National Highways Authority of India. (Ministry of Road, Transport & Highways) Government of India

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1 National Highways Authority of India (Ministry of Road, Transport & Highways) Government of India Four/Six laning of Aunta - Simaria (Ganga Bridge with approach roads) section of NH 31 from KM to (Design Chainage) and (Existing Chainage Km to Km of NH-31) [Total Design Length km] in the State of Bihar on Hybrid Annuity mode. Package 2: KM to (Design Chainage) VOLUME I TECHNICAL REPORT November, 2016

2 Executive Summary Four/Six laning of Aunta - Simaria (Ganga Bridge with approach road) from KM to (Design Chainage) [Total Design Length km] of NH-31 in the State of Bihar on Hybrid Annuity mode EXECUTIVE SUMMARY 1.0 Overview of S organization and activities, NHDP programme, project financing & cost recovery mechanism 1.1 The National Highways Authority of India was constituted by an act of Parliament under National Highways Authority of India Act, As National Highways comprise about 2% of the total road length in the country and yet carry over 40% of total traffic, the first and the foremost task mandated to the is the implementation of National Highways Development Project (NHDP) - comprising the Golden Quadrilateral and North-South & East-West Corridors. In addition to the projects under NHDP, the is also currently responsible for about 1, 000 km of Highways connecting major Ports and in addition to National Highways 8A, 24, 6, 45 & has also initiated the development of various National Highways / corridors under 10,000km (NHDP, Phase-III) programme in the country where intensity of traffic has increased considerably and there is a requirement of augmentation of capacity for safe and efficient movement of traffic. 2.0 Project description including possible alternative alignments / bypasses and technical / engineering alternatives 2.1 Consultancy services for Feasibility Study and Detailed Project Report for selected stretches of National Highways under 10,000km (NHDP, Phase-III) programme for Bakhtiarpur Begusarai Khagaria section of NH-31 in the state of Bihar (Contract Package No. NN/ DL3/ 2) was awarded by the National Highways Authority of India () to CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (I) Pvt. Ltd. and the study commenced on the 27 th of October, 2004 (Figure A). CRAPHTS Consultants (I) Pvt. Ltd. 1

3 Executive Summary Four/Six laning of Aunta - Simaria (Ganga Bridge with approach road) from KM to (Design Chainage) [Total Design Length km] of NH-31 in the State of Bihar on Hybrid Annuity mode 2.2 The consultants had submitted the Final DPR during June, 2010 along the alignment of project road earlier approved by (vide letter no /BOT/26/2004/318 dt ). Subsequently, Govt. of Bihar disagreed with the realignment of project road for Bakhtiarpur- Barh section and desired to have the realignment for Bakhtiarpur- Mokama section. Finally, the realignment of Bakhtiarpur Mokama section was approved by Govt. of Bihar after detailed deliberation which was communicated to us vide letter no, /12017/02/BGs/2010/Tech/45 dt The bids for 4- laning project road were invited during 2011 on BOT (Toll) basis considering the entire stretch of project road under a single construction package and was awarded. But the work got terminated as the financial closure could not be achieved. However, keeping in view of the complexity of the project corridor, the project road had been divided into following three construction packages (Table -1): Table-1: Civil Construction Packages Construction Packages Package -1 Package -2 Package -3 Start Chainages Existing Chainages Design Chainages Km to Km Km to Km Km to Km Km to Km Km to Km Km to Km Design Lengths Stretch (in Km) Km. Realignment / bypass between Bakhtiarpur & Mokama Km New 6-lane Ganga Bridge including approaches to the bridge & ROBs (2 Nos) Km Simaria to Khagaria TOTAL Km Package- 1 and Package 3 have already been awarded on EPC Contract during 2015 and it has been decided by to take up Package-2 on Hybrid Annuity Mode now CRAPHTS Consultants (I) Pvt. Ltd. 2

4 Executive Summary Four/Six laning of Aunta - Simaria (Ganga Bridge with approach road) from KM to (Design Chainage) [Total Design Length km] of NH-31 in the State of Bihar on Hybrid Annuity mode 2.3 The Feasibility Report has been submitted by the Consultants on the basis of initial surveys and investigations carried out during preparation of DPR during year Subsequently the topographic survey along the revised alignment between Bakhtiarpur to Mokama and traffic survey was carried out during February, 2011 and it was desired during 2014by the to carry out traffic volume survey at one location along the project road (at km. 235 of NH-31). The traffic survey at km. 166 of NH-31 was not carried out due to reduction in traffic volume on account of closure of Rajendra Pul for vehicular traffic for repair / rehabilitation. This Feasibility Report has been prepared on the basis above survey data/ investigation report available with the Consultants from the DPR Submitted during June It has now been decided to take up Package II under Hybrid Annuity mode with provision of 6-lane bridge across river Ganga Keeping in view the requirement of. CRAPHTS Consultants (I) Pvt. Ltd. 3

5 Executive Summary Four/Six laning of Aunta - Simaria (Ganga Bridge with approach road) from KM to (Design Chainage) [Total Design Length km] of NH-31 in the State of Bihar on Hybrid Annuity mode Figure A: Index map of the Project road and Key Plan Project Road CRAPHTS Consultants (I) Pvt. Ltd. 4

6 Executive Summary Four/Six laning of Aunta - Simaria (Ganga Bridge with approach road) from KM to (Design Chainage) [Total Design Length km] of NH-31 in the State of Bihar on Hybrid Annuity mode CRAPHTS Consultants (I) Pvt. Ltd. 5

7 Executive Summary Four/Six laning of Aunta - Simaria (Ganga Bridge with approach road) from KM to (Design Chainage) [Total Design Length km] of NH-31 in the State of Bihar on Hybrid Annuity mode 2.4 The project road starts from Design Chainage km on NH 31 and following a realignment upto km including construction of a new 6- lane road bridge over river Ganga and 6-lane ROBs across the railway tracks. 2.5 It has been approved by the to adopt the alignment of project road in the following manner: 4/6 lane new construction between km and km including construction of a new 6-lane road bridge across river Ganga and 6 lane ROBs (2 nos.) across railway tracks. 2.6 The road alignment is almost straight for the immediate approach of new 6- lane Ganga Bridge whereas it deviates from existing Mokama Bypass as realignment. The approach on Simaria side on curve as the realigned section has to meet existing NH There are two 6 lane ROBs and one 6-laneMajor Bridge across river Ganga. 2.8 The sub-grade soil along the project road is of low to medium plasticity. Further the soaked CBR values also vary between 2.48 to The lower values are indicative of precarious position of sub-grade soil strength and great care has to be exercised in design of pavement (taking into account the other related factors such as BBD Test results, Roughness Values and Axle Load Impact besides the Sub-Grade Soil Strength and physiological characteristics). 2.9 Quantities of aggregate, which may be used in work are available in abundance in Sheikhpura, Jamalpur, Karhagola, Manpur, Karwandia / Tarachandi, Kadwa, Lengura, Gaira, Ambadag, Chutupalu and pakur quarries. However, Pakur quarry has been considered for procurement of materials for GSB, WMM, DBM and BC works. Coarse sand in large quantities to serve the requirement of this project road is available from Ganga river bed and Kiul CRAPHTS Consultants (I) Pvt. Ltd. 6

8 Executive Summary Four/Six laning of Aunta - Simaria (Ganga Bridge with approach road) from KM to (Design Chainage) [Total Design Length km] of NH-31 in the State of Bihar on Hybrid Annuity mode sand is available at Kiul sand quarry, Lakhisarai. Mooram is available at Rajgir A large number of brick kilns are available within a lead of km from the project road. Since the proposed construction to a large extent would consist of RCC works (other than flexible pavements), the requirement of bricks will generally be less Cement of almost all-acceptable brands is locally and readily available at Patna. Cement conforming to ISI specifications and approved by DGS & D can very easily be procured locally SAIL, the primary and authenticate sources of steel, has branches at all important locations all over India including Bihar. Steel is also being manufactured locally as per ISI specifications under different names, which can be purchased after necessary testing The regional sales offices of IOC and HPCL were contacted with regard to procurement of Bitumen and Bituminous Products for use on the project road. It was revealed that all the requirements of Bitumen and Bituminous Products could be met with from the Barauni Refinery, which lies very close to the project road Culverts and other CD structures will have to be extended in order to accommodate the widened cross section of the total carriageway, wherever existing alignment is being used as a part of project corridor. 3 Socio - economic profile 3.1 The project road lies in the three districts, located in the state of Bihar, which is situated in the eastern part of India. Situated along the fertile Gangetic plane, the state occupies an area of 173,877 sq. km. However, Begusarai CRAPHTS Consultants (I) Pvt. Ltd. 7

9 Executive Summary Four/Six laning of Aunta - Simaria (Ganga Bridge with approach road) from KM to (Design Chainage) [Total Design Length km] of NH-31 in the State of Bihar on Hybrid Annuity mode District is very near to the project road and therefore data related to socio economic profile for District Nalanda has also been collected and presented. 3.2 The total population of the state as per the 2001 census is 82,878,796. The growth of population in the decade has gone up to percent, from a figure of percent in the previous decade. Table 1 shows the Details of population w.r.t State / District. Table 1: Details of population w.r.t State / District Sl No. State / District Population 1 Bihar 82,878,796 2 Patna 4,709,851 3 Begusarai 2,342,989 4 Nalanda 2,368,327 5 Khagaria 1,276, As per the 2001 census the district of Bihar have a high population density, apart from the district of Khagaria, rest of the districts have a population density in excess of 1000 persons per sq. km. Mark. The population density of Khagaria (859) is much more close to that of the district of Bihar (880). It is also clear from the said table that apart from the district of Nalanda the rest of the districts including the state of Bihar have witnessed a steep increase in the population density in the year 2001 from the corresponding figures in The districts of Bihar have a substantial amount of population coming from backward class, about 32.76% of the total population of the district constituted of Schedule Castes and Schedule Tribes. 3.5 The census of India data revels that sex ratio in the projects district and the state of Bihar districts are improving; though at a slow place. The district of Khagaria has witnessed the highest rate of change of sex ratio (Females per thousand Males) reaching to a figure of 890 in 2001 from a figure of 868 in CRAPHTS Consultants (I) Pvt. Ltd. 8

10 Executive Summary Four/Six laning of Aunta - Simaria (Ganga Bridge with approach road) from KM to (Design Chainage) [Total Design Length km] of NH-31 in the State of Bihar on Hybrid Annuity mode 3.6 The project districts of Bihar are predominantly a rural area, which gets reflected in its low to moderate literacy rate, the same is also reflected in the state average. Apart from the District of Patna and Nalanda the rest of the project districts including the state itself has more than 50% population as illiterates. However, the literacy level has improved in the year 2001 compared to the corresponding figures of The amenities and services in terms of schools (primary/secondary/higher secondary schools), Colleges, polytechnic and other health centres such as hospitals and dispensaries are available to some extent within state of Bihar and various project districts. 4.0 Survey and Investigation 4.1 Right of way The details of road land available and assigned ROW over various segments are given in Table 2. The Details of Proposed ROW is given in Table 3. The ROW is quite well defined through urban settlements. The road side appears open through semi urban and rural areas though, the isolated structures along such segments clearly define the ROW. Table 2: Details of Existing Right-of-way S. No. Stretches of Project Road ROW 1. Mokama bypass 90m 2. Mokama bypass Begusarai 30m Table 3: Details of Proposed ROW S.No. Design Chainage Proposed ROW (m) 1 From KM to KM CRAPHTS Consultants (I) Pvt. Ltd. 9

11 Executive Summary Four/Six laning of Aunta - Simaria (Ganga Bridge with approach road) from KM to (Design Chainage) [Total Design Length km] of NH-31 in the State of Bihar on Hybrid Annuity mode 4.2 Land Acquisition The land acquisition details for the project works out as given (Table 4) below: - Table 4: Land acquisition details Name of District Chainage (m) From To Length (m) PROW/EROW (m) Hec. Patna / Remark New six lane Ganga Bridge and its approaches 4.3 Intersections/Junctions There are 2 major junctions at its intersection on the project stretch at start and end of Project Road. 4.4 Railway Crossing The Road Over Bridge (ROBs) exist at km across Howrah-Barauni Railway Line, and at km across Patna-Howrah Railway Line in the form of ROB cum flyover. The details of ROB s 6-lane proposed along the project road (realignment)are presented in Table 6: Table 6: Details of ROB/RUB on projected Road S.No. Location ROB/RUB Design Chainage (KM) Name of railway line (crossing) Proposed Span Arrangement 1 Hathidah ROB Howrah- Baruani 2 Hathidah ROB cum Flyover Railway Line Patna-Howrah Railway Line 3x30 1x28+1x32+4x Cross Sections The Project Highway shall be widened to four/six lane dual carriageways of 7.00/10.5m wide carriageway with the kerb Shyness of 0.50m and paved shoulder of 1.5m and earthen shoulder of 2.0 m width and 4.0m wide median. CRAPHTS Consultants (I) Pvt. Ltd. 10

12 Executive Summary Four/Six laning of Aunta - Simaria (Ganga Bridge with approach road) from KM to (Design Chainage) [Total Design Length km] of NH-31 in the State of Bihar on Hybrid Annuity mode The following typical cross sections are proposed for the widening / new construction of existing project highway. These typical cross sections are summarized below: The locations of different types of road cross sections which shall be followed along the project corridor are given in Table 7. Sl. No. Table 7: Details of Typical Cross-Sections Design Chainage (Km) From TYPE Length (Km) Type of Cross Sections TCS A TCS B TCS - C TCS B TCS C TCS B TCS D TCS E TCS A 5.0 Proposed approach and methodology 5.1 The general approach of the consultants is to comprehensively address the various issues involved, to carry out all the field and design office activities as set out in the T.O.R. and finally, to develop economically and financially viable improvement proposals satisfying the objectives of the project. 6.0 Traffic surveys and analysis The traffic volume survey for 7 continuous days was carried out at mid-block locations of the project road initially during preparation of DPR in December, The revalidation of data was done by carrying out fresh traffic volume survey during February, It was once again desired that fresh traffic volume survey be carried out at km. 235 of NH-31during the currency of restructuring of this project. The CRAPHTS Consultants (I) Pvt. Ltd. 11

13 Executive Summary Four/Six laning of Aunta - Simaria (Ganga Bridge with approach road) from KM to (Design Chainage) [Total Design Length km] of NH-31 in the State of Bihar on Hybrid Annuity mode traffic survey was not carried out at km. 166 on account of closure of Rajendra Pul for vehicular traffic for repair/ rehabilitation of the bridge. Accordingly the Consultants have carried out the traffic volume survey during 2 nd week of May, 2014 at km. 235 of project road. Table -8 gives traffic volume characteristics along the project road during different reference years. Traffic Projections The traffic volume figures obtained on the basis of traffic survey recently carried out by the Consultants do not represent the actual traffic characteristics for the project road as closure of Rajendra Pul for vehicular traffic has diverted the traffic beyond the immediate influence area of the project road. Keeping this in view the ADT obtained on the basis of traffic survey carried out during February, 2011 has been considered as the base year traffic. The traffic growth rate of 5% per annum (compound) has been considered for projection of traffic. The projected traffic (at 5 years interval) has been summarized in Table -9. CRAPHTS Consultants (I) Pvt. Ltd. 12

14 Executive Summary Four/Six laning of Aunta - Simaria (Ganga Bridge with approach road) from KM to (Design Chainage) [Total Design Length km] of NH-31 in the State of Bihar on Hybrid Annuity mode Table 8 : Traffic Volume Characteristics during Deferent Years (Average Daily Traffic CRAPHTS Consultants (I) Pvt. Ltd. 13

15 Executive Summary Four/Six laning of Aunta - Simaria (Ganga Bridge with approach road) from KM to (Design Chainage) [Total Design Length km] of NH-31 in the State of Bihar on Hybrid Annuity mode Table -9: Projected Traffic (ADT in Vehicle & PCUs) Sl. No. Year Km. 166 Km. 240 Traffic liable to Total Traffic Traffic liable to Total Traffic Volume pay toll Volume pay toll Vehicle PCU Vehicle PCU Vehicle PCU Vehicle PCU Pavement The Pavement composition has been designed for a life of 15 years. The minimum composition of the new flexible pavement/widening portion shall be as shown in Table 10. Any additional thickness in the Design over that indicated in the Bidding document shall not constitute a change in scope of work, nor qualify for a variation order. Reconstruction of existing pavement has been proposed whenever the alignment of project road traverses on existing road (at both ends of project road) Table 10: Pavement layer thickness (in mm) for New Construction and Widening Portion Bituminous Concrete (BC) Dense Bituminous Macadam (DBM) Wet Mix Macadam (WMM) Granular sub-base (GSB) Total 50mm 165mm 250mm 230mm 695mm 8.0 Environmental Impact Assessment CRAPHTS Consultants (I) Pvt. Ltd. 14

16 Executive Summary Four/Six laning of Aunta - Simaria (Ganga Bridge with approach road) from KM to (Design Chainage) [Total Design Length km] of NH-31 in the State of Bihar on Hybrid Annuity mode It reviews the existing legislation, institutions and policies relevant to the Environmental Impact Assessment at the National and State levels and clearance requirements for the project at various stages of the project have been identified. The Environmental Clearance has been obtained from MOEF, Govt. of India 9.0 Resettlement & Rehabilitation Action Plan It deals with Resettlement & Rehabilitation Action Plan. This follows from the social impact assessment carried out to determine magnitude of potential and actual impacts due the 4/6-laning project, and ensure that adequate social safeguards are in place to mitigate adverse impacts on project affected population confirming to Government of India guidelines on implementation of the National Policy on Resettlement. The R&R budget for the widening of existing road includes the cost of land, replacement cost for religious and community structures, and R&R assistance to people Highway safety & traffic management plan It describes the highway safety & traffic management plan during the planning, design, construction & operation stage of the project road. CRAPHTS Consultants (I) Pvt. Ltd. 15

17 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar 1.0 OVER VIEW OF 1.3 ESTABLISHMENT The National Highways Authority of India was constituted by an act of Parliament, the National Highways Authority of India Act, It is responsible for the development, maintenance and management of National Highways entrusted to it and for matters connected or incidental thereto. The Authority came into operation in February 1995 with the appointment of full time Chairman and other Members. 1.2 MANDATE Primary mandate is time and cost bound implementation of National Highways Development Project (NHDP) through host of funding options including from external multilateral agencies like World Bank, Asian Development Bank, JBIC etc. Work mainly comprises of strengthening and four laning of high-density corridors of around 13,146 Kms length. 1.3 ORGANISATION A full time chairman heads. Member (finance), Member (Administration), Member (technical) and Member (Projects) head their respective departments and report to the Chairman. 1.4 ROAD NETWORK About 65% of freight and 80% passenger traffic is carried by the roads. National Highways constitute only about 2% of the road network but carry about 40% of the total road traffic. Numbers of vehicles have been growing at an average pace of 10.16% per annum over the last five years. Detailed information about the existing Indian Road Network is given in Table 1-1. Table1-1: List of Types of Roads in India as per Length Indian Road Network Indian Road Network Indian road network of 33 lacs Km is second largest in the world Expressways 200 km National Highways km State Highways km Major District Roads km Rural and Other Roads km Total Length 33 lacs km(approx) CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

18 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Figure 1.1 National Highway Corridor 1.5 National Highway Development Program (NHDP) The National Highways have a total length of 66,590 km to serve as the arterial network of the country. The development of National Highways is the responsibility of the Government of India. The Government of India has launched major initiatives to upgrade and strengthen National Highways through various phases of National Highways Development project (NHDP). National Highway Development Program is envisaged to plan, design and construct a network of world class highways to support the economic growth of the country. Infrastructure in India has been found to be a bottleneck/ speed breaker for the trade and CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

19 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar business, poverty alleviation and economic growth of the country. Advantages of providing well developed network of highways are as follows: Savings in vehicle operating costs by reduced fuel consumption and maintenance costs Travel time saving by faster and comfortable journeys Safer travel Benefits to trade especially in movement of perishable1 goods Reduce demographic shift to urban areas Poverty alleviation and all round development of areas NHDP s focus is on developing International standard roads with facilities for uninterrupted flow of traffic with: Enhanced safety features Better Riding Surface. Better Road Geometry Better Traffic Management and Noticeable Signage. Divided carriageways and Service roads Grade separators Over bridges and Underpasses Bypasses Wayside amenities National Highways Development Project is being implemented in 6 phases, which are described briefly as under: NHDP Phase I : NHDP Phase I was approved by Cabinet Committee on Economic Affairs (CCEA) in December 2000 at an estimated cost of Rs.30,000 crores comprises mostly of GQ (5,846 km) and NS-EW Corridor (981km), port connectivity (356 km) and others (315 km). Consulting Engineers Group Ltd, Jaipur (Volume I: Main Report) 1-6 October Feasibility Study Report of Rehabilitation and Upgrading to Four Laning with Final Feasibility Report Paved Shoulder Configuration of Gwalior-Dewas Section of NH-3 in the State of MP Package II: Shivpuri to Dewas. NHDP Phase II : NHDP Phase II was approved by CCEA in December 2003 at an estimated cost of Rs.34,339 crores (2002 prices) comprises mostly NS-EW Corridor (6,161 km) and other National Highways of 486 km length, the total length being 6,647 km. CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

20 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar NHDP Phase-III: In March 2005, Government approved upgradation and 4 laning of 4,035 km of National Highways on BOT basis at an estimated cost of Rs. 22,207 crores (2004 prices). Again in April 2007, Government approved upgradation and 4 laning of Natioanl Highways of appx length of 8074 km at an estimated cost of Rs. 54,339 crores. NHDP Phase IV: The government is considering widening 20,000 km of highway that were not part of Phase I, II, or III. Phase IV will convert existing single lane highways into two lanes with paved shoulders. The estimated cost for the phase is Rs crore. NHDP Phase V: In October 2006 CCEA has approved six laning of 6,500 km of existing 4 lane highways under NHDP Phase V (on DBFO basis). Six laning of 6,500 km includes 5,700 km of GQ and other stretches. NHDP Phase VI: In November 2006 CCEA also stamped approval for 1000 km of expressways at an estimated cost of Rs crores. NHDP Phase VII: This phase calls for improvements to city road networks by adding ring roads to enable easier connectivity with national highways to important cities. In addition, improvements will be made to stretches of national highways that require additional flyovers and bypasses given population and housing growth along the highways and increasing traffic. The government has not yet identified a firm investment plan for this phase. The 19-km long Chennai Port Maduravoyal Elevated Expressway is being executed under this phase. 1.6 FINANCE MECHANISMS proposes to finance its projects by a host of financing mechanisms. Some of them are as follows: The Government of India- Budgetary Allocation In a historic decision, the Government of India introduced a Cess on both Petrol and Diesel. This amount at that time (at 1999 prices) came to a total of approximately Rs. 2,000 crores per annum. Further, Parliament decreed that the fund so collected were to be put aside in a Central Road Fund (CRF) for exclusive utilization for the development of a modern road network. The developmental work that it could be tapped to fund, and the agencies to which it was available were clearly defined as: Construction and Maintenance of State Highways by State Governments. Development of Rural Roads by State Governments Construction of Rail over- bridges by Indian Railways Construction and Maintenance of National Highways by NHDP and Ministry of Road Transport & Highway Currently, The Cess contributes between Rs 5 to 6 Thousands crores per annum towards NHDP. CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

21 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Loan Assistance from International Funding Agencies Loan assistance is available from multilateral development agencies like Asian Development Bank and World Bank or Other overseas lending agencies like Japanese Bank of International Co - Operation Market Borrowing proposes to tap the market by securities cess receipts Private Sector Participation Major policy initiatives have been taken by the Government to attract foreign as well as domestic private investments. To promote involvement of the private sector in construction and maintenance of National Highways, Projects are offered on Build Operate and Transfer (BOT) basis to private agencies. After the concession period, which can range up to 30 years, this road is transferred back to by the Concessionaries. funds are also leveraged by the setting up of Special Purpose Vehicles (SPVs). The SPVs borrow funds and repay these through toll revenues in the future. Some more models have emerged for better leveraging of funds available with such as Annuity, which is a variant of BOT model 1.7 COST RECOVERY MECHANISM The Government of India has made some policies for attracting the private investors for constructing the roads and cost recovery method Policy Initiatives for Attracting Private Investment Government will carry out all preparatory work including land acquisition and utility removal. Right of way (ROW) to be made available to concessionaires free from all encumbrances. / GOI to provide capital grant up to 40% of project cost to enhance viability on a case to case basis 100% tax exemption for 5 years and 30% relief for next 5 years, which may be availed of in 20 years. Concession period allowed up to 30 years and during this period, concessionaire will collect toll. Toll rates will be decided based on type of vehicle and loading capacity of vehicle. Arbitration and Conciliation Act 1996 based on UNICITRAL provisions. In BOT projects entrepreneur are allowed to collect and retain tolls Duty free import of specified modern high capacity equipment for highway construction. CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

22 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar PROJECT DESCRIPTION, INCLUDING POSSIBLE ALTERNATIVE ALIGNMENTS/BYPASSES AND TECHNICAL / ENGINEERING ALTERNATIVES Background The Ministry of Road Transport & Highways (MORT&H), Govt. of India, has decided to take up the development of various National Highways, stretches / Corridors under 10,000 km ( NHDP Phase III ) programme in the country where intensity of traffic has increased significantly and there is requirement of augmentation of capacity for safe and efficient movement of traffic. Under the current phase, six selected stretches / corridors have to be developed in the state of Bihar either through public-private partnership (PPP) basis or its own budgetary sources including loans from ADB or World Bank etc. has accordingly taken up project preparation of these six stretches / corridors of existing National Highways passing through Bihar. In the earlier study Bakhtiarpur - Begusarai Khagaria section of NH - 31 (km to km ). The present report deals with the new 6-lane Ganga Bridge including 4/6 laning of approaches which is part of the modified alignment of Bakhtiarpur Begusarai Khagaria section of NH - 31 (km to km ), including Mokama bypass and Mokama Bridge (Rajindra Pul across River Ganga) which included realignment of Bakhtiarpur Mokama section of NH- 31 as per the realignment proposal approved by Govt. of Bihar (Copy of the letter placed at the end of the report). Figure 2.1 shows the project road in the regional context. Alignment of the project road The consultants had submitted the Final DPR during June, 2010 along the alignment of project road earlier approved by (vide letter no /BOT/26/2004/318 dt ). Subsequently, Govt. of Bihar disagreed with the realignment of project road for Bakhtiarpur- Barh section and desired to have the realignment for Bakhtiarpur- Mokama section. Finally, the realignment of Bakhtiarpur Mokama section was approved by Govt. of Bihar after detailed deliberation which was communicated to us vide letter no, /12017/02/BGs/2010/Tech/45 dt The bids for 4-laning project road were invited during 2011 on BOT (Toll) basis considering the entire stretch of project road under a single construction package. But the project got terminated as the financial closure could not be achieved within the stipulated time. However, keeping in view of the complexity of the project corridor, the project road has now been divided into following three construction packages (Table -1): CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

23 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Table-1: Civil Construction Packages Construction Packages Package -1 Package -2 Package -3 Existing Chainages Km to Km Km to Km Km to Km Start Chainages Design Chainages Km to Km Km to Km Km to Km TOTAL Design Lengths Stretch (in Km) Km. Realignment / bypass between Bakhtiarpur & Mokama Km New 6-lane Ganga Bridge including approaches to the bridge & ROBs (2 Nos) Km Simaria to Khagaria Km Figure -1 shows different packages proposed for Bakhtiarpur- Begusarai- Khagaria section of project road in the form of a key plan. Package 3 of project road traverses through urban/ semi urban areas of Begusarai / Balliya and would offer journey speed varying between kph for these sections after widening and rehabilitation to 4-lane divided carriageway configuration (with provision of service road wherever feasible on the ground). The Feasibility Report is being submitted by the Consultants on the basis of initial surveys and investigations carried out during preparation of DPR during year Subsequently the topographic survey along the revised alignment between Bakhtiarpur to Mokama and traffic survey was carried out during February, It was desired by the to carry out traffic volume survey at one location along the project road (at km. 235 of NH-31) during The traffic survey at km. 166 of NH-31 was not carried out due to reduction in traffic volume on account of closure of Rajendra Pul for vehicular traffic for repair / rehabilitation as of now. This Feasibility Report has been prepared on the basis above survey data/ investigation report available with the Consultants. 2.2 Location of the Project Road in Regional Context NH - 31, so far as the Bakhtiarpur - Khagaria section is concerned, passes through the districts of Patna, Begusarai and Khagaria. Different districts through which the project road traverses are shown in Figure These districts are centers of acute commercial and industrial activities. Few industries located within these districts that required special CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

24 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar mention are. Oil Refinery, Brauni, Hindustan Fertiliser Corporation Unit at Barauni, Bata India Ltd., Mokama and MCDowell & Co. Mokama. The alignment of NH 31, under this package, starts from km and ends at km (design chainages) against the existing chainages starting from km and ending at km Accordingly, the design length of the project road works out to be km which included new 6-lane Ganga Bridge at Mokama, 2 nos ROBs and 4/6 laning of approaches to the bridge and approaches. CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

25 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Figure 2.1: Index map of the Project road CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

26 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

27 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar In the modified alignment between Bakhtiarpur and Khagaria, the project road connects the important urban areas of Berhana (Barh), Mokama, Begusarai and Balliya. Besides it also serves the important industrial / production centers like Barauni (through NH 28). NH 80 meets NH 31 very close to Hathida towards the southern end of Mokama Bridge (Rajendra Pul across River Ganga). While NH 28 meets NH 31 at Zero Mile before the start of the urban limits of Begusarai. NH 30 meets NH 31 at Bakhtiarpur itself and NH 30A meets the project road at Berhana (Barh). Bakhtiarpur itself has intense residential cum commercial activities. Over its entire stretch up to Berhana (Barh), NH 31 is aligned parallel and adjacent to R. Ganga on its north. Berhana (Barh) is a seat of important commercial and industrial activities and located at a distance of about 80 kms. from Patna. At places like Kutchhery, religious structures and the local markets the width of the road land is reduced to almost 10m-12m (Table 2.1). The carriageway width in Berhana (Barh) varies from 6.10 M to 7.00 M. NH 31 remains reduced to the status of an urban street through the township of Berhana (Barh) and its approaches. The existing alignment of NH 31 runs parallel and very close to R. Ganga, crossing the river at Mokama (Km 208). This rail road bridge measures over m. in length and carries the two lane roadway above the railway bridge in the form of a two tier structure. In the modified alignment the bypass connecting Bakhtiarpur and Mokama bypassing Barh and Mokama between Km to over a length of Km has been proposed. The bypass at Mokama (Mokama Bypass) forms a part of the existing project road (the older alignment through Mokama town and part of existing Mokama bypass having been discarded). Mokama Bypass (Existing) is 14.4 Kms. long (between Km and Km ). From Mokama Bridge the project road moves due north and turns sharpely towards east at Zero Mile The intersection between NH 31 and NH 28. The approach to Begusarai is one of the most chaotic segments along NH 31. The intersection (Subhash Chowk) has intensive commercial activities at all quadrants. The road immediately thereafter moves very close to the railway track with the result that Begusarai Railway Station comes too close to NH 31 at this location. NH 31, as it leaves Begusarai, the road seems to grow as it were, in stature as much as 60m ROW is available over most of the sections between Begusarai Khagaria section of NH31. The road traverses more or less through organized spaces till it reaches Balliya where it is again reduced to the status of an urban street in between Km 247 Km 248. The stretch of Road from Balliya to Khagaria of length of 22 Kms along NH 31 has a carriageway of generally 6.00 M in width. From Balliya to Km of NH-31 the road land available in LHS varies from M to M and in RHS it varies from M to M except for certain specific locations near the railway line at Km to Km CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

28 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar , where 3.00 M Road land is available in RHS and from Km to Km where 10.00M M of Road Land is available. The bridge across Buri Gandak ultimately leads to the approach roads to Khagaria town. The town comes on the left of NH 31. Driving down for about a kilometer along NH 31 beyond this point (on embankment) one reaches the end point of the project corridor at km (Existing Chainage at Km 270). Despite being very close to the river and despite being on very low embankment (except for Mokama Bypass which runs on high embankment), the existing alignment does not have any history of submergence except at one location near Berhana (Barh) (overtopped twice in recent history). However, cross drainage facilities are indeed inadequate with the result that one could see ponded water on either side of the road over several segments. This is particularly true of the Mokama Bypass where ponding is observed on either side along its entire stretch. 2.3 Climate The project road traverses through three districts namely, Patna, Begusrai and Khagaria and these districts enjoy three major seasons. Monsoon sets in the month of June. It is at its peak in July and August. July end and first two weeks of August is the best time to enjoy rain in these districts. Summer is really hot. Temperature shoots up to 43 degree Celsius. Sometimes even higher than that but for only few days. In these days air is dry and hot with slight wind moments. The meteorological data for the project area were collected from the Meteorological Department, Govt. of India that have been summarized below:- The average annual rainfall in the project area observed is 1220 mm. The mean annual temperature of the city is maximum 30 degree Celsius and minimum 21 degree Celsius. The relative humidity is above 80% during monsoon and post-monsoon season. During summer season as the air is very dry the relative humidity decreases. Wind blows with maximum (20 Km / Hrs or higher) in the month of February and on set of monsoon season i.e. in end of May and first week of June. This is due to generating low pressure area in this region. Rest of time wind speed is below 5 to 6 Km./Hrs. CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

29 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar A maximum wind speed of 148 km/hr was recorded during June 2004 followed by 130km/hr during month of November, Alignment of the Project Road For the purpose of finalizing the alignment of the project corridor, the potentials of the existing alignment of NH-31 to lend itself to such improvements need to be examined in detail. All the apparently feasible alternatives must be explored before narrowing down the choice on any single route. The Consultants have approached this task on the basis of extensive field reconnaissance, map study and literature (data) survey. The general principle for selection of alternatives has been: The alignment should have the potential to become access controlled It should not encourage passage of short haul local traffic (the influence of intracity traffic should be minimal) It should not increase the detour to intercity traffic that could discourage such traffic from using this facility It should envisage minimal or, no land acquisition except in cases where acquisition becomes totally unavoidable It should be environmentally sustainable and socially compatible. It should make use of existing / already proposed facilities to the extent possible The project must be economically viable and should have the potential to become tollable Existing alignment of NH-31 The road, even under its present dispensation, offers direct connectivity between Patna on one side (via NH 30) and Purnea on the other. This is also the major link between areas like Bihar Sharif, Gaya and Barhi towards south and Purnea up to Guwahati towards east. Places like Barauni, Begusarai and Mokama are extremely important from the point of view of national economy and these places are linked to the rest of the country only through this link (NH 31). However, the level of service offered by this road is simply unacceptable. The foregoing briefly brings out the need to strengthen this corridor and augment its capacity. The question is what would be the best way to achieve this twin objective? An effort has been made to answer this in the following: CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

30 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Such considerations lead to the option of finding an alternative alignment for the project road. The problem could be, at least theoretically, handled in two different ways namely, through the provision of separate bypasses to each urban centers on the route, or, finding a bypass alignment that avoids all the trouble spots in a comprehensive fashion. If, the existing road is considered to be upgraded in its existing alignment as a two lane road with paved and earthen shoulder with small bypasses only to bypass the congested locations of Bakhtiarpur, Berhana (Barh), and Begusarai, it will require a new ROB to be constructed over the existing level crossing near zero mile at Km This will be however, completely inadequate considering the traffic movement scenario over this road and future requirements. The broad travel pattern along the project road is indicative of significant interaction between Patna and towns as far as berhana (Barh). Large number of daily trips are made between Patna and places like Bakhtiyarpur and Barh. In a similar fashion large volumes of trips are made between Barh and Barauni and Begusarai. These are trips of relatively shorter lengths not exceeding 100 kms. A significant proportion of such trips is performed by rail (people actually want to avoid the road as far as possible). On an average, one major town appears every 20 kms. along the project road. Berhana (Barh) and Barauni / Begusarai have very important production centers in the core sector. These give rise to heavy volume of interstate traffic (most of which is commercial and road based). In addition each of these towns gives rise to a lot of intra city traffic (with large percentage of slow traffic). All these different categories of traffic use the same road causing a very chaotic scene particularly at, and near, the urban areas. For every 15 kms. of road through rural landscape, there is 5 kms. of urban road that defy any traffic engineering solution. Additionally, road side parking of trucks, presence of very busy bus terminals (bus stands), again on the road side and highly mismanaged intersection areas affect the road capacity in a very adverse manner. While considering separate bypasses around each urban area, it is seen that the distance between two urban areas works out as 15 Kms. on an average. Each urban area itself extends through nearly 3 kms 5 Kms along the existing alignment. From planning point of view this is not a desirable solution as the bypasses, under this option will increase the aggregate corridor length considerably. These will also invite extension of urban areas with consequent erosion in corridor character (becoming local streets sooner than later). This option will also unnecessarily increase the number of CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

31 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar intersections along the corridor. What could be opined at this stage is that, such separate bypasses will not really provide a long term solution. Under the given circumstances, while the present alignment is important as a link for connecting the urban areas primarily as satellite towns to Patna, it is not so relevant for the long haul heavy traffic. In fact segregation between long haul and short haul traffic would be more than welcome in the present case. It has been mentioned elsewhere in this report that the existing NH 31 does not really behave as a national highway in terms of L.O.S. Before proceeding to work on a widening scheme, it becomes imperative in the present case to examine the extent of difficulty that would be faced in widening this road. Figure 2.3 shows the existing alignment of Bakhtiarpur Begusarai Khagaria section of NH31 in the form of a key plan Right of way The right of way (ROW) of the existing road, as per Khasra Maps available, varies between 20m and 90m over different segments. And the proposed ROW in this stretch is varies from 45 m - 90 m. It is 20m over the stretch between Bakhtiarpur and Barh. It is 22m between Barh and Mokama. Mokama Bypass has a ROW of 90m. It again goes down to 30m between Mokama and Begusarai. Beyond Begusarai and, up to Khagria, the ROW has a consistent 60m width. The details of road land available and assigned ROW over various segments are given in Table 2.2. And for the proposed alignment the ROW over various segments are given in Table 2.3. The ROW is quite well defined through urban settlements. The road side appears open through semi urban and rural areas though, the isolated structures along such segments clearly define the ROW. Table 2.2: Details of Existing right-of-way Sl. Stretches of project road ROW No. 1. Bakhtiarpur Barh 20m 2. Barh Mokama 22m 3. Mokama bypass 90 m 4. Mokama bypass Begusarai 30m 5. Begusarai Balliya 60m 6. Balliya Khagaria 60m CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

32 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Table 2.3: Details of Proposed ROW S.No. Design Chainage Proposed ROW (m) 1 From KM to KM From KM to KM From KM to KM From KM to KM From KM to KM From KM to KM Development Plans / Master Plans for urban settlements enroute Begusarai had been privileged to have a Master Plan. Barh had a very sketchy development plan without any landuse plan. Such documents are not available for Balliya and Khagaria. On the other hand, Patna has a regional development plan besides a Revised Master Plan for Patna Urban Area. The Revised Master Plan for Patna Urban Area is not of direct concern for the project road. The documents that have been found to be of some relevance are the plan documents for Begusarai. Development plan for Barh This document was prepared by certain consultants for Barh Nagar Parishad. However, it is not clear if the document has had the seal of approval from the competent authorities. The document is of recent origin and it estimates a total outlay of Rs. 200 lacs for development of Barh Town ( B category). The document recognizes NH31 as the main arterial road and suggests improvements for internal roads that connect with NH31. There is no suggestion for any major shift in the role of NH31 from that of present. Development Plan for Begusarai Figure 2.4 shows the proposed landuse plan for Begusarai Development Area. The most relevant and interesting proposal made out in the plan document ( ) is the one pertaining to provision of northern and southern bypasses. The idea behind the northern bypass proposal is to presumably open up the township across the railway tracks. But the implication is that this, by and large, would be another urban road. Same would be the fate with the southern bypass. The document suggests shifting of some of the commercial activities from Tirhut Road to NH31. That would convert NH31 as a central urban commercial street. NH31 has already lost its character as a national highway and, the town plan is going to leave this road bereft of any corridor characteristics. To that extent, NH31, under its present alignment could never be developed as an access controlled highway. A continuous bypass, that could avoid the urban activities, would CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

33 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

34 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

35 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar indeed be desirable for the long haul traffic. Shifting the bypass towards north would necessitate crossing the railway tracks twice without achieving any purpose. The length of such a bypass will also be significantly more. A southern bypass that could render NH31 as a continuous and convenient corridor would be a more desirable option. Understandably, the above said bypasses were proposed with the limited objective of easing traffic through Begusarai town rather than to improve efficiency of traffic movement along NH-31. The said bypasses thus, do not merit consideration in the context of the project corridor. From what has been described earlier, it is not difficult to infer that the existing road could hardly be utilized even if the present alignment is followed for widening NH 31 between Bakhtiyarpur and Khagaria. Perhaps only a portion of the existing road between Balliya and Khagaria could be of some use (20 kms.). Following the alignment of the existing road would actually mean construction of a new 4 lane facility that would involve large scale demolition of properties alongwith all other associated problems. That being the case, it is worthwhile to consider if the same objective could be achieved with a considerably lower degree of disruption (and therefore, less cost) Widening along existing alignment A detailed reconnaissance survey was undertaken for the entire stretch of project road (as also along possible bypass alignment) and was presented in the Inception Report. A general assessment of the physical, environmental and social conditions along the road has been made during this stage of the study. Locations for detailed surveys and investigations have been identified on the basis of field recci.. The existing carriageway characteristics along with scope to widen the project road, location of culverts, intersections, ROBs, Bridges, available carriageway widths sectionwise and sectionwise road side land use details as per the reconnaissance survey and inventory details are discussed in subsequent sub-sections of this report. The proposal to widen the existing 2-lane road to 4-lane will require two additional 2-lane ROBs by the side of the existing 2-lane ROBs very close to the take off points of Mokama Bypass and its end point respectively. A new 4-lane ROB will also be required over the existing level crossing at Km near Thermal Power Station. Additional 2 lane bridges will also be required over river Ganga and river Burhi Gandak. It will further involve acquisition of land and demolishing number of structures in the urban areas of Bukhtiarpur, Barh, Mokama etc. CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

36 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar It may also be noted in this context that the Bakhtiyarpur Barh and Barh Mokama sections give an impression of 22m road land being available consistently. ROW of 60m cannot be thought of over this section without pulling down two rows of structures on either side of the road. Plates shows the flag posted at 30m from the center line of the existing carriageway on LHS and RHS respectively. Pulling down structures (including innumerable religious structures and the residences of the high and mighty) may not be impossible but would certainly be an onus that would be met with great resistance at the social and political levels. Through the township of Barh itself, there is absolutely no scope of widening the project road that has large number of private properties alongside. The urban areas will have to be necessarily skirted around. The progression of this would then give rise to a bypass every 15 kms. of the project road. And even, so called open areas do not really allow a road land more than 22m wide in any consistent manner. Beyond Mokama, the road could be widened only towards the right over a distance of 8 kms. after which it would again become very difficult, due to presence of intense residential and commercial activities on either side of the road till it reaches the township of Begusarai. It is only after Begusarai that the road land looks up to a full width of 60m though the same is again interrupted through Balliya. A stretch of 2 kms proves to be critical here. But by and large, it may be possible to widen the road through Balliya also. Beyond Balliya, the existing alignment offers good scope for widening. The proposal of widening the existing alignment, when examined with engineering considerations reveals that the existing carriageway will have to be reconstructed for the entire length. The nature of degradation along this stretch of project road is too severe to be compensated by simple overlay. Over the Bakhtiyarpur Barh Mokama (upto the point of take off of Mokama bypass) section concentric widening of the existing road will be the only possibility, if at all. Under this, the present carriageway will have to be sacrificed anyway. However, from the take off point of Mokama bypass upto Khagaria, widening has to be eccentric on the R.H.S. The widening will have to come to the R.H.S. mainly because of the presence of the railway tracks on the L.H.S. There are short segments as well where concentric widening could still be attempted. Mokama bypass itself will permit widening only towards R.H.S and the additional bridge across R. Ganga has to come on the right hand side (east) at a distance of 480m from existing bridge towards southern side of CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

37 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar existing bridge beyond transmission tower line. In any case the existing pavement will have to be reconstructed. After crossing the bridge, the widened alignment will hit upon important establishments like the thermal power station etc. Obviously, the alignment will have to deviate further right in this case. This condition would continue till one crosses the Begusarai township. The point to be noted here is that for entire stretch widening of the existing corridor will actually mean construction of a new divided four lane carriageway. The existing road does not have much of salvage value either. For the Balliya Khagaria section, widening will have to be on the R.H.S. (including widening of Burhi Gandak Bridge). In the instant case, socio-economic considerations (and these are never divorced from political considerations) appear to be the most important ones. NH 31 has ribbon developments all along. Transverse sprawl is observed only at urban areas. Widening would not only hit the people settled alongside, it would hit them hard. Even assuming a low average linear density of 20 families for every 100m of road length (counted as 2 x 100m considering both sides), the townships of Bakhtiyarpur and Barh would see a minimum of 2000 families needing rehabilitation. Relocating so many houses, institutions, religious structures and families itself will be a gigantic task. The intervening road segment will add almost an equal number of families being affected. But for a project of this magnitude, R&R considerations would, most certainly rule supreme (besides being costly). The large number of religious structures that are to be affected may give rise to problems of a different nature. Even otherwise, widening of the project road upto Begusarai would result in massive erosion of social values, economic activities and emotional relevance. The Mokama bypass will be the singular exception to this. But it comes as an intermediate link and cannot therefore, be considered in isolation for planning. The foregoing clearly brings out the fact that widening NH 31 along its existing alignment is going to be a painful process. CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

38 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Plate 2.1 : The flag shows a point 30m from the center line of the carriageway on LHS Plate 2.2 : The flag shows a point 30m from the center line of the carriageway on RHS Alternative alignment options CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

39 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar From a study of the extent of degradation that the existing alignment seems to have suffered, it is seen that barring the Mokama Bypass and the stretch between Km235 and Km 270, the rest cannot be used as a part of alignment. In any case the entire stretch of existing alignment of project road will come under total reconstruction. As already mentioned, the existing failed portions of pavement hint at subgrade failures at most of the locations and, it may finally be necessary to construct the pavements along this stretch. Even more importantly, almost the entire reach of the degraded portion of the existing corridor has ROW varying between 20m and 30m. This stretch also has the important urban areas of Bakhtiarpur, Berhna (Barh) and Begusarai. The Master Plan for Begusarai identifies the existing alignment of NH31 primarily as a major commercial street. Widening of the corridor through these urban areas would be impossible under the given context. Besides, the traffic will never be able to reach the contemplated design speed because of inevitable incidence of local traffic. Having elevated corridors through such areas could be an option but then, that too is fraught with the constraint of paucity of road land (ROW) that would preclude the possibility for provision of surface level road for meeting the demands of local traffic. Even if an effort is made to utilize the existing ROW for widening the existing corridor to 4 lanes, it would be impossible to provide proper service roads for the movement of local traffic and, that would rob the corridor of its professed character of being an access controlled corridor. In the given socio political context, land acquisition over the existing corridor is going to be very difficult indeed, besides being very costly. Such considerations lead to the option of finding an alternative alignment for the project road. The problem could be, at least theoretically, handled in two different ways namely, through the provision of separate bypasses to each urban centre enroute or, finding a bypass alignment that avoids all the trouble spots in a comprehensive fashion. While considering separate bypasses around each urban area, it is seen that the distance between two urban areas works out as 15 Kms. on an average. Each urban area itself extends through nearly 3kms 5 Kms along the existing alignment. From planning point of view this is not a desirable solution as the bypasses, under this option will increase the aggregate corridor length considerably. These will also invite extension of urban areas with consequent erosion in corridor character (becoming local streets sooner than later). This option will also unnecessarily increase the number of intersections along the corridor. What could be opined at this stage is that, such separate bypasses will not really provide a long term solution. CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

40 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Having exhausted all other options (in terms of corridor planning considerations) it becomes imperative to look for a comprehensive bypass alignment that could provide the desired level of service to the long haul / bypassable traffic while still ensuring local connectivity. In the given instance, such a bypass (the segment of realigned corridor) would be expected to provide an alternative to the failed portions of the existing corridor (including the corridor segments through the urban areas of Bakhtiarpur, Barh, Mokama and Begusarai). The existing corridor is aligned in the west-east direction and the alternative alignment could be towards either north or, south of this corridor. An alignment through the north is ruled out because of the proximity of the river as also, because of the conflict it would have with the railway tracks. That finally leads to selection of an alternative alignment towards south of the existing corridor. However, running an alignment towards south in close proximity of the existing corridor may have to be on high embankment in some stretches through marshy water logged flood plains of the Ganga and its various local tributaries. Side by side we may have to provide high level culverts / bridges in certain portions. The details for providing realigned corridor in the south of the existing alignment on the other side of the railway line will have to be examined separately. Alternative alignment options The foregoing clearly brings out the fact that widening NH 31 along its existing alignment is going to be a painful process. The urban settlements dotting the alignment hardly offer any easy solution to the existing problems. Patna Bakhtiyarpur - Begusarai link is important for the short haul traffic within the influence area of Patna. However, this link is not very relevant to the long haul traffic. On the contrary, it actually slows down the long haul traffic because of presence of the urban centers enroute. That opens up a possibility to think of an alternative alignment for the project road. Generally speaking, an alternative alignment should be able to avoid Bakhtiyarpur itself. In other words, the alignment should take off at a point other than Bakhtiyarpur without disturbing the overall connectivity requirements. For various reasons, including the regime width of R. Ganga, an alternative take off point across the river towards north of the existing alignment does not appear to be a good choice. Even otherwise, running an alignment due north of the river is likely to create problems of connectivity with the production centers enroute. Solving this is likely to be a very costly affair (and uncalled for). CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

41 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Sl. No Initially during the Inception and feasibility stage the consultants had examined three alternative alignments as shown in Figure 2.5 and Table 2.4:- Table 2.4: Suggested alternative alignments by the Consultants in the Earlier Criteria for Comparison Length of the project road Chainage at take off point Existing Alignment of NH kms. km on NH31 Alt-I (with bypass) -128 kms. from Harnaut along NH30A kms. from Bakhtiyarpur on NH-31 km on NH31 Alt-II (with bypass) -111 kms. from Harnaut along NH30A -122 kms. from Bakhtiyarpur on NH31 km on NH31 Alt-III (with bypass) -108 kms. from Harnaut along NH30A -119 kms. from Bakhtiyarpur on NH31 km on NH31 3. Chainage at meeting point with NH31 km on NH31 km on NH31 to further proceed to km of NH31 km of NH31 to further proceed to km of NH31 km of NH31 to further proceed to km of NH31 4. Length of project road for new construction 440 lane kms. considering bypasses around urban areas enroute 488 lane kms considering bypass around one urban area 416 lane kms. considering bypass around two urban areas 376 lane kms considering bypass to urban areas except Balliya. 5 Crossing facility over R. Ganga Additional 2 lane bridge across R. Ganga Additional 2 lane bridge across R. Ganga Additional 2 lane bridge across R. Ganga Additional 2 lane bridge across R. Ganga 6 Total number of river / canal crossings to be constructed (in addition to item 5) 1 No. across R. Budhi Gandak 1 No. across R. Budhi Gandak and 1 No. canal crossing 1 No. across R. Budhi Gandak and 2 Nos. canal crossings 1 No. across R. Budhi Gandak and 2 Nos. canal crossings 7 Total number of ROB/RUB to be constructed across railway tracks 2 Nos. 2 lane ROBs 2 Nos. 4 lane ROBs and 2 Nos. 2 lane ROBs 1 No. 4 lane ROB and 1 No. 2 lane ROB 1 No. 4 lane ROB and 1 No. 2 lane ROB CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

42 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar 8 Extent of land acquisition required with L.A. Cost ha. At a total cost of Rs crores ha. At a total cost of Rs crores ha. at a total cost of Rs crores 363 ha. at a total cost of crores. 9 Severance effect No additional severance effect No additional severance effect Additional severance effect for 25kms. of new road through agricultural land. Additional severance effect for 45 kms. of new road through agricultural land 10 R & R issues Large scale displacements of people and properties with very serious socio-political repercussions Large scale displacements of people and properties with very serious socio-political repercussions R & R issues are less critical with moderate socio-political repercussions R & R issues almost totally mitigated. 11 Relevance to on-going project of Can connect Bakhtiyarpur onnh30. Entire length of existing road could be utilised. Can connect Bakhtiyarpur on NH31 and/or, km. 204 on NH30 along NH30A. Can connect Bakhtiyarpur on NH31 and/or, km. 204 on NH30 along NH30A. Can connect Bakhtiyarpur on NH31 and/or, km. 204 on NH30 along NH30A. 12 Preliminary project cost including LA cost Rs crores -Rs crores (with 29 kms. of rigid pavement) -Rs crores (with flexible pavement only) -Rs crores (with 40 kms. of rigid pavement) -Rs crores (with flexible pavement only) -Rs crores (with 40 kms. of rigid pvement) -Rs crores (with flexible pavement only) CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

43 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar 13 Special remarks, if any Utilisation of the existing road will not only be a costly proposition, it is likely to be an impossible proposition, considering the extent of displacement that it would cause and the degree of resistance that it would meet with at all levels. This has very similar demerits as anticipated in utilisation of the existing road. Besides this is a costlier proposal. This option is better than Alternative I but it cannot solve the problems encountered at Begusarai. Solving the problems of Begusarai in an isolated manner will escalate the cost further by Rs. 40 crores. This is the most comprehensive and economical solution (even with 40 kms of rigid pavement). R & R issues are greatly resolved in this option. This Alternative is thus, recommended for approval Alternative - I In this alternative it was proposed to by pass Bakhtiarpur and Barh by following the alignment of NH 30A from Harnaut on NH 31 at Km 144 and then going eastward upto Sakshora from where it takes almost a perpendicular turn towards north to meet again NH 31 at Barh ( Km 173 ). In its present form, it is a single lane road on low embankment (not more than 2m high at any place) that has unpaved shoulders on either side (Plate 2.3 & 2.4). The road is distressed but still caters to vehicular traffic of extremely low intensity. The road can be constructed on low embankment and from all indications developing this alignment into a divided 4 lane carriageway cross section. This alignment will not add to any additional severance effect. There will be only marginal requirements of R&R if any Alternative - II Under Alternative II, instead of turning north at Village Saksohara towards Barh, as suggested under Alternative I, could move due east. There is a jeepable track in existence in this direction. It goes via villages like Pokharpar, Hariharpur, Jaunpur etc. This would finally join the fair weather road coming from Atmagar. From here the CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

44 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Plate 2.3 : NH-30A- 2 kms. in advance of Saksohara Plate 2.4 : NH-30A- taking off from Harnaut CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

45 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar alignment has to turn north towards Mokamah bypass. This will involve construction of bridges across the small rivulets. The distances via NH 31 and Alternative II between Harnaut and Mokamah again remain comparable. This alignment will effectively bypass Bakhtiyarpur Barh Mokamah segment. The additional bridge across R. Ganga at Mokamah can conveniently come on the R.H.S. of the existing bridge. The new alignment can join the Mokamah bypass at a suitable point Alternative III However, alignment as proposed in Alternative II will still run into serious problems while traversing Begusarai town. Accordingly in Alternative III it was aimed at bypassing the entire stretch of project road between Bakhtiyarpur and Begusarai. After crossing R. Ganga, the alignment must deviate further right and reach Village Mathipur. From here the alignment would have to turn north and follow the alignment of the existing road that bypasses settlements like Ramdiri, Siswa, Raichiali Akashpur as it turns south. The alignment would then take a north easterly direction bypassing villages like Hanuman Garhi, Mahan Ighur etc., to reach km. 235 on NH 31 beyond Begusarai. The distances between Harnaut and km. 235 on NH 31 via NH 30A and via Bakhtiyarpur (NH 31) remain comparable. The long haul traffic along NH 31 will have nothing to lose and the intermediate production centers like Barh and Begusarai could still stay connected with the new alignment. Traffic between Patna and Begusarai could use the present alignment of NH 30 and NH 31 via Bakhtiyarpur and Barh or, could take to this new alignment Preferred alternative as suggested in Draft Feasibility Report: Out of the three alternatives described earlier alternative III is indeed going to be a very cost effective option without any adverse social or environmental impact. Alternative III connecting Harnaut to km. 235 on NH 31 bypassing Bakhtiyarpur, Barh, Mokama and Begusarai and then following the existing alignment of NH 31 from Km 235 to Km 270 up to Khagaria was thus recommended as the preferred alignment. The approximate length of the corridor between Harnaut and Khagria, as per this scheme, works out to be 110 Kms. (subject to further refinements through detailing) Discussions / Presentations made at after submission of Draft Fesibility Report:- CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

46 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar The consultants after submission of the draft feasibility report made presentations on the submitted draft feasibility and the suggestion of consultant for the alternative III, joining Harnaut to Km 235 on NH 31 and then following the existing alignment of NH 31 from Km 235 to Km 270, was discussed in detail in various meetings and discussions held at. While the consultants suggestion to bypass Begusarai by providing a new alignment from the northern side of the bridge over River Ganga at Km to Km 235 on NH 31 along Gupta Bund was accepted by but reservations were expressed in realignment in the portion from Harnaut to Mokama Bypass considering many issues related to local parameters including that the alignment from Harnaut is actually related to improving / four laning of NH 30A where as the present project is related to NH 31. desired the consultants to examine two options for the stretch from Bakhtiarpur to Km (as accepted the proposal of consultant from Km to Km 235 through Gupta Bund to by pass Begusarai and then following the alignment NH 31 from Km 235 to 270 ) namely :- a. Option A Widening of the existing corridor of NH 31 from Bakhtiarpur at Km to Km at the starting of Barh township and providing a new 4 lane realigned corridor from Km moving south ward through agricultural fields, by passing Barh, to join NH 30A near Bernah and further traversing northward to meet NH 31 at Km beyond Barh township. b. Option B Providing a new 4 lane realigned corridor starting from Km on NH 31 (1100 meter south of Bakhtiarpur intersection) and then traversing eastward somewhat parallel to the existing NH 31 but on the southern side of the railway line and then intersecting NH 30 A near Bernah to join further to NH 31 at Km beyond Barh township. It was agreed at the discussion that for both these options, the alignment between Km and Km 270 of NH 31 would follow the route namely:- Km to Km along the existing corridor to be widened to 4 lanes 2 lane new construction between km and km as a one way corridor parallel to the existing alignment and south of it. A new 4 lane corridor along Gupta Bund between km and km of NH 31. ( Length Km approx ) 4 laning of existing corridor between Km and Km of NH 31 CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

47 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Accordingly, both the options have been examined by the consultants. Figure 2.6 shows option A and Option B in the form of an index plan. It was seen that widening along the existing alignment through Bakhtiarpur (Option A ), will necessitate demolition of a large number of buildings and religious structures besides felling of a large number of trees. This will also have serious socio-economic and socio-legal implications that are not directly reflected in the land acquisition cost at this stage. A survey was conducted from Bakhtiarpur at km to km on NH-31 and strip plans showing the likely affected structures / buildings from the edge of the carriage way have been prepared. A comparison between Option A and Option B is given below in Table 2.5. Sl. No. Table 2.5: Comparison between Option A and Option B Criteria for Comparison Option A Option 1 Start Chainage Km on NH31 Km on NH31 2 End Chainage Km on NH31 Km on NH 31 3 Bypass start chainage Km (Barh Bypass) B Km ( Corridor realignment ) 4 Bypass end chainage Km (Barh Bypass) Km ( Corridor realignment ) 5 Meeting point of realigned corridor beyond Barh (towards Mokama) 6 New 2 lane construction 7 New 4 lane construction 8 Widening (4 laning of existing corridor) Km to Km to Km i) Km to Km ii) Km to Km iii) Km to Km Km (using a portion of Barh bypass as in Option A Km to km Km to Km i) km to Km ii)km to Km Length of existing corridor 75.8 kms kms used 10 Total length of corridor kms (from kms (from Km between Bkhtiarpur and Km ) ) Khagaria 11 Bridge across River Ganga at New 2 lane New 2 CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

48 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Mokama bridge lane bridge 12 Bridge across River Budhi Gandak New 2 lane bridge New 2 lane bridge 13 No. of ROBs/ RUBs required across railway tracks 2 lane ROBs 2 Nos 4 lane ROBs 2 Nos. 2 lane ROBs 2 Nos 4 lane ROBs 2 Nos 14 No of major intersections 7 Nos 6 Nos 15 Approximate cost of project including bridges but excluding L. A cost 16 Approximate cost of project including R&R. LA, relocation and eim cost Rs Crores Rs Crores Rs Crores Rs Crores In the earlier alignment Option B is more desirable a choice, not only in terms of constructability and cost but also in terms of corridor continuity on a broader scale, considering the alignment option available for NH 30 between Fatuha and Bakhtiarpur. vide letter No. /BOT/26/2004/318 dated August, 2005 have also approved the said alignment along Option B. The consultants had completed the assigned task in all respect including submission of Final DPR along the alignment of project road earlier approved by. However, Govt. of Bihar disagreed with the realignment of project road for Bakhtiarpur Barh section and desired to have the realignment for Bakhtiarpur Mokama section. During the presentation before Hon ble Chief Minister Govt. of Bihar evaluation of three realignment options (Table 2.6) for realignment of Bakhtiarpur Mokama section of project road was presented and finally alternative II was approved. (Letter no: vide letter No. /PIU-Begusarai/Khag-Bakh/2008/54 dated 27 th OCT, 2010). Table 2.6: Evaluation of three Realignment Options Sl. No. Criteria for Comparison Alt-I Alt-II Alt-III 1 2 Length of Realignment Total Length of the project road Kms Kms Kms = Kms = Kms = Kms CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

49 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar 3 Chainage at take off point km on NH31 km on NH31 km on NH31 4 Chainage at meeting point with NH31 km of NH31 to further proceed to km of NH31 following the existing alignment km of NH31 to further proceed to km of NH31 following the existing alignment km of NH31 to further proceed to km of NH31 following the existing alignment 5 Crossing facility over R. Ganga Additional 4 lane bridge across R. Ganga Additional 4 lane bridge across R. Ganga Additional 4 lane bridge across R. Ganga 6 Total number of ROB/RUB to be constructed across railway tracks 3 Nos. 4 lane ROB 3 Nos. 4 lane ROB 3 Nos. 4 lane ROB 7 Severance effect Severance effect for 48.50kms. of new road through agricultural land and approaches to Ganga Bridge. Severance effect for 38.40kms. of new road through agricultural land and approaches to Ganga Bridge. Severance effect for 44.50kms. of new road through agricultural land and approaches to Ganga Bridge. CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

50 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar 8 R & R issues R & R issues are critical at certain locations along NH- 30A R & R issues are less critical R & R issues are less critical 9 Relevance to ongoing project of Can connect Bakhtiarpur on NH31 and realigned corridor of NH-30 towards Patna Can connect Bakhtiarpur and realigned corridor of NH-30 towards Patna Can connect Bakhtiarpur and realigned corridor of NH-30 towards Patna 10 Submergence of land during rainy season with 3-4 m of standing water ( TAL AREA ) Approx.15 kms length would require special treatment Approx.17 kms length would require special treatment Approx.8 kms would require special treatment 11 Preliminary project cost excluding LA cost Rs crores Rs crores Rs crores 2.5 Recommended Alignment After detailed deliberations Alt II has been approved by RCD, Govt. of Bihar / which included realignment of Bakhtiarpur Mokama section of project road. (Figure 2.7) 2.6 Adjacent Road Sections The DPR for Patna Bakhtiarpur section of NH-30 was got done by and consequently, the same section was considered under BOT project by. It is understood that the has received the technical and financial bids by the prequalified contractors under BOT format and is being evaluated. Contrary to this the adjacent section of NH-31 towards eastern side has been considered under the Bihar Highway Development programme under NHDP (Phase III) initiated by. The widening / upgradation for Khagaria Purnea section of NH-31 as two lane carriageway configuration is already in progress. CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

51 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

52 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

53 BURHI GHANDAK RIVER Prop Exist GANGA RIVER TO MUZAFFARPUR Dheri Bachhauta KHAGARIA GARIA TO SAIDPUR TO MANSI Rupas TO PATNA Ramnagar Diyara Malahi Diyara Champapur Ganjkadera Dedaur Bakhtiyarpur Bariarpur Usmanpur Bajidpur Rawaich Rupas Dahaur JalgobindAlampur Kalyanpur Athmalgola Athmalgola RS Chak Mirdanachak Akbarpur Eastern Railway Main Line Nayatola Sarwarpur Berhna kmhasan Dakshini Chak Meora Karjan Girdhari Chak Karnauti Mobarakpur Chanda Phulelpur Salalpur TO PATNA Barra Dhowa Nadi Harnahiya Chakamin Pratapraytola Suhanraytola Ghoswari Tak Satbhaiya NH - 31 EASTERN RAILWAY Bakhtiyarpur Rajgir Branch Kharuara Lakshmanpur Sirsi Tira Ukhra Sherpur Jamalpur Barhia Ghandh Saistapur Mohammadpur Dhibar Agwanpur Laruapur Birjumilki Chero Sewani ghokulpur Misi Seodah Nehusa Bhuyapur Dwarika Bigha Ekdanga Nanda Bigha Bamo Chak Sikandra Barah Kalyan Bigha Musahan Manikpur Musaharitola Daili Malchak Masathu Mahathwar Maheshpur Alambigha Zafarchak Baban Bigha Mirdaha chak Dharampurbigha Murtazapur Sabanhua Jorarpur Lenghuara Shahpur Sabanhaudih Maheshpur Birampur Mobarakpur Chauriya km144 Harnaut RS KoshalpurAlinagat Harnaut Niyamatpur Gonawan Nazibnagar Bhikhuchak Saksohra Chainpur Dharampur Gopalchak Kinchni Bahadurpur Rupaspur Chatiana Husain chak Belchi 51 Sartha Lohra Roari Ahrema Manpur Mohabachak Phalhanma Sabazpur Rampur Girdar Chak Murhari Alipur Dihra Tanrapar Ramsangh Gangta Basniwan Dakshinpur Ghera Jodhanbigha Bakra Araut Tiskurwa Tajnipur Makampur Panchaura Mahima chak Hariharpur Kharthua Mohammadpur Nauranga Khaira Sadikpur Dullapur Bishunpur Gobindpur Kamal Bigha Wena RS Mubarakpur Mai Gopalpur Bangariya Mora Sandalpur Korari Bazidpur Lohramchak Lalubigha Deo Bigha Murgia Chak Mirachak Umarchak Bhatatola Chilkipur Kushahar Nirpur Chatarpur Dosut Kathauli Ishwarchak Rampur Supasang Chauriya Dhamauli K athrahi Uphraul Mirachak Mustafapur Alipur Sihuli NH - 30 A GANGA RIVER Thamhawan Bazidpur Harauli Nayabigha Mankaura Bariarpur km BARH NH - 30 A PURANI BARH GULAB BAG Sikandarpur Barh RS Sadiqpur Ranabhiga Nimchak Nadwan Dumriya Shahri Soyma Dayal chak Belaur Bariyarpur Mokimpur Madatpur Mira Chak Daragahitola Lemudabad Punarakh R S Chintaman chak Rasulla Sheikhpura Hafizpur Bhagwatipur Karmaur Manghlabigha Manikpur Bampur Saidapur Punarakh Sarhan Gopkita Mekra Shahabad Kanhaipur Bharao Chaturbhujpur Akbarpir Rampur Mohini N Narayanpur Kurmichak Hariharpur Bhadaur Chakjagmal Lalpura Puran bigha P.O Dahanwa Dhobichak ajgara P.O Dhanawan Chanda Janpur Daulatpur Shahzadpur Bari N Chainpur Pahladpur Tortar Malpur GANGA RIVER Mohani N Gangaprasad Sultanpur EASTERN RAILWAY Maroka Gurhitola Chak Samaya Karara NH - 31 Mor Main Line km Barahpur Liable to flood Seonar Madhuriapur Diyara Chatarpura Indranagar Ramnagar Ghoswari Dhanak Dobh Tajpur Diyara Palgamberpur Teghra MOKAMA Gosaingaon Mokama Diyara Bholipakhar Balalpura Madhurpur Musahari Mokama Mokama Bypass Kashba GANGA RIVER Chintaman Chak Lakhanchand Gaura Bariyarpur Madhurapur km Baraunj Singhpur Majam Chak Sokhara Mirzapur Rupnagar Maranchi NH-28 Rajendra Bridge Hathidah Khurd Hathidah Buzurg Hathidah RS Amarpur Simariya Prop Ulao Baryahi (Exist ) EASTERN RAILWAY Main Line Hajipur Asurari Bihat Malhipur GANGA RIVER NH-80 Malhipur km (Exist ) NH - 31 Ramdjri Tilrath Ghatwartola Ramdiritola km km km Adarshgram Gobindpur NH - 31 Raichiahi Akashpur Chakbli Bindpur Bagwarn Fatehpur Harakh Ekhtiyarpur Chandwara Kangkal North Eastern Railway Main Line BEGUSARAI Rajapur Godhantola Paspura Bhawnadpur Mahaji Miyan chok Makaspur Labhar Chok GANGA RIVER Mubarakpur Sikandarpur Sankh Bharra Suja Mohan lghu Hanuman Garhi Badalpura Majhlapur Dhabauli Labhtoliya Vrindavan Rampur Khurampur Manikpur Ramjanpur Lavkatol Chiriyadih Kusmaut Bodidih Majhanpur NH - 31 Hanspur Lodipur Safapur Bagdobh Kamathan Minapur Kasimpur Danauli Iniyar Rahatpur Pokharia Barlyarpupr Kharagpur Mathar Sadanandpur Kurmitola Baliya Tulsitola Kurmitola Kurmitola Kurmitola Husaina Mirzapur Kurmitola Tajpur Manserpur Kurmitola Kurmitola Partabpur Mahoba Katahri Matunre Kurmitola Dumaria Sadpur NORTH EASTERN RAILWAY MAIN LINE Muse Chak NH - 31 Bakhadda Panchbir Parora Chauki Gobindpur Kasimpur BURHI Ahokghat Umeshnagar RS Hiratol Rahua Ramchanda Ambadih GANGA RIVER Siraiya Raghunathpur Shrinagar Kharhat Sahebpur Kamal Munger ghat RS Chaindiri Gyantol NH - 31 GANDAK RIVER GANGA RIVER Nayatol km Barkhanditol Prop TO MUNGER Amarpur EXISTING GANGA BRIDGE START CH Barahpur Seonar Chatarpura Indranagar MOKAMA Ramnagar Ghoswari Dhanak Dobh Mokama Diyara Mokama Mokama Bypass Gosaingaon Bholipakhar Chintaman Chak Lakhanchand Majam Chak Simariya Rupnagar Rajendra Bridge Hathidah Khurd Hathidah Buzurg Hathidah RS Maranchi Baryahi Bihat Ramdjri Rajapur Malhipur Raichiahi Akashpur Godhantola Ghatwartola Malhipur Chakbli Paspura Ramdiritola Bhawnadpur Mahaji PACKAGE -1 : KM TO KM (44.60 kms) Prop EXISTING GANGA BRIDGE START CH PACKAGE -2 : New 4-lane Ganga Bridge Including approaches and rob's (2Nos) (KM TO KM ) kms PACKAGE -3 : KM TO KM (60.232kms) TOTAL = kms National Highways Authority of India Key Plan FIGURE : 2.7 SCALE N.T.S Package-2: km to km Four/Six laning of Aunta - Simaria (Ganga Bridge with approach roads ) section of NH-31 from KM to (Design Chainage) and (Existing chainage Km to Km of NH-31) [Total Design Lenght km] in the State of Bihar on Hybird Annuity mode. CRAPHTS In Joint Venture with ema unihorn EMA UNIHORN (India) Pvt. Ltd IRIS Tech Park, Unit No.404, 4th floor, Sector-48 Sohna Road Gurgaon Haryana, India Drawing Number Drg No : CRTS / / NN/DL3/2 / KP /002

54 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar 2.7 Alignment and Geometrics of existing corridor The road is straight over most parts but there are number of substandard horizontal curves as well the details of which are given in subsequent sections of this report. This happens at the approaches to major bridges (the road and the rivers run parallel to each other for most parts) and at important intersections. Vertical curves are not so pronounced except at approaches to bridges and ROBs. 2.8 Existing Pavement Condition. The road itself is in a bad condition. Besides extensive pot holes, there are signs of subgrade failures at several locations. The level of maintenance is poor. All these result in very poor riding quality. The road condition being what it is, the Level of Service offered by the existing alignment is quite low. It is particularly bad between Zero Mile (intersection of NH28 and NH31) and the eastern end of Begusarai. This reach offers a journey speed of around 13 kph 15 kph at different hours. The segment through Balliya is also very bad and traffic jams are of common occurrence here particularly because of the difficulty encountered by the traffic in negotiating the highly damaged pavement structure. However the conditions at Balliya are confined over a relatively short stretch (nearly 2Kms). Road conditions are very poor between Barh and Bakhtiarpur as well. Both these sectors experience heavy incidence of mixed local traffic that further brings down the level of service. The road side use gives a picture of urban rural continuum. Through the open reaches, journey speed tends to increase although not necessarily without escalating the vehicle operating cost. Religious structures of various descriptions proliferate on the road sides. These are more frequent within and around the urban limits. This feature is disturbing from the point of view of future widening of the existing alignment. 2.9 Land use around the project road The entire project road, save for only a few sections, passes through a mosaic that exhibits urban rural continuum. Urban activities are intense at Bakhtiyarpur, Berhna (Barh), Begusarai, Balliya and Khagaria. Amongst these, only the urban area of Khagaria is set off from the project road. No significant urban activity is noticeable along Mokama bypass. Landuse over each identified segment is described in the following: CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

55 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Bakhtiyarpur Barh Bakhtiyarpur itself has intense residential cum commercial activities. In fact this is a continuation of activities that abound NH 30 due west of the start point of the project road. The same landuse continues through nearly 6 kms. after which it starts thinning out. Over its entire stretch upto Barh, NH 31 is aligned parallel and adjacent to R. Ganga on its north. The land expanse is thus limited towards the northern side (Plate 2.5). Towards south the railway track moves parallel to the road. Urban activities are most intense within the strip between the railway track and the road. One special feature (and this is common over the entire length of the project road) observed here is that religious structures (pucca and most of these of recent origin) punctuate the road side at very frequent intervals and, almost without exception, these extend through the earthen shoulder upto the edge of the carriageway (Plates 2.6). Besides transportation, the road and the road sides are extensively used for social and miscellaneous household activities. Truck parking on the road side could be observed at frequent intervals along the entire length of the project road. As the urban activity thins out, the landscape becomes dotted with single row of pucca / semi pucca / katcha structures, often as isolated entities. There is dense vegetation including well grown trees on either side of the road. Though the river flows close by, the road runs on very shallow embankment (not more than 1.00m high in most places) and there is no known history of the road having been over-topped by flood waters in the past except at one location near Barh ( Twice in the past ). Built up environ along the road intensifies again as one approaches Berhna (Barh) (from km ). Barh is a seat of important commercial and industrial activities. There are CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

56 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Plate 2.5: The Ganga as seen from km. 157 on NH-31 Plate 2.6: View showing temple extending almost upto carriageway on NH-31 near Bakhtiyarpur CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

57 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar many government establishments, including the District Court (Kutchhery), at this place. Barh is a vibrant (albeit, chaotic) township that has NH 31 as the single most important urban road. NH 31 remains reduced to the status of an urban street over a length of nearly 6 kms. through the township of Barh and its approaches Barh Take off point of Mokama bypass As one leaves Barh, one passes through a string of villages settled on either side of NH 31. At places the road seems to have adequate open area on either side but, at the villages structures define the road land as 20 m over these open segments as well and are seen adjacent to the road land that continues to be m wide. Religious structures dot the road side along with Chaupals (meeting place for villagers) that come dangerously close to the carriageway itself. These are often well built pucca structures (Plate 2.7). In the modified alignment bypass has been proposed from the starting point of section Bakhtiyarpur to Mokama bypass (Km ) passing through Berhna (Barh). NH 31 is aligned parallel and adjacent to R. Ganga on its north. In some of the places the road seems to have adequate open area on either side but, at the villages structures define the road land as 20 m over these open segments as well and are seen adjacent to the road land that continues to be m wide. Religious structures dot the road side along with Chaupals (meeting place for villagers) that come dangerously close to the carriageway itself Mokama bypass including Mokama Bridge Mokama bypass, after crossing the railway tracks, moves as a two lane stand alone facility (Plate 2.8). Fortunately for this bypass, no significant ribbon development is observed along its length. Beyond km. 200 the road starts rising on embankment. The topography of adjacent areas on either side is such that vast spread of rain water accumulates on either side (Plate 2.9). The strip of land caught between the railway tracks and the bypass has no drainage facility and one could see stagnant water all along the toe of the bypass. Before reaching the Mokama Bridge the bypass once again crosses the Eastern Railway Main Line as an ROB. The Mokama Bridge itself is a majestic two tier structure (Plate 2.10) that carries the railway at the lower tier and the roadway at the upper deck (hence the height of embankment at the approaches). The bridge starts at a railway station called Hathida Junction. The bridge itself is M long from face to face of the abutments. The approach to the road bridge on CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

58 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Plate 2.7 : View of road side structures through open areas (the Chaupal could be seen at the far end) Plate 2.8 : View of Mokamah bypass CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

59 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Plate 2.9 : View of stagnant water along the Mokamah bypass Plate 2.10 : A view of the rail cum road bridge across R. Ganga at Mokamah CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

60 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar the southern side sees lot of vehicular activity in the form of road side parking as this area also serves as a transit point between rail and road facilities. There are some villages at the lower level on either side in this area. The road bridge has segregated pedestrian path on either side (and this is widely used despite the length of the bridge being 1.90 kms.). Plate 2.11 gives a view of the rail cum road bridge at Mokama. Parallel to the bridge, and nearly 430m downstream, transmission lines cross the river supported on pylons constructed on the river bed. After crossing the bridge the railway tracks shift towards the western side of the road. The tracks run on embankment (average height of 3m) very close to the road (and parallel) upto km. 213 (Plate 2.12). Around Km 218 (220 Km), the railway tracks again run parallel and adjacent to the road, this time along the northern side. This relative position is maintained upto Khagaria Mokama Bridge Begusarai In the earlier alignment From Mokama Bridge the project road moves due north and turns sharply towards east at Zero Mile The intersection between NH 31 and NH 28 (km. 217 of NH 31) Plate 2.13 shows the sign board put up at Zero Mile. While the railway track traverses close to NH 31 towards north after Zero Mile, the southern side (as also the northern side in a limited manner) is full of important installations like refineries, thermal power plants and large pockets of residential / commercial uses. These uses disrupt the continuous progression of a constant road land over this length. The available road land between building lines is around 35m in most cases. The approach to Begusarai is one of the most chaotic segments along NH 31. The road side is full of mixed landuses. There is a short stretch of nearly 300m of NH 31 that had been widened to undivided four lane cross section without any service road. The road land keeps varying without adequate definition. Again NH 31, over its run from km. 227 to km. 232, is nothing but a local urban street with intense urban activities / traffic that is extremely haphazard for most parts (Plate 2.14). The intersection (Subhash Chowk) besides being poorly planned has intensive commercial activities at all quadrants. Quickly the road moves very close to the railway track with the result that Begusarai Railway Station comes too close to NH 31 at this location. The road sides are cluttered with all kinds of parked vehicles ready to transport men and materials. CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

61 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Plate 2.11 : View of rail-cum-road bridge at Mokamah from Hathidah junction Plate 2.12 : Beyond Mokamah towards Barauni. The rail tracks are on embankment on the left CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

62 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Plate 2.13 : Meeting point of NH28 and NH-31 (zero-mile) Plate 2.14 : Road side parking along NH31 near Begusarai very common site along the entire length of NH31 CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

63 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Begusarai Balliya NH 31, as it leaves Begusarai, seems to grow as it were, in stature in as much as 60m ROW appears to be available over most segments. The boundary walls are well defined at an average distance of 30m from the center line of the existing carriageway. There are small pockets of road side parking (trucks) at places. The road traverses more or less through organized spaces till it reaches Balliya where it is again reduced to the status of an urban street. Commercial uses, both formal and informal abound the road through Balliya. The stretch through Balliya Bazaar, Km 247 remains under perpetual seize (Plate 2.15) partly because of the chaotic traffic and partly because of roads damaged to the extent of being practically unworthy of carrying any kind of traffic. The 60m road land is not really defined through Balliya town. NH 31 leaves Balliya at km Balliya Khagaria This stretch of over 20 kms. along NH 31 offers clear open space for the road (albeit with encroachments at some places). Truck parking is observed on the road side at a few places. Over the entire stretch of NH 31, trucks seem to halt at every eating joint. It is not related to presence of filling stations or that of auto repair shops. The abutting landuse is predominantly rural except for the presence of a few villages alongside. The major feature over this segment is the presence of the bridge over R. Budhi Gandak (Plate 2.16).The road runs on embankment over quite a length. The bridge is aligned in the north-south direction. One could see stagnant water alongside the embankment. It seems sometime in the long past water had over topped the road on embankment. An additional bund of 1.2m 1.5mhigh was thus provided on the right shoulder of the road to stop the flood water spill on to the right side (and inundate the habitation) (Plate 2.17). However, this never repeated over the last so many years and, as is usual under such situations, the materials used in constructing the bund are being systematically taken away by the local people for personal use. The bridge across Budhi Gandak ultimately leads to the approach roads to Khagaria town (there are two approach roads from NH 31). The town comes on the left of NH 31. Driving down for about a kilometer along NH 31 (on embankment) one reaches the end point of the project corridor at km Plate 2.18 shows the kilometer stone at Khagaria. The space between the road and the railway track to its north is full of ponded water. The right hand side does not exhibit this tendency. CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

64 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Plate 2.15 : Traffic jam near Balliya Bazar 2.10 Water sources Plate 2.16 : A view of the bridge over R. Budhi Gandak CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

65 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Plate 2.17 : Bund constructed along NH31 to avoid river water from crossing from east to west (between Balliya and Khagaria) Plate 2.18 : Km. 270 on NH31 at Khagaria town CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

66 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar 2.10 Water sources The project road from Bakhtiarpur to Mokama runs along the river Ganga on its southern bank and at places comes very close to the river. From Mokama to Khagaria the road runs along the northern bank of the river though the distance from the river increases to some extent. At Khagaria the road crosses river Burhi Gandak. Thus the area in which the project road traverses has a rich abundance of water resources. There are a number of Hand pumps, Tube wells and Wells on the road sides which are sources of ground water Inventory of road, bridges and culverts Road Inventory Details NH - 31 all through the project scope runs over plain terrain. Landuse at is different at different stretches of the road in both sides namely rural, agricultural, semi urban, and urban commercial. The width of the carriageway is nearly 2-lane in most of the length except a small portion of the stretch near Begusarai where it has a 4-lane carriageway. The carriageway width varies between 6-7 m in most of the stretches. There is no road side drain along the road. The road has been provided with earthen shoulder of varying widths. Detailed Road inventory is placed at end (Survey data and test results) of this report. A brief summary of road inventory details as obtained through road inventory survey is describes in the following manner: Terrain - Plain Carriageway width to 7.50 m (generally 6.0 to 6.50m) Paved shoulder - nil Earthen shoulder m to 9.4 m Road side drain - nil Horizontal curve The details of horizontal curve as recorded during the road inventory survey are given in Table 2.8. CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

67 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Table 2.8 Details of horizontal curves along project road (existing alignment) Sl. Location of horizontal curve Radius of Curve No. (Chainage in Km) (in meter) 1. Km m 2. Km m 3. Km m 4. Km m 5. Km m 6. Km m 7. Km m 8. Km m 9. Km m 10. Km m 11. Km m 12. Km m 13. Km m 14. Km m Perusal of above details revealed that the most of these horizontal curves are deficient considering design speed of 100 kph Inventory Details for Bridges and CD Structures The Mokama Bridge (at Km ) itself is a majestic two tier structure that carries the railway at the lower tier and the roadway at the upper deck (hence the height of embankment at the approaches). The bridge starts at a railway station called Hathida Junction. The bridge itself is nearly M long from face to face of the abutments and its total outer width is M. It was constructed in the year 1959 and consists of Steel Trusses. There is another Bridge over river Budhi Gandak (at Km ) which is 144m long. In addition, there are ROBs over Patna - Kolkata Railway Line at Km and Km Detailed Inventory of Bridges is available at end (Survey data and test results) of this report. At Mokama (Km ), NH 80 crosses NH 31 through an underpass. Table gives the details of bridges and CD Structures existing along the project road. CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

68 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar S. No. 1 2 Name of Bridge Ganga Bridge Burhi Gnadak Bridge No. Table 2.9: Details of bridges along the Existing Road Chainage (km) Width 209/ m 269/ m Span arrangement & Total length 2x x x and m 45.0x6 and m Type of structure Foundation Sub structure Super structure Well Not Clear Steel Truss R.C.C. Pre Stress Concrete Table 2.10: List of pipe culverts on the existing road S.No. Chainage Culvert No. No. of Rows Dia of Pipe / / / mm / mm / mm Table 2.11: List of Slab/Box culverts on the existing road S.No. Chainage Culvert No. Size (B x H) m Width Type /1 1x Slab /1 1x1 9.8 Slab /2 1x Slab /3 1x Slab /1 1x Slab /1 1x Slab /2 1x Box /1 1x Box /1 1x Slab /1 1x Box /1 1x Box /1 1x Slab /1 1x Slab /1 1x Slab /1 1x Slab /2 1x Box /3 1x Box /1 1x Box /1 1x Box /1 1x Box /1 1x Box CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

69 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar /1 1x Box /1 1x Slab /1 1x Slab /1 1x Slab /1 1x Slab /1 1x Slab /1 1x Slab 2.12 Topographic Details The topographic survey has been completed by the consultants for Bakhtiyarpur Begusarai section (Km to Km ) of NH-31 during the month March 2011, and the remaining section of Begusarai Khagaria (Km to Km ) of NH- 31 during already been completed in the months of February March The data has been captured in (x,y,z) format for compatibility in latest design softwares and development of Digital Terrain / Model. The GTS Benchmark located within project influence area has been transferred to the Benchmark pillars fixed along the above mentioned stretch of NH-31. All the existing features within survey corridor of 60m (30m on either side from center line of existing carriageway) have been captured and levels taken at every 25m for longitudinal section and at every 50m for cross-section. The plan generated on the basis of topographic survey precision installments (Total Station, Auto level etc); have been placed in Volume - II (Drawings) of this report. The topographic survey for Bakhtiarpur Mokama realignment was carried out during 2011 after approval of alignment by RCD, Govt. of Bihar and for balance stretch the survey and leveling carried out during 2004 has been made use of Major junctions and Intersections Fortunately, there are not too many major intersections along the existing alignment. The intersection formed with NH-30 & 31 at Bakhtiyarpur itself is a major intersection. The next important intersection occurs at Barh at Km The NH 31-NH 30A intersection at Barh is rather inconspicuous (3-arm). There is a Y intersection at the southern end of Mokama Bridge at Km preceded by an intersection at Km where Mokama Bypass takes off from the earlier alignment of NH 31. NH 80 coming from south direction crosses NH 31 at Mokama (Km ) through an underpass. The next important intersection comes at Zero Mile formed by NH 28 and NH 31 (again a 3-arm intersection) at Km Proceeding further, there is an intersection CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

70 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar S.No (Subhash Chowk) at Begusarai. Balliya Bazaar has an intersection that is very local in nature. Moving further, there are two minor intersections (3-arm) formed on NH 31 by local roads leading to Khagaria town at Km Similar intersections are seen at Barh and Begusarai as well but then, at the latter mentioned towns, NH 31 forms the central travel spine while, at Khagaria, the town is slightly set off from the project corridor. The detailed list of road crossings and road intersections are given in road inventory details placed in the below Table Table 2.12: Details of Major Intersections of the Existing road Location S.No Junction (Existing Type of Junction Chainage) 1. NH T 2. NH-30A T 3. NH T In the modified alignment there are 3 major intersections. The intersection formed with NH-30A & 31 at Km This is a 4 arm intersection. The next important intersection formed by SH Barh Sermera Road (4-arm) occurs at Km , and next intersection is formed by NH-28 (4-arm) at Km are presented in the Table 2.13: Table 2.13: Details of Major Intersections of project Road Existing Chainage Design Chainage (Km) Category of Road Type of Junction NH 30A Four arms SH Barh Four arms Sermera road NH 28 Four arms Remarks 2.14 Railway Crossings There are two ROBs, both on Mokama Bypass at Km and Km Both these ROBs exist over Patna - Kolkata (Eastern Railway) railway line. As one travels along NH - 31 from Mokama to Begusarai, there is a level crossing for Hathidahaghat Branch at Km In the modified alignment a new 4- lane ROB has been proposed to be constructed at south of Bakhtiarpur near Km of NH-31(Bakhtiarpur-Rajgir Railway Line), and other 2 ROB s of new 4-lane are proposed to be constructed at Hathidah near Km , Km (Howrah-Baruani Railway Line and Patna-Howrah Railway Line). These are presented in the Table CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

71 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar It has been discussed with the that the ROBs at two level crossing formed with the railway line serving the Barauni Thermal Power Station and Hindustan Fertilizer need not be provided as the rail traffic units (RTUs) at the locations do not warrant provision of such facilities. Table 2.14: Details of ROB s on the projected Stretch S.No. Location ROB/RUB Design Chainage (KM) Name of Crossing Existing Structure Proposed Structural Configura Proposed Structure Type Proposed Span Arrangem ent Total Width of the Structure 1 Bakhtiarpu r ROB Bakhtiarpur- Rajgir Railway Line 2 Hathidah ROB Howrah- Baruani Railway Line 3 Hathidah ROB cum Flyover Patna- Howrah Railway Line New 4 Lane Bridge New 4 Lane Bridge New 4 Lane Bridge RCC Bridge RCC Bridge RCC Bridge 2x25+1x30 3x25 6x30 As per Manual As per Manual As per Manual 2.15 Public Buildings Number of public buildings in the form of community hall, post offices, Gram Panchayat, hospitals and health centers are observed to be located on either side of project road. In fact such buildings are mostly located in the urban / semi-urban sections of project road Table 2.15 give details of such buildings. It may be noted in this context majority of such buildings will get affected during 4-laning along existing alignment as would be seen given in above mentioned tables. Table 2.15 Details of Community Hall & Cinema Hall along the Project Road COMMUNITY HALL CINEMA HALL SL.No CHAINAGE DISTANCE CHAINAGE DISTANCE L/R L/R (KM) ( m ) (KM) ( m ) L L L R R L R Road Side L L Road Side 227 L R Road Side 229 R R Road Side R Road Side L Road Side R Road Side CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

72 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar R 1 km R Road Side L Road Side R Road Side L Road Side L Road Side SL.No Table Contd.. Details of Post Offices & Telephone Exchange along the Project Road CHAINAGE (KM) POST OFFICE L/R DISTANCE ( m ) CHAINAGE (KM) TELEPHONE EXCHANGE L/R DISTANCE ( m ) R Road Side L L Road Side L R Road Side R L Road Side L L 1 km L R L Road Side R 1 km R Road Side R Road Side R Road Side Table Contd.. Details of Gram Panchayat along the Project Road GRAM PANCHAYAT SL.No CHAINAGE (KM) L/R DISTANCE ( m ) R Road Side L Road Side L Road Side L R Road Side L R R Road Side L Road Side L Road Side L Road Side CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

73 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Table 2.15 Contd.. Details of Hospital / Health Centres Existing within Proposed ROW of Project Road SL.No HOSPITAL/HEALTH CENTRE DISTANCE ( m ) Names CHAINAGE (KM) L/R L 10.5 Private Clinic R 8 Christan Hospital L 4 Swasth Upkendra (Govt.) R 3 Private Clinic L 6 Private Clinic L 6 Private Clinic R 4 Veterinary (Govt.) L 9 Sadar Hospital (Govt.) L 20 Veterinary (Govt.) R 6 Prathmic Swasth Kendra (Govt.) R 13 Mekra Helth Center (Govt.) R 8 Kanahaipur Health Center(Govt.) L 8 Veterinary (Govt.) L 1 km Sadar Hospital (Govt.) L 7 Golden Homeoclinic L 13 Private Clinic R 20 S.S. Hospital (Private) L 20 Rai Nursing Home (Private) L 20 Private Clinic L 20 Agreson Govt. Hospital L 20 Dental Clinic (Private) R 10 Private Clinic L 10 Meera Nursing Home (Private) R 10 Private Clinic R 7 Private Clinic R 20 Private Clinic R 13 Private Clinic R 25 Private Clinic L 20 Private Clinic 2.16 Utility Crossings Overhead electric lines and Telephone lines are crossing the project road at various locations on the Existing road. Table 2.16 gives details of such crossings. CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

74 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Table 2.16 Details of Utilities Crossing the Existing Road SL. No. Chainage (KM) Details (LT, HT, TP) LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

75 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT & TP LT LT LT LT LT CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

76 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT 109 ( A ) LT LT TP HT LT LT LT LT TP 118 ( B ) TP TP LT LT LT 123 ( C ) LT LT LT TP LT LT LT LT LT LT LT CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

77 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT LT TP LT LT LT HT LT LT LT LT LT TP LT LT LT LT LT LT CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

78 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar LT LT LT LT LT LT 2.17 Obstructions As mentioned elsewhere in this report number of religious structures and public buildings will get affected during 4- lane along existing alignment of NH-31. More than 100 religious structures is likely to get affected apart from number of school, colleges, hand pumps, wells etc Trees The road inventory details indicate the density of the trees of girth > 0.30m existing at a distance of < 6.00 m, 6-13 m, and m from the center line of the road. However, detailed marking of trees have been completed for Begusarai Khagaria section of NH- 31. A maximum of 5185 trees is located on left side of NH-31 between Km 235 Km 270 and 6212 trees exist on right side of the above mentioned stretch of existing road in strip of 60m (30m from center line of existing carriageway) The marking of trees for balance section of project road has also be completed by the Consultants and estimates for the same obtained. CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

79 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar APPROACH AND METHODOLOGY General The Consultant s approach to the project has been in accordance with the Terms of reference given in the Contract Document, understanding of the project objectives and continuous discussions with the Client during the progress of the project study. The Consultants have already submitted the DPR for this work for the project alignment earlier approved by.however, in view of the change in the alignment after submission of DPR the Consultants have undertaken the task of carrying out the feasibility study for the revised alignment 3.2 Objectives The main objective of the consultancy service is to prepare detailed project reports for rehabilitation and upgrading of the existing single / 2-lane National Highway (NH) section to 4-lane divided carriageway configuration. The traffic levels on the project sections call for rehabilitation / upgradation of existing road to 2-lane with paved shoulders to 4- lane carriageway configuration The viability of the project designed as a partially access controlled facility shall be established taking into account the requirements with regard to rehabilitation, upgrading and improvement based on highway design, pavement design, provision of service roads wherever necessary, type of intersections, underpass / flyovers / ROB s rehabilitation and widening of existing and / or construction of new bridges and structures, road safety features, quantities of various items of works and cost estimates vis-à-vis- the investment and financial return through toll and other revenues The Feasibility Report would inter-alia include detailed highway design, design of pavement and overlay with options for flexible or rigid pavements, design of bridges and cross drainage structures and grade separated structures, design of service roads, quantities of various items, detailed working drawings, detailed cost estimates economic and financial viability analysis, environmental and social feasibility, social and environmental action plans as appropriate and documents required for tendering the project on commercial basis for international / local competitive bidding. CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

80 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar The preparation of Detailed Project Report should incorporate the aspects of value engineering, quality audit and safety audit requirement in design and implementation. 3.3 Scope of Consultancy Services The consultancy services scope covers all aspects of project preparation activities of the proposed improvement starting from initial surveys to preparation of Feasibility Report, Cost Estimates and BOT Bid Document. The services provided and documents prepared are of international standard and will result in the most economical and technically sound proposal for converting the existing two-lane carriageway to four-lane dual carriageway width. Broadly, the scope would cover the following: As far as possible, the widening work shall be within the existing right of way avoiding land acquisition, except for locations having inadequate width and where provisions of short bypasses, service roads, alignment corrections, improvement of intersections including provision of grade separators etc. are considered necessary and practicable and cost effective. However, bypasses proposals should also be considered, wherever in urban areas, widening to 4 lane of the existing road is not possible. In such a case land acquisition details shall be furnished as per revenue records / maps for further proceeding The project is envisaged to be implemented on Public-Private Partnership (PPP) and as such viability on Build-Operate and Transfer (BOT) basis should be kept in mind. In case the project has low viability the project would be take up on Annuity / EPC basis. Accordingly, it is required to prepare and deliver the bid documents for both the possibilities / options It is proposed to collect fees from the users on the improved facilities and therefore, this important aspect has to be kept in mind wile carrying out the study The possible locations and design of toll plaza shall also be studied Wayside amenities required on tolled highway shall also be planned. The local and slow traffic may need segregation from the main traffic and provision of service roads and fencing may be considered, wherever necessary to improve efficiency and safety. CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

81 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar The Consultant will also make suitable proposals for further widening of the road of 6-lane etc. and strengthening of the carriageways, as required at the appropriate time to maintain the level of service over the design period. In case the requirement of a 6-Lane facility is justified in whole or part length of the consultancy assignment, the design consultant shall carry out the required services meeting the 6-lane requirements The studies for financing options like BOT, Annuity, SPV will be undertaken in Feasibility Study stage All ready to implement good for construction drawings shall be prepared Environmental Impact Assessment, Environmental Management Plan and Rehabilitation and Resettlement Studies shall be carried out meeting the requirements of the lending agencies like ADB / World Bank / JBIC etc Wherever required, liasioning with concerned authorities will be made for arranging all clearances. Approval of all drawings including GAD and detail engineering drawings will be got done from the Railways. However, if Railways require proof checking of the drawings prepared by the consultants, the same will be got done by Preparation of Feasibility Report should incorporate value engineering, quality audit and safety audit requirement in design and implementation and the consultant will submit quality audit plan before starting preparation of Feasibility Report Obtaining all types of necessary clearances required for implementation of the project on the ground from the concerned agencies. The client shall provide the necessary supporting letters and any official fees as per the demand note issued by such concerned agencies from whom the clearances are being sought to enable implementation It is possible that the project under consideration may not justify immediate 4-laning. In such cases, it is required to plan project for 4-laning but the implementation could proceed on stage construction basis considering 2-lane with paved shoulders in the CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

82 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar initial stage. Accordingly, the consultants are required to furnish drawings and detail documents including cost estimates as per reporting requirement separately based on stage construction approach for 2-lane with paved shoulders as well as for eventual 4-lane facility. 3.4 Approach and Methodology. The methodology adopted in carrying out the feasibility study involves collection of secondary data, conducting field surveys and using the results of the data so obtained in working out the proposals and designs. Prevailing national and international highway design standards and practices have been incorporated in the respective areas of coverage. The chapter presented in this main report covers the respective subject methodology results, analysis, assessment and development of options and recommendations. The detailed methodology of each task listed in the Terms of reference for this project have already been provided in the Inception Report, submitted to. The approach and methodology of important activities are described briefly as follows: 3.5 Secondary Data and Earlier Reports Study And Review The relevant reports and secondary data, development plans concerning the project and its influence area have been collected directly or wherever necessary with the help of the Client from concerned State/ Central Government Departments, public bodies, police, Non-Governmental Organizations etc. Information so collected has been reviewed to assess future growth in agricultural and industrial production, development programs in various sections, existing economic situation and its perspective, demographic pattern, transportation plan of the area especially with respect to road transport and need for safety of traffic. The following data has been collected: i) Topo Sheets for the total stretch - Survey of India. ii) The soil, geo-technical data of the existing road, bridges and cross-drainage structures/areas. iii) Hydraulic data i.e. catchment characteristics, flood discharges & silt factor of the existing bridge, culverts etc. iv) The GTS (Geodetic Trigonometrical Survey) benchmark locations and the corresponding levels. v) High flood level data of the whole stretch. vi) Existing drawings and details of the major/minor bridges. CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

83 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar vii) Approximate dates of construction of existing bridges & culverts. viii) Location, length & height of existing retaining & wing wall. ix) PWD identified quarry for Sand, Stone Chips and other building materials. x) Latest Schedule of Rates of the States xi) Typical cross-section of existing pavement. xii) Information on the Right of Way (ROW). xiii) Meteorological Data Yearly Rainfall, Temperature during various seasons. xiv) Underground / Overhead Utilities which may need shifting or affect widening / geometric improvement. xv) Road accident data along the stretch from the local police stations. xvi) Historical traffic counts data. xvii) Classified Vehicle Registration figures of the states (as per zone of influence) and India. xviii) Statistical / Economic data of the states (as per zone of influence) and India for the last 8 to 10 years. Net State Domestic Product (NSDP)/ Gross Domestic Product (GDP), Per Capita Income (PCI) Prices and Population Figures etc. xix) Any Vision Statement / Report on the strategy of future development of Bihar xx) Plans for development / improvement of roads within the Project Influence Area. xxi) Any other engineering data available for the proposed structures on the existing road. xxii) Annual expenditures on routine and periodic maintenance on project stretch. xxiii) Revenue map along the project road for preparation of LA Plan. xxiv) Location, Name, Address & Telephone Number of Concerned Executive Engineer of PWD/NH Division responsible for the said Stretch. xxv) Latest (amended) Land Acquisition Act of Bihar. xxvi) Names & J.L. No. of Mouzas falling within the Project Area - with District / Block names, population, Households, M/F break up Mouza / Block wise. Most of these data would be available from District Census Handbooks of Bihar provided the Police Station & Community Development (CD) Blocks are available. xxvii) Information on Improvement / widening etc of NH/SH in this area if any, in near future to be ascertained. xxviii) Latest IRC,, MOSRT&H circulars on 4/6 laning standards. 3.6 Traffic survey and analysis Traffic Study. CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

84 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Traffic study is carried out to get information for the following part of the Feasibility Study: i) Capacity assessment and recommendation for 4/6-laning based on demand forecasting for the next 15 years. ii) iii) iv) Pattern of commodity movements. Pavement designs. Intersection designs. v) Option Study for bypasses / service roads. vi) vii) viii) ix) Justification for need of ROB/RUB s Justification for pedestrian under passes/ foot paths / foot bridges. Location of truck terminals. Development of wayside amenities. x) Study of possible location & design of toll plazas. xi) xii) Economic and financial appraisal with sensitivity analysis. Environmental impact assessment and mitigation measures Highlights of Traffic on the Project Stretch In the modified alignment the km project section of NH-31 from Khagaria- Bakhtiarpur, are straight over most the parts. However the road and River Ganga run parallel to each other for most of the parts. Vertical curves are not much pronounced except at bridge approaches and ROBs. The stretch passes through Bakhtiarpur, Khagaria via Berhana (Barh), Mokama Bypass, Begusarai and Ballia. The stretch also passes through few built up areas comprising villages & ribbon development, shops, etc. The reconnaissance survey appraisal for identification of potential/existing problematic stretches, which would require special attention from Traffic engineering point of view are given below with broad details of the problem and approach to tackle them. CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

85 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Methodology Based on TOR & Reconnaissance Survey of the Project Stretch (a) Secondary Data Collection. i) Previous Traffic Count Data. The State PWD normally carries 7 days x 24 hrs classified traffic volume count survey twice a year on the National Highways. These data, with exact location of the count station within or nearest to the project stretch, has been collected for last 5 years and presented in a tabular form. Where 7-days count was not available weighted ADT have been worked out. If necessary, further analysis has been done to arrive at the weekly average ADT. ii) Statistical Information * Vehicle Registration Classified vehicle registration figures for the areas of influence as per O-D survey have been collected for last 5 years or more from Transport Department of the Govt. of respective states, Association of Indian Automobile Manufacturers Research & Publication or from other reliable sources. * Economic Indicators Statistical information such as Population, Per Capita Income (PCI), Net State Domestic Products (NSDP) at constant prices have been collected for last 10 years or more from the Directorate of Economics and Statistics of respective State Government, Economic Survey Government of India and Statistical Outline of India - by Tata Services Limited. And for the modified alignment NSDP and PCI were taken at constant prices have been collected for last 10 years. iii) Seasonal Variation * The Seasonal Variation has been worked out based on the fuel sales figure from prominent roadside fuel stations along the project stretch. The details of the same is given in the Section dealing with Traffic Surveys and Analysis. CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

86 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar iv) Accident Statistics * Previous accident information has been collected for the last 5 years or more within the project length from all the Police Stations on the alignment, to identify accident-prone areas if any, causes and frequency of accidents etc. (b) Primary Data Collection. i) Classified Traffic Volume Count Survey Direction-wise classified traffic volume count survey has been carried out for continuous 7-days x 24 hrs in a straight sparingly inhabited area. The vehicle classification system is as per Table 1 of IRC: The primary data collected has been analyzed to estimate the hourly and daily variations and is also presented in tabular form along with a Pie Chart - showing ADT composition pattern, classified hourly average traffic and a graphical representation of average hourly variation of the fast and slow moving vehicles. ii) Origin Destination and Commodity Movement Surveys. O-D & Commodity Survey has been carried out for continuous 1 normal day (24 Hrs) in both directions. As per IRC: , it is preferable to conduct the O-D & Commodity Survey for all four wheeled vehicles during Axle Load Survey. The location of survey stations have been furnished in consultation with. The location will be near about the location of the Mid-Block Survey. The trip matrices have been worked out for each vehicle category. A Commodity flow pattern will also be presented showing the average weight of commodity per vehicle and percentage distribution of vehicles carrying a particular commodity. iii) Turning Movement Surveys Classified turning movement count has been carried out for eight hours ( 4 Hours in morning and 4 hours in the afternoon ) on major intersections. The analyzed data i.e. Peak Hour Design Traffic has been presented as per IRC: SP: From the existing and projected counts, the intersections on the project road alignment will be designed. iv) Axle Load Surveys. CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

87 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Direction wise axle load survey has been carried out for continuous 24 Hrs. on a random sample (about 30%) basis, normally for trucks (both for empty & loaded trucks). A few buses at random weighed for transforming VDF of Truck to VDF of Commercial Vehicle. The data from axle load survey is analysed using any one of the methodologies to find out the Vehicle Damage Factor (VDF) for each type of truck (axle configuration) including GVW and SAL by truck type where axle load exceeds 3 tonnes. The first study on the spectrum of axle loading on National Highways was carried out in 1979 and then later in It highlighted the following: a) 30-40% of Goods Vehicles were overloaded. b) This trend is increasing. If the calculated VDF on any road section is below the National Average of 4.5 (as given above), then the National Average will be taken, as per the IRC guidelines. v) Speed - Delay Surveys. Speed & Delay Surveys have been carried out for the full stretch both for up & down direction to determine the extent, cause, location, duration and frequency of delays as well as the journey speed and running speed etc. based on guidelines of IRC: vi) Pedestrian Traffic Surveys. Pedestrian traffic survey have been carried out at Km 154, Km 172, Km 194, Km 226.0, Km 228.0, and Km during the peak hours extending to four hours in the morning and evening, to recommend Sidewalk / Footpath or Pedestrian Under-pass which ever will be required based on Peak Hourly Pedestrian traffic. vii) Truck Terminal Surveys. The data derived from the O-D, speed-delay, other surveys have been analysed to assess requirements for present and future development of truck terminals at suitable locations within the project stretch Methodology of Analysis and Traffic Demand Estimates. CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

88 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Traffic forecast is made for the period of 20 years for all types of vehicles. This has been done by Vehicle Registration Method and Econometric Modeling Method. Out of the two methods, traffic projected by transport demand elasticity technique is being adopted in designing the project road, as it considers the affecting parameters within a reasonable degree of accuracy Traffic Control & Other Facilities. (a) Traffic characteristics and Behavior of Drivers: * Drivers prefer to travel in-group. * During night they hardly use dipper / dimmer thus blinding the opposite traffic, sometimes leading to accident. * Traffic is lean during the afternoons, due to high and ambient heat waves. (b) Traffic Data and Corrective Measures: * Installation of surprise check weighbridges - if the axle weight exceeds certain limit the offending Truck must pay heavy penalty. * Heavy penalty also to be imposed for violation of traffic rules, with occasional Magistrate checking. * Wherever possible central verge with 4 high bush may be provided to avoid the glare of high beam from opposite direction. * On-road Parking should be completely disallowed for which parking bay is to be provided at regular interval, if ROW permits. * Programme of driver - education could be taken up (Showing of educational strips with movies - at selected roadside `Dhabas in video) to wipe out the traffic congestions caused due to driver in-discipline and unruly behavior. * At all intersections, cautionary sign and extra lighting as well as chequered pavement marking is to be provided. In extreme condition, rumble strips 30m before the intersection on minor cross roads will alarm the driver. * Wherever cycle traffic is found to be significant wider paved shoulder will be recommended. CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

89 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar * It is felt that the Kerb height in the bridges should be at least 450 mm to avoid toppling over the bridge. This is the normal practice in all developed countries in high-speed corridors. The Kerb shyness will be taken care of by the 4 laning Traffic Safety Features, Road Furniture & Road Markings. Traffic Safety Features and Road Furniture including traffic signals, signs, pavement and edge markings, overhead sign boards, crash barriers, delineators etc. will be designed as per IRC and have to be located at appropriate places of the whole stretch for advance information to motorists during detail engineering stage. Pavement and edge markings will be designed for built up areas and important intersections. Cat eyes and fluorescent marking, and crash barriers may be used at bends, bridges and approach to bridges. Any person mutilating the sign board by fixing bills or doing other damage should be challenged and punished Toll Plazas. An Initial Traffic Count and willingness to pay surveys have been conducted. If a reasonable possibility is foreseen, then toll plaza s location with their layout and additional land requirement will be ascertained during PPR stage. 3.7 Engineering Surveys and Investigations Reconnaissance and Alignment. (a) (b) In-depth study of the available land width (ROW), Survey of topographic maps, satellite imageries of the project area and other available relevant information have been collected concerning the existing alignment and the vicinity of the project corridor. The detailed ground reconnaissance has been taken up immediately after the study of maps and other data. The primary tasks of reconnaissance surveys include: i. Topographical features of the area. ii. Typical physical features along the existing alignments within and outside ROW i.e. land use pattern along the project stretch. CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

90 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar iii iv. Possible alignment alternatives, vis-à-vis, scheme for the construction of additional lanes parallel to the existing road to the left or right or central widening. Provision of the interchanges and underpass for pedestrian/ animal crossings and slow moving traffic. v. Traffic pattern and preliminary identification of traffic homogenous links. vi. vi. Sections through congested areas. Inventory of major aspects including land width, terrain, pavement type, carriageway type, bridge and structures (type, size and location), intersections (type, crossroad category location), urban areas (location extent), geologically sensitive areas, environmental features, and hydrological features including social aspects. viii. Critical areas requiring detailed investigations; and ix. Requirement for carrying out supplementary investigations. x. Soil (textural classifications) and drainage conditions. xi. xii Type and extent of existing utility services along the alignment (within ROW). Identification of various agencies of the Govt. from whom the concerned project clearances for implementation are to be sought. xiii. General observations of the conditions of existing pavement. (c) (d) The data collected from the reconnaissance surveys have been utilised for planning and programming the detailed surveys and investigations. All field studies including the traffic surveys would be taken up on the basis of information derived from the reconnaissance surveys. Possible identifications of any proposed by-pass, their possible route based on secondary data only, and any advantage that could be conceived to justify detail investigation, which includes carrying out reconnaissance survey, compass surveys, detailed topographical surveys, social and environmental surveys for preparing the Feasibility Report of the By-pass. CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

91 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Utility Re-Location Strip Plan. (a) Preliminary Utility Re-Location Strip Plan, (both over ground and underground), will be prepared based on topographical surveys by Total Station only. However, the consultants have carried out topographic survey to Total Station for Bakhtipur- Begusari section the stretch of project road (Km to Km ) in the month of March 2011and Begusarai Khagarua section the stretch of project road (Km Km ) in the months of Feb- march Utility Relocation strip plan will be prepared by the consultants once approval on realignment / alignment of balance portion of project is obtained and topographic survey is completed. This strip map will also indicate proposed relocation of utilities of the highway. It will be utilized to estimate the additional cost likely to be incurred evaluating the feasibility of each alternative considered. (b) The number of trees on left and right side of carriageway, having a girth of 30 cm. or more (in ranges of 30-60cm, 61-90cm, cm, >121cm) measured 1.0 m above the ground level has been indicated for each kilometer. All environment-related data will be shown in the strip plan. The strip plan will identify the extent of encroachments and ribbon developments within the road boundary, location of schools, hospitals, religious structures, electrical and telephone poles/ lines crossing the road. For getting details of under ground utilities, Water Supply and Sewerage Board, various Services Departments and other State authorities has been contacted. 3.8 Topographic Surveys Objective of Topo-Survey. The basic objective of the topographic survey is to collect the essential ground features along the existing alignment, and to collect spot levels in order to develop Digital Terrain Model (DTM). The equipment used for the purpose are Total Station, GPS and Auto Levels. This data forms the basis for all the design to be carried out, so as to take care of design requirements of new carriageway, possible improvements in highway geometrics, identifying areas of restriction and their remedies and relocation of utilities by using a Highway software package. The data collected will result in the final design and for the computation of earthwork and other quantities required Methodology of Topo - Survey CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

92 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar The detail methodology including the various intermediate quality check procedures, control points and pillars, horizontal vertical controls etc have been described in detail in the QAP document submitted to. 3.9 Road and Pavement Investigations Visual Condition of the pavement has been assessed as per IRC: by driving slowly on the entire road for close inspection. For the purpose of the survey, the entire length has been divided into homogeneous sections based on the roughness and surface distress. The pavement surface distress has been identified by amount of ravelling, bleeding, rutting, potholes and cracking. The assessment survey shall determine the pavement condition, shoulder condition (if required) and embankment conditions, which would provide all data to meet the input requirements of HDM-IV software Road Inventory Surveys. Detailed road inventory survey has been carried out to collect all data to sufficient details. It has been compiled in tabular as well as graphical form and developed on MS- Excel. The data will include: a) Type of terrain b) Land Use c) Carriageway width d) Type of surfacing e) Width and type of shoulders f) Sub-grade/ local soil type g) Road Intersection(s) and the details h) Height of Embankment i) Land Width (ROW) j) Culverts, bridges and other structures (type, size, span arrangement and location) k) Roadside arboriculture l) Utility Services on either side with ROW m) General Drainage conditions n) Girth, type of tree species and numbering those trees with paint (only for trees of more than 0.3m girth) o) Locations where substantial local traffic exists and interferes with through traffic longitudinally justifying service road CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

93 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar p) Locations where substantial local traffic crosses the existing road requiring the viaduct (underpasses) Pavement Condition Survey a) Cracking percentage, ravelling and pothole (<10 mm, mm and >20mm). b) Surface description rich, hungry, open or close. c) Cracking type longitudinal/ transverse cracks, and alligator cracks. d) Raveling percentage of the pavement area. e) Pot-holing percentage of pavement area. f) Edge breaks in length (m). g) Rut depth in mm Shoulder Shoulders can be paved or unpaved with an Edge-drop. The shoulders condition has been noted Embankment General Condition and Toe Erosion of embankment has been noted. (a) The Consultant will make use of the pavement condition rating system. It is proposed to divide each homogenous section of the pavement in three distress levels: Low % Medium - 20 to 50 % High - 50 to 100 % Pavement Roughness Measurement Roughness measurement studies have been carried out for the entire length of the project road using Fifth Wheel Bump Integrator (Bump Integrator). Prior to roughness measurement the unit (STECO-94) was calibrated. The instrument was run at a constant speed of 30 km/hr and readings were taken on outer wheel paths in both the directions at a distance of 0.9m from the road edge, the project road being a twolane road. The roughness value is obtained in terms of uneven index (UI) from equation No. 1. UI= (B/W)*460*2.54 (1) CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

94 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Where, UI = Unevenness index B= Bump Integrator Reading W= Number of wheel revolutions The Unevenness index has been converted into universally accepted International Roughness Index (IRI) using the following expression UI=63 * (IRI)1.12 (2) Where, IRI= International Roughness Index Limitations As Per MoRT&H/World Bank As per World Bank Technical Publication No. 46 the minimum and maximum range of IRI for new pavements is as follows, but the type of surface has not been mentioned. New Pavements Minimum IRI (BI) in Maximum IRI (BI) in m/km m/km (mm/km) (mm/km) 1.5 (1000) 3.4 (2500) Pavement Structural Strength (a) (b) The Benkelman Beam Deflection (BBD) method has been used to measure the deflection of the existing flexible pavement to ascertain the structural strength of the pavement. The structural behavior has been determined by Benkelman Beam rebound deflection measurements. As a first step, it is necessary to clearly demarcate the road stretches where BBD test has been carried out. The entire road has been gone over and the stretches showing severe distress with excessive rutting, potholes and ravelling have been identified and rejected for BBD test, as test in such stretches will not yield any meaningful result. The Consultant will resort to field CBR/ Dynamic Cone Penetration test at one test in every 1kms in such stretches. The Benkleman Beam Deflection Test has been carried out according to IRC: Temperature correction factor for a standard temperature of 35 o.c and moisture correction factor has been applied to the deflection results. BBD CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

95 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar (c) test has been carried out in both lanes with test points staggered at 50m intervals. The spacing of the tests has been 50m in each lane. However, extra test points might be needed when the deflections are highly varying. Across the pavement, the test points will normally be 0.9m (along the wheel path) from the edge of the pavement for two-lane road. Seasonal variations in climate also affect the deflection results. Considering that sub-grade is at its weakest condition during monsoon period, it is advised to carry out BBD test during the recession period of monsoon or soon thereafter. (e) A steel straight edge 3m long has been used, in addition, to measure the rut depth in stretches of severe pavement rutting which will also be done concurrently with Benkelman Beam Deflection Testing. Based on these measurement, the road sector shall be classified into sections of equal performance in accordance with ASTM standard F.1703 / E.1703 M Methodology for BBD Test Field Engineer assisted by Laboratory Technicians has carried out the deflection test studies. Pavement Specialist has been responsible for overall management of the studies. The deflection test studies results are included in the Feasibility Study. Following tools and materials have been used for the studies (a) (b) Truck filled with soil/ sandbags to give an axle load of metric tons and tyre inflated to 5.60 kg/sq.cm. Tyre pressure gauge. (c) Measuring tape 30m - 1 No. (d) Steel straight edge - 1 No. (e) (f) (b) (c) Hammer, chisel, red cloth flag, chalk pieces. Thermometer (D-100 C with 1 division) A mandrel for making 4.5cm deep hole in the pavement for temperature measurement and adequate glycerol for pouring into holes. Benkelman Beam apparatus with Dial gauge. CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

96 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Pavement Option Study (a) Consultant visualizes various parameters and economic bases that will come into play while conducting pavement option studies. The economic comparison between flexible and cement concrete pavement is given below: Initial cost of construction Annual maintenance cost (Approximately) Flexible Pavement (FP) 85-90% of cost of C.C. pavement. Approx. 8 to 10 times more than the maintenance cost of C.C. pavement. Cement Concrete Pavement (CCP) - - Fuel Saving Higher fuel consumption. Lower fuel consumption. Vehicle operating cost (VOC) Higher VOC Lower VOC Renewal coats (periodic) Required after every 4-5 years. No need except the Maintenance of joints. Life and salvage value Diminishes with life. Long life Abrasion Abrasion resistant better for high intensity heavy traffic. Oil spill effect Can get damaged. No effect. Impermeability More permeable Highly Impermeable. Environmental considerations - More environment Friendly. Weathering action Adversely affect by hot summer and rainy season. Almost effect is nil. Consumption of stone / aggregate material 100% About 50% of requirement of flexible pavement. Traffic problem during construction Cutting of road for services viz. Telephone cables water pipes, electric cables and sewage lines. Permit traffic immediately after laying. Convenient Traffic can be allowed only after about 4 weeks. Not convenient (b) Taking into account the inflation rate of about 4.0 percent per year and discounted rate of 12 percent for the extra cost on renewal costs and maintenance, the saving in fuel costs and vehicle operating costs (VOC), the CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

97 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar net present value of flexible pavement is likely to become higher than that of the cost of CCP (Cement Concrete Pavement). (c) (d) (c) Keeping the above in view, the sensitivity analysis of the pavement life cycle cost shall be conducted. The road stretches specially passing through high intensity traffic and low lying areas would be specially examined for provision of CCP in preference to FP (flexible pavement); it being well-known that CCP can withstand better against adverse drainage conditions when compared with the FP. This aspect however shall be discussed with, in order to maintain uniformity with other sections for which studies are being carried out by different consultants. The justification of CCP in adverse drainage conditions and for very high traffic volume/ MSA have been examined in detail alongside the advisability of providing capillary cut off and other measures and raising of embankment. Special care will be kept in view in design of joints to take care of ingress of water from top and contraction/ expansion of slabs. The results of the analysis along with suitable recommendations will be submitted to for selection of suitable option. The Consultant will make use of the latest research papers on the subject presented at the International Road Federation (IRF) 13th World Meeting in Toronto between June 16 and 20, The Consultant shall also refer to IRC: SP-30, Sensitivity Analysis of Cost of Concrete and Flexible Pavement. (f) The pavement option study has been presented in tabular form giving economic comparison of both types of pavements considering initial cost, annual and periodic maintenance cost, fuel saving, VOC, interest rate on initial extra investment, renewal cost, total savings Sub-grade Characteristics and Strength. (a) Based on the data derived from pavement condition (surface condition, roughness) and structural strength surveys, the project road section would be divided into homogenous segments with respect to pavement condition and strength. The delineation of homogenous segments with respect to roughness and strength has been done using the cumulative difference approach (AASHTO, 1993). CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

98 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar (b) (c) The data on soil classification and mechanical characteristics for soils along the existing alignments have been collected from the PWD. Considerable volume of soil/materials testing work is complete, which is reported in this document. The balance testing work is now in progress and is as under: - i) For the widening (4 Laning) of existing road within the ROW, we are testing at least three sub-grade soil samples for each homogenous road segment or three samples for each different soil type encountered whichever is applicable. The sub-grade soil is being tested as under: i) In-situ density and moisture content at each test pit ii) iii) Field CBR using DCP at each test pit Characterization (grain size and Atterberg limits) of each test pit sample. iv) Laboratory moisture-density characteristics (modified AASHTO compaction); v) Laboratory CBR (unsoaked and 4-day soak compacted at three energy levels) and swell, if any Investigation of Bridges, Culverts and Structures Review of Data/ Reports on Bridges / Culverts / Causeways: Data relevant to bridges and culverts have been collected from PWD and Irrigation Department, with necessary assistance from wherever necessary. Further letters have been sent to the Chief Engineer, Central Water Commission Patna and also to the Supdt Engineer of CWC, Patna, duly signed by the Chief General Manager, ( ), with re request to supply the hydrological data related to River Ganga at Mokama, and river Buri Gandak near Khagaria. The following data/ documents will generally be collected: a) Inventory of existing two lane bridges and culverts. b) Hydrology and geo-technical reports of existing two lane bridges. c) As built drawings of existing structures. CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

99 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar d) Details of repair/ rehabilitation, if any, carried out to the existing structures. e) Utility services carried over the bridges. f) Other engineering data found suitable for the detailed engineering of proposed structures Inspection of Bridges, Culverts and Causeways: (a) (b) Preliminary inspection of the existing culverts has been carried out by Bridge Engineer and data collected, properly analyzed so as to make assessment about adequacy of waterway, structural adequacy and serviceability. Based on the condition survey of existing two lane culverts, it has been decided whether they can be retained after carrying out repairs or not. In case any culvert is found to be beyond economical repair, it has been considered for reconstruction. In case of retention of existing two-lane culvert, a new additional two-lane culvert has been proposed on the additional two-lane road. Preliminary inspection of bridges has been carried out as per Appendix-4 of IRC: SP identifying the bridges needing attention for which detailed inspection and further investigations are essential. The bridges would be categorized as given below: I. Those free from any defect, and II. Those needing further examination. (c) (d) (b) All bridges showing signs of distress have been examined thoroughly as per Appendix-5 of IRC: SP The load carrying capacity of such bridges has been calculated as per IRC: SP Dismantling of existing bridges will not generally be resorted to except in essential cases from consideration of hydraulic/ structural inadequacies. The existing culverts have been surveyed and data collected on following points: i) Types of structure and details of span, vent height etc. ii) iii) Existing width of roadway. Load carrying capacity of the structure. CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

100 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar iv) Condition of foundations, sub-structure, super structure etc. and any deficiency required to be rectified. v) Adequacy / inadequacy of waterway, signs of silting and blockage of the vent-way, over-topping of the structure, observed scour level etc. (f) A detailed assessment for need of roadside drains have been made along with assessment of additional cross-drainage structures. Accordingly, roadside drains, wherever necessary, has been proposed Condition Surveys for Bridges, Culverts and Other Structures. All structures have been thoroughly inspected by Bridge Engineer and a report about their condition has been prepared including all the parameters given in the Inspection Performa of IRC SP; For the bridges found in a distressed condition based upon the visual condition survey supplementary testing shall be carried out as per IRC SP: and IRC SP: 40. Tests will be carried out based on the specific requirement of the structure. The load carrying capacity of the bridges shall be evaluated as per IRC SP: In case it is not possible to find out strength of bridges by any method then we will have to recommend load testing of those bridges. Detailed surveys and investigations have been carried out to establish the remaining service life of each retained bridge and structure Hydraulic and Hydrological Investigations (a) (b) Effective drainage is an essential requirement for structural soundness of road pavement. The drainage study has been carried out as per IRC Special Publication No. 42 (Guidelines on Road Drainage) and other accepted practices. The existing drainage pattern and provisions have been visually investigated during the site visit and sections that show insufficient drainage across the road and along the embankment has been noted. The data gathered will be reviewed and assessed and further studies conducted in order to arrive at the size of the new/ additional drainage structures and to determine the extent of rehabilitation required for the existing structures. Adequate drainage of the pavement structure will form part of design parameter. Sub-base/ Base will have self-draining provisions by extending granular drainage layer fully over the road formation width. Care has been exercised to provide adequate cross fall, to guard against any sluggish flow of water. Precaution has been taken against water seeping through the median to CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

101 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar pavement layers on either side. In conducting this study the Consultant will rely on rain intensity - frequency curves and existing rainfall data. (c) (d) Hydrological studies have been done in respect of those structures whose waterways are found to be inadequate, from local enquiry/ records of past flooding. For all such structures, hydraulic studies would be conducted in detail to determine the increase in waterways required. The information on foundation levels of existing bridges have been collected and studied for due consideration while formulating proposal for structures in widening of road or for bypasses. The Consultant will follow the requirements of TOR Material and Geo-Technical Investigations Soil Testing for Strengthening of Existing Two Lanes: (a) (b) (d) It has been ensured that all geo-technical investigations conform to IRC, BIS code and MOST specifications. The geotechnical investigation scheme has been prepared in accordance with the Terms of reference. In case of existing pavement, for the portion from Km 235 to Km 270, test pits have been dug at each major change in pavement condition or at 1km interval whichever is earlier. The test pits have been dug at the edge of the pavement. In case major changes in soil are encountered then additional test pits would be dug. The size of the test pit would be 1m x 0.6m x 0.8m. Test pits will also be dug at the toe of the embankment to a depth of 1m to ascertain the properties of the natural sub-grade. The following tests would be carried out to ascertain the properties of sub-grade, sub-base and base layers of the existing road including thickness of different layers of pavement. i) Grain Size Analysis ii) Atterberg Limits iii) CBR Values iv) Field Density and Moisture Content v) Modified Proctor Compaction (d) CBR, DCP tests have been carried out wherever pavement is distressed to such a level that BBD tests will not result in any meaningful data. CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

102 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Soil Testing for Additional Two-lanes and Embankments. (a) In locations where additional two lanes are going to be next to the existing road and within the R.O.W, tests have been carried out as given in Para to determine the properties of sub-grade. Additional tests have been performed on borrow area materials, located at reasonable distance to ensure suitability of fill material and stability of embankment. Investigations to locate borrow areas for soil will precede the testing programme. Test pits have been dug in borrow areas from where material for embankments have been collected. The depth of the test pit should not exceed the likely depth of the borrow pit by more than 15 cm as per clause of IRC Samples of soil to be used in embankment would be tested in the laboratory for the following properties. i) Sieve Analysis ii) Liquid Limit / Plasticity Index iii) Moisture Content - dry density relationship using modified Proctor s Compaction iv) Soaked C.B.R at 100 % mod. Proctor Density (b) In case of borrow pits, test pits have been dug at 200 m interval (IRC: ) and some additional tests have been conducted, as below: i) Gradation Test (IS 2720 part VI) ii) Shrinkage limit iii) Deleterious matter (in salty areas only) format for borrow area chart as per Fig. 2 of IRC is given at Annexure. (c) In addition to above the following tests will be conducted where height of embankment is more than 6 meters i) Consolidated untrained triaxial test. ii) Unconfined compression test. iii) Consolidation test to develop e-log p for computing settlement of the embankment. (d) In order to study the strata under the embankment, auger bore hole shall be made upto 3-4 meter in case of high embankment (>6.0m). In case the strata is uniform, which is generally the case in alluvial soils of Bihar representative undisturbed samples shall be taken with 100mm cutting sampler and samples tested for shear and consolidation characteristics, in addition to Atterbergs CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

103 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar limits and grading tests. Wherever the strata changes, representative samples for such strata shall be taken to study the settlement and bearing capacity of the natural formations. (e) The tests mentioned above have been carried out in accordance with the procedure laid down in IS: 2720 Methods of Tests for Soils Interpretation of Test Results The test results of soil samples have been presented as per IS: In addition to tests already mentioned, samples of soil to be used in the top 50 cm of the embankment shall be tested in the laboratory for determination of C.B.R. Value at 100 per cent standard Proctor Density and Optimum Moisture Content, soaking the samples in water for 96 hrs. Samples of similar materials have been moulded at different densities by giving different number of blows namely 25, 45, 55 and 65 following modified Proctor s Compaction test procedure in a C.B.R mould and soaked C.B.R. tested at different densities to develop Density Vs C.B.R curve. From this curve C.B.R. at 98% modified Proctor Density has been worked out. The C.B.R at 98% modified Proctor Density has been used for the design of pavement as per IRC: Guidelines for the Design of Flexible Pavement Material Testing. (a) (b) After detailed reconnaissance and local inquiries, including discussions with the local suppliers of construction materials, a list of quarries along the alignment of the road has been made. The material from each prospective quarry has been tested for its suitability. The following tests have been performed on the stone aggregate: i) Los Angeles Test / Aggregate Impact Value ii) Specific Gravity iii) Water Absorption iv) Flakiness Index /Elongation Granular sub-base material required for new carriage-way or for improvement of geometrics or for bypasses have been tested for its grading and Atterberg Limits. In addition, soaked CBR test has been carried out following standard procedure at modified Proctor Densities. The sub-base material has been either natural granular material in the quarries/borrow areas or shall be engineered, so as to fall within the grading envelope of sub-base material as per MOST specifications. The L.L. and P.I of such material shall not be more than 25% CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

104 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar and 6% respectively and soaked CBR value not less than 30%. The soil and Material Investigations shall be as per IRC SP: (c) For proper correlation, index map and quarry charts, showing the following details will accompany the tables: i) Likely quantities and type of material available from each quarry source. ii) Location of each quarry and the distance upto the nearest link point of the National Highway. (d) The coarse aggregate for Wet Mix Macadam sub-base/base shall be crushed stone and conform to MOST specification. Potential quarries have been identified in consultation with Forest dept./mining dept. and shown in quarry charts. In case crushed gravel/shingle has to be used for advantage of availability and economy, not less than 90 percent by weight of the gravel/shingle pieces retained on 4.75mm sieve shall have at least two fractured faces. The aggregate shall conform to the following physical requirements: i) Los Angeles Abrasion Values or Aggregate Impact Value ii) Combined Flakiness and Elongation indices (e) Testing of locally available material like rocks, sand, gravel, earth, fly ash shall be as be as per IRC Facilities for Conducting Sub-soil Investigations (a) (b) (c) Sub-soil Investigation (Bridges) Sub-soil investigation is in progress based on ROW and widening option for alignment of additional two lanes. Considerable volume of work is already complete and is reflected in this report and used for preparing preliminary designs for the feasibility report. Boring Boring is being carried out using 150-mm diameter bore. Cable operated shell and auger equipment with mechanically operated which as per the provisions of IS: Auger Boring CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

105 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar A spiral auger is being used for boring holes to a depth of about 6-8m in soft to medium compacted soils and at dry locations only. In case side fall / caving is observed, steps are taken to immediately stabilize the holes by using bentonite slurry / or using casing whichever is desirable. The diameter of the borehole is 150 mm, while for boring through cohesionless soil below water table. Water in the casing is maintained above the water table. (c) Shell and Auger Boring Shell and auger boring is being used for deeper borings. The boring tool consists of auger and / or shell. Temporary casing is used to prevent caving of the boreholes. In case small boulders/ strata of rock are encountered, the same is cut by the chisel bit attached to the boring rods. Disturbed soil samples with all the constituent parts are recovered at requisite intervals or wherever there is a change of strata. These samples are being tested in the field laboratory to prepare the borehole log Rock Drilling In case rocks/boulders are encountered, then rotary drilling shall be carried out using rock-drilling machine with TC or diamond bits BX/NX fixed on the core barrel. Water is circulated down the hollow rods, which returns the cutting outside, carrying the soft cuttings to the surface as sludge. The rotary core drilling equipment shall be provided with necessary facilities to regulate the spindle speed, bit pressure and water pressure during core drilling to get good core recovery Ground Water Ground water table in each borehole is recorded as per IS: 6935 after 24 hours of completion of the boreholes Location and Depth of Boreholes Boreholes are planned to be drilled at each abutment and selective pier location with maximum distance between two boreholes not to exceed 200m. The borehole shall extend below the expected foundation level by atleast two times the least dimension of the foundation. The boreholes are generally 25-30m deep unless dictated by the subsoil strata, either presence of bed-rocks much above 30m or soft strata even below 30m. In the case of bedrock, boring shall be carried out atleast one meter in CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

106 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar the rock. The adjustment in the depth of the borehole shall be done after getting approval from Back-filling of Bore Holes On completion of boreholes, back filling shall be carried out with Excavated material In-situ Testing of Soils (a) Standard Penetration Test (SPT) i) The tests are conducted at specified intervals, atleast 2m interval or at a depth where the sub-soil strata changes, whichever occurs earlier. ii) iii) iv) The test shall be carried out by driving a standard split spoon sampler by means of a driving head and a 63.5 Kg weight with 75 cm free fall. Testing shall be done strictly as per IS: 2131 Method of Standard Penetration Test for Soils. The samples obtained from the split spoon shall be labeled and preserved for identification tests in the laboratory. This test shall be carried out at 2.0m interval or change of strata as per extractions. The standard penetration test shall be discontinued when SPT N values are greater than 100 for 300mm penetrations or the sampler meets refusal from the strata. All samples (disturbed and undisturbed) are collected from the boreholes and labeled. In case of undisturbed samples, labels are attached to the top of the samples. (b) Undisturbed Soil Samples Samples for recovering undisturbed samples from cohesive soils shall confirm to IS: The area ratio of the cutting edge as well as recovery ratio is measured. For normal soils, area ratio of the sampling tube is as per IS: 2132, that is, it may vary from 10.9% to 12.4% but for sampling in hard and dense soil, use of thick walled sampling tubes with area ratio not exceeding 20% shall be used. In order to reduce the wall friction, suitable precautions such as, oiling inside and outside the sampling tube is being observed Codes for Tests The following tests are conducted in the laboratory. CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

107 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar (a) (b) Disturbed Samples. i) Visual and Engineering classifications (as per IS: 1498). ii) Sieve Analysis and Hydrometer Analysis (as per IS: 2720 Part-IV). iii) Liquid and Plastic Limits (as per IS: 2720 Part V). iv) Specific Gravity (as per IS: 2720 Part III). Undisturbed Samples. i) Water Content - as per IS Part II ii) Unconfined compression test - as per IS-2720 Part X iii) Direct Shear Test (in case of sand) - as per IS-2720 Part XIII. iv) Triaxial Shear Test (Consolidated Undrained test) v) Odeometer test for developing e-logp curve Consolidated undrained test with pore water pressure - as per IS: 2720 Part XII for determining the true C and φ value. Consolidation test - as per IS: 2720 Part XV, to determine e-log p and M v values Contents of Geotechnical Report The report shall include in brief, the following contents: a) The test procedure employed b) The sample calculation with reference to formula used to evaluate the various parameters. c) Summary of various soil parameters evaluated. d) Type and character of soil. e) Procedure of Investigation f) Detailed bore logs, sub-soil strata, laboratory and field-test results. g) Results obtained and their interpretation. h) Recommendation for type and depth of formulation. i) Safe bearing capacity and settlement of the foundations adopted. j) All recommendations shall be supported by a set of sample and back up calculations. k) Any other information of special significance encountered during investigations shall be brought out in the geo-technical report Cost Benefit -Financial / Economic Analysis Economic and Financial Analysis is given in Chapters 8 and 9 respectively Environmental Analysis and Impact Assessment. CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

108 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Assessment of Environmental Baseline Condition The Consultants will study the historical trends and establish the existing baseline condition of the physical and natural environment of the existing road corridor. Based on environmental baseline data collected and generated during the course of study, impacts due to the project has been identified and corresponding mitigating measures have been implemented. The baseline environmental conditions composed of primary and secondary data sources and surveys will cover information on: a) Atmosphere - Existing ambient air quality, type and levels of existing air pollutants. b) Noise and vibration - Existing noise and vibration levels caused by passing vehicles (car, trucks, buses and other public utility vehicles). c) Watershed Condition - Water Quality (groundwater and surface water), sources of public or private water supply on site, watershed importance, flood plain importance, streamside condition, location of wells or springs, etc. d) Land and Resource use - Existing land uses in the project areas and nearby vicinities including use of transportation facilities, structures. e) Traffic safety - Existing provisions for traffic survey (traffic flow, light distances, traffic signs, lights, flares, barricades, guide signs and traffic and pedestrian lanes). f) Biological Environment - Inventory of existing flora and fauna, rare or endangered species; sensitive habitats including reserved forests, wildlife reserves and sanctuaries (if any). While secondary data has been sourced from the government offices/agencies listed below:- CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

109 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Indian Meteorological Department Forest Department Irrigation Department Department of Geology and Mines Department of Archaeology Directorate of Agriculture Soil and Land Use Planning Boards State Pollution Control Board Department of Town and Country Planning Madhav National Park Local Police Authorities Detailed description of the required scope of work as stipulated in the Terms of Reference for the environmental screening has been carried out keeping in view the requirements of the National Highway Authority (), Ministry of Environment and Forest (MOEF) and concerned state government and central government guidelines Required Environmental Survey Works and Studies The conduct of the environmental survey works and studies will take into consideration the potential impacts to the following: Road widening within the existing ROW, Widening of existing road bridges, Widening and improvement of existing road intersections, Construction of by-passes, Construction rail-road over bridges Construction of service roads Construction of culverts and drainage improvement works, and Construction of toll plaza and ancillary structures. Therefore, implementation of the Environmental Impact Assessment (EIA) will include the following surveys: Water sampling and laboratory tests of the samples Air and Noise Quality Assessment Terrestrial Ecology Assessment Archaeological Survey Geological Survey The detailed description of the of each survey works/activities are discussed below: CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

110 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar a) Water Quality The samples of water will be collected from all the sensitive locations and then conduct test necessary to establish the water quality baseline data. The sensitive locations and the type of water bodies along the highway encountered are discussed in the Environmental Screening Report b) Air and Noise Quality Assessment Conduct air and noise quality sampling in identified potential impact areas during construction and road operations. Identified potential/major impact areas within the existing corridor. c) Terrestrial Ecology Conduct flora and fauna species inventory along the existing road corridor, forest reserve area, which is very small. Identify environmentally sensitive organisms that can serve as indicator species of disturbance and pollution (if any); Report the names of the organisms in English and by scientific name; Process and evaluate survey data to provide the summary of abundance, frequency and distribution of species identified; Propose mitigating measures to protect the various biological (flora and fauna) communities/habitat/sanctuary within the project area; and Provide inputs into the Environmental Management Plan (terrestrial ecology) considering the various project phases (construction and operation). d) Archaeological Survey Identify archaeologically significant finds that need to be preserved, conserved or relocated; Plot on a map the existing archaeological artifacts found within the project area (if any); Identified from secondary sources; CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

111 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Recommend as part of the report a detailed conservation/relocation plan in case there are archaeologically significant finds in the area; Secure the necessary clearance from the Department of Archaeology needed by the Consultants to implement the road widening and improvement Social Impact Assessment and Resettlement Action Plan Scope and Objectives of studies: The specific objective is to prepare a Social Impact Assessment (SIA) of the proposed rehabilitation and up gradation of the road sections and a resettlement plan incorporating mitigation measures for the persons likely to be affected by the project through an appropriate resettlement policy framework. The main goal of social analysis is to put forward a sustainable and socially relevant design for highway improvement, whereby the displacement is minimized and wherever done, affected persons are suitably rehabilitated. To achieve this detailed socio-economic and census surveys have been carried out in the field and participatory consultation meetings and focus group discussions have been organized to ascertain the specific needs of the beneficiaries, ensuring their participation in project planning and preparation. The social issues in respect of poverty reduction, gender, indigenous peoples, spread of HIV/AIDS and trafficking of women and children will also be addressed adequately in the social impact assessment study report Methodology of Social Impact assessment & Formulation of Resettlement and Rehabilitation Policy: (a) Field visits have already been undertaken which gave an impressionistic view of probable impact of the project on roadside dwellers including encroachers/ informal settlers/ squatters, taking into consideration of widening of the present NH project. During this preliminary field visit, a site appreciation was also made of the proposed bypasses and the ROB, which exist at two places. (b) (c) Tabulation of data from census and socio-economic surveys has been done to form the basis of SIA of the project area. A database has been prepared to include all the structures within COI with owners names, ownership status, and use of structures, type and size of CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

112 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar structures, vulnerability and income level of the structure owners and type of loss. (d) The date on which census/ listing has been carried out will be treated as the cut-off date, any structure built after that date will not be considered for entitlement. (f) (g) (h) While the census has been ongoing several participatory meetings have been held with various stakeholders, both primary and secondary, to arrive at vital qualitative information, which will also be the basis of RP (Resettlement plan) statistics. Acquisition of land, in case of by passes, have been indicated in the RP with the help of L.R. (Land Revenue Maps) based on replacement cost value is being incorporated in the entitlement matrix. However, help and assistance from and the local Government are absolutely necessary. The SIA and RP reports have been prepared based on census data and information stakeholders participatory meetings and focus group discussions Environment Impact Assessment The Baseline Data will be generated at the project site for the required duration and shall include Base-line data for one season, for all environmental components viz. Air, Water, Meteorology, Noise, Soil, Ecology (Terrestrial and Aquatic), have been collected Water Quality Sampling at adequate number of sampling stations for both ground and surface water quality are carried out to characterize industrial/municipal effluents received by the river. Parameters to be analyzed will be as per IS: 2296 for surface water and IS: for ground water. Sample collection was done as per IS: 2488 and subjected to following tests: For Surface Water Parameters ph at 25 o C - Dissolved Oxygen Free Ammonia (as N) Unit mg/l mg/l CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

113 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Electrical Conductance at 25 C Free Carbon Dioxide Oil and Grease mg/l mhos mg/l mg/l For Ground Water Parameters ph Total Coliforms Fluorides (as F) Colour Arsenic (As) Anionic Detergents Dissolved Oxygen (MPN/100 ml) mg/l (Hazen unit) mg/l mg/l Tests are still in progress, and any others tests as required in ToR and relevant codes will be taken up Meteorology Meteorological factors such as precipitation and evapotranspiration are important determinants of water availability, cropping patterns, irrigation and drainage patterns. To address these issues, meteorological data of past decade from the nearest observatory is obtained and wind rose diagrams (both seasonal and annual) are prepared. Frequency of occurrence of hurricane, tornadoes, and cyclones - data is collected from nearest IMD Air Quality A monitoring network for ambient air quality has been designed. Baseline ambient air quality measurements of SO 2, NOx, Total Suspended Particulate Matter (TSPM- RSPM and SPM separate), and CO shall be made at appropriate locations. At each location, 24 hrs sampling was undertaken twice in a week for a period of two months covering one season. Samples of gases should be drawn at a flow rate of 0.2 liters per minute and are analyzed in the field laboratory. TSPM are to be estimated by gravimetric method. Jacobs-Hochheiser method (IS-5182 Part VI, 1975) has been adopted for estimation of NO x. Modified West Gaeke (IS-5182 Part II, 1969) has been adopted for estimation of SO 2. Mylar bags with pulse pumps are to be deployed for collection of hourly samples of Carbon monoxide (CO)). The CO is to be Analyze by Gas Chromatography. CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

114 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Noise Levels A noise monitoring survey is conducted to produce sufficient data to characterize the noise environment at various zones like, industrial, commercial, residential and at sensitive locations (e.g. Schools, Hospitals etc.). The survey carried out for a period of 24 hrs. at all the above zones. The monitoring is carried out for one season during the study. The day noise levels are estimated for the period 6 am to 10 pm and night levels during 10 pm to 6 am for Equivalent Sound Pressure Levels during daytime and nighttime. Hourly equivalents are also recorded Soil Samples Soil characteristics at adequate number of locations along the proposed project road were assessed for the physical, chemical properties and heavy metal concentrations. Soil samples are collected upto a depth of 60 cm. The soil samples are being analysed for texture, ph (1:5), Electrical Conductivity, Bulk Density, Organic Matter, Nitrogen as N, Potassium as K and Phosphorus as PO Ecology Terrestrial Ecology The bio-geographical regions in which the projects and its various activities are located are identified and general information on characteristic flora and fauna are obtained. Specific data is collected on endemic, rare, endangered, migratory species and on sensitive or protected habitats. The assessment of status of flora and fauna vis a vis Red Data Book of Plants and Animals and Wildlife Protection Act shall be carried out. The survey of flora and fauna is to include endangered species, forest resource evaluation, study of pattern of plants, bio-diversity indices, cropping pattern, mammals, avi-fauna, reptiles, rare and endangered plant species. Any fish, crocodile breeding grounds in the river, tributaries in submergence areas, wildlife habitat breeding/feeding areas. Whether the site is having potential for a wild life sanctuary, endangered species of flora and fauna. Whether the area is potentially important tourist resort, National Park. Possibility of growth and control of aquatic weeds shall be addressed in the report. In order to assess the bio-diversity value of the area, the baseline study was undertaken to evolve identification of: CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

115 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar * Plans for re-establishing wild life as an integral part of project planning to compensate for wildlife loss; and * The presence of designated wildlife conservation areas such as national parks, bird sanctuaries, wildlife sanctuaries and Biosphere reserves. Aquatic Ecology The ecology of existing major water bodies is thoroughly studied. This effort is to include search and review of existing literature and one seasonal study at adequate locations depending on the site details. A list of flora and fauna including phytoplankton, zooplankton, fish and macrophytes is prepared. Rare and endangered species are to be identified. The study on the impact on bird migration if visiting within the project-affected zone is being carried out Detailed Design of Road and Pavements a) Consultants will undertake designing concrete pavement/ flexible pavement based on the approved survey / studies carried out in the feasibility stage. The entire data collected from pavement Condition Assessment Survey, Roughness measurement, Pavement Deflection Tests, Pavement Option Studies and Geotechnical Investigations have been collated and designs taken up. The design will primarily be based on the projected volume of traffic in each section converted to equivalent 8.2 tons standard axle repetition over 20 year design life in case of flexible pavement and 30 years of rigid pavement. b) The guidelines of revised IRC and AASHTO Guidelines have been used for the design of flexible pavement. Factors like sub-grade characteristics, rainfall and drainage problems, ground water table and availability of sub-base, base and surfacing material of desirable specifications have been studied in detail. The problems of low-lying stretches coupled with the drainage requirements have been analyzed, their solutions worked out and considered in the design. The consultants will also consider the possibilities of recycling of old bituminous layers. This will primarily be governed by economic consideration and site suitability. c) Based on the availability of the material at the site and from other sources, the best possible value of CBR will be mad use for pavement design. CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

116 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar d) Consultants have considered in their design the need for providing a bituminous leveling course to bring the profile line, camber, super-elevation of the existing pavement to acceptable standards. The design bituminous layers will come on the leveling course. The results of the Pavement Roughness Tests have been made use of in proposing the extent of leveling course. The leveling course has been provided to bring the lateral and longitudinal cambers to the designed requirements. The leveling course is not counted towards structural strength of the pavement in the design. e) For design of rigid pavement, the modulus sub-grade reaction K is an important parameter to be considered. It is proposed to determine the K value with minimum frequency of one test per km per lane as per IRC: Plate Bearing Tests for determination of K value has been conducted in accordance with BIS code. f) The guidelines for the design of overlay given in IRC have been made use of. Traffic has been expressed in terms of commercial vehicles per day expected in the design year and for each category permissible deflection values are prescribed. Once the characteristics and the deflection values are known the overlay thickness can be determined. g) Effort has been made to optimise the design. Soil characteristics and elasticity of materials used in pavement has been taken care of and equivalency factors and strength coefficients have been worked out based on elastic theory. As far as possible the results of studies have been corroborated with the findings of the studies carried out abroad. h) The deflection method being empirical in nature, the results are being critically examined for comparison with the results based on the CBR design method as per IRC (Guidelines for the design of flexible pavements). i) The guidelines in the IRC standards IRC: , IRC: for the concrete pavement design and IRC: for the flexible pavement design has been considered along with AASHTO, Asphalt Institute, Portland cement Association, TRRL report 833, Road Note No. 31 and Shell Methods for the final design Geometric Design of 4 Lane Highway: CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

117 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar The geometric design of the proposed facility i.e. 2-lane and 4-lane highway shall be undertaken as per the relevant guidelines of IRC. For example the horizontal curve will be designed as per the guidelines for design of horizontal curves for highways (IRC: ) whereas vertical curves shall be designed by following IRC SP Preparation of Specifications The consultants will prepare specifications to cover all aspects of work to be constructed. The specifications will be based on the MOST, IRC and International Standards and established work methods for Highway Projects of this nature. In general, the specifications will cover all the activities, materials and quality controls necessary to deliver a completed work to international standards and in a costeffective manner, which will include but not limited to: a) Earthworks and excavation b) Sub-bases and bases c) Pavement whether flexible or rigid d) Concrete works e) Structural works f) Miscellaneous construction works including road safety furniture, etc Design Report The consultant will prepare a final design report at the completion of the detailed design work. The report will summarize all the assumptions made and the design criteria used for each element of the works together with details of standards used and the new construction rehabilitation strategies. The report will include results of the geo-technical investigations and the recommended bearing capacities for the bridge and structure foundations as well as the calculations supporting the final design of structures, and other disciplines as required by the has been appended Working Drawings. a) Detailed drawings for the project component will be prepared as listed in the terms of Reference and to scales as detailed previously in this section of the proposals. CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

118 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar b) The Consultants will prepare detailed working drawings for all components of all structures including those for repair/ rehabilitation of bridges and ROB s, in a form that can be handed to the contractor for the purpose of construction. c) The working drawings will include detailed reinforcement, and bar bending schedules for fabrication of the steel for the reinforced concrete structures and cable profile for the pre-stressed concrete work as well as other data, dimensions and information necessary for proper setting out and implementation of the structure Cost Estimates and Bid Documentation Preliminary Cost Estimates. During feasibility stage, the unit cost of construction of major items (land acquisition, site clearance, earth work, sub-base and base course, bituminous work / Cement concrete pavement, bridges and cross drainage works, Railway crossings and other miscellaneous items) will be developed. Preliminary quantities of various items have been worked out for 1 km length of each homogeneous section of road based on typical drawings. The unit rates have been worked out based on the price of materials, equipment and labour as per market rates and considering intensive use of equipment. For bridges, cross drainage works and other structures, rates per meter have been analyzed for a typical structure and same rate has been adopted for estimating cost of similar structure. These rates, as developed, will be checked against rates for similar works put to bid recently under World Bank / ADB or other externally aided projects. The cost has been worked out for the entire length of project road as a whole Updated Cost Estimates During PPR stage, the approximate cost will be further updated in the light of additional inputs then available and the cost estimate will be prepared separately for each construction package Final Cost Estimates a) The detailed cost estimate for each construction package will be prepared on the basis of detailed estimated quantities for each item of work. The unit rates of items will be worked out after taking into consideration the expected loads of earthwork and other structural materials as per quarry location etc. Analysis of CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

119 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar rate for various items will be prepared on the basis of MORTH Data Book for Rate Analysis. These rates will be referenced to typical prices of internationally financed projects in addition to suitable standard indices like Whole Sale Price Index (WPI) and Industrial Price Index (IPI) etc. in respect of base cost of machinery, labour and material so that the unit cost estimates could be updated, if so required at a later stage in case some sections of the road are delayed to a later date due to any reason after completion of Consultancy services. b) After discussion with client, suitable allowances for physical and price contingencies will be made to produce the final engineering estimate the project road. The estimates will also be presented in the form of Bill of Quantities (BOQ) for the project road supported by detailed calculations. CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd.

120 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar POTENTIAL OPTIONS FOR NEW MOKAMA BRIDGE Site selection There is an existing bridge over river Ganga at Mokama, called Rajendra Setu, about m long from face to face of the abutments, built in , is about 96 Km downstream of Patna. It is a Rail-cum-Road bridge, Single track rails being at the lower level and a two lane road bridge at the higher level. The bridge has 2x x x36.50 spans. The wells are 16.2m x 9.7m of Double D shape. The piers are solid walls of RCC; the deck is supported by built-up steel superstructure built on the design of Freeman Fox & Partners of UK. The bridge bears the memory of Sir M. M. Visvesvarya, towering Indian technocrat, who visited the site for its site finalization in The river is channelized by Guide Bunds at the bridge location. In order to finalize suitable site for new 6 lane bridge on river Ganga at Hathida the following options were studied. Alignment Option 1: Upstream side of existing bridge Approach on Mokama side is densely inhabited and approach road to highway can not be constructed there. A new bridge on upstream side will cause more scouring on the existing bridge foundations than the estimated scour; hence this option is not feasible. Alignment option 2: Downstream side within 100 to 450m from centre of existing bridge. Approaches on both the side are having permanent structures which cannot be relocated. On Mokama side there is a two storied railway station. There is also a power house and a high tension electric line at 430m from the existing bridge. On Barauni side there is a Ghat with small temples. Alignment option 3: Downstream side between 450 to 550m away from centre of existing bridge. There is no obstruction in the river bed and there are no permanent structure on the approaches the river width remains narrow. Alignment option 4: Downstream side beyond 550m away from centre of existing bridge. There is no obstruction in the river bed and there are no permanent structures on the approaches. The river width however increases and the banks are not well defined. The bridge length will increase to say about 2000m as compared to existing bridge length. CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

121 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Conclusion The alignment option 3 say construction of the bridge at a distance of about 480m on D/s side of the existing bridge is an ideal location for the new bridge. The length of the bridge will remain same as the existing bridge and the approaches can be constructed without any inconvenience. The existing two-lane bridge can be retained for the rail traffic/local movements and the new 6- lane bridge can be constructed at a distance of 480m on D/s side of the existing bridge. 4.2 Potential bridge options Scope of Bridge Option Study The study of alternative bridge forms covers the following items of works : a) Study of different possible structural options for the Superstructure. b) Comparative evaluation of various options for the Superstructure. c) Identification of the preferred option for the Superstructure Span Arrangement for the New Bridge It is proposed to provide the same span arrangement for the new bridge as the existing one so that piers of new bridge falls in line with the existing one. The end two spans of 36.50m is proposed to be changed to a single span of 70m Material of Construction The possible principal constituent material options for the Bridge to be considered are Concrete and Steel. Structural Steel: Structural steel has served as a dependable structural material since long. In fact, before advent of Concrete this was the only medium of structural construction. As a material, steel is ductile and homogeneous and is ideal for construction in a high seismic zone. Superstructure elements like girders, box girders etc. assume lesser depth thus allowing for relatively low deck level in bridges. Further reduction in dead weight of superstructure reduces the vertical load in foundation as well as the seismic forces. Inspite of these advantages however there are some disadvantages as well. In the recent past, steel has become relatively costlier to concrete and in the process its cost effectiveness for heavy structures has reduced further. Moreover, shapes of steel structures have become monotonous and cliché. This can be said especially in cases of large span bridges such as the one under consideration, where it is a customary to use trusses or open web girders, which affects the aesthetics of the structures. Solid sections will in turn prove themselves to be uneconomical. Concrete: CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

122 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Concrete is a versatile material, which lends itself to be moulded to produce exciting shapes. It can be put to use in obtaining exciting forms and shapes that enhances the appearance of the built environment. Evolution of very high strength concrete in the recent past has further lead to the refinement in its use and enhanced durability. Concrete is considered as the most suitable material to express the ideas of form, which is true to its function, both efficiently and economically. It is due to this very reason that the majority of the modern day bridges are built using concrete as the principal constituent material. In light of the above, it is proposed to adopt concrete as the principal constituent material of construction in this case. For a bridge of span length in the range of 121m, the obvious choice is to go for variable depth PSC Box Girder type of bridges Construction Methodology For all the possible structural options in this bridge, there are two distinct possibilities for construction, namely: Construction Option 1 : Cast-in-situ cantilever construction method. In case of cast-in-situ option, the main bridge deck is cast in segments of 2.5m to 3.0m length using cantilever construction equipment (CCE) with travelling formwork. The segments will be cast on either side of the pier in sequence, which will ensure that there is not more than one segment out of balance. The remaining portion of deck at the end span (50.0m 42.5m = 7.5m) is proposed to be cast on staging erected from the river bed. The suspended span can be either with precast girders, erected from the cantilever arms, or alternatively it can be castin-situ by erecting staging from the cantilever tips. In this option, the casting of superstructure can start simultaneously from all the piers by using multiple sets of CCE. The suspended span Construction Option 2: Precast segmental construction using launching truss. The concrete segmental construction brings the long span capability and torsional rigidity of the large box into the precast arena by slicing the bridge transversely instead of longitudinally. The segments are match cast against each other in the precasting yard to ensure that they will fit accurately and then are transported to site to be positioned by a launching girder / launching truss where they are joined together by prestressing. The precast segmental construction provides maximum flexibility. The form of construction is very fast as compared to other more conventional forms of construction. However, the heavy cranes and gantry launchers of bridge segments require large capital investment on the temporary works. By this method, the superstructure construction process becomes CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

123 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar completely independent of the site works, resulting in fast construction. Furthermore the segmental construction ensures much higher degree of quality control at site. While both the construction options are possible for this bridge, precast segmental option is preferred to cast-in-situ options from the following considerations: Segments cast off-site in a controlled factory environment resulting in high quality and economic product. On-site construction work reduced. Upto 200m of deck length a week has been constructed in the past using this method. Faster construction can be easily achieved as work on superstructure and foundation can go on simultaneously Flexibility in the span arrangement possible Need for false work reduced or eliminated. Solutions are usually aesthetically pleasing. Proven to be economic for spans in the range of 30m 120m Bridge Options A large number of options were studied for the proposed bridge. Only the options with reasonable potential to suit the conditions as outlined above are discussed in the following sections. Concrete options are preferred as compared to options with significant quantities of structural steel due to higher maintenance cost of steel structure. Following structural options were finally considered: Option 1 : Variable depth PSC box Girder Bridge, with Central Hinge In this option, PSC variable depth box girder cantilever type superstructure has been proposed, integral with piers, having span arrangement of 12 x 115m + 6 x 77.5m. The deck is cast with equal cantilever arms on either side, interconnected by sliding hinges at the mid span between piers. These central sliding hinges transfer shearing forces and ensure free expansion of the bridge by allowing longitudinal displacement of one cantilever beam in relation to the other. Expansion joints are proposed at the abutments and at the centre of each span where central hinge is provided. Bearings are provided only at the abutments in this case. Regarding the construction, the main bridge deck is proposed to be cast in segments of 2.5m to 3.0m length using precast segmental technique. The segments will be cast in the casting yard and erected on either side of the pier in sequence, which will ensure that there is not more than one segment out of balance. The central sliding hinges between the two cantilevering arms are proposed to be installed to establish continuity. CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

124 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar This option has the following advantages: Simple design since the whole structure is statically determinate for combined effects of dead loads and prestress. Degree of indeterminacy for live loads and superimposed loads is only one. There is no reversal of bending moments in the deck thereby simplifying to a great extent the cable profiles. Construction of deck can be taken up simultaneously from all piers, as there is no interdependence of activities in this case. The scheme however suffers from the following disadvantages: There is continuity of deflection at the hinge location between the two cantilevers. However there is no continuity of rotation. This has lead to serviceability and durability problems in several bridges in the past. Multiplicity of expansion joints Provision of hinge joint at mid span leads to large delayed deflections at the middle due to long-term creep effects. This has lead to multiplicity of problems in the past on several bridges. A lower ultimate strength than the continuous structure. Hinges are difficult to design and construct, as they are delicate components with poor long-term performance. Central hinges are difficult to repair. Option 2 : Variable depth PSC box girder bridge, with Suspended Span This option is similar to Option 1 except that in place of sliding hinges at the mid span between piers, suspended spans of span length 20m has been proposed between piers. As with the sliding hinges, the supports of the span suspended from the cantilever ends must permit rotations and horizontal displacements. In this option, the deck is cast with equal cantilever arms on either side from centre of pier. The balance portion of the end spans near abutment is then cast in-situ on staging. The suspended span of span length 20.0m is then cast in between the two cantilever arms (in between piers). The suspended span can be either with precast girders, erected from the cantilever arms, or alternatively it can be cast-in-situ by erecting staging from the cantilever tips. Expansion joints are proposed at the abutments and at the two ends of suspended spans. Bearings are provided at the abutments and under suspended spans in this case. Regarding the construction, the main bridge deck is proposed to be cast and erected as explained in case of option 1. The suspended span can be either with precast girders, erected CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

125 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar from the cantilever arms, or alternatively it can be cast-in-situ by erecting staging from the cantilever tips. This option has the following additional advantages over the sliding hinge concept: Reduction in the bending moments at support, due to positive moments at the mid of suspended span. Reduction in the break of the longitudinal profile due to presence of suspended span and permits compensation of eventual difference of level of the cantilever ends. The scheme however suffers from the following disadvantages: There is continuity of deflection at the junction between suspended span and cantilever arms of PSC Box girders. However there is no continuity of rotation and a formation of kink at the junction is inevitable. This has lead to serviceability and durability problems in several bridges in the past. A lower ultimate strength than the continuous structure. The scheme gives rise to large number of expansion joints and bearings. Option 3 : Variable depth Continuous PSC box Girder Bridge supported on Bearings 3 Modules with suspended span in between In this option, the span arrangement is kept similar as for the previous options. However the PSC variable depth box girder superstructure is supported on bearings in this case and made continuous for 4 spans. 3 modules with following span arrangement has been proposed in this option: Module 1 & Module 3: Span arrangement 75.0m + 4 x 121.0m m (Total Length = 619.5m) Module 2: Span arrangement 60.5m + 4 x 121.0m m (Total Length = 605m) A suspended span of 20.0m is proposed in between the two modules to bridge the gap. Expansion joints are proposed at the abutments and under the suspended spans in this case. The deck is proposed to be of precast segmental type with equal cantilever arms on either side. The two cantilever arms are joined by an in-situ pour. Between the two modules, a single suspended span is provided. The suspended span can be either with precast girders, erected from the cantilever arms, or alternatively it can be cast-in-situ by erecting staging from the cantilever tips. Expansion joints are proposed at the abutments and at the two ends of suspended span. This option has the following advantages over the previous options: Continuity of deck reduces the design bending moments. CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

126 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Deflection at the mid span is much less as compared to the scheme with sliding hinge or suspended span. Reduction / Elimination of expansion joints increase riding comfort and durability. Continuity of displacement and rotation ensured at all points except at the location of suspended span. However by keeping the length of suspended span to about 0.4L, it is possible to keep the rotations at the joint in the same range. High ultimate strength as compared to option 1 & option 2 above. The scheme however suffers from the following disadvantages: Design is complex due to high degree of indeterminacy and continuity of deck. There is reversal of bending moments in the deck thereby complicating the cable profiles. Option 4 : Variable depth Continuous PSC box Girder Bridge supported on Bearings 3 Modules with additional piers in between In this option, the span arrangement is kept similar as for the option 3 except that the suspended span is eliminated and replaced by an additional pier and pier foundations at the centre of expansion joint between the two. The PSC variable depth box girder superstructure is supported on bearings in this case and made continuous for 4 spans. 3 modules with following span arrangement have been proposed in this option: Module 1 & Module 3: Span arrangement 75.0m + 4 x 121.0m m (Total Length = 619.5m) Module 2: Span arrangement 60.5m + 4 x 121.0m m (Total Length = 605m) Expansion joints are proposed at the abutments and under the central pier in this case. This option has the following advantages over the previous options: Continuity of deck reduces the design bending moments. Deflection at the mid span is much less as compared to the scheme with sliding hinge or suspended span. Reduction / Elimination of expansion joints increase riding comfort and durability. Continuity of displacement and rotation ensured at all points. High ultimate strength as compared to option 1 & option 2 above. The scheme however suffers from the following disadvantages: Design is complex due to high degree of indeterminacy and continuity of deck. There is reversal of bending moments in the deck thereby complicating the cable profiles. CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

127 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Option 5 : Variable depth Continuous PSC box Girder Bridge supported on Bearings 3 Modules with additional piers in between and STU for distribution of lateral loads The scheme envisages a 605m long continuous deck with expansion joints only at the abutments and at 2 intermediate locations, similar to Option 4 above. The central pier in any module will be fixed bearings and all other piers will be provided with free bearings and shock transmission units. Shock transmission units will help to distribute the seismic / braking forces in all the piers while permit slow movement due to temperature / shrinkage and creep without causing any secondary stresses. Several bridges in the recent past has been constructed / under construction using STU with this technique. Notable amongst them are: SONE BRIDGE, BIHAR ( project) : Under Construction GANGA BRIDGE AT VARANASI ( project) : Under Construction YAMUNA BRIDGE, DELHI (DMRC Project) : Constructed BASSEIN CREEK BRIDGE (MORT&H Project) : Constructed This option has the following advantages over the previous options 4: Provision of STU / Viscous Dampers reduces / distributes the earthquake forces on the substructure and foundation. Option 6 : Variable depth Continuous PSC box Girder Bridge supported on Bearings 3 Modules with suspended central hinge in between and STU for distribution of lateral loads This option is similar to the Option 3 in span arrangement except that the suspended span is replaced by a central hinge in between the two modules to bridge the gap. Also, for better distribution of lateral loads between the supports, it is proposed to provide shock Transmission units. Shock transmission units will help to distribute the seismic / braking forces in all the piers while permit slow movement due to temperature / shrinkage and creep without causing any secondary stresses. Option 7 The structural arrangement will have to be proposed keeping the navigational requirement in view which are CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

128 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar a) To maintain a clear navigable span of 100 m. b) Clear overhead above Navigable High Flood Level (Refer IRC : , Annex E, Clause 220.1) should be 10.0m. The span arrangement proposed now is m c/c and clear span excluding substructure (pier width) is m which is more than 100m.Vertical clearance within 100m of navigable zone is minimum of 11.0 m from highest flood level (HFL), which is more than 10.0 m. It is to be noted that Navigable High flood Level will be lower than HFL and we should even have more clearance. Salient features of this are as follows: 1. The Span arrangement of a balanced cantilever bridge as proposed earlier is disrupted by requirements of intermediate piers at expansion joint locations. In most of the cases the spans near expansion joints being 60% to 70% of the main spans there will be unequal spans within the entire bridge alignment. Depth of the sections of a balanced cantilever bridge being higher adequate clearance for navigation cannot be ascertained. Also it will be tidious to use segments of 34.0 m width as in case of present proposal meaning thereby we will have to divide the carriageway. This will lead to increase of time in construction significantly. Extradosed Bridge has now been considered as the optimum solution to satisfy the above two criteria as mentioned above. 2. According to present proposal there are m between piers P1 to P16 which are equal spans and corresponding clear spans of 110 x 15 = 1650 m. If we consider that existing foundations for HT Tower nearby proposed bridge can create navigational problem we can neglect those spans. After ignoring these spans there will be 4 consecutive spans of P1 to P5 with clear length of 110 x 4 = 440m, 3 consecutive spans in between P6 to P9 which is 110 x 3 = 330m, 2 consecutive spans between P10 to P12 which is 2 x 110 = 220m and last 3 consecutive spans between P13 and P16 as 3 x 110 = 330. Total available clear span is 110.0m x 12 = m. Total available navigable portion after neglecting spans near embankments is = m. 3. This scheme provides economical and sound result if proper symmetry and certain range of span is adopted. 4. In case we want to align the bridge pier locations with that of foundation of High-Tension towers, the span arrangement could vary significantly. Variable spans will result in higher construction cost and poor bridge-aesthetics It will not only have an adverse impact on the visual appearance (aesthetics) but also on the construction process as the number of segment lengths will vary considerably as the economy in construction can be controlled by maintaining uniformity in shape and forms of the structure in case of long span bridges. 5. In case we adopt two or three types of span arrangements, we would create difficulty both in terms of design and construction. Extradosed bridges will be constructed by balance-cantilever CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

129 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar method with extradosed cables by keeping the pier at the centre of the spans. In case of irregular span arrangement this balancing process cannot be ascertained for some of the piers. There will be some piers which will have uneven arms Comparative evaluation of various options The various alternatives studied for the bridge forms were compared on the basis of following considerations: a) Initial Construction Cost b) Period of Construction (Speed) c) Availability of In-house materials and technology d) Durability & Maintenance considerations e) Bridge Aesthetics. f) Supervision & Control of execution Conclusion a. Concrete intensive construction is preferred as compared to steel intensive construction considering the significant increase in the relative cost of steel compared to concrete. b. Precast Segmental Construction technique is preferred over cast-in-situ solution for the variable depth PSC Box Girder Superstructure for this project as the project is proposed to be taken up on BOT basis. c. From the point of view of navigational requirements, speed of construction, durability and maintenance considerations, overall quality control at site and aesthetic considerations, Option 7 could be prepared for implementation. The new 6-lane bridge across river Ganga has been proposed 480m downstream of existing bridge (Rajendra Setu) at Mokama. The proposed PSC Box Girder Bridge built by balanced cantilever method with additional extra dosed cables. The span arrangement has been finalized keeping in view the navigational requirements (both horizontal and vertical) as per IWAI guideline. The salient features adopted for the structural arrangement of the bridge are as follows: CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

130 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar 4.3 Structural Arrangements for new bridge It is due to the mandatory requirement to provide adequate vertical clearance of 10m and 100m of horizontal navigational zone within a span and keep the variation of the finished road level at minimum, the depth of the sections of a normal balanced cantilever bridge has to be reduced. For this additional extra dosed cables have been chosen and finally an extradosed bridge has been proposed. Features of the proposed bridge: A. Superstructure Total length (c/c expansion gaps at Abutments) : m Span arrangement in metres (c/c of piers/abuts) : m + 115m x 16 nos m Span from C/C of Exp gaps : m m x m FRL : Depth of Section at centre of Spans : Maximum at centre of deck 3500 to 3150mm at cantilever tip. Total segment width: mm Clear Carriage way: 2 nos. of 13.0 m width carriage way separated by 3m wide median Footpath: Clear width of 1.5 m x 2 nos. on left and right side of the deck centre Railings: Cast-in-situ /Precast type, consists of concrete Posts/Masts on kerbs of 450 mm width +50mm clearance from edge Crash Barriers (IRC:5-2015) : Footpath Side Concrete Crash Barriers shall be 500mm wide x 2 nos. & 2 nos. of median- side concrete crash barriers of 450mm width +50 mm clearance from the pylons/anchor blocks at the centre of deck Pylons: Maximum Height 15.0 m ; Base 5.0m in traffic direction x 2.0 m width ; 16 nos. Expansion joints-modular strip seal type: At end Abutments of 160mm movement capacity 230 c/c within spans of 160 mm movement capacity Bearings at Abutments: Free POT-PTFE & Metallic Longitudinally Guided Bearings at Expansion Gaps: Disc Brgs. attached to longitudinally free Sliding Beams. Internal Expansion Gaps longitudinally free in translation but restrained vertically and rotationally to restrain differential vertical and rotational movements during service stages and long term deflections. Maximum self-load of a precast segment without (Cantilevers, pair of precast concrete struts and additional part of anchorage block at top of deck) will be limited to 175 T. B. Substructure CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

131 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Cast-in-situ RCC Piers: Clear Length between Cast-in-situ Pier-segment and Well Cap: At each location, height (till soffit level of deck) is an average of nos of walls x 16 nos. with base size of each wall as 13m x 0.950m width (along traffic) Abutment: Spill through type frame made by abutment cap(beam) on multiple pier shafts. Returnwalls : Cantilever type C. Foundations Well foundations of total depth: m Shape: Double D comprising of Circular Portion of Dia m and straight portion of 5.5m (13.5 width x 19 m length max in transverse direction) Top of Pier Well Cap proposed: RL: Founding levels average for piers proposed: RL: Min Net bearing capacity of foundation based on shear failure and maximum allowable settlement criteria of 75mm at founding level assuming 13.5x13.5 base dimension and corrected SPT (N') from geotechnical-report as an average of 26 nos.: 90 t/m2 Min. Gross bearing capacity adopted as 100 t/m2 D. Hydraulic or Channel feature: Total maximum design discharge cumec. Total clear water way m (deducting obstructions) Mean water velocity 4.32 m/s Average soil grain size (LSF from Geotechnical report) HFL: LWL: Average bed LVL Average Scour Depth at Pier Locations: 28.0 m from HFL 4.4 STRUCTURAL PARAMETERS Grade of Concrete Durability provisions for structures shall be as per moderate conditions of environment. Keeping the durability and structural requirement, the proposed strength of various elements of structure will be as follows: Minimum grade of concrete are as follows CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

132 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Sl. No Structural Components Post tensioned Extradosed Precast Boxgirder segments & Cast in situ Pier table Segments and Pylons Bearing pedestals/ seiesimic arrestors blocks etc (mortar) For RCC Abutments, Dirtwalls, Returnwalls, Brackets on both sides of dirtwalls Minimum Grade of Concrete (cube) M50 40 M45 (min) 50 M45 50 Nominal Cover (mm) 4. For RCC Piers, Piers Walls M For RCC Well-Caps M For RCC Well Steinings and Curbs M Bottom Plugs of Wells as PCC M RCC Intermediate Plugs of Wells M Prestressing Steel for Internal Stressing Prestressing steel will be conforming to IS: 14268, Class 2 Low Relaxation uncoated stress relieved strands Prestressing Steel for Extradosed Cables /Stays Prestressing steel will satisfy the requirements of Class 2 of CEB/FIP / as per PTI / as per BS wire super type and minimum criteria of IS: 14268, Class 2 Low Relaxation uncoated stress relieved strands (parallel strand bundles) Strand Tested at dynamic stress range of 200 N/mm2 at 2 million load cycles 250 N/mm² at 10 million load cycles Individually greased /waxed along with PE coating Arrangement and description of Prestressing units and Accessories A. Prestressing units Internal Cables Longitudinal Presstressing of decks (Post tensioning) Top Cables : Prestressing Units with anchorage for: 12T13 Type with Low relaxation -strands of dia 0.50 (Nominal dia.=12.7mm 7 ply, Area=98.7 mm2) ; Bottom Cables : Prestressing Units with anchorage for: 19K15 Type with Low relaxation strands of dia:0.6 (Nominal dia.=15.2mm 7 ply, Area= mm2) Transverse Presstressing of decks (Post tensioning) Top Cables : Prestressing Units with anchorage for: 4T15 Type with Low relaxation -strands of dia 0.50 (Nominal dia.=15.2mm 7 ply, Area=140 mm2) CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

133 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Presstressing of Internal Precast Struts (Post tensioning) Struts: Prestressing Units with anchorage for: 19T15 Type with Low relaxation - strands of dia 0.50 (Nominal dia.=15.2mm 7 ply, Area=140mm2) B. Prestressing units - External Stay Cables at Extradose Longitudinal Presstressing of decks (Post tensioning) Top Cables : Divided in 2 Planes for each Pylon ; Individually greased, PE covered,.62" (150mm2 / 15.7 mm dia, low relaxation 7 ply strands of UTS 1860 MPa, breaking strength 1860,with anchors. (set of 16 x 16 nos. fixed + 16 x 16 nos. of adjustable stressing anchorages including high tensile steel wax box, deviators, local dampers) Other parameters Sheathing for Internal cables: As per the technical specifications (Corrugated HDPE, proposed) Sheathing for Extradosed cables : As per the technical specifications (HDPE with helix, proposed).strands shall be protected by PE coatings and additionally by wax like hydrophobic fillers /as proposed by certified authority within hellicoid HDPE sheathing ducts (UV resistant, coloured blue/red/ else as indicated by EIC ) Reinforcement Steel (Rebars) Only thermo-mechanically treated reinforcement bars of grade 500D (min.) conforming to IS: 1786 will be adopted. Yield Stress, fy = 500 MPa. Permissible stress limit during normal loading condition provisions shall be as per reference to IRC Clearances Clearance for Navigation Proper clearance of >10m between water level and the deck bottom has been ensured for the middle span within the navigable zone of 100 m in the river. Bearing System Considering the span arrangement and safety aspects of structural system both under normal condition and seismic condition, it is proposed to adopt POT/PTFE bearings under the PSC girders for transferring the vertical loads at abutments and disc bearings at internal expansion joints with sliding beams. CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

134 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar 4.6 Sub-soil Exploration The Sub soil exploration report for the bore holes along the alignment of new bridge prepared by the Consultants while finalizing the DPR for Bakhtiarpur Begusarai Khagaria section of NH-31 is placed at Annexures- I of this Report CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

135 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar 5.0 Material Survey and Investigation 5.0 In compliance with the Term of Reference (TOR), the Consultants have conducted Material Surveys and Soil Investigation for the design of Begusarai Khagaria (Km 235 to Km 270) section of National Highway No. NH-31 in the year of The details of investigations including the procedure and results of field and laboratory tests are contained in QAP document submitted by the Consultants during the inception stage. This Chapter summarizes the outcome of such surveys and investigations under the following headings and provides necessary recommendations: (a) Sub-grade Soil Investigation (b) Material Investigation The detailed investigations included both field and laboratory testing. Field works covered TRRL s dynamic cone penetration tests, field density tests, sub-grade soil sampling by excavating test pits and hand auguring, identification of rock sources and soil borrow areas, while laboratory testing included the determination of the relevant engineering properties of the soils and materials. Samples of borrow soils, sand, gravel, for use in embankment, pavement structures and concrete mix were obtained from the existing and proposed borrow sources/quarries within reasonably short haulage distances of the project road. Auger holes and test pits were also excavated wherever necessary to obtain samples for testing. Appropriate laboratory tests were carried out on the representative samples of soil and materials obtained during field investigations to determine relevant engineering properties. 1. The tests were carried out by the project team under direct supervision of Material cum-geotechnical Engineer for the project. 2. The water samples to be used for construction work were tested for PH value, sulphate (SO3) and chlorides. 3. All the above tests were performed as per relevant Indian Standards. The details for each test are as given below: Dynamic Cone Penetration Test TRRL (U.K.) Road Note no. 8 Water Content determination IS 2720 Part 2 CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

136 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Sieve Analysis IS 2720 Part 4 Atterberg s Limits IS 2720 Part 5 Laboratory compaction Modified Proctor IS 2720 Part 8 Test AASTO California Bearing Ratio Test (CBR) IS 2720 Part 16 Field Density using sand replacement IS 2720 Part 28 method Flakiness Index and Elongation Index IS 2386 Part 1 Specific gravity and water absorption IS 2386 Part 3 Aggregate Impact value IS 2386 Part 4 Soundness by Sodium Sulphate IS 2386 Part 5 Notations CBR : California Bearing Ratio LL : Liquid Limit PL : Plasticity Index MDD : Maximum Dry Density OMC : Optimum Moisture Content DD : Dry Density FMC : Field Moisture Content FDD : Field Dry Density DCP : Dynamic Cone Penetration Soil Classification in this project was adopted using Indian Soil Classification System (ISC) as detailed in IS In this system, principal names of soils are mainly based on their grain size distribution and supplemented by their position on the plasticity chart. 5.1 Aim The objectives of the investigation are to determine the engineering properties of sub grade soil under existing pavement, proposed widening / new alignment, identification of borrows areas, naturally occurring granular materials, stone metal quarries, coal cash, sand and water sources. The investigations taken together involved several phases of field operations and laboratory testing followed by compilation and analysis of data, which are presented herein. The probable stone quarry locations, borrow areas, sand and water sources are listed. The test results of samples collected are presented. The investigation work has been carried out at the in-house laboratory of the Consultants established at site. CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

137 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar 5.2 Investigation For The Sub Grade Soil Characteristics & Strength Along The Alignment This investigation was carried out by excavating the test pits at the interface of the pavement and shoulder for Begusarai Khagaria section of NH-31. Two types of pits of size 700mm X700mm and 1000mmX1000mm were excavated manually as per the details given in the TOR. The small pits of size 700mmX700mm were dug at 500m interval staggered left and right along the carriageway and large pits of size 1000mmx1000mm at every Km irrespective of the homogeneity considerations according to the soil characteristics obtained from the tests carried on the samples from the small pits. Small Size Pits Investigation through small pits was intended to decide, augment and enhance the reliability of investigations carried out in large pits. The spacing of small pits was kept at 500m. The following methodology was adopted: The 700mmx700mm size pits staggered left and right were dug manually upto the sub - grade at a spacing of 500m. After excavations of the test pits, the layer wise thickness of various structural components of the pavement were recorded in the earlier study. Visual identification of the soil encountered in the pits was also done. After recording of layer wise thickness, samples of the soil from the bottom of the pits were scientifically collected, marked, tagged, and then sent to the laboratory for testing to determine the texture classification. Dynamic Cone Penetration Test on Large Pits In order to ascertain the sub grade characteristic and strength along the existing road large pits of size 1000mmx1000mm were excavated manually keeping in view the requirements of homogeneity and change in soil profile. The pits were staggered left and right in every Km and were dug manually upto the sub grade level. The pits were oriented in such a way as to cause minimum damage to the pavement but extending to such a distance as to meet the requirements of the test. The following methodology was adopted for large pit investigation: CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

138 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar 1. After excavation of test pits, the thickness of the pavement layers as in case of small pits were measured and recorded. 2. Following field tests were carried out in each of the test pits adopting standard procedure mentioned against each test. - Field Density : IS 2720 (Part-28) - Moisture Content : IS 2720 (Part-2) - Dynamic Cone Penetration Test (DCP) TRRL Road Note-8 3. Field Density test was carried out by sand replacement method. 4. For moisture content determination, the soil collected from the sub-grade for the lab testing was used. 5. DCP equipment standardized by TRRL comprising 60 degree cone with a base diameter of 20 mm and 8 kg hammer dropping from a height of 575 mm was used for DCP test. This test was carried out at specific locations according to the homogeneity of the soil tested from the small pits. This test was conducted in the pits of 1000mmX1000mm size after reaching the sub-grade level. One test was for each pit excavated in every Km. After setting the apparatus at sub-grade level, the number of blows were recorded upto 1000mm or to point of refusal below the sub-grade level. The in-situ strength of the soil driven into the sub-grade is expected to be inversely proportion to the rate of penetration (in mm per blow of hammer) achieved, which might vary, even at the same location at different depths. 6. After field tests the disturbed and un-disturbed samples of the soil from the bottom of the pit collected for testing in the laboratory. 7. The following tests are being out carried out in the laboratory. - Grain size Analysis : IS 2720 (Part-4) - Modified Proctor compaction : IS 2720 (Part-8) - Atterberg s Limits : IS 2720 (Part-5) - CBR Determination for unsoaked : IS 2720 (Part-16) and 4 days soaked samples, at 95% and MDD. In-situ evaluation of the strength of the sub-grade in terms of CBR of an existing pavement as per IRC or any other International Standards is very time consuming and tedious testing. Dynamic Cone Penetration Test is a simple and quick method for evaluation of the strength of the sub-grade. This equipment is useful for determination of in-situ sub-grade strength in terms of CBR at its natural moisture and in-situ density. This is done with the aid of an established correlation. The design of the pavement DCP equipment is similar to that described by Kleyn, Morce and Savage (1982) and developed by TRRL, UK. It incorporates 8 kg weight dropping through a height of 575 mm and a 60 cone having a diameter of 20 mm tests the soil. The DCP rod is driven into the sub- CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

139 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar grade soil by a 8 kg drop hammer sliding on a 16 mm diameter steel rod with a fall height of 575 mm. A meter long scale is fitted parallel to the rod. The DCP cone is driven into sub-grade soil upto 1000 mm and penetration in mm/blow is determined by taking average of number of blows required for every 300mm penetration in each fort pit. DCP values with the strength of sub-grade in field conditions are correlated with soaked CBR values of undisturbed samples of sub-grade determined in the Laboratory. Correlation based on Linear regression analysis as described below gave the best results; it is described as under: Linear Correlation: A correlation is obtained by linear regression analysis of data of Log10 penetration and Log10 CBR in the following manner: y = a + b x..eq (1) x and y are the Log10 values of DCP (mm/blow) and CBR (%) respectively and a & b are the regression constants which can be calculated using Eq. 2 & Eq. 3 b = n. x y - x.y n. x 2 - (x) 2 Eq (2) a = y - b x Eq (3) _ Where x & y are the average of values of x and y and n is the number of tests. Taking the Log10 values of DCP and Log10 of CBR as x and y, following regression equation has been developed. Log10 CBR = Log10 DCP..Eq (4) Analysis and Recommendations Soil Classification and relevant details: The Laboratory tests carried out for the soil samples collected from large pits revealed that soil along the alignment (Begusarai Khagaria section) is clayed silt of low to medium plasticity. Generally the soil along this section of project road is clayey silt as the percentage of clay and silt varies between 85 to 97. The PI value of the soil samples varies between 3.98 and Table 5.1 & Table 5.2 gives the details of test results of samples collected from large pits for Begusarai Khagaria section of NH31. CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

140 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Perusal of the test results on the samples from the small pits broadly indicates that the sub-grade soil is clayey silt of low to medium plasticity. S.No. Table 5.1 Percentage of Moisture, Wet Density & Dry Density Dry Location Wet density % of density of L/R of soil Moisture of soil Chainage (gm/cc) (gm/cc) Site C.B.R. Roundoff Value L R L R L R L R L R L R L R L R L R L R L R L R L R L R L R CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

141 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar L R L R L R Sub-grade strength As per the tests conducted OMC values (Table 5.2) vary between 9% & 16% and those of MDD vary from 1.79 gm/cc to gm/cc. This shows that the sub-grade soil along the project road is low to medium plasticity. Further the soaked CBR values at 55 blows also vary between 2.48 to This is also indicative of precarious position of subgrade soil strength and great care is required to be exercised in during construction / reconstruction of pavement Material Investigation The consultants are required to carry out investigations to identify the potential sources of construction materials and assess their general quality and availability. It is essential for economical and timely successful implementation of the construction programme of road project. It is, therefore essential to identify the source of following materials near the project site so as to economies on the cost of construction besides early implementation of the project. a. Suitable fill materials for compacted earthwork in embankment construction. b. Materials for construction of sub base. c. Stone metal & chips of different grades conforming to relevant I.S specification for construction of base and surfacing course. d. Materials for construction of Bridge components. e. Materials for slope pitching. CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

142 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

143 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

144 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

145 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Soil Borrow Area Investigation Soil Survey The objective of soil survey is, firstly to determine the main soil types occurring along the alignment and, secondly, to locate the source of borrow soil for use of embankment construction. For soil sampling an interval of about 2 km is generally considered sufficient. The interval may, however, be varied depending on charges in soil type and other factors. The sample collected should be evaluated for different geo-technical properties to decide upon usage in embankment construction. The desirable properties of soils for highway embankment are - Stability Incompressibility Permanency of strength Minimum charges in volume and stability under adverse conditions of weather and moisture content. Good drainage and Easy of compaction The soil should posses & adequate resistance to permanent deformation under loads, and should possess resistance to weathering, thus, retaining the desired subgrade support. Good drainage is essential to avoid excessive moisture retention, which may lead to pavement failure and potential and fast action. Easy of compaction ensures higher dry density and strength under particular type and account of compaction. Types of soils occurring in the country Soils occur in a fairly wide variety in our country. Some of the major soil types met with are: Alluvial soil: These are mostly found in the Indo-Gangetic plain. Generally these are composed of broadly matching fractions of sand, silt and clay, and make fair to good sub grade material. Fine Sand: It is confined mostly to desert areas in the northwestern part of the country. This soil lacks binder fraction and is not well graded. CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

146 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Coastal Soil: The sand/sandy soils forming the coastal alluvium usually make good subgrade. Black Cotton soils: Black cotton soils occur in parts of Madhya Pradesh, Maharashtra, Andhra Pradesh and Karnataka. These soils are characterized by pronounced volume changes (swelling upon wetting and shrinkage after drying) and low strengths at high moisture content. Red gravelly soils: The moorums and red gravelly soils are found in various pockets and are generally less problematic. The soil along the alignment falls mainly in the category of black cotton soil. These soils are composed broadly of silt and clay with sand & nominal gravelly materials. Extensive survey was undertaken to locate potential sources of borrow areas of soil as near to the project site as possible to avoid long haulage of the materials. On the basis of information gathered through contacts with local people and applying visual and field identification guides, it could safely be concluded that sufficient quantity of soil from borrow areas will be available on either side of the project road within reasonable distance (lead) Survey and investigation of Stone Aggregate Materials The survey was carried out to locate potential sources of sound stone aggregates required for the construction of: Wet Mix Macadam Dense Bituminous Macadam Bituminous Concrete Cement concrete Quarries exist at Jamalpur, Shekhpura, Pakur, Manpur, Karwandia / Tarachandi, Kadwa, Lengura, Gaira, Kulge, Sita Nalla, Kandra, Panchet, Ambadag and Chutupalu. Out of these moorum is available at quarries of Kandra and Chutupalu. Stone metals / aggregates are available in other quarries. Figure 4.1 shows the quarry location within influence area of project road. CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

147 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar The physical requirements of coarse aggregates that are relevant to be adopted in non bituminous and bituminous layers of pavement are given below: i) For Wet Mix Macadam: Los Angels Abrasion Value : Maximum 40%. Aggregate Impact Value : Maximum 30%. Note Aggregates may satisfy requirements of either of the two tests. Combined Flakiness and Elongation Index : Maximum 30% Note To determine this combined proportion, the flaky stone from a representative sample should first be separated out. Flakiness index is the weight of flaky stone metal divided by the weight of stone sample. Only the elongated particles be separated out from the remaining (non-flaky) stone metal. Elongation index is weight of elongated particles divided by total non-flaky particles. The value of flakiness index and elongation index so found are added up. If the water absorption value of the coarse aggregate is greater than 2 per cent, the soundness test shall be carried out on the material delivered to site as per IS 2386 (Part 5). ii) For Dense Bituminous Macadam: Grain size analysis : Max 5% passing mm sieve. Combined Flakiness and Elongation Index : Maximum 30% Note To determine this combined proportion, the flaky stone from a representative sample should first be separated out. Flakiness index is the weight of flaky stone metal divided by the weight of stone sample. Only the elongated particles be separated out from the remaining (non-flaky) stone metal. Elongation index is weight of elongated particles divided by total non-flaky particles. The value of flakiness index and elongation index so found are added up. Los Angels Abrasion Value : Maximum 35%. Aggregate Impact Value : Maximum 27%. CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

148 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Note Aggregates may satisfy requirements of either of the two tests. Sodium Sulphate (Soundness) : Max 12%. Magnesium Sulphate (Soundness) : Max 18%. Water Absorption : Max 2%. Stripping : Minimum retained coating 95%. Water Sensitivity ( Tensile Strength) : Min 80%. Note The water sensitivity test will be only required if the minimum retained coating in the stripping test is less than 95%. iii) For Bituminous Concrete: Grain size analysis : Max 5% passing mm sieve. Combined Flakiness and Elongation Index : Maximum 30% Note To determine this combined proportion, the flaky stone from a representative sample should first be separated out. Flakiness index is the weight of flaky stone metal divided by the weight of stone sample. Only the elongated particles be separated out from the remaining (non-flaky) stone metal. Elongation index is weight of elongated particles divided by total non-flaky particles. The value of flakiness index and elongation index so found are added up. Los Angels Abrasion Value : Maximum 30%. Aggregate Impact Value : Maximum 24%. Note Aggregates may satisfy requirements of either of the two tests. Polished Stone Value : Minimum 55%. Sodium Sulphate (Soundness) : Max 12%. Magnesium Sulphate (Soundness) : Max 18%. Water Absorption : Max 2%. Stripping : Minimum retained coating 95%. Water Sensitivity ( Tensile Strength) : Min 80%. Note The water sensitivity test will be only required if the minimum retained coating in the stripping test is less than 95%. CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

149 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar At present sufficient quantities are available at the aforesaid location so as to completely meet the requirements of this project. However, Sheikhpura Quarry has been considered for the above mentioned works Naturally Occurring Granular materials for GSB Efforts were made to explore the sources of naturally occurring GSB granular materials for use in the construction. Quantities of crushed aggregates, which may be used in G.S.B., are available in abundance at Shaikhpura quarry Sand Coarse sand in large quantities to serve the requirement of this project road is available from Ganga river bed. It is generally free from dust, lumps, soft or flaky materials. However, the Kiul sand available at Kiul quarry has been proposed for the project road.mooram for the project has been proposed to be used from the quarry at Rajgir Water River Ganga has adequate flow of water that may be contaminated by industrial and domestic wastes of nearby industrial areas and other habitations. The samples from ground and surface water sources have been tested and found that this could be used for construction works Bricks A large number of brick kilns are available within a lead of km from the project road. Since the proposed construction to a large extent consists of RCC works other than flexible pavements, the requirement of bricks is likely to be not much Cement The cement of almost all-acceptable brands is locally and readily available. The cement conforming to ISI specifications and approved by DGS & D can very easily be procured locally from Begusarai town Steel SAIL the primary and authenticated sources of steel has branches at all important locations all over India including Begusarai. Steel is also being manufactured locally as per ISI specifications under different names, which can be purchased after necessary testing Bitumen CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

150 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar The regional sales officers of IOC and HPC were contacted with regard to procurement of Bitumen and Bituminous Products for use on the project road. It was reveled that all the requirements of the Bitumen and Bituminous Product can be met with from the Brauni Oil Refinery which is located very close to the project road. 5.3 Widening Schemes The Consultants have deliberated the desirability of eccentric widening (left side) for Begusarai Khagaria section of NH-31 on grounds of --. Maximum utilization of existing road. Saving of roadside trees and protection of existing Bund. Ease of construction Easier traffic management during construction. Symmetrical widening is not considered desirable in rural areas on account of cutting of large number of well grown trees (cluster of trees) located on either side of the road and in consideration of catering to the traffic during construction. However, in urban / semi-urban area concentric widening could be considered with reduced median width with service road to cater to the local traffic, so that the uninterrupted flow of traffic could be achieved on the main highway. In case of re-alignment section of NH-31 between Km to Km the project road will traverse through vacant / agricultural land and in any case would warrant new construction. 5.4 Land acquisition The stretch of project road from zero mile to Khagaria (Km to ) has right of way of 60m and will not warrant land acquisition as such. Part of Mokama Bypass that is being utilized has right of way of 90m. However, the realigned portion of project road between km on NH 31 near Bakhtiarpur to km on NH 31 beyond Mokama as well as the stretch between km at the starting point of proposed new Ganga Bridge to km will require land acquisition for the entire ROW (60m), and the stretch between Km to Km of NH 31 having a 30m ROW, it will require land acquisition for the ROW of 45m. The land acquisition details for the project are given below (Table 5.3):- Table 5.3: Land acquisition details From (Km) Chainage (Km) To (Km) Length (m) ROW available (m) Requirement (m) Area in Hectare CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

151 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar (49.2 (1.9*6.0)) = Decimal Total in acre Acre CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd.

152 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar TRAFFIC SURVEY AND ANALYSIS Traffic Surveys To establish the existing traffic and travel characteristics on the section of NH-31 between Khagaria- Bakhtiarpur, the following traffic surveys were carried out in accordance with the guidelines contained in IRC and IRC and as per formats provided in the Inception Report submitted by the consultants in October Classified Traffic Volume Counts Intersection Surveys Speed and Delay Survey Origin - Destination Survey Axle Load Survey Willingness-to-pay Survey Parking Survey Pedestrian Volume Count Review of Traffic Accident Statistics Fig. 6.1 shows the traffic survey locations in the form of a key plan. 6.2 Existing Traffic Pattern Classified Traffic Volume Counts The Traffic Volume Counts were carried out manually for each vehicle type separately by counting the vehicles at 15 minutes time interval in both directions. This survey was conducted earlier at four locations as shown in Fig All of these four locations were situated within the state of Bihar. Traffic counts were carried out for seven consecutive days, 24 hours for each day, during the period between to The following classification has been used for vehicle types: Passenger Vehicle Auto Car/Taxi Jeep/Van Standard Bus Commercial Vehicles Light Commercial Truck (4 wheeled and 3 wheeled) Heavy Commercial Trucks (Two axle rigid trucks) CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd

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154 Final Feasibility Report Vol: I Main Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria section of NH-31 in the State of Bihar Mini Bus Scooters/Motor Cycles Non-Motorized vehicles Multi Axle Vehicles (3 Axle rigid and articulated vehicles) Agriculture Tractors and Tractor Trailers Bi-cycles Cycle Rickshaws (Tri-cycle) Animal Drawn/Hand Drawn Passenger Car Units: Data collected for various vehicle types is required to be converted to a uniform unit i.e. Passenger Car Unit or PCU for the purpose of further analysis and compositions. IRC recommends the following conversion factors to convert the number of vehicles into Passenger Car Units The raw data collected at 15 minutes interval has been summarized to hourly traffic. The data from the classified counts have been analyzed to study the hourly variation and daily variation of traffic, vehicle composition of traffic, average daily traffic, peaking pattern and directional distribution of traffic. In this alignment the traffic count stations at Km 166 and Km 240 for base year 2011 has been carried out for the present study. Day wise, mode wise distribution and hourly variation of traffic have been presented graphically in Figure 6.03 to For each of the traffic count station and for the base year (2011) classified hourly average traffic data has been presented in Table 6.1 to Table 6.2. Average Daily Traffic (ADT) volumes for all the two count stations have been presented in Table 6.3. Passenger Vehicles (In PCU s) Table 6.3: Average Daily Traffic (ADT) Values Commercial Vehicles (In PCU s) Non-motorized Vehicles (In PCU s) Total (In PCU s) Km Km Traffic Variation, Directional Distribution and Peak Hour Factor: The hourly variation of traffic observed at various count locations are presented in Fig to Fig From the hourly variation of traffic it is seen that the except for minor variations the traffic volume is more or less same through the daylight hours. However, after 7 pm. there is a distinguishable drop in the volume of traffic. This can be attributed to the prevailing security situation in the area. CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd

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