Madhya Pradesh Road Development

Corporation Ltd.
(M.P. State Highway Authority)

Consultancy Services for Preparation of Detailed Project Report for 2

lanes/2 lane with paved shoulder configuration of Package-D in the state
of Madhya Pradesh

DETAILED PROJECT REPORT

Volume-I : Main Report

Road Name : BACHON-CHANDLA-SARWAI-GORIHAR-

CHANDRAPURA (MP-UP BORDER) (SH-5)
 Volume-I
Main Report
 CONSULTANCY SERVICES FOR PREPARATION
OF DETAILED PROJECT REPORT FOR 2
DETAILED PROJECT REPORT
LANES/2 LANE WITH PAVED SHOULDER
CONFIGURATION OF PACKAGE-D IN THE TABLE OF CONTENT
STATE OF MADHYA PRADESH BACHHOUN TO CHANDRAPURA ROAD (SH-05)

Table of Contents
1.0 Executive Summary ............................................................... 1-1
1.1 Introduction ......................................................................... 1-1
1.2 Scope of Study ...................................................................... 1-1
1.3 Socio - Economic Profile ........................................................... 1-1
1.4 Project Description ................................................................. 1-2
1.5 Railway Crossing .................................................................... 1-14
1.6 Traffic Survey Analysis and Forecast ............................................ 1-14
1.7 Capacity Analysis ................................................................... 1-18
1.8 Result of Engineering Survey and Investigation ............................... 1-18
1.9 Improvement Proposal ............................................................. 1-19
1.10 Way Side Amenities ................................................................ 1-42
1.11 Cost Estimate ........................................................................ 1-43
1.12 Conclusions and Recommendation ............................................... 1-43

2.0 Introduction ....................................................................... 2-1

2.1 Project Location .................................................................... 2-2
2.2 Objective of Consultancy ......................................................... 2-3
2.3 Scope of Service .................................................................... 2-4
2.4 Structure of Detailed Project Report ........................................... 2-4

3.0 Project Road Description ........................................................ 3-1

3.1 Project Road Description .......................................................... 3-1
3.2 Location .............................................................................. 3-1
3.3 Climate ............................................................................... 3-2
3.4 Land Use.............................................................................. 3-3
3.5 Terrain Classification .............................................................. 3-4
3.6 Soil Types ............................................................................ 3-4
3.7 Towns and Villages ................................................................. 3-4
3.8 Preliminary Technical Assessment of Existing Road .......................... 3-5
3.9 Bypass and re-alignment .......................................................... 3-13
3.10 Utilities and Services ............................................................... 3-18
3.11 Project Road Constraints .......................................................... 3-18

4.0 Traffic Studies and Demand Forecasts ....................................... 4-1

4.1 Introduction ......................................................................... 4-1
4.2 Project Corridor ..................................................................... 4-1
4.3 Objectives of the Study ........................................................... 4-1
4.4 Classified Traffic Counts .......................................................... 4-2
4.5 Analysis of Traffic Survey ......................................................... 4-5
4.6 Intersection Turning Movement Survey ......................................... 4-10
4.7 Origin Destination Survey ......................................................... 4-11
4.8 Analysis of Axle Load Survey ...................................................... 4-12
4.9 Homogeneous Section .............................................................. 4-13
4.10 Growth Rate ......................................................................... 4-13
4.11 Traffic Forecasts .................................................................... 4-14
4.12 Analysis for Level of Service and Highway Capacity Augmentation ....... 4-16
4.13 Capacity Analysis ................................................................... 4-17
 CONSULTANCY SERVICES FOR PREPARATION
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DETAILED PROJECT REPORT
LANES/2 LANE WITH PAVED SHOULDER
CONFIGURATION OF PACKAGE-D IN THE TABLE OF CONTENT
STATE OF MADHYA PRADESH BACHHOUN TO CHANDRAPURA ROAD (SH-05)

5.0 Proposed design Basis, Standards and Specifications ...................... 5-1

5.1 General ............................................................................... 5-1
5.2 Design Standards ................................................................... 5-1
5.3 Terrain Classification .............................................................. 5-2
5.4 Design Speed ........................................................................ 5-3
5.5 Level of Service (LOS) ............................................................. 5-3
5.6 Right of Way ......................................................................... 5-5
5.7 Cross Sectional Elements .......................................................... 5-5
5.8 Horizontal Alignment .............................................................. 5-9
5.9 Vertical Alignment.................................................................. 5-9
5.10 Design Standards for Bridges / Structures...................................... 5-12
5.11 Carriageway Width ................................................................. 5-15
5.12 Span arrangement .................................................................. 5-15
5.13 Vertical and Lateral Clearance ................................................... 5-16
5.14 Design Standards for Hydrology / Drainage .................................... 5-16
5.15 Intersection/ Junctions ........................................................... 5-24
5.16 Partial access control ............................................................. 5-26
5.17 Toll Plaza ............................................................................ 5-26
5.18 Road Furniture and Other Features ............................................ 5-27
5.19 IRC codes and Specifications for Design of Highways ........................ 5-30
5.20 Traffic Signs and Road Markings ................................................. 5-31

6.0 Cost Estimate....................................................................... 6-1

6.1 General ............................................................................... 6-1
6.2 Computation of Quantities ........................................................ 6-4
6.3 Specifications........................................................................ 6-6
6.4 Basis of Cost Estimate ............................................................. 6-6
6.5 Construction Cost ................................................................... 6-7

7.0 Socio - Economic Profile ........................................................ 7-1

8.0 Engineering Survey and Investigations ....................................... 8-1

9.0 Environmental Impact Assessment ............................................. 9-1

10.0 Conclusions and Recommendations ............................................ 10-1

10.1 General ............................................................................... 10-1
10.2 Audit of Proposed Design .......................................................... 10-1
10.3 Recommendations .................................................................. 10-3
 Chapter-1

Executive Summary
 CONSULTANCY SERVICES FOR PREPARATION
OF DETAILED PROJECT REPORT FOR 2 DETAILED PROJECT REPORT
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STATE OF MADHYA PRADESH -CHANDRAPURA (UP-MP BORDER(SH-5))

Chapter -1
Executive Summary
1.1 Introduction

Madhya Pradesh Road Development Corporation (MPRDC), Bhopal has been entrusted
preparation of Detailed Project Report of selected stretches/corridor of Highway for
Two/Two Lanning with paved shoulder configuration.

The Detailed Project Report thus prepared shall contain the scheme and layout of the
development of the highway and the project facilities, preliminary design, costing and
financial viability based on present and future traffic. The Detailed Project Report would
thus provide all technical details, based on which comprehensive bid document can be
prepared so that realistic bids are received from prospective bidders.

1.2 Scope of Study

The project study consists of preparation of the following: -

KD 1 – Inception Report & Quality Assurance Plan;
KD 2 – Alignment Report
KD 3 – Submission of GAD of Structures
KD 4 – Draft Detailed Project Report
KD 5 – Land Plan & Utility Relocation
KD 6 – Environment and Social Impact Assessment
KD 7 – Final Detailed Project Report
KD 8 – (a) Project Related Clearance
(b) Completion of Service (Bid Process)

1.3 Socio - Economic Profile

The BACCHOUN-CHANDLA-SARWAI-GORIHAR Road is located in the district of

CHHATARPUR, which in turn is located in the State of Madhya Pradesh. Madhya Pradesh
is the second largest state in terms of geographic extent, covering an area of 308,244 sq.
km. The state is administratively divided into 51 districts. As per 2011 census, Madhya
Pradesh has a population of 72 million accounting to 6 per cent of India’s population.
State population has grown at 20.3 per cent between 2001- 2011. Population density of
the state is 236 persons per square kilometre and is significantly lower than the national
average of 382 persons per square kilometre. Further, distribution of population among
the districts is uneven with 21 districts registering population density of less than 200
persons per square kilometre resulting in regions with relatively higher and lowers
human capital availability.

Majority of the state (around 72 per cent) population still lives in rural areas. However,
there has been a steady growth in urbanization, with the emergence of industrial
clusters in the districts of Indore, Bhopal, and Gwalior as destinations for intra state
migration.

Index Map Enclosed Below

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INDEX MAP

SH-5 Bacchoun-Chandla-Sarwai-Gorihar-Chandrapura Road (MP-UP Border)

Fig-1-1: Index Map of Project Road

1.4 Project Description

The Project Road Bacchoun to Chandrapura (SH-5) is situated in Chhatarpur district in the
State of Madhya Pradesh. The total Length of the Project Road as per Top survey is 57.730 km
and Design Length is 57.640 km. The project road starts from T- Junction at Chainage 0+000
Bacchaun village. (2763390.38 m N 408968.30 m E) and passes through many villages/towns
Bacchaun, Mukundpur, Sarai, Pandeypurva, Nayapurva, Chandla, Kanchanpur, Himmatpur,
Naharpur, Singpur, Chak khadeha, Mahoi khurd, Sarwai, Churyari, Gourihar, khaddi,
Chandrapura and ends at Ch. 57+730 on existing State Highway Km. Stone 44 (2807011.82 m
N, 17757.06 m E) in Chandrapura of Chhattarpur District, (M.P.) The project road has
connectivity with the MP-UP border.

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Start point of the project road:

The project road starts from T- Junction at Chainage 0+000 Bacchaun village near 0 Km
stone of PMGSY road Bilahari.

Photo -: Starting Point of Project Road

End point of the project road:

The project road ends at Ch. 57+730 near the MP-UP border on existing State Highway (SH-5)
Km.Stone no. 44 (2807011.82 m N, 417757.06 m E) in Chandrapura of Chhattarpur District.

Photo-: End Point of Project Road

Climate of Chhattarpur District –

Chhattarpur District:

Chhattarpur has a humid subtropical climate with hot summers, a somewhat cooler monsoon
season, and cool winters. Heavy rainfall occurs in the monsoon season from June to September.
The average temperature in Chhattarpur is 25.7 °C. In a year, the rainfall is 985 mm (38.8
inches). The Chhattarpur is located close to the equator, making the summers difficult to
define.

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Pavement Condition –

The existing pavement of the project road is bituminous with a carriageway width is 5.5m and
Cement Concrete pavement is also found at some locations. During the Site inspection
approx. 86.5% is a bituminous surface and 13.5 % is Cement Concrete Surface observed in the
project road. The general condition of the pavement was found to be poor. The width of the
earthen shoulder varies from 1.0 to 2.5 m on both sides with heavy vegetation present on
most of the length.

Photo-: Pavement Condition of Project Road

All major utilities follow the road alignment as the project road connects to Bacchoun-Chandla-
Sarwai-Gorihar-Chandrapura. Utilities like electric pole, Transformers, OFC, hand pumps etc.
were observed on both sides of road.

Photo-: Location of Bacchoun Photo-: Location of near Kitpura Tigaila

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Table 1-1 List of Villages

Existing Chainage
Sr. Length Design Chainage (m.) Length Name of
(m.)
No. (m) (m) Village/Town
From To From To
1 0+000 1+160 1160 0+000 1+160 1160 Bachhon
2 1+740 2+220 480 1+740 2+220 480 Bachhon scattered
3 3+940 4+080 140 3+895 4+075 180 Mukundpur scattered
4 4+260 5+300 1040 4+255 5+295 1040 Sarai
5 6+780 6+880 100 6+770 6+870 100 Pandeypurva
6 8+880 9+400 520 8+870 9+390 520 Nayapurva
7 13+220 17+420 4200 13+200 17+380 4180 Chandla
8 19+160 19+300 140 19+140 19+280 140 Kanchanpur
9 20+400 20+540 140 20+380 20+520 140 Himmatpur
10 21+450 21+550 100 21+430 21+530 100 Naharpur
11 23+600 23+780 180 23+580 23+760 180 Singpur
12 25+760 25+900 140 25+740 25+880 140 Chak khadeha
13 26+820 27+300 480 26+800 27+280 480 Mahoi khurd
14 27+480 28+160 680 27+460 28+140 680 Mahoi khurd
15 29+880 30+460 580 29+860 30+440 580 Sarwai scattered
16 30+580 32+680 2100 30+560 32+660 2100 Sarwai
17 38+120 38+240 120 38+100 38+220 120 Churyari
18 43+780 45+140 1360 43+755 45+110 1355 Gourihar
19 49+900 51+320 1420 49+870 51+295 1425 khaddi
20 56+980 57+380 400 56+940 57+340 400 Chandrapura

1.4.1 Geometrics
The horizontal alignment of the Project traverses through plain terrain. It is essential to
improve substandard geometrics at various locations on project road. Geometric improvements
shall be made as per standard and specifications. In order to upgrade the road to the geometric
requirements commensurate with the design speed, improvement has been proposed for the
Project Road. The alignment passes through several villages and habitation areas of which
some have built-up sections.
Longitudinal lined/unlined drain shall be provide near ROW in scattered built up section with
outlets to cross drainage structures.

Photo-: Horizontal alignment along the project road

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1.4.2 Road Junctions

The project road traverses through habitation, Rural, and Open area. There are 2 No. of major
and 43 Nos. of minor junctions which join the project road at different locations. A summary of
major and minor junctions is given in Table 1.2 & 1.3 below.

Table 1-2: List of Major Junctions

Existing
Sr. Destinations of Type of Category of Junction
Chainage Road Side
No. Cross Road Junction (Major/Minor)
(Km)
I II III IV V VI

1 12+880 Lavkush Nagar T-Junction LHS Major

2 14+740 Ajaigarh Y-Junction RHS Major

Table 1-3: List of Minor Junctions

Sr. Existing Destinations of Type of Category of
Road Side
No. Chainage (Km) Cross Road Junction Junction(Major/Minor)
I II III IV V VI
1 0+000 Bilhari T-Junction RHS Minor
2 1+180 Bachhaun city road Y-Junction LHS Minor
3 1+860 Village road T-Junction RHS Minor
4 4+000 Ranipur T-Junction RHS Minor
5 4+020 Mukundpur T-Junction LHS Minor
6 5+080 Village road T-Junction RHS Minor
7 6+460 Bundlapurva T-Junction RHS Minor
8 7+160 Pandeypurva Y-Junction RHS Minor
9 8+300 Lawraha Y-Junction LHS Minor
10 9+970 Parsedi T-Junction LHS Minor
11 10+870 Chatibaho T-Junction RHS Minor
LHS-Village Road,
12 13+380 X-Junction BHS Minor
RHS-Chandla
13 15+820 Gohani T-Junction RHS Minor
14 16+800 Rawpur T-Junction LHS Minor
15 19+290 Ramjhala T-Junction LHS Minor
16 20+260 Patalee T-Junction LHS Minor
17 20+670 Simariya T-Junction RHS Minor
18 21+450 Naharpur T-Junction LHS Minor
LHS-khadeha, RHS-
19 25+830 X-Junction BHS Minor
Dhawa
20 26+930 Mahoikalan T-Junction RHS Minor
21 27+210 Rajaura T-Junction LHS Minor
22 30+530 Kishori pukhari T-Junction LHS Minor
23 31+230 Basrahi X-Junction BHS Minor
24 31+680 Goyra T-Junction RHS Minor
25 34+600 Kirathpur T-Junction RHS Minor
26 34+680 Village road T-Junction LHS Minor
27 35+240 Bhadurpur Y-Junction LHS Minor

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Sr. Existing Destinations of Type of Category of

Road Side
No. Chainage (Km) Cross Road Junction Junction(Major/Minor)
I II III IV V VI
28 37+190 Churyari T-Junction RHS Minor
29 38+140 Nadauta Y-Junction LHS Minor
30 38+200 Village road T-Junction RHS Minor
31 38+440 Churyari T-Junction RHS Minor
32 38+800 Gahabara T-Junction LHS Minor
33 40+920 Village road Y-Junction LHS Minor
34 44+060 Gorihar Y-Junction LHS Minor
LHA-Gurihar, RHS-
35 44+720 X-Junction BHS Minor
Kitpura
36 45+380 Village road Y-Junction RHS Minor
37 50+440 Khaddi Y-Junction RHS Minor
38 50+610 Palta T-Junction LHS Minor
39 50+840 Jaibaran Y-Junction LHS Minor
40 51+580 Mavaighat Y-Junction RHS Minor
41 54+850 Sisolar T-Junction RHS Minor
42 56+880 Manawar T-Junction RHS Minor
43 57+600 Village road T-Junction RHS Minor

1.4.3 Bridge & Cross Drainage Structures

There are a total of 105 existing structures found along the Project stretch. These include 7
Minor bridges and 98 Culverts (20 Slab Culverts and 78 Pipe Culverts) are identified. Most of
the Major and Minor Bridges of Solid Slab Type Superstructure.

Table 1-4 Summary of Existing Bridges and CD works is as below

Type of Major Minor Vehicular Slab /Arch/ BOX Hume Pipe
Structure Bridges Bridges Under Pass Culvert Culvert Culvert
I II III IV V VI VII
Existing
Structure 105 - 7 - 20 - 78
Nos.

Photo-: Structure along the project road

Minor Bridge at CH- 5+420 Minor Bridge at CH-24+580

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Minor Bridge at CH- 31+730 Minor Bridge at CH-37+860

Minor Bridge at CH- 42+240 Minor Bridge at CH-47+660

Minor Bridge at CH- 49+280

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Slab Culvert at CH-3+640 Slab Culvert at CH-6+880

HPC at CH-3+880 HPC at CH-13+580

VCW at CH-8+000 VCW at CH-35+510

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FCW at CH-0+625

Table 1-5: Major Bridge

Details of Existing Structures
Existing
Sr. No. Type of Existing No of Span / Pipe x Width of Condition of
Chainage
Structure Length of Span / Dia Structure Structure
I II III IV V VI
NIL

Table 1-6: Minor Bridge

Details of Existing Structures
Sr. Existing Type of No of Span /
Width of
No. chainage Existing Pipe x Length Condition of Structure
Structure
Structure of Span / dia
I II III IV V VI
Stone Masonry MNB is in poor
1 5+420 Minor 3 x3.0 8
Condition
Stone Masonry MNB is in poor
2 24+580 Minor 2 x7.0 12.7
Condition
Stone Masonry MNB is in poor
3 31+790 Minor 2 x 8.5 10
Condition.1 Span is fully choked
Stone Masonry MNB is in poor
4 37+860 Minor 1 x 9.0 9.5
Condition
Stone Masonry MNB is in poor
5 42+240 Minor 5 x 8.5 8.5
Condition
2 x 11.8 + 2 x
6 47+600 Minor 6.5 MNB is in Poor Condition
15
7 49+280 Minor 12x2.5 6.4 MNB is in Poor Condition

Table 1-7: - List of Existing HPC/VCW/Pipe Culverts

Details of Existing Structures
Sr. Existing
Type of No of Span /
No. Chainage Width of
Existing Pipe x Length Condition of Structure
Structure
Structure Span / Dia.
I II III IV V VI
1 0+120 HPC Choked 10.4 HPC is choked and is in poor condition
Stone Masonry Culvert is in poor
2 2+920 HPC 3 ROW 1000 12.8
condition
Stone Masonry Culvert is in poor
3 3+880 HPC 1 ROW 1000 13.00
condition
Stone Masonry Culvert is in poor
4 4+340 HPC 1 ROW 1000 13.00
condition

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Details of Existing Structures

Sr. Existing
Type of No of Span /
No. Chainage Width of
Existing Pipe x Length Condition of Structure
Structure
Structure Span / Dia.
I II III IV V VI
5 4+510 HPC 1 ROW 1000 13.00 Culvert is in poor condition
Stone Masonry Culvert is in poor
6 4+750 HPC 1 ROW 1000 10.60
condition and partially choked
Stone Masonry Culvert is in poor
7 4+860 HPC 1 ROW 600 12.90
condition
1 x 0.4 & 1 Stone Masonry Culvert over the canal is
8 9+800 HPC 13.00
ROW 300 in poor condition
Old HPC widened with a slab is in poor
9 10+900 HPC 1 ROW 600 12.50
condition
Stone Masonry Culvert is in poor
10 12+200 HPC 2 ROW 900 13.30
condition
11 13+580 HPC 2 ROW1000 13.30 HPC is in fair condition
12 14+020 HPC 3 ROW 900 13.30 HPC is in poor condition
13 15+580 HPC 2 ROW 1000 12.40 HPC is in poor condition
14 16+150 HPC 2 ROW 1000 13.70 HPC is in poor condition
15 16+600 HPC 3 ROW 1000 16.80 HPC is in fair condition
16 17+900 HPC 2 ROW 1000 13.00 HPC is in poor condition
17 18+700 HPC 1 ROW 1000 13.50 HPC is in poor condition
Stone Masonry Culvert over the canal is
18 19+040 HPC 1 ROW 1200 13.30
in poor condition
19 19+780 HPC 1 ROW 1000 14.60 HPC is in poor condition
20 19+980 HPC 1 ROW 600 12.50 HPC is in poor condition
21 20+110 HPC 1 ROW 1000 10.8 HPC is in poor condition
22 20+400 HPC 1 ROW 1000 10.5 HPC is in poor condition
23 20+820 HPC 1 ROW 1000 13.3 HPC is in poor condition
Stone Masonry Culvert is in poor
24 21+260 HPC 1 ROW 900 12.70
condition
25 21+720 HPC 1 ROW 1000 15.5 HPC is in poor condition
26 22+000 HPC 1 ROW 1000 14.40 HPC is in poor condition
27 22+320 HPC 1 ROW 1000 12.90 HPC is in poor condition
Stone Masonry Culvert over the canal is
28 22+850 HPC 1 ROW 1000 12.70
in poor condition
29 23+100 HPC 1 ROW 900 12.70 HPC is buried and is in poor condition
30 23+560 HPC 2 ROW 1000 13.00 HPC is in poor condition
Stone Masonry Culvert is in poor
31 24+160 HPC 1 ROW 1000 13.00
condition
Stone Masonry Culvert is in very poor
32 25+400 HPC 1 ROW 1000 10.30
condition
33 26+660 HPC 2 ROW 1000 10.90 HPC is in poor condition
Stone Masonry Culvert is in fair
34 27+770 HPC 1 ROW 600 10.70
condition
Stone Masonry Culvert over the canal is
35 28+540 HPC 1 ROW 600 11.30
in poor condition
36 28+950 HPC 2 ROW 1000 12.90 Culvert is choked on both sides
The stone masonry structure over the
37 29+340 HPC 1 ROW 600 11.00
canal is in good condition
38 29+600 HPC 2 ROW 1000 11.50 HPC is in poor condition
Stone Masonry Culvert over the canal is
39 29+730 HPC (Skew) 1 ROW 1000 12.70
in poor condition
40 31+750 HPC 5 ROW 1000 13.50 HPC is in fair condition
41 32+270 HPC 1 ROW 900 13.10 HPC is in poor condition

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Details of Existing Structures

Sr. Existing
Type of No of Span /
No. Chainage Width of
Existing Pipe x Length Condition of Structure
Structure
Structure Span / Dia.
I II III IV V VI
42 33+580 HPC 1 ROW 1200 8.50 HPC is in fair condition
Pipe without Headwall is in poor
43 33+850 HPC 1 ROW 600 12.90
condition and choked
44 34+370 HPC 2 ROW 1000 8.80 HPC is in fair condition
45 34+480 HPC 2 ROW 1000 12.70 HPC is in fair condition
46 34+590 HPC 1 ROW 1000 11.00 HPC is in fair condition
Stone Masonry Culvert is in poor
47 34+880 HPC 1 ROW 1000 9.60
condition
48 35+080 HPC 2 ROW 1000 13.10 HPC is in fair condition
49 37+130 HPC 1 ROW 1000 12.90 HPC is in poor condition
50 38+520 HPC 2 ROW 1000 17.60 HPC is in poor condition
51 39+060 HPC 2 ROW 1000 17.60 HPC is in poor condition
52 40+620 HPC 2 ROW 1000 8.50 HPC is in fair condition
53 40+730 HPC 2 ROW 1000 13.10 HPC is in fair condition
54 41+030 HPC 2 ROW 1000 11.00 HPC is in poor condition
55 41+710 HPC 1 ROW 1000 13.10 HPC is in poor condition
56 42+540 HPC 2 ROW 1000 11.40 HPC is in fair condition
57 42+760 HPC 2 ROW 1000 15.00 HPC is in poor condition
58 43+080 HPC 1 ROW 1000 12.50 HPC is in fair condition
59 44+870 HPC 1 ROW 1000 12.60 HPC is choked and is in poor condition
60 45+280 HPC 1 ROW 1000 14.00 HPC is in fair condition
61 45+510 HPC 2 ROW 1000 20.50 HPC is in poor condition
62 46+220 HPC 2 ROW 1000 15.50 HPC is in fair condition
63 46+380 HPC 2 ROW 1000 12.50 HPC is in poor condition
HPC is in fair condition but pipes are
64 48+310 HPC 3 ROW 1000 15.20
choked
65 48+700 HPC 2 ROW 1000 11.50 HPC is in fair condition
66 49+810 HPC 2 ROW 1000 12.70 HPC is in fair condition
67 52+490 HPC 1 ROW 1000 13.20 Buried HPC
HPC is partially choked and in poor
68 54+450 HPC 2 ROW 1000 10.00
condition.
HPC is partially choked and in poor
69 55+970 HPC 2 ROW 1000 12.00
condition.
70 57+240 HPC 1 ROW 1000 13.00 HPC is in fair condition but is choked.

Table 1-8: List of Existing Slab/Arch Culverts

Details of Existing Structures
Sr. Existing Type of No of Span /
Width of
No. Chainage Existing Pipe x Length Condition of Structure
Structure
Structure of Span / Dia
I II III IV V VI
Stone Masonry Culvert is in
1 1+340 Slab 1x1 8.7
poor condition
Stone Masonry Culvert is in
2 3+640 Slab 1 x 4.4 7.1
poor condition
Stone Masonry Culvert is in
3 5+950 Slab 1x1 8.3
poor condition and choked.
Stone Masonry Culvert is in
4 6+620 Slab 1x1 7.0
poor condition and choked.

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Details of Existing Structures

Sr. Existing Type of No of Span /
Width of
No. Chainage Existing Pipe x Length Condition of Structure
Structure
Structure of Span / Dia
I II III IV V VI
5 6+880 Slab 1 x 0.6 8.5 Culvert is in poor condition
Stone Masonry Culvert over the
6 7+260 Slab 1 x 5.0 11.1
canal is in poor condition
Stone Masonry Culvert is in
7 7+740 Slab 1 x 0.6 8.5
poor condition
Stone Masonry Culvert is in
8 7+880 Slab 1 x 0.6 7.5
poor condition and choked.
Stone Masonry Culvert is in
9 8+710 Slab 1 x 1.0 8.5
poor condition
Stone Masonry Culvert over the
10 10+570 Slab 1 x 3.0 8.0
canal is in poor condition
11 14+380 Slab 1x1 8.4 Culvert is in poor condition
Stone Masonry Culvert is in
12 17+200 Slab 1 x 4.0 7.8
poor condition
Stone Masonry Culvert is in
13 17+610 Slab 1 x 4.0 7.9
poor condition
Stone Masonry Culvert over the
14 18+440 Slab 1 x 3.0 8.5
canal is in poor condition
Stone Masonry Culvert over the
15 25+440 Slab 1 x 4.5 16.0
canal is in poor condition
Stone Masonry Culvert is in
16 27+320 Slab 1 x 6.4 8.50
poor condition
Culvert is in very poor
17 28+230 Slab 1 x 6.0 7.0
condition
Stone Masonry Culvert over the
18 32+690 Slab 1 x 4.5 7.5
canal is in poor condition
Stone Masonry Slab culvert is in
19 49+540 Slab 1 x 5.5 8.5
poor condition
The structure is in poor
20 56+930 Slab 1 x 5.5 6.5
condition

Table 1-9 Details of Vented Causeway/Flushed Causeway

Type of structures
Sr.
Chainage Span Arrangement and Outer
No. Type of
Total Vent way Width Condition of Structure
structures
(No. X Length) (m) (m.)
I II III IV V VI
From local inquiry it is
1 0+620 FCW - - identified that FCW is in
very poor condition
2 2+660 VCW 5 ROW 1000 7.0 Culvert is in poor condition
3 5+640 VCW 7 ROW 1200 7.0 Culvert is in poor condition
4 8+000 VCW 9 ROW 1200 7.5 Culvert is in poor condition
5 9+080 VCW 4 ROW 1000 7.5 Culvert is in poor condition
6 10+740 VCW 4 ROW 1200 7.5 Culvert is in poor condition
7 35+510 VCW 12 ROW 1200 8.0 Culvert is in poor condition
structure is in poor
8 56+910 VCW 6 ROW 1200 7.5
condition

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1.5 Railway line crossing

Along the project alignment there is no exists railway Level crossing.

1.6 Traffic Survey Analysis and Forecast

To establish the traffic flow characteristics and travel pattern of the project corridor
between Bacchoun-Chandla-Sarwai-Gorihar-Chandrapura the following traffic surveys were
carried out:
• Classified Traffic Volume Count Survey
• Intersection Turning Movement Survey
• Axle Load Survey
• Origin Destination Survey

1.6.1 Classified Continuous Volume Count Survey

The objective of classified traffic volume count survey is to estimate traffic intensity on the
project road.
The classified volume count surveys have been carried out for 7 days, 24 hours. The traffic is
counted in number of vehicles by vehicle Category-wise in each direction over 24Hrs a day for
7 Days. The counts were recorded in the formats as per IRC specifications. Classified volume
count survey has been carried out on two locations the details given in table 1-10.

Table 1-10: Average Daily Traffic (ADT)

S. No. Chainage (km) Location Survey Dates

I II III IV

1 13+000 Near Chandla 13.06.2023 to 19.06.2023

2 44+200 Near Gorihar 13.06.2023 to 19.06.2023

Reference: Details have been given in Appendix - X

1.6.2 Traffic Characteristics on Project Road

The summary of all data collected from traffic volume survey for the two locations on the
Project Road is present in Appendix-X. Average Daily Traffic (ADT) for the month of June 2023
is summarized in Table 1-11. Traffic volume count summary sheets along with ADT s are
present in Appendix- X to this report.

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Table 1-11 Traffic Volume at Two Locations of the Project Road (ADT)
Survey Location
Type of Vehicles (km 13+000) (km 44+200)
I II III
2-Wheeler 2842 1031
3-Seater 614 502
Car/Vans/Jeeps (Taxi) 794 714
Mini Bus 0 0
Buses 71 52
LCVs 169 343
2-Axle Trucks 21 37
3-Axle Trucks 74 41
Multi Axle Trucks 34 54
Tractor 162 162
Tractor with Trailer 74 39
Cycle 285 12
Cycle Rickshaw 0 0
Bullock Cart 6 0
Horse 0 0
Hand Cart 0 0
Others 17 0
Total 5163 2987
Source: Traffic Surveys, June 2023

A. Near Chandla at Km. 13+000

Survey was carried out at Km 13+000 near Chandla. Selected location lies between Bacchaun to
Chandrapura Road is away from urban section to avoid influence of local traffic.
ADT recorded at this station is 5163 nos. / 4876 PCU. Fast moving vehicles were recorded as
94.36% of the total traffic (in PCU). Peak hour traffic flow of 1082 nos. formed around 20% of
the total traffic. Peak hour is identified during 7.00-8.00 AM.

B. Near Gorihar Village at Km. 44+200

Survey was carried out at Km 44+200 Gorihar town. Selected location lies between Bacchoun to
Chandrapura are away from urban section to avoid influence of local traffic.
ADT recorded at this station is 2987 nos. / 3736 PCU. Fast moving vehicles were recorded as
99.59% of the total traffic (in PCU). Peak hour traffic flow of 5332 nos. formed around 17% of
the total traffic. Peak hour is identified during 7.00-8.00 AM.

Table 1-12: Summary of ADT

Survey Location Average Daily Traffic Average daily PCUs

Near Chandla 5163 4876

Near Ghoriar 2987 3736

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AVERAGE DAILY TRAFFIC SURVEY OF BACHAUN-CHANDLA-SARWAI-GORIHAR-CHANDPURA (MP-UP BORDER) ROAD (SH-5)

(Date:13.06.2023 to 19.06.2023)
Section : BACHAUN TO CHANDPURA (MP-UP BORDER) ROAD
Direction : Bothways Average of all 2 locations
Motorised Traffic Non Motorised Traffic
Passenger Others Grand Total
Passenger Vehicles Goods Vehicles Agricultural Animal Cart
Vehicles Vehicles
Ord. Trucks
Three Wheeler

Cycle Rikshaw
Two Wheeler

Location

Tempo / LCV

Tractor with

Bullock Cart

Horse Cart
Car/Jeep

Mini Bus

Tractor
Trailor

Others
Cycle
Bus

M Axle
ADT PCU

2 Axle

3 Axle
PCU Factor 0.5 1.0 1.0 1.5 3.0 1.5 3.0 4.5 4.5 4.5 1.5 0.5 2 8 4 0

CHANDLA 2842 614 794 0 71 169 21 74 34 162 74 285 0 6 0 17 5163 4876

GORIHAR 1031 502 714 0 52 343 37 41 54 162 39 12 0 0 0 0 2987 3736

AVG OF ALL
1937 558 754 0 62 256 29 58 44 162 57 149 0 3 0 9 4075 4306
LOCATIONS

1.6.3 Turning Movement Count

The objective of turning movement count survey is to estimate the direction-wise movement of
the traffic at all major intersections on the project road and thus to arriving at the contribution
and diversion of the traffic from adjacent road network.

1.6.4 Origin Destination

Survey to capture the productions and attractions of passenger and goods movement, from the
respective zones, OD survey was carried. Roadside Interview method, as detailed in IRC: 102-
1988, was used for O-D survey. The survey was carried out for both passenger and goods vehicles
for 24 hours (in both directions) and trip data was collected at the volume count locations by
trained enumerators under the supervision of Transportation Engineers. From the O-D survey,
travel characteristics like origin and destination, occupancy, trip purpose and length of trip by
mode type are captured. For goods modes, the survey elicited characteristics like origin and
destination, commodity type, trip frequency and length of trip. A reasonable sample size (about
10%) of vehicles was collected. Travel patterns for were established based on these surveys.

1.6.5 Axle Load Survey

The vehicle damage factor is a multiplier for converting the number of commercial vehicles of
different axle loads to the number of standard axle load repetitions. Design of new pavement
for additional lane or strengthening of existing pavement is based upon the cumulative number
of 80 KN (IRC-37-2018) equivalent standard axles (ESA) that will pass over during the 20-year
design period. The classes of traffic, which lead to significant axle loads (or damage) to the
pavement and accordingly considered for design are LCVs, two / three axle and multi axle
trucks. Cumulative standard axles (CSA) are Calculated in accordance with the guidelines
provided in IRC: 37-2018 and IRC: 81 - 1997. The overloaded vehicles have serious adverse
impact on performance of pavement. It has been ascertained that the damaging effect of axles
on flexible pavement is approximately proportional to the fourth power of the axle load (IRC-
37-2018).
The equivalent single axle loads (ESALs) have been calculated assuming that the project road
will be penned to traffic in the year 2026.

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Table 1-13: Summary of VDF

Commercial Vehicle
LOCATION DIRECTION
LCV 2 AXLE 3 AXLE MAV
I II III IV V VI
Bacchoun to Chandrapura 0.0472 0.4647 25.9666 12.0586
KM : 13+000
Chandrapura to Bacchoun 0.0031 0.4506 0.7313 2.7629

Adopted Maximum VDF 0.0472 0.4647 25.9666 12.0586

Reference: Details have been given in Appendix- X

Table-1-14 Summary of MSA

MSA for 20th
Name of the road Adopted Design MSA
(13+000)
Bacchoun to Chandrapura (SH-5) 17.16 20
Reference: Details have been given in Appendix- X

1.6.6 Homogeneous Section

The entire Project Road is considering as one homogeneous sections based on traffic volume and its
characteristics.

Table 1-15: Homogeneous Section

Sr. Existing Design Length
Homogenous Section
No. Length (km) (km)

1 (SH-5) Bacchoun to Chandrapura 57.730 57.640

1.6.7 Growth Rate

Adopted growth rate is 5% Ref. IRC-37, 2018 for commercial vehicles along the project road.
The growth of remain traffic moving vehicles is taken as 5% “Reference: Ministry of Shipping,
Road Transport & Highways, (18th January, 2008 reference no. RW/NH-37011/57/2006-PIC)
5% traffic growth rate.”
Summary of projected traffic based on adopted growth rate is provided in Table given below:

Table 1-16: Projected Traffic Volume, Veh/day and PCU/day

Year Year Year Year Year
Project Road
2023 2026 2033 2040 2045
I II III IV V VI
Projection of ADT
Total Fast-Moving Vehicle
3924 4542 6391 8993 11477
(Motorized Traffic)
Slow Moving Vehicle
152 175 247 347 443
(Non-Motorized Traffic)
Traffic (Number) 4075 4717 6638 9340 11920

Projection (PCUs/day) (4306) (4985) (7014) (9869) (12596)

Note: Values in bracket indicate PCUs/day

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1.7 Capacity Analysis

Capacity analysis for project road has been carried out in light of changing socio-economic
conditions in the country and in order to ensure safe and comfortable mobility of road users
and reduction in road accidents, widening of road and decongestion of traffic is required.
The capacity and design service volumes for various lane configurations in case of plain
terrain as per MoRTH vide circular no. RW/NH-33044/37/2015/S&R(R) dated 26 May 2016
are presented in Table below.

Road Configuration Shoulder Type PCU per Day

2 Lane Paved Shoulder 10,000

1.8 Results of Engineering Surveys and Investigations

1.8.1 Pavement Condition

The condition survey of existing pavement includes the assessment of pavement, shoulder,
embankment and drainage condition. In pavement condition data regarding pavement distress
like cracking, ravelling, potholes are recorded in terms of pavement affected. The edge break is
measure in length and rutting is measured in mm depth. Shoulder Condition is assessed as
earthen shoulder, corrugation or ruts development in mm and shoulder edge drop in mm.

Photo -; Pavement Condition at Rural Section Photo -; Pavement Condition at Built-up Section

1.8.2 Rigid Pavement

There is existing rigid pavement is presented in Table 1-17 given below.

Table 1-17: Existing Rigid Pavement

Sr. Chainage Length
Villages/Town Width
No. From To (m)
I II III IV V VI
1 0+000 1+200 1200 Bachhon 3.50
2 4+760 5+480 3180 - 5.50
3 13+820 17+000 1260 Chandla 5.50
4 30+500 32+260 1760 Sarwai 5.50
5 49+810 50+750 940 Khaddi 5.50

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Rigid Pavement at CH 0+160 Rigid Pavement at CH 4+750

1.9 Improvement Proposals

The improvement proposals for proposed widening include the provisions for the following
major items:
• Proposed Pavement Design
• Rearrangement of Junctions
• Traffic Control and Safety Measures
• Bridge and Cross Drainage Structures

1.9.1 PROPOSED PAVEMENT DESIGN

The flexible pavement is adopted for proposed carriageway reconstruction. For

carriageway and Flexible Pavement design period of 20 years has been adopted. That has
been designed as per IRC 37:2018.

The proposed pavement design standard is presented in Table 1-18 given below: -

Table 1-18: Flexible Pavement Design

Bacchoun to Chandrapura (SH-5)
Homogeneous Section
(Design Length = 57.64 km)
Design Period 20 Year
Design CBR (%) 8
BC (mm) 30
DBM (mm) 90
WMM (mm) 250
GSB (mm) 200
Sub grade (mm) 500

1.9.1.1 CONSTRUCTION PROPOSAL

In order to meet future traffic requirement, the existing carriageway is proposed to

upgrade to achieve high speed of travel with comfort and safety. Concentric widening
scheme shall be followed to minimise land acquisition issues and to ensure maximum
utilisation of existing carriageway. Tables 1-19 given below shows relation between
existing and proposed Chainage and section wise improvement proposed for the project
road.
Table 1-19: Existing – Proposed Chainage
Sr. No. Section Existing Chainage Proposed Chainage

1 (SH-5) Bacchoun to Chandrapura 0+000 to 57+730 Ch.- 0+000 to 57+640

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Table 1-20: Summary of Pavement Proposal

Summary of Pavement Proposal (0.00 km. to 71.350 km.)
Length
S.No. TCS Type TCS Description
(in m.)
TCS for 2 Lane with Paved Shoulder Flexible Pavement
1 TCS-I
(Built-up Area)
2390
TCS for 2 Lane with Paved Shoulder Rigid Pavement
2 TCS-II
(Built-up Area)
8659
TCS for 2 Lane with Paved Shoulder Flexible Pavement
3 TCS-III
(Open Area)
26695
TCS for 2 Lane with Paved Shoulder Flexible Pavement
4 TCS-IIIA
(Open Area) Removal of BC Soil
15330
TCS for 4 Lane Carriageway with Rigid Pavement (Built-up
5 TCS-IV
Area)
3800
6 OTHER MNB, MJB 766
Total Length (in m.) 57640
Note-
i. Brief detail of pavement proposal given in report of Appendix - II.
ii. The contractor shall execute Gilsonite Modified Emulsion Surface treatment above BC
Layer in chainages mentioned are as follows under Table 1-21.

Table 1-21: Pavement Proposal for Project Road

Pavement Proposal
Bachhaun-Chandla-Sarwai-Gorihar-Chandpura (MP-UP BORDER(SH-5) Road (Km.57+640)
Proposed Chainage Length TCS
S. No. Description Remarks
From To (m) Type
TCS for 2 Lane with Paved Shoulder
1 0+000 2+250 2250 II Bacchaun Village
Rigid Pavement (Built-up Area)

TCS for 2 Lane with Paved Shoulder

2 2+250 2+650 400 III -
Flexible Pavement (Open Area)

3 2+650 2+674 24 Minor Bridge

TCS for 2 Lane with Paved Shoulder

4 2+674 4+540 1866 III -
Flexible Pavement (Open Area)
TCS for 2 Lane with Paved Shoulder
5 4+540 5+410 870 II Sarai Village
Rigid Pavement (Built-up Area)

6 5+410 5+422 12 Minor Bridge -

TCS for 2 Lane with Paved Shoulder

7 5+422 5+600 178 III -
Flexible Pavement (Open Area)

8 5+600 5+640 40 Minor Bridge

TCS for 2 Lane with Paved Shoulder

9 5+640 7+995 2355 III -
Flexible Pavement (Open Area)

10 7+995 8+035 40 Minor Bridge -

11 8+035 8+860 825 III TCS for 2 Lane with Paved Shoulder -

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Pavement Proposal
Bachhaun-Chandla-Sarwai-Gorihar-Chandpura (MP-UP BORDER(SH-5) Road (Km.57+640)
Proposed Chainage Length TCS
S. No. Description Remarks
From To (m) Type
Flexible Pavement (Open Area)

TCS for 2 Lane with Paved Shoulder

12 8+860 9+055 195 II Labraha Village
Rigid Pavement (Built-up Area)

13 9+055 9+091 36 Minor Bridge

TCS for 2 Lane with Paved Shoulder

14 9+091 9+440 349 II Labraha Village
Flexible Pavement (Built-up Area)
TCS for 2 Lane with Paved Shoulder
15 9+440 10+715 1275 III -
Flexible Pavement (Open Area)

16 10+715 10+739 24 Minor Bridge

TCS for 2 Lane with Paved Shoulder

17 10+739 13+120 2381 III -
Flexible Pavement (Open Area)
TCS for 2 Lane with Paved Shoulder
18 13+120 17+650 4530 II Chandla Village
Rigid Pavement (Built-up Area)

TCS for 2 Lane with Paved Shoulder

19 17+650 23+600 5950 III -
Flexible Pavement (Open Area)

TCS for 2 Lane with Paved Shoulder

20 23+600 23+800 200 I Kanchanpur Village
Flexible Pavement (Built-up Area)

TCS for 2 Lane with Paved Shoulder

21 23+800 24+585 785 III
Flexible Pavement (Open Area)

22 24+585 24+615 30 Minor Bridge

TCS for 2 Lane with Paved Shoulder

23 24+615 26+840 2225 III
Flexible Pavement (Open Area)
TCS for 2 Lane with Paved Shoulder
24 26+840 27+300 460 I Mahoi Khurd Village
Flexible Pavement (Built-up Area)

TCS for 2 Lane with Paved Shoulder

25 27+300 27+820 520 III -
Flexible Pavement (Open Area)

TCS for 2 Lane with Paved Shoulder

26 27+820 28+160 340 I Mahoi Khurd Village
Flexible Pavement (Built-up Area)

TCS for 2 Lane with Paved Shoulder

27 28+160 30+300 2140 III -
Flexible Pavement (Open Area)

TCS for 4 Lane Carriageway with

28 30+300 31+715 1415 IV Sarwai Village
Rigid Pavement (Built-up Area)

29 31+715 31+745 30 Minor Bridge

TCS for 4 Lane Carriageway with

30 31+745 32+580 835 IV Sarwai Village
Rigid Pavement (Built-up Area)
Gilsonite Modified
TCS for 2 Lane with Paved Shoulder Emulsion Surface
31 32+580 35+425 2845 IIIA
Flexible Pavement (Open Area) treatment above
BC Layer

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Pavement Proposal
Bachhaun-Chandla-Sarwai-Gorihar-Chandpura (MP-UP BORDER(SH-5) Road (Km.57+640)
Proposed Chainage Length TCS
S. No. Description Remarks
From To (m) Type

32 35+425 35+575 150 Major Bridge

Gilsonite Modified
TCS for 2 Lane with Paved Shoulder Emulsion Surface
33 35+575 37+825 2250 IIIA
Flexible Pavement (Open Area) treatment above
BC Layer

34 37+825 37+845 20 Minor Bridge

Gilsonite Modified
TCS for 2 Lane with Paved Shoulder Emulsion Surface
35 37+845 42+170 4325 IIIA
Flexible Pavement (Open Area) treatment above
BC Layer
36 42+170 42+230 60 Minor Bridge
Gilsonite Modified
TCS for 2 Lane with Paved Shoulder Emulsion Surface
37 42+230 43+700 1470 IIIA
Flexible Pavement (Open Area) treatment above
BC Layer
TCS for 4 Lane Carriageway with
38 43+700 45+250 1550 IV Gorihar Village
Rigid Pavement (Built-up Area)
Gilsonite Modified
TCS for 2 Lane with Paved Shoulder Emulsion Surface
39 45+250 47+535 2285 IIIA
Flexible Pavement (Open Area) treatment above
BC Layer
40 47+535 47+745 210 Major Bridge
Gilsonite Modified
TCS for 2 Lane with Paved Shoulder Emulsion Surface
41 47+745 49+220 1475 IIIA
Flexible Pavement (Open Area) treatment above
BC Layer
42 49+220 49+280 60 Minor Bridge
Gilsonite Modified
TCS for 2 Lane with Paved Shoulder Emulsion Surface
43 49+280 49+960 680 IIIA
Flexible Pavement (Open Area) treatment above
BC Layer
TCS for 2 Lane with Paved Shoulder
44 49+960 51+350 1390 I Khaddi Village
Flexible Pavement (Built-up Area)
Gilsonite Modified
TCS for 2 Lane with Paved Shoulder Emulsion Surface
45 51+350 56+885 5535 III
Flexible Pavement (Open Area) treatment above
BC Layer
46 56+885 56+915 30 Minor Bridge
TCS for 2 Lane with Paved Shoulder
47 56+915 57+380 465 II Chandrapura Village
Rigid Pavement (Built-up Area)
Gilsonite Modified
TCS for 2 Lane with Paved Shoulder Emulsion Surface
48 57+380 57+640 260 III
Flexible Pavement (Open Area) treatment above
BC Layer
Total Length in meter 57640

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Typical Cross Section –

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1.9.2 GEOMETRIC IMPROVEMENT

In order to upgrade the road to the geometric requirements commensurate with the design
speed, improvement has been proposed for the Project Road. The alignment passes through
several villages and habitation areas of which some have built-up sections.

In order to utilize the existing carriageway to the maximum extent, the proposed centre line has
been aligned within the existing carriageway with necessary correction to geometry.

Properly designed horizontal curves have been provided commensurate with design speed. All
super-elevated curves have been provided with designed transition lengths. The existing
geometry (both horizontal and vertical) is found to be inadequate. The alignments of the curves
in these locations have been suitably corrected as per IRC standards. At the location of
structures and back-to-back occurrence of summit and valley curves, correction of vertical
profile is also carried out keeping in view the available and adequate sight distance.

Ref. - IRC SP: 73-2018 Table-2.5

1.9.3 BYPASS AND RE-ALIGNMENT

There is no proposed Bypass and realignment

Forest Clearance Required: -

Table 1-26(a): Details of Forest Clearance required

Area Type
Existing Length
Sr. No. Design Chainage Side in of
Chainage (m)
(Ha.) Forest
1 12+000 12+120 11+980 12+100 120 B/s 0.12 PF
2 12+320 12+430 12+300 12+420 120 RHS 0.12 PF
3 Bypass 13+970 14+850 880 B/S 1.76 PF
Total 1120 2.00

1.9.4 Junction Improvement

Simplicity and uniformity is the guiding principle for intersection design to ensure safe passage
manoeuvres. The primary factors considered while proposing improvement to the geometry of
the existing junctions are smooth turning of vehicles, reduction of conflicts, provision of corner
sight distance and safety. The geometric design of junctions is based on IRC: SP 41: Guidelines
for the Design of at grade Intersections in Rural & Urban Areas. The design and detailing of all
intersections are based on the type designs as outlined in the document titled, Type Designs for
Intersections on National highways. Prepared by the MORTH New Delhi 1995.

Few of the notable major junctions along the project road are mentioned at Table 1-32. Apart
from these, there are several minor roads that are intersecting the project road. Most of the
roads are constructed under schemes namely Pradhan Mantri Gram Sadak Yojana (PMGSY) and
National Rural Employment Guaranty Act (NREGA). Thus, adequate connectivity to surrounding
habitations from the project road is found.

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Table 1-27: Improvement Proposed for at-Grade Intersections

Table 1-27(A): List of Major and Minor Intersections

Destination of Category
Existing Design Type of Road
S.No crossroad or of Remark
Chainage Chainage Junction Side
railway Junction
I II III IV V VI VII VIII
1 0+000 0+000 Bilhari T-Junction RHS Minor BT(PMGSY)
Bachhaun city
2 1+180 1+180 Y-Junction LHS Minor BT road
road
3 1+860 1+860 Village road T-Junction RHS Minor
4 4+000 3+995 Ranipur T-Junction RHS Minor PMGSY
5 4+020 4+015 Mukundpur T-Junction LHS Minor CMGSY
6 5+080 5+075 Village road T-Junction RHS Minor
7 6+460 6+450 Bundlapurva T-Junction RHS Minor CMGSY
8 7+160 7+150 Pandeypurva Y-Junction RHS Minor PMGSY
9 8+300 8+290 Lawraha Y-Junction LHS Minor PMGSY
10 9+970 9+960 Parsedi T-Junction LHS Minor PMGSY
11 10+870 10+865 Chatibaho T-Junction RHS Minor CMGSY
12 12+885 12+870 Lavkush Nagar T-Junction LHS Major BT(SH-12)
LHS-Village Road,
13 13+380 13+380 X-Junction BHS Minor
RHS-Chandla
14 14+750 14+730 Ajaigarh Y-Junction RHS Major BT(MDR)
15 15+820 15+800 Gohani T-Junction RHS Minor
16 16+820 16+800 Rawpur T-Junction LHS Minor
17 19+290 19+290 Ramjhala T-Junction LHS Minor BT
18 20+280 20+260 Patalee T-Junction LHS Minor PMGSY
19 20+690 20+670 Simariya T-Junction RHS Minor PMGSY
20 21+450 21+440 Naharpur T-Junction LHS Minor PMGSY
LHS-khadeha,
21 25+850 25+830 X-Junction BHS Minor PMGSY
RHS-Dhawa
22 26+930 26+910 Mahoikalan T-Junction RHS Minor PMGSY
23 27+230 27+210 Rajaura T-Junction LHS Minor PMGSY
24 30+540 30+520 Kishori pukhari T-Junction LHS Minor PMGSY
25 31+240 31+220 Basrahi X-Junction BHS Minor BT
26 31+690 31+660 Goyra T-Junction RHS Minor
27 34+630 34+610 Kirathpur T-Junction RHS Minor BT
28 34+680 34+660 Village road T-Junction LHS Minor PMGSY
29 35+240 35+220 Bhadurpur Y-Junction LHS Minor
30 37+200 37+180 Churyari T-Junction RHS Minor PMGSY
31 38+140 38+120 Nadauta Y-Junction LHS Minor PMGSY
32 38+190 38+170 Village road T-Junction RHS Minor PMGSY
33 38+400 38+380 Churyari T-Junction RHS Minor
34 38+830 38+810 Gahabara T-Junction LHS Minor
35 40+920 40+900 Village road Y-Junction LHS Minor
36 44085 44+060 Gorihar Y-Junction LHS Minor PMGSY
LHA-Gurihar,
37 44+730 44+710 X-Junction BHS Minor PMGSY
RHS-Kitpura
38 45+390 45+360 Village road Y-Junction RHS Minor
39 50+440 50+410 Khaddi Y-Junction RHS Minor PMGSY
40 50625 50+600 Palta T-Junction LHS Minor PMGSY
41 50+860 50+840 Jaibaran Y-Junction LHS Minor CMGSY
42 51+600 51+570 Mavaighat Y-Junction RHS Minor PMGSY
43 54+870 54+840 Sisolar T-Junction RHS Minor PMGSY
44 56+900 56+860 Manawar T-Junction RHS Minor PMGSY
45 57+600 57+570 Village road T-Junction RHS Minor

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1.9.5 Major Bridge/Minor Bridge & Cross Drainage Structures

There are existing 0 Major and 7 Minor bridges along with 105 numbers of culverts & 0 VUP.
During inventory and condition survey, the details of culverts wise Improvement Proposal
containing Rehabilitation, Widening or Reconstruction is given in table: 1-29.

Table 1-28 Summary of Existing Bridges and CD works is as below

Slab
Major Minor Vented Hume Pipe
Type of Structure /Arch/BOX FCW
Bridges Bridges Causeway Culvert
Culvert
I II III IV V VI VII
Existing Structure 112
- 7 20 8 1 76
Nos.

Table 1-29: Summary of Improvement

Summary of Improvement
New Proposals
S. Ex.
Type of Structure Rehabilit Abandoned/ New Re-
No. Nos.
ation Retain Construction Construction
I II III IV V VI VII
1 Hume Pipe Culverts 76 - - - 76
Vented Causeway
2 8 - - - 8
(VCW)
3 Slab/Arch Culverts 20 - - - 20
4 Box Culverts - - - - -
5 Minor Bridge 7 2 - 1 5
6 Major Bridge - - - 1 -
7 FCW 1 - - - 1

Table 1-30: Details of Major and Minor Bridge

Details of Existing Bridge Details of Proposed Bridge
Type of No of Span / Type of Arrangement
Existing Design
Sr. No Existing Pipe x Length Structure No of Span / Pipe x Proposal
Chainage Chainage
Structure Span / dia Proposed Length Span / dia
I II III IV V VII VIII IX
1 2+670 2+660 VCW 5 ROW 1000 MNB 4X6X6 Reconstruction
2 5+420 5+415 MNB 3X3 MNB 2X6X6 Reconstruction
3 5+630 5+620 VCW 7 ROW 1200 MNB 2X20 Reconstruction
4 8+020 8+015 VCW 9 ROW 1200 MNB 2X20 Reconstruction
5 9+120 9+070 VCW 4 ROW 1000 MNB 6X6X6 Reconstruction
6 10+735 10+725 VCW 4 ROW 1000 MNB 4X6X6 Reconstruction
Parallel New
7 24+595 24+600 MNB 2X7 MNB 3x10
construction
8 31+730 MNB 2X8.5
31+730 MNB 3X10 Reconstruction
9 31+730 VCW 5ROW 1000
10 35+520 35+500 VCW 12 ROW 1200 MJB 5x30 Reconstruction
11 37+875 37+835 MNB 1X9.0 MNB 1X20 Reconstruction
12 42+250 42+200 MNB 5X8.5 MNB 2X30 Reconstruction
Parallel New
13 47+680 47+640 MNB 2X11.8+2X15 MJB 7X30
Construction

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Details of Existing Bridge Details of Proposed Bridge

Type of No of Span / Type of Arrangement
Existing Design
Sr. No Existing Pipe x Length Structure No of Span / Pipe x Proposal
Chainage Chainage
Structure Span / dia Proposed Length Span / dia
I II III IV V VII VIII IX
14 49+290 49+250 MNB 12X2.5 MNB 3X20 Reconstruction
15 56+910 VCW 6 ROW 1000
56+900 MNB 5x6x6 Reconstruction
16 56+920 Slab 1 x 5.5

Table 1-31: Details of Proposed Culverts

Details of Existing Culvert Details of Proposed Culvert
Type of No of Span / Type of Arrangement
S. Existing Design
Existing Pipe X Length Structure No of Span / Pipe X Proposal
No Chainage Chainage
Structure Span / dia Proposed Length Span / dia
1 II III IV V VII VIII IX
1 0+125 0+132 HPC Chocked HPC 1 Row 1200 Reconstruction
2 0+620 0+615 FCW HPC 2 Row 1200 Reconstruction
Slab
3 1+350 1+335 1x1.0 BOX 1x2x2 Reconstruction
Culvert
4 2+910 2+905 HPC 3 ROW 1000 BOX 1x5x3 Reconstruction
Slab
5 3+645 3+640 1x4.4 BOX 1x6x3 Reconstruction
Culvert
6 3+890 3+880 HPC 1 ROW 1000 HPC 1 Row 1200 Reconstruction
7 4+330 4+325 HPC 1 ROW 1000 HPC 1 Row 1200 Reconstruction
8 4+510 4+505 HPC 1 ROW 1000 HPC 1 Row 1200 Reconstruction
9 4+760 4+775 HPC 1 ROW 1000 HPC 1 Row 1200 Reconstruction
10 4+890 4+875 HPC 1 ROW 600 HPC 1 Row 1200 Reconstruction
Slab
11 5+960 5+930 1x1.0 BOX 1x2x2 Reconstruction
Culvert
Slab
12 6+640 6+625 1x1.0 BOX 1x2x2 Reconstruction
Culvert
Slab
13 6+895 6+865 1x0.6 BOX 1x2x2 Reconstruction
Culvert
Slab
14 7+245 7+235 1x5.0 BOX 1x6x3 Reconstruction
Culvert
Slab
15 7+740 7+735 1x0.6 BOX 1x2x2 Reconstruction
Culvert
Slab
16 7+900 7+890 1x0.6 BOX 1x2x2 Reconstruction
Culvert
Slab
17 8+715 8+705 1x1.0 BOX 1x2x2 Reconstruction
Culvert
1 x 0.4 & 1
18 9+805 9+800 HPC HPC 1 Row 1200 Reconstruction
ROW 300
Slab
19 10+560 10+542 1x3.0 BOX 1x6x3 Reconstruction
Culvert
20 10+915 10+900 HPC 1 ROW 600 HPC 1 Row 1200 Reconstruction
21 12+200 12+195 HPC 2 ROW 900 HPC 2 Row 1200 Reconstruction
22 13+580 13+560 HPC 2 ROW 1000 HPC 2 Row 1200 Reconstruction
23 14+020 14+000 HPC 3 ROW 900 BOX 1X5X3 Reconstruction

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Details of Existing Culvert Details of Proposed Culvert

Type of No of Span / Type of Arrangement
S. Existing Design
Existing Pipe X Length Structure No of Span / Pipe X Proposal
No Chainage Chainage
Structure Span / dia Proposed Length Span / dia
Slab
24 14+380 14+365 1x1.0 BOX 1x2x2 Reconstruction
Culvert
25 15+580 15+575 HPC 2 ROW 1000 HPC 2 Row 1200 Reconstruction
26 16+150 16+120 HPC 2 ROW 1000 HPC 2 Row 1200 Reconstruction
27 16+620 16+600 HPC 3 ROW 1000 BOX 1X5X3 Reconstruction
Slab
28 17+220 17+200 1x4.0 BOX 1x6X3 Reconstruction
Culvert
Slab
29 17+610 17+600 1x4.0 BOX 1x6X3 Reconstruction
Culvert
30 17+900 17+890 HPC 2 ROW 1000 HPC 2 Row 1200 Reconstruction
Slab
31 18+460 18+430 1x3.0 BOX 1x6x3 Reconstruction
Culvert
32 18+720 18+700 HPC 1 ROW 1000 HPC 1 Row 1200 Reconstruction
33 19+060 19+025 HPC 1 ROW 1200 BOX 1x2x2 Reconstruction
34 19+785 19+790 HPC 1 ROW 1000 HPC 1 Row 1200 Reconstruction
35 19+990 19+970 HPC 1 ROW 600 HPC 1 Row 1200 Reconstruction
36 20+120 20+100 HPC 1 ROW 1000 HPC 1 Row 1200 Reconstruction
37 20+410 20+380 HPC 1 ROW 1000 HPC 1 Row 1200 Reconstruction
38 20+835 20+805 HPC 1 ROW 1000 HPC 1 Row 1200 Reconstruction
39 21+270 21+250 HPC 1 ROW 900 HPC 1 Row 1200 Reconstruction
40 21+455 21+450 HPC 1 ROW 900 HPC 1 Row 1200 Reconstruction
41 21+735 21+710 HPC 1 ROW 1000 HPC 1 Row 1200 Reconstruction
42 22+010 22+000 HPC 2 ROW 1000 HPC 2 Row 1200 Reconstruction
43 22+320 22+310 HPC 1 ROW 1000 HPC 1 Row 1200 Reconstruction
44 22+860 22+860 HPC 1 ROW 1000 HPC 1 Row 1200 Reconstruction
45 23+100 23+080 HPC 1 ROW 900 HPC 1 Row 1200 Reconstruction
46 23+560 23+560 HPC 2 ROW 1000 HPC 2 Row 1200 Reconstruction
47 24+160 24+140 HPC 1 ROW 1000 HPC 1 Row 1200 Reconstruction
48 25+425 25+400 HPC 1ROW 1000 HPC 1 Row 1200 Reconstruction
Slab
49 25+460 25+440 1x4.5 BOX 1x6x4 Reconstruction
Culvert
50 25+980 25+955 HPC 1 ROW 900 HPC 1 Row 1200 Reconstruction
51 26+675 26+650 HPC 2 ROW 1000 HPC 2 Row 1200 Reconstruction
Slab
52 27+320 27+305 1x6.4 BOX 1x6x4 Reconstruction
Culvert
53 27+800 27+790 HPC 1 ROW 600 HPC 1 Row 1200 Reconstruction
Slab
54 28+250 28+225 1x6.0 BOX 1x6x3 Reconstruction
Culvert
55 28+535 28+515 HPC 1 ROW 600 HPC 1 Row 1200 Reconstruction
56 28+980 28+950 HPC 2 ROW 1000 HPC 2 Row 1200 Reconstruction

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Details of Existing Culvert Details of Proposed Culvert

Type of No of Span / Type of Arrangement
S. Existing Design
Existing Pipe X Length Structure No of Span / Pipe X Proposal
No Chainage Chainage
Structure Span / dia Proposed Length Span / dia
57 29+330 29+325 HPC 1 ROW 600 HPC 1 Row 1200 Reconstruction
58 29+610 29+590 HPC 2 ROW 1000 HPC 2 Row 1200 Reconstruction
59 29+740 29+715 HPC 1ROW 1000 HPC 1 Row 1200 Reconstruction
60 32+280 32+245 HPC 1 ROW 900 HPC 1 Row 1200 Reconstruction
Slab
61 32+710 32+685 1x4.5 BOX 1x6x3 Reconstruction
Culvert
62 33+590 33+580 HPC 1 ROW 1200 BOX 1x2x2 Reconstruction
63 33+835 33+822 HPC 1 ROW 600 HPC 1 Row 1200 Reconstruction
64 34+380 34+350 HPC 2 ROW 1000 HPC 2 Row 1200 Reconstruction
65 34+490 34+460 HPC 2 ROW 1000 HPC 2 Row 1200 Reconstruction
66 34+600 34+575 HPC 1ROW 1000 HPC 1 Row 1200 Reconstruction
67 34+830 34+800 HPC 1ROW 1000 HPC 1 Row 1200 Reconstruction
68 35+090 35+060 HPC 2 ROW 1000 HPC 2 Row 1200 Reconstruction
69 37+135 37+112 HPC 1ROW 1000 HPC 1 Row 1200 Reconstruction
70 37+230 37+210 HPC 1 Row 900 HPC 1 Row 1200 Reconstruction
71 38+525 38+505 HPC 2 ROW 1000 HPC 2 Row 1200 Reconstruction
72 39+070 39+030 HPC 2 ROW 1000 HPC 2 Row 1200 Reconstruction
73 40+630 40+605 HPC 2 ROW 1000 HPC 2 Row 1200 Reconstruction
74 40+735 40+715 HPC 2 ROW 1000 HPC 2 Row 1200 Reconstruction
75 40+820 40+805 HPC 1 ROW 900 HPC 1 Row 1200 Reconstruction
76 41+030 41+010 HPC 2 ROW 1000 HPC 2 Row 1200 Reconstruction
77 41+715 41+700 HPC 1ROW 1000 HPC 1 Row 1200 Reconstruction
78 42+550 42+520 HPC 2 ROW 1000 HPC 2 Row 1200 Reconstruction
79 42+770 42+750 HPC 2 ROW 1000 HPC 2 Row 1200 Reconstruction
80 43+090 43+060 HPC 1 ROW 1000 HPC 1 Row 1200 Reconstruction
81 44+880 44+850 HPC 1 ROW 1000 HPC 1 Row 1200 Reconstruction
82 45+300 45+265 HPC 1 ROW 1000 HPC 1 Row 1200 Reconstruction
83 45+525 45+500 HPC 2 ROW 1000 HPC 2 Row 1200 Reconstruction
84 46+230 46+205 HPC 2 ROW 1000 HPC 2 Row 1200 Reconstruction
85 46+400 46+370 HPC 2 ROW 1000 BOX 1x3x2 Reconstruction
86 47+940 47+910 HPC 1 Row 900 HPC 1 Row 1200 Reconstruction
87 48+320 48+300 HPC 3 ROW 1000 BOX 1x5x3 Reconstruction
88 48+710 48+680 HPC 2 ROW 1000 HPC 2 Row 1200 Reconstruction
Slab
89 49+560 49+525 1x5.5 BOX 1x6x3 Reconstruction
Culvert
90 49+820 49+790 HPC 2 ROW 1000 HPC 2 Row 1200 Reconstruction

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Details of Existing Culvert Details of Proposed Culvert

Type of No of Span / Type of Arrangement
S. Existing Design
Existing Pipe X Length Structure No of Span / Pipe X Proposal
No Chainage Chainage
Structure Span / dia Proposed Length Span / dia
91 50+020 49+995 HPC 1 Row 900 HPC 1 Row 1200 Reconstruction
92 50+710 50+685 HPC 1 Row 900 HPC 2 Row 1200 Reconstruction
93 52+500 52+470 HPC 1 ROW 1000 HPC 1 Row 1200 Reconstruction
94 54+470 54+430 HPC 2 ROW 1000 HPC 2 Row 1200 Reconstruction
95 56+000 55+970 HPC 2 ROW 1000 HPC 2 Row 1200 Reconstruction
96 57+250 57+210 HPC 1 ROW 1000 HPC 1 Row 1200 Reconstruction

1.10 WAY SIDE AMENITIES

1.10.1 Bus Lay bays

There is no proposed Bus Lay-bays.

1.10.2 Truck Lay bays

There is no proposed Truck Lay Bays.

1.10.3 Toll Plaza

Table 1-32 Detail of Toll Plaza

S. No. Existing Chainage Design Chainage
I II III
Nil

1.10.4 Road Marking & Traffic Signs

Appropriate road markings are provided with stop signs, give-way signs, traffic merging
and diverging signs, lane closure signs, compulsory keep left/right signs or any other
signs as per IRC-67. Advance cautionary signs are proposed for sharp curves along with
chevron signs at the outer edge of the curves with appropriate delineators.

1.11 Cost Estimate

Cost estimate for the project Road is finalised based on the improvement proposals.

Reference: - Details have been given in chapter – 6

1.12 Conclusions and Recommendations

As per contract agreement the current stage of corridor comprises preparation of DPR for
rehabilitation and upgrading of existing road to 2-lane with paved shoulder. We have conducted
Classified Traffic Volume counts at 2 No locations for analysing the capacity.
The existing road has stretched whose geometrics do not conform to IRC standards will need to
be improved by means of realignments and by reconstruction. The road passes through ribbon
development The soil conditions along the project road are generally good and the construction
materials like soil and aggregates are available nearby.

It is recommended that the project be undertaken for two Lanning with paved in the immediate
future.

P a g e |1 - 34
 Chapter-2

Introduction
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THE STATE OF MADHYA PRADESH -CHANDRAPURA (UP-MP BORDER(SH-5)

CHAPTER -2
INTRODUCTION
2.0 INTRODUCTION

Madhya Pradesh Road Development Corporation (MPRDC) Bhopal has been entrusted
preparation of Detailed Project Report of selected stretches/corridor of Highway for
Two/Four lanning with paved shoulder configuration.

The Detailed Project Report thus prepared shall contain the scheme and layout of the
development of the highway and the project facilities, preliminary design, costing and
financial viability based on present and future traffic. The Detailed Project Report
would thus provide all technical details, based on which comprehensive bid document
can be prepared so that realistic bids are received from prospective bidders.

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2.1 PROJECT LOCATION

The SH-5 BACCHAUN-CHANDLA-SARWAI-GORIHAR-CHANDRAPURA (UP-MP BORDER) is

located in the district of Chhattarpur, which in turn is located in the State of Madhya
Pradesh. Madhya Pradesh is the second largest state in terms of geographic extent,
covering an area of 308,244 sq. km. The state is administratively divided into 51
districts. As per 2011 census, Madhya Pradesh has a population of 72 million accounting
to 6 percent of India’s population. State population has grown at 20.3 percent between
2001 - 2011. Population density of the state is 236 persons per square kilometre and is
significantly lower than the national average of 382 persons per square kilometre.
Further, distribution of population among the districts is uneven with 21 districts
registering population density of less than 200 persons per square kilometre resulting in
regions with relatively higher and lower human capital availability.

Majority of the state (around 72 percent) population still lives in rural areas. However,
there has been a steady growth in urbanization, with the emergence of industrial
clusters in the districts of Indore, Bhopal, and Gwalior as destinations for intra state
migration.

Population distribution by age group in Madhya Pradesh has been witnessing

significant changes, largely due to control of population growth, which, has resulted in
net decline of 2.33 lakh child population (0-6 years) during 2001-2011. As per KPMG
estimates, the state has a significant demographic dividend, with a rising working age
population and a sizeable population chunk in the lower working age spectrum. Between
2012 and 2017, an additional 4.9 million people are expected to enter the labour
market, followed by another 4.5 million people during 2017-22.
According to Census 2011, literacy rate in the state stood at 70.63 percent as against
74.02 percent at national level. Over the past two decades, the government has made
significant effort towards increasing literacy levels in the state by implementing
schemes such as Total Literacy Campaign, Padna Badhna Andolan, Lok Samark Abhiyan
and more recently through Sarva Siksha Abhiyan.

Transport and Logistics: Strategically located at the heart of the nation, Madhya
Pradesh is well connected to major cities of Delhi, Mumbai, Nagpur, Ahmedabad etc.
There are 19 National Highways with total length of 506452 km passing through the
state, besides 18373 km of state highway. Madhya Pradesh, having a great agrarian base,
offers significant opportunity for warehousing and transportation. MPWLC runs

P a g e |2-2
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PAVED SHOULDER CONFIGURATION OF PACKAGE-D IN
BACCHAUN-CHANDLA-SARWAI-GORIHAR
THE STATE OF MADHYA PRADESH -CHANDRAPURA (UP-MP BORDER(SH-5)

warehouses for the storage of agriculture products and minors forest produce offered by
individuals, co-operative societies and other institutions. The strategic location of the
state makes it an obvious choice to become a prominent warehousing hub.

2.2 CHHATARPUR DISTRICT -

Chhatarpur is one of district of Madhya Pradesh in India. There are 11 Tehsils, 1187
villages and 17 towns in Chhatarpur district. As per the Census India 2011, Chhatarpur
district has 356297 households, population of 1762375 of which 936121 are males and
826254 are females. The population of children between age 0-6 is 282794 which is
16.05% of total population. The sex-ratio of Chhatarpur district is around 883 compared
to 931 which is average of Madhya Pradesh state. The literacy rate of Chhatarpur district
is 53.51% out of which 61.1% males are literate and 44.9% females are literate. The total
area of Chhatarpur is 8687 sq.km with population density of 203 per sq.km. Out of total
population, 77.36% of population lives in Urban area and 22.64% lives in Rural area.
There are 23% Scheduled Caste (SC) and 4.18% Scheduled Tribe (ST) of total population
in Chhatarpur district.

Chhatarpur
District

2.3 OBJECTIVES OF CONSULTANCY

The objective of this consultancy is to undertake detail studies and prepare a Detail
Project Report of the Project Highway for the purpose of firming up the Authority’s
requirements in respect of development and construction of the Project Highway and
Project Facilities and enabling the prospective bidders to assess the Authority’s
requirements in a clear and predictable manner with a view to ensuring:

(i) Enhanced safety and level of service for the road users;
(ii) Superior operation and maintenance enabling enhanced operational efficiency of
the Project Highway;
(iii) Minimal adverse impact on the local population and road users due to road
construction;

P a g e |2-3
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THE STATE OF MADHYA PRADESH -CHANDRAPURA (UP-MP BORDER(SH-5)

(iv) Minimal adverse impact on environment;

(v) Minimal additional acquisition of land; and
(vi) Phased development of the Project Highway for improving its financial viability
consistent with the need to minimise frequent inconvenience to traffic that may
be caused if additional works are undertaken within a period of ten years from
the commencement of construction of the Project Highway.

2.4 SCOPE OF SERVICES

As per the Terms of Reference (TOR), the general scope of Work will include the
following primary tasks to be performed by the Consultants:

(i) Traffic surveys and demand assessment

(ii) Engineering surveys and investigations
(iii) Location and layout of truck lay-byes
(iv) Location and layout of bus bays and bus shelters
(v) Environment impact assessment
(vi) Preliminary Designs of road, bridges, structures, etc.
(vii) Preparation of Land Plan Schedules and Utility Relocation Plans
(viii) Preparation of indicative BOQ and Cost Estimates
(ix) Preparation of Detail Project Report of the Concession Agreement.
(x) As far as possible, the widening work will 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 correction,
improvement of intersections including provision of grade separators, as
practicable and cost effective. The Consultant will furnish land acquisition
details as per revenue records/ maps for further processing

2.5 STRUCTURE OF DETAILED PROJECT REPORT

The Detail Project Report is divided into separate volumes as follows:

➢ Volume I- Main Report.

➢ Volume I(Part-II) - Appendix of Main Report (Investigation Report)
➢ Volume II - Design Report
➢ Volume III- Material Report
➢ Volume IV- Environment & Social Impact Assessment
➢ Volume V- Cost Estimate & Bill of Quantity
➢ Volume VI- Rate Analysis
➢ Volume VII - Drawing Volume

P a g e |2-4
 Chapter-3

Project Description
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OF MADHYA PRADESH -CHANDRAPURA (UP-MP BORDER(SH-5)

CHAPTER – 3

PROJECT ROAD DESCRIPTION

3.1 PROJECT ROAD DESCRIPTION

The Project Road Bacchoun to Chandrapura (SH-5) is situated in Chhatarpur district in the State
of Madhya Pradesh. The total Length of the Project Road as per Top survey is 57.730 km and
Design Length is 57.640 km.
The project road starts from Ch. 0+000 at Bachhaun (2763390.38 m N 408968.30 m E) and passes
through many villages/town Bacchaun, Mukundpur, Sarai, Pandeypurva, Nayapurva, Chandla,
Kanchanpur, Himmatpur, Naharpur, Singpur, Chak Khadeha, Mahoi Khurd, Sarwai, Churyari,
Gourihar, khaddi, Chandrapura and ends at Ch. 57+730 (2807011.82 m N, 417757.06 m E) in
Chandrapura of Chhattarpur District, (M.P.)

Location Map of Project Road

3.2 LOCATION

The project road starts from T- Junction at Chainage 0+000 Bacchaun village. (2763390.38 m N
408968.30 m E) and passes through many villages/towns Bacchaun, Mukundpur, Sarai,
Pandeypurva, Nayapurva, Chandla, Kanchanpur, Himmatpur, Naharpur, Singpur, Chak khadeha,
Mahoi khurd, Sarwai, Churyari, Gourihar, khaddi, Chandrapura and ends at Ch. 57+730 on
existing State Highway Km. Stone 44 (2807011.82 m N, 417757.06 m E) in Chandrapura of
Chhattarpur District, (M.P.) The project road has connectivity with the MP-UP border.

3.2.1 START POINT

The project road starts from T- Junction at Chainage 0+000 Bacchaun village near 0 Km stone of
PMGSY road Bilahari.

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OF MADHYA PRADESH -CHANDRAPURA (UP-MP BORDER(SH-5)

Photo -: Starting Point of Project Road

3.2.2 END POINT

The project road ends at Ch. 57+730 near the MP-UP border on existing State Highway(SH-5)
Km.Stone CH.44+000 (2807011.82 m N, 417757.06 m E) in Chandrapura of Chhattarpur District.

End at Ch. 57.73 kms in Chandrapura Village near Kms stone 44 (SH-5)

3.3 CLIMATE

Climate of Chhatarpur District –

Chhatarpur has a humid subtropical climate with hot summers, a somewhat cooler monsoon
season, and cool winters. Heavy rainfall occurs in the monsoon season from June to September.
The average temperature in Chhatarpur is 25.7 °C. In a year, the rainfall is 985 mm (38.8 inches).
The Chhatarpur is located close to the equator, making the summers difficult to define.

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OF MADHYA PRADESH -CHANDRAPURA (UP-MP BORDER(SH-5)

3.4 LAND USE

Abutting land use on both sides is predominantly agricultural and the balance constitutes Built-up
area. Table containing details about Land use pattern for this road may be seen in Road inventory
in Appendix – V

Photo at Agriculture Photo at Built-up

Table 3.1: Land Use Pattern along Project Road

Existing Chainage (m.) Land Use (Built up /
Sr. Length
Agrt. /Forest/
No. From To (m)
Industrial/Barren)
1 0+000 1+160 1160 Bachhon
2 1+160 1+740 580 Agriculture
3 1+740 2+220 480 Bachhon scattered
4 2+220 3+980 1760 Agriculture
LHS Agriculture/ RHS
5 3+980 4+760 780
Forest
6 4+760 6+780 2020 Agriculture
7 6+780 6+840 60 Scattered Built-up
8 6+840 8+880 2040 Agriculture
9 8+880 9+000 120 Nayapurva
10 9+000 9+140 140 Agriculture
11 9+140 9+380 240 Scattered Built-up
12 9+380 11+480 2100 Agriculture
13 11+480 12+560 1080 Forest(RHS)
14 12+560 12+880 320 Agriculture
15 12+880 17+420 4540 Built up
16 17+420 26+820 9400 Agriculture
17 26+820 28+160 1340 Mahoi khurd
18 28+160 30+500 2340 Agriculture
Built up/Scattered
19 30+500 32+680 2180
Built up
20 32+680 38+140 5460 Agriculture
21 38+140 38+240 100 Scattered Built-up

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OF MADHYA PRADESH -CHANDRAPURA (UP-MP BORDER(SH-5)

Existing Chainage (m.) Land Use (Built up /

Sr. Length
Agrt. /Forest/
No. From To (m)
Industrial/Barren)
22 38+240 43+800 5560 Agriculture
Built up/Scattered
23 43+800 45+140 1340
Built up
24 45+140 49+810 4670 Agriculture
25 49+810 51+360 1550 Gourihar
26 51+360 56+980 5620 Agriculture
27 56+980 57+380 400 Built up
28 57+380 57+730 350 Agriculture

3.5 TERRAIN CLASSIFICATION

The project road Alignment is generally passing through plain terrain given below in table-3.2
Detail of the terrain for this road also may be seen in the Road inventory in Appendix-V.

Table 3.2: Terrain Classification

Chainage
S.NO Length Type of Terrain
From To
I II III IV V
1 0+000 57+730 57730 Plain/Rolling

3.6 SOIL TYPES

Soil type encountered throughout the road is generally black cotton soil, Red Soil and Alluvial
Soil.

3.7 Towns and Villages

The following table provides a Chainage wise list of towns and villages along the project road:

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OF MADHYA PRADESH -CHANDRAPURA (UP-MP BORDER(SH-5)

Table 3.3: List of Towns and Villages

Chainage Length
S.No. Town/Village Name
From To (m)
I II III IV V
1 0+000 1+160 1160 Bacchaun
2 1+740 2+220 480 Bacchaun scattered
3 3+940 4+080 140 Mukundpur scattered
4 4+260 5+300 1040 Sarai
5 6+780 6+880 100 Pandeypurva
6 8+880 9+400 520 Nayapurva
7 13+220 17+420 4200 Chandla
8 19+160 19+300 140 Kanchanpur
9 20+400 20+540 140 Himmatpur
10 21+450 21+550 100 Naharpur
11 23+600 23+780 180 Singpur
12 25+760 25+900 140 Chak khadeha
13 26+820 27+300 480 Mahoi khurd
14 27+480 28+160 680 Mahoi khurd
15 29+880 30+460 580 Sarwai scattered
16 30+580 32+680 2100 Sarwai
17 38+120 38+240 120 Churyari
18 43+780 45+140 1360 Gourihar
19 49+900 51+320 1420 khaddi
20 56+980 57+380 400 Chandrapura

3.8 PRELIMINARY TECHNICAL ASSESSMENT OF EXISTING ROAD

3.8.1 CARRIAGEWAY AND PAVEMENT

The existing pavement of the project road is bituminous with a carriageway width is 5.5m and
Cement Concrete pavement is also found at some locations. During the Site inspection approx.
86.5% is a bituminous surface and 13.5 % is Cement Concrete Surface observed in the project
road. The general condition of the pavement was found to be poor. The width of the earthen
shoulder varies from 1.0 to 2.5 m on both sides with heavy vegetation present on most of the
length.

Condition of existing pavement Condition of existing pavement

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Table 3.4: Carriageway Details

Carriageway % of
S.NO Type of Pavement Length (m) Remark
Width (m) Length

I II III IV V VI
1 Bituminous 5.5/7.0 49885 86.5%
2 Cement Concrete 7 21225 29.14 %

3.8.2 EXISTING ALIGNMENT GEOMETRICS

The horizontal alignment of the Project traverses through plain terrain. It is essential to improve
substandard geometrics at various locations on project road. Geometric improvements shall be
made as per standard and specifications. In order to upgrade the road to the geometric
requirements commensurate with the design speed, improvement has been proposed for the
Project Road. The alignment passes through several villages and habitation areas of which some
have built-up sections.
Longitudinal lined/unlined drain shall be provide near ROW in scattered built up section with
outlets to cross drainage structures.

3.8.3 MAJOR AND MINOR INTERSECTIONS

The project road traverses through various habitations and towns. Various important cross roads
also join the project road at different locations. Project road encountered with 06 Major and 47
Minor intersections. List of major and minor intersections is given in Table 3.5 below. In general,
no safety arrangements viz. road signs, markings, etc. are provided at these intersections. It
seems that the site condition governs the layout and no technical thoughts had been put in their
design and therefore, almost all of these are poor in geometrics and need for improvement is
observed.

Table 3.5: List of Major and Minor Intersections

Existing Design Category of
Sr. Destinations Type of Road
Chainage Chainage Junction Remark
No. of Cross Road Junction Side
(Km) (Km) (Major/Minor)
1 0+000 0+000 Bilhari T-Junction RHS Minor BT(PMGSY)
Bachhaun city
2 1+180 1+180 Y-Junction LHS Minor BT road
road
3 1+860 1+860 Village road T-Junction RHS Minor
4 4+000 3+995 Ranipur T-Junction RHS Minor PMGSY
5 4+020 4+015 Mukundpur T-Junction LHS Minor CMGSY
6 5+080 5+075 Village road T-Junction RHS Minor
7 6+460 6+450 Bundlapurva T-Junction RHS Minor CMGSY
8 7+160 7+150 Pandeypurva Y-Junction RHS Minor PMGSY
9 8+300 8+290 Lawraha Y-Junction LHS Minor PMGSY
10 9+970 9+960 Parsedi T-Junction LHS Minor PMGSY
11 10+870 10+865 Chatibaho T-Junction RHS Minor CMGSY
12 12+885 12+870 Lavkush Nagar T-Junction LHS Major BT(SH-12)

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Existing Design Category of

Sr. Destinations Type of Road
Chainage Chainage Junction Remark
No. of Cross Road Junction Side
(Km) (Km) (Major/Minor)
LHS-Village
13 13+380 13+380 road, RHS- X-Junction BHS Minor
Chandla
14 14+750 14+730 Ajaigarh Y-Junction RHS Major BT(MDR)
15 15+820 15+800 Gohani T-Junction RHS Minor
16 16+820 16+800 Rawpur T-Junction LHS Minor
17 19+290 19+290 Ramjhala T-Junction LHS Minor BT
18 20+280 20+260 Patalee T-Junction LHS Minor PMGSY
19 20+690 20+670 Simariya T-Junction RHS Minor PMGSY
20 21+450 21+440 Naharpur T-Junction LHS Minor PMGSY

LHS-khadeha,
21 25+850 25+830 X-Junction BHS Minor PMGSY
RHS-Dhawa

22 26+930 26+910 Mahoikalan T-Junction RHS Minor PMGSY

23 27+230 27+210 Rajaura T-Junction LHS Minor PMGSY
Kishori
24 30+540 30+520 T-Junction LHS Minor PMGSY
pukhari
25 31+240 31+220 Basrahi X-Junction BHS Minor BT
26 31+690 31+660 Goyra T-Junction RHS Minor
27 34+630 34+610 Kirathpur T-Junction RHS Minor BT
28 34+680 34+660 Village road T-Junction LHS Minor PMGSY
29 35+240 35+220 Bhadurpur Y-Junction LHS Minor
30 37+200 37+180 Churyari T-Junction RHS Minor PMGSY
31 38+140 38+120 Nadauta Y-Junction LHS Minor PMGSY
32 38+190 38+170 Village road T-Junction RHS Minor PMGSY
33 38+400 38+380 Churyari T-Junction RHS Minor
34 38+830 38+810 Gahabara T-Junction LHS Minor
35 40+920 40+900 Village road Y-Junction LHS Minor
36 44085 44+060 Gorihar Y-Junction LHS Minor PMGSY

LHA-Gurihar,
37 44+730 44+710 X-Junction BHS Minor PMGSY
RHS-Kitpura

38 45+390 45+360 Village road Y-Junction RHS Minor

39 50+440 50+410 Khaddi Y-Junction RHS Minor PMGSY
40 50625 50+600 Palta T-Junction LHS Minor PMGSY
41 50+860 50+840 Jaibaran Y-Junction LHS Minor CMGSY
42 51+600 51+570 Mavaighat Y-Junction RHS Minor PMGSY
43 54+870 54+840 Sisolar T-Junction RHS Minor PMGSY
44 56+900 56+860 Manawar T-Junction RHS Minor PMGSY
45 57+600 57+570 Village road T-Junction RHS Minor

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3.8.4 EXISTING MAJOR/ MINOR BRIDGES AND CULVERTS

There are a total of 112 existing structures found along the Project stretch. These include 7 Minor
bridges, and 105 Culverts (20 Slab Culverts, 8 vented causeways,1 FCW and 76 Pipe Culverts) are
identified. Most of the Minor Bridge is of RCC solid Slab Type Superstructure Table 3.6 gives the
summary of the cross-drainage structure.

The list of Major, Minor Bridges and Culverts are presented in Table 3.7, Table 3.8 and Table
3.9, 3.10 & 3.11 respectively.

Table 3-6: Summary of Existing Bridges and CD

Hume Pipe
Total No. of Existing Major Minor Slab/Arch
FCW Culvert /Vented
Structure Bridges Bridges Culverts
Causeway
I II III V VI VII
112 - 7 20 1 84

Table 3.7: Major Bridge

Details of Existing Structures
Sr. Existing Type of
No. chainage No of Span / Pipe x Width of
Existing Condition of Structure
Length of Span / dia Structure
Structure
I II III IV V VI
NIL

Table 3.8: Minor Bridge

Details of Existing Structures
Sr. Existing Existing Span Outer
Length
No. Chainage Arrangement (No. of width Condition of Structure
(m)
Span x Span Length) (m) (m.)
I II III IV V VI
Stone Masonry MNB is in poor
1 5+420 3 x 3.0 9.0 8
Condition
Stone Masonry MNB is in poor
2 24+580 2 x 7.0 14.0 12.7
Condition
Stone Masonry MNB is in poor
3 31+790 2 x 8.5 17.0 10
Condition.1 Span is fully choked
Stone Masonry MNB is in poor
4 37+860 1 x 9.0 9.0 9.5
Condition
Stone Masonry MNB is in poor
5 42+240 5 x 8.5 42.5 8.5
Condition
6 47+600 2 x 11.8 + 2 x 15 53.6 6.5 MNB is in Poor Condition
7 49+280 12 x 2.5 34.8 6.4 MNB is in Poor Condition

Table 3.9 - List of Existing HPC/VCW//Pipe Culverts

Details of Existing Structures
Sr. Existing Type of
No of Span / Pipe x Width of
No. Chainage Existing Condition of Structure
Length Span / Dia. Structure
Structure
I II III IV V VI
HPC is choked and is in poor
1 0+125 HPC Choked 7.5
condition

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Details of Existing Structures

Sr. Existing Type of
No of Span / Pipe x Width of
No. Chainage Existing Condition of Structure
Length Span / Dia. Structure
Structure
I II III IV V VI
Stone Masonry Culvert is in poor
2 2+670 VCW 5 ROW 1000 7.0
condition
Stone Masonry Culvert is in poor
3 2+910 HPC 3 ROW 1000 7.5
condition
Stone Masonry Culvert is in poor
4 3+890 HPC 1 ROW 1000 8.0
condition
Stone Masonry Culvert is in poor
5 4+330 HPC 1 ROW 1000 10.0
condition
6 4+510 HPC 1 ROW 1000 10.2 Culvert is in poor condition
Stone Masonry Culvert is in poor
7 4+760 HPC 1 ROW 1000 7.5
condition and partially choked
Stone Masonry Culvert is in poor
8 4+890 HPC 1 ROW 600 7.0
condition
Stone Masonry Culvert is in poor
9 5+630 VCW 7 ROW 1200 7.0
condition
Stone Masonry Culvert is in poor
10 8+020 VCW 9 ROW 1200 7.5
condition
Stone Masonry Culvert is in poor
11 9+120 VCW 4 ROW 1000 7.5
condition
Stone Masonry Culvert over canal
12 9+805 HPC 1 x 0.4 & 1 ROW 300 6.5
is in poor condition
Stone Masonry Culvert is in poor
13 10+735 VCW 4 ROW 1200 7.5
condition
Old HPC widened with slab is in
14 10+915 HPC 1 ROW 600 8.5
poor condition
Stone Masonry Culvert is in poor
15 12+200 HPC 2 ROW 900 8.5
condition
16 13+580 HPC 2 ROW1000 15.5 HPC is in fair condition
17 14+020 HPC 3 ROW 900 15.5 HPC is in poor condition
18 15+580 HPC 2 ROW 1000 8.5 HPC is in poor condition
19 16+150 HPC 2 ROW 1000 12.5 HPC is in poor condition
20 16+620 HPC 3 ROW 1000 12.5 HPC is in fair condition
21 17+900 HPC 2 ROW 1000 14.5 HPC is in poor condition
22 18+720 HPC 1 ROW 1000 15.5 HPC is in poor condition
Stone Masonry Culvert over canal
23 19+060 HPC 1 ROW 1200 7.5
is in poor condition
24 19+785 HPC 1 ROW 1000 15.5 HPC is in poor condition
25 19+990 HPC 1 ROW 600 13.5 HPC is in poor condition
26 20+120 HPC 1 ROW 1000 15.5 HPC is in poor condition
27 20+410 HPC 1 ROW 1000 15.5 HPC is in poor condition
28 20+835 HPC 1 ROW 1000 15.5 HPC is in poor condition
Stone Masonry Culvert is in poor
29 21+270 HPC 1 ROW 900 8.5
condition
30 21+455 HPC 1 ROW 900 8.5 HPC is in poor condition
31 21+735 HPC 1 ROW 1000 17.0 HPC is in poor condition
32 22+010 HPC 1 ROW 1000 17.0 HPC is in poor condition
33 22+320 HPC 1 ROW 1000 17.0 HPC is in poor condition
Stone Masonry Culvert over canal
34 22+860 HPC 1 ROW 1000 7.5
is in poor condition
HPC is burried and is in poor
35 23+100 HPC 1 ROW 900 16.0
condition
36 23+560 HPC 2 ROW 1000 16.0 HPC is in poor condition

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Details of Existing Structures

Sr. Existing Type of
No of Span / Pipe x Width of
No. Chainage Existing Condition of Structure
Length Span / Dia. Structure
Structure
I II III IV V VI
Stone Masonry Culvert is in poor
37 24+160 HPC 1 ROW 1000 8.5
condition
Stone Masonry Culvert is in very
38 25+425 HPC 1 ROW 1000 8.5
poor condition
39 25+980 HPC 1 ROW 900 8.5 HPC is in poor condition
40 26+675 HPC 2 ROW 1000 16.5 HPC is in poor condition
Stone Masonry Culvert is in fair
41 27+800 HPC 1 ROW 600 7.5
condition
Stone Masonry Culvert over canal
42 28+535 HPC 1 ROW 600 7.5
is in poor condition
43 28+980 HPC 2 ROW 1000 11.5 Culvert is choked at both side
Stone masonry structure over
44 29+330 HPC 1 ROW 600 7.5
canal is in good confition
45 29+610 HPC 2 ROW 1000 16.5 HPC is in poor condition
Stone Masonry Culvert over canal
46 29+740 HPC (Skew) 1 ROW 1000 7.3
is in poor condition
47 31+730 VCW 5 ROW 1000 7.5 HPC is in fair condition
HPC is in poor condition and
48 32+280 HPC 1 ROW 900 14.0
burried at RHS
49 33+590 HPC 1 ROW 1200 13.0 HPC is in fair condition
Pipe without Headwall is in poor
50 33+835 HPC 1 ROW 600 7.0
condition and choked
51 34+380 HPC 2 ROW 1000 15.0 HPC is in fair condition
52 34+490 HPC 2 ROW 1000 15.0 HPC is in fair condition
53 34+600 HPC 1 ROW 1000 14.0 HPC is in fair condition
Stone Masonry Culvert is in poor
54 34+830 HPC 1 ROW 1000 7.5
condition
55 35+090 HPC 2 ROW 1000 14.0 HPC is in fair condition
Stone Masonry Culvert is in poor
56 35+520 VCW 12 ROW 1200 8.0
condition
57 37+135 HPC 1 ROW 1000 15.0 HPC is in poor condition
58 37+230 HPC 1 ROW 900 8.5 HPC is in poor condition
59 38+525 HPC 2 ROW 1000 14.0 HPC is in poor condition
60 39+070 HPC 2 ROW 1000 14.5 HPC is in poor condition
61 40+630 HPC 2 ROW 1000 14.5 HPC is in fair condition
62 40+735 HPC 2 ROW 1000 14.5 HPC is in fair condition
63 40+820 HPC 1 ROW 900 8.5 HPC is in poor condition
64 41+030 HPC 2 ROW 1000 14.5 HPC is in poor condition
65 41+715 HPC 1 ROW 1000 14.5 HPC is in poor condition
66 42+550 HPC 2 ROW 1000 14.0 HPC is in fair condition
67 42+770 HPC 2 ROW 1000 13.0 HPC is in poor condition
68 43+090 HPC 1 ROW 1000 12.0 HPC is in fair condition
HPC is choked and is in poor
69 44+880 HPC 1 ROW 1000 15.0
condition
70 45+300 HPC 1 ROW 1000 15.0 HPC is in fair condition
71 45+525 HPC 2 ROW 1000 15.0 HPC is in poor condition
72 46+230 HPC 2 ROW 1000 15.0 HPC is in fair condition
73 46+400 HPC 2 ROW 1000 15.0 HPC is in poor condition
74 47+940 HPC 1 ROW 900 8.5 HPC is in poor condition
HPC is in fair condition but pipes
75 48+320 HPC 3 ROW 1000 12.0
are choked
76 48+710 HPC 2 ROW 1000 12.0 HPC is in fair condition

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Details of Existing Structures

Sr. Existing Type of
No of Span / Pipe x Width of
No. Chainage Existing Condition of Structure
Length Span / Dia. Structure
Structure
I II III IV V VI
77 49+820 HPC 2 ROW 1000 13.0 HPC is in fair condition
78 50+020 HPC 1 ROW 900 8.5 HPC is in poor condition
79 50+710 HPC 1 ROW 900 8.5 HPC is in poor condition
80 52+500 HPC 1 ROW 1000 14.0 Burried HPC
HPC is partially choked and in poor
81 54+470 HPC 2 ROW 1000 14.0
condition.
HPC is partially choked and in poor
82 56+000 HPC 2 ROW 1000 14.0
condition.
Stone masonry structure is in poor
83 56+910 VCW 6 ROW 1200 7.5
condition
HPC is in fair condition but is
84 57+250 HPC 1 ROW 1000 14.0
choked.

Table 3.10: List of Existing Slab/Arch Culverts

Details of Existing Structures
Sr. Existing Existing Span Outer
Length
No. Chainage Arrangement (No. of Span width Condition of Structure
(m)
x Span Length) (m) (m.)
I II III IV V VI
Stone Masonry Culvert is in poor
1 1+340 1x1 1.5 8.7
condition
Stone Masonry Culvert is in poor
2 3+640 1 x 4.4 5.4 7.1
condition
Stone Masonry Culvert is in poor
3 5+950 1x1 1.5 8.3
condition and choked.
Stone Masonry Culvert is in poor
4 6+620 1x1 1.5 7.0
condition and choked.
Stone Masonry Culvert is in poor
5 6+880 1 x 0.6 1.0 8.5
condition
Stone Masonry Culvert over the
6 7+260 1 x 5.0 6.0 11.1
canal is in poor condition
Stone Masonry Culvert is in poor
7 7+740 1 x 0.6 1.0 8.5
condition
Stone Masonry Culvert is in poor
8 7+880 1 x 0.6 1.0 7.5
condition and choked.
Stone Masonry Culvert is in poor
9 8+710 1 x 1.0 2.0 8.5
condition
Stone Masonry Culvert over the
10 10+570 1 x 3.0 3.0 8.0
canal is in poor condition
11 14+380 1x1 1.5 8.4 Culvert is in poor condition
Stone Masonry Culvert is in poor
12 17+200 1 x 4.0 5.0 7.8
condition
Stone Masonry Culvert is in poor
13 17+610 1 x 4.0 5.0 7.9
condition
Stone Masonry Culvert over the
14 18+440 1 x 3.0 4.5 8.5
canal is in poor condition
Stone Masonry Culvert over the
15 25+440 1 x 4.5 5.5 16.0
canal is in poor condition
Stone Masonry Culvert is in poor
16 27+320 1 x 6.4 7.5 8.50
condition
17 28+230 1 x 6.0 6.0 7.0 Culvert is in very poor condition
Stone Masonry Culvert over the
18 32+690 1 x 4.5 5.5 7.5
canal is in poor condition

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Details of Existing Structures

Sr. Existing Existing Span Outer
Length
No. Chainage Arrangement (No. of Span width Condition of Structure
(m)
x Span Length) (m) (m.)
I II III IV V VI
Stone Masonry Slab culvert is in
19 49+540 1 x 5.5 6.5 8.5
poor condition
20 56+930 1 x 5.5 5.5 6.5 The structure is in poor condition

Table 3.11: List of Existing FCW Culverts

Details of Existing Structures
Sr. Existing Type of No of Span /
No. Chainage Width of
Existing Pipe x Length Condition of Structure
Structure
Structure of Span / dia.
I II III IV V VI
BY local inquiry it is identified as
1 0+620 FCW - -
FCW and is in very poor condition

3.8.5 PRESENT TRAFFIC

Average Daily Traffic (ADT) of project road is presented in Table 3.12 below: -

Table 3.12: Average Daily Traffic

Survey Location
Type of Vehicles
(km 13+000) (km 44+200)
I II III
2-Wheeler 2842 1031
3-Seater 614 502
Car/Vans/Jeeps (Taxi) 794 714
Mini Bus 0 0
Buses 71 52
LCVs 169 343
2-Axle Trucks 21 37
3-Axle Trucks 74 41
Multi Axle Trucks 34 54
Tractor 162 162
Tractor with Trailer 74 39
Cycle 285 12
Cycle Rickshaw 0 0
Bullock Cart 6 0
Horse 0 0
Hand Cart 0 0
Others 17 0
Total 5163 2987
Source: Traffic Surveys, June 2023

3.8.6 RAILWAY LINE CROSSING

Along the project alignment there is no railway Level crossing exists.

Table 3.13: List of Existing Level Crossing

Existing
S. No. No. of line Type of line
Chainage (Km)
I II III IV
Nil

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3.8.7 EMBANKMENT AND SURFACE DRAINAGE

The project road runs generally at ground level on either side of embankment or at medium
embankment except at bridge approaches. Project influence area falls in moderate rainfall zone
(<1000 mm). The Project Road requires an efficient drainage network and sturdy embankment
slopes. However, except natural vegetation cover, there are no slope protection works. Due to
water runoff during rainy season, extensive soil erosion has been noticed at such places.

3.9 BYPASS AND RE-ALIGNMENT ALTERNATIVE OPTIONS

There is no proposed Bypass and realignment

3.10 UTILITIES AND SERVICES

Utilities like electric pole, OFC, hand pumps etc. were observed on both sides of road during
road inventory. Rural area is having utilities services located very close to the road edges.
Roadside establishments such as kirana shop and motor vehicle repair shops are situated on the
road edges in the rural section.

3.11 PROJECT ROAD CONSTRAINTS

There are few minor settlements and encroachments Has been observed along the project road.

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 Chapter-4

Traffic Studies, Analysis and

Demand Forecasts
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CHAPTER -4
TRAFFIC STUDIES AND DEMAND FORECASTS

4.1 INTRODUCTION

Investment in the transport sector constitutes a significant proportion of total investment in

the infrastructure. This is especially true in the case of developing nations, where transport
is the catalyst for all round development.

When the capital is scare and there are competing demands, the investment in a transport
project has to be Justified and carefully planned for. It is necessary to keep in view not only
the present demand but also the requirements for a reasonable period in future.

This underlines the need for appreciation of present and future traffic characteristics
accurately, whether the plan be for the construction of new facility or the improvement of
existing facilities. To great extent, the accurate estimate of future traffic will influence the
engineering design of the facility and the economic decision whether to take up the project
or not.

Traffic forecasting can, at best, only be considered as an approximate science. Traffic is

generated because of the inter-play of a number of contributory factors. We will make
efforts to correlate traffic intensity and growth rates to the demographic and economic
growth trends of the state to establish future growth rates and to estimate the size of
traffic on different links of the project corridor during different years of the project period.
The traffic study data will be basic inputs in the engineering design of the links and
economic evaluation of alternative options.

4.2 PROJECT CORRIDOR

The project road starts from Ch. 0+000 at Bachhaun (2763390.38 m N 408968.30 m E) and
passes through many villages/town Bacchaun, Mukundpur, Sarai, Pandeypurva, Nayapurva,
Chandla, Kanchanpur, Himmatpur, Naharpur, Singpur, Chak Khadeha, Mahoi Khurd, Sarwai,
Churyari, Gourihar, khaddi, Chandrapura and ends at Ch. 57+730 (2807011.82 m N, 417757.06
m E) in Chandrapura of Chhattarpur District, (M.P.)

4.3 OBJECTIVES OF THE STUDY

The primary objectives of this traffic study are to:

➢ Determine the characteristics of traffic movements on the project Highway.
➢ Collect Historical data on traffic growth in the Project Highway.
➢ Estimate the future growth rate.
➢ Determine the travel pattern as well as type and weight of commodities carried by
goods vehicles.
➢ Determine the turning movements of traffic at road intersections and identify
requirements of suitable remedial measures such as construction of underpasses flyovers
grade separated interchanges, etc.
➢ Identify traffic bottlenecks and the need for service roads, bypass to congested
location.
➢ Assess requirements for present and future development of truck terminals truck
parking areas at suitable location on routes.
➢ Conduct survey to find out the willingness of road users to pay toll amount.

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4.3.1 SURVEYS
To fulfil these objectives, the following traffic surveys were carried out
➢ Traffic volume count surveys at two locations for 7 days.
➢ Origin and destination surveys for 24 hours at two locations.
➢ Turning movement surveys for 24 hours at 1 major junction.
➢ Axle Load surveys for 24 hours at two locations.
➢ Speed and Delay Survey.
➢ Pedestrian /Animal crossing Survey.
➢ Wayside Amenities Survey.

4.4 CLASSIFIED TRAFFIC COUNTS

4.4.1 OBJECTIVES

The intensity of traffic flow at any given section of the road forms the basis for determining
its spatial and structural design requirements. The collection of traffic data thus assumes
utmost significance in the development of any road project. In order to assess the Average
Daily Traffic at any section of road, classified traffic counts are carried out for a continuous
period of 7 days to average any variation in the short term.

4.4.2 APPROACH AND METHODOLOGY

Locations for Traffic surveys have been identified and the various traffic survey formats
were included in Quality Assurance Plan. The surveys were carried out as described in the
TOR. Special teams consisting of the Traffic Engineer and enumerators were constituted to
carry out the surveys. The activities carried out include.
➢ Constitution of survey teams
➢ Training of enumerators
➢ Carrying out of surveys

4.4.2.1 SURVEY TEAM

Each team was consisting of one supervisor and adequate enumerators, depending on
location and scope of the survey.

4.4.2.2 TRAINING OF ENUMERATOR

Enumerators identified for deployment of traffic surveys were trained in identification of
various categories of vehicles and appropriately filling up of Performa /formats before the
work is commenced on surveys.

4.4.2.3 CLASSIFIED VOLUME COUNT SURVEY

This was carried out manually. The survey was carried out for 7 days (continuous and
direction wise). The vehicle classifications as suggested in TOR/IRC Codes were followed.
The same has been reflected in Traffic survey formats. All results have been presented in
tabular and graphical forms. The data collected was computerised in MS-EXCEL software.

4.4.3 SELECTION OF THE TRAFFIC SURVEY LOCATIONS

Reconnaissance survey was conducted on the Project Road for selection of locations for
various traffic surveys. While selecting the traffic volume survey location, consultants have
considered the aspect of Private sector participation in this road development and
accordingly, the locations were selected. The first location has been selected Near Chandla
village at Ch-13+000; the second CCTV location has been chosen Near Ghorihar village at Ch.
44+200.

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Table 4-1Traffic Volume Surveys

S.No. Chainage (km) Location Survey Dates
I II III IV
1 13+000 Near Chandla 13.06.2023 to 19.06.2023
2 44+200 Near Ghorihar 13.06.2023 to 19.06.2023
Reference: Details have been given in Appendix-X

4.4.4 TRAFFIC CHARACTERISTICS ON PROJECT ROAD

The summary of all data collected from traffic volume survey for the 2 locations on the Project
Road is presented in Table 4-2. Average Daily Traffic (ADT) for the month of June 2023 is
summarized in this table.

Table4-2 Traffic Volume at Two Locations of the Project Road (ADT)

Survey
Type of Vehicles LocationLocati
(km 13+000) (km 44+200)
on
I II III
2-Wheeler 2842 1031
3-Seater 614 502
Car/Vans/Jeeps (Taxi) 794 714
Mini Bus 0 0
Buses 71 52
LCVs 169 343
2-Axle Trucks 21 37
3-Axle Trucks 74 41
Multi Axle Trucks 34 54
Tractor 162 162
Tractor with Trailer 74 39
Cycle 285 12
Cycle Rickshaw 0 0
Bullock Cart 6 0
Horse 0 0
Hand Cart 0 0
Others 17 0
Total 5163 2987
Source: Traffic Surveys, June 2023

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4.4.5 AVERAGE DAILY TRAFFIC (ADT)

Traffic volume count data at each location was averaged to determine Average Daily Traffic
(ADT). Traffic volume count summary sheets along with ADT tables are presented in
Appendix-X to this report. The location wise ADT by vehicle type is presented in the Table
4.3.

The Average Daily Traffic (ADT) obtained from the surveys are summarized in Table given
below-

Table-4.3: Average Daily Traffic

Survey Location Average Daily Traffic Average daily PCUs

Near Chandla 5163 4876

Near Ghorihar 2987 3736

AVERAGE DAILY TRAFFIC SURVEY OF BACHAUN-CHANDLA-SARWAI-GORIHAR-CHANDPURA (MP-UP BORDER) ROAD (SH-5)

(Date:13.06.2023 to 19.06.2023)
Section : BACHAUN TO CHANDPURA (MP-UP BORDER) ROAD
Direction : Bothways Average of all 2 locations
Motorised Traffic Non Motorised Traffic
Passenger Others Grand Total
Passenger Vehicles Goods Vehicles Agricultural Animal Cart
Vehicles Vehicles
Ord. Trucks
Three Wheeler

Cycle Rikshaw
Two Wheeler

Location
Tempo / LCV

Tractor with

Bullock Cart

Horse Cart
Car/Jeep

Mini Bus

Tractor
Trailor

Others
Cycle
Bus

M Axle

ADT PCU
2 Axle

3 Axle

PCU Factor 0.5 1.0 1.0 1.5 3.0 1.5 3.0 4.5 4.5 4.5 1.5 0.5 2 8 4 0

CHANDLA 2842 614 794 0 71 169 21 74 34 162 74 285 0 6 0 17 5163 4876

GORIHAR 1031 502 714 0 52 343 37 41 54 162 39 12 0 0 0 0 2987 3736

AVG OF ALL
1937 558 754 0 62 256 29 58 44 162 57 149 0 3 0 9 4075 4306
LOCATIONS

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ANALYSIS OF TRAFFIC SURVEYS

4.5.1 PCU VALUES

Data collected from the site were entered into the computer and analyzed using spread
sheet in MS Excel. In order to convert recorded vehicles into a common scale, the Passenger
Car Units (PCU) equivalent factor as per IRC: 64-1990 has been adopted. The PCU equivalent
factors adopted are as given in Table 4.4 below.

S. No. Vehicle Type PCU Value

Fast Moving Vehicles
1 Cars/Jeeps/Vans/Taxi/3 Wheelers 1.0
2 2 Wheelers 0.5
3 Tata Ace, Utility Jeep 1.0
4 Mini Bus/School Bus 1.5
5 Government Bus/Private Bus 3.0
6 LCV 4W/LCV 6W 1.5
7 2 Axle Trucks 3.0
8 3 Axle Trucks 4.5
9 MAV/Oversized 4.5
10 Agricultural Tractor (with Trailer) 4.5
11 Agricultural Tractor (without Trailer) 1.5
Slow Moving Vehicles
1 Bicycle 0.5
2 Cycle Rickshaw 2.0
3 Animal Drawn Vehicles 8.0
4 Horse Cart 4.0
5 Hand Cart 3.0
6 Other NMV 0.0

4.5.2 ANALYSIS OF CLASSIFIED VOLUME COUNT SURVEY

Traffic volume count at two locations has been carried out continuously for 7 consecutive
days for 24 hours on each day. 7-Day Continuous volume counts were undertaken to obtain a
realistic picture of the current volume and composition of the traffic. The analysis of traffic
counts provided an estimate of the Average Daily Traffic (ADT). The analysis has been
carried out in terms of total number of vehicles and in respect to Passenger Car Unit (PCU).
Location wise results of analysis are discussed below:

A. Near Chandla at Km. 13+000

Survey was carried out at Km 13+000 near Chandla. Selected location lies between Bacchaun
to Chandrapura Road is away from urban section to avoid influence of local traffic.

ADT recorded at this station is 5163 nos. / 4876 PCU. Fast moving vehicles were recorded as
94.36% of the total traffic (in PCU). Peak hour traffic flow of 470 nos. formed around 9.1%
of the total traffic. Peak hour is identified during 5.00-6.00 PM.

There will be variation of traffic for each day. The daily and hourly variation of traffic
observed at Km 13+000 is presented graphically in Figure 4.1

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I. Hourly Variation of Traffic

Seven days’ average hourly variation of traffic at 13+000 locations is shown in Figure 4.1.
Generally, peak flow occurs during 5.0 AM to 6.0 PM hours in evening. In addition, peak hour
differs for each location depending on local activities viz. Office timings, commercial
activity, school timings etc. Traffic flow during daytime is higher than that during night time
at all the count locations.

Figure 4.1: Daily and Hourly Variation near Chandla at Km 13+000

II. Composition of Traffic

a. Composition of traffic ADT at the count location of CH-13+000 is presented in the form of
pie charts in figure Fig. 4.2 is attached here.

Figure 4.2: Composition of Average Daily Traffic near Chandla at Km 13+000

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b. Average composition of traffic PCU at the count location of CH-13+000 is presented in

the form of pie charts in figure Fig. 4.3 is attached here.

Figure 4.3: Composition of PCU near Chandla village at Km 13+000

III. DIRECTIONAL DISTRIBUTION

Directional Distribution of Traffic at CH-13+000 is presented in the form of column charts in
Fig. 4.4 is attached here.

Figure 4.4: Directional Distribution at Chandla at Km 13+000

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B. GHORIHAR AT KM. 44+200

Survey was carried out at Km 44+200 Ghorihar town. Selected location lies between
Bacchoun to Chandrapura are away from urban section to avoid influence of local traffic.
ADT recorded at this station is 2987 nos. / 3736 PCU. Fast moving vehicles were recorded
as 99.59% of the total traffic (in PCU). Peak hour traffic flow of 437 nos. formed around 15%
of the total traffic. Peak hour is identified during 3.00-4.00 PM.

There will be variation of traffic for each day. The daily and hourly variation of traffic
observed at Km 44+200 is presented graphically in Figure 4.5.

I. HOURLY VARIATION OF TRAFFIC

Seven days’ average hourly variation of traffic at 44+200 locations are shown in Figure 4.5.
Generally, peak flow occurs during 3:00 PM to 4:00 PM hours in evening. In addition, peak
hour differs for each location depending on local activities viz. office timings, commercial
activity, school timings etc. Traffic flow during daytime is higher than that during night time
at all the count location.

Figure 4.5: Daily and Hourly Variation Bacchoun to Chandrapura

II. COMPOSITION OF TRAFFIC

(A) Average composition of traffic ADT at the count location of CH-44+200 is presented in
the form of pie charts in figure Fig. 4.6 is attached here.

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Figure 4.6: Composition of Average Daily Traffic near Gorihar Town at Km 44+200

(B) Average composition of traffic PCU at the count location of CH- 44+200 is presented in
the form of pie charts in figure Fig. 4.7 is attached here.

Figure 4-7: Composition of PCU Gorihar Town at Km 44+200

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III. DIRECTIONAL DISTRIBUTION

Directional Distribution of Traffic at CH-44+200 is presented in the column charts in figure
Fig. 4.8 is attached here.

Figure 4.8: Directional Distribution at PCU Pipariya Town at Km 44+200

4.6 INTERSECTION TURNING MOVEMENT SURVEY

4.6.1 OBJECTIVE

The objective of the turning movement survey is to determine the directional movement
of traffic in order to assess the measures required to improve the junction capacity and to
regulate safe traffic movement.

4.6.2 METHODOLOGY
After reconnaissance and observing traffic situation a total of 4 major intersections were
selected for conducting turning movement studies. The directional traffic counts were
carried out for 24 hrs. At 15 minutes’ intervals at the following junctions -

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4.6.3 ANALYSIS OF TURNING MOVEMENT STUDY

As per IRC: 93-1985 (Guidelines on Design and Installation of Road Traffic Signals) the traffic
at intersections will require time separation, i.e., signal control, when the major road flow
is more than 800 vehicles per hour (both directions) and the minor road flow is more than
250 vehicles per hour (one direction) for each of any 8 hours of an average day. Similarly, as
per IRC: 92-1985, traffic will require space separation, i.e., grade separation, when the
total peak hour flow at the intersection is more than 10,000 PCU/hr. Junctions that do not
warrant the above two types of control will require priority control.

4.6.4 TURNING MOVEMENT ANALYSIS

Turning movement survey has been conducted at important junctions to understand the
nature and quantum of turning movements. The study is helpful in understanding the
percentage of traffic being diverted as well as to help the design of intersections. This also
useful in the assessment the directional traffic movements at the junction in order to give
recommendations to improve the design requirements and capacity needs for the existing
conditions and expected future growth of traffic. Figure 4.11 shows the schematic road
network with the possible traffic diversions.
`
4.7 ORIGIN DESTINATION SURVEY

To capture the productions and attractions of passenger and goods movement, from the
respective zones, OD survey was carried. Roadside Interview method, as detailed in IRC:
102-1988, was used for O-D survey. The survey was carried out for both passenger and goods
vehicles for 24 hours (in both directions) and trip data was collected at the volume count
locations by trained enumerators under the supervision of Transportation Engineers. From
the O-D survey, travel characteristics like origin and destination, occupancy, trip purpose
and length of trip by mode type are captured. For goods modes, the survey elicited
characteristics like origin and destination, commodity type, trip frequency and length of
trip.

A reasonable sample size (about 10%) of vehicles was collected. Travel patterns for were
established based on these surveys.

Zoning
To study the travel, pattern the project corridor influence area is divided in to 9 Zones.
Zoning is done in such a way that the characteristics of inter zonal as well as intra zonal
trips could be clearly analysed and their influence is assessed on the project corridor. For
the easy understanding of the traffic assignment, small zones are avoided and clubbed
together. The districts such as Sagar, Raisen, Ashoknagar, Vidisha, Narsinghpur, Jabalpur,
Damoh, Chhatarpur, Panna and Katni are considered as separate zones. The trips from rest
of Madhya Pradesh are considered in one zone. Similarly different zones for the trips coming
from the states like Maharashtra, Chhattisgarh and Uttar Pradesh are given. Adopted zoning
scheme and Zone Map is presented below.
Table - 4-5: Places covered under Zone
Places covered under Zone Zone code
Sagar 1
Raisen 2
Ashoknagar 3
Vidisha 4
Jabalpur 5
Damoh 6
Panna 7
Katni 8
Chhatarpur 9

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Zoning Map Bacchoun to Chandrapura Road

4.8 ANALYSIS OF AXLE LOAD SURVEY

Traffic loading has a significant impact on pavement performance and pavement design
because of the damage that vehicles cause to a road depends on several factors such as
gross load, tire pressure, type of load, number of wheels and type of wheel configuration,
number of repetitions, etc. The knowledge of axle loading pattern and the spectrum of axle
loads of vehicles using a highway system are necessary in the development and application
of realistic pavement design and maintenance procedures. The maximum numbers of heavy
commercial vehicles such as goods vehicle and buses, travelling in both the directions were
intercepted to record their load using electronically operated Portable Axle Load Pads. Axle
load survey was carried out 14+500 near Chandla Village. The main objective of the axle
load survey is to determine Vehicle Damaging Factor (VDF) of each commercial vehicle and
their axle load spectrum/distribution and expected damage on pavement and extent of over
loading.

The vehicle damage factor is a multiplier for converting the number of commercial vehicles
of different axle loads to the number of standard axle load repetitions. Design of new
pavement for additional lane or strengthening of existing pavement is based upon the
cumulative number of 8.17 tons’ equivalent standard axles (ESA) that will pass over during
the 20-year design period. The classes of traffic, which lead to significant axle loads (or
damage) to the pavement and accordingly considered for design are LCVs, two / three axle
and multi axle trucks. Cumulative standard axles (CSA) are calculated in accordance with
the guidelines provided in IRC: 37 – 2018 and IRC: 81 - 1997. The overloaded vehicles have
serious adverse impact on performance of pavement. It has been ascertained that the
damaging effect of axles on flexible pavement is approximately proportional to the fourth
power of the axle load.
The equivalent single axle loads (ESALs) have been calculated assuming that the project
road will be opened to traffic in the year 2026

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Table 4-6: Summary of VDF

Commercial Vehicle
LOCATION DIRECTION
LCV 2 AXLE 3 AXLE MAV
I II III IV V VI
Bacchoun to Chandrapura 0.0472 0.4647 25.9666 12.0586
KM : 14+000
Chandrapura to Bacchoun 0.0031 0.4506 0.7313 2.7629
Adopted Maximum VDF 0.0472 0.4647 25.9666 12.0586
Reference: Details have been given in Appendix-X

Table-4-7 Summary of MSA

MSA for 20th
Name of the Road Adopted Design MSA
(13+000)
Bacchoun to Chandrapura (SH-5) 17.16 20

4.9 HOMOGENEOUS SECTION

The entire Project Road is considering as one homogeneous sections based on traffic
volume and its characteristics.
Table 4.8: Homogeneous section

Sr. Existing Design Length

Homogenous Section
No. Length (km) (km)

1 (SH-5) Bacchoun to Chandrapura 57.730 57.640

4.10 GROWTH RATE

Adopted growth rate is 5% Ref. IR-37, 2018 for commercial vehicles along the project road.
The growth of remain traffic moving vehicles is taken as 5% “Reference: Ministry of Shipping,
Road Transport & Highways, (18th January, 2008 reference no. RW/NH-37011/57/2006-PIC) 5%
traffic growth rate.”

Summary of projected traffic based on adopted growth rate is provided in Table given below:

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Table 4.9: Projected Traffic Volume, Veh./day and PCU/day

Year Year Year Year Year
Project Road
2023 2026 2033 2040 2045
I II III IV V VI
Projection of ADT
Total Fast Moving Vehicle
3924 4542 6391 8993 11477
(Motorized Traffic)
Slow Moving Vehicle
152 175 247 347 443
(Non-Motorized Traffic)
Traffic (Number) 4075 4717 6638 9340 11920
Projection (PCUs/day) (4306) (4985) (7014) (9869) (12596)
Note: Values in bracket indicate PCUs/day

4.11 TRAFFIC FORECAST

4.11.1 BACKGROUND
Traffic Forecast predicts the future traffic volume levels on the project road. The growth of
traffic on the roads is influenced by a myriad of factors that abound in uncertainties. The
uncertainties are in the form of fluctuations in growth of national economy, changes in
government policy, changes in socio-economic conditions of the people etc. In order to assess
the development requirements of the highway, an accurate forecast of traffic is essential. In
addition, the success of any road project being developed using private sector participation
hinges on the accuracy and robustness with which the future traffic and revenues have been
estimated.
From the part of the developing agency, forecasted traffic gives a tool where future traffic
congestion level determines the capacity augmentation method. Therefore, estimation of
future traffic forms the basis of the design of the facility and determines the viability of the
project. In practice, many parameters influence the future traffic growth rate. Therefore,
while carrying out the traffic forecasting; it is always kept in mind that all the parameters are
assessed at the macro level of the country's economy. Therefore, following section deals with
different methods, techniques and considerations used in traffic forecasting for this project .

4.11.2 THEORETICAL UNDERPINNINGS

In general, there are broadly three different traffic-forecasting methods to estimate the
growth rates. After the consultation with client, a flat 5% growth rate is assumed for each
mode of vehicle over a period until 2036 and beyond.
1. Method .1: Trend based Analysis (Based in traffic census, and vehicle registration number)
2. Method .2: Econometric model (As per IRC: 108-1996)
3. Method .3: Trip end factor Model (Based on regional economy based parameters)

Table 4.10: Suggested Traffic Growth Rates

Vehicle Type 2023-2026 2027-2033 2034-2045 Beyond 2045
Two-wheeler 5.00% 5.00% 5.00% 5.00%
Car 5.00% 5.00% 5.00% 5.00%
Bus/Auto 5.00% 5.00% 5.00% 5.00%
LCV/Trucks 5.00% 5.00% 5.00% 5.00%
Tractor 5.00% 5.00% 5.00% 5.00%
Other Non-motorized traffic 5.00% 5.00% 5.00% 5.00%

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4.11.3 FUTURE TRAFFIC ESTIMATION

The Project road is considered as one sections based upon the two locations of ADT presented in
the Traffic Analysis chapter. Traffic forecast for these two sections based on the above growth
rates are computed and presented below.

TRAFFIC PROJECTIONS OF BACHAUN-CHANDLA-SARWAI-GORIHAR-CHANDPURA (MP-UP BORDER) ROAD (SH-5)

Projected Traffic (ADT) . Average of all Locations

Tractor
Mini Cycle Bullock Horse
Year 2W 3W Car Bus LCV 2-Axle 3-Axle M-Axle with Tractor Cycle Others ADT PCU'S
Bus Rikshaw Cart Cart
Trailor
PCU's 0.5 1.0 1.0 1.5 3.0 1.5 3.0 4.5 4.5 4.5 1.5 0.5 2.0 8.0 4.0 0.0

Growth Rate 5.0% 5.0% 5.0% 5.0% 5.0% 5.0% 5.0% 5.0% 5.0% 5.0% 5.0% 5.0% 5.0% 5.0% 5.0% 5.0%

2023 1937 558 754 0 62 256 29 58 44 162 57 149 0 3 0 9 4075 4306

2024 2033 586 792 0 65 269 30 60 46 170 59 156 0 3 0 9 4279 4521

2025 2135 615 831 0 68 282 32 63 49 179 62 164 0 3 0 9 4493 4747

2026 2242 646 873 0 71 296 34 67 51 188 65 172 0 3 0 10 4717 4985

2027 2354 678 916 0 75 311 35 70 53 197 69 181 0 4 0 10 4953 5234

2028 2472 712 962 0 78 327 37 73 56 207 72 190 0 4 0 11 5201 5496

2029 2595 748 1010 0 82 343 39 77 59 217 76 199 0 4 0 11 5461 5770

2030 2725 785 1061 0 87 360 41 81 62 228 80 209 0 4 0 12 5734 6059

2031 2861 824 1114 0 91 378 43 85 65 239 83 219 0 4 0 13 6021 6362

2032 3004 866 1170 0 95 397 45 89 68 251 88 230 0 5 0 13 6322 6680

2033 3154 909 1228 0 100 417 47 94 72 264 92 242 0 5 0 14 6638 7014

2034 3312 954 1290 0 105 438 50 98 75 277 97 254 0 5 0 15 6970 7365

2035 3478 1002 1354 0 110 460 52 103 79 291 101 267 0 5 0 15 7318 7733

2036 3652 1052 1422 0 116 483 55 108 83 305 107 280 0 6 0 16 7684 8120

2037 3834 1105 1493 0 122 507 57 114 87 321 112 294 0 6 0 17 8068 8526

2038 4026 1160 1568 0 128 532 60 120 91 337 117 309 0 6 0 18 8472 8952

2039 4227 1218 1646 0 134 559 63 126 96 354 123 324 0 7 0 19 8895 9399

2040 4438 1279 1728 0 141 587 66 132 101 371 129 340 0 7 0 19 9340 9869

2041 4660 1343 1815 0 148 616 70 138 106 390 136 357 0 7 0 20 9807 10363

2042 4893 1410 1905 0 155 647 73 145 111 409 143 375 0 8 0 21 10297 10881

2043 5138 1481 2001 0 163 679 77 153 117 430 150 394 0 8 0 23 10812 11425

2044 5395 1555 2101 0 171 713 81 160 123 451 157 414 0 8 0 24 11353 11996

2045 5665 1632 2206 0 180 749 85 168 129 474 165 434 0 9 0 25 11920 12596

2046 5948 1714 2316 0 189 786 89 177 135 498 174 456 0 9 0 26 12516 13226

2047 6245 1800 2432 0 198 826 94 185 142 522 182 479 0 10 0 27 13142 13887

2048 6558 1890 2553 0 208 867 98 195 149 549 191 503 0 10 0 29 13799 14582

2049 6886 1984 2681 0 219 910 103 204 156 576 201 528 0 11 0 30 14489 15311

2050 7230 2083 2815 0 230 956 108 215 164 605 211 554 0 11 0 32 15214 16076

2051 7591 2187 2956 0 241 1004 114 225 172 635 221 582 0 12 0 33 15975 16880

2052 7971 2297 3104 0 253 1054 119 237 181 667 233 611 0 12 0 35 16773 17724

2053 8369 2412 3259 0 266 1106 125 249 190 700 244 642 0 13 0 37 17612 18610

2054 8788 2532 3422 0 279 1162 132 261 200 735 256 674 0 14 0 39 18493 19541

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4.12 Analysis for Level of Service and Highway Capacity Augmentation

Capacity analysis for the augmentation of the project corridor from two Lanning is also
considered and PCU are estimated by considering all the vehicles.
Capacity analysis is important aspect while planning, design and operation of roads, and
provides the basis for determining the carriageway width to be provided with respect to the
volume and composition of traffic. The carriageway may be widened by providing 2.50 m wide
hard shoulders on either side when the average daily traffic exceeds 6,000 PCU in Plain terrain.
From above two tables, it is recognized that the traffic volume on two locations obtained is
almost equal; hence, for capacity augmentation the traffic volume obtained at the average
value of both location is considered.

Table 4-11 Capacity Augmentation considering Traffic Projections (in PCUs)

Year AADT( in PCU)
2023 4306
2024 4521
2025 4747
2026 4985
`2027 5234
2028 5496
2029 5770
2030 6059
2031 6362
2032 6680
2033 7014
2034 7365
2035 7733
2036 8120
2037 8526
2038 8952
2039 9399
2040 9869
2041 10363
2042 10881
2043 11425
2044 11996
2045 12596
2046 13226
2047 13887
2048 14582
2049 15311
2050 16076

4.12.1 PEDESTRIAN FACILITIES

The analysis of pedestrian and animal count surveys at various survey locations reveals that the
highest cross flows of pedestrians are observed at some locations along the Project road. By
keeping in view of accidents on the road, it is necessary to provide special pedestrian facilities.
The following locations (presented in Table 5.29) were considered to provide pedestrian
underpasses on the project corridor. Since consultants proposing bypasses at many pedestrian
potential towns/villages, the pedestrian underpass should be provided where ever the bypasses
are not proposed.

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4.12.2 TRUCK LAY BYES – TRUCK PARKING FACILITIES

On the basis of inventory of wayside amenities carried out, it was observed that petrol stations,
eating-places, minor repair etc. are available in sufficient number along the stretch. It is
observed that some of the places truck drivers are parking their vehicles on carriageway near
dhabas and hotels due to non-availability of organized parking lay byes along the road for trucks.
It has been observed that no organized parking laybyes exist along the road for trucks. Therefore,
it is proposed to develop parking lay byes at suitable locations.

4.12.3 ANALYSIS OF WAYSIDE AMENITIES SURVEYS

Data pertaining to the inventory of Wayside amenity locations as collected from the survey was
punched into the computer for carrying out the deficiency analysis. The data analysis aimed at
identifying gaps in supply of various wayside amenities along the stretch in terms of their quantity
as well as quality. Supply of various amenities by type is aggregated (grouped) initially for every
10-Km Road section for carrying out the analysis. As project road is proposed to be improved to
four lanes divided highway, analysis is carried out for both directions separately.

4.13 CAPACITY ANALYSIS

Capacity analysis for project road has been carried out in order to define the Level of Service
(LOS) offered by road sections under the prevailing roadway and traffic conditions.

CAPACITY AND LEVEL OF SERVICE GUIDELINES

Capacity analysis for project road has been carried out in light of changing socio-economic
conditions in the country and in order to ensure safe and comfortable mobility of road users and
reduction in road accidents, widening of road and decongestion of traffic is required.
The capacity and design service volumes for various lane configurations in case of plain terrain
as per MoRTH vide circular no. RW/NH-33044/37/2015/S&R(R) dated 26 May 2016 are presented
in Table below.

PCU per Day

Road Configuration Shoulder Type
limit

2 Lane Paved Shoulder 10000

Consultants Remarks:
Even though the traffic plying on the present corridor is less; it is recommended that the project
corridor shall be upgraded to 2/2 laning with paved shoulders to ensure safe and smooth
movement of traffic at higher speeds. The traffic diversions as a result of this new corridor are
also taken into consideration and the above facility helps in the safe movement of this diverted
traffic. Moreover, the proposed 2/2 laning with paved facility with hard shoulder facilitates the
slow-moving traffic and helps avoid accidents during overtaking. The slow-moving traffic can use
the Paved shoulders and this reduces the interaction of these slow-moving vehicles with the fast-
moving vehicles using the main carriage way. With due consideration to all the above-mentioned
points it is recommended that the project corridor be upgraded to a 2 lane with Paved Shoulder
Configuration.

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 Chapter-5

Indicative Design Standards

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CHAPTER - 5
DESIGN STANDARDS AND SPECIFICATIONS
5.1 GENERAL
A proper geometric design would play a pivotal role to ensure the proper functioning of the
proposed facility. Every element shall be designed in such a manner that it is cost effective and
increases road user comfort and safety. Basic objectives of good functional road design are to
arrange the physical elements of the highway to meet traffic volume, safety and vehicle
operating cost requirement of drivers and vehicles. Service roads can be designed for
significantly lower design speeds.

5.2 DESIGN STANDARDS

The stretch of the project road, under the scope of study, runs through plain and Mountainous
terrain. The alignment passes through two districts and there exits many villages/ towns along
the road which are densely populated. There is deficiency in the horizontal geometry and
vertical profile with respect to the design standards as stated in the “IRC SP: 73-2018 – Manual
of Specifications and Standards for Two Laning of Highways with Pave Shoulder (Second
Revision). Sound geometric design results in economical operation of vehicles and ensures
safety. This section describes the standards and principles based on which the various designs
will be carried out. The proposed standards are consistent with the parameters recommended in
the relevant standards of the Indian Roads Congress (IRC) publications, MoRT&H circulars and
relevant recommendations from (MPRDC) Bhopal. The design standards as stated would be
ensured with a realistic compatibility within the existing ROW and optimum land acquisition.
The proposed rehabilitation and up-gradation is to develop the existing road as a partially access
controlled highway with divided carriageway including a wide raised median configuration in
open areas and narrow median in built up areas.

The geometric design of roadways deals with the portioning of the physical elements of the
roadway according to standards and constraints. The basic objective in geometric design is to
provide a smooth-flowing, crash-free facility. Geometric roadway design can be broken into two
main parts: Horizontal curves and Vertical curves. Combined, vertical and horizontal curves
provide a three-dimensional layout for a roadway. The design principles of the good geometry of
the road can be set out in the following paragraphs: The designed geometry shall not become
obsolescent before the design year. As such, both horizontal and vertical geometry should be
accorded due importance, and shall be designed with care as the deficiencies are costly and
sometimes impossible to rectify later on due to the subsequent roadside development.
5.2.1 Uniformity of design standards shall be maintained throughout the length of the project
stretch. In case of any change, it shall be affected in a gradual manner.
5.2.2 Design shall be consistent and coherent. The standards followed for different elements
shall be compatible with one another.
5.2.3 The design shall cover all geometric aspects of road and more emphasis shall be given to

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Road Safety of the road users.

5.2.4 The design shall be carried out aiming at minimizing the vehicle operating cost including
initial cost, cost of maintenance etc. and maximizing the road safety.
5.2.5 The design shall take into consideration the environmental, aesthetic and landscaping
aspects of the project road.
5.2.6 The vertical alignment should provide for a smooth longitudinal profile consistent with
category of the road and layout of the terrain.
5.2.7 Safety should form an integral part of the design elements.
5.2.8 “Ruling” standards should be followed as a matter of routine. “Minimum” standards
should be followed only where serious restrictions are imposed by technical or economic
considerations.

Design Standards set out in following codes have been followed:

IRC: SP:23 -1983 Vertical curves for Highways

IRC: 32 - 1969 Standard for Vertical and Horizontal Clearances of Overhead electric
Power and Telecommunications Lines as Related to Roads
IRC: 38 - 1988 Guide lines for design of Horizontal curves for Highways and design
tables
IRC: SP:41 - 1994 Guide lines on design of at Grades Intersections in Rural &Urban areas

IRC: SP:48 - 1998 Hill Road Manual

IRC: 54 - 1974 Lateral and Vertical Clearances at Underpasses for Vehicular Traffic

IRC: 62 - 1976 Guidelines for control of Access of Highways

IRC: 64 - 1990 Guidelines for Capacity of Roads in Rural Areas

IRC: 66 - 1976 Recommended Practice for Sight Distance on Rural Highways

IRC: SP:73 - 2018 Manual of Specifications & Standards for Two Lanning of Highways
with Paved Shoulders

IRC: 86 - 1983 Geometric Design Standards for Urban Roads in Plains

IRC: SP: 73-2018 Manual of Specifications and Standards for Two Lanning of Highways
with Pave shoulder through Public Private Partnership.
The proposed design standards have been developed after a careful review of above available
design guidelines and the requirements of the project road. These design standards have been
discussed in the following sections.

5.3 TERRAIN CLASSIFICATION

The Project road under study passes mostly through a plain /rolling terrain. Geometric design of
a highway is influenced significantly by terrain conditions. Geometric standards relevant to plain
& Mountainous as given in IRC codes mentioned above have been taken into consideration while
setting out the design standards.

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5.4 DESIGN SPEED

The design speed is a selected speed used to determine the various geometric design features of
the roadway. There are a number of factors involved in determining the design speed of a
particular road, including its functional classification, its geometric design, the actual operating
speed of the road, the maximum speed limit permissible by law, and the traffic volume of the
road.
As a principle, it is desirable that the proposed design speed be consistent with general
topography and adjacent land use. The speed selected for design should also suitable to travel
needs and habits of nearly all road users.
For National Highways the desirable (ruling) design speeds as per IRC: SP 73-2018 design
standards are 100 km/h for plain/rolling terrain and 60 km/hr for mountainous terrain have
been adopted for the Project highway.

5.5 LEVEL OF SERVICE (LOS)

The Level of Service (LOS) characterizes the operating conditions on the roadway in terms of
traffic performance measures related to speed and travel time, freedom to manoeuvre, traffic
interruptions, and comfort and convenience. The levels of service range from level-of-service A
(least congested) to level of service F (most congested). The Highways Capacity Manual (HCM)
provides the following levels of service definitions:
Table 5.1 Level of Service
Level of Service (LOS) General Operating Conditions

A Free flow
B Reasonably free flow
C Stable flow
D Approaching unstable flow
E Unstable flow
F Forced or breakdown flow

Capacity analysis is carried out to identify the present and future level of services at various
sections of project road. IRC 64: 1990 recommends Level of Service (LOS)-B for rural roads.
Thus, it will be identified whether LOS-B is being maintained during the designed period of the
project. IRC has recommended the following design service volumes.
Table 5.2 Design Service Volumes

Design Service Volume

Carriageway Terrain Curvature (degree/km)
(PCU/Day)

a) Low (0-50) 15000

Plain
b) High (above 51) 12500
Two Lane
a) Low (0-200) 7000
Hilly
b) High (above 201) 5000

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35000 (earthen
shoulder)
Four Lane Plain
40000 (paved shoulder)

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These values of Design Service Volume have been kept in view while considering improvement
proposals for the project road.
Note: Capacity of highways having a dual carriageway will depend on factors like the
directional split of traffic, degree of access control, composition of traffic.

5.6 RIGHT-OF-WAY (ROW)

The IRC: SP 73-2018 design standards specify a range of 60 m (normal 45 m) Right- of-Way width
for national highways in the plain / rolling terrain and a range of 20 m to 24 m in the
mountainous terrain as per the MP-PWD guidelines, all national highways should have minimum
60 m wide Right-of-Way. However, due to site constraints and for minimization of resettlement
and rehabilitation in some built-up areas we are proposing 45 m ROW.

5.7 CROSS-SECTIONAL ELEMENTS

Lane Width
The standard lane width as per IRC: SP: 73-2018 of a basic traffic lane is taken to be 3.5m.
Thus, for 2-lane and 3-lane carriageways, the carriageway width will be 7.0m and 10.5m,
respectively.

Shoulders
A roadside shoulder is a reserved area by the verge of a road or motorway. Generally, it is kept
clear of all traffic. In the event of an emergency or breakdown, a motorist can pull into the
hard/paved shoulder to get out of the flow of traffic and obtain an element of safety. Shoulders
are a critical element of the roadway cross section. A paved shoulder also allows some extra
flexibility should a motorist need to take evasive action, as it is a buffer area between the main
thoroughfare and the edge of the road. Shoulders provide recovery area for errant vehicles; a
refuge for stopped or disabled vehicles; and access for emergency and maintenance vehicles.
Shoulders can also provide an opportunity to improve sight distance through large cut sections.
The shoulder width on the outer side (left side of carriageway) as given in IRC: SP: 73- 2018 is
3.5 m wide (2.5 m paved and 1.5 m earthen) for open country with isolated built up areas. A
2.5 m wide paved shoulder is recommended in Built up areas with no provision for earthen
shoulder.

HORIZONTAL ALIGNMENT
5.7.1 Radius of Horizontal Curves
The Radius required for horizontal curves shall be calculated from the following formulae:
2
R= V / 127(e + f)
Where,

R = Radius in meters

V = Vehicle speed in km/hour

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e = Super-elevation ratio in meter/meter

f = Coefficient of side friction between vehicle tyres and the pavement (taken as 0.15) Based on
the above equation and the maximum permissible values of super elevation taken as 5.0%, for a
speed of 100 km/hr, minimum radius is 400 m and for a speed of 80km/hr minimum radius of
250 m for plain/rolling terrains and 150m & 75m corresponding to speeds of 60km/hr and
40km/hr in mountainous terrain.

On new roads, horizontal curves should be designed to have the largest practical radius
generally more than the above values corresponding to design speed. The Consultants
recommend providing higher radii for smooth curvatures to accommodate possibility of higher
speeds in future. This is because improvements in horizontal geometry are likely to prove very
costly if taken up in future. Hence the radii proposed are as follows

Table 5.3: Adopted Horizontal Radius

Speed (km/hr) Desirable Minimum (m) Absolute Minimum (m)

100 400 250

60 150 75

5.7.2 TRANSITION (SPIRAL) CURVES

A transition curve, transition spiral, or spiral easement, is a mathematically calculated Euler
spiral fitted between a straight and a circular curve on a section of highway. In plan (i.e., the
horizontal curve) the start of the transition is at infinite radius and at the end of the transition
it has the same radius of curvature as the adjoining circular curve, thus forming a very broad
spiral. At the same time in the vertical plane, the outside of the curve is gradually raised until
the full super elevation is reached.
A spiral easement is used to smooth the change in centripetal acceleration experienced by a
road vehicle and the users approaching the horizontal circular curve and to prevent abrupt
forces and discomfort. Without such an easement the centripetal force would change abruptly,
with very undesirable results, at the tangent point where the straight track meets the curve.
Minimum length of the transition curve will be determined from the following considerations
and the largest of the three values will be adopted for design.
5.7.2.1 Rate of change of centrifugal acceleration, the length of transition curve is given by:
3
Ls = 0.0215V / CR
Where,
Ls = Length of transition in meters

V = Speed in km/hr
R = Radius of circular curve in meters
C = 80/ (75+V) (Subject to a maximum of 0.8 and minimum of 0.5)

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5.7.2.2 Based on Rate of change of super-elevation, the minimum length of transition is given
by:
Ls = e N W
Where,
Ls = Length of transition in meters W = width of carriageway

N = Rate of change of super elevation

(Not steeper than 1 in 150 for roads in plain & rolling terrain) e=
super elevation ratio in meter/ meter
5.7.2.3 Based on Empirical Formula, the minimum length of transition is given by:
2
Ls = 2.7 V / R

The IRC: SP 73-2018 design standards suggest 130 m and 90 m transition curve lengths for
circular curves of radii 360 m and 230 m (design speeds of 100 km/h and 80 km/h). The
Consultants propose maximum transition curve lengths of 115 m and 90 m for design speeds of
100 km/h and 80 km/h respectively. No transition curve will be required for a horizontal radius
of 2000m or more for a design speed of 100 km/h.
For mountainous and hilly region, the IRC: SP 73-2018 design standards suggest 55 m and 30 m
transition curve lengths for circular curves of radii 150 m and 75 m (design speeds of 60 km/h
and 40 km/h).

5.7.3 SUPER-ELEVATION
Super elevation is tilting the roadway to help offset centripetal forces developed as the vehicle
goes around a curve along with friction that keep a vehicle from going off the road. Super-
elevation required on horizontal curves shall be calculated from the following formulae:
2
e = V / 225R
Where,

e = super-elevation in meter/meter V = speed in km/hr.

R = Radius in meters

The IRC: SP 73-2018 design standards propose a maximum super-elevation rate of 7% for plain
and rolling terrains, but it shall be limited to 5% and 7% to 10% for the mountainous terrain.

However, it has been experienced that high super-elevation causes the reduction in sight
distance especially at junctions and in hill sections. Also, as mixed traffic is expected and high
value of super elevation tends to generate high speeds, there are more chances of accident at
curves. To enhance the safety aspects, the Consultant’s propose 5.0% maximum super-elevation
rate for the project road.

The radii of curves which do not require super-elevation are as under:

(a) For design speed of 100 km/h: 2000 m

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(b) For design speed of 80 km/h: 1400 m

(c) For design speed of 60 km/h: 800 m

(d) For design speed of 40 km/h: 300 m

Dual – inner edge pivot of both carriageways at different Chainage is used for attaining super
elevation. This pivot method pivots the dual carriageway about the inner edge strings of both
carriageways using different Chainage, so the central reservation levels are not changed. The
application of super elevation to the left and right carriageways will start (or end) at different
Chainages, to ensure that the rate of change remains the same for both.

5.7.4 PAVEMENT CAMBER OR CROSS FALL

According to IRC: SP:73-2018, the cross fall on straight sections of road carriageway, paved
shoulders and paved portion of median shall be 2.5% for bituminous surface and 2.0% for
cement concrete surface.
Cross fall for granular shoulders on straight portions shall be at least 0.5% steeper than the
slope of the pavement and paved shoulder subject to a minimum of 3 percent.
On divided roads, i.e. dual carriageways having a median, the cross fall would be unidirectional
for either side carriageway sloping towards the shoulder in straight reaches and towards the
inner edge on horizontal curves. The camber on existing road would be modified to
unidirectional cross fall.
On super elevated sections, the paved shoulders will have the same cross fall as the pavement.
And the earthen portion of the shoulder on the outer side of the curve would be provided with
reverse cross fall of 0.5% so that the earth does not drain on the carriageway and the storm
water drains out with minimum travel path.

5.7.5 SIGHT DISTANCES

Sight distance, in the context of road design, is how far a road user (usually a vehicle driver)
can see before the line of sight is blocked by a hill crest, or an obstacle on the inside of a
horizontal curve or intersection. Insufficient sight distance can have implications for the safety
or operations of a roadway or intersection. The ability to see ahead is of critical importance in
the safe and efficient operation of a vehicle.
Sight distances are a direct function of the design speed, perception-reaction time, driver eye
height, object height and the coefficient of pavement friction.

5.8.5.1 STOPPING SIGHT DISTANCE

Stopping sight distance is the distance travelled while the vehicle driver perceives a situation
requiring a stop, realizes that stopping is necessary, applies the brake, and comes to a stop.
Actual stopping distances are also affected by road conditions, the mass of the vehicle, the
incline of the road, and numerous other factors. For design, a conservative distance is needed
to allow a vehicle traveling at design speed to stop before reaching a stationary object in its
path. Typically, the design sight distance allows a below-average driver to stop in time to
avoid a collision.

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The stopping sight distance is a sum of two distances –the distance traversed by the vehicle
from the instance the driver sights an object necessitating a stop to the instant the brakes are
applied and the distance required to bring the vehicle to a complete stop from the instant
brake are applied.
Desirable stopping sight distances as per IRC: SP: 73-2018 design standards are given in below
table.

Table 5.4 Safe sight Distance

Design Speed Safe Stopping Sight Desirable minimum Sight
(km/hr) Distance (m) Distance (m)

100 360 640

80 240 470

60 180 340

40 90 165

5.8 VERTICAL ALIGNMENT

5.9.1 GRADIENTS
The vertical alignment should provide for a smooth longitudinal profile. Grade changes shall not
be too frequent as to cause kinks and visual discontinuities in the profile. Guidelines given in
IRC: SP 73-2018 is mentioned in given table.

Table 5.5 Gradients

Nature of terrain Ruling gradient Limiting gradient

Plain and Rolling 2.5% 3.3%

Mountainous 5.0% 6.0%

Steep 6.0% 7.0%

5.9.2 MAXIMUM GRADES

The IRC: SP: 73-2018 geometric design standards propose ruling vertical grades of 2.5% and
limiting gradient to 3.3% for plain and rolling terrains. For mountainous terrain four Lanning
manual suggest ruling gradient as 5.0% and limiting gradient is 6.0%.
The consultants propose a maximum 3.0% vertical grade for plain and rolling terrains and 5.0%
maximum in mountainous terrain.
Approached of all grade separated structures should not be steeper than 2.5%.

5.9.3 MINIMUM GRADES

To ensure adequate drainage, roadways typically have a minimum longitudinal grade of 0.5% to
0.6%, depending on the terrain. A minimum longitudinal gradient of 0.3% is considered
adequate in most conditions to secure satisfactory drainage as per IRC: SP: 42. Hence the
consultants propose a minimum 0.3% vertical grade. The minimum longitudinal grades as per
IRC: SP 73-2018 design standards are 0.5% for lined side ditches, and 1.0% for unlined side
ditches.

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5.9.4 VERTICAL CURVES

Vertical Curves are the second of the two important transition elements in geometric design for
highways, the first being Horizontal Curves. A vertical curve provides a transition between two
sloped roadways, allowing a vehicle to negotiate the elevation rate change at a gradual rate
rather than a sharp cut. The design of the curve is dependent on the intended design speed for
the roadway, as well as other factors including drainage, slope, acceptable rate of change, and
friction. These curves are parabolic and are assigned stationing based on a horizontal axis.
Vertical curves should be provided at all grade changes exceeding 0.5%.

Vertical curves will be designed to provide for visibility at least corresponding to the safe
stopping sight distance. More liberal values will be adopted wherever this is economically
feasible. As per IRC: SP 73-2018 design standards, the minimum lengths of vertical curves are
60m and 50m for design speeds of 100 km/h and 80 km/h respectively.

5.9.5 SUMMIT OR CREST CURVES

Summit or Crest Curves are designed for safe stopping sight distance. The Consultants propose
minimum summit curve K values of 75 and 33 for design speeds of 100 km/h and 80 km/h
respectively in case of four-lane section as mentioned in IRC: SP 23-1993.

5.9.6 VALLEY OR SAG CURVES

Valley or Sag Curves are designed for headlight sight distance. The Consultant propose
minimum K values for valley or sag curves recommended by IRC: SP 23-1993 as 42 and 26 for
design speeds of 100 km/h and 80 km/h respectively.

For a good vertical design generally:

At locations of grade break of 0.5%, vertical curves will be provided.

The length of vertical curve will be not less than 0.6V (KMPH).

At locations of sight deficiency, at least Stopping Sight Distance (SSD) will be provided

All the design standards discussed above and which are integral part of the design are
summarized in table below:

Table 5.6 Design Standards

Proposed Design Standards
S.
Design Specification Unit Plain & Rolling Mountainous and
No. Terrain Hilly Terrain
1 Design Speed km/hr 100 60
2 ROW in Open areas m 60 45
3 ROW in Built-up areas m 45 45
4 Carriageway Width for m
four lane in rural areas 2x7.0 2x7.0

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5 Carriageway Width for

Four Lane in Rural areas m 2x7 -

6 Carriageway Width for m 2x7 -

Four Lane in Urban areas
7 Width of Service road m 7.0 -

8 Median Width in Rural m 4.5 2.5

9 Median Width in Urban m 2.5 2.5

10 Paved Shoulder m 1.5 1.5
11 Un-paved Shoulder in Open areas
11
12 Width of Parapet m
m 2.0
0.5 1.5
0.5

13 Width of Drain (Covered) m 1.0-1.5 1.0

14 Longitudinal Gradient
a) Ruling % 3.3 5

b) Limiting % 5 6

c) Exceptional % 6.7 7

Cross Fall
I. Flexible Pavement
a) Main carriageway % 2.5 2.5
b) Service road
Paved Shoulder % 2.5 2.5
c) Un-paved Shoulder % 3.0 3.0
II. Rigid Pavement
a) Main carriageway/ Service road % 2.0 2.0
b) Paved Shoulder % 2.0 2.0
c) Un-paved Shoulder % 3.0 3.0
Super-elevation % 5 7
Minimum Radius of
Desirable Minimum m 400 150
Absolute Minimum
m 250 75
Sight Distance
a) SSD m 180 80
Minimum Vertical Curve Length m 60 36
Clearance from Road Vertical
Clearance a) ROB m 7.3 7.3
b) Flyover m 5.5 5.5
c) Vehicle Underpass m 5.5 5.5
d) Pedestrian m 4.5 4.5
Min. Width
PUP m 7.0 7.0
a) VUP m 15 15

b) Flyover m 1x30.0 + 2x15.0 1x30.0 + 2x15.0

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5.10 DESIGN STANDARDS FOR BRIDGES / STRUCTURES

Design standards will be clearly identified and enumerated for evolving a comprehensive design
philosophy, which will cover all aspects of design for various parts of the bridges/structures viz.
superstructure, substructure, foundations, protection works, repair and rehabilitation. The design
philosophy will be primarily based on relevant IRC codes of practice (prescribed for design, execution,
maintenance and safety during construction and service), IRC specifications, latest guidelines and
circulars of MoRT&H and relevant Bureau of Indian Standards (BIS). For aspects not covered by IRC and
BIS Standards, relevant recommendations of the International Standards or sound engineering
practices will be followed after obtaining approval of MP-PWD authorities. For ROBs / RUBs the
standards / instructions laid down by Ministry of Railways will be kept in view. The design philosophy
will include but not be limited to the following:

• Materials – concrete, steel etc.

• Live loads
• Width of carriageway and number of lanes
• Design speed
• Requirement of footpaths
• Temperature gradient and climatic data
• Wind effect
• Seismic effect
• Safe bearing capacity and soil parameters
• Differential settlement
• Methodology for analysis and design
• Bearings, expansion joints and wearing coat
• Construction techniques
• Protection works
• Repair / rehabilitation techniques

5.10.1 DESIGN LOADS

• Following loads have been considered for design.

5.10.1.1 DEAD LOADS

• Unit weight of different construction materials shall be taken as per IRC: 6-2017. The weights
of basic materials are as follows:

• Cement Concrete – Plain - 2.2 t/m2

• Cement Concrete – Reinforced - 2.4 t/m2

• Cement Concrete – Restressed - 2.5 t/m2

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• Coursed Rubble Masonry - 2.6 t/m2

• Compacted Earth - 1.8 t/m2

5.10.1.2 LIVE LOADS

• The carriageway width of proposed bridges is 12 m. Design live loads for different class of
loadings and combination of live loads, impact factors, longitudinal forces, centrifugal forces
for bridges on curves, etc. have been taken as per IRC: 6-2017.

• The combinations of different classes of live loads are as follows for Minor, Major Bridges,
Flyover, VUP and PUP & ROB:

• IRC class 70R tracked vehicle

• IRC class 70R wheeled vehicle
• IRC class-A two lane
5.10.1.3 WATER CURRENT FORCES

• HFL, velocity of flow, scour depth have been taken as per past data received and hydraulic
calculations. The water current forces on substructure and foundation have been calculated
as per IRC: 6-2017.

• On piers parallel to the direction of water current, the intensity of pressure is given by
following equation.
2
p = 52 K V

Where,

• p = intensity of pressure in kg/m2

• K = a constant, value depends on shape of pier
• V = velocity of current at point where pressure intensity is to be determined in m/s. (which is
zero at the point of deepest scour and sqrt (2) times maximum mean velocity at the free
surface).

5.10.1.4 BUOYANCY FORCES

Full buoyancy (100%) has been considered for checking the stability of foundations. For
checking stresses of the substructure components, 15% pore pressure uplift is considered in
the design.

5.10.1.5 EARTH PRESSURE

Lateral forces due to earth pressure for the design of abutments and retaining walls have
been calculated as per IRC: 6-2017. Properties of backfill material are adopted as per IRC:
78-2014.

Live load surcharge equivalent height of 1.2 m for abutments and 1.2 m for retaining walls
has also been considered.

5.10.1.6 CONCRETE

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In accordance with IRC: 112-2011, following minimum grade of concrete has been used for
moderate and severe conditions of exposure for different components:

Member RCC/PSC Bridges Culverts

Moderate Conditions of Exposure

PCC Members M 15 M 15

RCC Members M 35 M 30

PSC Members M 45 -

Minimum grade of Concrete for RCC Substructure supporting PSC Superstructure shall be M-35 as
per the MORTH Specification.
Minimum grade of Concrete for RCC Box Culverts shall be M-25.REINFORCEMENT STEEL

The grade of steel reinforcement Fe 500 for HYSD bars.

5.10.2 BEARINGS

Tarpaper bearing has been provided for RCC Solid Slab superstructure of minor bridges. POT and
POT cum PTFE bearings have been provided for RCC/PSC girder type superstructure and ROB.

5.10.3 EXPANSION JOINTS

Filler type expansion joint with a movement up to 20 mm has been provided in all solid slab type
structures.

“Strip Seal Expansion Joints” has been provided for superstructures with movement up to 40 mm
(+/- 20 mm) in case of girder bridges.

5.10.4 WEARING COURSE

Wearing course shall consist of 40 mm thick bituminous concrete overlaid with 25 mm thick
mastic layer.

5.10.5 REFERENCE CODE

The IRC codes given below have been referred for detail design of structures.

Table 5.7 List of Reference Codes

Standard Specifications and Code of Practice for Road Bridges,
IRC:5-2018 Section I – General Features of Design (Eighth Revision)
Standard Specifications and Code of Practice for Road Bridges,
IRC:6-2017
Section-II Loads and Load Combinations (Seventh Revision)

IRC:112-2011 Code of Practice for Concrete Road Bridges

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Standard Specifications and Code of Practice for Road Bridges,

IRC: 22-2018 Section VI – Composite Construction (Limit States Design) (Third
Revision)
Standard Specifications and Code of Practice for Road Bridges,
IRC: 24-2010 Steel Road Bridges (Limit State Method) Third Revision)
Standard Specifications and Code of Practice for Road Bridges,
IRC:78-2014
Section VII- Foundations and Substructures (Revised Edition)
Standard Specifications and Code of Practice for Road Bridges,
IRC:83-2018 (Part II)
Section IX – Bearings (Elastomeric Bearings), Part II (Second
Revision) Specifications and Code of Practice for Road Bridges,
Standard
IRC:83-2018 (Part Section IX – Bearings, Part III: POT, POT-CUM-PTFE, PIN and
III) Metallic Guide Bearings (First Revision)

IRC:83-2014 (Part Standard Specifications and Code of Practice for Road Bridges,
IV) Section IX – Bearings (Spherical and Cylindrical)

Guidelines for Design & Construction of River training & control

IRC: 89-1997 works for road bridges (First Revision)

IRC:SP:13- 2004 Guidelines for the Design of small Bridges and Culverts

Guidelines on supplemental Measures for Design, Detailing

IRC: SP:33- 1989 & Durability of Important Bridge Structures.
IRC: SP:35- 1990 Guidelines for inspection and maintenance of Bridges

Guidelines for evaluation of load carrying capacity of

IRC: SP:37-2010
Bridges.
Guidelines on Techniques for strengthening and
IRC: SP:40- 1993
rehabilitation of Bridges.
IS : 456 -2000 Plain and Reinforced Concrete – Code of Practice (5th
amendment)

5.11 CARRIAGEWAY WIDTH

The overall configuration of the deck of the new or widened bridges shall be as per 2 laning
manual of specification issued by Indian Road congress (IRC: SP-73: 2018).

5.12 SPAN ARRANGEMENT

Wherever it is decided to retain the existing two lane bridges, it will be ensured that the span
arrangement for the proposed additional two / three lane bridge is such that the individual span
length of the new bridge is either equal to or a multiple of the span length of the existing bridge
so that the piers of the new bridge are in line with those of the existing bridge in order to
facilitate smooth flow of water.

In case of existing two lane bridges proposed to be replaced, the structural arrangement of the
new four / six lane bridge will be decided based on hydrology of the channel and sub- soil
investigation report for the site.

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From the data available, a few structural alternatives may be feasible but the basic objective
will be to select such a form which will ensure provision of longer spans with lesser expansion
joints and meet other functional, structural and economic requirements and also blend with
environment of the surrounding area. The form selected will be most innovative and cost
effective and suitable for construction by locally available technology.

The Design philosophy of bridges is based on the type of superstructure for different span group.
The following type of superstructure considered for design of bridges.
Superstructure Span Group (m)
RCC Solid Slab 6.0 – 12.5
RCC T-beam 12.5 – 22.0
PSC Girder 22.0 & above
Composite Girder
(Railway Span) 18.0 – 36.0

Based on preliminary design, GADs for bridges and other structures have been prepared. GADs
will show salient features of the structures such as overall length, span arrangement,
carriageway width, deck level, foundation level, type of superstructure, substructure and
foundations; bearings, expansion joints, return walls, ground levels, HFL, LWL, vertical
clearance, design loading, cross and longitudinal profile etc. are submitted to MP-PWD
authorities for approval.

Preliminary design of bridges and structures have been carried out based on hydraulic and geo-
technical studies, following the standards and code of practices. In evolving the structural
framework, aspects like ease of construction and cost effectiveness will be kept in view.

5.13 VERTICAL AND LATERAL CLEARANCE

Min. Vertical clearance for flyovers above finished road level of lower road 5.50m

Min. Vertical clearance of underpass for pedestrians 4.50m

Min. Vertical clearance of underpass for vehicular traffic 5.50m

Min. Vertical clearance for railway traction over rails (over electric traction) 7.30m

5.14 DESIGN STANDARDS FOR HYDROLOGY AND DRAINAGE

5.14.1 GENERAL
Hydrology is one of the important aspects for design of bridge structures across streams. The
main objective of the hydrology is to determine the anticipated floods and other parameters
such as Design Discharge, Flow Velocity, HFL, Scour Depth etc. The bridge structure should be
designed such that it can pass the anticipated floods without endangering the structure.

The hydrological and hydraulic studies have been carried out in accordance with IRC Special

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Publication No. 13-2004 (“Guidelines for the Design of Small Bridges and Culverts”) and IRC: 5-
2018 (“Standard Specifications & Code of Practice for Road Bridges, Section- I (“General
Feature of Design”)) and specific Flood Estimation Report for particular Sub-Zone published by
the Directorate of Hydrology (Small Catchment) Central Water Commission¸ New-Delhi¸
Government of India.

In order to pass or dispose of the peak flood discharge safely from the water resource’s
structure, appropriate surplus arrangements are required to be planned and designed at a
certain location on the Project site in order to estimate the size and cost of the structure.

The following methods are generally used for flood estimation:

• Empirical method,
• Rational method
• Unit Hydrograph Method
• Area velocity Method

The various IRC Codes for references used in preparation of this report are as follows.

(i) IRC: 5-2018

(ii) IRC: SP-13: 2004

(iii) IRC: 78-2014

(iv) Flood Estimation Reports of concerned Sub- zone based of Regional Hydrology as
recommended by the Central Water Commission, Government of India.

5.14.2 HYDROLOGY FOR CROSS DRAINAGE STRUCTURE

5.14.2.1 COLLECTION OF DATA
• The proposed bridges are along the existing route and are proposed adjoining to the
existing bridges. These bridges have been inspected for their existing condition and

• observing linear waterway, flood marks, local enquire of past flood etc. The various
essential data has been collected for hydrological investigations.
• Catchment area can be calculated from the Topo sheets available on a scale of 1:50000
for small catchments and 1:250000 for large catchments.
• Three Cross sections have been taken for the natural streams, one at the proposed bridge
site, one at u/s and one at d/s of the proposed bridge site. The u/s and d/s cross
sections have been taken at a distance as given in IRC SP-13, Clause 3.3, depending upon
the catchment area contributing at proposed bridge site.
• Highest flood level has been observed and measured during site visit supplement by local
enquiry.
• Longitudinal section has been required to access the bed slope of the stream. It has been

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taken u/s and d/s up to a distance at which cross sections are taken.

5.14.2.2 ESTIMATION OF FLOOD DISCHARGE

The most common methods to estimate the flood discharge are as under,
• Empirical Method
• Rational Method
• Unit Hydrograph
• Area Velocity Method

(a) Empirical method:

Dicken’s Formula can be used for the project area, which is as under as per IRC SP-13. Q = C
M 3/4
Where, Q = Peak run-off in m3/sec M =
Catchment area in Sq.Km.
C = Coefficient of run-off, depends upon annual rainfall
The catchment area M can be determined from the topo sheet, Coefficient of run-off ‘C’ can
be determined from IRC SP-13 depending upon the intensity of rainfall. This formula gives a
simplified approach and results are approximate. Comparison should also be made with
alternative methods for important structures.

(b) Flood assessment based on rational approach:

The rational formula for assessment of peak discharge from project catchment takes into
account rainfall, runoff under various circumstances, and time of concentration and critical
intensity of rainfall. Basic formulae are as under:

One-hour rainfall (Io), Io = (F/2) *(1+(1/T)) Critical rainfall intensity Ic = Io* (2 / (1+tc))
Discharge, Q = 0.028* P*f* A*Ic

Time of concentration, tc = (0.87*L3 / H) 0.385

Where,tc = Time of concentration i.e. time taken by runoff from farthest point on the
periphery of catchment (hrs)

Io = One-hour rainfall in cm

Ic = Critical intensity of rainfall in cm per hour

P = Coefficient of runoff for the catchment characteristics (Ref: Table - 4.1, P-13 and IRC SP:
13-2004)

A = Catchment area in hectare

Q = Maximum discharge in Cumecs

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L = Distance from the critical point to the structure (Length of path in Km) H = The difference
in level from the critical point to the structure in metre F= Maximum rain fall in mm

T = Duration of storm in hours

f = A fraction of maximum point intensity at the centre of the storm and related with the
catchment area (Determined from Fig.4.2, Page-14, I.R.C.: SP: 13-2004.)

In the present study, storm rainfall and storm duration data of 50/100 –Year return period
have been utilized from design flood hydrograph of nearby project sites, developed based on
Hydro meteorological studies as per relevant Flood estimation reports of the particular
region/area.

(c) Unit hydrograph approach for assessment of design flood discharge:

The unit hydrograph (UG) of a drainage basin is defined as the direct runoff (outflow)
hydrograph resulting from one unit of effective rainfall which is uniformly distributed

over the basin at a uniform rate during the specified period of time known as unit time or
unit duration.

Derivation of One-hour Synthetic Unit Graph for an Un-gauged Catchment: Considering the
hydro-meteorological homogeneity of the sub-zone, the relations established between
physiographic and unit graph parameters of the particular Sub-zone are applicable for
derivation of 1-hour synthetic unit graph for un-gauged catchment in the same sub-zone.

The structures having catchment area more than 20-25 sqkm, assessment of synthetic unit
hydrograph (SUG) parameters with the aid of various formulae, as given in the appropriate
/applicable Flood Estimation Report of the region, have been calculated and Synthetic Unit
Hydrograph (SUG) of individual structure drawn. This exercise has been initially done
manually on graph paper and then finalized in the Excel software, such that the hydrograph
curve is smooth as well as the total sum of the 1-hour unit hydrograph ordinates within the
base period of hydrograph, when compared with the arrived figure through the formulae,
fairly matches within 1% error than that arrived from the unit hydrograph curve. The steps for
derivation of 1-hour unit graph (SUG) for an un-gauged catchment/project site with
inadequate data to develop design flood hydrograph are as under:

(A) Physiographic parameters:

(i) Physiographic parameters of the un-gauged catchment viz. catchment area (A) in Sq Km,
length of the longest stream (L) in Km., LC length of the longest main stream from a point
opposite to the centroid of the catchment area to the project site along the main stream in
Km, essential data for estimation of Sst, Statistical stream slope in m/Km or Seq, equivalent

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stream slopes in m/Km. from the catchment area plan are calculated.

(ii) Using the values of physiographic parameters, t p time from the center of Unit rainfall
duration to the peak of Unit hydrograph nearest to half an hour is calculated from the relation
given in the particular Sub-Zone Flood Estimation Report.
(iii) Using the relation q p = a * (t r) b, q p, the peak discharge of Unit hydrograph per unit
area in Cumecs per Sq.km. is estimated.

(iv) Using the relation t m = [t p + t r/2], calculate the time from the start of rise of
hydrograph to the peak of the unit hydrograph (t m) in hours.

(v) Using the relation Q p =A * q p, estimate Q p the peak discharge of Unit hydrograph in
Cumecs.
(vi) Substitute the value of q p in the relationships available, work out the other SUG
parameters viz. W 50, W 75, W R-50, W R-75 and TB.
(vii) Plot the parameters of 1-hour SUG on normal graph paper and draw a smooth curve
through these points. Measure the discharge ordinates of the unit graph at 1- hour (t r) interval.
The discharge ordinates of the SUG at one hour interval are summed up i.e.
Q i * t i = Total 1-hour synthetic UG ordinates (cumecs. / Hour)
This is compared with the volume of 1.0 cm. direct runoff over the catchment with the
formula,

Qi * t i = 2.78 * A * d / t i

t i = t r (the unit duration of the U.G.) = 1.0 hour

Direct run-off depth (d in cm) is obtained from the equation:
0.36 * Qi*tr
d = ------------------------------------- A

Where, d = Depth of direct run-off in cm

Q i = Discharge ordinates at 1- hour interval (cumecs) A =
Catchment area in Sq.Km.
In case the depth of run-off for SUG is not equal to 1 cm. then the rising or falling or both the
limbs (preferably falling limb) of the unit-graph are suitably modified (without disturbing
synthetic parameter points) to obtain 1 cm. depth of run-off duly keeping the shape of the
modified SUG as smooth as possible.

(B) Assessment for design storm rainfall:

(i) Locate the specific Project catchment under on the 50/100-year Isopluvial map, as available
in the particular Flood Estimation Report with the help of their Longitude & Latitude and obtain
the 50/100-year point rainfall value in cm/mm. For a catchment covering more than one
isopluvial, compute the average point rainfall.

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(ii) A graph showing the ratios for short duration point rainfall l (Td Hours) with respect to 24-
hour point rainfall is available in the particular Flood Estimation Report. The short duration
rainfall estimates for various short durations (1, 3, 6, 9, 12, 15, 18 and 24 hours) can be
computed by using the respective ratios. Using the conversion ratio, the 50/100 yr.

Td-hour point rainfall value is converted into 50/100 hr, Td-hour Areal rainfall values using the
point to Areal rainfall ratio.
(iii) Read the Areal Reduction Factor (ARF) corresponding to particular storm duration and
given specific catchment area of Sub-Project from the Table, as available in the particular
Flood Estimation Report, and multiply the 50/100 Year-Td-hour point rainfall by this factor to
obtain 50/100-Year –Td- hour aerial rainfall over the catchment area of Sub-Project under
study.

(iv) Time distribution of areal rainfall and estimation of hourly effective rainfall units: 50/100-
Years, Td-hour rainfall is distributed using the mean average time distribution table of storms
of various durations, as available in the particular Flood Estimation Report and multiply the
50/100-Year areal rainfall by these co-efficient to obtain cumulative depths of 1, 2, 3--------
(Td -1) hours catchment rainfall increments.
(v) Obtain the depths of storm rainfall occurring every hour in the Sub-Project catchment
under study by subtraction of successive cumulative depths of 1, 2, 3 ---------- (Td-1) and Td
hours.
(vi) Adopt the design loss rate, as recommended for the Sub-Zone in the specific Flood
Estimation Report Calculate hourly effective rainfall unit’s up-to the design storm duration Td
by subtracting the design loss rate from the hourly rainfall units.

(C) Hydrological design output:

Use of Tables and Curves of Flood Estimation Report:
With the help and guide lines of Flood Estimation Report, using the Tables / Curves, the
following parameters are determined:
(a) 50/100 Years- 24-hour point rainfall: From available Isopluvial map and with the help
of longitude & latitude of the structure, 50 / 100 year – 24-hour point rainfall is read.
(b) Point rainfall of design storm duration: To get point rainfall for the design storm
duration (Td), multiply by a factor, as read from Duration V/s Conversion Ratio curve.
(c) Conversion of point rainfall to areal rainfall: To convert areal rainfall from point
rainfall, multiply by Areal Reduction Factor (ARF) for specific catchment area of Bridge,
as per the Table given in the report.Apply the time loss rate per hour as recommended
in the Flood Estimation Report.

(d) Time distribution coefficient: To get time distribution coefficients for designed storm
unit durations, assess factors using design storm duration (Td) with the aid of Time-
distribution coefficient of areal rainfall Table.

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(e) Estimate the 1-hour effective rainfall units for the given design storm period.

(D) Assessment of design flood peak and design flood hydrograph:

(i) Tabulate the SUG ordinates, as obtained in the above steps, at 1-Hour interval.
(ii) Arrange the effective rainfall values against the 1-Hourly Synthetic U.G.ordinates such that
the maximum value of the effective rainfall/rainfall excess comes against the peak discharge
ordinate of Synthetic U.G., the next lower value of effective rainfall units comes against the
next lower discharge ordinate and so on up-to Td hour storm duration.
(iii) Reverse the sequence of effective rainfall units’/rainfall excess obtained above, which
give the critical sequence of the effective rainfall/rainfall excess.

(iv) Multiply the first 1-Hour effective rainfall/excess rainfall with the Synthetic ordinates at 1-
Hour interval which will give the corresponding direct run-off ordinates. Like-wise repeat the
procedure with rest of the hourly effective rainfall /excess rainfall units giving a lag of 1-Hour
to successive direct run-off ordinates.
(v) Add the direct runoff ordinates at 1-Hour interval to get the Total direct runoff ordinates.
(vi) Obtain the base flow rate for the Sub-Zone, as recommended from the specific Flood
Estimation Report. Multiply the recommended base flow rate in cumecs/sqkm with the
catchment area of the Sub-Project under study to get the total base flow.
(vii) Add the total base flow to the direct runoff ordinates at 1-Hour interval to get the
50/100- Year flood hydrograph ordinates. Plot the design flood hydrograph.

(d) Area velocity method

The area velocity method uses Manning’s formula for calculating flow velocity as under. Q =
A*V
V = (1/n) R2/3 S1/2
Where,
Q = Peak run-off in m3/sec
A = Cross sectional area of flow V = Velocity
of flow
n = Rugosity coefficient
R = Hydraulic mean radius = A / P P = Wetted
perimeter
S = Energy slope which may be taken equal to bed slope
Cross sections of the streams are taken both upstream and downstream at a distance as
specified in IRC SP -13 by topo survey in the field. Longitudinal slope of the bed is also
calculated by taking long section over a reasonably long reach of the stream. HFL can be
observed in the field by flood marks on the existing structures and local enquiry. This formula
gives fairy reasonable estimation of flood discharge.

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DESIGN DISCHARGE
Design discharge can be fixed as per provisions of Clause 6.2 of IRC SP-13-2004. The values of
peak discharge calculated as per above methods should be compared. The highest of these
values should be adopted as design discharge, provided it does not exceed the next highest
discharge by more than 50 percent. If it does, restrict it to that limit.

5.14.2.3 LINEAR WATERWAY

Regime width can be calculated for the design discharge determined above as per provisions
in IRC-5-2018 and IRC SP-13-2004. Linear waterway may be kept normally equal to the
regime width for alluvial streams or equal to the natural width for streams with rigid banks.
From the economy point of view, the linear waterway may be contracted leaving shallow
depths.
Regime width as per IRC:5-1998, Clause 104.3 or SP-13, page 23 can be given as: W = 4.8
Q1/2
Where,
W = Regime width
Q = Peak run-off in m3/sec

5.14.2.4 Scour depth

Determination of scour depth is important factor for deciding depth of foundation. As per
provisions of Clause 703.1 of IRC-78, to provide for an adequate margin of safety, the scour
for the foundations has been calculated for a larger discharge over the design discharge
calculated above.

Catchment Area Increase over design discharge

0 - 3000 km2 30%

3000 - 10000 km2 30% - 20%

10000 – 40000 km2 20% - 10%

Above 40000 km2 10%

The mean depth of scour can be calculated as per Clause 703.2 of IRC-78 dsm =1.34 * (Db2/Ksf)
1/3
Where
dsm = Mean depth of scour
Db = Design discharge per metre width of effective waterway Ksf = Silt factor of bed material,

The maximum depth of scour below the highest flood Level (HFL) for the design of piers and
abutments located in a straight reach and having individual foundations without any floor

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protection works may be taken as under.

In the vicinity of piers = 2.0 dsm
Near abutments = 1.27 dsm

5.14.2.5 VERTICAL CLEARANCE

Vertical clearance as per IRC SP-13, Clause 12.3 is given as under
3
Discharge in m /s Minimum Vertical clearance in m
Upto 0.30 0.15

Above 0.3 and upto 3.0 0.45

Above 3 and above 30 0.6

Above 30 and upto 300 0.9

Above 300 and upto 3000 1.2

Above 3000 1.5

5.14.3 DRAINAGE
Design methods that develop pavement cross-sections on the assumption that the controlling
factors are stress, strain, deformation and fatigue under repeated wheel loads, and ignore the
effects of wheel load on water trapped in the pavement structure are recipe for “designed to
fail” pavement design. The trapped water in the pavement structure under the wheel loads
generates pore pressures which drastically reduce the bearing capacity or strength of the
granular layer and erodes the base and sub base material, resulting in damage which may cause
premature failure of the pavement.
In super-elevated sections where existing road is in inner side of curve, existing road crust will
cause problem in internal drainage of the pavement. To obviate such situation, it is
recommended that though granular sub-base layer is to follow the pavement cross-fall, its
bottom must have negative slope i.e. opposite to cross-fall so that internal flow could take
place away from the existing crust.
Following standards are adopted for designing the Drainage System:
Guidelines suggested in IRC: SP: 42 are followed for designing the shape, size and slope of road
side drain.
Guidelines suggested in IRC: SP: 50 are to be followed for designing Urban Drainage System.
5.15 INTERSECTIONS / JUNCTIONS
5.15.1 JUNCTION DESIGN
Road junction/intersection is a key element of highway design. The efficiency, safety, speed,
cost of operation and capacity of road system depends very much on the intersection design.
The choice between an at-grade and grade separated junctions at a particular site depends
upon various factors such as traffic, economy, safety, aesthetic delay etc. Grade separated
junctions generally are more expensive initially and are justified in certain situations. The main
objective of intersection design is to reduce the severity of potential conflicts between motor

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vehicles, buses, trucks, bicycles, pedestrians and facilities while facilitating the convenience,
ease and comfort of people traversing the intersections. The design should be fitted closely to
the natural transitional paths and operating characteristics of the users.

Design of a safe intersection depends on many factors as given below:

• Human factors
• Traffic considerations (mainly design hour turning movements, type of movement and
vehicle speeds)
• Road and environmental considerations (sight distance, conflict area, geometric
features)
• Economic factors.

Generally, intersections can be classified in to three categories depending on the traffic

conditions. These are
• Uncontrolled intersections at-grade;
• Intersections with Priority Control;
• Time separated / signalised intersection at-grade;
• Space separated intersections/Grade separated intersections
A signalised intersection besides other warrants is justified if the major street has a traffic
volume of 650 to 800 vehicles per hour (both directions) and Minor Street has 200 to 250
vehicles per hour in one direction only. The detailed warrants for signalised intersection are
laid down as per IRC: 93-1985.
A grade separator shall be designed for all National Highway and State Highway crossings as per
IRC: SP: 73-2018.
Each junction on the project road will be carefully designed with due regard to physical
conditions of the site, extent and cost of land, cost of construction and the effect of proposal
on the neighbourhood. Allowances will be made for space needed for traffic signs, lighting
columns, drainage, public utilities etc. Various design parameters to be used for intersection
design are discussed in the following paragraphs.

According to IRC: 3-1983 as a minimum, all intersections are designed to accommodate

minimum turning radius of 18 m for a tractor. A curve radius of 15 to 30 m should be adopted
depending on site conditions. To ensure large vehicles turn right / left without difficulty on to
or from a major road, a radius of 15-20 m control circles tangential both to the centre line of
the major road and the side of the central verge away from the minor road should be used. A
minimum width of 5.5 m has been provided for turning lanes at the intersections.

Three types of auxiliary lanes have been considered at intersections. These are storage / right
turning lane, acceleration lane and deceleration lane. The last two together are also called
speed change lanes. Provision of auxiliary lanes increases the capacity of intersection and

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improves safety. The length of these lanes depends on the volume of traffic entering from or
leaving onto the cross road. The standards proposed in IRC SP: 41-1994 “Guidelines for the
Design of At-Grade Intersection in Rural and Urban Areas” will be applied.

To permit easy right turning of large vehicles, the gap in central reserve of intersection should
be extended to at least 2.5 m beyond the assumed extension of kerb line of minor

road and the shape should be determined by 15 m to 20 m radius control circles tangential both
in the centre line of minor road and the major road. A gap of 25 m in central median at
intersections has been proposed for easy right turn from major cross roads. It is desirable to
provide kerbs at the intersections for more positive traffic delineation, and collection of storm
drainage. The curb of mountable type should be provided at the intersections.

5.16 PARTIAL ACCESS CONTROL

The project road is expected to be partially - controlled access road due to its design for high-
speed traffic movement. The following aspects have been considered to ensure partially
controlled access system:
a. The spacing of intersections with sub-arterial roads will not be less than 2.5 km.
However, spacing shall be decided based on site requirement.
b. No access to be provided for individual driveways to private properties such as petrol
pumps, industry and commercial premises. Also, indirect access through intersection
should not be spaced closer than 300 m.
c. Median openings will be limited to intersections with sub-arterial roads and will not be
provided for individual driveways. However, where intersections are far apart, additional
openings may be provided at intervals of about 2 km to 3 km for U-turns and for diversion
of traffic to one of the carriageway at times of emergency or major repairs.
d. Underpass/ overpass/ flyover will be provided at all National Highways and State
highways crossings.

5.17 TOLL PLAZA

Toll plaza location is one of the most important aspects of any toll scheme. The key factors
that govern the optimum location of toll plaza are:
Minimum Traffic Diversion from project road to surrounding road network

➢ Revenue collection
➢ Local issues and local tillable traffic
➢ Compatibility with National Highways Act
➢ Engineering issues
The possible toll plaza locations have been identified based on the data and information
derived from the traffic studies and a study of the existing physical features including the
availability of land. While fixing the location of the plaza it has been kept in view that the

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project road is to be developed as a semi access controlled highway facility and it is required to
collect toll on rational basis from as much of the vehicular traffic as possible consistent with
economy of collection and operations. The location of the toll plazas is finalised in consultation
with MPRDC.
The toll plazas layout will be designed based on the consideration of traffic segregation,
acceptable queue length and the average waiting time for the vehicle during the analysis
period. The variations of traffic will be considered in the estimation of the inflow rate. The
comparison of the available systems will be brought and the operational characteristics
including the advantages of the recommended toll collection system for MPRDC’s acceptance
will be described.
The design of pavement for the toll plaza will be done taking into account the layout features
and the various stresses induced by the acceleration, deceleration, braking of vehicles and the
effect of possible oil spillage from stationary vehicles. The setting up, operation and
administration costs for the proposed toll collection system will be worked out.

5.18 ROAD FURNITURE AND OTHER FEATURES

5.18.1 INTRODUCTION
The road furniture, traffic safety features and other facilities to be included in the design are:

• Bus bay/ Bus stop

• Truck Lay byes

• Wayside Amenities

• Road Markings

• Kilometre Stone Details

• 200m Stones and Boundary Stones

• Delineators and Object Markers

• Guard Post

• Crash Barrier

• Road Humps and Rumble Strips

5.18.2 BUS BAYS / BUS STOP
Bus bays would be proposed as per the recommendations of IRC: 80-1981. In urban areas, where
the frequency of buses stopping is more, the length of the stopping lane will be increased to
30m to accommodate two buses stopping at the same time. Adequate arrangements should also
be made to drain off surface water.

5.18.3 TRUCK LAY BYES

Local consultations were held at the places of petty repair shops, restaurants/dhaba etc. and
subjective opinion of the drivers regarding necessity of truck lay bye is gathered, based on
which truck lay byes are proposed. Sufficient working area and space for roadside

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establishments such as repair shops, vulcanising shops, service centre, spare parts shops,
telephone booth and light refreshments with first aid facilities can be provided.

5.18.4 WAYSIDE AMENITIES

For facilitating long distance movement on road and in the interest of safe and smooth travel,
it is essential to plan for and provide some wayside amenities to the drivers and passengers of
buses and personalized vehicles. For obvious reasons, these passenger oriented facilities are
intended to be distinct from the scheme of truck parking complexes. As a long-term policy it is
envisaged to have such amenities at about 100km interval along the project road where the
following facilities can be provided:

• Parking lots

• Eating places

• Toilet facilities

• Telephone booths

• Drinking water

• First aid

• Petrol pumps

• Rest Rooms

5.18.5 ROAD MARKINGS

Road markings perform the important function of guiding and controlling traffic on a highway.
The markings serve as psychological barriers and signify the delineation of traffic paths and
their lateral clearance from traffic hazards for safe movement of traffic. Road markings are
therefore essential to ensure smooth and orderly flow of traffic and to promote road safety.
The Code of Practice for Road Markings, IRC: 35-2018 has been used in the study as t The
location and type of marking lines, material and colour is followed using IRC: 35- 2018 – “Code
of Practice for Road Markings”.
The road markings will be carefully planned on carriageways, intersections, toll plazas and
bridge locations during the final stage.

5.18.6 CAUTIONARY, MANDATORY AND INFORMATORY SIGNS

Cautionary, mandatory and informatory signs will be provided depending on the situation and
function they perform in accordance with the IRC: 67-2012 Code of Practice for Road Signs
(Third Revision) guidelines for Road Signs.

5.18.7 KILOMETRE STONE DETAILS

The details of kilometre stones are in accordance with IRC: 8-1980 guidelines. Both ordinary
and fifth kilometre stones will be provided. On divided roads with a central median, kilometre
stones should be provided at the left on both sides of the road i.e., independently for each
direction of travel. Kilometre stones shall be fixed at right angles to the centre line of the

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carriageway.

5.18.8 200 M STONES AND BOUNDARY STONES

The details of 200m stones and boundary stones conform to IRC: 26-1967 and IRC: 25- 1967.
200m stones will be located on the same side of the road as the kilometre stones. The
inscription on the stones shall be the numerals 2, 4, 6 and 8 marked in an ascending order in
the direction of increasing kilometre rage away from the starting station. The numerals shall be
80mm high. The colour of the numerals shall be black on a white background. Boundary stones
shall be located on either side of the road opposite every 200m stone and kilometre stone. In
addition, these shall be fixed at all angular points of the boundary. Where the boundary is on a
curve or the land is of significant value and likely to be encroached upon, the boundary stones,
as required, shall be installed at loser intervals.

he designs basis.

5.18.9 DELINEATORS AND OBJECT MARKERS

Roadway delineators are intended to mark the edges of the roadway so as to guide drivers on
the alignment ahead. Object markers will be used to indicate hazards and obstructions within
the vehicle flow path, for example, channelling islands close to the intersections.
Delineators and object markers will be provided as per the details given in the drawings and
will be in accordance with the provisions of IRC: 79-1981. They are basically driving aids and
should not be regarded as substitutes for warning signs, road markings or barriers. Delineators
will be provided for all curves of radius less than 750m. They are not provided at locations
where Chevron signboards are provided.

5.18.10 CRASH BARRIER

Metal Beam Crash Barrier is proposed at inside median edges, at locations where the
embankment height is more than 3.0m, at sharp curves where deflection angle is high and
also at major bridge approaches. Metal beam rail shall be W-profile corrugated sheet steel
beams complying with the following mechanical properties.
i. Tensile strength, Min = 483 MPA
ii. Elongation in 2 inches, Min = 12%
iii. Yield, Min = 345 MPA
The “W” beam type safety barrier consists of steel posts and a 3 mm thick “W” beam rail
element is spaced away from the posts. The spacer minimizes vehicular snagging and reduces
the likelihood of a vehicle vaulting over the barrier. The steel posts and the blocking out
spacer shall both be channel section of 75 mm x 150 mm size and 5 mm thick. All members of
the system should be hot dipped galvanised to have a minimum counting of 550 g/sqm, each
face in compliance to relevant MORT&H Specification (Cl. 810). The spacing of posts should
be 2.0 m c/c. Crash barrier system absorbs impact of vehicle and laterally restrains a vehicle
from veering off. This ensures minimum damage to the vehicle and passengers.

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5.19 IRC CODES AND SPECIFICATIONS FOR DESIGN OF HIGHWAYS

Table 5.8: List of IRC & IRC - SP Codes
S. No. Code No. Title

1. IRC: 2 – 1968 Route Marker Signs for National Highways

Standard Specification & Code of Practice for Water

2. IRC: 19 – 2005
Bound Macadam
Specification for Bituminous Macadam (Base & Binder
3. IRC: 27 – 2009
Course)
4. IRC:111-2009 Specifications for Dense Graded Bituminous Mixes

Recommended Practice for the Construction of Earth

5. IRC: 36 – 2010
Embankments and sub grade for Road Works

6. IRC: 37 – 2018 Guidelines for the Design of Flexible Pavements

Lateral and Vertical Clearances at Underpasses for

7. IRC: 54 – 1974
Vehicular Traffic

Guidelines for the Design of Plain Jointed Rigid Pavements

8. IRC: 58 – 2018
for Highways

Code of Practice for Construction of Jointed

9. IRC: 15 – 2017
Plain Concrete Pavements (Fifth Revision)
Geometric Design Standards for Rural (Non-urban)
10. IRC: 73 – 2007
Highways

Type Designs for Pick-up Bus Stops on Rural (i.e. Non-

11. IRC: 80 – 1981
urban) Highways
Guidelines for Strengthening of Flexible Road
IRC: 81 – 1997 Pavements using Benkelman Beam Deflection
12.
Technique
IRC: 86 – 1983 Geometric Design Standards for Urban Roads in Plains
13.
Guidelines for Selection, Operation and Maintenance
14. IRC: 90 – 2010
of Bituminous Hot Mix Plant

IRC: 92 – 2017 Guidelines for the Design of Interchanges in Urban Areas

15.

16. IRC: 103 – 2012 Guidelines for Pedestrian Facilities

17. IRC: 109 – 2018 Guidelines for Wet Mix Macadam

Ribbon Development Along Highways and its

18. IRC: SP: 15 1996
Prevention
IRC: SP: 23 1983 Vertical Curves for Highways
20.

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S. No. Code No. Title

Manual of Specifications and Standards for Two
21. IRC:SP:73-2018 Laning of Highways with Paved Shoulder through
Public Private Partnership

5.20 TRAFFIC SIGNS AND ROAD MARKINGS

The design of traffic signs and road marking shall be done according to the IRC standards.
Where necessary AASHTO and other international standards will be used to augment the IRC
standards.
Following is the list of IRC standards, which will be followed:
IRC: 30-1968 - Standard letter and numbers of different heights for

IRC: 35-2018 - Code of practice for Road markings

IRC: IRC: 65-2017 - Code of practice for Road Signs
IRC: 79-1981 - Recommended Practice for Road delineators IRC:
93-
IRC: SP-31-1992 - New Traffic Signs
IRC: SP: 55-2014 - Guidelines on Traffic Management in Work
Zones” (First Revision)

P a g e |5-31
 Chapter-6

Cost Estimate
 CONSULTANCY SERVICES FOR PREPARATION OF DETAILED PROJECT REPORT
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CHAPTER - 6
COST ESTIMATE

6.1 GENERAL
Detailed cost estimate for Bacchoun to Chandrapura Road has been finalized based on
the improvements proposed under consultation with MPRDC. The detailed estimate is
worked out based on the quantities calculated for the items of work to be executed in
the project and rates adopted from rate analysis and MPPWD Schedule of Rates for Road
works and Bridge works 2022.

6.1.1 QUANTITY OF VARIOUS ITEMS OF WORK

Generally, highway quantities have been worked out through MX Road software and
structure quantities have been worked out through STAAD Pro software. However, for
certain items of works (mainly under miscellaneous items and non - civil works) computer
software cannot be directly applied. In such case, manual computations of quantities
have been carried out.

6.1.2 SCHEDULE OF RATES

The cost estimate of the project road as presented in the DPR is based on the final
development proposals and priced at MPPWD schedule of rates 2022 finalised in
consultation with MPRDC officials and finally adopted the rate analysis and Schedule of
Rates.

6.1.3 COST ESTIMATE METHODOLOGY

The various elements considered for the purpose of quantities and cost estimate are
mentioned in Table 6.1 given below.

Table 6.1: Details of Items of Works

Major Heading Item of Works
• Clearing and Grubbing
• Dismantling of existing structures/km stones/ pavement/ road
signs
Site Clearance
• Cutting of Tr0065es and Removal of stumps
• Scarifying existing bituminous surface
• Removal of stumps
• Earthwork in excavation for Ordinary soil / soft rock / hard rock
• Embankment construction with material from borrow area
Earth work
• Embankment construction with material from road cutting
• Sub-grade and Shoulder construction
Non-Bituminous • Granular sub-base
Courses • Wet mix macadam
• Prime coat
Bituminous • Tack coat
Course • Dense Bituminous Macadam
• Bituminous Concrete

• Earthwork in excavation for Ordinary soil / soft rock / hard rock

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Major Heading Item of Works

• Concrete work in foundation, substructure and superstructure
• Slab culvert (widening / new construction / repair / on cross
road)
• Pipe culvert (widening / new construction / repair / on cross
road/ duct for utility crossing)
Bridge and Cross • Major/Minor Bridge (widening / new construction / repair)
Drainage • RCC bore pile and pile cap
Structures • Load test of Pile
• Reinforcement in foundation, substructure and superstructure
• HT Steel
• Steel liner
• Bearing - PTFE, Tar paper, elastomeric
• Expansion joint - Strip seal, Pre-moulded filler
• Asphaltic Wearing coat
• Cement paint to exposed concrete
• PMC mortar & epoxy bonding coat to concrete
• Stone pitching in slope and apron
• NP-4 Pipe for culvert
• Unlined drain
• Covered lined drain
• Chute Drain
• Pitching
• Stone pitching
Drainage and • Earthwork excavation in ordinary soil/ soft rock
Protection works • Providing M-15 grade Foundation
• PCC/ RCC M-20 grade
• Stone Masonry in cement mortar 1:3
• Provisions of Steel Reinforcement
• Inspection Chamber/ Catch pits
• Filter media
• Km. stone / Boundary stone
• Pavement markings
• Road signage
Road side
• Crash Barrier
Furniture
• Road stud
• Railing
• Kerb
• Repair
• Diversion
• Routine Maintenance
Maintenance
• Pot-hole Repair and Patching
• Tack Coat
• Renewal Course in Bituminous Concrete
• Utility duct
• Lighting
Road Side
• Bus shelter
Facilities
• Tree plantation
• Compensatory a forestation*
Toll Plaza • Toll Plaza Civil Works

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Major Heading Item of Works

• Forest Compensation
• Environmental cost
Rehabilitation
• Shifting of utilities
• Land Acquisition Cost

For easy understanding of section-wise cost and other associated costs, the assessed
costs have been further summarized as given in Table 6.2.
Table 6.2: Division of Project Cost
Site clearance
Earth work, erosion control and drainage
Sub-bases, bases (non- bituminous) and shoulders
Bases and surface courses (bituminous)
Civil Works Cement concrete pavements
Major/minor bridges, robs, flyovers, underpasses
Drainage and protective works
Traffic signs, markings & other road appurtenances
Maintenance of road
Utility Shifting
Non-civil Works Forest and Environment Clearance*
Land Acquisition Cost
Others Physical contingency & Escalation charges

6.2 COMPUTATION OF QUANTITIES

The quantities of major items of works have been worked out based on the highway
design, inventory, condition surveys, and other pavement investigations data. The
pavement quantities have been worked out based the geometrics and cross sections,
pavement design done based on traffic and laboratory investigations.

Site Clearance:
The area considered for Site Clearance is the area within the proposed formation width
minus the existing carriageway area.

Earth Works:
This item provides for roadway excavation, earthwork in embankment, subgrade
and shoulders including disposal of surplus earth and unsuitable material. The
earth work quantities like roadway in embankment have been computed based
on the data collected by Total Station downloaded into Mx Road software. The
earthwork quantities are based on our site surveys and highway design. Sub-
grade having a CBR > 8% will be taken from borrows area.

Base, Surface Courses:

These provide for the items of GSB and DLC for the main carriageway. The quantities for
road pavement, base etc. for main carriageway have been calculated through applicable
cross sectional template developed in MX Road software. A provision for cross-fall
correction layer has been made for existing carriageway and its quantity has been
worked out using MX Road software. However, division of earth work into removal of
overburden, soft / rock cut, with or without blasting has been done on percentage bases
arrangement

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Bituminous Works:
Flexible pavement has been considered for overlay on the project road. Bituminous
works provide for all items of bituminous courses and surfacing.

Culverts:
The estimation of quantities for culverts was based on site inventory condition survey
and study of require hydraulics. The detailed recommendations are given in main report.
The quantities for structures have been calculated based on detailed General
Arrangement Drawings (GAD) and other associated drawings using STAAD software and
AUTO CAD Software.

Bridges and structures:

The cost for bridges has been worked out based on the quantities derived from detailed
design of the bridges and structures. The quantities for structures have been calculated
based on detailed General Arrangement Drawings (GAD) and other associated drawings
using STAAD software and AUTO CAD Software.

Junctions Improvement:
This item includes quantities of kerbs, railings, median etc. The cost for junctions also
includes the cost for ‘at grade’ junctions, which need improvement along the highway.

Traffic Signs and Markings:

Proper traffic signs were planned at required locations along the project corridor. It is
reviewed considering the traffic and pedestrian safety. The number of traffic signs shall
be adequate and modified if required. Centre line and edge markings required from
safety point of view were considered in the quantity estimate. RCC Guard posts, double
sided metal beam barrier and pedestrian steel guards have been considered at
appropriate locations.

Drainage and Protection works:

Provision under this sub-head has been made for surface, subsurface and roadside
drains, drainage chutes in cement concrete and stone pitching at outfalls/escapes for
drainage. This covers for unlined, open lined and covered drains. The quantities for
drainage, protection of embankment & protection against tank bund and river training
works are computed based on typical drain drawings and tentative drainage plan are
shown of typical cross section on Annexure-I.

Miscellaneous Items:
A lump sum amount has been provided for project house, furniture and equipment
required for project maintenance, parking, footpath, electrifications, and roadside
amenities. In addition to these, traffic control and diversion, bus-stops and cross utility
ducts have also been provided.

Utility Shifting & Land Acquisition

Broad provision is made in the cost estimate for raising and or shifting high-tension
lines, electric supply lines, telephone lines and other utilities. Provision of Land
acquisition cost is also considered in cost estimate.

Compensatory A forestation
Cost of forest compensation, resettlement / rehabilitations is not required because of in
project road no any type of forest land found.

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6.3 SPECIFICATIONS

It has been assumed that the specifications generally conform to the provisions made in
''Specifications for Road and Bridge Works (Vth Edition)'' of MORT&H.

6.4 BASIS OF COST ESTIMATE

To develop a thorough understanding of the prevailing construction rates the Consultant

have review rate analysis and District Schedule of Rates for Road works and Bridge
works.

6.4.1 BASIC COST OF MATERIAL

The basic costs of the materials like sand, gravel and stone aggregate have been adopted
as per prevailing market rates as applicable. The rates of cement, Hume pipes and steel
are based on detailed market study whereas bitumen rate has been taken from the latest
price. Effect of actual rate of bitumen has been incorporated in the adopted rates.

6.4.2 LABOUR WAGES

The cost of labour is adopted after detail study of rate analysis and District Schedule of
Rates and prevailing market rate as applicable and as per Minimum Wages Act.

6.4.3 HIRE CHARGES OF MACHINERY

The hire charges for the machinery are based on the latest hire charges for plants and
Machinery by published by MORT&H.

6.4.4 MISCELLANEOUS PROVISIONS

I) It is assumed that suitable water would be available for construction purpose

within reasonable lead and hence no separate haulage / rate has been
considered for this purpose.
II) Establishment of good hygienic labour camp is deemed to be included in
adopted rates and hence no separate provision has been made.
III) Establishment of field laboratory for conducting basic tests on soils, construction
material and for quality control is also deemed to be included in adopted rates.
IV) All sundries, contractor profit, and other overhead charges are deemed to be
included in the derived rates. Items required for adhering to safety standards
during construction and maintenance phases mentioned in O&M standards are
also deemed to be considered.
V) Mechanised construction using Hot mix batching plant, pavers, concrete
batching plant etc has been assumed while working out the rates.

6.5 CONSTRUCTION COST

The above provisions have been included in the project cost estimate in accordance with
Stipulations made as per specification and standards of MORT&H.
The cost estimate and summary has been computed and presented in Table 6.3 below.

Table 6.3: Section wise Cost of Project Road

Proposed Base Cost Base Cost Per Km
Section
Length (Km) (Crore) (Crore)
Bacchoun to Chandrapura Road 57.640 299.56 5.20

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MADHYA PRADESH ROAD DEVELOPMENT CORPORATION (PKG-D),BHOPAL

PREPARATION OF DETAILED PROJECT REPORT
BACHHON-CHANDLA-ROAD(57.64)
ABSTRACT OF COST ESTIMATES
As per NDB

S.No. ITEM OF WORKS AMOUNT(Rs.) AMOUNT (Cr.)

A Civil Works
1 Site-Clearance 1,50,47,339 1.50
2 Earthwork 25,74,23,321 25.74
3 Sub-base 18,24,69,514 18.25
4 Base Course , Bituminous Work & Gilsonite 68,79,91,610 68.80
5 Cement Concrete Work 41,31,84,548 41.32
6 BC soil Replacement 2,53,38,000 2.53
7 Drainage Work & Paver Block & Railing 22,43,27,797 22.43
8 Cost of Cross-Drainage structures
I) Culverts 14,27,03,340 14.27
II) Bridges (Major Bridge ) 28,64,67,126 28.65
III) Bridges (Minor Bridge ) 31,28,00,926 31.28
Traffic Signs , Road Marking ,Metal beam crash barrier
9 12,28,01,656 12.28
& other Appurtenances
10 Bus Shelter 1,53,21,397 1.53
11 Junction improvement 6,03,30,692 6.03
12 Highway Lighting 7,17,74,807 7.18
13 Avenue Tree Plantation & Fencing 8,72,957 0.09
14 Rain Water Harvesting 87,00,000 0.87
15 Vehicle facilities for Site Inspection 1,00,80,000 1.01
TOTAL CIVIL WORKS 2,83,76,35,030 283.76
B Utility Shifting
1 Electrical Utility Shifting 12,88,37,468.88 12.88
2 Water Utility / Hand pump Shifting 2,90,86,922.14 2.91
Total cost of Utility Shifting 15,79,24,391 15.79
C Total Civil Cost (A+B) 2,99,55,59,421 299.56
Cost Per KM 5,19,70,149.57 5.20
D GST (@18%) on C 53,92,00,695.83 53.92
E Contingencies
1 Physical @5% on C 14,97,77,971.06 14.98
2 Financial @5% on C 14,97,77,971.06 14.98
F Financial @0.25% on C 74,88,898.55 0.75
G Total Project Cost (C to F) 3,84,18,04,958 384.18
Cost Per KM 6,66,51,717 6.67

P A G E |6-6
 Chapter-7

Socio - Economic Profile

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CHAPTER – 7
SOCIO - ECONOMIC PROFILE
7.1 SOCIO - ECONOMIC PROFILE

The BACCHOUN-CHANDLA-SARWAI-GORIHAR Road is located in the district of

CHHATARPUR, which in turn is located in the State of Madhya Pradesh. Madhya Pradesh
is the second largest state in terms of geographic extent, covering an area of 308,244
sq. km. The state is administratively divided into 51 districts. As per 2011 census,
Madhya Pradesh has a population of 72 million accounting to 6 per cent of India’s
population. State population has grown at 20.3 per cent between 2001- 2011. Population
density of the state is 236 persons per square kilometre and is significantly lower than
the national average of 382 persons per square kilometre. Further, distribution of
population among the districts is uneven with 21 districts registering population density
of less than 200 persons per square kilometre resulting in regions with relatively higher
and lowers human capital availability.

Majority of the state (around 72 per cent) population still lives in rural areas. However,
there has been a steady growth in urbanization, with the emergence of industrial
clusters in the districts of Indore, Bhopal, and Gwalior as destinations for intra state
migration.
Index Map Enclosed Below
INDEX MAP

Fig-6-1: Index Map of Project Road

Social Profile of CHHATARPUR District –

1.0 DEMOGRAPHICS
Chhattarpur district comes under Sagar division, with its headquarters at Chhattarpur
town. As per Census 2011, Chattarpur has a population of 17.62722 lakh which was 14.74
lakh in 2001. The density of population is around 203 per sq.km compared to 236 of
Madhya Pradesh and 382 of India, as per Census, 2011723. When it comes to rural
population Chattarpur has a percentage of 78%. The urbanization in the district is quite
low with only 22% of people living in the urban areas. There is a huge aspiration of
urbanization in the district (by migrating to urban locations). Madhya Pradesh as a whole
has urbanization of 27.63 %.724 The male population in Chattarpur District is around
53.09% and sex ratio is 884 per thousand males as per Census, 2011 which is significantly
lower when compared to the State sex ratio of 930.

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2.0 LITERACY

Literacy rate in the district is low and is around 64.9 percent725 when compared to 70.6 percent
for Madhya Pradesh. The female literacy rate is 54.3%, which is lower than the state average of
60%. The male literacy rate which is at 74.2%, is
also lower than state average of 80.5%.The number of Government/Non Government/ Registered
Primary schools in the district, is 2,032 and 355 Middle schools. There are 663 high schools and 10
higher secondary schools in number.It is to be noted that as per 2001 Census, literacy rate was
overall 53.26% - hence a significant improvement over last 10 years could be noticed.Chhatarpur
ranks 41st (or 10th lowest) in terms of literacy rate when compared with other districts of Madhya
Pradesh, but decadal change of Chhatarpur in literacy is 11.6%, which is 2nd highest in Madhya
Pradesh, as it rose from 53.3% in 2001 to 64.9% in 2011

District Madhya Pradesh Chhatarpur

Population(2011) 72,597,565 17,62,857
Decadal Population Growth Rate(2001-11) 20.3% 19.50%
Population Density Per Sq.km(2011) 236 203
Level of Urbanization(2011) 27.6% 22.60%
Gender Composition-Female Per 1000 Male
930 884
Population(2011)
Proportion of ST Population(2001) 20.3% 3.50%
Literacy Rate(2011) 70.6% 64.90%
Male-Female Literacy Rate Gap(2011) 20.5% 19.90%
Number of Literates(2011) 43,827,193 9,62,827
Enrollments in Primary&Upper Primary Schools(2010) 15,356,399 4,10,517
Number of Primary & Secondary Healthcare Centers
0.14 0.13
per 1000 Population(2011)
Contribution to State Economy(2008-09) - 1.63%
Per Capita Income(INR), Current Prices(2008-09) 24,709 16,151
Contribution of Primary Sector to Economy(2008-09) 31.5% 27.70%
Contribution of Secondary Sector to Economy(2008-
22.9% 28.40%
09)
Contribution of Tertiary Sector to Economy(2008-09) 45.6% 44.00%

3.0 DISTRICT ECONOMY

Chhatarpur is predominantly an agrarian-economy with focus on agriculture and forest and

logging activities. Fishing is also a source of occupation.There is a decline in the growth rate of
primary sector mainly due to growth of secondary and tertiary sector. The tertiary sector is
constantly growing at an average of 10.4%. There has been increment in the secondary sector
GDDP. From 2005-06 year to 2006-07 the increment was 12.04%, and from 2006-07 to 2007-08
the increment was 15.95%. The growth of secondary sector and tertiary sector shows that
government initiatives to promote industries in the district, have met with some success. The
tertiary sector has been stable with a percentage share of around 44% over last 2 years.
The secondary sector has grown modestly and had a 28% share in 2008-09. There has been a
steady increase in the per capita income from Rupees 11,960, in 2003-04 to 16,151 in 2008-09,
which is higher than the state’s average.

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4.0 AGRICULTURE AND ALLIED SECTORS

Chhatarpur district is primarily an agricultural district occupying the Yamuna Sub-basin of Ganga
basin, and forms the part of Bundelkhand plateau. The major soil type is Alluvial, Red & Yellow,
mixed red & black and medium black soils. Kharif crops like Paddy, Jowar, Maize, Pulse(Tuar,
Urad), Til groundnut Soyabean, Sugarcane and Rabbi crops like wheat, Gram, Alsi, Muster, Rai &
Vegetable are the major crops sown in the district. Ground water plays an important role in
irrigation in this district. The average rainfall in the district is 1068.3mm. The net sown area and
cultivable area are 4038.63 square km and 651.67 square km respectively.728It is to be noted
Rice, Wheat, Channa and Jwar grows abundantly in Chattarpur. Around 47% of the land is under
cultivation, with a very small portion under cultivable waste land (8%). Around 1/4th of the
geographical area is under forest cover. Forest and logging activities in the district contributes
to 2.07% of the GDDP of primary sector. Around 4% of the land is not available for cultivation
and 8% constitutes fallow land. The land in the category of others excludes both fallow land and
cultivable waste land.Area under principle crop is 5,113.09 square Km.The percentage of net
sown area to total geographical area is 46.3%, while percentage of Net Irrigated to Net Sown
Area is 53.2%. The cropped area under food grains (in '000 Ha) is 377.3. Between 2007-08 and
2008-09 usage of tractors in the district grew from 6,841 to 7,930 for usage in agriculture.

5.0 INDUSTRY

Chhatarpur has very few industries. The State Government currently is giving priority to develop
the industrial park in Tikamgarh-Sagar-Chhatarpur which will be named as Granite
Park732.Currently Chattarpur has only one large scale Industry, which is Rio Tinto engaged in
diamond mining.The mining giant is an Australian firm that invested INR 3300 lakh and provides
employment to more than 200 people in Chattarpur733.Some of the prominent industries in the
district include multi-product, textile and dairy industries. Krishi Upaj Mandis at Chhatarur
district’s various town are open market for agrarian-products set up by Agricultural Marketing
Board, Madhya Pradesh. There is a Semi-Urban Industrial Area located at Nowgong Road,
Chhatarpur comprising 8.66 Acres of land, having 29 plots allotted to 17 Industrial Units which
have product type like porcelain items, spices, potato wafers, steel items fabrication, brackets,
steel items fabrication, pottery items (cups, mugs etc.), carom boards, barbed wires, angle
poles, ceramics, engineering works, coal brackets, servicing, shutter channel gates, polythene
sheets, angle poles, GP huts, pump house, clay, granite tiles etc. Amongst them, the most

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prominent are M/S Vijay Ceramics, Pratap Industries, Khajuraho brackets, Sharda Coal Brackets,
Anand Plastic Industries, Khajuraho potteries and Nandlal steel Industries.734 State-run NTPC has
signed a memorandum of understanding with the state government and MP Power Trading
Company to set up a 3,960 MW coal-based power project in Madhya Pradesh. NTPC will invest Rs.
20,000 crores towards this project. The 6x660 MW plant would be set up near Barethi in
Chattarpur district to supply power to the Bundelkhand region. The project is likely to be
commissioned during the twelfth five-year plan period (2012-17)

6.0 SERVICES SECTOR

Services sector has been steadily growing in the district with a contribution of about 43 percent to
GDDP. The sector grew at 10.5 percent between 2003-04 and 2008-09, driven mainly by the
Hospitality Industry, Public Administration segments -besides transport. It is to be noted that
Hospitality Industry has registered CAGR of around 9%,reflecting good scope for training in this
particular area. Almost all five stars hotel including The Taj, Radisson, Clarks etc are present in
Khajuraho. It is also to be noted that Panna district lies very close to Khajuraho and it is famous
for its wildlife sanctuary and Diamond Mining. The presence of companies like Rio Tinto has
facilitated growth of budget hotels for its employees coming from abroad and fortourists likewise.
In the financial services space, bank branches in the district between 2006-07 to 2010-11 have
increased from 70 to 80, taking the deposits from 763 crores to 1,903 crores – i.e. more than
double in 5 years. It is also to be noted that private sector bank such as ICICI, HDFC and Axis have
shown interest in the district by opening up their branches. These companies have also widened
their portfolio by including products such as Travel and Life Insurances amongst others. Logistics
and transportation sector in the district has been growing at a reasonable pace predominantly due
to investments in road infrastructure, beside rail and air connectivity. It was noted that from year
2003-2008, the sector grew at a Compounded annual growth rate of 11.5%.Chhatarpur is well
connected with other districts, and within the district with roads. With a stretch of 204.4km of
National Highways and 167.0km of state highways, the district is connected with the surrounding
districts and with cities like Indore and Bhopal. There is 479.6km of district main road running
across the district; it is second highest in Madhya Pradesh after Bhopal district. Around 1676.5km
is the length of pucca roads and 586.6km of kuchha roads. The road length per 100 sq km is
26.1km. Rural road per village is 1.2 km, and it is higher than the state average of 0.9 km per
village.

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7.0 DISTRICT SPECIFIC RECOMMENDATIONS

There is sizeable opportunity in direct training of 59,000 odd manpower that cannot be reached
through government funded schemes. Further, training opportunities exist in the delivery of
large scale training initiatives to over 30,000 which will be funded by the government through
its various skill development initiatives.Significant training from Government initiatives is
expected to be targeted towards agri-Allied activities and construction. However, within the
services sector, employment generation is expected to happen in the informal segment of the
retail industry, where there is limited penetration of training.Khajuraho block with an increase
in tourism from all over the world would see a rise in organized hospitality and retail.
Recommendations for skill development in the district are made considering the following points
related to skill ecosystem in the district.

· Growing Secondary and Tertiary sector with high proportion of Informal

employment.
· Tourism, Retail along with Transportation and logistics sectors to provide significant
employment opportunities.
· Potential for developing the furniture Industry considering that furniture from
Chattarpur already has an established market.
· District youth aspirations to migrate and work in cities for better livelihood
opportunities

It is to be noted that a huge Granite park is coming up on Tikamgarh-Sagar-Chattarpur

belt and government shall give subsidies to help locals establish industries. Government
also leases out quarries for period of 20 years in Katahara, Tehsil laundi. Presence of
Khajuraho, Panna National park near Panna district, Pandava Waterfalls,Bhimkund,
Raneh falls, Dhubela and Jatashankar is already promoting tourism in a big way.Rio
Tinto’s (Australian Diamond mining company) Bunder projectis coming up in the area.
Study determined the presence of 27.4 million carats in the Bunder region (seven times
richer than Panna). This may require more mining professionals in the region.

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 Chapter-8

Survey and Investigations

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CHAPTER – 8

ENGINEERING SURVEYS AND INVESTIGATIONS

8.1 INTRODUCTION

Data for this assignment has been collected from field as well as from various secondary
sources. An appreciation of the existing baseline conditions being an essential element in
decision making and hence need of a sound database. The aim of the investigations is to
develop an adequate supportive data base for selecting & preparing the most appropriate.
proposal to meet the functional and structural efficiency and safety requirements. The ensuing
sections describe the surveys that have been carried out in line with the requirements of TOR.
The following activities were performed during the field investigations:
 Reconnaissance survey;
 DGPS/LiDAR Surveys;
 Topographical Surveys
 Road Alignment Inventory;
 Road and Pavement Conditions survey;
 Benkelman Beam deflection survey
 Axle Load survey
 Material Investigations and Surveys;
 Inventory of Bridges, Culverts & Structures;
 Condition Survey of Bridges & Structures
 Hydrological Investigations;

The basic data collected from different engineering surveys is presented separately as
“Appendix of Main Report ".

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8.1.1 RECONNAISSANCE AND ALIGNMENT SURVEY

The scope of improvement measures and economic justification thereon depend on the
condition of the existing road and its associated inventory. To collect the inventory of the
existing road and allied features of road and structure, inventory surveys were carried out.
Existing physical features and surrounding condition of the project road was ascertained.

Bacchoun Village Chandla village

Satellite Imageries of Major Town and Villages

Sarwai Village Khaddi Village

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OF MADHYA PRADESH -CHANDRAPURA (UP-MP BORDER ROAD(SH-5)

8.1.2 LIDAR SURVEY

▪ LiDAR (Light Detection & Ranging) is a surveying method that measures distance to a
target by illuminating that target with a laser light.
▪ LiDAR sometimes is called laser scanning and 3D scanning, with terrestrial, and mobile
applications.
▪ LiDAR work with Monochromatic Laser which is specific in wavelength.
▪ The used laser beam is narrow and directional whose beam strength remain constrained
over long distance.
▪ The technology is based on a scanning laser combined with both GPS and inertial
technology to create a three dimensional set of 3D points i.e. 3D point cloud.
▪ Static Terrestrial LiDAR.

Laser ScannerPoint cloud example

▪ Mobile Terrestrial LiDAR

3D Mobile Terrestrial LiDAR is an advanced mapping solution that incorporates the most
advanced LiDAR sensors, cameras and position/navigation/GPS receivers to collect survey
grade 3D point cloud data quickly and accurately. Mobile mapping is the process of collecting
geospatial data from a mobile vehicle, typically fitted with a LiDAR remote sensing systems.
Such systems are composed of an integrated array of time synchronised navigation sensors
(survey grade DGPS) and imaging sensors mounted on a mobile platform.

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OF MADHYA PRADESH -CHANDRAPURA (UP-MP BORDER ROAD(SH-5)

Mobile Terrestrial LiDAR

and Survey Vehicle

Mobile Terrestrial LiDAR data example

▪ Data Capturing Mobile LiDAR BASE STATION (DGPS)

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DATA Capturing Mobile LiDAR BY RUGGED LAPTOP

INSTALLED INSIDE SURVEY VEHICLE
▪ DATA processing

▪ Satellite Imagery
Using Mobile or Static Terrestrial LiDAR, data acquisition of hilly & rolling terrain area can’t be
done. For re-alignment and by-passes, Airborne LiDAR or Drone survey is required, but it is costly.
So instead of these, we use Satellite Imagery.

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OF MADHYA PRADESH -CHANDRAPURA (UP-MP BORDER ROAD(SH-5)

Worldview 2 Sample Image Carto Sat 2 PAN Band Image

(Iran Missile Crash site) (Europe Image Local)

▪ Comparison of Diff. Types of Advance Survey Technologies

Static Mobile
Parameters Airborne Drone Satellite Imagery
Terrestrial Terrestrial
Accuracy 2.5 cm 2cm-5cm 0.2cm-1.5cm 0.5cm-2cm 0.5 to 2.5m

Extremely Large area ( above Small Area Small Area(8 to Long Road or large
Length Depends on images
1000km.) (5 to 8 sq. km.) 16 km) area(40 to 50km)

Camera Available Available Not Available Available Nil

Images, Video & 3D point Images for Laser 3-D Point Images, Video & images for DTM/DEM
Data
cloud Photogrammetry cloud 3D point cloud generation

Operational Time 1000km/day 2-3 sq. km./day 2 km/day 100km/12 hr 1 sq. km per day

Extremely large area in small Small Area & Large Area in small
Special Case For Re- alignment For Re- alignment
time Hilly Portion time

8.1.3 TOPOGRAPHIC SURVEY

Topographical surveys have been carried out generally as per IRC: SP 19-2001, “Manual for
Survey, Investigation and Preparation of Road Projects” for the preparation of alignment
plans, strip plans, longitudinal sections, cross sections and other details like drainage works,
earth retaining structures, control points and reference pillars required in view of
consideration of vertical and horizontal alignments. The surveys were carried out as follows:

P a g e |8-6
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Photo-1 Topographic Survey through DGPS and Total Station

Working Procedures
The survey procedures to be followed at the site are detailed here sequentially.

(a) PLAN METRIC CONTROL

Total Station established the co-ordinates of basic plan control points at interval of 500m on Road
edge with nail as primary control station.

(b) HEIGHT CONTROL

Double tertiary levelling was done along the entire stretch with precision automatic level
connecting benchmarks and reference control points established near the project road. The
disclosures were all seen to be below the tolerance limit of 0.12mm k, where k is the length of the
levelling line in km in between the starting and closing benchmarks. The misclosures were adjusted
and heights.

(c) PILLAR CONSTRUCTION

Reference Pillar and Bench Mark / Reference pillar of size 15 cm X 15 cm X 45 cm shall be cast in RCC
of grade M 15 with a nail fixed in the center of the top surface. The reference pillar shall be
embedded in concrete up to a depth of 30 cm with CC M10 (5 cm wide all around). The balance 15
cm above ground shall be painted yellow. The spacing shall be 500 m apart, incase Bench Mark Pillar
coincides with Reference Pillar, only one of the two need be provided. Following table showing the
details of TBM on pillars.

Table 8-1 : TBM LIST

S. No. Ex. Chainage Easting (m) Northing (m) Elevation Side TBM

1 0+000 408963.5 2763385 169.975 RHS TBM1Pik

2 0+130 409098.4 2763382 168.595 LHS CULLTBM2
3 0+485 409394.6 2763500 166.772 LHS TBM0+500
4 0+470 409395.4 2763485 166.507 RHS HPTBM3
5 0+470 409395.4 2763485 166.507 RHS HPTBM3Pik
6 0+980 409469.9 2763959 165.541 RHS TBM1KM
7 1+335 409617.6 2764283 162.19 RHS CULLTBM4
8 1+500 409699.5 2764424 163.505 RHS TBM1+500

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OF MADHYA PRADESH -CHANDRAPURA (UP-MP BORDER ROAD(SH-5)

Table 8-1 : TBM LIST

S. No. Ex. Chainage Easting (m) Northing (m) Elevation Side TBM

9 2+000 409966.7 2764849 164.172 LHS TBM2KM

10 2+495 410154.9 2765283 158.903 LHS TBM2+500
11 2+680 410207.1 2765460 156.578 RHS CULLTBM5
12 2+915 410237 2765691 157.198 LHS CULLTBM6
13 3+000 410259 2765775 158.415 RHS TBM3KM
14 3+520 410362.4 2766282 159.338 LHS TBM3+500
15 3+640 410394.4 2766399 162.063 RHS NeharTBM7
16 3+880 410409.2 2766639 161.026 LHS NeharTBM8
17 4+010 410432.9 2766769 159.631 LHS TBM9PiK
18 4+010 410432.9 2766769 159.631 LHS TBM-9
19 4+010 410432.9 2766769 159.631 LHS TBM9pik
20 4+030 410448.6 2766783 175.388 RHS TBM4KM
21 4+330 410525.8 2767073 159.455 LHS CULLTBM10
22 4+500 410682.9 2767143 158.788 RHS CULLTBM11
23 4+515 410690.7 2767157 158.525 LHS TBM4+000
24 4+740 410905 2767238 159.706 RHS CULLTBM12
25 4+870 411026.7 2767278 159.114 RHS CULLTBM13
26 5+180 411272 2767461 154.486 RHS CULLTBM14
27 5+415 411415.4 2767641 150.83 RHS CULLTBM115
28 5+440 411507.5 2767724 152.269 RHS TBM5+500
29 5+640 411582.6 2767790 151.387 RHS CULLTBM16
30 5+940 411803.7 2767995 151.894 RHS CULLTBM17
31 6+025 411859 2768056 152.082 RHS TBM6KM
32 6+500 412178.9 2768410 153.979 LHS TBM6+500
33 6+620 412247 2768510 154.738 LHS CULLTBM18
34 6+750 412317.1 2768616 154.386 LHS HPTBM19
35 6+880 412396 2768717 154.666 LHS CULLTBM20
36 7+020 412492.6 2768826 155.032 RHS TBM7KM
37 7+250 412636.5 2769004 158.332 LHS CULLTBM21
38 7+520 412830.5 2769194 153.97 LHS TBM7+500
39 7+745 412999.8 2769341 151.511 LHS CULLTBM22
40 7+880 413107.7 2769428 151.648 RHS CULLTBM23
41 8+020 413195.5 2769523 148.134 LHS TBM1
42 8+020 413195.5 2769523 148.122 LHS TBM1Pik
43 8+040 413220.5 2769531 148.577 RHS TBM8KM
44 8+490 413530.1 2769861 152.581 LHS TBM8+500
45 8+700 413681.2 2770001 152.659 RHS CULLtbm2
46 9+010 413911.9 2770204 153.035 LHS TBM9KM
47 9+080 413969.8 2770249 152.017 LHS CULLtbm3
48 9+480 414266.8 2770519 154.255 LHS TBM9+500
49 10+470 415087.6 2771046 158.502 RHS TBM10+500

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Table 8-1 : TBM LIST

S. No. Ex. Chainage Easting (m) Northing (m) Elevation Side TBM

50 10+560 415139.4 2771118 159.393 LHS NTBM4

51 10+720 415267 2771226 158.42 LHS CULLtbm5
52 10+900 415413.5 2771325 160.137 RHS CULLtbm6
53 11+010 415489.3 2771400 161.585 LHS TBM11KM
54 11+510 415865.6 2771725 167.586 RHS TBM11+500
55 12+025 416057.5 2772201 171.844 LHS TBM12KM
56 12+080 416083.3 2772254 172.173 LHS TBM7pik
57 12+080 416083.3 2772254 172.173 LHS TBM7Pik
58 12+080 416083.3 2772254 172.173 LHS TBM7
59 12+190 416154.4 2772336 188.23 RHS CULLTBM23
60 12+500 416379.4 2772544 173.844 RHS TBM12+500
61 12+850 416614.7 2772813 171.02 RHS HPTBM24
62 13+020 416774.4 2772808 170.372 LHS TBM13KM
63 13+540 417283.4 2772707 167.305 LHS TBM13+500
64 13+570 417307.2 2772689 166.409 RHS CULLTBM25
65 14+010 417726.2 2772566 165.126 LHS TBM14km
66 57+480 417869.2 2806845 129.828 LHS TBM57+500
67 57+240 418011 2806648 126.027 RHS CULLtbm3
68 14+365 418049.7 2772417 162.867 LHS CULLTBM26
69 57+000 418130.8 2806445 126.491 RHS TBM57KM
70 56+910 418169.2 2806360 125.885 LHS brijTBM2
71 14+520 418195.8 2772400 162.299 LHS TBM14+500
72 56+480 418261.4 2805944 131.153 LHS TBM56+500
73 14+730 418406.8 2772424 161.607 RHS CircleTBM27
74 55+980 418477.7 2805490 133.539 LHS TBM56KM
75 15+485 418724.6 2773090 161.52 RHS TBM15+500
76 15+585 418751.3 2773185 160.52 LHS CULLTBM28
77 55+490 418782.7 2805097 136.317 LHS TBM55+500
78 16+020 418949.4 2773572 158.825 LHS TBM1
79 16+050 418970.4 2773597 158.577 RHS TBM16KM
80 16+150 418995.2 2773691 157.053 LHS TBM2
81 16+050 418995.4 2773692 156.906 LHS CULLTBM2pik
82 54+840 419025.5 2804504 134.153 RHS HPTBM1Pik
83 54+489 419100.5 2804167 133.859 LHS TBM54+500
84 54+450 419120.1 2804130 133.59 RHS CULLTBM58
85 16+490 419134 2774002 157.92 RHS TBM16+500
86 16+600 419167.5 2774108 157.64 LHS CULtbm3
87 54+000 419301.3 2803726 137.781 LHS TBM54KM
88 17+020 419407.9 2774460 158.813 RHS TBM17KM
89 17+200 419485.5 2774617 158.861 LHS NTBM4
90 53+490 419529.1 2803292 141.667 LHS TBM53+500

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Table 8-1 : TBM LIST

S. No. Ex. Chainage Easting (m) Northing (m) Elevation Side TBM

91 17+465 419623.3 2774846 157.742 RHS TBM17+500

92 17+600 419695.7 2774955 155.496 LHS CULLtbm5
93 44+435 419727.6 2794891 139.67 LHS TBM44+500
94 44+060 419778.8 2794518 140.613 LHS TBM10pik
95 44+060 419778.8 2794518 140.613 LHS TBM10Pik
96 44+060 419778.8 2794518 140.613 LHS TBM10
97 53+995 419780.6 2802876 138.461 LHS TBM53KM
98 43+990 419811.5 2794452 140.388 LHS TBM44km
99 17+890 419857 2775198 154.857 LHS CULLtbm6
100 45+280 419911.3 2795716 144.492 LHS CULLTBM52
101 18+005 419925.3 2775294 156.08 LHS TBM18KM
102 45+490 419962.5 2795915 127.183 LHS TBM45+500
103 45+505 419971.1 2795933 144.12 LHS CULLTBM53
104 50+520 419981.3 2800543 126.387 LHS TBM50+500
105 50+690 419995.4 2800725 127.427 RHS CULLtbm7
106 50+985 420039 2801016 130.041 RHS TBM51KM
107 52+480 420045.1 2802432 133.928 RHS TBM52+500
108 46+040 420093.1 2796449 128.446 LHS TBM46KM
109 51+480 420119.2 2801502 129.385 RHS TBM51+500
110 43+490 420127.9 2794077 136.368 LHS TBM43+500
111 48+690 420134.2 2798940 124.536 LHS CULLtbm3
112 48+100 420138.9 2798347 121.099 LHS TBM1
113 48+100 420138.9 2798347 121.062 LHS TBM1Pik
114 48+480 420138.9 2798722 124.97 RHS TBM48+500
115 48+310 420141.7 2798553 120.391 RHS CULLtbm2
116 46+220 420154.2 2796625 141.396 LHS CULLTBM54
117 47+995 420155.3 2798239 119.185 LHS TBM48KM
118 18+430 420162.7 2775650 160.538 LHS tbm7Neher
119 18+480 420188.5 2775692 160.318 LHS TBM18+500
120 52+170 420204.7 2802166 132.64 LHS TBM8pik
121 52+170 420204.7 2802166 132.64 LHS TBM8Pik
122 52+170 420204.7 2802166 132.64 LHS TBM8
123 51+990 420207 2802006 133.862 LHS TBM52KM
124 47+025 420215.4 2797409 119.863 LHS TBM47KM
125 46+380 420218.3 2796776 141.588 RHS CULLTBM55
126 48+960 420219.3 2799196 124.469 RHS TBM49KM
127 46+510 420221.3 2796897 125.455 RHS TBM46+500
128 49+800 420313.7 2799942 121.85 LHS CULLtbm6
129 18+700 420316.6 2775872 159.834 LHS CULLtbm8
130 49+265 420348.9 2799470 115.958 RHS brijTBM4
131 47+630 420366.2 2797974 118.043 LHS BirijTBM56

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Table 8-1 : TBM LIST

S. No. Ex. Chainage Easting (m) Northing (m) Elevation Side TBM

132 47+465 420387.2 2797815 118.834 RHS TBM47+500

133 49+550 420400 2799728 123.383 RHS brijTBM5
134 49+510 420416.7 2799692 123.028 RHS TBM49+500
135 43+090 420436.6 2793816 133.382 LHS CULLtbm9
136 43+030 420480.6 2793775 133.182 LHS TBM43+000
137 19+010 420508.5 2776116 159.241 LHS TBM19KM
138 19+040 420526.2 2776139 159.612 LHS nTBM9
139 42+780 420673.8 2793603 129.636 LHS CULLtbm8
140 19+500 420777.7 2776524 157.093 LHS TBM19+500
141 42+540 420846 2793462 126.708 RHS CULLtbm7
142 42+670 420890.5 2793404 129.943 LHS TBM42+500
143 19+790 420936.9 2776761 156.509 LHS CULLtbm10
144 42+240 421071.2 2793255 124.615 LHS brijTBM6
145 20+100 421098.2 2777028 154.877 LHS
146 20+100 421098.2 2777028 154.877 LHS CULLtbm11pik
CULLTBM11pik
147 20+100 421098.2 2777028 154.877 LHS CULLtbm11
CULLTBM11pik
148 42+010 421189.3 2793077 130.267 RHS TBM42km
CULLTBM11pik
149 20+380 421237.8 2777274 153.64 RHS CULLTBM28
CULLTBM11pik
150 41+710 421251.9 2792789 130.831 LHS CULLtbm5
151 20+500 421285.5 2777385 154.592 LHS TBM20+500
152 41+510 421318.8 2792600 134.106 RHS TBM41+500
153 20+805 421526.9 2777576 152.053 RHS CULLTBM29
154 41+030 421561.5 2792187 134.783 LHS CULLtbm4
155 40+985 421602.6 2792163 134.894 RHS TBM41km
156 20+970 421640 2777691 153.636 LHS TBM21KM
157 40+740 421780.5 2791991 136.725 RHS CULLtbm3
158 40+630 421865.1 2791923 138.401 RHS CULLtbm2
159 21+270 421873.4 2777885 153.71 LHS NeharTBM31
160 40+510 421961.7 2791846 140.266 RHS TBM40+500
161 21+440 421997 2778000 152.576 LHS CULLTBM31
162 21+475 422022.8 2778018 153.025 LHS TBM21+500
163 21+710 422201.1 2778175 150.333 LHS CULLTBM33
164 40+150 422223.8 2791611 142.439 LHS Kmtbm1
165 40+150 422223.8 2791611 142.429 LHS TBM1Pik
166 21+995 422416.2 2778358 151.19 LHS CULLTBM34
167 22+000 422418.7 2778359 151.65 LHS TBM22KM
168 39+490 422652.3 2791113 140.102 RHS TBM39+500
169 22+310 422670.7 2778546 151.924 RHS CULLTBM35
170 22+510 422819 2778686 152.904 LHS TBM22+500
171 39+065 422902.3 2790767 137.378 RHS CULLTBM51
172 38+995 422934.5 2790705 137.409 LHS TBM39km

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OF MADHYA PRADESH -CHANDRAPURA (UP-MP BORDER ROAD(SH-5)

Table 8-1 : TBM LIST

S. No. Ex. Chainage Easting (m) Northing (m) Elevation Side TBM

173 22+860 423091.3 2778901 153.405 LHS NeharTBM36

174 22+980 423187.8 2778966 152.269 RHS TBM23KM
175 38+520 423197.1 2790309 131.747 RHS CULLTBM50
176 38+500 423209.1 2790291 131.717 RHS TBM38k+500
177 23+080 423273.4 2779026 150.677 RHS CULLTBM36
178 38+000 423470.2 2789868 131.017 LHS TBM38km
179 37+870 423559.6 2789775 127.745 RHS BirijTBM49
180 23+490 423645.3 2779211 150.828 RHS TBM23+500
181 23+560 423702.5 2779239 149.545 RHS CULLTBM38
182 37+540 423771.6 2789516 130.422 RHS TBM37+500
183 23+970 423970.2 2779542 151.437 LHS TBM24KM
184 37+140 424010.7 2789198 127.136 LHS CULLTBM48
185 24+150 424068.5 2779693 152.415 LHS neherTBM1
186 24+150 424068.5 2779693 152.43 LHS CULLTBM1Pik
187 37+010 424113.1 2789110 129.355 LHS TBM37km
188 24+490 424261.5 2779972 151.909 LHS TBM24+500
189 24+580 424321.3 2780037 152.842 RHS neherTBM2
190 36+510 424456.4 2788757 127.447 RHS TBM36+500
191 36+135 424769.4 2788557 125.518 LHS KMtbm12pik
192 36+135 424769.4 2788557 125.518 LHS TBM12Pik
193 36+135 424769.4 2788557 125.518 LHS KMtbm12
194 36+020 424862.3 2788487 125.359 RHS TBM36Pik
195 36+020 424862.3 2788487 125.359 RHS TBM36km
196 25+450 424871.7 2780708 151.766 LHS neherTBM3
197 25+500 424912.2 2780745 151.435 RHS TBM25+500
198 25+960 425200.8 2781099 147.595 RHS CULLtbm4
199 25+980 425202 2781123 148.158 LHS TBM26KMPik
200 25+980 425202 2781123 148.158 LHS TBM26KM
201 35+580 425231.5 2788247 118.889 LHS TBM35+500
202 35+530 425276.7 2788227 115.621 RHS raptaTbm11
203 26+500 425480.7 2781555 143.518 RHS TBM26+500
204 26+650 425529.4 2781695 142.608 LHS CULLtbm5
205 35+090 425541.6 2787884 119.757 LHS CULLtbm10
206 26+985 425680.6 2781999 144.499 RHS TBM27KM
207 34+820 425739.7 2787700 126.868 LHS neherTBM9
208 27+310 425902.7 2782232 139.24 LHS brijTBM6
209 34+600 425926.7 2787583 122.819 RHS CULLtbm8
210 34+490 426022.9 2787528 122.36 LHS TBM34+500
211 34+480 426032.4 2787526 122.358 LHS CULLtbm7
212 27+510 426077.1 2782329 142.472 LHS TBM27+500
213 34+380 426128.3 2787491 121.221 LHS CULLtbm7

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OF MADHYA PRADESH -CHANDRAPURA (UP-MP BORDER ROAD(SH-5)

Table 8-1 : TBM LIST

S. No. Ex. Chainage Easting (m) Northing (m) Elevation Side TBM

214 27+780 426256.5 2782532 143.11 RHS neherTBM7

215 27+985 426293 2782726 142.092 RHS HPtbm8
216 28+000 426293.8 2782745 142.8 RHS TBM28+000
217 28+230 426306.3 2782971 138.304 RHS CULLTBM39
218 34+020 426452.8 2787347 127.209 LHS TBM34+000
219 28+480 426488.3 2783131 142.54 LHS TBM28+500
220 28+530 426525.3 2783159 142.341 LHS NeharTBM40
221 33+860 426601 2787284 128.511 RHS neherTBM5
222 28+960 426795.5 2783490 138.478 LHS CULLTBM41
223 33+580 426818.1 2787114 128.107 LHS CULLtbm4
224 29+025 426841.3 2783541 141.095 LHS TBM29+000
225 33+500 426890.2 2787063 129.667 LHS TBM33+500
226 29+335 427036 2783781 143.994 LHS NeharTBM42
227 29+500 427125.1 2783919 142.396 LHS TBM29+500
228 29+590 427173.6 2783998 140.82 LHS CULLTBM43
229 29+730 427253 2784106 142.459 LHS NeharTBM44
230 32+990 427296.9 2786761 132.432 LHS TBM33+000
231 32+700 427520.7 2786582 135.192 RHS neherTBM3
232 30+520 427600.3 2784819 135.942 RHS TBM30+500
233 30+520 427601.3 2784821 135.732 RHS HPTBM45
234 32+545 427629.9 2786471 134.883 LHS TBM32+500
235 32+270 427825.2 2786277 129.027 RHS CULLtbm2
236 31+030 427850.8 2785261 133.346 RHS TBM31KM
237 32+130 427895.4 2786162 130.046 LHS TBM1Pik
238 32+130 427895.4 2786162 130.03 LHS kmtbm1
239 32+045 427960.4 2786101 129.47 RHS HPTBM47
240 32+010 427974.3 2786066 129.812 LHS TBM32+000
241 31+495 428071.6 2785668 126.575 LHS TBM31+500
242 31+760 428134.3 2785873 126.076 LHS CULLTBM46

(d) DGPS Pillar

At every 5th Km a pair comparatively larger pillars for GPS (300x300x600mm size) has been
constructed. These pillars also have the steel plates and rod arrangements as smaller pillars.
The horizontal faces of pillars are flat and truly vertical with the ground. Following table
showing the details of DGPS points on pillars.

Table 8-2: DGPS List

S.No. EX. Chainage Easting Northing (m) Elevation Side DGPS
(m)
1 5+010 411152 2767342 157.661 LHS dgps5L
2 5+010 411159.1 2767334 158.093 RHS dgps55R
3 9+990 414651.5 2770853 156.693 RHS dgps10R
4 10+000 414651.7 2770866 156.611 LHS dgps10L

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OF MADHYA PRADESH -CHANDRAPURA (UP-MP BORDER ROAD(SH-5)

Table 8-2: DGPS List

S.No. EX. Chainage Easting Northing (m) Elevation Side DGPS
(m)
5 57+700 417728.3 2807013 148.863 LHS DGPS57+685L

6 57+700 417730.6 2807028 132.17 RHS DGPS57+685R

7 15+075 418504.2 2772752 180.789 LHS dgps15L

8 15+070 418517.3 2772740 180.945 RHS DGPS15Rpik
9 15+070 418517.3 2772740 180.945 RHS dgps15R
10 54+980 418974.3 2804635 134.981 LHS DGPS55L
11 54+980 418986.2 2804641 134.966 RHS DGPS55R
12 45+020 419851.2 2795462 132.818 LHS DGPS45+000
13 45+020 419870.7 2795461 133.067 RHS GPS45+00R
14 49+920 420317.2 2800060 123.816 LHS DGPS50L
15 49+915 420331.8 2800055 124.005 RHS DGPS50R

16 19+990 421044.2 2776927 156.257 LHS DGPS20+000L

17 19+990 421053.5 2776918 155.988 RHS GPS20+000R

18 40+030 422308.1 2791521 142.715 LHS GPS40+000L
19 40+040 422313.7 2791540 142.587 RHS GPS40+000R
20 24+990 424568.1 2780368 152.387 LHS DGPS25+000L

21 25+000 424585.3 2780370 152.313 RHS DGPS25+000R

22 35+020 425594.6 2787836 123.528 LHS GPS35+000L

23 35+030 425597.1 2787850 123.283 RHS GPS35+000R
24 30+010 427382.5 2784357 140.015 LHS GPS30+000L
25 30+010 427396.1 2784352 140.53 RHS GPS30+000R

The details of project influence area up to minimum proposed ROW 18.0 m in case of existing road.
The limit was extended further in case of anticipated junction improvement along the finalised
centre line were surveyed by running Total Station Traverse X, Y and Z coordinates of relevant points
of survey to establish ground profile were captured by this Total Station Traverse besides other
details like electric/telephone poles, tree, building, well, visible property line etc.

(e) LONGITUDINAL SECTION

Longitudinal centreline Points were collected at 20m apart in straight sections (except in
Ghat and Curve locations). In Ghat sections maximum distance of centreline points were 10m.
On the vertical and horizontal curves, it was 5m to 10m apart depending on the nature of
curve i.e. degree of sharpness of the curve.

(f) CROSS SECTIONS

In Cross Section of existing road apart from Centre Lines and edges of the existing
pavement, midpoint of each traffic lane in each direction, Shoulder Drop, Edge of Formation,
Toe line and Points on existing Ditches had been taken. Points on the natural surface were
taken 5m apart within the proposed ROW. Total stations were used for this purpose. Cross
sections were collected at 40 m interval in straight sections and 20m in Ghat sections/in
Curve locations. All culvert & bridge details like invert levels were also picked up.

(g) CREATION OF DTM

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Data collected through topographical survey clubbed with the findings of inventory surveys
have been used to develop a Digital Terrain Model (DTM) in Mx_Roads Software.
Supplemented with the sitting of important cross drainage structures along with their desired
deck levels, horizontal and vertical profile of each road has been finalised after the careful
application of the relevant design standard.
Traverse and LS/CS surveys were fed into computer to carry out the followings:

(i) Design the best fit centre line of the approved alignment considering all obligatory/nodal
points.
(ii) Design vertical profile of the alignment to strike balance between cut and fills with liberal
use of longer vertical curves. Corroborate horizontal design elements with vertical profile as
per laid down standard practice.
(iii) Sort out the geometric (horizontal and vertical) deficiencies in the existing
alignment of project road as new road.
(iv) As far as possible obviate existing buildings, functional infrastructure facilities
within the proposed ROW to minimize utility relocation.
(v) Examine each existing junction for its usefulness and determine the improvement measures.

8.1.4 ROAD INVENTORY

An inventory of the project road has been carried out with visual observations supplemented
with measurements using tape etc. features like terrain, land-use, surfacing type and width,
shoulder surfacing type & width, subgrade, local soil type, curve details, intersection details,
retaining structures details, location of water bodies, height of embankment or depth of cut,
ROW, cross drainage structures, road side arboriculture, existing utility services, general
drainage conditions etc., were recorded. The road inventory has been referenced to the
existing kilometre posts established along the roadside. A detail road inventory is presented
in the Appendix-V of Main Report.

8.1.5 BRIDGE AND CROSS DRAINAGE STRUCTURE

Detailed inventory and condition survey of all bridges and culverts on the project road has
been carried out. Prior to carrying out inventory survey, details of existing structures were
obtained from the concerned department (whatever available) and they have been compared
during site inspection. A detail Culvert inventory, bridge inventory and bridge condition
survey is presented in the Appendix-VII & VIII of Main Report.

8.2 PAVEMENT CONDITION SURVEY

8.2.1 CONDITION SURVEY OF PAVEMENT

The details collected from pavement condition survey form the basis to decide strategy for
adequate strengthening (maintenance) /rehabilitation measure of existing pavement. The
basic measurement of pavement condition is existing pavement distresses. The information
required is on the type, severity and amount of distresses. Pavement condition survey
consists of observing and recording the various distresses like cracks, potholes, patchworks,
rutting, ravelling etc. of the existing carriageway, pavement shoulders and embankment.

8.2.2 PAVEMENT CONDITION SURVEY BY VISUAL INSPECTION

• During visual pavement condition survey overall condition of pavement is found fair to
poor.
• During filed investigation maintenance activity is observed on the project road. A thin
layer of bituminous surface was applied as post monsoon maintenance activity to improve
the riding quality due to this some stretches of project road is found visually in good

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OF MADHYA PRADESH -CHANDRAPURA (UP-MP BORDER ROAD(SH-5)

condition. This thin overlay is not providing any structural adequacy to the existing
pavement.
• From the observation of condition survey, stretches damaged due to severe map cracks,
scattered patchworks, ravelling and settlement have been filtered.
• Black cotton soil is come across throughout the project road due to this settlement has
been occurred on some locations of project road.

8.3 MEASUREMENT OF SURFACE ROUGHNESS USING BUMP INTEGRATOR

Surface evenness affects vehicle speed, comfort, vehicle operating cost and safety and hence
needs to be given careful consideration during initial construction and subsequent
maintenance.
The standard recommended for surface evenness enables the engineer to exercise control
over the quality of construction.
Standards have also been prepared for the road roughness of different types of surfaces to
enable an evaluation of the condition of the surface and prioritize and establish further
maintenance intervention levels.

The roughness of pavement surface is commonly designated as Unevenness Index Value and is
expressed in surface roughness is measured by a bump integrator.

8.3.1 BUMP INTEGRATOR

Either towed fifth wheel bump integrator or car-mounted bump integrator can be used for
measuring the road roughness. These are response type road roughness measuring systems
and are extensively used in the country for measurement of roughness.

➢ Towed Fifth Wheel Bump Integrator: -

The indigenous version of this device is the Automatic Road Unevenness Research (ARUR).
The equipment consists of a trailer towed by a vehicle. A standard pneumatic tyre wheel
inflated to a
tyre pressure of 2. 1 kg/sqcm is mounted within the trailer chassis, with a single leaf spring
on either side of the wheel supporting the chassis/Two dashpots provide viscous damping
between chassis and axle. The frame is provided with a counter weight at the front to make
the device practically free from the effects of the vertical motion of the vehicle. A
mechanical integrator makes cumulative measurements of the unidirectional vertical
movement of the wheel relative to the chassis. The distance travelled is measured by a
distance measuring unit. The test is conducted at a speed of 32 ± I km/hour.
Unevenness/roughness Index is defined as the ratio of the cumulative vertical displacement
to the distance travelled and is expressed in mm/km. The equipment is driven over the road
surface at a speed of 2 ± 1 km/hour, keeping steady motion and avoiding swerving.
The observer will activate the main switch fitted on the panel board at the beginning of the
section and switch it off at the end of the section. The readings of the revolution counter and
integrating counters are noted and entered in the data sheet. The bump integrator values are
recorded when the wheel revolution counter records 460 units which correspond to 1 km.
The brief description of the road surface is also noted as the observer travels over the
surface. The fifth wheel should preferably ravel on wheel path. For measurement of
roughness, one measurement in each lane is recommended for riding comforts evaluation.

➢ Car-Mounted Bump Integrator: -

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OF MADHYA PRADESH -CHANDRAPURA (UP-MP BORDER ROAD(SH-5)

The car-mounted integrator consists of an integrating unit as provided in the fifth wheel
Bump Integrator. The integrating unit is fitted with the rear axle and mounted in the rear
portion of the car or rear floor of a jeep.
There are two sets of counters, one each for measurement of bumps and distance along with
a switch on the panel board. Only one set of counter is used at a time. The advantage of
having two counters is that one may be kept in use while the other is kept stand-by and will
display the data of the previous run. In addition, the switching of the counters with the help
of toggle switch provided in the panel board gives data exactly kilometre-wise. The power is
drawn from the car itself.
The differential movement between the rear axle and the body of the vehicle due to road
unevenness is measured by the upward vertical motion of a wire which is transmitted into
unidirectional rotatory movement of the pulley of the integrator unit.
There is an arrangement in the integrating unit for converting the rotational movement into
electric pulses which is recorded by the counters. One count in electro-magnetic counter
corresponds to 25.4 mm relative movement between axle and floor of the vehicle. One count
in distance counter corresponds to 20 m length of distance travelled. The road roughness is
affected by the vehicle speed. A bump gets magnified if the vehicle speed is not maintained.
Vehicle load is another factor which influences the roughness measurement. For girding the
realistic values, the vehicle speed must be maintained at 32 i 1 kmph.
The laden weight of the vehicle is also standardized. While taking measurements the vehicle
should carry maximum three passengers. It should be ensured that the outer vehicle wheel
travels on the wheel path. in roughness measurement. Physical changes in the instrument,
like, wearing of the tyre, braking or replacement of leaf spring, replacement of clamping
unit, towing hitch, etc. may lead to large variations in the machine output.

8.3.2 RECOMMENDED STANDARD FOR ROUGHNESS VALUES

The maximum permissible values of surface roughness measured with a bump integrator for
different surfaces are given in Table 8-4

Table 8-3: Maximum Permissible Values of Roughness (mm/km) for Road

8.4 PAVEMENT DEFLECTION SURVEY USING BENKELMAN BEAM TECHNIQUE

Strengthening of pavement is defined as the process of providing the required overlays on the
existing pavements so that it performs more effectively over a given design period of time
under given dynamic and static loads, once the pavement is evaluated for these loads prior to
design. Strengthening is the most adopted method as a pavement maintenance measure. One
of the easiest and convenient ways of designing an overlay for strengthening is by using
Benkelman Beam Deflection (BBD) Technique that measures the rebound deflection of the
pavements.

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OF MADHYA PRADESH -CHANDRAPURA (UP-MP BORDER ROAD(SH-5)

The basic and the most important thing in road construction works that is not paid attention
is the proper compaction of the refilled subgrade material. As per Indian Roads Congress (IRC)
it is recommended that the top 50 cm of subgrade should be compacted at least upto 95% to
100% of the proctor density, which usually lacks in reconstruction works. Therefore, the
result is that the road section thus constructed fails and is not as strong as that of the
unexcavated segment. This road section then gradually deteriorates and develops distresses
like rutting, cracking, ravelling, pothole formation etc.

The need is to evaluate the strength and resilience to distresses that get developed with time
and increase in traffic volume and propose remedial measures to check their degradation by
designing the required overlay thickness using IRC 81-1997 recommended. Benkelman Beam
Deflection (BBD) technique, so as to make them handle the design traffic loads efficiently
and economically.

8.4.1 OVERALL METHODOLOGY FOLLOWED.

The methodology of the project work is classified into two major steps. The first one is the
survey/traffic data collection and the other one is the data analysis and design. The overall
methodology involves:

I The survey for the classification of pavement as good, fair, or poor depending upon the rut
depth measurements.
II Evaluation of soil subgrade and existing pavement thickness
III Traffic survey
IV Actual measurement of deflections using Benkelman Beam
V The calculation and the application of correction factors for temperature variation and other
seasonal variations.
VI Design of required overlay thickness.
VII Evaluation of pavement and conclusion

Flowchart depicting overall methodology followed in the work

The various deflections obtained from the Benkelman beam are to be reduced to a
characteristic deflection (in mm). The design of overlay is then obtained from the design
curves relating the characteristic pavement deflection to the cumulative number of standard
axles to be carried over the design life.

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OF MADHYA PRADESH -CHANDRAPURA (UP-MP BORDER ROAD(SH-5)

8.4.2 PAVEMENT DEFLECTION MEASUREMENT

On performing the pavement deflection measurements using BBD technique as per the
recommendations of IRC: 81-1997, following the characteristic deflection are shown as every
5 km.

8.4.3 FIELD MOISTURE CONTENT

These field moisture content values are needed for applying the moisture correction to the
deflection values that we get from pavement deflection survey.

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8.5 SUB GRADE SOIL INVESTIGATIONS

Investigations of existing sub grade soil were carried out to assess the adequacy of the
existing pavement layers apropos to present sub grade strength so that the strengthening and
reconstruction requirement can be established for the design traffic loadings. Objectives of
investigations also included evaluation of the characteristics of existing sub grade soil by
means of laboratory tests.

The requirements of TOR were met through the following steps:

• The characteristics of the existing soil, two samples from every five km of the project
road or closer where change in soil type is encountered;
• The determination of sub grade CBR (soaked) every three km of the project road or
closer where change in soil type is encountered;
• Benkelman Beam Deflection measurements on the project road – one set of ten
readings in 250m for every three km of the project road;
• Analysis of field and laboratory test results;
• Providing specific recommendation for existing Pavement; and
• Evaluation of problematic sub soil, if any.

Sub grade Characteristics and Strength

Test pits of size about 1.0 m x 1.0 m were excavated manually at pavement shoulder
interface, extending through the pavement layers down to the sub grade level. Sub grade soil
sample (about 40 kg) was taken from each pit and sealed properly for detailed laboratory
test.
Following test were carried out on the sub grade soil sample in the laboratory.

• Atterberg’s limits As per IS: 2720, Part- V- 1985

• Grain size analysis As per IS: 2720, Part- IV- 1985
• MDD (heavy compaction) As per IS: 2720, Part- VIII- 1983
• Optimum Moisture Content As per IS: 2720, Part- VIII- 1983
• CBR (4 days soaked) As per IS: 2720, Part- XVI- 1987

8.5.1 PAVEMENT COMPOSITION SURVEY

Test pits at every 2 Km intervals along the road have been excavated. Every test pit has
been carefully dug from the pavement surface up to sub-grade level and at every major test
pit sub grade have been manually levelled.

Quantity of sub grade soil sample has also been collected in airtight containers for
determining the field moisture content. Pavement structural composition of existing
pavement at major test pits is also noted. Upon completion of the field density, measuring
of pavement composition representative sample of sub-grade soil has been collected in
bulk, in gunny bags, from test pits for laboratory testing. Representative samples of sub
grade soils were collected from the test pits sent to Laboratory for various laboratory tests
listed below

Following the existing pavement crust:

1st - Combined BT Material

2nd - Water Bound Macadam
3rd - Granular Sub Base
4th - Soil with Stone dust as subgrade

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OF MADHYA PRADESH -CHANDRAPURA (UP-MP BORDER ROAD(SH-5)

The tests being performed are:

S.No. Name of Test Test Method
1 Grain size distribution test for each sample As per IS : 2720(part-4) 1985

2 Optimum Moisture Content (O.M.C.) As per IS : 2720(part-8) 1983

3 Maximum Dry Density (M.D.D.) As per IS : 2720(part-8) 1983

4 Liquid Limit, Plastic Limits & Plasticity Index As per IS : 2720(part-5) 1985

5 Free Swell Index As per IS : 2720(part-4) 1986

6 Classification of Soil As per IS : 1498

7 Natural Moisture Content As per IS : 2720(part-8) 1983

8 72 hours soaked CBR As per IS : 2720 (part-16) 1987

9 Screening Material (WBM) in % As per IS : 2386 (part-1) 1963

10 Impact Value As per IS : 2386 (part-1) 1963

11 Flakiness Index As per IS : 2386 (part-1) 1963

12 Gradation As per IS : 2386 (part-1) 1963

13 Gradation of Combined Bitumen Material As per IRC : SP 11-1988 (Appendix -5)

Widening of existing road, provision of realignment/new alignment and raising of existing
pavement level is a basic requirement for any road improvement. For this purpose, various
construction materials are required. Therefore, material investigation has been carried out to
identify the availability of suitable materials within reasonable lead.
8.5.2 TYPE OF MATERIALS
The various construction materials are listed below.

• Borrow Soil
• Aggregate
• Granular material
• Sand
• Cement
• Bitumen
• Steel
• Water

8.5.3 BORROW SOIL

The investigation is aimed at locating the potential borrow areas for sub-grade/ embankment
fill and granular sub-base along the Project Road within economic haulage. To obtain this
information regarding probable borrow pits along the corridor and to obtain this objective,
the offices of Public Works Department and local people have been contacted. Based on the
information received and field surveys carried out, the consultants identified the borrow
areas which are new ones /existing ones belonging to the government or public.

The sources identified as potential borrow sources are shown in Material Reports and include
certain useful information such as, distance from the project road, location, village name
etc. Borrowing soil from these areas would require prior approval of the local authorities’
negotiations with private people. Soil samples from these borrow sources have been collected
in bulk quantities by excavating test pits down up to 1.0 m to 1.5 m depth from the existing
ground surface. The top organic soil layer of approximately 100 mm thickness has been
removed before sampling.

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8.5.4 QUARRIES FOR AGGREGATE

So many quarries are nearest to the Project Corridor, have the potential to fulfil the growing
demand of stone/aggregate for various infrastructure projects. Maximum quarries have the
overburden of 1.5 to 2m height in top, which contains the soil and weathered rocks, followed
by rock strata of little soft in nature and then hard rock. The sample from different strata
has been collected to evaluate its properties and recommend using it in various pavement
layers i.e. sub base, base, bituminous works and concrete works.

8.6 TRAFFIC SURVEY AND ANALYSIS

To establish the traffic flow characteristics and travel pattern of the project corridor
between Damoh to Simariya road the following traffic surveys were carried out:

• Classified Traffic Volume Count Survey

• Intersection Turning Movement Survey
• Axle Load Survey
• Origin Destination Survey

8.6.1 CLASSIFIED CONTINUOUS VOLUME COUNT SURVEY

The objective of classified traffic volume count survey is to estimate traffic intensity on the
project road. The classified volume count surveys have been carried out for 7 days, 24 hours.
The traffic is counted in number of vehicles by vehicle category-wise in each direction over
24Hrs a day for 7 Days. The counts were recorded in the formats as per IRC specifications
classified volume count survey has been carried out on two locations.

Photo- At Ch-13+000(TVC-1) Photo- At Ch-44+200 (TVC-2)

Table 8-5: Average Daily Traffic (ADT)

S. No. Chainage (km) Location Survey Dates

I II III IV
1 13+000 Near Chandla 13.06.2023 to 19.06.2023
2 44+200 Near Gorihar 13.06.2023 to 19.06.2023
Reference: Details have been given in Appendix-X at part -1

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8.6.2 TRAFFIC CHARACTERISTICS ON PROJECT ROAD

The summary of all data collected from traffic volume survey for the 2 locations on the
Project Road is presented in Appendix. Average Daily Traffic (ADT) for the month of June
20123 is summarized in Table 8-6. Traffic volume count summary sheets along with 7-day
hourly traffic tables are presented in Appendix-X at Part-I at Preliminary design report.

Table 8-6: Traffic Volume at Two Locations of the Project Road (ADT)
Survey
Type of Vehicles LocationLocati
(km 13+000) (km 44+200)
on
I II III
2-Wheeler 2842 1031
3-Seater 614 502
Car/Vans/Jeeps (Taxi) 794 714
Mini Bus 0 0
Buses 71 52
LCVs 169 343
2-Axle Trucks 21 37
3-Axle Trucks 74 41
Multi Axle Trucks 34 54
Tractor 162 162
Tractor with Trailer 74 39
Cycle 285 12
Cycle Rickshaw 0 0
Bullock Cart 6 0
Horse 0 0
Hand Cart 0 0
Others 17 0
Total 5163 2987
Source: Traffic Surveys, June 2023

Table 8-7: Summary of ADT

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OF MADHYA PRADESH -CHANDRAPURA (UP-MP BORDER ROAD(SH-5)

A. NEAR CHANDLA VILLAGE AT KM. 13+000

Survey was carried out at Km 13+000 near Chandla village. Selected location lies between
Bacchoun to Chandrapura road are away from urban section to avoid influence of local
traffic. Traffic volume count summary sheets along with ADT tables of location (A) are
presented in Appendix-X

B. NEAR GORIHAR VILLAGE AT KM. 44+200

Survey was carried out at Km 44+200 near Chandla village. Selected location lies between
Bacchoun to Chandrapura road are away from urban section to avoid influence of local
traffic. Traffic volume count summary sheets along with ADT tables of location (A) are
presented in Appendix-X

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OF MADHYA PRADESH -CHANDRAPURA (UP-MP BORDER ROAD(SH-5)

8.6.3 TURNING MOVEMENT COUNT

The objective of turning movement count survey is to estimate the direction-wise movement of
the traffic at all major intersections on the project road and thus to arriving at the contribution
and diversion of the traffic from adjacent road network. The survey data have been analysed to
obtain the peak hours with flow of vehicles in each direction at the location of end point of
project road.

8.6.4 AXLE LOAD SURVEY

The vehicle damage factor is a multiplier for converting the number of commercial vehicles of
different axle loads to the number of standard axle load repetitions. Design of new pavement for
additional lane or strengthening of existing pavement is based upon the cumulative number of 80 KN
(IRC-37-2018) equivalent standard axles (ESA) that will pass over during the 15-year design period.
The classes of traffic, which lead to significant axle loads (or damage) to the pavement and
accordingly considered for design are LCVs, two / three axle and multi axle trucks. Cumulative
standard axles (CSA) are calculated in accordance with the guidelines provided in IRC: 37 – 2018 and
IRC: 81 - 1997. The overloaded vehicles have serious adverse impact on performance of pavement. It
has been ascertained that the damaging effect of axles on flexible pavement is approximately
proportional to the fourth power of the axle load. (IRC-37-2018).

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Table 8-8: Summary of VDF

Commercial Vehicle
LOCATION DIRECTION
LCV 2 AXLE 3 AXLE MAV
I II III IV V VI
Bacchoun to Chandla 0.0472 0.4647 25.9666 12.0586
KM : 13+000
Chandla to Bacchoun 0.0031 0.4506 0.7313 2.7629
Adopted Maximum VDF 0.0937 0.0472 0.4647 25.9666
Reference: Details have been given in Appendix-X

Table 8 - 9: Summary of MSA

MSA for 20th MSA for 20th Adopted Design

Name of the road
(13+000) (44+200) MSA

Bacchoun to Chandrapura
17.60 12.76 20
(SH-5)
Reference: Details have been given in Appendix—X

BACHAUN TO CHANDPURA (MP-UP BORDER) ROAD

Location : CHANDLA

Year LCV 2 Axle 3 Axle MAV Bus Cummulative

Total yearly Yearly Cummulative
yearly CVs MSA Design year
CVs (nos.) Design ESA Design ESA
VDF 0.05 0.46 25.97 12.06 1.5 (nos.)

2023 169 21 74 34 71
2024 177 22 78 36 75 Construction period
2025 186 23 82 37 78
2026 196 24 86 39 82 155915 155915 518819 518819 0.52 1
2027 205 26 90 41 86 81855 237770 544760 1063579 1.06 2
2028 216 27 94 43 91 85948 323718 571998 1635576 1.64 3
2029 226 28 99 46 95 90245 413963 600598 2236174 2.24 4
2030 238 30 104 48 100 94758 508721 630628 2866801 2.87 5
2031 250 31 109 50 105 99496 608217 662159 3528960 3.53 6
2032 262 33 115 53 110 104470 712687 695267 4224227 4.22 7
2033 275 34 121 55 116 109694 822381 730030 4954257 4.95 8
2034 289 36 127 58 121 115179 937559 766532 5720789 5.72 9
2035 303 38 133 61 128 120937 1058497 804858 6525647 6.53 10
2036 319 40 140 64 134 126984 1185481 845101 7370748 7.37 11
2037 335 42 147 67 141 133334 1318815 887356 8258105 8.26 12
2038 351 44 154 71 148 140000 1458815 931724 9189829 9.19 13
2039 369 46 162 74 155 147000 1605815 978310 10168139 10.17 14
2040 387 48 170 78 163 154350 1760165 1027226 11195365 11.20 15
2041 407 51 178 82 171 162068 1922233 1078587 12273952 12.27 16
2042 427 53 187 86 179 170171 2092404 1132516 13406468 13.41 17
2043 448 56 196 90 188 178680 2271084 1189142 14595610 14.60 18
2044 471 59 206 95 198 187614 2458698 1248599 15844210 15.84 19
2045 494 61 216 99 208 196994 2655692 1311029 17155239 17.16 20
2046 519 65 227 104 218 310266 2965958 1376581 18531820 18.53 21
2047 545 68 239 110 229 325779 3291737 1445410 19977230 19.98 22
2048 572 71 251 115 240 342068 3633806 1517680 21494910 21.49 23
2049 601 75 263 121 252 359172 3992978 1593564 23088474 23.09 24
2050 631 78 276 127 265 377130 4370108 1673243 24761717 24.76 25
2051 663 82 290 133 278 395987 4766095 1756905 26518621 26.52 26
2052 696 86 305 140 292 415786 5181881 1844750 28363371 28.36 27
2053 730 91 320 147 307 436576 5618457 1936987 30300359 30.30 28

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OF MADHYA PRADESH -CHANDRAPURA (UP-MP BORDER ROAD(SH-5)

➢ Future Traffic Estimation

Applying the suggested traffic growth rates to the ADT, Traffic Projections are presented
as-
Table-8.10: Projected Traffic
TRAFFIC PROJECTIONS OF BACHAUN-CHANDLA-SARWAI-GORIHAR-CHANDPURA (MP-UP BORDER) ROAD (SH-5)

Projected Traffic (ADT) . Average of all Locations

Tractor
Cycle Horse
Year 2W 3W Car Mini Bus Bus LCV 2-Axle 3-Axle M-Axle with Tractor Cycle Bullock Cart Others ADT PCU'S
Rikshaw Cart
Trailor
PCU's 0.5 1.0 1.0 1.5 3.0 1.5 3.0 4.5 4.5 4.5 1.5 0.5 2.0 8.0 4.0 0.0

Growth Rate 5.0% 5.0% 5.0% 5.0% 5.0% 5.0% 5.0% 5.0% 5.0% 5.0% 5.0% 5.0% 5.0% 5.0% 5.0% 5.0%

2023 1937 558 754 0 62 256 29 58 44 162 57 149 0 3 0 9 4075 4306

2024 2033 586 792 0 65 269 30 60 46 170 59 156 0 3 0 9 4279 4521

2025 2135 615 831 0 68 282 32 63 49 179 62 164 0 3 0 9 4493 4747

2026 2242 646 873 0 71 296 34 67 51 188 65 172 0 3 0 10 4717 4985

2027 2354 678 916 0 75 311 35 70 53 197 69 181 0 4 0 10 4953 5234

2028 2472 712 962 0 78 327 37 73 56 207 72 190 0 4 0 11 5201 5496

2029 2595 748 1010 0 82 343 39 77 59 217 76 199 0 4 0 11 5461 5770

2030 2725 785 1061 0 87 360 41 81 62 228 80 209 0 4 0 12 5734 6059

2031 2861 824 1114 0 91 378 43 85 65 239 83 219 0 4 0 13 6021 6362

2032 3004 866 1170 0 95 397 45 89 68 251 88 230 0 5 0 13 6322 6680

2033 3154 909 1228 0 100 417 47 94 72 264 92 242 0 5 0 14 6638 7014

2034 3312 954 1290 0 105 438 50 98 75 277 97 254 0 5 0 15 6970 7365

2035 3478 1002 1354 0 110 460 52 103 79 291 101 267 0 5 0 15 7318 7733

2036 3652 1052 1422 0 116 483 55 108 83 305 107 280 0 6 0 16 7684 8120

2037 3834 1105 1493 0 122 507 57 114 87 321 112 294 0 6 0 17 8068 8526

2038 4026 1160 1568 0 128 532 60 120 91 337 117 309 0 6 0 18 8472 8952

2039 4227 1218 1646 0 134 559 63 126 96 354 123 324 0 7 0 19 8895 9399

2040 4438 1279 1728 0 141 587 66 132 101 371 129 340 0 7 0 19 9340 9869

2041 4660 1343 1815 0 148 616 70 138 106 390 136 357 0 7 0 20 9807 10363

2042 4893 1410 1905 0 155 647 73 145 111 409 143 375 0 8 0 21 10297 10881

2043 5138 1481 2001 0 163 679 77 153 117 430 150 394 0 8 0 23 10812 11425

2044 5395 1555 2101 0 171 713 81 160 123 451 157 414 0 8 0 24 11353 11996

2045 5665 1632 2206 0 180 749 85 168 129 474 165 434 0 9 0 25 11920 12596

2046 5948 1714 2316 0 189 786 89 177 135 498 174 456 0 9 0 26 12516 13226

2047 6245 1800 2432 0 198 826 94 185 142 522 182 479 0 10 0 27 13142 13887

2048 6558 1890 2553 0 208 867 98 195 149 549 191 503 0 10 0 29 13799 14582

2049 6886 1984 2681 0 219 910 103 204 156 576 201 528 0 11 0 30 14489 15311

2050 7230 2083 2815 0 230 956 108 215 164 605 211 554 0 11 0 32 15214 16076

2051 7591 2187 2956 0 241 1004 114 225 172 635 221 582 0 12 0 33 15975 16880

2052 7971 2297 3104 0 253 1054 119 237 181 667 233 611 0 12 0 35 16773 17724

2053 8369 2412 3259 0 266 1106 125 249 190 700 244 642 0 13 0 37 17612 18610

2054 8788 2532 3422 0 279 1162 132 261 200 735 256 674 0 14 0 39 18493 19541

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OF MADHYA PRADESH -CHANDRAPURA (UP-MP BORDER ROAD(SH-5)

8.7 HOMOGENEOUS SECTION FOR PAVEMENT DESIGN

* CONCEPT FOR DESIGN

Usually: - the homogeneous sections—are decided to propose the alike treatment for the
segmentation of road, based on their order of magnitude of deflection, roughness or
pavement condition index values. There is no specific methodology suggested in Indian
Standards/Codes for this segmentation except doing it by visual observation of kilometre
wise plotted data. However, it is suggested that the minimum length of the section
should be at least one kilometre; otherwise, it becomes inconvenient from the
construction point of view if the overlay thickness recommendations change even for a
fractional length of a kilometre.

Nevertheless, a method has been suggested by AASHTO for such a situation. According to
this method, the cumulative data points (characteristic deflection, roughness value or
pavement condition index value) are plotted on a kilometre scale. The data points are
calculated by taking the difference between adjacent intervals. The cumulative distance
over the section is then calculated by summing up the interval distance to the current
point. Multiplying the average data point between two points and the interval distance,
the interval area is calculated. This is followed by the calculation of cumulative area.
The slopes of cumulative area curve equal to deflection / roughness/pavement condition
index value, the Zx statistics is calculated as the difference between the actual and
project average lines i.e. the difference between the solid and dashed lines. When the
slopes Zx changes a unit boundary exists, which is used in dividing the stretch under,
study in to homogeneous sections.

➢ Project Features in Relation to Homogeneous Sections

The project road is inspected and pavement condition is determined. Pavement
condition computation is done based on the guidelines of IRC: 81 and IRC: SP 19 and
pavement has been categorized as good, fair and poor and the BBD has been performed

➢ Set of Homogeneous Sections

Existing Design Length

Sr. No. Homogenous Section
Length (km) (km)

1 Bacchoun to Chandrapura (SH-5) 57.730 57.640

P a g e |8-28
 Chapter-9

Environmental Assessment
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THE STATE OF MADHYA PRADESH -CHANDRAPURA (UP-MP BORDER ROAD(SH-5)

Chapter – 9
ENVIRONMENT IMPACT ASSESSMENT (EIA)

9.0 INTRODUCTION

Madhya Pradesh Road Development Corporation limited (MPRDC) has been entrusted
preparation of Detailed Project Report of selected stretches/corridor of Highway for 2 Lanes/2
lane with paved shoulder configuration.
The Detailed Project Report thus prepared shall contain the scheme and layout of the
development of the highway and the project facilities, preliminary design, costing and financial
viability based on present and future traffic. The Detailed Project Report would thus provide
all technical details, based on which comprehensive bid document can be prepared so that
realistic bids are received from prospective bidders.
Consultancy Services for Preparation of Detailed Project Report for 2 lanes/2 lane with paved
shoulder configuration of selected stretche of State Highway under package-D (total length:
768.84 Km) in the state of Madhya Pradesh.
In order to fulfil the traffic needs and road safety requirement, Madhya Pradesh Road and
Development Corporation (MPRDC), Bhopal has appointed the L. N. Malviya Infra Projects Pvt.
Ltd., Bhopal (M.P.) as consultants to Providing Consultancy Services for Preparation of Detailed
Project Report of SH-5 Bacchaun-Chandla-Sarwai-Gorihar-Chandrapura (UP-MP Border) in the State
of Madhya Pradesh for up-gradation to Two Lanes / Two Lanes with paved shoulder. vide work
order no. 21131/604/MPRDC/Procu. /DPR/2023 Dated 29/03/2023 & 498/MPRDC/Pkg-D Bhopal,
dated 13.04.23 as consultants to Providing Consultancy Services for Preparation of Detailed
Project Report in the State of Madhya Pradesh.

As per initial site reconnaissance survey it has been observed that there is no ecologically
sensitive area such as national park, wildlife sanctuary, reserved forest, or critically polluted
area within corridor of impact (10 km on either side) of the project road, however the details of
the above ecological sensitive area within 15 km will be collected from Forest Department
during filling of FORM-1 for the project road. This project road passes through mainly
agricultural land, built up areas Roadside plantation also exists at a number of places along the
road. There will be negligible impact on forest land and existing plantation along the project
road due to proposed paved shoulder (1.5 m width) and earthen shoulder (2.0 m width), as the
project road is already having Two lanning with paved shoulder configuration all along the
project corridor. The land requirement and number of tree to be cut due to proposed road
design will be finalized during detailed project report (DPR) stage.

9.1 MAIN FEATURES OF PROJECT ROAD

The project road starts from Ch. 0+000 at Bacchaun (2763390.38 m N 408968.30 m E)
and passes through many villages/town Bacchaun, Mukundpur, Sarai, Pandeypurva,
Nayapurva, Chandla, Kanchanpur, Himmatpur, Naharpur, Singpur, Chak Khadeha, Mahoi
Khurd, Sarwai, Churyari, Gourihar, khaddi, Chandrapura and ends at Ch. 57+685
(2807011.82 m N, 417757.06 m E) in Chandrapura of Chhattarpur District, (M.P.).

The project road stretch has good land landscaping and generally road is following the
plain topography.

There is no protected forest along the project road at few stretches.

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Figure-9.1; Location Map of Project Highway

9.2 ENVIRONMENTAL REGULATIONS AND POLICIES

9.2.1 Key Environmental Laws and Regulations

The key environmental laws and regulations and their applicability to the project has
been explained below:

Forest (Conservation) Act

Wild Life Protection Act
The Water (Prevention and Control of Pollution) Act, 1974
The Air (Prevention and Control of Pollution) Act, 1981
The Environment (Protection) Act, 1986
9.2.2 Forest (Conservation) Act
This Act is of particular significance in case the project corridors require acquisition of
forestland outside the ROW of the road corridors as a result of the rehabilitation work
proposed.

The Forest Conservation Act (1927) was amended in 1980 in an attempt to check the
rapid deforestation occurring throughout India. At the state level, the government was
empowered to declare reserves and protected forest and was also given the authority to
acquire land for extension and preservation of the forests. An advisory Committee was
formed to supervise compliance, within other government departments. In December
1996, a Supreme Court Judgment further defined the types of forests to be protected.
Depending on the size of the tract to be cleared, clearances are applied at the following
levels in government.

▪ If the forest land exceeds 20 hectare then prior permission of Central Government is
required;
▪ If the forest land is between 5 to 20 hectare, then permission from the Regional Office of
Chief Conservator is required;
▪ If the forest land is below or equal to 5 hectares the State Government can give permission;
and,
▪ If the construction area is more than 40% forest, permission to undertake any work is
needed from the Central Government, irrespective of the size of the area.

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In the present project the project road passes through, intermittent protected forest, open
forest and scrub, fallow lands, low laying cultivable lands. The terrain of Projected Road is highly
eroded, has rolling topography. There are bands of 8-15m wide roadside plantation along some
stretches of the project road hence, this act will be applicable in the project road. However, the
detailed information will be provided at the DPR stage.
9.2.3 Wild Life Protection Act
The Wildlife Protection Act,1972 has allowed the government to establish a number of National
Parks and Sanctuaries over the past 25 years, to protect and conserve the flora and fauna of the
state.

The project road does not pass through any notified National Park or Wild Life Sanctuary; hence
this act is not applicable.

9.2.4 The Water (Prevention and Control of Pollution) Act, 1974

Resulted in the establishment of the Central and State Level Pollution Control Boards, whose
responsibly includes managing of water quality and effluent standards, as well as monitoring
water quality, prosecuting offenders and issuing licenses for construction and operation of any
facility. This will include generation of liquid effluent during construction of road from civil
engineering activities or from domestic activities in worker’s colony. There are specific penalties
for violation, which includes imprisonment for responsible officials. This act will be applicable
during implementation of project road for establishments of hot mix plant, batching plant
and DG set.
9.2.5 The Air (Prevention and Control of Pollution) Act, 1981
Empowers Central and State Pollution Control Boards for managing air quality and emission
standards, as well as monitoring air quality, prosecuting offenders and issuing licenses for
construction and operation of any facility. There are specific penalties for violation, which
include imprisonment for responsible officials. This act has notified National Ambient Air Quality
Standard for different regions e.g. Industrial, Residential and Sensitive. Air quality during
construction and operation phases will be guided by this specific Act. This act will also be
applicable to the project road during construction for obtaining NOC for establishment of hot
mix plant, crushers, etc.

9.2.6 The Environment (Protection) Act, 1986

This act was passed as an overall comprehensive act “for protection and improvement of
environment”. Under this act rules have been specified for discharge/emission of effluents and
different standards for environmental quality. These include Ambient Noise Standard, Emission
from Motor Vehicles, Mass Emission standard for Petrol Driven Vehicles, General Effluent
Standards etc. especially important for road project. This act will be applicable during all three
phases of project namely pre construction, construction phase and operation phases.

9.3 PROJECT CATEGORIZATION/ SCREENING

9.3.1 ADB Project Categorization

Site reconnaissance survey undertaken for screening and scoping of this Sub-project road on
environmental considerations followed by environmental field survey and investigation
resulted in following key findings:

This project road passes through mainly agricultural land, built up areas.

Roadside plantation also exists at a number of places along the project road. There will be
negligible impact on forest land and existing plantation along the project road due to
proposed paved shoulder (1.5 m width) and earthen shoulder (2.0 m width), as the project
road is already having two Lane with paved shoulders all along the project corridor.

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THE STATE OF MADHYA PRADESH -CHANDRAPURA (UP-MP BORDER ROAD(SH-5)

The land requirement and number of tree to be cut due to proposed road design will be
finalized during detailed project report (DPR) stage.

The project does not entail the encroachment of precious ecology and historical or cultural
areas;

The project does not involve alteration of surface water hydrology but little bit of siltation
and erosion is anticipated during construction;

There would be some dislocation and resettlement of people along the project road mainly in
the congested areas. Some temporary commercial structure located within formation width
will be shifted. This has been addressed as per the principles of the Resettlement
Framework in social report; and

Most of the anticipated potential adverse impacts are limited in spatial and temporal extent
i.e. short term (during construction) and are mitigable.

As per ADB Environmental Assessment Guidelines 2003 and ADB Safeguard Policy, June, 2009;
the project road falls under “Category A” project. Land acquisition may be required at the
realigned sections. All the development works will be carried out within the existing ROW. No
Diversion of Forest Lands is involved for the project road, however, the exact land
requirement will be updated after design finalization of the project road during DPR stage. This
minimizes the impact of road development on natural vegetation to a negligible extent.
Considering the above, the project road has been re-classified as “Category B” project, as per
ADB guidelines.
9.3.2 Project Categorization as per Government of India Requirements
The project is Up-gradation, Rehabilitation and Strengthening of existing Project Road, which is
th
part of National Highway No. 23. As per EIA Notification, 14 September 2006 and its
st
Amendment 01 Dec, 2009, the project road is broadly categorized in to “Category A” project
due to following information as per EIA Notification:

(i) New National Highways; and

(ii) Expansion of National Highway greater than 30 KM, involving additional right of way greater
than 20m involving land acquisition and passing through more than one State.
The Environmental clearance will have to be taken by the Client, MPRDC, with the help of
Design Consultant in two different stages i.e. Prior Environmental Clearance and the Final
Environmental Clearance:

The prior environmental clearance shall be taken by filling FORM-1 and proposed TOR for EIA
study of the project road and the same shall be submitted to Ministry of Environment and
Forests (MoEF) and

The final environmental clearance shall be taken upon submission of EIA & EMP report as per
approved TOR of EIA study by Expert Appraisal Committee (EAC), MoEF.
9.3.3 Scope and Purpose of Environmental Screening and Prioritization
The environmental screening and prioritization is taken up to make a preliminary assessment /
review of environmental issues that are relevant to Environmental consideration. The purpose is
to prioritize the project road on environmental considerations along with technical, economic
and social aspects. The other purposes are to recommend suitable measures which could be
considered during preliminary design. As the project road falls under category A project as per
EIA Notification, hence, Environmental Impact Assessment (EIA) study will be done for the
project road and clearance will be obtained from MoEF.

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9.3.4 Environmental Screening and Prioritization Methodology

The environmental screening and prioritization process adopted in this project is shown in
Figure- 9.1.

The above steps have been completed through identification of relevant sub parameters in
physical, ecological and socio-economic environments. These identified sub parameters have
been assigned scores and the project corridor has been assessed based on evaluation criteria
evolved on the basis of available baseline data. The sub parameters identified and total score
assigned have been given below in Table – 9.1.

Physical environmental and ecological environment has been given equal significance while
socioeconomic environment has been given comparatively less weightage as these have been
separately considered in social and economic raking.

9.4 PROJECT INFLUENCE AREA

The project influence area (PIA) is defined as follows:

Direct Corridor of Impact (COI) within toe lines

General Corridor of Impact up to 10 km on either sides of the Project Road

Ancillary sites such as borrow area, quarry site, waste disposal sites and construction camp
sites.

The score for each environmental parameter for a particular sub-project has been calculated
based on the analysis of that parameter and the assigned evaluation criteria. Accordingly, total
score for each sub-project has been obtained for ranking them on environmental consideration.

9.5 VALUED ENVIRONMENTAL COMPONENTS (VECS)

The valued environmental component is defined as physical, ecological or socioeconomic
component of an environment, which is of value (for any reason) in a project influence area
(PIA). Based on analysis of screening data and reconnaissance survey following VECs have been
identified for the project road:

a) Physical Environment
Land use
Sources of construction material
Water resources
Air quality
Noise environment

b) Ecological Environment
Ecologically sensitive area
Road side plantation
Flora and Fauna

c) Socio-economic Environment
Cultural properties including heritage sites
Common property resources (CPRs)
Residential properties
Commercial properties

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9.6 POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK

9.6.1 Statutory Requirements

The applicability of environmental and other relevant rules and acts has been assessed. Table-
9.1 shows required during different stages of road works
Table – 9.1: Clearance Requirements
Responsible Agency Time
S.No. Type of Clearance Project Stage for Obtaining Required
Clearance
I II III IV
Prior Environmental Clearance
Design Consultant 1-2
1 after submission of FORM-1 and Design Stage
and MPRDC Months
proposed TOR for EIA study.
Compilation of EIA & EMP report Design Consultant 8-9
II Design Stage
based on approved TOR of MoEF and MPRDC months
Kilometer-wise account in regard
to felling of trees of different type
and girth and value estimate of
III Design Stage Design Consultant 1 month
such trees based on realistic rates
obtainable from concerned District
Forest office
Clearance for tree cutting from Pre- Design Consultant 2-3
IV
Forest Dept. construction and MPRDC months
Forest clearance, if any for the Pre- Design Consultant 5-6
V
project road construction and MPRDC months
Consents under Air and Water Acts
for installation and operation of Pre- 2-3
VI Contractor
stone crusher, hot mix plant and Construction Months
concrete batching plant
Explosive License from Chief
Controller of Explosives for
Pre- 2-3
VII transportation, use and storage of Contractor
Construction Months
explosive for quarry blasting work,
as per India Explosive Act 1984.
Permit for storage of fuel oil,
lubricants, diesel, etc. at
construction camp as per rules of Pre- 2-3
VIII Contractor
handling under the Manufacture, Construction Months
Storage and Import of Hazardous
Chemical Rules 1989 from CGSPCB.
Permit for Operation of Quarries Pre- 2-3
IX Contractor
from Dept. of Mines and Geology Construction Months
Permit for Extraction of ground
Pre- 2-3
X water from State Ground water Contractor
Construction Months
Board
Labour license for engaging labour Pre- 2-3
XI Contractor
from Labour Commissioner Construction Months

9.7 BASELINE ENVIRONMENTAL SCENARIO

The consultants have collected baseline data during reconnaissance visit, survey for strip maps,
discussion with PWD and locals. This data along with likely impacts has been presented in Tables
– 9.2.

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Table –9.2: Route Specific Environmental Impacts

Physical Environment
Drainage
and Water bodies near
Land Use Air Quality Noise
water or along the project
logging
I II III IV V
Agriculture: No Plus ponds Yes. Yes.
30.08 % project located close to Existing air quality About 38.56% of this
Commercial: road project road seems to be much road passes through
5.74% stretch Potential impact within permissible habitat (human) area.
Residential: is on these water limits however, the There is 1 school, and
19.74 % effected bodie baseline monitoring within 100m as per
Barren:0.0 % by anticipated, will be done during feasibility survey (but
Forest water especially during EIA study. About only some will be
44.43% logging construction 38.56% of this road directly affected).
raising stage passes through Adjacent number of
habitat (human) sensitive locations will
area. Potential be updated in EIA study.
impacts on these Potential impacts on
receptors anticipated these receptors
due to increased dust anticipated due to
pollution during increased noise level.
construction.

Ecological Environment
Ecologically Sensitive Road side plantation Flora and Fauna
Area
I II III
There is reserved The tree counting has been done within 15 meter of No endangered /
forest within 10 km existing road centre line of Project Road The counting of rare species will
of the project tree has been done with respect to different Girth size be affected. Only
corridor However such as 30- 60 cm, 60-90 cm, 90-120 cm, 120-150,150-180 loss of some
approximately cm,180-210 cm and more than 210 cm throughout the common flora and
stretch. It is as per the formation width of the project fauna from COI
road. and other
ancillary sites
anticipated.

Socio-economic Environment
Cultural properties Common Residential Commercial Lively hoods
Resources properties properties
Properties
I II III IV
As per feasibility As per Feasibility Some Some No potential
survey there are survey No other residential residential adverse impact on
some temples and a CPR (such as properties will properties will livelihoods
mosque along the community water be affected; be affected; anticipated,
project corridor but tank, play ground, however, however, the however, the
common grassing the detailed
only a few will be detailed detailed
information
affected. The ground or pasture, information information about
about cultural
adjunct number to market area, about cultural cultural properties
properties
be affected will be community building has been given properties has has been given in
given during EIA etc.) will be in social report. been given in social report
study affected. social report.

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9.8 METHODOLOGY OF ENVIRONMENT SCREENING

As visualized in the project objectives, environment and social assessment are being carried out
in close co-ordination with the design of the project. The object of screening exercise of the
proposed project is the early determination of the potential magnitude of environmental and
social impact of the project. Scope and screening study has been defined in many ways in various
guidelines. For the present study, the scope of work defined in the document prepared by
Ministry of Road transport and Highway, Govt. of India has been considered.

The major issues identified in the scope are:

Baseline scenario
Assessment of potential impacts
co-ordination of environmental screening with the preliminary study
legal and policy framework and
Important environmental features along the alignment.

The present screening study includes these activities:

Study of Project Documents: The project documents have been studied to understand the
project objectives, its main components, its boundary etc.

Study of Laws and Regulations: Laws and regulations enacted by Government of India and State
of Jharkhand relevant to road construction and environment have been studied. The applicability
of various acts and laws has been specified earlier.

Study of Guidelines, Standards etc.: Ministry of Environment and Forest (MoEF), Indian Road
Congress, Bureau of Indian Standards, Asian Development Bank, World Bank etc. have published
different useful documents, which are also studied for screening exercise.

9.9 RECONNAISSANCE SURVEY OF THE PROJECT IMPACT ZONE

To study critically all the feasible alternatives for proposed project road, a team of
environmental experts in coordination with design & social team carried out reconnaissance
survey of the project stretch in the month of January to March 2017. Important environmental
components along the corridor of impact zone have been identified. These are trees, forests,
public utilities, community resources, cultural sites etc. On the basis of background
information, legal and policy positions etc. a checklist has been prepared to conduct screening
exercise. Discussions with local people were also conducted to obtain their opinion about the
project.

9.10 ANALYSIS OF DATA AND SCREENING EXERCISE

The collected data have been compiled to develop the environmental scenario of the project
area and the sensitive components within the project area. The entire three alternatives have
been considered under screening to identify the valued environmental components (VEC). The
identification of valued environmental components in project area will help in further detailed
study and preparation of Environmental Assessment report and Environmental Management
Plan for the project at later phase.

9.11 PUBLIC CONSULTATION

The initial public consultations including consultations with communities located along the
project road, NGO working in the area have been done, however, the detailed public
consultation will be done during EIA study.

Most of the adverse impacts will be limited during construction stage. The potential key impacts
identified are as follows:

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Impact on air quality due to increased dust level and vehicular emission mainly during
construction stage;
Impact on nearby human habitations due to increased noise level;
Exploitation of forest resources and disturbance to forest area during construction and
indirect impact during operation stage;
Impact on receiving water bodies due to increased soil erosion and sedimentation.
The criteria of environmental categorization are given in Table 9.6. Based on score
obtained (29.51%) by various environmental attributes, the project road is having medium
impact (Rank 2).

Table-9.3: Ranking of project Routes and Scores limits criteria of Environmental

categorization
S. No. Impact Category Score Limit
1. Low <30%
2. Medium 30-50%
3. High 50-80%
4. Very High >80%

9.12 FINDINGS AND CONCLUSIONS

9.13 Findings

➢ As per ADB Environmental Assessment Guidelines of 2003, ADB Environmental Policy 2002, ADB
Safeguard Policy, June 2009, World Bank Guidelines, (Ashapur Harda) of the project road has
been done categorised as Category B project.

➢ As per MoEF‟s Environmental Impact Assessment Notification dated 14 th September 2006 &
st
Amendment of 01 Dec,2009, the project highway falls under “Category A” project, due to
expansion of National Highways greater than 30 KM, involving additional right of way greater than
20m involving land acquisition at few places.
➢ There is no ecologically sensitive area such as national park, wildlife sanctuary, reserved forest,
or critically polluted area within corridor of impact (10 km on either side) along the project road;
however, the details of the above ecological sensitive area within 15 km will be collected from
Forest Department during filling of FORM-1 for the project road.
➢ This project road passes through mainly agricultural land, built up areas and. Roadside plantation
also exists at a number of places along the road. There will be negligible impact on forest land
and existing plantation along the project road due to proposed paved shoulder (1.5 m width) and
earthen shoulder (2.0 m width), on either side as the project road is already two Lane with
earthen shoulders all along the project corridor
➢ The project does not entail the encroachment of precious ecology and historical or cultural
areas. The project does not require dislocation or involuntary resettlement of people. Few
residential, and commercial structure located within formation width will be shifted. This has
been addressed as per the principles of the Resettlement Framework in social report.
➢ The valued environmental component is defined as physical, ecological or socioeconomic
component of an environment, which is of value (for any reason) in a project influence area
(PIA). Based on baseline data collected, evaluation criteria established and environmental
attributes selected, a comparative evaluation has been done for project corridor. The scores
obtained by the project road are 2 % having medium impact.
➢ The rate of the trees with respect to different types & girth.

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RAPID ENVIRONMENTAL ASSESSMENT (REA) CHECKLIST

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Bacchaun-Chandla-Sarwai-
: From Design CH. 0+000 to Km 57+640
Gorihar Road

Screening questions Yes No Remarks

A. Project siting

Is the project area adjacent

√
to or within any of the
following environmentally
sensitive areas?
▪ Cultural heritage site √

There will be a impact on forest land due to

proposed paved shoulder (1.5 m width) and earthen
shoulder (2.0 m width) on either side; however, the
land requirement and number of tree to be cut due
to proposed road design will be finalized during
detailed project report (DPR) stage.
All the up-gradation/rehabilitation works would be
√
carried out within the existing ROW. Land
acquisition will be done at some sections. No
Diversion of Forest Lands is involved for the
Protected area project road, however, the exact land requirement
will be updated after design finalization of the
project road during DPR stage. This minimizes the
impact of road development on natural vegetation
to a negligible extent.
Wetland √
Mangrove √
Estuarine √
Buffer zone of protected √
Special areaarea
for protecting √
biodiversity
B. Potential environmental
impacts
Will the project cause…
Encroachment on historical/ No encroachment on historical/cultural areas.
cultural areas; disfiguration Existing / licensed quarries will be used with
of landscape by road √
necessary redevelopment to avoid any
embankments, cuts, fills, and disfiguration of landscape.
quarries?
There shall not be any encroachment on the same
Encroachment on precious and the requirement of land and number of trees to
ecology (e.g. Sensitive or √
be cut due to proposed road design will be finalized
protected areas)? during detailed project report (DPR) stage

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Alteration of surface water

hydrology of waterways The project road cross sip River on. Project involves
crossed by roads, resulting in rehabilitation / widening of some existing CD
increased sediment in √ structures which will not alter hydrology. Mitigation
streams affected by measures will be adopted for avoiding soil erosion
increased soil erosion at /sedimentation during construction.
construction site?

Deterioration of surface
water quality due to silt Locating camps away from water bodies and
runoff and sanitary wastes √ providing septic tanks & soak pits as sewage disposal
from worker-based camps facilities
and chemicals used in
construction?

Increased local air pollution

due to rock crushing, cutting Dust collection and suppression system for crushers
and filling works, and √ and hot mix plants, water sprinkling on earthen
chemicals from asphalt surface used by construction vehicles
processing?

Noise and vibration due to Locating quarries at least 1km form settlement and
blasting and other civil √ public properties, adopting controlled blasting,
works? providing PPEs to workers etc.

Dislocation or involuntary Has been updated in social report

resettlement of people

As a result of the widening and strengthening of this

The other social concerns road section, the communication and accessibility
relating to inconveniences in will increase which will lead to develop the socio-
living conditions in the economic and living condition of the area. It would
project areas that may √
not trigger any respiratory problem or stress in the
trigger cases of upper long run as the bottle necks on the road will be
respiratory problems and removed. Traffic flow will be smooth and air
stress? pollution will decrease.

Hazardous driving conditions Suitable traffic management plan will be followed

where construction as per IRC 55 and MoRTH Specification for Road and
√
interferes with pre-existing Bridge Works along with planned construction to
roads? minimize impact on road users.

Poor sanitation and solid Construction camps will be provided with necessary
waste disposal in √ water supply, sanitation, storm water drainage,
construction camps and work solid waste management and first aid facilities.
sites, and possible
transmission of
communicable
Creation of diseases
temporaryfrom Sound borrow area and quarry management, proper
workers to local
breeding populations?
habitats for √ disposal of liquid effluent at camps to avoid water
mosquito vectors of disease? stagnation and creation of breeding grounds.

Dislocation and compulsory

resettlement of people living √ Has been updated in social report
in right-of- way?

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Accident risks associated

with increased vehicular Suitable road safety measures to be incorporated in
traffic, leading to accidental √ design and creating awareness amongst road users
spills of toxic materials and on safe driving.
loss of life?

Increased noise and air Ambient air quality will improve. Slight increase in
pollution resulting from √ noise level is envisaged but no considerable impact
traffic volume? is anticipated in the long run.

Increased risk of water

1 minor seasonal rivers sip River. crosses the
pollution from oil, grease
project road. Risk of water pollution is negligible.
and fuel spills, and other √
For most of the time in the year there is very little
materials from vehicles using
water in these rivers.
the road?

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 Chapter-10

Conclusion and Recommendations

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Chapter – 10
Conclusion and Recommendations

10.1 General
Madhya Pradesh Road Development Corporation limited (MPRDC) has been
entrusted preparation of Detailed Project Report of selected stretches/corridor
of Highway for 2 Lanes/2 lane with paved shoulder configuration, where the
intensity of traffic has increased and there is requirement of augmentation of
capacity for safe and efficient movement of traffic.

Given the needs of the project to adequately address the concerns of the local
population, the project has been conceived with suitable improvements.

10.2 Audit of Proposed Design

The Audit Team reviewed the proposed design from a road safety perspective
and recommended in the following provisions.

Table 10.1: Road Safety Audit Report

Contents Items Provisions
Safety and operational Main carriageway has been designed
implications of proposed for minimum design speed of 80 to
alignment and junction 100 kmph for providing reasonable
strategy with particular speed for heavy commercial
references to expected road vehicle. Turning radius at junctions
users and vehicle types likely and sharp curves will be improved
to use the road. to facilitate high-speed turns. All
major junctions will have proper
traffic features.
Aspects to be Bacchaun- Chandla- Gorihar
checked -Chandrapura (UP-MP Border) Road
= Two lane with Paved Shoulder
Width options considered for
various sections. Except in location where existing
alignment passes through urban
area where improvement is
provided two lane carriageway with
paved shoulder as per the
requirement.
Safety implications of the Initial environment impact
scheme beyond its physical assessment has been carried out
limits; i.e., how the scheme and report shall be prepared and
fits into its environs and road submitted separately.
hierarchy

Departures from standards None

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Contents Items Provisions

Adequate provisions in terms of
earthen drain astride main
Cross-sectional variation carriageway in plain / rolling
Drainage terrain, and covered lined drain in
built-up areas under separator are
proposed. Besides above, drain
network connectivity is also
considered by keeping the provision
of pipe culverts on cross roads
General merging/diverging from the project
road.
Climatic conditions Hot in Summer and Cold in Winter
Landscaping Vegetation/ Agriculture/ Forest
Wherever traffic survey reveals that
Lay-byes there is congestion due to
indiscriminate parking, lay-bye of
adequate length has been
provisioned.
State government (Madhya Pradesh)
and private operators regularly ply
Public Transport buses. Besides for local transport,
people travel by privately run
buses/jeeps.
Staging of contracts Will be prepared during Detail
Design Stage.
All horizontal and vertical curves
Visibility have been designed for appropriate
stopping sight distance.
Concentric widening is followed to
restrict land acquisition issues to
bare minimum. As far as possible,
existing geometry has been strictly
Local New / Existing Road followed in urban area. Aspects of
Alignment interface ease in construction and traffic
movement during the construction
phase have been considered while
preparing the widening scheme.
In high embankment section, metal
beam crash barrier provision has
Safety Aids on steep slopes been made. Vertical grades will be
kept within 3% depending up on
terrain.
As cross traffic movement on most
of the junctions is found to be
Minimize potential conflicts varying from low to high, there is
need to minimise conflict points.
Conflict points will be addressed by
Junctions providing adequate wearing lengths.

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Contents Items Provisions

As far as possible, Y-junction will be
eliminated and layout will be so
Layout designed so as to have minimum
acquisition of land.
All junctions will be designed to
Visibility have adequate least stopping sight
distance.
Standard road signage having retro-
reflective sheeting of Super High
Intensity grade type IX and
Sign & Lighting Signs / Markings pavement marking of highest grade
have been considered for the
project road. Road studs and Arrow
Sign Boards are considered at
Junction and curve portions.
All aspects of available latest
construction technology have been
Construction Build ability considered while proposing the
and Operation highway and bridge design.
Pavement design has been proposed
Operational in such a manner as would require
minimum maintenance.

10.3 Recommendations

As per contract agreement the current stage of corridor comprises preparation of DPR
for rehabilitation and upgrading of existing road to 2-Lane with Paved Shoulder. We
have conducted Classified Traffic Volume counts at 2 No locations for analysing the
capacity. As per analysis of the traffic surveys total number of PCUs at all two
locations has crossed the threshold limit (10000 PCU) of design service volume for 2
Lane roads with paved shoulder configuration as per the IRC in year 2045.

The existing road has stretched whose geometrics do not conform to IRC standards
will need to be improved by means of realignments and by reconstruction. The road
passes through ribbon development. The soil conditions along the project road are
generally good and the construction materials like soil and aggregates are available
nearby.

The existing ROW along the project road varies from 8 m to 15 m therefore land
acquisition is required for widening of the project road, Improving black spots and
Bypasses. Hence the project will have social impact in terms of loss of livelihood or
shelter, which will have to be studied and a suitable mitigation plan prepared.

It is recommended that the project be undertaken for Two Lane with paved (2L+PS) in
the immediate future.

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