMENT

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The traffic management should be closely coordinated with the sequence of the
construction operations and must include the following fundamental principles
within traffic control zones.
i. Make traffic safety an integral and high priority element of the project,
ii. Avoid inhibiting traffic as much as possible,
iii. Guide drivers in a clear and positive way,
iv. Perform routine inspection of traffic control elements and traffic
operations,
v. Give care and attention to roadside safety.
The ideal situation is that the traffic should be diverted to a detour for short
duration or to a separate diversion wherever possible. Since, the project is
basically widening of the existing sub-standard 2 lane to standard 2-lane along
with hard shoulder, undertaking the construction work on half of the carriageway
and utilizing the other half of carriageway and shoulder for traffic movement
would be the better solution. The sequence of construction, the length of the
work zones and corresponding traffic controls should be carefully planned and
preferably should be as under:
Stage 1 : The shoulder adjacent to the half of the carriageway that is going to
be used as diversion should be suitable strengthened to cater to the
diverted traffic volume.
Stage 2 : Reconstruction/strengthening work shall be carried out in the other
half of the carriageway.
Stage 3 : Having completed operations in stage 2 above, the reconstructed
pavement along with the hard shoulders shall be used as diversion
while reconstructing/strengthening the other half.
Above mentioned stages are shown below in Figure 13.3.
The traffic management plan to be adopted in each case should be decided after
due consideration of all relevant facts and after taking into account the traffic,
rainfall, carriageway width and condition of the existing road to ensure the
following:
i. protection of traffic during the period of construction and the reduction of
potential delays; and
ii. Safety of the workers engaged in construction activities.
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Figure13.3: Sequence of Reconstruction/Strengthening and Diversion for Two Lane

Carriageway
The width between the working space and moving traffic known as Lateral Buffer
Zone
Vary with the speed limit as shown below:
BUFFER SAFETY CLEARANCES
Minimum longitudinal Minimum lateral buffer
Speed restriction Km/h buffer zone (L) zone (s)
(m) (m)
50 or less 5.00 0.5
60 15 0.5
80 30 1.2
100 60 1.2
120 120 1.2
The lateral buffer zone safety clearance is measured from the outside edge of
the working space to the bottom of the conical sections of the cones on the side
nearest to the traffic.
Where the road width is so restricted as to prohibit the provision of the
appropriate lateral buffer safety clearance mentioned above, and diversion of
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traffic would be impractical, traffic speeds must be reduced to less than 15 km/h
and an agreed safe method of working imposed on the site. Whenever traffic
speeds are to be reduced, the method must be agreed in advance with the
competent authority. It must be decided in advance of the works & should be
recorded in writing.
For two way flow of traffic pass in the working zone, the road width must be at
least 7m. Pedestrians and cyclist should be given due considerations.
On the roads with no buses or goods vehicles and low flows of vulnerable users,
width of 5.5m could be acceptable but two way working should not be possible.
In this case the cones should be used to reduce the carriageway to not more
than 3.7m and traffic should be controlled by keeping the minimum width for one-
way traffic as 3.25 with an
absolute minimum of
3m. A typical layout is
given below:
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On a number of important hill roads there is seasonal heavy traffic due to tourist
or pilgrimage season etc. when the vehicles using road shows manifold increase
over the normal period. To ensure that such increased traffic does not result in
congestion and traffic bottlenecks, possible danger and safety to road users and
vehicles and to avoid accidents, a gate system may be introduced in the affected
sector.
Traffic is allowed at fixed timings so that UP and DOWN traffic do not use the
stretch simultaneously. However, to ensure that the travelling public is not put to
inconvenience and to reduce delays, central vehicle crossing grounds could be
created the stretch so that the UP and DOWN traffic converge on to the crossing
ground and proceed further to the destination. The gates and crossing grounds
function as traffic control points properly manned with telephone, radio sets etc.
for traffic control and convenience to road users. Such system has been found to
function efficiently not only in thickly trafficked corridors but also in stretches
where road passes through difficult terrain conditions like snow fall areas, high
mountain passes, etc. A typical arrangement is given in Fig.
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The following steps should be taken at the planning and implementation stages
to ensure safety of the workmen, safe and efficient passage of traffic:
i. The estimate for the improvement of the developmental work should

clearly provide for the cost of diversion and its maintenance during
construction period, based on correct assessment of the requirement;
ii. The details regarding the diversion of the traffic during the construction
period along with the proper signs, marking, etc., and traffic control
method and devices should be discussed in advance by the Engineer with
the executing agency;
iii. Proper location and operation of all traffic control devices should be
checked at intervals. The Engineer should drive a vehicle and walk, as a
road user would, in order to assess the correctness of the signs and their
placements. The check should include night surveillance to make sure
that the traffic is being adequately controlled during critical hours of
darkness; and
iv. At all times, the safety and convenience of pedestrians should be a major
consideration.
• General Precautions
The following defined precautions shall apply to all the work sites.
i. All the signs and delineators shall be maintained in a clean and brightly
painted condition at all times.
ii. Adequate lighting arrangements shall be made for proper visibility during
the negotiation of the work area; and
iii. Adequate arrangements like frequent sprinkling of water shall be made to
keep the area dust free.
(a) For Safety of Workmen

i. Workmen must be trained in use of tools and plants;
ii. Personal protective equipments shall be provided for all workforces.
iii. First-aid training to be provided to all workmen and enough safety kits
should be available at the sites;
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iv. Workers required on site during night hours must be provided with
fluorescent yellow jackets with reflective tapes;
v. Safety helmet must be given to all workmen at site and;
vi. First-aid posts should also be set up at important sites
(b) For Safety of Road User

i. As far as possible, the material, equipment and machinery should be
installed /parked in places sufficiently away from the berms in the
available road land. Only in the unavoidable cases, the same shall be
allowed to be collected/installed/parked near the edge of the berms. In
any case, no material should be collected nor any
equipment/machinery installed/parked on berms near and on the
curves;
ii. Machinery should be parked at appropriate places with red flags and
red lights on; and
iii. Minimum quantity of material required for one operation should be
collected.
(c) Construction/Working Zone
i. The working zones should be selected and shifted in small or reasonable

stretches to control traffic management better.
ii. Length of working zone stretch may be kept up to 1 or 2 km or as per site
condition at the time of working.
iii. The gap between two working zones may be kept from 2 km to 5 km or
decided by the client/contractors looking to the contract period & the work
programme schedule.
iv. After completion of work in working zone, the work may be taken up in the left
portion.
In the event of traffic being suspended on a section of hill road, the following
traffic arrangements should be made.
• If the duration of suspension is such as to necessitate diversion of traffic to
another route, guidance about this should be provided at the appropriate road
inter-section, on either side of the damaged section, where it would be possible
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for the through traffic to alter its course. This should be done with the help of
suitable warning signs put up in a pair, one just close to the intersection and the
other 30 to 60 meters away depending on vehicle speeds at the site. In addition,
a prominent ‘ROAD CLOSED” sign should be fixed on the far side of the
intersection blocking half the width of the carriageway. Word message on the
signs may be in more than one language according to needs of the road users.
To regulate traffic at the points of re-routing, police help may also be
requisitioned.
• Strong inviolable barriers should be erected in the immediate vicinity of the
damaged section on both sides. These should be supplemented by a “ROAD
CLOSED” sign affixed to the barrier in prominent position.
• The barricades should be protected by red warning lamps at the night which
should stay lit from sunset to sunrise. In addition, alternate black and white
diagonal strips (Reflectoriesd point/sheets) should be marked on these.
• A watchman should be present at the barrier at all times to control temporary
opening of barrier for construction traffic.
• Signs, lights, barriers and other traffic control devices should be kept maintained
in a satisfactory condition till such time the traffic is restored and allowed to
follow its normal path.
In the event of blockage of part carriageway on account of Landslides, or repair /
construction of cross drainage works in hill roads, following guidelines should be
followed.
• Traffic may be passed either over part width of the structure or a temporary
diversion, depending on site conditions, intensity and volume of traffic.
• One-way traffic operation should be established whenever the traffic is to be
allowed over part width of a structure. This should be done with the help of
flagmen, positioned on opposite sides, who should be on duty during all hours.
• Where for any reason traffic cannot be allowed over part width of a structure, a
temporary diversion should be constructed.
• At the point where traffic is to deviate from its normal path (whether on
temporary diversion of part width of the carriageway), the channel for traffic
should be clearly marked with the aid of pavement markings and painted drums
or a similar device. At night the passage should be delineated with lanterns or
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other suitable light source. To enhance night visibility, reflectorised paint or

sheeting may be used for the painting of markings and drums. Power operated
flashing lights may be used where needed and feasible.
• Strong barriers of suitable design should be erected on either side of the portion
of carriageway closed to traffic.
• On both sides, suitable regulatory / warning signs should be installed for the
guidance of road users.
• On each approach at least two signs should be put up one close to the point
where transition of carriageway begins and the other 30-60 m away. Signs may
be placed in the order “MEN AT WORK” at 60 m from work area, “NARROW
ROAD AHEAD” at 30m from work area and, “KEEP LEFT” at start of work area
and “RESTRICTION ENDS” at 30m beyond the area.
• Signs, lights, barriers and other traffic control devices, as also the temporary
diversion, should be kept well-maintained till such time the traffic is again able to
follow its normal path.
Traffic diversion/stoppage during blasting operations: Signs such as
STOPPAGE or MEN AT WORK shall be installed at appropriate locations and
frequency.
Preferably blasting shall be done when traffic is less as well as for short
durations.
Large Blasting Warning Signs

At the start of sections subjected to closure under blasting conditions and at
other frequently travelled sections, large changeable message informatory signs
should be installed to provide warning and/or information to users of conditions
expected on the route. The sign should also be used to inform public of sections
which are closed due to bizzard, landslides etc.
No parking and no standing/stopping sign: Safety, comfort and convenience

of road users, demands a proper and effective regulation of parking on hill roads,
due to inadequacy of wide areas for parking on roadside and steep slopes.
Parking restriction should be placed after a careful study of the traffic patterns
and engineering requirements. The signs for controlling parking should conform
to IRC: 67-1977 “Code of Practice for Road Signs” and should be accompanied
1-492
by suitable kerb or carriageway marking as indicated in IRC: 35-1970 “Code of

Practice for Road Markings”.
Large Weather Warning Signs

At the start of sections subject to closure under bad weather conditions and at
other frequently travelled sections, large changeable message informatory signs
should be installed to provide warning and/or information to users of conditions
expected on the route. The sign should also be used to inform public of sections
which are closed due to blizzard, landslides etc.
Centre line and no passing marking/signs

In accident prone location and sharp curves where head-on collisions are
common, centre line marking should be provided as indicated in IRC: 35-1970
“Code of Practice for Road Marking”. On blind curves in single lane roads the
width may be made two lane and lanes divided by studs/cats eye.
In addition to above, Traffic Management as detailed in IRC: SP: 48-1998 shall

be followed.
1-493
CHAPTER – 14:
CONCLUSIONS AND RECOMMENDATIONS
14.1 CONCLUSIONS
(a) The project road Hamirpur to Mandi part of NH 70 in the state of Himachal Pradesh. The
project road is in the mountainous range of Himalayas. National Highway 70 is of
inescapable, valued and volatile strategic importance as it connects sensitive border
region of India with Tibet/China. The project road is a section of NH 70 connecting
Hamirpur district to Mandi district of Himachal Pradesh. This project had been identified
for funding through World Bank under NHIIP programme. M/s Theme Engineering
Services have been selected as consultants to undertake the feasibility study and
preparation of Detailed Project Report for 2 lane/ 2 lane with paved shoulder
configuration. The order to commence consultancy services has been issued by
MORT&H vide letter No. RW/NH-12013/28/2010/SP(D/3)/P-9 dated 15.06.2010.
Subsequently vide MORT&H letter of September, 2013, it has been mentioned that
this project is not included in the World Bank Assistance Programme. The project
road corridor takes off from km 141 of NH 70 at Hamirpur and ending at Km 265 at
Mandi.
Due to sanction of work the construction of the present project shall be from design Ch
141+000 to design Ch 250+592. Existing Kilometer stones has not spaced exactly @
1000m apart, as the survey chainage of km 141/000 comes out as 141/000 and survey
chainage of km 265/555 comes out as 259/880, hence existing length comes out as
118.880km.
(b) Project road of 118.880 km survey length consists of 1.70km length of Double Lane
(1.5%), 10km length of Intermediate Lane (8.8%) and 101.7 km length of Single Lane
(89.7%).
(c) From functional and structural characteristics of existing road, pavement of more than
50% length of the project road, need to be reconstructed.
(d) The project road can broadly be divided into four homogeneous sections with respect to
traffic volume. The Average Annual Daily Traffic for the project road varies from 194
PCU to 2936 PCU.
(e) The capital civil cost, of the 109.592 km length of upgrading of project road, including
cost of civil works for road works, culverts, bridges, protection works and wayside
1-494
amenities is estimated at Rs 111218.84 Lacs (Including Land Acquisition, R&R and

utility shifting and Toll Plaza) million. Per km cost is Rs. 1014.84 Lacs.
(f) The economic viability analysis carried out for the project road indicates that the project
economically viable, the IRR is more than the resource cost of capital @ 12% for base
case and sensitivities.
(g) In financial analysis, the project is financially Not Viable on BOT basis even with 40%
Grant and 18 years Concession Period. Accordingly project should be undertaken on
EPC/annuity.
14.1.1 Proposals for Improvements
The present traffic is 199 to 3014 PCU and by the end of year 2040, the PCU reaches
14000 PCU, hence two-lane road with earthen shoulders would cater for the
requirement of LOS “C”. The improvement proposals included in the project are
summarised below:
S.N. Item Remarks

1 Proposed Improved Road 109.592 km
2 Widening Proposal
Eccentric Widening 47.982 km
Concentric Widening 36.646 km
Major Realignments (Sangroch, Awa
Devi, Chalothara, Baroti Village & 10.926 km
Mandi)
Realignment on account of
11.133 km
Geometric/Curve Improvements
3 Major Bridges 01 No. (New Construction)
4 Minor Bridges 07 Nos. (Reconstruction)
5 Culverts
Widening 163 Nos.
Retained 08 Nos.
New Construction 10 Nos.
Reconstruction 297 Nos.
6 Pavement Composition
BC 30mm, DBM 50 mm, WMM 100mm &
CTSB 200 mm.
For New Construction/Reconstruction SDBC-25mm, DBM- 50mm, WMM-
( From Km 193+025 to Km 224+400) 250mm, GSB-150mm
For New Construction/Reconstruction BC-40mm, DBM- 50mm, WMM-250mm,

( From Km 224+400 to Km 250+592) GSB-150mm
1-495
For Overlay
(From Km 141.000 to Km 145+825) BC-40mm, DBM- 50mm, PCC by BM
7 Truck Lay-bye 02 Nos.
8 Bus Shelters 40 Nos.
9 Toll Plaza 02 Nos.
14.2 RECOMMENDATIONS
(a) The Project Influence Area (PIA) region in the state is a thriving Hydel power hub in
the state and there are number of hydro power in operation and planned for future.
The mega power projects would have major influence on the state transport sector
to meet the growing demand for transport of goods and material for hydro project
and various services associated with it. The development of present road is
essential from the fact that the PIA region has number of running and upcoming
project in near future and the project road is the only connectivity for movement of
goods, machinery and manpower.
(b) Since project is financially Non Viable on BOT basis even with 40% Grant and 19
years Concession Period, it should be undertaken on EPC/annuity. However as per
the current guidelines the project road with base year traffic of 5000 PCU per day or
below may be taken up for implementation under EPC. Hence Consultant
recommends the project road to be developed on EPC basis in 3 packages as
detailed below:
S. Length Civil Cost

Packages Stretch
No. (Km) (Rs. In Lakhs)
1 I Km 141000 to Km 181+000 40.000 27929.64
2 II Km 181+000 to Km 208+950 27.950 19296.97
3 III Km 208+950 to Km 250+592 41.642 23812.26
Total 109.592 71038.86
1-496

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Theme Engineering Services Pvt.

Ltd Final Detailed Project Report, Chapter -1: Introduction

Chainage Approx Length

1.2 SCOPE OF SERVICES OF THE PROJECT

1.3 PROJECT LOCATION

Fig.1.1: Project Road Location Map

1.4 EXISTING FEATURES

1.4.1 Land Use

Lower density of urban development; road side business alongside the

Table 1.1: Land Use Pattern along the Road stretch

33 166+000 167+200 1200 Builtup Area+Agriculture land

85 210+300 210+800 500 Agriculture land

137 244+850 244+900 50 Agriculture land

Table 1.2 List of Forest land along the Road Stretch

1.4.3 Water Bodies

Table: 1.3 List of Water Bodies along the Road Stretch

S.N. Name of Water Body Existing Km

Particulars and characteristics of Himanchal zone

Particulars and Shivalik Trance-

Summer March to June with maximum temperature upto 38o c

Winter October to February with minimum temperature going upto 3o c

1.4.6 Roadside Development and Villages

1.4.7 Existing Right of Way (ROW)

Start End Width of

1 141+000 142+800 1+800 15.00

2 142+800 143+000 0+200 12.24

3 143+000 143+200 0+200 15.00

4 143+200 143+400 0+200 14.87

5 143+400 144+200 0+800 15.00

6 144+200 144+400 0+200 10.54

Start End Width of

7 144+400 144+600 0+200 15.00

8 144+600 144+800 0+200 13.87

9 144+800 145+800 1+000 15.00

10 145+800 146+000 0+200 12.27

11 146+000 146+400 0+400 15.00

12 146+400 146+600 0+200 10.93

13 146+600 146+800 0+200 9.93

14 146+800 147+000 0+200 8.81

15 147+000 147+200 0+200 15.00

16 147+200 147+400 0+200 11.65

17 147+400 147+800 0+400 15.00

18 147+800 148+000 0+200 14.65

19 148+000 148+200 0+200 15.00

20 148+200 148+400 0+200 10.68

21 148+400 148+600 0+200 9.83

22 148+600 149+000 0+400 15.00

23 149+000 149+200 0+200 9.87

24 149+200 149+400 0+200 15.00

25 149+400 149+600 0+200 9.35

26 149+600 149+700 0+100 15.00

27 149+700 150+800 1+100 15.00

28 150+800 151+000 0+200 5.87

29 151+000 151+200 0+200 15.00

30 151+200 151+400 0+200 9.78

31 151+400 151+600 0+200 7.51

32 151+600 151+800 0+200 8.49

33 151+800 152+000 0+200 15.00

34 152+000 152+200 0+200 5.40

35 152+200 152+500 0+300 12.85

Start End Width of

36 152+500 152+600 0+100 13.90

37 152+600 153+200 0+600 15.00