Mangaldoi Bypass Report

CHAPTER 1
EXECUTIVE SUMMARY
1 Executive Summary
1.1 Background
Ministry of Road Transport and Highways (Govt. of India) has embarked upon massive up-gradation
of its road network in the State of Assam through PWD NH Works, Assam with the purpose of
development of highways and any other infrastructure projects thereon entrusted to it and as part of this
endeavor, the PWD NH Works, Assam has been mandated to undertake improvement and up-gradation
of various State Highways and Major District Roads at different locations in Assam.
In view of the above work PWD NH Works, Assam has appointed Alliance Engineers & Consultants
to carry out Consultancy Services for preparation of Project Report for proposed Mangaldai Bypass
starting from chainage at Ch. 26+400 Km of NH 15 (Baniyaojhapara) and terminating at Ch. 41+480
Km of NH 15 (Khatoniyapara) passing through revenue village of Barkumarpara, Gurimari 1st & 2nd
part, Mowamari Chapori, Baghpori Chapori, Bundia Chapori & Gelaidiang Chapori (Length 15.26
Km).
1.2 Project Road Description

The start point of the project bypass road is at Ch. 26+400 Km of NH 15 (Chengeliyapara) and
terminating at Ch. 43+570 Km of NH 15 (Khatoniyapara). The existing features of the project road is
listed below in Table 1.1
Table 1.1: Existing Features
Sl. No. Item Description

Start Point: 26+400 Km of NH 15 (Baniyaojhapara)
1 Terminal Points
End Point: 41+480 Km of NH 15 (Khatoniyapara)
Through start point: Barkumarpara
2 Connectivity
Through end point: Gelaidiang Chapori
Important Barkumarpara, Gurimari 1st & 2nd part, Mowamari Chapori,
3
Settlements Baghpori Chapori, Bundia Chapori & Gelaidiang Chapori
4 Terrain The entire Project Road passes through Plain terrain.
The entire proposed Project Road passes through mostly
5 Land use pattern
agricultural and Government land barring a few locations of built
1|Page Alliance Engineers & Consultants

Sl. No. Item Description
up areas. The terrain classification of the project road is “plain
terrain” with many low lying and flood prone areas.
Horizontal
6 Nil
Geometry
7 Vertical Geometry Nil
Pavement
8 Nil
Condition
Existing
9 Nil
Carriageway
10 Existing Shoulder Nil
11 Existing ROW Nil
12 Bridges Minor Bridge gaps- 6 Nos.
13 Culverts 44 Nos.
14 ROB Nil
15 Existing Bypass Nil
Submergence
16 The whole stretch.
Stretch
Major
17 2 Nos. (at start and end)
Intersections
Minor
18 30 nos.
intersections
HT line, Electric poles, Telephone poles, Transformer, OFC and
19 Existing Utilities
Water Pipe Lines, Tube-wells etc.
1.3 Traffic
To establish the traffic characteristics along the project road, Consultants have carried out 7 days
Classified Traffic Volume Counts.
The Average Annual Daily Traffic (AADT) in the base year 2016 on the three (3) locations is presented
in Table 1.2.
Table 1.2: The AADT in the Year 2016

Homogeneous Traffic Section AADT ( Nos) AADT (PCU)
At KM 30+000 12954 16915
At KM 41+000 11756 18113
The traffic growth rates are considered as 6.5% as per Clause 4.2.2 of IRC: 37-2012.
The projected traffic considering the above growth rate are given in Table1.3.
Table 1.3- Projected Traffic
KM 30 (Punia) KM 41 (Dakechowki)
Year
NOS PCU NO PCU
2016 12954 16915 11756 18113
2017 13602 17761 12344 19019
2018 14282 18649 12961 19970
2019 14996 19581 13609 20968
2020 15746 20560 14289 22017
2021 16533 21588 15003 23117
2022 17360 22668 15753 24273
2023 18228 23801 16541 25487
2024 19139 24991 17368 26761
2025 20096 26241 18236 28099
2026 21101 27553 19148 29504
2027 22156 28930 20105 30980
2028 23264 30377 21110 32529
2029 24427 31896 22166 34155
2030 25648 33491 23274 35863
2031 26930 35165 24438 37656
2032 28277 36923 25660 39539

KM 30 (Punia) KM 41 (Dakechowki)
Year
NOS PCU NO PCU
2033 29691 38770 26943 41515
2034 31176 40708 28290 43591
2035 32735 42743 29705 45771
2036 34372 44881 31190 48059
1.4 Improvement Proposal

Improvement Proposal of the project road are:
 The width of the carriageway is 7.0m throughout the entire length with 1.50m paved Shoulder
 All the Bridges are proposed to be constructed.
 43 Nos. of Culverts are proposed to be constructed as R.C.C Box Culverts.
 The entire road is designed as Flexible Pavement.
 Major and 30 minor junctions are proposed to be developed.
 Road furniture like Road Signs, Markings, Metal Beam Crash Barrier, Guard posts, KM
Stones, Hectometer and 5th KM stones etc. are proposed for the road stretch.
 Zebra crossings are proposed to be provided where there are bus stops, market and Shopping
Places
 Pick-up Bus stops are provided at 8 locations (4 Left and 4 Right Sides).
1.5 Pavement Composition

The bypass is proposed to be constructed. Flexible pavement is proposed in the project road, flexible
pavement is designed for a design period of 15 (Fifteen) years.
Design Traffic
The Design cumulative standard axles calculated from the traffic survey is found to be 98.16 msa.
Therefore, for pavement design a design traffic of 100 msa is considered.
Requirement of CBR for Subgrade
The minimum CBR of subgrade for pavement design is should to be 8% as per IRC 37 clause 5.1.
Pavement Composition
The following pavement thickness is proposed for the development of the project bypass.
Bituminous Concrete : 50 mm
Dense Bituminous Macadam : 115 mm

Wet Mix Macadam : 250 mm
Granular Sub-base (full width) : 200 mm
Total : 615 mm
1.6 Road Geometric Features

1.6.1 Cross Drainage works
All CD structures constructed are proposed for reconstruction. Reconstruction/ widening / new
construction of the Box Culverts are proposed to meet the latest National Highway standards. The
Geometric Standards of culverts has been adopted in accordance with IRC: SP: 73:2015.
The proposals for cross drainage structures are as follows:
Table 1.4 ABSTRACT OF CD STRUCTURES
Sl. No. Chainage Type Span Remarks
1 27014 BOX CULVERT 1/23/0 New- Construction
2 27637 BOX CULVERT 1/22/1.5 New- Construction


1.6.2 Minor/Major Bridges
All bridges are proposed for construction. Geometric standard of all Minor and Major Bridges/ Box
culverts/ROBs for two lane + paved shoulder section has been adopted in accordance with IRC-SP-
73:2015.
7 No. of minor bridges are proposed to be constructed. The proposals for Bridges are as follows:
Table 1.5:- ABSTRACT OF BRIDGES

Sl. No. Bridge Chainage Length
1 Bridge start Point 1808 18
Bridge End Point 1826
2 Bridge Start Point 3684 35
Bridge end Point 4483
1.6.3 Junctions
There are about 32 Nos. of major and minor junctions out of which 8 nos. T Junctions, and 24 nos. Y-
Junctions at various locations. Among the Y-junctions 3 nos. are major junction and remaining are
minor junctions. The list of junctions along the project road is given in Table 0.6.
Table 1.6: - T & Y Junctions

SL.NO CHAINAGE TYPE SIDE REMARKS
1 852+942 Y-Junction Right Major
2 853+240 T-Junction Both Minor
5 855+727 Y-Junction Both Major
8 856+569 T-Junction Right Minor
9 856+609 Y-Junction Left Minor
10 857+174 Y-Junction Both Minor

13 857+998 T-Junction Right Minor
17 859+870 Y-Junction Right Minor
20 861+925 T-Junction Right Major
21 862+248 Y-Junction Right Minor
1.6.4 Road side Furniture

Road side Furniture are proposed to be provided as follows: -
 Traffic Signs and Pavement Markings

 Traffic signs and pavement markings includes road side signs, overhead signs, curve mounted
signs and road marking along the project highway.
 Metal beam crash barrier, Separators (MS railings)
 The minimum length of 1.10 km Metal beam crash barrier along built up area is proposed for
safety of traffic & users.
 Hectometre, Kilometre Stones are proposed as per requirement.
1.6.5 Pedestrian Facilities

The additional pedestrians’ facilities in the form of guard rails, footpath, lighting etc. are proposed in
built-up area.
1.6.6 Landscaping and Tree Plantation

Landscaping of the highway is proposed
1.6.7 Others
1.6.8 Highway Lighting
 Street Lights are provided in built-up areas.
 Solar lights blinkers are proposed at major & minor junctions and bus shelters.
1.6.9 Slope protection

The hill slope protections are proposed in the form of vetiver plantations.
1.6.10 Road Safety Measures

Rumble strips are provided on the sharp curves in the valley side approach, crash barriers were provided
in accident prone areas.
1.6.11 Flyover / Underpasses

There is no provision of Flyover/Underpass.

1.6.12 Land Acquisition (in Hector.)
Land acquisition is under process.
1.6.13 Project Clearance

The status of various clearances from respective Government Departments is as under.
 Shifting of utilities such as, Electrical poles, Telephone poles relevant documents are to be
submitted to respective departments by the consultants only after proposed development of
project road finalization.
 Forest and Environmental clearance of the project is under process.
1.7 Project Cost

GENERAL ABSTRACT OF COST
Length = 15.36 Km
Bill Cost
Item of works and Sub-Heads Unit Quantity
No (Rs. lakhs)
1 SITE CLEARANCE AND DISMANTLING Km 17.100 27.76
2 EARTH WORK
Excavation in Marshy Soil Cum 33550.92 20.154
Removal of Unserviceable Soil Cum 220090.54 118.541
Embankment Construction with Material Obtained

Cum 1180984.58 2458.574
from Borrow Pit
Construction of Subgrade and Earthen Shoulders Cum 197692.38 481.163
Sub Total 3078.43
3 BASE & SUB-BASE COURSES (500 mm) Km 17.100 2412.44
4 BITUMINOUS COURSES (100 mm) Km 17.100 3346.31
5 CULVERTS (43nos.) 1008.75
6 DRAINAGE WORKS
a) Longitudinal Drains & covered slab Mtr. 657 75.84

TRAFFIC SIGNS, MARKINGS AND OTHER
7 Km 17.100 43.96
ROAD APPURTENANCES
8 MAJOR / MINOR BRIDGE Mtr. 183.000 2143.998
9 BUSBAYS Nos. 4 451.72
10 TRUCK LAYBY Nos. 2 214.24
11 MAJOR JUNCTION ROAD Nos. 2 184.41
12 MINOR JUNCTION ROAD Nos. 54 906.64
13 SLIP ROAD Nos. 4 178.40
14 Footpath Mtr. 1053 73.36
15 PROTECTION WORK RM 1785 277.51
COST OF CIVIL WORKS (in Lakhs) = : 14423.77
Total (A)= 14423.77
Contingency Charges@ 2.8% of Civil Cost : 403.87
Total (B)= : 14827.63
Quality Control @ 1% on (B) : 148.28
Labour Cess @ 1% on (B) : 148.28
GST @7% on (B) : 1037.93
GRAND TOTAL (in Lakhs Rs.) : 16162.12
SAY CRORES (in Rs.) : 195.3
COST PER KM OF PROJECT (in Rs. Crores) : 12.85
10 | P a g e Alliance Engineers & Consultants

1.8 Economic and Financial Analysis.
The total Civil Construction Cost of the proposed project for the most feasible alignment comes out to
be Rs. 196.3 Crores with per km construction cost Rs. 12.85 Crores. The project road construction
shall be carried out in one package and the construction period shall be of 36 months. The B/C Ratio
of the project is calculated to be 3.2 (Approximate) and Internal Rate of Return (IRR) of the project is
15 percent. The PPP mode will be most risk free at government grant of 40 percent of capital cost.
CHAPTER 2
PROJECT DESCRIPTION
2 Project Description
2.1 District Covered
The project road is located in the State of Assam. Assam is located in North Eastern part of India,
comprising of valleys, hills and the perennial River of Brahmaputra and Barak. Assam shares its internal
boundaries with West Bengal, Tripura, Manipur, Meghalaya, Mizoram, Nagaland and Arunachal
Pradesh, while Bangladesh, Myanmar (Burma) and China surrounds the international contours of the
state.
Part of total volume of traffic, which enters via Sri Rampur and Baxirghat that bordering Assam and
West Bengal, moves via NH 15 (old NH 52). Further a sizeable part of traffic volume originating from
Guwahati and other NE States moves towards NH 15 and heading for Lakhimpur, Dhemaji, Jonai,
Pasighat, and Itanagar and other parts of Arunachal Pradesh.
The Project Bypass Road starts at 26+400 Km of NH 15 (Baniyaojhapara) and ends at 41+480 Km of
NH 15 (Khatoniyapara). The total length of the project road is 15.26 Km.
The Project corridor is a part of National Highway No 15 from Baihata Chariali to the major District in
Assam like Darrang, Sonitpur, Lakhimpur, Dhemaji and other part of Arunachal Pradesh. The proposed
bypass at Mangaldai will ease the free flow of traffic movement by avoiding the thickly populated
Mangaldai town.
The entire proposed project road passes through plain terrain and is a low laying area which passes
through mostly cultivated and Government land barring a few built up area. The river Brahmaputra is
located about one kilometer away in the Southern side of the proposed alignment. The highest flood
level of the Mangaldai town is 55.70 meter from the Mean Sea level.

2.2 Terminal Points
The start point of the project road is at Baniyaojhapara (Km 26+400 of NH 15, designed chainage
0.00m). The end point of study corridor is located at Khatoniyapara (Km 41+480 of NH 15, designed
chainage 15260.00m).
2.3 Important Settlements Along The Project Road

The project road is passing through various settlements. The major ones are listed below:
 Baniyaojhapara (from ch 0.00m to ch 600.00m)

 Aulachowka (from ch 600.00m to ch 1700.00m)
 Chengeliayapara (from ch 1700.00m to ch 3100.00m)
 Punia (from ch 3100.00m to ch 3700.00m)
 Kamarpara (from ch 3700.00m to ch 4800.00m)
 Geremari (from ch 4800.00m to ch 6300.00m)
 Mowamari (from ch 6300.00m to ch 8700.00m)
 Baghpori (from ch 8700.00m to ch 10000.00m)
 Baghpori (Mushlim Chuba) (from ch 10000.00m to ch 10700.00m)
 Bandia (from ch 10700.00m to ch 11700.00m)
 Bandia N.C (from ch 11700.00m to ch 12200.00m)
 Kahibari (from ch 12200.00m to ch 13100.00m)
 Gelaidingi (from ch 13100.00m to ch 14400.00m).
 Jhargaon (from ch 14400.00m to ch 15300.00m).
All the settlements found along the corridor, which is listed below in Table 3.1.
Table 2.1: List of Minor Settlements along the project Corridor
Sr. Location Sr. Location

Settlement Name Settlement Name
No. (m) No. (m)
Baghpori (Mushlim
1 Baniyaojhapara 0.00 9 10000.00
Chuba)
2 Aulachowka 600.00 10 Bandia 10700.00
3 Chengeliayapara 1700.00 11 Bandia N.C 11700.00
4 Punia 3100.00 12 Kahibari 12200.00
5 Kamarpara 3700.00 13 Gelaidingi 13100.00
6 Geremari 4800.00 14 Jhargaon 14400.00
7 Mowamari 6300.00 15 Undalajhar 15300.00
8 Baghpori 8700.00 16 Khatoniyapara 16100.00

2.3.1 Terrain And Land Use
The entire route passes mainly through plain terrain. A small part of the entire bypass length passes
through settlement areas. Land-use pattern for the balance stretch is either agricultural or a mixture of
agricultural, open and residential. Along the project road, schools, religious, structures and shops are
present.
The entire project road does not pass through any Reserve Forest or Wild Life Sanctuary.
2.3.2 Geometry
Horizontal alignment is fair in general and there are a few mild curves and adequate super elevation
and radii have been designed as per IRC norms. Provision of extra widening is carried out at very few
locations.
The vertical alignment is generally good in general.
2.4 Cross Sectional Parameters

2.4.1 Existing Carriageway and shoulder
The project bypass road is newly proposed hence there is no existing carriageway.
2.4.2 Right of Way (ROW)

As the project bypass road is newly proposed hence there is no existing ROW also.
2.4.3 Road Side Drain

There is no drain observed along the proposed bypass stretch.
2.4.4 Cross Roads

Junctions at various locations.
The list of junctions along the project road is given in Table 3.2.
Table3.2: List of Junctions

Sl. No. Chainage Type Remarks Side
1 26811 T-JUNCTION MINOR Both
2 28156 Y-JUNCTION MINOR Both
25 27184 Y-JUNCTION MINOR Left
29 27314 Y-JUNCTION MAJOR Right
30 31594 T-JUNCTION MINOR Right
31 42855 T-JUNCTION MAJOR Right
32 43610 Y-JUNCTION MINOR Right
2.4.5 Pavement
There is no existing pavement as the project bypass is totally a new alignment passes mostly through
open govt. land.
2.4.6 ROB
There are no railway level crossings / ROB along the project road.
2.4.7 Bridges And Culverts

50 Nos. structures (bridges and culverts) were observed during field survey. Out of these, 4 nos. minor
bridges (length < 60m) and one major bridge (length=600m), and rest 43 nos. are RCC box culverts.

2.4.8 Utilities
The major utilities along the corridor are:
 Water supply pipe lines to Town/ Village under water supply scheme.
 HT lines, Electric and Telephone Poles, Transformers.
Water supply lines are located near Town and villages portion. Electric Poles are laid throughout Project
Corridor.
2.4.9 Miscellaneous
The project road is having following features along road sides:
 Primary schools
 Religious Structure
 Shops
2.5 Development Proposal

2.5.1 General
The salient proposals for up gradation and improvement of the project road are classified into the
following engineering aspects.
 Widening of the project road based on traffic capacity.

 Improving the horizontal geometry of the existing road based on the design standards.
 Design of new pavement for construction of bypass road.
 Improvement of all major and minor intersections.
 Design of bridges and culverts.
 Provision of comprehensive road furniture for road safety.
2.5.2 Geometric Improvement

All geometric deficiencies are identified with respect to design speed proposed for the project road and
necessary corrective measures are proposed according to the relevant Horizontal Alignment Design
standards are provided in Chapter 6 of this Report.
2.5.3 Widening Proposal

Normally eccentric widening is proposed keeping in view of the future four lanning of the road and to
attain the required design speed.
2.5.4 Cross-section for Roadway

Cross-section for the improved facility is adequate to cater to the traffic expected over the design period
and offer safe and convenient traffic operation at speeds consistent with the terrain conditions and
functional classification of this road.
The cross-sectional elements (lane/shoulder width etc.) are as per standards specified in geometric
design manual. Following typical cross sections have been envisaged for the subject project as
mentioned below.

TYPE –01: Typical cross section of 2-lane carriageway at open country plain /
rolling terrain.
14.000
10.000
2.000 1.500 7.0 CARRIAGEWAY 1.500 2.000

Earthen Paved Paved Earthen
Shoulder Shoulder Shoulder Shoulder
C
L OF CARRIAGEWAY
3.0 % 2.5 % 2.5 % 3.0 %
2 2
1 1
G.L.
G.L.
50mm THICK BC
C
L
115mm THICK DBM
250mm THICK WMM
200mm THICK GSB
500mm THICK SUBGRADE
TYPICAL CROSS SECTION
2.5.5 Cross-section for Bridges, Culverts and Other Structures

Cross section for bridges, culverts and other structures are as per the following:
Structure without footpath
 Roadway Width = 14.00 m
 Overall width =14.00 m
 Cross slope:- 2.5% (Unidirectional)
 Thickness of wearing course 65 mm (40 mm BC + 25 mm mastic asphalt)
Structure with footpath

 Carriageway Width = 11.00 m (Carriageway 11.00m + kerb shyness 2x0.25m)
 Footpath width= 3.0m (2x1.5m)
 Width of Crash Barrier =1.0m (2x0.50m)
 Width of Railings = 0.50m (2x0.25m)
 Overall width =16.00 m
 Cross slope 2.5% (Unidirectional)
 Thickness of wearing course 65 mm (40 mm BC + 25 mm mastic asphalt)
2.6 Pavement Design

Flexible pavement is proposed in the project road, Flexible pavement is designed for a design period of
15 (Fifteen) years.
2.6.1 Design Traffic

Therefore, for pavement design a design traffic of 100 msa is considered.

2.6.2 Requirement of CBR for Subgrade
The minimum CBR of subgrade for pavement design is should to be 8% as per IRC 37 clause 5.1.
2.6.3 Pavement Composition

As per pavement Design the composition of the pavement works out to be
Total : 615 mm
2.6.4 Major Intersections
There is two Major intersection proposed (at start and end point) with the NH 15 for the proposed bypass
road.
2.6.5 Bridges and Culverts

There are 6 nos. minor bridges and 43 nos. of RCC box culverts proposed along the project corridor.
2.6.6 Truck Parking

4 Nos. of Truck Parking is proposed on each side of the project stretch.
2.6.7 Bus bay

8 Nos. of Bus bays proposed along the road stretch.
2.6.8 Miscellaneous Provisions for Traffic Guidance and Safety

A high-speed facility is basically aimed at providing safe efficient and economic movement to
motorized traffic with comfort and pleasing environment during the journey. To achieve these
objectives in practice, it is essential to make certain miscellaneous provisions for traffic guidance and
safety. Accident record shows that there are no critical stretches with respect to accident severity, where
ASI exceeds the accident threshold. Repetition of accident at certain locations could be attributed to
factors like ribbon development and uncontrolled access along with poor illumination on the stretch.
The safety measures and devices as proposed by the Consultants along the highway are described below:
 Road side Furniture

 Landscaping
2.7 Roadside Furniture

For notification of road features and also for safety and guidance of the road users, the project road
provides with all the necessary traffic control and safety devices. These include:

Traffic Signs and Pavement Markings
Traffic signs and pavement markings includes roadside signs, overhead signs; curve mounted signs and
road marking along the project highway. The locations for these provisions are based as per IRC: 35-
2015 and IRC: 67-2012 respectively.
 Road Delineators
 Pedestrian Guard Railing
 Metal Beam Crash Barrier
 Traffic safety Devices wherever required
 Boundary Stones
 Kilometer Stones
 Information board

Improvement Proposals of the project road are:
 Horizontal curves and bends are duly modified by adopting the radius of curvature as per IRC
Specifications. The road is designed for a speed of 100 kmph.
 The width of the carriageway is widened to 7.0 m throughout the entire length with 1.50 m
paved shoulder on both sides in open country locations and 2.0 m earthen shoulder on both
the sides.
 6 Minor Bridges are proposed to be constructed.
 43 Nos. of Box Culverts are proposed to be constructed.
 The entire road is designed as Flexible Pavement.
2.8.1 Major junctions are proposed to be developed.

 30 minor junctions are proposed to be developed.
 Road furniture like Road Signs, Markings, Metal Beam Crash Barrier, Guard posts, KM
Stones, Hectometer and 5th KM stones etc. are proposed for the road stretch.
 Zebra crossings are proposed to be provided before and after the bus bays on each sides.
 The provisions of vetiver grass in the high embankment slopes for stabilization are also
provided.
 Pick-up Bus stop are provided at 3 locations (Both Sides).
CHAPTER 3
DETAILED METHODOLOGY

3 Detailed Methodology
3.1 GENERAL
The project involves a series of inter-related activities, both in the field and in the design office. Various
engineering surveys and investigations are carried out to gather data and information of existing road
to develop an adequate supportive database for selecting and preparing the most appropriate proposal
to meet the functional and structural efficiency and safety requirements. The engineering investigations
and surveys have been carried out in line with the specifications laid out in relevant IRC codes. The
major aspects of surveys and investigations relevant to the present study cover the following:
i. Reconnaissance survey and Alignment alternatives
ii. Traffic Surveys
 Identification of Homogeneous Section

 Classified Traffic Volume Count Surveys
 Pedestrian and Animal Count Survey
iii. Topographic Surveys
 Fixing of GPS pillars and Benchmark pillars

 Carrying the benchmark levels from GTS benchmarks
 Traversing to transfer the coordinates to traverse stations
 Detailed survey along the project corridor
 Collecting the details of utilities and other physical features, longitudinal and cross section,
Data processing and drawing in presentable format.
iv. Road and Pavement Investigations
 Road inventory survey

 Pavement composition
 Road and Pavement Condition Survey
 Pavement roughness
 Pavement Structural Evaluation
 Subgrade Characteristics and Strength
v. Investigation of Bridge and Structures
 Inventory of Bridges, Culverts and Structures

 Hydrological and Hydraulic Investigations
 Condition Survey of Bridges, Culverts and Structures
 Geotechnical Investigation and subsoil exploration
 Material Investigations
vi. Detailed Design of road and pavements , Grade separated structures and
underpasses
 Design Standards
 Geometric Design

 Pavement Design
 Design of Embankment
 Design of Structures
 Drainage System
 Traffic features, road furniture and road markings
vii. Environmental impact assessment
 Environmental Screening
 Establishing benchmark for baseline conditions
 Analysis of Alternatives
 Study of Environmental Enhancement measures
 Preparation of BOQ
 Establishing monitoring network mechanisms
 EMP
 Clearance for forestry and environment
viii. Estimation of Quantities and Project Costs
3.2 TRAFFIC SURVEYS

The types of traffic surveys and the minimum number of survey stations are as under:
3.2.1 Traffic Surveys

All traffic surveys and studies were completed in feasibility studies.
3.2.2 Number and Location of Survey Stations

Classified traffic volume count has been conducted at the following locations:
Km 30 km of NH 15 (old NH 52) - (7days x 24 hrs) – Punia
Km 42 km of NH 15 (old NH 52) - (7days x 24 hrs)–Dakehowki
3.2.3 Classified Traffic Volume Count Survey

The classified traffic volume count surveys have been carried out for 7 days (continuous, direction-
wise) at the selected survey stations. The vehicle classification system as given in relevant IRC code
has been followed. The following classes of vehicles have been counted separately in view of the
requirements of traffic demand estimates and economic analysis:
Motorized Traffic Non-Motorized Traffic
2-Wheeler Bi-Cycle
3-Wheeler Cycle-Rickshaw
Passenger Car Animal Drawn Vehicle (ADV)
Utility Vehicle (Jeep, Van etc.) Hand Cart

Other Non-Motorized Vehicle
Bus Mini Bus
Standard Bus
LCV LCV-Passenger
LCV-Freight
Truck MCV : 2-Axle Rigid Chassis
HCV : 3-Axle Rigid Chassis
MAV Semi Articulated
Articulated
1. The traffic count data was analysed to depict hourly and daily variations.
2. The traffic volume count per day has been averaged to show a weekly Average Daily Traffic
(ADT) by vehicle type. The Annual Average Daily Traffic (AADT) was worked out by
applying seasonal factors.
3. The relevant traffic volume data were compiled from secondary sources also. The salient
features of traffic volume characteristics brought out and variations if any were explained
suitably.
4. The Abstract of traffic data for each survey station has been provided in a separate chapter.
3.3 ENGINEERING SURVEYS AND INVESTIGATIONS

The engineering surveys and investigations are divided into the following components:
 Reconnaissance and Alignment

 Topographic, alignment and land use survey
 Utility Surveys
 Road inventory survey
 Pavement Investigations
 Pavement Condition survey
 Investigations for Bridges & Structures
 Bridge condition survey
 Soil, geo-technical, material, hydrology and drainage surveys
3.3.1 Reconnaissance and Alignment

1. A study of the available land width (ROW) topographic maps, satellite imageries and air
photographs of the project area and other available relevant information collected
concerning the existing alignment and arrange the required maps and the information
needed from the potential sources & with help of Authority.

2. The detailed ground reconnaissance has been taken up immediately after the study of maps
and other data. The primary task accomplished during the reconnaissance surveys includes
the following;
a. Topographical features of the area;
b. Typical physical features along the existing alignment within and outside ROW i.e.
land use pattern;
c. Possible alignment alternatives, vis-a-vis, scheme for the construction of additional
lanes parallel to the existing road;
d. Realignment requirements including the provision of bypasses, ROBs / Flyovers and
via-duct for pedestrian crossings with possible alignment alternatives;
e. Preliminary identification of improvement requirements including treatments and
measures needed for the cross-roads;
f. Traffic pattern and preliminary identification of traffic homogenous links;
g. Sections through congested areas;
h. Inventory of major aspects including land width, terrain, pavement type,
carriageway type, bridges and structures (type, size and location), intersections
(type, cross-road category, location) urban areas (location, extent), geologically
sensitive areas, environmental features:
i. Critical areas requiring detailed investigations; and,
j. Requirements for carrying out supplementary investigations.
k. Soil (textural classifications) and drainage conditions
l. Type and extent of existing utility services along the alignment (within ROW).
3. The data derived from the reconnaissance surveys has been utilised for planning and
programming the detailed surveys and investigations. All field studies including the traffic
surveys has been taken up on the basis of information derived from the reconnaissance
surveys.
4. The data and information obtained from the reconnaissance surveys has been documented.
The data analysis and the recommendations concerning alignment and the field studies are
included in the Inception Report. The data obtained from the reconnaissance surveys was
form the core of the database which would be supplemented and augmented using the data
obtained from detailed field studies and investigations.
5. The data obtained from the reconnaissance surveys has been compiled in the tabular as
well as graphical (chart) form indicating the major physical features and the proposed
widening scheme for PWD (NH), Assam comments. The data and the charts were
accompanied with the rationale for the selection of traffic survey stations.

3.3.2 Topographic Surveys
The activities and Deliverables forming part of the topographic, alignment and land use survey proposed
to be done by consultant are described below -
1. The basic objective of the topographic survey is to capture the essential ground features
along the alignment in order to consider improvements and for working out improvements,
rehabilitation and upgrading costs. The detailed topographic surveys were taken up after
the completion of reconnaissance surveys.
2. Carrying out of topographic surveys is one of the most important and crucial field tasks
under the project. The detailed field surveys have been carried out using high precision
instruments i.e. Total stations. The data from the topographic surveys has been available in
(x, y, z) format for use in a sophisticated digital terrain model (DTM). The Consultants is
fully responsive for any inaccuracy in surveys.
3. The detailed field surveys include the following activities:
i. Topographic Surveys along the Existing Right of Way (ROW): Running a continuous
open Traverse along the existing road and realignments, wherever required, and
fixation of all cardinal points such as horizontal intersection points (HIP’s), centre
points and transit points etc. and properly referencing the same with a pair of
reference pillars fixed on either side of the centre-line at safe places within the ROW.
ii. Collection of all features such as structures (bridges, culverts etc.) utilities, existing
roads, electric and telephone installations (both O/H as well as underground), huts,
buildings, fencing and trees (with girth greater than 0.3 metre) oil and gas lines etc.
in detail falling within the extent of survey.
4. The width of survey corridor was generally being as given under:
i. The width of the survey corridor has been decided considering the existing alignment
including the extent of embankment and cut slopes and the general ground profile.
While carrying out the field surveys, the widening scheme (i.e. right, left or
symmetrical to the centre line of the existing carriageway) will be taken into
consideration so that the topographic surveys cover sufficient width beyond the
centre line of the proposed divided carriageway. Normally the surveys has been
extended to a minimum of 45 m beyond either side of the centre line of the proposed
divided carriageway or land boundary whichever is more.
ii. In case the reconnaissance survey reveals the need for bypassing the congested
locations, the traverse lines would be run along the possible alignments in order to
identify and select the most suitable alignment for the bypass. The detailed
topographic surveys along the bypass alignment approved by NHIDCL have been

carried out. At locations where grade separated intersections is obvious choice, the
survey area has been suitably increased. Field notes of the survey has been
maintained which provide information about traffic, soil, drainage etc.
iii. The width of the surveyed corridor has been widened appropriately where
developments and / or encroachments have resulted in a requirement for adjustment
in the alignment, or where it is felt that the existing alignment can be improved upon
through minor adjustments.
iv Where existing roads cross the alignments, the survey was extend a minimum of 100
m either side of the road centre line and has been of sufficient width to allow
improvements, including at grade intersection to be designed.
5. The surveyed alignment has been transferred on to the ground as under:
i. Reference Pillar and Bench Mark / Reference pillar of size 15 cm X 15 cm X 45 cm
has been cast in RCC of grade M 15 with a nail fixed in the centre of the top surface.
The reference pillar has been embedded in concrete upto a depth of 30 cm with CC
M10 (5 cm wide all around). The balance 15 cm above ground has been painted
yellow. The spacing has been 250m apart, incase Bench Mark Pillar coincides with
Reference Pillar, only one of the two has been provided.
ii. Establishing Bench marks at site connected to GTS Bench marks at an interval of
250 metres on Bench mark pillar made of RCC as mentioned above with RL and BM
No. marked on it with red paint.
3.3.3 Longitudinal and Cross-Sections

The topographic surveys for longitudinal and cross-sections cover the following:
i. Longitudinal section levels along final centre line at every 25 m interval, at the locations
of curve points, small streams, and intersections and at the locations of change in
elevation.
ii. Cross sections at every 50 m interval in full extent of survey covering sufficient number of
spot levels on existing carriageway and adjacent ground for profile correction course and
earth work calculations. Cross sections have been taken at closer interval at curves.
iii. Longitudinal section for cross roads for length adequate for design and quantity
estimation purposes.
iv. Longitudinal and cross sections for major and minor streams as per recommendations
contained in IRC Special Publication No. 13 (Guidelines for the Design of Small Bridges
and Culverts) and IRC:5-1998 (“Standard Specifications & Code of Practice for Road
Bridges, Section 1 – General Features of Design”).
The cross section data has been presented with Detailed Project Report.

3.3.4 Details of utility Services and Other Physical Features
1. All important physical features collected along the alignment. These features affect the
project proposals and normally include buildings and structures, monuments, burial
grounds, cremation grounds, places of worship, railway lines, stream / river / canal, water
mains, severs, gas/ oil pipes, crossings, trees, plantations, utility services such as electric,
and telephone lines (O/H & U/G) and poles, optical fibre cables (OFC) etc. The survey
would cover the entire right-of-way of the road on the adequate allowance for possible
shifting of the central lines at some of the intersections locations.
2. The information collected during reconnaissance and field surveys have been shown on a
strip plan so that the proposed improvements can be appreciated and the extent of land
acquisition with L.A schedule, utility removals of each type etc. assessed and suitable
procedures can be initiated. Separate strip plan for each of the services involved has been
prepared for submission to the concerned agency.
3.3.5 Road and Pavement Investigations

Carried out detailed field studies in respect of road and pavement. The data collected through road
inventory and pavement investigations has been sufficient to meet the input requirements of HDM-IV.
3.3.5.1 Road Inventory Surveys

Deliverables under this component includes:
1. Detailed road inventory surveys have been carried out to collect details of all existing
road and pavement features along the existing road sections. The Performa for road,
culverts and bridge inventory & other structures is provided at Annexure attached:
The inventory data include the following but not be limited to:
a. Terrain (flat, rolling, mountainous);

b. Land-use (agricultural, commercial, forest, residential etc) @ every kilometre;
c. Carriageway width, surfacing type @ every 500m and every change of feature
whichever is earlier;
d. Shoulder surfacing type and width @ every 500m and every change of feature
whichever is earlier;
e. Sub-grade / local soil type (textural classification) @ every 500m and every
change of feature whichever is earlier;
f. Horizontal curve; vertical curve
g. Road intersection type and details, at every occurrence;
h. Retaining structures and details, at every occurrence;
i. Location of water bodies (lakes and reservoirs), at every occurrence; and,

j. Height of embankment or depth of cut @ every 200m and every change of feature
whichever is earlier.
k. Land width i.e. ROW
l. Culverts, bridges and other structures (type, size, span arrangement and
location)
m. Existing utility services on either side within ROW.
n. General drainage conditions
o. Design speed of existing road
2. The data collection has been in sufficient details. The data has been compiled and presented
in tabular as well as graphical form.
3.3.5.2 Pavement Investigation
1. Pavement Composition
a. The data concerning the pavement composition may be already available with the
BRO...Trial pits were made to ascertain the pavement composition. The test pit interval
is 500m.
b. For each test pit, the following information has been recorded:
• Test pit reference (Identification number, location):
• Pavement composition (material type and thickness); and
• Sub grade type (textural classification) and condition (dry, wet)
2. Road and Pavement Condition Surveys
a. Detailed field studies have been carried out to collect road and pavement surface
conditions. The data cover the following:
• Pavement condition (surface distress type and extent);
• Shoulder condition;
• Embankment condition; and
• Drainage condition
Pavement
_ cracking (narrow and wide cracking), % of pavement area affected;
_ Ravelling, % of pavement area affected;
_ Potholing, % of pavement area affected;
_ Edge break, length (m); and,
_ Rut depth, mm
Shoulder
_ Paved: Same as for pavement
_ unpaved: material loss, rut depth and corrugation,
_ Edge drop, mm.
Embankment

_ General condition; and
_ Extent of slope erosion
b. The objective of the road and pavement condition surveys is to identify defects and
sections with similar characteristics. All defects has been systematically referenced,
recorded and quantified for the purpose of determining the mode of rehabilitation.
c. The pavement condition surveys have been carried out using visual means.
Supplemented by actual measurements and in accordance with the widely accepted
methodology (AASHTO, IRC, OECD, TRL and World Bank Publications) adapted
to meet the study requirements. The measurement of rut depth is proposed by using
standard straight edges.
d. The shoulder and embankment conditions has been evaluated by visual means and
the existence of distress modes (cuts, erosion marks, failure, drops) and extent
(none, moderate, frequent and very frequent) of such distress manifestations has
been recorded.
e. For sections with severe distresses, additional investigations as appropriate have
been carried out to determine the cause of such distresses.
f. Middle 200m could be considered as representative sample for each one km. of road
and in case all other things are considered similar.
Drainage
_ General condition
_ Connectivity of drainage turnouts into the natural topography
_ Condition in cut sections
_ Condition at high embankments
The data obtained from the condition surveys has been analysed and the road segments of
more or less equal performance has been identified using the criteria given in IRC: 81-
1997.
3. Pavement Roughness
a. The roughness surveys have been carried out using Bump Integrator or similar
instrument. The methodology for the surveys is as per the widely used standard
practices. The calibration of the instrument has been done as per the procedure given
in the World Bank’s Technical Publications and were got authenticated by
established laboratory/institution acceptable to the client.
b. The surveys have been carried out along the outer wheel paths. The survey cover a
minimum of two runs along the wheel paths for each direction.
c. The results of the survey have been expressed in terms of BI and IRI and have been
presented in tabular and graphical forms. The processed data has been analysed

using the cumulative difference approach to identify road segments homogenous with
respect to surface roughness.
4. Pavement Structural Strength
a. Structural strength survey has been carried out for existing pavement using
Benkelman Beam Deflection technique in accordance with the CGRA procedure
given in IRC:81-1997 (“Guidelines for Strengthening of Flexible Road Pavements
Using Benkelman Beam Deflection Technique”).
b. The deflection surveys have been carried out as per the scheme given below:
 mainline testing; and,
 control section testing
c. The deflection tests for the mainline have been carried out at every 500 m along
the road sections covered under the study. The control section testing involves
carrying out deflection testing for each 100 m long homogenous road segment
along the road sections. The selection of homogenous segment has been based on
the data derived from pavement condition surveys. The total length of such
homogenous segments proposed not less than 100 m per kilometre. The deflection
measurements for the control section testing have been at an interval of not more
than 10 m.
d. Test pits has been dug at every 500 m and also along each homogeneous road
segment to obtain pavement composition details (pavement course, material type
and thickness) so as to be able to study if a correlation exists between deflection
and composition. The relationship was used while working out the overlay
thickness for the existing pavement.
e. Benkelman Beam Deflection surveys were not carried out for severely distressed
sections of the road warranting reconstruction. The Consultants, immediately
upon the award of the contract, submitted to NHIDCL the scheme describing the
testing schedule including the interval. The testing scheme has been supported by
data from detailed reconnaissance surveys.
3.3.5.3 Sub grade Characteristics and Strength
1. The data on soil classification and mechanical characteristics for soils along the
existing alignments may already be available with the Authority. The testing scheme
is, therefore, proposed as given under:
a. For the widening of existing road , at least three sub grade soil samples for each
homogenous road segment or three samples for each soil type encountered,
whichever is more has been tested.

b. For the roads along new alignments, the test pits for sub grade soil @5 km or
for each soil type, whichever is more. A minimum of three samples has been
tested corresponding to each homogenous segment.
2. The testing for sub grade soil include the following:
a. In-situ density and moisture content at each test pit
b. Field CBR using DCP at each test pit
c. Characterization (grain size and Atterberg’s limits) at each test pit and,
d. Laboratory moisture-density characteristics (modified AASHTO
compaction);
e. Laboratory CBR (unsoaked and 4-day soak compacted at three energy levels)
and swell.
3. For problematic soils, the proposed testing has been more rigorous. The
characteristics with regard to permeability and consolidation have been
determined for these soils. The frequency of sampling and testing of these soils
has been finalised in consultation with the NHIDCL officers after the problematic
soil types are identified along the road sections.
4. The laboratory for testing of material has been got approved from NHIDCL before
start of work.
3.3.6 Investigations for Bridges and Structure

3.3.6.1 Inventory of Bridges, Culverts and Structures
An inventory of all the structures (bridges, viaducts, ROBs, culverts, etc.) along the project road was
prepared. The inventory for the bridges, viaducts and ROBs include the parameters required as per the
guidelines of IRC-SP: 35-1990. The inventory of culverts has been presented in a tabular form covering
relevant physical and hydraulic parameters.
3.3.6.2 Hydraulic and Hydrological Investigations:

1. The hydrological and hydraulic studies has been carried out in accordance with IRC
Special Publication No. 13 (“Guidelines for the Design of Small Bridges and Culverts”)
and IRC: 5-1998 (“Standard Specifications & Code of Practice for Road Bridges, Section
I General Feature of Design”). These investigations have been carried out for all existing
drainage structures along the road sections under the study.
2. A desk study was made for available data on topography (topographic maps, stereoscopic
aerial photography), storm duration, rainfall statistics, top soil characteristics, vegetation
cover etc. so as to assess the catchment areas and hydraulic parameters for all existing and
proposed drainage provisions. The findings of the desk study would be further
supplemented and augmented by a reconnaissance along the area. All important
hydrological features have been noted during this field reconnaissance.

3. Information has been collected on high flood level (HFL), low water levels (LWL),
discharge velocity etc. from available past records, local inquiries and visible signs, if any,
on the structural components and embankments. Local inquiries also made with regard to
the road sections getting overtopped during heavy rains.
3.3.6.3 Condition Surveys for Bridges, Culverts and Structures:
The activities and Deliverables forming part of bridge condition survey are listed below:
1. The existing structures has been inspected and prepare a report about their condition
including all the parameters given in the Inspection pro-forma of IRC-SP; 35-1990. The
condition and structural assessment survey of the bridges / culverts / structures has been
carried out by senior experts of the Consultants.
2. For the bridges identified to be in a distressed condition based upon the visual condition
survey, supplementary testing has been carried out as per IRC-SP: 35 and IRC-SP: 40.
Selection of tests may be made based on the specific requirement of the structure.
3. The assessment of the load carrying capacity or rating of existing bridges has been carried
out one or more of the following scenarios:
a. When the design live load is less than that of the statutory commercial vehicle plying
or likely to ply on bridge;
b. If during the condition assessment survey and supplementary testing the bridge is
found to indicate distress of serious nature leading to doubt about structural and /
or functional adequacy, and
c. Design live load is not known nor is the records and drawings available.
4. The evaluation of the load carrying capacity of the bridge has been carried out as per IRC-
SP: 37 (“Guidelines for Evaluation of Load Carrying Capacity of Bridges”). The analytical
and correlation method has been used for the evaluation of the load carrying capacity as
far as possible. When it is not possible to determine the load carrying capacity of the bridge
using analytical and correlation method, the same has been carried out using load testing.
The consultant has to exhaust all other methods of evaluation of strength of bridges before
recommending taking up load testing of bridges. Road closure for testing if unavoidable
has been arranged by NHIDCL for limited duration say 12 hrs. or so.
5. Surveys and investigations were carried out to establish the remaining service life of each
retainable bridge or structure with and without the proposed strengthening and
rehabilitation according to acceptable international practice in this regard.
3.3.6.4 Geo-technical Investigations and Sub-Soil Exploration
1. Geo-technical investigations and sub-surface explorations were carried out for the
proposed Road over bridges/tunnels/viaducts/interchanges etc., along high embankments
and any other location as necessary for proper design of the works and conduct all relevant

laboratory and field tests on soil and rock samples. The minimum scope of geo-technical
investigations for bridge and structures are as under:
S.N. Description Location of Boring
1 Overall length = 6 – 30 m One abutment location
2 Overall length = 30 – 60 m One abutment location and at least one intermediate

location between abutments for structures having more
than one span
3 Overall length >60 m Each abutment and each pier locations
2. The deviation(s), if any, towards the scheme presented above has been got approved by
NHIDCL.
3. However, where a study of geo-technical reports and information available from adjacent
crossings over the same waterway (existing highway and railway bridges) indicates that
subsurface variability is such that boring at the suggested spacing is insufficient to
adequately define the conditions for design purposes, and finalised the bore hole locations
in consultation with the NHIDCL officers.
4. Sub-soil investigations has been done as per IRC 78-2000.
5. The scheme for the borings locations and the depth of boring has been prepared by the
Consultants and submitted to NHIDCL for approval. These may be finalized in
consultation with NHIDCL.
6. The sub-soil exploration and testing has been carried out through the Geotechnical
Consultants who have done Geo-technical investigation work in similar project. In case of
outsourcing Geo-Technical Investigation, the firm selected by the Consultant for this
purpose has been got approved from NHIDCL before start of such works. The soil testing
reports has been in the format prescribed in relevant IRC Codes.
7. For the road pavement, bore holes at each major change in pavement condition or in
deflection readings or at 2 km intervals whichever is less has been carried out to a depth
of at least 2 m below embankment base or to rock level and are to be fully logged.
Appropriate tests to be carried out on samples collected from these bore holes to determine
the suitability of various materials for use in widening of embankments or in parts of new
pavement structure.
3.3.6.5 Material Investigations:
Suitable quarries for Granular Sub-Base Course, which is naturally occurring and generally available
in the Project Corridor, have been identified. Since these materials, in original grading do not satisfy
the grading requirement as per MORT&H Specifications proposed for the project (Grading-II) these

have to be blended with crushed aggregates in appropriate proportion to meet the project specific
grading requirement.
These naturally occurring materials for GSB have been tested for CBR Liquid Limit and Plasticity Index
to meet following requirements:
 CBR not less than 25%

 Liquid Limit not more than 25%
 Plasticity Index not more than 6%
For base course, Wet Mix Macadam is proposed. The quarry chart, indicating the existing and
prospective quarries / crusher sites. The samples collected from the quarries /crushers have been tested
for their suitability criteria as per MORT&H Specification.
3.4 Detailed Design of Road and Pavements, Grade separated structures and
underpasses
3.4.1 General
1. Detailed designs and working drawings have been prepared for the following:
a. Design of pavement for the additional lanes, paved shoulders, medians, verges;
b. Bridges, viaduct/subways and structures including ROBs etc.
c. At-grade and grade-separated intersections, interchanges (if required);
d. Alignment plans, longitudinal sections and cross-sections @ 50m intervals;
e. Designs for road furniture and road safety/traffic control features;
f. Designs and drawings for service road/under passes/overpass / cattle passes tree
planting/fencing at locations where necessary / required
g. Expansion of toll plazas
h. Drainage design showing location of turnouts, out falling structures, separate
drawings sheet for each 5 km. stretch. Innovative type of structures with minimum
joints, aesthetically, pleasing and appropriate to the topography of the region has
been designed wherever feasible.
3.4.2 Design Standards

1. Design Standards and material specifications were evolved for the Study primarily based
on IRC publications, NHIDCL Circulars and relevant recommendations of the
international standards (American, Australian, British, Canadian, and Japanese).
2. The Design Standards evolved for the project covers all aspects of detailed design
including the design of geometric elements, pavement design, bridges and structures,
traffic safety and materials.

3.4.3 Geometric Design
1. Based on the data collected from reconnaissance and topographic surveys, the sections
with geometric deficiencies, if any, has been identified and suitable measures for
improvement has been suggested for implementation.
2. The data on accident statistics has been compiled and reported showing accident type and
frequency so that black spots are identified along the project road section. The possible
causes (such as poor geometric features, pavement condition etc.) of accidents has been
investigated into and suitable cost-effective remedial measures suggested for
implementation.
3. The detailed design for geometric elements covers the following, but not be limited to
major aspects:
a. Horizontal alignment;
b. Longitudinal profile;
c. Cross-sectional elements, including refuge lane (50m) at every 2kms.
d. Junctions, intersections and interchanges;
e. Widening of service roads.
5. The alignment design has been verified for available sight distances as per the standard
norms. The provision of appropriate markings and signs has been made wherever the
existing site conditions do not permit the adherence to the sight distance requirements as
per the standard norms.
6. Detailed analysis of traffic flow and level of service were made for the existing road and
workout the traffic flow capacity for the improved project road. The analysis clearly
establish the widening requirements with respect to the different horizon periods taking
into account special problems such as road segments with isolated steep gradients.
7. Closely spaced cross roads were examined for different options such as, providing grade
separated structure for some of them with a view to reduce number of at-grade crossings,
services roads connecting the cross-roads and closing access from some of the
intersections and prepare and furnish appropriate proposals for this purpose keeping in
view the cost of improvement, impact on traffic movement and accessibility to cross roads.
The detailed drawings and cost estimates include the provisions for realignments of the
existing cross roads to allow such arrangements.
8. Design of grade separated pedestrian crossings (viaducts) has been prepared for large cross
traffic of pedestrians and / or animals.
9. Details were prepared for at-grade junctions, which may be adopted as alternative to the
grade separated structures. The geometric design of interchanges has been taken into

account the site conditions, turning movement characteristics, level of service, overall
economy and operational safety.
10. Design and other details were prepared in respect of the parallel service roads and other
locations to cater to the local traffic.
3.4.4 Pavement Design

1. The detailed design of pavement involves the following:
i. Design of the new pavement if any,
ii. Design of shoulders.
2. The design of pavement was primarily based on IRC publications.
3. The design of pavement proposed has been made use of the latest Indian and International
practices. The design alternatives include both rigid and flexible design options. The
most appropriate design, option has been established on life-cycle costing and techno-
economic consideration.
4. For the design of pavement, each set of design input has been decided on the basis of
rigorous testing and evaluation of its suitability and relevance in respect of in-service
performance of the pavement. The design methodology accompany the design proposals
and clearly bring out the basic assumptions, values of the various design inputs, rationale
behind the selection of the design inputs and the criteria for checking and control during
the implementation of works. Design of pavement structure would take due account of the
type, characteristics of materials used in the respective courses, variability of their
properties and also the reliability of traffic predictions. The methodology adopted for the
design of pavement has been in complete with flow charts indicating the various steps in
the design process, their interaction with one another and the input parameter required at
each step.
5. The paved shoulders have been designed as integral part of the pavement for the main
carriageway. The design requirements for the carriageway pavement have been applicable
for the design of shoulder pavements. The design of granular shoulder has been taken into
account the drainage considerations besides the structural requirements.
3.4.5 Design of Embankments

1. The embankments design would be provided for maximum utilization of locally available
materials consistent with economy. Use of fly ash wherever available within economical
leads were considered. In accordance with Government instructions, use of fly ash within
100 km from Thermal Power Stations is mandatory.

2. Detailed analysis and design was carried out for all embankments of height greater that 6
m based on relevant IRC publications.
3. The design of embankments was include the requirements for protection works and traffic
safety features.
3.4.6 Design of Structures

1. General Arrangement Drawing (GAD) and Alignment Plan were prepared for showing
the salient features of the structures proposed to be constructed / reconstructed along the
road sections covered under the Study. These salient features such as alignment, overall
length, span arrangement, cross section, deck level, founding level, type of bridge
components (superstructure, substructure, foundations, bearings, expansion joint, return
walls etc.) has been finalized based upon hydraulic and geo-technical studies, cost
effectiveness and ease of construction. The GAD has been supplemented by Preliminary
designs. In respect of span arrangement and type of bridge a few alternatives with cost
benefit implications would be submitted to enable NHIDCL to approve the best
alternative.
2. The existing structures having inadequate carriageway width has been widened /
reconstructed in part or fully as per the latest NHIDCL guidelines. Detailed design and
working drawings were furnished for carrying out the above improvements.
3. In case land available is not adequate for embankment slope, suitable design for RCC
retaining wall has been furnished. However, RES wall may also be considered depending
upon techno-economic suitability to be approved by NHIDCL.
3.4.7 Drainage System

1. The requirement of roadside drainage system and the integration of the same with
proposed cross-drainage system have been worked out for the entire length of the project
road section.
2. The drainage provisions have been worked out for road segments passing through urban
areas.
3. The designed drainage system was shown locations of turnouts/outfall points with details
of outfall structures fitting into natural contours. A separate drawing sheet covering every
5 km. stretch of road has been prepared.
3.4.8 Traffic Safety Features, Road Furniture and Road Markings

Suitable traffic safety features and road furniture including traffic signals, signs, markings, overhead
sign boards, crash barriers, and delineators were designed. The locations of these features has been
given in the reports and also shown in the drawings.

3.4.9 Miscellaneous Works
1. Suitable designs and layout were made for miscellaneous works including bus bays,
vehicle parking areas etc. wherever appropriate.
2. The detailed scheme and lay out plan has been prepared for the works mentioned in Para
1.
3. Detailed plan was prepared for the traffic management and safety during the construction
period.
3.4.10 Environment and Social Impact Assessment

The detailed environmental and social impact assessment has been under taken in accordance with the
standard set by the Government of India for projects proposed to be funded by NHIDCL. In respect of
projects proposed to be funded by ADB loan assistance, Environmental Assessment Requirements,
Environmental Guidelines for selected infrastructure projects, 1993 of Asian Development Bank has
been followed. Similarly, for projects proposed to be funded by World Bank loan assistance, World
Bank Guidelines has been followed.
3.4.10.1 Environmental Impact Assessment

Environment impact assessment or initial environment examination be carried out in accordance with
Government of India Guidelines, as applicable
1. The preliminary environmental screening has been carried out to assess the direct and
induced impacts due to the project.
2. Document baseline conditions relevant to the project with the objective to establish the
benchmarks.
3. The potential significant impacts and identifies the mitigative measures to address these
impacts adequately.
4. Alternatives were analysed incorporating environmental concerns. This includes with and
without scenario and modification incorporated in the proposed project due to
environment considerations.
5. The environmental enhancement measures in the project for the following:
a) Cultural property enhancement along the highways
b) Bus bays and bus shelters including a review of their location,
c) Highway side landscape and enhancement of the road junctions,
d) Enhancement of highway side water bodies, and
e) Redevelopment of the borrow areas located on public land.
6. The bill-of-quantities (BOQ) and technical specifications have been prepared for all items
of work in such a way that these may be readily integrated to the construction contracts.

7. A suitable monitoring network was established with regard to air, water and noise
pollution. Additional inputs were provided in the areas of performance indicators and
monitoring mechanisms for environmental components during construction and
operational phase of the project.
8. The cost of mitigation measures has been provided to ensure that environmental related
staffing, training and institutional requirements are budgeted in project cost.
9. The application forms and obtains forestry and environmental clearances were prepared
from the respective authorities including the SPCBs and the MOEF on behalf of NHIDCL.
10. Appropriate inputs were assisted in preparation of relevant environment and social
sections of BPIP.
3.4.10.2 Reporting Requirements of EIA
The stand-alone reports were prepared as per the requirement of the ADB / World Bank /
NHIDCL, as applicable, with contents as per the following:
• Executive Summary
• Description of the Project
• Environmental setting of the project.
• Identification and categorization of the potential impacts (during pre-construction,
construction and operation periods).
• Analysis of alternatives (this would include correlation amongst the finally selected
alternative alignment/routing and designs with the avoidance and environmental
management solutions).
• The public consultation process.
• Policy, legal and administrative framework. This would include mechanisms at the states
and national level for operational policies. This would also include a description of the
organizational and implementation mechanism recommended for this project.
• Typical plan or specific designs for all additional environmental items as described in the
scope of work.
• Incorporating any other as per the suggestions of the NHIDCL, till the acceptance of the
reports by the NHIDCL, as applicable.
• EMP Reports for Contract Package based on uniform methodology and processes. EMP
has all the elements for it to be a legal document. The EMP reports were including the
following:
 Brief description of the project, purpose of the EMP, commitments on incorporating
environmental considerations in the design, construction and operations phases of the
project and institutional arrangements for implementing the EMP.
 A detailed EMP for construction and operational phases with recourse to the mitigation
measures for all adverse impacts.

 Detailed plans for highway-side tree plantation (as part of the compensatory
afforestation component).
 Environmental enhancement measures would be incorporated. Enhancement measures
would include items described in the scope of work and has been complete with plans,
designs, BOQ and technical specifications.
 Environmental monitoring plans during and after construction including scaling and
measurement techniques for the performance indicators selected for monitoring.
 The EMP would be amendable to be included in the contract documents for the works.
3.5 Estimation of Quantities and Project Costs

1. Detailed estimates for quantities (considering designs and mass haul diagram) and project
cost has been prepared for the entire project (Short term and Long term improvements
packages wise), including the cost of environmental and social safeguards proposed based
on NHIDCL’s Standard Data Book and market rate for the inputs. The estimation of
quantities has been based on detailed design of various components of the projects. The
estimation of quantities and costs has been worked out separately for civil work Package
as defined in this TOR.
2. Detailed analysis has been made for computing the unit rates for the different items of
works. The unit rate analysis was duly take into account the various inputs and their basic
rates, suggested location of plants and respective lead distances for mechanized
construction. The unit rate for each item of works has been worked out in terms of
manpower, machinery and materials.
CHAPTER 4
TRAFFIC SURVEYS AND ANALYSIS

4 Traffic Surveys and Analysis
4.1 INTRODUCTION
Ministry of Road Transport and Highways (Govt. of India) has embarked upon massive up gradation
of its road network in the State of Assam through PWD NH Works, Assam with the purpose of
development of highways and other related structures thereon and as part of this endeavor, the PWD
NH Works, Assam has been mandated to undertake improvement and up-gradation of various State
Highways and Major District Roads at different locations in Assam.
In view of the above work PWD NH Works, Assam has appointed Alliance Engineers & Consultants
to carry out Consultancy Services for preparation of Project Report for proposed Mangaldoi Bypass
starting from Ch. 26+400 km of NH 52 (Chengeliyapara) and terminating at Ch. 41+480 km of NH 52
(Dakechowki) passing through revenue village of Barkumarpara, Gurimari 1st & 2nd part, Mowamari
Chapori, Baghpori Chapori, Bundia Chapori & Gelaidiang Chapori (Length 15.76 km Approx.).
As part of this study, a systematic methodology has been followed to assess the characteristics of the
traffic on the project road before and after the proposed improvement. The details pertaining to the data
collection, primary as well as secondary, and results from its analysis are presented in the following
sections.
The present Traffic Report presents the existing traffic characteristics of project road.
4.1.1 Road Network

Road network surrounding the project road was studied in detail to appreciate the regional connectivity
and to select appropriate locations for traffic count stations. The connectivity, in terms of locations is
briefly explained below:
4.1.2 Project Location

The road project is to provide NH standard connectivity along the proposed Mangaldoi Bypass starting
at Ch. 26+400 km of NH-15 (old NH-52) (Chegaliyapara) and terminating at Ch. 41+480 of NH-15
(old NH-52) (Dakehowki) passing through revenue villages of Borkumarpara, Gurimari 1st & 2nd part,
Mowamooa Chapori, Baghpori Chapori, Bundia Chapori & Gelaidiang Chapori (Length= 15.76 Km
approx.).
A part of the total traffic volume that enters via Sri Rampur and Baxirhaat from West Bengal, moves
via NH52. Further a sizeable part of traffic volume originating from Guwahati and other NE States
moves towards NH 52 and heads for Lakhimpur, Dhemaji, Jonai, Pasighat and Itanagar and other parts
of Arunachal Pradesh.
The project corridor under study is a part of National Highway No. 52 from Baihata Chariali to the
Major Districts in Assam like Darrang, Sonitpur, Lakhimpur, Dhemaji and other parts of Arunachal

Pradesh. The proposed bypass at Mangaldai will ease the flow of traffic by avoiding the thickly
populated Mangaldai town.
The entire proposed Project Road passes through mostly agricultural and Government land barring a
few locations of built up areas. The terrain classification of the project road is “plain terrain” with many
low lying and flood prone areas. The River Brahmaputra is located about one Kilometer away in the
Southern side of the proposed alignment. The highest flood level of the Mongaldoi town is 55.70 meter
from the Mean Sea Level.
The location map of project road is shown below:
Fig. 4.1: Location Plan
4.2 TRAFFIC STUDIES

7 days Classified Traffic Volume Counts (CVC’s) were conducted at two locations to understand traffic
intensity of the project road. 7-days classified traffic volume count surveys at two locations on the
project road at KM 30 (Punia) and KM 41 (Dakechowki). Traffic survey stations were selected by the
Consultant on the basis of understanding of the road network as well as consideration of the following
aspects:
 to be outside urban and local influence area

 to be located at a level with good visibility
Brief description and analysis of each of the above surveys are presented in the following sections.
Based on the detailed reconnaissance of the project road, major traffic generators and travel pattern,

Classified Volume Count (CVC) locations were locations were identified. The schedule of all traffic
surveys are presented in Table 4.1.
Table 4.1: Schedule of Traffic Surveys
Survey
Type of Survey Chainage Duration Survey Dates
Location
7 Days CVC Punia KM 30 7 days, 24 Hours 08.08.2016-14.08.2016
7 Days CVC Dakechowki KM 41 7 days, 24Hours 08.08.2016-14.08.2016
4.3 TRAFFIC INTENSITY

Classified Traffic Volume Counts
For carrying out the traffic survey, vehicle classifications, as given in Table 7.2, were adopted. The
vehicle classification used is based on IRC: SP: 19-2001.
Table 4.2: Vehicle Classification System
Others (Pl. Specify)

FAST MOVING VEHICLES SLOW MOVING VEHICLES
Drawn
2 wheelers Cycle
Three Wheeler/ Auto Rickshaw Cycle Rickshaw
Bullock Cart
Car/ Jeep/ Van/ Taxi Animal Drawn
Horse
Mini Bus
Bus
Full Bus
LCV
2 – Axle
Truck Multi Axle
Arctic/ Semi Arctic
With Trailer
Agri. Tractor
Without Trailer

Specially trained enumerators were deployed for counting traffic under the supervision of experienced
Traffic Engineers. For the purpose of counts, a day was divided into two shifts of 12 hours each and
different groups of enumerators with a supervisor were assigned for each shift. The count data was
recorded at 15-minute intervals for each vehicle group for each direction of travel separately. Trained
enumerators were deployed for counting and recording by making tally marks in the five-dash system.
The various vehicle types having different sizes and characteristics were converted into equivalent
passenger car unit. Passenger Car Unit (PCU) values are adopted from Indian Road Congress
publication on “Capacity of Roads in Rural areas”, IRC-64-1990 Table 1 and presented in table 4.3.
Figure 4-A: Traffic Survey at Punia

Figure 4-B: Traffic survey location at Dekechowki
4-43 | P a g e Alliance Engineers & Consultants

Table 4.3: Vehicle Classification & PCU Factors Used (As Per IRC 64:1990)
Vehicle Type PCU Factor

Fast Moving Vehicles
Motor cycle or scooter 0.50
Passenger car, pick-up van or Auto-rickshaw 1.00
Agricultural Tractor, Light Commercial Vehicle 1.50
Bus or Truck (2-axle and 3-axle) 3.00
>3 axle truck 4.50
Truck- Trailer, Agricultural Tractor-Trailer 4.50
Slow Moving Vehicles
Cycle 0.50
Cycle-rickshaw 2.00
Hand Cart 3.00
Horse-drawn vehicle 4.00
Bullock Cart 8.00
The directional classified traffic volume counts, observed at the count stations, are analysed to obtain:
 Average Daily Traffic (ADT)
 Daily variation of ADT
 Hourly variation and Peak Hour Factor (PHF)
 Directional distribution
4.3.1 Average Daily Traffic

The summary of ADT, in terms of each class, vehicles and PCUs at the two count stations on
the project road are given in the following tables. ADT (PCU) is 15152 at KM 30 (Punia) and 16173 at
KM 41 (Dakechowki) on the project road.

CLASSIFIED VEHICLE COUNT: SURVEY STATION 1. (KM 30)
Date : 08.08.2016 Monday
BUS TRUCK Agri Tractor

Car /
Three-wheeler
Two- jeep / Cycle Total
TIME / auto LCV Cycle PCU
wheeler van / 3- 4-6 With Without Rickshaw Vehicle
rickshaw Mini FULL 2-Axle
Taxi Axle axle Trailer Trailer
6:00-7:00 39 2 59 8 27 22 44 5 6 0 1 25 1 239 396.5
7:00-8:00 80 4 98 12 31 26 27 6 11 1 2 72 1 371 486
8:00-9:00 228 12 250 18 54 38 55 15 2 2 2 112 1 789 911
9:00-10:00 322 19 271 18 64 47 39 11 2 2 1 100 1 897 962
10:00-11:00 348 7 220 21 50 50 41 14 3 4 1 55 1 815 885
11:00-12:00 295 7 221 19 29 56 46 16 3 3 1 54 2 752 820.5
12:00-13:00 288 28 246 17 34 40 36 3 0 0 0 58 0 750 751.5
13:00-14:00 313 47 238 20 37 33 33 8 3 0 0 58 0 790 797.5
14:00-15:00 265 8 280 14 40 30 43 10 6 2 0 71 0 769 837
15:00-16:00 248 8 276 8 42 55 88 17 3 0 0 64 0 809 989
16:00-17:00 243 1 238 9 33 45 50 10 1 0 0 62 0 692 756
17:00-18:00 236 6 251 7 32 30 26 9 4 0 0 75 0 676 687
18:00-19:00 291 4 300 13 39 114 36 42 9 2 0 149 1 1000 1117
19:00-20:00 208 3 198 13 26 107 78 70 21 0 0 71 0 795 1137
20:00-21:00 121 4 120 6 6 29 35 81 48 0 0 23 0 473 830.5
21:00-22:00 67 1 134 4 7 57 87 138 59 0 0 31 0 585 1237
22:00-23:00 34 4 105 2 1 18 59 70 33 0 0 12 0 338 700.5
23:00-00:00 7 3 38 2 7 6 34 27 31 0 0 2 0 157 401
00:00-1:00 3 11 14 4 6 4 26 30 19 0 0 0 0 117 310


Car /
Three-wheeler
Two- jeep / Cycle Total
wheeler van / 3- 4-6 With Without Rickshaw Vehicle
Taxi Axle axle Trailer Trailer
1:00-2:00 0 0 21 2 3 8 37 7 21 0 0 0 0 99 271.5
2:00-3:00 0 0 5 0 2 11 14 6 4 0 0 0 0 42 105.5
3:00-4:00 1 2 15 0 2 3 16 8 4 0 0 0 0 51 118
4:00-5:00 3 1 9 0 2 11 30 8 0 0 0 0 0 64 148
5:00-6:00 30 1 29 0 14 46 48 13 7 0 0 41 0 229 391
TOTAL Vehicles 3670 183 3636 217 588 886 1028 624 300 16 8 1135 8 12299 16046
PCU 1835 183 3636 325.5 1764 1329 3084 1872 1350 72 12 567.5 16 16046
Date : 09.08.2016 Tuesday
Two- BUS TRUCK Agri Tractor

wheeler
Three-wheeler / Cycle Total
TIME Car/jeep/van/Taxi LCV Cycle PCU
auto rickshaw 3- 4-6 With Without Rickshaw Vehicle
Mini FULL 2-Axle
Axle axle Trailer Trailer
6:00-7:00 41 1 57 8 26 21 43 4 5 0 0 20 0 226 373.5
7:00-8:00 79 3 97 11 30 25 26 5 10 0 1 71 0 358 458.5
8:00-9:00 227 11 249 17 53 37 54 14 1 1 1 111 0 776 883.5
9:00-10:00 321 18 270 17 63 46 38 10 1 1 0 99 0 884 934.5


wheeler
Mini FULL 2-Axle
10:00-11:00 347 6 219 20 49 49 40 13 2 3 0 54 0 802 857.5
11:00-12:00 294 6 220 18 28 55 45 15 2 2 0 53 1 739 793
12:00-13:00 313 13 288 14 37 32 42 5 4 0 0 49 1 798 823
13:00-14:00 314 3 275 17 36 33 121 20 6 0 1 90 0 916 1114.5
14:00-15:00 231 10 250 25 38 58 48 9 11 1 1 44 0 726 862.5
15:00-16:00 245 11 251 11 56 42 49 12 5 1 0 0 2 685 846
16:00-17:00 254 7 276 9 42 30 50 19 3 0 0 73 1 764 853.5
17:00-18:00 273 8 246 16 42 39 67 20 0 0 0 82 1 794 903
18:00-19:00 203 14 168 13 29 37 29 24 20 0 0 81 0 618 735
19:00-20:00 214 1 196 11 20 31 29 47 36 0 1 33 0 619 835
20:00-21:00 112 4 112 9 12 25 27 31 28 0 4 9 0 373 569.5
21:00-22:00 62 1 75 6 4 20 37 25 37 0 0 12 0 279 516.5
22:00-23:00 26 1 42 1 3 21 40 29 30 0 0 2 0 195 441
23:00-00:00 14 1 22 4 3 7 46 46 15 0 11 0 0 169 415.5
00:00-1:00 3 0 35 4 0 8 28 28 15 0 0 0 0 121 290
1:00-2:00 2 6 0 3 3 42 26 25 6 5 0 0 0 118 286
2:00-3:00 0 0 10 0 4 2 21 20 9 0 0 0 0 66 188.5
3:00-4:00 0 0 1 0 0 2 6 3 7 0 0 0 0 19 62.5
4:00-5:00 8 0 13 0 1 12 43 19 5 0 0 7 0 108 250


wheeler
Mini FULL 2-Axle
5:00-6:00 36 4 37 3 7 25 39 12 2 0 0 46 0 211 307
TOTAL Vehicles 3619 129 3409 237 586 699 994 455 260 14 20 936 6 11364 14599.5
PCU 1809.5 129 3409 355.5 1758 1048.5 2982 1365 1170 63 30 468 12 14599.5
Date: 10.08.2016 Wednesday

wheeler
Three-wheeler / Car / jeep / van / Cycle Total
TIME LCV Cycle PCU
auto rickshaw Taxi 3- With Without Rickshaw Vehicle
Mini FULL 2-Axle 4-6 axle
Axle Trailer Trailer
6:00-7:00 71 4 72 1 39 21 61 11 2 0 0 21 0 303 497
7:00-8:00 115 3 108 13 22 33 9 0 0 0 0 47 0 350 354
8:00-9:00 185 5 161 11 39 32 38 23 8 0 0 79 0 581 698.5
9:00-10:00 224 8 208 9 37 24 42 6 0 0 3 45 1 607 661.5
10:00-11:00 303 11 365 16 36 29 47 17 3 1 60 0 0 888 1003
11:00-12:00 328 6 321 18 37 29 47 17 4 1 0 60 0 868 917
12:00-13:00 265 7 244 12 24 39 36 10 0 0 0 54 0 691 697


wheeler
Mini FULL 2-Axle
13:00-14:00 241 7 263 14 31 32 41 11 5 0 3 117 1 766 796
14:00-15:00 251 4 281 13 40 31 99 11 40 0 63 0 0 833 1201
15:00-16:00 220 15 218 11 43 29 53 14 15 0 0 32 0 650 816.5
16:00-17:00 246 8 245 19 43 49 73 45 15 1 1 96 0 841 1082.5
17:00-18:00 306 14 274 24 51 34 84 26 9 0 0 123 0 945 1113
18:00-19:00 270 29 302 17 55 39 110 62 15 0 0 145 0 1044 1371
19:00-20:00 112 1 139 7 14 31 39 49 22 0 0 23 0 437 669.5
20:00-21:00 88 2 129 10 10 22 58 51 22 0 0 11 3 406 690.5
21:00-22:00 65 0 107 4 5 27 37 31 13 0 0 19 2 310 477
22:00-23:00 48 0 49 3 0 7 30 41 27 0 0 0 0 205 422.5
23:00-00:00 0 28 2 2 5 43 59 26 0 0 0 0 0 165 367.5
00:00-1:00 7 0 10 0 3 7 34 59 55 0 0 0 0 175 559.5
1:00-2:00 4 0 8 1 2 2 45 34 9 0 0 0 0 105 298
2:00-3:00 0 0 7 0 2 3 28 14 9 0 0 0 0 63 184
3:00-4:00 0 0 7 0 5 5 21 7 4 0 0 0 0 49 131.5
4:00-5:00 4 0 13 0 5 20 21 13 40 0 5 0 0 121 349.5
5:00-6:00 47 3 17 2 7 34 52 12 10 0 0 40 1 225 377.5
TOTAL Vehicles 3400 155 3550 207 555 622 1164 590 327 3 135 912 8 11628 15735
PCU 1700 155 3550 310.5 1665 933 3492 1770 1471.5 13.5 202.5 456 16 15735

Date : 11.08.2016 Thursday
Two BUS TRUCK Agri Tractor

wheeler Three
wheeler / Cycle Total
auto With Without Rickshaw Vehicle
Mini FULL 2-Axle 3-Axle 4-6 axle
rickshaw Trailer Trailer
6:00-7:00 42 7 56 10 25 29 48 9 12 0 17 41 0 296 488.5
7:00-8:00 162 14 179 11 26 25 45 27 6 11 89 0 0 595 832
8:00-9:00 286 4 278 21 43 33 34 16 1 3 0 153 0 872 879.5
9:00-10:00 306 6 290 12 37 35 25 16 0 2 58 2 0 789 850.5
10:00-11:00 286 3 328 18 35 23 56 28 9 0 0 32 0 818 949
11:00-12:00 321 8 265 12 39 28 24 18 5 1 2 26 0 749 779.5
12:00-13:00 286 12 276 18 41 31 38 25 6 1 0 42 0 776 869
13:00-14:00 228 12 134 14 30 35 30 19 6 0 0 77 1 586 638
14:00-15:00 296 8 249 19 34 41 64 17 1 0 1 99 0 829 895.5
15:00-16:00 298 12 298 27 39 21 43 15 13 0 2 104 0 872 935.5
16:00-17:00 316 9 315 25 39 27 42 37 8 0 0 101 0 919 1000.5
17:00-18:00 290 8 261 18 47 41 58 29 13 0 0 113 2 880 1023.5
18:00-19:00 264 39 223 28 51 37 72 54 25 0 0 219 0 1012 1244.5
19:00-20:00 207 3 206 20 28 32 65 59 34 1 0 44 0 699 1026
20:00-21:00 115 1 122 6 12 26 20 44 38 0 0 13 4 401 642
21:00-22:00 66 0 83 4 7 26 44 40 25 0 0 25 0 320 559
22:00-23:00 39 0 78 3 3 32 57 53 53 0 0 15 0 333 735
23:00-00:00 6 0 40 2 3 8 36 53 77 0 0 2 0 227 681.5


wheeler Three
00:00-1:00 12 0 47 0 2 29 57 46 41 0 0 0 0 234 596
1:00-2:00 0 40 4 4 32 61 58 59 0 0 0 0 0 258 588.5
2:00-3:00 0 0 6 1 2 4 40 36 36 0 0 0 0 125 409.5
3:00-4:00 2 0 14 0 3 8 41 30 18 0 0 0 0 116 330
4:00-5:00 0 0 11 0 1 7 27 13 3 0 0 0 0 62 158
5:00-6:00 29 0 20 0 6 42 36 16 7 0 0 78 0 234 342
TOTAL Vehicles 3857 186 3783 273 585 681 1060 759 437 19 169 1186 7 13002 17453
PCU 1928.5 186 3783 409.5 1755 1021.5 3180 2277 1966.5 85.5 253.5 593 14 17453
Date : 12.08.2016 Friday

wheeler Three-wheeler
Cycle Total
TIME / auto Car/jeep/van/Taxi LCV Cycle PCU
3- With Without Rickshaw Vehicle
rickshaw Mini FULL 2-Axle 4-6 axle
6:00-7:00 112 10 98 9 21 31 44 23 11 0 0 29 0 388 596
7:00-8:00 148 19 173 20 43 47 44 33 11 0 0 53 0 591 821.5
8:00-9:00 273 7 295 22 44 37 39 34 5 0 3 73 0 832 958.5
9:00-10:00 385 8 377 32 40 32 42 13 3 0 2 77 0 1011 1034


Cycle Total
10:00-11:00 298 7 305 15 33 36 56 9 3 0 2 17 0 781 901
11:00-12:00 281 11 298 19 54 59 75 24 2 0 0 85 0 908 1048
12:00-13:00 330 11 159 24 35 24 45 24 4 3 1 68 0 728 760
13:00-14:00 275 11 218 24 38 35 41 32 6 1 0 97 0 778 835.5
14:00-15:00 271 12 228 23 36 43 43 19 8 0 0 117 0 800 804.5
15:00-16:00 281 2 296 23 39 83 35 18 9 0 0 91 0 877 917.5
16:00-17:00 319 14 314 23 35 60 38 27 14 2 0 107 0 953 984
17:00-18:00 287 17 140 25 40 53 36 26 14 5 0 118 0 761 809
18:00-19:00 251 18 263 14 44 61 65 50 26 3 0 106 2 903 1130.5
19:00-20:00 144 5 149 3 13 81 46 41 17 0 0 27 0 526 728.5
20:00-21:00 85 3 113 5 10 44 36 32 64 0 0 16 3 411 760
21:00-22:00 63 2 90 3 3 50 53 24 62 0 0 32 0 382 724.5
22:00-23:00 16 1 19 0 0 16 40 38 41 0 0 0 0 171 832
23:00-00:00 11 0 23 1 3 12 30 19 25 0 0 7 0 131 497.25
00:00-1:00 0 0 10 1 0 11 20 18 20 0 0 0 0 80 232
1:00-2:00 0 0 9 0 0 9 29 12 21 0 0 0 0 80 240
2:00-3:00 0 0 7 0 0 9 7 19 5 0 0 0 0 47 121
3:00-4:00 0 0 6 2 0 10 27 20 11 0 0 0 0 76 214.5
4:00-5:00 0 0 11 0 0 10 23 26 26 0 0 0 0 96 290


Cycle Total
5:00-6:00 14 1 21 0 3 19 24 18 7 2 0 5 0 114 233
TOTAL Vehicles 3844 159 3622 288 534 872 938 599 415 16 8 723 5 12023 15979
PCU 1922 159 3622 432 1602 1308 2814 1797 1867.5 72 12 361.5 10 15979
Date : 13.08.2016 Saturday

wheeler Three
6:00-7:00 35 0 18 1 14 26 17 11 15 0 0 11 0 148 275
7:00-8:00 133 10 95 4 36 12 45 8 0 0 0 117 0 460 521
8:00-9:00 259 18 169 7 35 18 33 13 0 0 0 53 0 605 623.5
9:00-10:00 236 19 270 2 45 51 30 15 6 1 2 77 0 754 829.5
10:00-11:00 223 8 274 6 29 69 27 3 1 0 1 26 2 669 706
11:00-12:00 276 8 274 9 27 54 52 5 2 0 0 117 0 824 834
12:00-13:00 147 9 149 4 18 45 18 2 1 0 0 42 0 435 444.5
13:00-14:00 155 8 134 2 26 8 27 4 3 0 0 8 0 375 423


wheeler Three
14:00-15:00 280 8 249 15 29 18 28 17 6 0 2 104 0 756 750.5
15:00-16:00 226 3 215 16 42 33 36 8 1 0 1 67 1 649 704
16:00-17:00 253 3 283 13 35 25 43 11 9 0 0 94 2 771 828
17:00-18:00 253 9 243 17 32 55 60 21 9 0 0 131 0 830 931.5
18:00-19:00 341 6 335 22 38 87 68 34 17 0 0 220 0 1168 1281.5
19:00-20:00 204 8 214 9 21 63 74 23 22 0 0 112 0 750 941
20:00-21:00 123 2 165 5 5 66 63 44 26 0 0 43 0 542 809.5
21:00-22:00 36 2 78 1 9 17 76 44 20 1 0 12 0 296 612.5
22:00-23:00 20 2 49 0 5 21 36 21 0 0 0 2 0 156 279.5
23:00-00:00 6 3 31 0 9 19 44 21 1 0 0 0 0 134 292
00:00-1:00 0 0 12 1 8 17 39 24 0 0 0 0 0 101 252
1:00-2:00 0 0 9 0 8 9 35 24 0 0 0 0 0 85 223.5
2:00-3:00 0 0 5 1 7 6 20 29 0 0 0 0 0 68 183.5
3:00-4:00 0 0 11 0 4 3 45 23 0 0 0 0 0 86 231.5
4:00-5:00 0 4 15 1 14 14 39 19 1 0 0 0 0 107 262
5:00-6:00 15 4 21 0 11 34 30 24 1 1 0 6 0 147 290.5
TOTAL Vehicles 3221 134 3318 136 507 770 985 448 141 3 6 1242 5 10916 13529.5
PCU 1610.5 134 3318 204 1521 1155 2955 1344 634.5 13.5 9 621 10 13529.5


wheeler Three
Date : 14.08.2016 Sunday

wheeler Three-
auto 4-6 With Without Rickshaw Vehicle
Mini FULL 2-Axle 3-Axle
rickshaw axle Trailer Trailer
6:00-7:00 33 0 16 0 12 24 15 9 13 0 0 9 0 131 239.5
7:00-8:00 131 8 93 2 34 10 43 6 0 0 0 115 0 442 491
8:00-9:00 257 16 167 5 33 16 31 11 0 1 0 51 0 588 598
9:00-10:00 234 17 268 0 43 49 28 13 4 0 1 75 0 732 784.5
10:00-11:00 221 6 272 4 27 67 25 1 0 0 0 24 2 649 670
11:00-12:00 274 6 272 7 25 52 50 3 1 0 0 115 0 805 799.5
12:00-13:00 145 7 147 2 16 43 16 0 0 0 0 40 0 416 410
13:00-14:00 153 6 132 0 24 6 25 2 1 0 0 6 0 355 384
14:00-15:00 278 6 247 13 27 16 26 15 4 0 0 102 0 734 708.5
15:00-16:00 224 1 213 14 40 31 34 6 0 0 0 65 1 629 668
16:00-17:00 251 1 281 11 33 23 41 9 7 0 0 92 2 751 789
17:00-18:00 251 7 241 15 30 53 58 19 7 0 0 129 0 810 892.5
18:00-19:00 339 4 333 20 36 85 66 32 15 0 0 218 0 1148 1242.5


wheeler Three
19:00-20:00 202 6 212 7 19 61 72 21 20 0 0 110 0 730 902
20:00-21:00 121 0 163 3 3 64 61 42 24 0 0 41 0 522 770.5
21:00-22:00 28 0 76 0 7 15 74 42 18 0 0 10 0 270 567.5
22:00-23:00 10 0 47 0 3 19 34 19 0 0 0 0 0 132 248.5
23:00-00:00 1 0 29 0 7 17 42 19 0 0 0 0 0 115 259
00:00-1:00 0 0 10 0 6 15 37 22 0 0 0 0 0 90 227.5
1:00-2:00 0 0 7 0 6 7 33 22 0 0 0 0 0 75 200.5
2:00-3:00 0 0 3 0 5 4 18 27 0 0 0 0 0 57 159
3:00-4:00 0 0 9 0 2 1 43 21 0 0 0 0 0 76 208.5
4:00-5:00 0 2 13 0 12 12 37 17 1 0 0 0 0 94 235.5
5:00-6:00 13 2 19 0 9 32 28 22 1 1 0 6 0 133 264.5
TOTAL Vehicles 3166 95 3270 103 459 722 937 400 116 2 1 1208 5 10484 12720
PCU 1583 95 3270 154.5 1377 1083 2811 1200 522 9 1.5 604 10 12720
Daily Traffic For 7 Days
Three- BUS TRUCK Agri Tractor

Two- wheeler / Cycle Total
Car/jeep/van/Tax LC 3- 4-6 Withou
DATE wheele auto Min 2- With Cycle Ricksha Vehicl PCU
i FULL V Axl axl t
r ricksha i Axle Trailer w e
w e e Trailer

08-08-
3670 183 3636 217 588 886 1028 624 300 16 8 1135 8 12299 16046
2016
09-08- 14599.
3619 129 3409 237 586 699 994 455 260 14 20 936 6 11364
2016 5
10-08-
3400 155 3550 207 555 622 1164 590 327 3 135 912 8 11628 15735
2016
11-08-
3857 186 3783 273 585 681 1060 759 437 19 169 1186 7 13002 17453
2016
12-08-
3844 159 3622 288 534 872 938 599 415 16 8 723 5 12023 15979
2016
13-08- 13529.
3221 134 3318 136 507 770 985 448 141 3 6 1242 5 10916
2016 5
14-08-
3166 95 3270 103 459 722 937 400 116 2 1 1208 5 10484 12720
2016
Average
Daily 3540 149 3513 209 545 750 1015 554 285 10 50 1049 6 11674 15152
Traffic

DAILY VARIATION OF TRAFFIC
TOTAL
DATE DAY TOTAL PCU
VEHICLES
08-08-2016 Monday 12299 16046

09-08-2016 Tuesday 11364 14599.5
10-08-2016 Wednesday 11628 15735
11-08-2016 Thursday 13002 17453
12-08-2016 Friday 12023 15979
13-08-2016 Saturday 10916 13529.5
14-08-2016 Sunday 10484 12720
Daily Variation of Traffic at KM 30

20000
18000
16000
14000
12000
Traffic
10000
8000
6000
4000
2000
0
Monday Tuesday Wednesday Thursday Friday Saturday Sunday
Day
TOTAL VEHICLES TOTAL PCU

HOURLY VARIATION OF TRAFFIC

Three wheeler
Two- Car / jeep / van Cycle Total
wheeler / Taxi With Without Rickshaw Vehicle
Rickshaw Mini FULL 2-Axle 3-Axle 4-6 axle
Trailer Trailer
6:00-7:00 53 3 54 5 23 25 39 10 9 0 3 22 0 246 396
7:00-8:00 121 9 120 10 32 25 34 12 5 2 13 68 0 451 541.5
8:00-9:00 245 10 224 14 43 30 41 18 2 1 1 90 0 719 787
9:00-10:00 290 14 279 13 47 41 35 12 2 1 10 68 0 812 848.5
10:00-11:00 289 7 283 14 37 46 42 12 3 1 9 30 1 774 832.5
11:00-12:00 296 7 267 15 34 48 48 14 3 1 0 73 0 806 859
12:00-13:00 253 12 216 13 29 36 33 10 2 1 0 50 0 655 682.5
13:00-14:00 240 13 199 13 32 26 45 14 4 0 1 65 0 652 714
14:00-15:00 267 8 255 17 35 34 50 14 11 0 10 77 0 778 858
15:00-16:00 249 7 252 16 43 42 48 13 7 0 0 60 1 738 846
16:00-17:00 269 6 279 16 37 37 48 23 8 0 0 89 1 813 905.5
17:00-18:00 271 10 237 17 39 44 56 21 8 1 0 110 0 814 917.5
18:00-19:00 280 16 275 18 42 66 64 43 18 1 0 163 0 986 1171
19:00-20:00 184 4 188 10 20 58 58 44 25 0 0 60 0 651 894.5
20:00-21:00 109 2 132 6 8 39 43 46 36 0 1 22 1 445 722
21:00-22:00 55 1 92 3 6 30 58 49 33 0 0 20 0 347 667.5
22:00-23:00 28 1 56 1 2 19 42 39 26 0 0 4 0 218 469
23:00-00:00 6 5 26 2 5 16 42 30 21 0 2 2 0 157 387.5
00:00-1:00 4 2 20 1 4 13 34 32 21 0 0 0 0 131 349.5
1:00-2:00 1 7 8 1 8 20 38 26 8 1 0 0 0 118 303.5


Three wheeler
Two- Car / jeep / van Cycle Total
wheeler / Taxi With Without Rickshaw Vehicle
Rickshaw Mini FULL 2-Axle 3-Axle 4-6 axle
Trailer Trailer
2:00-3:00 0 0 6 0 3 6 21 22 9 0 0 0 0 67 193.5
3:00-4:00 0 0 9 0 2 5 28 16 6 0 0 0 0 66 181.5
4:00-5:00 2 1 12 0 5 12 31 16 11 0 1 1 0 92 238
5:00-6:00 26 2 23 1 8 33 37 17 5 1 0 32 0 185 318

HOURLY TRAFFIC VOLUME (in terms of PCU)
Time Passenger Vehicle Freight Vehicle
6:00-7:00 171 229.5
7:00-8:00 334.5 226.5
8:00-9:00 551.5 237
9:00-10:00 632.5 231
10:00-11:00 583.5 262.5
11:00-12:00 583 276
12:00-13:00 486 196.5
13:00-14:00 480 235.5
14:00-15:00 565.5 307.5
15:00-16:00 568.5 277.5
16:00-17:00 601 304.5
17:00-18:00 580 337.5
18:00-19:00 665.5 505.5
19:00-20:00 389 505.5
20:00-21:00 234.5 489
21:00-22:00 153 514.5
22:00-23:00 80.5 388.5
23:00-00:00 53 337.5
00:00-1:00 37.5 312
1:00-2:00 41 262.5
2:00-3:00 15 178.5
3:00-4:00 15 166.5
4:00-5:00 29.5 210
5:00-6:00 79.5 238.5

CLASSIFIED HORLY TRAFFIC VOLUME (in terms of PCU)
700
600
500
Traffic (PCU) 400
300
200
100
0
16:00-17:00
9:00-10:00
00:00-1:00
10:00-11:00
11:00-12:00
12:00-13:00
13:00-14:00
14:00-15:00
15:00-16:00
17:00-18:00
18:00-19:00
19:00-20:00
20:00-21:00
21:00-22:00
22:00-23:00
23:00-00:00
6:00-7:00
7:00-8:00
8:00-9:00
1:00-2:00
2:00-3:00
3:00-4:00
4:00-5:00
5:00-6:00
Time Period
Passenger Vehicle Freight Vehicle
PEAK HOUR FACTOR
PEAK HOURLY TRAFFC OF 7

1371
DAYS =
TIME = 06.00 PM-07.00 PM
DATE = 10.08.2016
DAY = Wednesday
V-15 = 550
Peak hour factor = 62.32%


wheeler Three-
auto 3- 4-6 With Without Rickshaw Vehicle
Mini FULL 2-Axle
rickshaw Axle axle Trailer Trailer
6:00-7:00 92 3 102 8 45 74 52 89 15 3 2 34 2 521 937
7:00-8:00 39 8 100 15 37 37 37 12 4 8 4 3 2 306 529
8:00-9:00 178 21 165 11 42 53 52 5 2 5 3 143 4 684 783.5
9:00-10:00 224 13 163 7 31 53 42 9 2 5 3 51 6 609 697.5
10:00-11:00 231 17 178 7 28 66 37 18 5 4 3 37 6 637 744.5
11:00-12:00 225 24 201 16 31 79 32 16 3 6 11 30 3 677 795
12:00-13:00 292 22 196 3 30 60 38 5 7 0 29 3 0 685 754
13:00-14:00 296 20 167 7 26 39 31 3 0 3 1 41 0 634 619.5
14:00-15:00 273 20 172 8 37 50 89 11 4 6 0 23 0 693 883
15:00-16:00 222 23 180 2 34 51 33 6 0 5 28 6 0 590 680
16:00-17:00 196 7 168 4 24 74 37 8 0 4 4 43 4 573 650.5
17:00-18:00 210 7 174 5 26 54 36 8 0 2 1 25 5 553 617.5
18:00-19:00 190 4 155 10 22 46 24 27 5 1 6 2 0 492 594
19:00-20:00 142 7 120 9 18 35 26 33 7 7 1 50 5 460 594.5
20:00-21:00 92 7 74 3 12 32 49 42 8 5 0 12 0 336 553
21:00-22:00 49 4 53 3 6 19 34 76 11 2 0 8 0 265 525
22:00-23:00 22 3 45 3 5 20 33 40 81 2 0 0 0 254 701
23:00-00:00 2 1 22 1 4 16 24 18 52 0 0 0 0 140 421.5
00:00-1:00 4 0 20 2 7 6 42 50 77 0 0 0 0 208 677.5


wheeler Three-
Mini FULL 2-Axle
1:00-2:00 0 0 28 8 2 19 100 72 66 0 0 0 0 295 887.5
2:00-3:00 0 0 18 2 7 44 78 77 85 0 0 0 0 311 955.5
3:00-4:00 0 44 0 3 61 89 87 109 0 0 0 0 0 393 953
4:00-5:00 4 4 42 0 25 34 62 84 98 0 0 0 0 353 1053
5:00-6:00 67 16 48 4 12 44 89 76 75 0 0 20 0 451 1048
TOTAL Vehicles 3050 275 2591 141 572 1094 1164 894 607 68 96 531 37 11120 17654.5
PCU 1525 275 2591 211.5 1716 1641 3492 2682 2731.5 306 144 265.5 74 17654.5
Date: 09.08.2016 Tuesday
Cycle Total
BUS LCV TRUCK Agri Tractor Cycle PCU
Three- Rickshaw Vehicle
Two- wheeler /
TIME Car/jeep/van/Taxi
wheeler auto
3- 4-6 With Without
6:00-7:00 90 1 100 6 48 72 54 87 5 1 0 32 0 496 873
7:00-8:00 37 6 98 13 35 35 35 10 2 6 5 1 0 283 478.5


wheeler Three-
Mini FULL 2-Axle
8:00-9:00 176 19 163 9 40 51 50 3 0 3 1 141 2 658 728.5
9:00-10:00 222 11 161 5 29 51 40 7 0 3 1 49 4 583 642.5
10:00-11:00 229 15 176 5 26 64 35 16 3 2 1 35 4 611 689.5
11:00-12:00 223 22 199 14 29 77 30 14 1 4 9 28 1 651 740
12:00-13:00 200 14 166 9 21 59 46 6 1 2 0 26 1 551 629.5
13:00-14:00 232 16 163 5 31 56 42 15 2 4 1 32 1 600 697
14:00-15:00 257 20 167 7 32 38 55 8 1 5 0 41 3 634 721.5
15:00-16:00 186 12 183 5 28 65 53 8 8 10 1 23 2 584 758
16:00-17:00 157 20 172 4 32 40 51 11 1 3 0 41 2 534 661
17:00-18:00 173 6 166 4 21 47 36 10 13 6 1 71 3 557 664.5
18:00-19:00 217 8 182 9 45 37 63 33 36 6 1 120 1 758 1043
19:00-20:00 162 46 136 18 28 54 59 76 60 12 11 35 0 697 1218
20:00-21:00 113 6 122 8 49 52 69 78 59 45 15 0 0 616 1353
21:00-22:00 101 9 122 14 6 78 92 101 68 0 7 0 0 598 1233
22:00-23:00 122 4 118 3 24 116 48 103 58 2 0 12 0 610 1162.5
23:00-00:00 40 25 90 5 10 62 26 80 50 3 2 3 0 396 826.5
00:00-1:00 48 19 95 7 20 49 43 74 45 0 0 0 0 400 835.5
1:00-2:00 20 8 81 3 12 33 37 63 71 0 0 0 0 328 808.5
2:00-3:00 10 0 65 0 12 56 66 72 41 0 0 0 0 322 788.5


wheeler Three-
Mini FULL 2-Axle
3:00-4:00 0 0 26 0 14 30 43 64 55 0 0 0 0 232 681.5
4:00-5:00 18 0 32 0 11 27 35 31 18 0 0 0 0 172 393.5
5:00-6:00 28 15 58 0 24 73 42 12 15 0 0 26 0 293 511
TOTAL Vehicles 3061 302 3041 153 627 1322 1150 982 613 117 56 716 24 12164 19138
PCU 1530.5 302 3041 229.5 1881 1983 3450 2946 2758.5 526.5 84 358 48 19138
CLASSIFIED VEHICLE COUNT : SURVEY STATION 2. (KM 41)
Date : 10.08.2016 Wednesday

Three
Two wheeler / Cycle Total
wheeler auto 3- 4-6 With Without Rickshaw Vehicle
Mini FULL 2-Axle
6:00-7:00 57 9 41 12 36 24 105 51 13 2 0 43 4 397 805.5
7:00-8:00 90 5 121 10 37 40 36 2 0 1 0 123 9 474 555
8:00-9:00 192 10 192 13 47 38 35 6 4 5 0 152 7 701 769
9:00-10:00 222 13 194 10 47 65 54 7 1 6 0 23 5 647 807.5
10:00-11:00 208 8 222 5 33 72 76 8 0 4 1 45 2 684 846.5


wheeler Three-
Mini FULL 2-Axle
11:00-12:00 220 17 192 9 32 77 37 11 0 2 38 1 0 636 754.5
12:00-13:00 189 9 174 7 33 81 43 7 0 4 1 28 1 577 694
13:00-14:00 200 18 223 8 45 55 44 1 1 8 0 27 2 632 763.5
14:00-15:00 200 13 163 4 42 63 67 5 0 3 0 19 2 581 745.5
15:00-16:00 223 16 215 8 39 66 64 9 2 3 0 21 2 668 826.5
16:00-17:00 210 6 193 6 26 60 33 12 4 3 0 56 0 609 675.5
17:00-18:00 206 9 210 7 37 8 1 5 88 4 0 0 0 575 887.5
18:00-19:00 162 25 125 7 22 64 61 39 24 7 1 80 0 617 884.5
19:00-20:00 113 14 95 2 15 65 52 35 12 9 0 25 0 437 679
20:00-21:00 75 6 112 4 15 59 72 63 36 0 1 23 0 466 875
21:00-22:00 45 2 47 3 3 45 48 61 21 0 1 0 0 276 575.5
22:00-23:00 16 2 46 1 2 21 38 84 62 2 0 5 0 279 751.5
23:00-00:00 7 3 44 4 10 30 80 81 87 3 0 2 0 351 1020.5
00:00-1:00 2 0 10 1 4 18 53 56 32 0 0 0 0 176 522.5
1:00-2:00 0 0 14 0 6 15 38 36 27 0 0 0 0 136 398
2:00-3:00 0 0 7 0 4 8 38 46 9 0 0 0 0 112 323.5
3:00-4:00 0 0 10 1 10 11 25 33 27 0 0 0 0 117 353.5
4:00-5:00 8 0 10 0 4 11 34 46 22 0 0 0 0 135 381.5
5:00-6:00 33 5 11 0 8 31 51 26 1 0 0 2 168 342.5


wheeler Three-
Mini FULL 2-Axle
TOTAL Vehicles 2678 190 2671 122 557 1027 1185 730 473 66 43 673 36 10451 16238
PCU 1339 190 2671 183 1671 1540.5 3555 2190 2128.5 297 64.5 336.5 72 16238

Three-
wheeler auto 3- 4-6 With Without Rickshaw Vehicle
Mini FULL 2-Axle
6:00-7:00 27 10 39 3 20 36 47 11 15 1 0 25 0 234 439.5
7:00-8:00 67 12 107 9 30 20 36 2 4 1 13 125 1 427 506.5
8:00-9:00 176 11 162 13 44 62 46 6 0 3 1 120 1 645 738.5
9:00-10:00 263 14 203 9 30 53 27 6 1 2 1 56 0 665 673.5
10:00-11:00 227 18 206 11 40 51 33 5 1 3 1 43 3 642 711.5
11:00-12:00 186 13 165 3 28 62 33 8 1 3 1 28 2 533 613
12:00-13:00 174 9 162 9 28 66 31 6 1 0 0 19 0 505 579.5
13:00-14:00 223 9 169 7 37 65 43 5 2 2 0 32 0 594 686.5


wheeler Three-
Mini FULL 2-Axle
14:00-15:00 209 17 173 6 35 59 39 1 1 9 0 28 0 577 676
15:00-16:00 202 9 194 15 30 66 25 3 0 5 0 23 1 573 635.5
16:00-17:00 172 13 144 9 25 43 34 7 0 2 1 63 9 522 579
17:00-18:00 193 15 178 6 32 69 39 20 0 3 0 92 0 647 734.5
18:00-19:00 171 8 174 8 39 64 62 23 0 2 2 155 0 708 837
19:00-20:00 111 8 83 8 13 66 24 30 9 6 0 26 0 384 539
20:00-21:00 60 8 87 5 14 38 51 69 19 0 0 16 0 367 685
21:00-22:00 32 0 43 0 19 39 88 117 194 0 0 0 7 539 1676.5
22:00-23:00 33 0 38 0 2 15 48 103 58 0 0 2 0 299 798
23:00-00:00 1 0 12 0 3 9 26 80 50 0 0 0 0 181 578
00:00-1:00 0 0 14 1 13 12 43 74 45 0 0 0 0 202 626
1:00-2:00 0 0 20 0 11 5 37 63 71 0 0 0 0 207 680
2:00-3:00 0 0 18 0 8 6 66 72 41 0 0 0 0 211 649.5
3:00-4:00 0 0 23 0 8 12 43 64 55 0 0 0 0 205 633.5
4:00-5:00 11 0 23 0 12 4 35 31 18 7 0 0 0 141 381
5:00-6:00 24 0 13 0 1 35 42 12 2 0 1 6 0 136 256
TOTAL Vehicles 2562 174 2450 122 522 957 998 818 588 49 21 859 24 10144 15913


wheeler Three-
Mini FULL 2-Axle

wheeler Three
Mini FULL 2-Axle
6:00-7:00 63 8 39 11 35 23 104 50 12 1 0 42 0 388 764
7:00-8:00 89 4 120 9 36 39 35 1 0 0 1 122 3 459 474
8:00-9:00 191 9 191 12 46 37 34 5 3 4 2 151 1 686 688
9:00-10:00 221 12 193 9 46 64 53 6 1 5 3 22 3 638 777.5
10:00-11:00 207 7 221 4 32 71 75 7 0 3 4 44 0 675 845
11:00-12:00 219 16 191 8 31 76 36 10 0 1 5 0 2 595 701.5
12:00-13:00 188 8 173 6 32 80 42 6 0 3 6 27 3 574 683.5
13:00-14:00 199 17 222 7 44 54 43 0 0 7 7 26 3 629 739
14:00-15:00 199 12 162 3 41 62 66 4 -1 2 8 18 2 578 726.5


wheeler Three-
Mini FULL 2-Axle
15:00-16:00 222 15 214 7 38 65 63 8 1 2 9 20 5 669 812.5
16:00-17:00 209 5 192 5 25 59 32 11 3 2 10 55 6 614 651
17:00-18:00 205 8 209 6 36 7 0 4 87 3 11 0 0 576 880.5
18:00-19:00 161 24 124 6 21 63 60 38 23 6 12 79 6 623 849.5
19:00-20:00 112 13 94 1 14 64 51 34 11 8 13 24 0 439 662.5
20:00-21:00 74 5 111 3 14 58 71 62 35 0 14 22 0 469 864
21:00-22:00 44 1 46 2 2 44 47 60 20 0 15 0 0 281 577.5
22:00-23:00 15 1 45 0 1 20 37 83 61 1 16 4 0 284 874
23:00-00:00 6 2 43 3 9 29 79 80 86 2 17 1 0 357 1083.75
00:00-1:00 1 0 9 0 3 17 52 55 31 0 18 0 0 186 531.5
1:00-2:00 0 0 13 0 5 14 37 35 26 0 19 0 0 149 410.5
2:00-3:00 0 0 6 0 3 7 37 45 8 0 20 0 0 126 337.5
3:00-4:00 0 0 9 0 9 10 24 32 26 0 21 0 0 131 367.5
4:00-5:00 7 0 9 0 3 10 33 45 21 0 22 0 0 150 398
5:00-6:00 32 4 10 0 7 30 50 25 0 0 23 0 0 181 355.5
TOTAL Vehicles 2664 171 2646 102 533 1003 1161 706 454 50 276 249 34 10049 15881
PCU 1332 171 2646 153 1599 1504.5 3483 2118 2043 225 414 124.5 68 15881

Two- Three-wheeler / Cycle Total

wheeler auto rickshaw 4-6 With Without Rickshaw Vehicle
axle Trailer Trailer
6:00-7:00 61 3 69 2 18 41 46 5 1 1 0 14 0 261 390
7:00-8:00 73 8 82 5 34 41 59 8 1 4 0 113 2 430 581.5
8:00-9:00 182 9 194 12 45 54 42 4 0 9 1 52 0 604 734
9:00-10:00 190 8 210 7 41 75 42 13 11 2 0 63 3 665 820
10:00-11:00 225 16 244 24 41 103 37 7 3 5 1 92 0 798 901.5
11:00-12:00 222 19 219 12 33 108 36 6 0 6 1 26 2 690 799.5
12:00-13:00 185 8 158 8 28 81 35 8 1 5 0 43 3 563 659.5
13:00-14:00 218 18 215 5 32 66 35 8 0 7 1 52 3 660 738.5
14:00-15:00 189 11 189 6 51 64 52 5 1 7 0 30 2 607 778.5
15:00-16:00 167 14 140 3 25 82 43 12 1 4 0 41 5 537 658
16:00-17:00 198 7 216 8 30 116 30 5 5 1 0 62 6 684 773
17:00-18:00 208 5 117 10 22 88 52 16 0 5 0 46 0 569 688.5
18:00-19:00 262 12 235 7 16 90 21 23 3 3 1 73 6 752 780.5
19:00-20:00 112 18 113 9 12 24 82 83 104 5 5 30 0 597 1280.5
20:00-21:00 55 3 52 1 12 17 100 84 99 0 0 13 0 436 1149.5
21:00-22:00 34 5 65 2 3 28 44 61 16 0 0 4 0 262 530
22:00-23:00 24 0 47 0 7 29 57 69 46 0 0 1 0 280 709
23:00-00:00 8 0 27 0 1 23 38 27 7 0 0 0 0 131 295

Two- Three-wheeler / Cycle Total

wheeler auto rickshaw 4-6 With Without Rickshaw Vehicle
axle Trailer Trailer
00:00-1:00 3 0 19 1 0 23 33 31 15 0 0 0 0 125 316
1:00-2:00 3 0 18 0 0 14 32 22 13 0 0 0 0 102 261
2:00-3:00 1 0 14 0 0 17 52 33 19 0 0 0 0 136 380.5
3:00-4:00 1 0 16 0 0 7 32 32 20 0 0 0 0 108 309
4:00-5:00 1 0 14 0 0 11 21 13 6 0 0 0 0 66 160
5:00-6:00 5 0 16 0 6 21 22 11 7 0 0 0 0 88 198.5
TOTAL Vehicles 2627 164 2689 122 457 1223 1043 586 379 64 10 755 32 10151 14892
PCU 1313.5 164 2689 183 1371 1834.5 3129 1758 1705.5 288 15 377.5 64 14892

Three
Two wheeler wheeler / Car/jeep/van/T Cycle Total
TIME LCV Cycle PCU
auto axi With Without Rickshaw Vehicle
6:00-7:00 27 4 63 0 30 55 69 10 2 4 0 2 0 266 518
7:00-8:00 46 6 115 13 35 108 45 1 0 2 0 65 1 437 612
8:00-9:00 193 9 159 12 54 129 49 3 1 1 3 62 5 680 848.5


Three
TIME LCV Cycle PCU
9:00-10:00 195 21 159 12 51 125 47 1 0 6 0 43 7 667 842.5
10:00-11:00 199 11 187 9 42 129 37 1 0 4 0 19 0 638 772
11:00-12:00 185 9 175 12 33 121 54 12 0 5 1 14 0 621 804
12:00-13:00 204 12 170 8 34 94 44 4 0 5 0 19 3 597 721
13:00-14:00 227 8 189 10 39 68 45 9 2 5 0 26 5 633 761
14:00-15:00 184 23 190 11 31 88 43 6 0 7 0 48 3 634 755
15:00-16:00 178 8 197 8 57 78 67 8 0 3 0 29 3 636 853
16:00-17:00 204 8 193 12 36 100 36 5 2 4 2 96 0 698 780
17:00-18:00 184 10 228 14 41 87 47 17 0 10 0 66 5 709 884.5
18:00-19:00 120 9 99 5 11 69 30 15 2 1 0 42 4 407 489.5
19:00-20:00 93 8 95 4 12 63 32 27 8 3 0 1 0 346 513
20:00-21:00 64 6 65 1 8 40 26 54 10 3 0 7 0 284 490.5
21:00-22:00 31 4 46 1 3 42 40 70 12 0 3 5 0 257 530
22:00-23:00 25 0 38 1 2 36 51 40 39 0 0 0 0 232 560.5
23:00-00:00 2 11 25 0 1 18 27 27 29 0 0 0 0 140 359.5
00:00-1:00 0 0 7 0 2 10 24 29 13 0 0 0 0 85 245.5
1:00-2:00 0 1 11 0 0 12 28 15 20 0 0 0 0 87 249
2:00-3:00 0 0 7 0 0 12 21 21 29 0 0 0 0 90 281.5
3:00-4:00 0 0 4 0 0 3 30 19 23 0 0 0 0 79 259


Three
TIME LCV Cycle PCU
4:00-5:00 4 0 20 0 0 8 21 10 11 0 0 0 0 74 176.5
5:00-6:00 17 3 12 0 3 21 19 11 8 0 0 0 0 94 190
TOTAL Vehicles 2382 171 2454 133 525 1516 932 415 211 63 9 544 36 9391 13496
PCU 1191 171 2454 199.5 1575 2274 2796 1245 949.5 283.5 13.5 272 72 13496
Daily Traffic For 7 Days

Car/jeep/van/Tax LC Cycl
DATE wheele auto 3- 4-6 With Withou Ricksha Vehicl PCU
i Min FUL V 2- e
r ricksha Axl axl Traile t w e
i L Axle
w e e r Trailer
08-08- 17654.
3050 275 2591 141 572 1094 1164 894 607 68 96 531 37 11120
2016 5
09-08-
3061 302 3041 153 627 1322 1150 982 613 117 56 716 24 12164 19138
2016
10-08-
2678 190 2671 122 557 1027 1185 730 473 66 43 673 36 10451 16238
2016
11-08-
2562 174 2450 122 522 957 998 818 588 49 21 859 24 10144 15913
2016

12-08-
2664 171 2646 102 533 1003 1161 706 454 50 276 249 34 10049 15881
2016
13-08-
2627 164 2689 122 457 1223 1043 586 379 64 10 755 32 10151 14892
2016
14-08-
2382 171 2454 133 525 1516 932 415 211 63 9 544 36 9391 13496
2016
Average
Daily 2718 207 2649 128 542 1163 1090 733 475 68 73 618 32 10496 16173
Traffic

DAILY VARIATION OF TRAFFIC
TOTAL
DATE DAY TOTAL PCU
VEHICLES
08-08-2016 Monday 11120 17654.5
09-08-2016 Tuesday 12164 19138
10-08-2016 Wednesday 10451 16238
11-08-2016 Thursday 10144 15913
12-08-2016 Friday 10049 15881
13-08-2016 Saturday 10151 14892
14-08-2016 Sunday 9391 13496
Daily Variation of Traffic at KM 41

25000
20000
15000
Traffic
10000
5000
0
Monday Tuesday Wednesday Thursday Friday Saturday Sunday
Day
TOTAL VEHICLES TOTAL PCU


TIME Car/jeep/van/Taxi LCV 3- 4-6 With Without Cycle PCU
wheeler auto Mini FULL 2-Axle Rickshaw Vehicle
6:00-7:00 60 5 65 6 33 46 68 43 9 2 0 27 1 365 675
7:00-8:00 63 7 106 11 35 46 40 5 2 3 3 79 3 403 538
8:00-9:00 184 13 175 12 45 61 44 5 1 4 2 117 3 666 758.5

9:00-10:00 220 13 183 8 39 69 44 7 2 4 1 44 4 638 748.5
10:00-11:00 218 13 205 9 35 79 47 9 2 4 2 45 2 670 785.5
11:00-12:00 211 17 192 11 31 86 37 11 1 4 9 18 1 629 730.5

12:00-13:00 205 12 171 7 29 74 40 6 1 3 5 24 2 579 666
13:00-14:00 228 15 193 7 36 58 40 6 1 5 1 34 2 626 713.5
14:00-15:00 216 17 174 6 38 61 59 6 1 6 1 30 2 617 759

15:00-16:00 200 14 189 7 36 68 50 8 2 5 5 23 3 610 746.5
16:00-17:00 192 9 183 7 28 70 36 8 2 3 2 59 4 603 679.5
17:00-18:00 197 9 183 7 31 51 30 11 27 5 2 43 2 598 763

18:00-19:00 183 13 156 7 25 62 46 28 13 4 3 79 2 621 781
19:00-20:00 121 16 105 7 16 53 47 45 30 7 4 27 1 479 777.5
20:00-21:00 76 6 89 4 18 42 63 65 38 8 4 13 0 426 853.5
21:00-22:00 48 4 60 4 6 42 56 78 49 0 4 2 1 354 800.5
22:00-23:00 37 1 54 1 6 37 45 75 58 1 2 3 0 320 775.5
23:00-00:00 9 6 38 2 5 27 43 56 52 1 3 1 0 243 643


TIME Car/jeep/van/Taxi LCV 3- 4-6 With Without Cycle PCU
wheeler auto Mini FULL 2-Axle Rickshaw Vehicle
00:00-1:00 8 3 25 2 7 19 41 53 37 0 3 0 0 198 533
1:00-2:00 3 1 26 2 5 16 44 44 42 0 3 0 0 186 523.5
2:00-3:00 2 0 19 0 5 21 51 52 33 0 3 0 0 186 524

3:00-4:00 0 6 13 1 15 23 41 50 29 0 3 0 0 181 503.5
4:00-5:00 8 1 21 0 8 15 34 37 28 1 3 0 0 156 416
5:00-6:00 29 6 24 1 9 36 45 25 15 0 3 7 0 200 408

HOURLY TRAFFIC VOLUME (in terms of PCU)
Time Passenger Vehicle Freight Vehicle
6:00-7:00 223.5 451.5
7:00-8:00 311.5 231
8:00-9:00 497.5 264
9:00-10:00 465 285
10:00-11:00 472 316.5
11:00-12:00 435 309
12:00-13:00 399 274.5
13:00-14:00 461.5 253.5
14:00-15:00 441 319.5
15:00-16:00 439 315
16:00-17:00 420 262.5
17:00-18:00 419.5 346.5
18:00-19:00 389.5 396
19:00-20:00 255.5 528
20:00-21:00 199.5 660
21:00-22:00 115 691.5
22:00-23:00 94.5 684
23:00-00:00 67 580.5
00:00-1:00 56 481.5
1:00-2:00 46.5 481.5
2:00-3:00 35 493.5
3:00-4:00 65.5 442.5
4:00-5:00 50 370.5
5:00-6:00 76.5 336

CLASSIFIED HORLY TRAFFIC VOLUME (in terms of PCU)
800
700
600
Traffic (PCU)
500
400
300
200
100
0
10:00-11:00
11:00-12:00
9:00-10:00
00:00-1:00
12:00-13:00
13:00-14:00
14:00-15:00
15:00-16:00
16:00-17:00
17:00-18:00
18:00-19:00
19:00-20:00
20:00-21:00
21:00-22:00
22:00-23:00
23:00-00:00
6:00-7:00
7:00-8:00
8:00-9:00
1:00-2:00
2:00-3:00
3:00-4:00
4:00-5:00
5:00-6:00
Time Period
Passenger Vehicle Freight Vehicle
PEAK HOUR FACTOR
PEAK HOURLY TRAFFC OF 7

1676.5
DAYS =
TIME = 09.00 PM-10.00 PM
DATE = 11.08.2018
DAY = Thursday
V-15 = 670
Peak hour factor = 62.56%

Consultancy Services for preparation of project report (PR) for two laning of Mangaldoi Bypass starting from chainage at 26+400 Km of NH 15 (Chengeliyapara)
and terminating at Ch. 43+570 Km of NH 15 (Dakechowki) passing through revenue village of Barkumarpara, Gurimari 1st & 2nd part, Mowamari Chapori, Baghpori
Chapori, Bundia Chapori & Gelaidiang Chapori (Length 17.17 Km Approx) under SARDP-NE on EPC Mode.
4.3.2 Annual Average Daily Traffic:

Traffic intensity along a project stretch varies during different period of time. Information on this aspect
is necessary to estimate the AADT. For deriving seasonal variation and correction factors, petrol and
diesel sales data have been collected from petrol pumps for different years which are along the project
corridor. There are three fuel stations along the project corridor. The SCF is worked out from the
average fuel sale data of the three fuel stations. The following tables show the calculation of AADT .
Table 4.4: ADT observed at count locations (Without Seasonal Corrections)
ADT Before SCF
Survey Location KM 30 KM 41
Vehicle Category ADT Vehicles ADT (PCU) ADT Vehicles ADT (PCU)
Two-Wheeler 3540 1770 2718 1359
Three-Wheeler/ Auto 149 149 207 207
Car/jeep/van/Taxi 3513 3513 2649 2649
Mini Bus 209 313.5 128 192
FULL BUS 545 1635 542 1626
LCV 750 1125 1163 1744.5
2 axle Truck 1015 3045 1090 3270
3 axle Truck 554 1662 733 2199
>3- axle truck 285 1282.5 475 2137.5
Agri Truck With trailer 10 45 68 306
Agri Truck Without trailer 50 75 73 109.5
Cycle 1049 524.5 618 309
Cycle Rickshaw 6 12 32 64
Total 11674 15152 10496 16173

Table 4.5: Daily Fuel Sales and Seasonal Correction Factor (SCF) for calculating AADT
Daily Diesel Daily Petrol

Month Consumption Consumption SCF (Diesel) SCF (Petrol)
(Liters) (Liters)
August 16931 2620 0.9 0.69
September 10639 1626 1.43 1.11
October 11590 1440 1.32 1.25
November 11171 1326 1.37 1.36
December 9637 1215 1.58 1.48
January 10287 1105 1.48 1.63
February 13869 1343 1.1 1.34
March 13547 1389 1.13 1.3
April 12528 1406 1.22 1.28
May 20708 2530 0.74 0.71
June 30733 2760 0.5 0.65
July 21441 2865 0.71 0.63
Average 15257 1802 1.12 1.12
Table 4.6: AADT obtained after applying Seasonal Correction Factors
AADT after SCF
Two Wheeler 3965 1982.4 3044 1522.1
Three Wheeler/ Auto 167 166.9 232 231.8
Car/jeep/van/Taxi 3935 3934.6 2967 2966.9

AADT after SCF
Mini Bus 234 351.1 143 215
FULL BUS 610 1831.2 607 1821.1
LCV 840 1260 1303 1953.8
2 axle Truck 1137 3410.4 1221 3662.4
3 axle Truck 620 1861.4 821 2462.9
>3- axle truck 319 1436.4 532 2394
Agri Truck With trailer 11 50.4 76 342.7
Agri Truck Without trailer 56 84 82 122.6
Cycle 1049 524.5 692 346.1
Cycle Rickshaw 11 22 36 71.7
Total 12954 16915 11756 18113
4.4 Origin/Destination Survey Analysis

4.4.1 Zoning of Influential Areas for the Highway
The most important step of creating an Origin/Destination Matrix is to identify the zones or areas of
influence which are of great economic, financial and social importance to the region. The Mangaldoi
bypass will help facilitate movement of goods, services and people from Guwahati or vehicles from
NH-31 to Dhemaji, Lakhimpur or Arunachal Pradesh faster and more efficiently. The zoning of the
region in and around the proposed bypass is shown in the table below:

Table 4-7: Zoning Nomenclature of the proposed area of study
PLACES CONSIDERED IN ZONES

ZONES
1 MANGALDAI, CHAPAI AND GHOPA
2 SONTIPUR, EAST NAGAON
3 NORTH LAKHIMPUR, ARUNACHAL PRADESH
4 NALBARI, DHUBRI, BARPETA AND R.O.I
5 KAMRUP(RURAL AND METRO) AND GU
4.4.2 O-D Matrix

The O-D survey was carried out for one day at two locations i.e. Punia point (km 26th) on 14-08-2018,
and at Daekowchoki (km 41st) on 13-08-2018 simultaneously along with classified volume count.
Roadside Interview Method was adopted for conducting the survey. The vehicles were stopped on
random sample basis with the help of police and the drivers were interviewed by trained enumerators
to collect the needed information / data. The pertinent information in respect of travel characteristics
including the following were collected during these interviews:
 Origin-Destination of the trip
 Trip length
The O-D survey was not limited to only car and buses in passenger vehicles category and trucks (LCV,
2 axle / 3 axle rigid, MAV) in freight vehicle category were too considered. The sample size of the

survey as percentage to the total traffic on the day of OD Survey is presented in Table, Sample Size of
OD Survey. The numbers in the table depicting the modal split for each zone is in percentage.
Table 4-8: O-D Matrix for the proposed Road
Zone 1 which consists of the Barpeta town attracts a TAT Two Axle Trucks
high percentage passenger private cars and two
MAT Multi Axle Trucks
wheelers as it is the economic hub of Barpeta district,
so a large number of commuters moves in and out of TWV Two Wheels Vehicles
the town for their day to day business. Zone 5 which
AT Agriculture Tractors
is the Kamrup(M) district provides connection to
Upper Assam districts which is the reason for attracting a large percentage of multi axle trucks. Zones
2 and 5 being in close proximity to Zone 1 and the proposed bypass attracts a huge percentage of slow
moving vehicles that are Two Wheels Vehicles (TWV) and Agriculture Trailers (AT). High volume of
through traffic moving to Zones 2 to 5 indicates the importance of the Project Road section as an
important corridor serving the inter-state traffic.
The next step in the estimation will include Traffic growth, Vehicle Operating Costs, Time saving
because of the proposed highway as well as the economic viability of the project

CHAPTER 5
DEVELOPMENT PROPOSALS
5 Developmental Proposals
5.1 General
As per TOR the concept of development & construction of the project highway for improvement and
capacity augmentation to 2 lane is for reduction in transport cost, enhanced safety & level of service for
road users, superior operation & maintenance ,enabling enhanced operation efficiency, replacement of
weak structure, construction of missing bridges & identification of black spots on project highway and
preparation of mitigation plan, alternative improvement proposals for project road to be prepared. The
existing alignment passes through Toposheet No. of (Scale: 1:50000) 83E5, 83E9 & 83E10. Key plan
& Location Plan are appended with Drawing Volume IX.
5.2 Existing Road Alignment

The existing road is of Single lane configuration with poor geometrics in general with very sharp curves
at many locations.

Improvement Proposals of the project road are:
a) Horizontal curves and bends are duly modified by adopting the radius of curvature as
per IRC Specifications. The road is designed for a speed of 100kmph.
b) The width of the carriageway is widened to 7.0m throughout the entire length with
1.50m paved shoulder on both sides in open country locations and 2.0 m earthen
shoulder on both the sides.
c) No Major bridges are proposed to be constructed.
d) 6 Nos Minor Bridge is proposed to be constructed.
e) 43 Nos. of Box Culverts are proposed to be constructed.
f) The entire road is designed as Flexible Pavement.
g) 2 major junctions are proposed to be developed.
h) 30 minor junctions are proposed to be developed.
i) Road furniture like Road Signs, Markings, Metal Beam Crash Barrier, Guard posts,
KM Sones, Hectometre and 5th KM stones etc. are proposed for the road stretch.
j) Zebra crossings are proposed to be provided before and after the bus bays on each side.
k) The provisions of vetiver grass in the high embankment slopes for stabilization are also
provided.
l) Pick-up Bus stops are provided at 8 locations (4 Left and 4 Right Sides).

5.4 Traffic Volumes

Traffic survey as per the methodology adopted is carried out to assess the traffic volume and
characteristic of the project road. Classified Traffic Volume Count Survey is carried out at 2 locations
to find the Average Daily Traffic (ADT) and seasonal correction factor is applied to find out the Annual
Average Daily Traffic (AADT).
A detailed traffic survey for the project road has been conducted in the year August 2016. Detailed
traffic projections over the design life and growth rates obtained for different types of vehicles and
discussed in traffic survey and analysis chapter 4. For the purpose of pavement design, commercial
vehicles of gross vehicle weight more than 3 tonnes has been considered. Such vehicles consisted of
buses, LCVs, 2 axle trucks, 3 axle trucks and multi axle trucks.
Traffic volumes in terms of AADT at survey locations are used for the calculation of design MSA for
pavement design as given in Table 5.1
Table 5.1 Traffic Volumes in AADT
ADT Before SCF

ADT
Vehicle Category ADT (PCU) ADT Vehicles ADT (PCU)
Vehicles
Two Wheeler 2240 1120 2102 1051
Three Wheeler/ Auto 1510 1510 398 398
Car/jeep/van/Taxi 1392 1392 1902 1902
Mini Bus 105 157.5 52 78
FULL BUS 236 708 357 1071
LCV 645 967.5 422 633
2 axle Truck 473 1419 356 1068
3 axle Truck 1462 4386 1059 3177
>3- axle truck 476 2142 305 1372.5
Agri Truck With trailer 16 72 20 90
Agri Truck Without
26 39 14 21
trailer
Cycle 521 260.5 231 115.5
Total 9345 14660 7322 11185

5.4.1 Projected Traffic & Capacity analysis

The traffic growth rates are considered as 5% as per Clause 4.2.2 of IRC: 37-2012. The projected
traffic for 20 years considering the above growth rate is given in Table 5.2.
Table 5.2 Table Projected Traffic
AADT after SCF

Two-Wheeler 2509 1254 2333 1166.6
Three-Wheeler/ Auto 1676 1676.1 442 441.8
Car/jeep/van/Taxi 1559 1559 2111 2111.2
Mini Bus 117 174.8 58 86.6
FULL BUS 262 785.9 396 1188.8
LCV 716 1073.9 468 702.6
2 axle Truck 525 1575.1 395 1185.5
3 axle Truck 1623 4868.5 1175 3526.5
>3- axle truck 528 2377.6 339 1523.5
Agri Truck With trailer 18 79.9 22 99.9
Agri Truck Without
29 43.3 16 23.3
trailer
Cycle 521 260.5 231 115.5
Total 10326 16215 8090 12380
5.4.2 Widening of Existing Highway

The Project Highway is designing to follow the existing alignment wherever possible. Geometric
deficiencies in the existing horizontal and vertical profiles has been corrected as per the prescribed
standards for mountainous/steep terrain .
5.4.3 Length of Project

Project Corridor under study is a part of National Highway No.15. This NH is from chainage at 26+400
Km of NH 15 (Chengeliyapara) and terminating at Ch. 43+570 Km of NH 15 (Dakechowki) passing

through revenue village of Barkumarpara, Gurimari 1st & 2nd part, Mowamari Chapori, Baghpori
Chapori, Bundia Chapori & Gelaidiang Chapori (Length 17.17 Km Approx.).
5.4.4 Width of Carriageway

Two- Laning with Hard shoulders with GSB materials shall be undertaken. The paved carriageway
shall be 7 (Seven) m wide in accordance with the typical cross sections drawings in the manual.
5.5 PAVEMENT DESIGN

5.5.1 Introduction
Pavement design basically aims at determining the total thickness of the pavement structure as well as
the thickness of the individual structural components for carrying the estimated traffic loading
throughout design life under the prevailing environmental condition and adopted maintenance strategy
with satisfactory performance of the pavement which shall result in higher savings in terms of Vehicle
operating costs and travel time. Many design methods, from purely empirical to rigorous analytical
ones are available, and these are practiced in different parts of the world. In our country, the generally
adopted method of design of flexible pavement is the one recommended in IRC: 37-2012, Guidelines
for the Design of Flexible Pavements.
The existing road is of single Lane configurations. Hence for improvement to 2 Lane with Paved
Shoulder, Flexible pavement is proposed. The existing alignment is in serpentine and deteriorated
forma and could not be reused. To cover all the requirements of the pavement for the project road,
designs have been prepared in this Report and are as under.
5.5.2 Type of pavement

Flexible pavement is proposed for the whole project stretch.
5.5.3 Design Requirements

Flexible pavement is proposed in the project road, Flexible pavement is designed for a design period
of 15 (Fifteen) years.
Design Traffic
Therefore, for pavement design traffic of 100 msa is considered.
Requirement of CBR for Subgrade
The minimum CBR of subgrade for pavement design is shall to be 8% as per IRC 37 clause 5.1.
Pavement Composition
As per pavement Design the composition of the pavement works out to be

Total : 615 mm
5.5.4 DETAILS OF CROSS DRAINAGE STRUCTURES

All CD structures constructed are proposed for reconstruction. Reconstruction and new construction
of the Box Culverts are proposed to meet the latest National Highway standards. The Geometric
Standards of culverts has been adopted in accordance with IRC: SP: 73:2015.
The proposals for cross drainage structures are as follows in Table 5.3:

Table 5.3 ABSTRACT OF CD STRUCTURES
Sl. No. Chainage Type Span Remarks

BOX New-
1 27014 CULVERT 1/23/0 Construction
BOX New-
2 27637 CULVERT 1/22/1.5 Construction
BOX New-
BOX New-
BOX New-
BOX New-
BOX New-
BOX New-
BOX New-
BOX New-
BOX New-
BOX New-
BOX New-
BOX New-
BOX New-
BOX New-
BOX New-
BOX New-
BOX New-
BOX New-
BOX New-
BOX New-
BOX New-
BOX New-
BOX New-
BOX New-
BOX New-
BOX New-

BOX New-
BOX New-
BOX New-
BOX New-
BOX New-
BOX New-
BOX New-
BOX New-
BOX New-
BOX New-
BOX New-
BOX New-
BOX New-
BOX New-
BOX New-
5.5.5 DETAILS OF MAJOR/ MINOR BRIDGES

All single lane Baily bridges present at site are proposed for reconstruction. Geometric standard of all
Minor and Major Bridges/ Box culverts/ROBs for two lane + paved shoulder section has been adopted
in accordance with IRC-SP-73:2015. 5 nos. of major bridges and 1 no. of minor bridge are proposed
to be constructed. The proposals for Bridges are as follows in Table 5.4:

Table 5.4 Bridge Locations

Sl. No. Bridge Chainage Length
Bridge end Point 4483
5.5.6 JUNCTIONS
Junctions at various locations. The list of junctions along the project road is given in Table 5.5 below.

Sl. No. Chainage Type Remarks Side

29 27314 Y-JUNCTION MAJOR Right
30 31594 T-JUNCTION MINOR Right
31 42855 T-JUNCTION MAJOR Right
32 43610 Y-JUNCTION MINOR Right
5.5.7 ROAD SIDE FURNITURE

Road side Furniture are proposed to be provided as follows: -
1. Traffic Signs and Pavement Markings: Traffic signs and pavement markings includes road
side signs, overhead signs, curve mounted signs and road marking along the project highway.
2. Concrete Crash Barrier, Metal beam crash barrier, Separators (MS railings)
3. The minimum length of 1.10 km Metal beam crash barrier, and minimum length of 13.115
km Separator (M.S. railings) all along built up area is proposed for safety of traffic & users.
4. Boundary Stones are proposed throughout the project road on both sides Hectometre /
Kilometre Stones.
5. Traffic solar blinker signals (L.E.D) are proposed at all intersections in consultation with
Authority’s Engineer.
6. Advertisement and Hoardings: No advertisements / hoardings are allowed to be erected on
Project Highway.
5.5.8 PEDESTRIAN FACILITIES

The additional pedestrians’ facilities in the form of guard rails, footpath, lighting etc. are proposed in
built-up area and high embankment of structures.

5.5.9 LANDSCAPING AND TREE PLANTATION

Landscaping of the highway is proposed.
5.5.10 BUS- BAYS AND TRUCK LAY BAY

The bus bays and truck lay bay shall be provided at following locations of proposed road.
BUS BAY
Sl.No. Chainage Side
1 2300 LEFT
2 2447 RIGHT
3 8968 LEFT
4 9113 RIGHT
TRUCK LAY BYE
Sl.No. Chainage Side
1 12570 RIGHT
2 12779 LEFT
5.6 PROJECT CLEARANCES

The status of various clearances from respective Government Departments is as under.
(i) For shifting of utilities such as, Electrical poles, Telephone poles, etc. the relevant
documents have been submitted to respective departments after the finalisation of alignment.
(ii) Strip plans for Land Acquisition have been submitted to the concerned department and the
Land Acquisition work is under process.
(iii) MOEF clearance is under process.
5.7 SCOPE OF WORK
The detailed scope of the work is as follows:
Sl. No. Silent Features Details

1 Homogeneous Section From 26+400 Km of NH 15 To 41+480 Km of NH 15
2 Total Length 15.26 Km
3 2 Lane Road 15.26 Km
4 Service/Slip Road 00.00 Km
5 Bypass 15.26 Km
6 Realignment 15.26 Km
7 Drainage
8 Intersection
10 New Construction 15.26 Km

Sl. No. Silent Features Details

BC - 50
DBM - 110
11 Pavement Design WMM -250
GSB - 200
Total= 610 mm
Major Bridges NIL
New Construction NIL
12 Reconstruction NIL
Widening NIL
Retained/Repair NIL
Minor Bridges 6 Nos.
New Construction 6 Nos.
Retained/Repair NIL
Widening NIL
Box Culverts 43 Nos.
New Construction 43Nos.
Retained/Repair NIL
Widening NIL
H.P. Culvert NIL
New Construction NIL
Reconstruction NIL
15
Retained/Repair NIL
Widening NIL
At Junction 00 Nos
16 ROB / RUB NIL
17 Toll Plaza NIL
18 Truck Lay bay 4 Nos.
19 Bus Bay 8 Nos.
HT line, Electric poles, Transformer, OFC and Water
20 Utility Service Pipe
Pipe Lines etc.
21 Over Head Portal 04 No. (cantilever Sign gantry)
22 Road Furniture
Traffic signage for
23
road safety
Shifting of
24 Electric/Telephone As per requirement
Poles, Water Pipeline
25 Horticulture As per requirement
26 Street Lighting As per requirement

CHAPTER-6
COST ESTIMATES
6 Cost Estimate
6.1 General
Bill of Quantities (BOQ) and the project cost estimates has been prepared considering the various items
of works associated with identified construction proposals so as to assess the total cost of the project.
The cost estimates have been based on the available data/documents supplemented by the consultants’
surveys, site visits and experience in similar type of works. Rate analyses of major item of works have
been worked out to verify the adopted rates.
The proposed bypass at Mangaldai (from Km 26+400 to Km 41+480 of NH-15) is considered for cost
estimation for the project road stretch.
6.2 Methodology
Cost estimate methodology involves the following:
 Computation of quantities for construction proposal

 Unit rate analysis
 Bill pricing and finalization of cost estimates
6.2.1 Estimation of Quantities

The major items of the work considered for the purpose of cost estimation are:
1. Site Clearance
2. Earthworks
3. Granular Base and Sub-Base Course
4. Bituminous Courses
5. Cross Drainage Works
6. Traffic Signals and Road Markings
7. Drainage Works
8. Bridges
6.2.2 Unit Rates of Civil Works

Materials sources

Coarse Aggregates
Hard stone aggregate, fulfilling the requirements of concrete works, base, sub base and asphaltic works
are considered from the existing quarry. An average lead of 59 Km is considered for the cost estimation.
Fine Aggregate
Fine Aggregates will be also available at an average lead of 67 Km.
Bitumen
Bitumen of Polymer modified bitumen 70 is available from Guwahati IOCL. A lead of 75 Km is

considered for the Analysis of Rates.
Cement
Cement is considered to be used from Guwahati.
Reinforcement
Reinforcement Bars are considered from Guwahati.
Analysis of unit rates
Rate Analysis for different items of works has been carried out based on Schedule of Rates for Roads,
Bridges and Culvert works for National Highways under Assam P.W. (Building & NH) Dept., for the
year 2013-14.
6.3 Detailed Cost Estimates

The total Civil Construction Cost of the project comes out to be Rs. 186.93 Crores with per km
construction cost is Rs. 10.93 Crores.
And, Total Project Cost of the project comes out to be Rs. 228.61 Crores with per km total project cost
is Rs. 13.37 Crores, including contingencies, R & R and LA, environmental etc.
N.B: -The cost considering for environmental and social are tentative and the exact cost for LA and
Environmental will finalized after getting approval/clearance from forest the revenue department.
Therefore, the total cost may vary from this amount.
The Summary of the Cost Estimate of Civil works is attached in Table 6.1 below.

Table 6.1 GENERAL ABSTRACT OF COST
Bill Cost
Item of works and Sub-Heads Unit Quantity
No (Rs. lakhs)
1 SITE CLEARANCE AND DISMANTLING Km 17.100 27.76

2 EARTH WORK
Excavation in Marshy Soil Cum 33550.92 20.154
Removal of Unserviceable Soil Cum 220090.54 118.541
Embankment Construction with Material
Cum 1180984.58 2458.574
Obtained from Borrow Pit
Construction of Subgrade and Earthen Shoulders Cum 197692.38 481.163
Sub Total 3078.43
3 BASE & SUB-BASE COURSES (500 mm) Km 17.100 2412.44
4 BITUMINOUS COURSES (100 mm) Km 17.100 3346.31
5 CULVERTS (43nos.) 1008.75
6 DRAINAGE WORKS
a) Longitudinal Drains & covered slab Mtr. 657 75.84
TRAFFIC SIGNS, MARKINGS AND OTHER
7 Km 17.100 43.96
ROAD APPURTENANCES
8 MAJOR / MINOR BRIDGE Mtr. 183.000 2143.998
9 BUSBAYS Nos. 4 451.72
10 TRUCK LAYBY Nos. 2 214.24
11 MAJOR JUNCTION ROAD Nos. 2 184.41
12 MINOR JUNCTION ROAD Nos. 54 906.64
13 SLIP ROAD Nos. 4 178.40
14 Footpath Mtr. 1053 73.36
15 PROTECTION WORK RM 1785 277.51
COST OF CIVIL WORKS (in Lakhs) = : 14423.77

Total (A)= 14423.77
Contingency Charges@ 2.8% of Civil Cost : 403.87
Total (B)= : 14827.63

Quality Control @ 1% on (B) : 148.28

Labour Cess @ 1% on (B) : 148.28
GST @7% on (B) : 1037.93
GRAND TOTAL (in Lakhs Rs.) : 16162.12
SAY CRORES (in Rs.) : 195.3
COST PER KM OF PROJECT (in Rs. Crores) : 12.85
CHAPTER-7
ECONOMIC ANALYSIS OF THE PROJECT
7 Economic Analysis of the Project

7.1 Evaluation Framework
The objective of the cost benefit economic analysis is to identify and quantify the benefits and costs
associated with the project (with respect to two-lane proposed Mangoldoi Bypass). This analysis will
help in identification of the optimum solution along with economic viability in terms of its likely
investment return potential. This is carried out to help the Government authorities in making their
decisions regarding the project. Given the importance of infrastructure investment to national
development vis-à-vis the scarcity of resources and competing demands from various sectors, it
becomes extremely important to allocate available resources in the most beneficial manner amongst
various sectors and within a sector, amongst various schemes. In view of the above, it is necessary to
ensure that the projects selected for investment are evaluated thoroughly to determine the economic and
social benefits offered by the project. The economic feasibility study is carried out using the overall
guidelines stipulated by the Indian Roads Congress (IRC) and the World Bank in their manuals
(Economic Evaluation of Highway Projects in India (SP – 30, 1993), Manual for Road Investment

Decision Model’ (SP – 38, February 1992) and Manual for HDM - 4 Version 1.3 (World Bank, 2000)).
These manuals are accepted by the World Bank, Ministry of Road Transport & Highways (MORT&H)
and National Highways Authority of India (NHAI) for highway projects in India.
The cost – benefit analysis is carried out by using the discounted cash flow (DCF) technique to obtain
the economic internal rate of return (EIRR) and economic net present value (ENPV) for the proposed
investments linked with the project. This is followed by a ‘sensitivity analysis’ carried out by increasing
or decreasing the critical factors affecting the cost and benefit streams of the proposed project, in order
to ascertain their effect on the economic feasibility indicators i.e. ENPV, EIRR. In broad terms, the
society costs pertaining to the highway development, to be considered in this analysis includes:
Agency Costs:
 Capital Costs
 Recurrent Maintenance Costs (Annual and Periodical)
 Salvage Value
Road User Costs:
 Vehicle Operating Costs

 Travel Time Costs
 Accident Costs
The proposed evaluation framework is based on a cost-benefit analysis, which sets a monetary value
where possible on all financial, economic and social costs and benefits over the lifetime of the project.
The underlying principles for this analysis are as follows:
 The lifetime of a road project for the present analysis is considered as the period for which
reliable traffic forecasts can be made. A discount rate is then applied to future economic
costs and benefits to arrive at the Net Present Value (NPV) of the project. The Economic
Internal Rate of Return (EIRR) of the project is also computed.
 To analyse the cash flow at constant prices, an allowance is made for relative price inflation.
 The discount rate is expressed in real terms.

The standard methodology used for the economic evaluation for transport projects has been adopted.
The concept of economic feasibility is to maximize the returns on investments. This is accomplished
by determining the appropriate improvement proposal that leads to minimum total transport cost, which
comprises of two basic components shown above that are Agency Costs and User Costs. The reduced
costs are treated as benefits calculated over the project life. The results are expressed in Economic
Internal Rate of Return (EIRR) and Net Present Value (NPV). The economic analysis is carried out
using World Bank developed “Highway Development and Management Model” (HDM-4). The model
generates total transport costs (user plus agency cost) in “with” and “without” the project situation. The
differences in costs due to road improvement (with the project) are considered as the benefit accruing

from road improvement. In HDM-4, economic analysis is carried out using Project Analysis Option,
which is concerned mainly with evaluation of investment options. The economic indicators such as the
EIRR and NPV at the discount rate of 12 % are calculated. In order to evaluate the pavement alternatives
selected, analysis has been carried out using “present value” method. This helps to compare the costs
related to the development using a particular type of pavement on present value terms. For carrying out
the same, all costs are estimated at the anticipated years and have been discounted to the present day
worth using a pre-determined discount rate. The analysis period of the project has considered 15 years
operation period from the completion of the improvements. Base year for the analysis is 2019. Hence
the period from 2019 to 2040 has been considered for economic evaluation for the project road.
Situations Analysed
The following alternatives have been considered in this analysis. The way of evaluating the economic
benefits from a proposed project is to compare the benefits with and without the project.
 Case I (Without Project Situation): The first is a ‘without project’ (do minimum) where the
existing two lane project road is considered as such in its present condition and without
widening. In this case, the future traffic volume is assumed to continue to flow along the
existing road only.
 Case II (With Project, Existing Road Situation): The second is a ‘with project’ condition
where we analyse the costs related to existing roads with minimum improvements but reduced
traffic flow.
 Case III (With Project, Bypass Road Situation): The third situation is a ‘with project’
condition in which traffic diverted to Bypass from existing as well as nearby State Highways
will be evaluated.
By comparing the above alternatives, the net agency costs, the net user costs and the net project benefits
associated with the project during its analysis period of 15 years, are calculated for the proposed
improvement options. These calculations are performed in order to arrive at their economic internal rate
of return (EIRR) and economic net present value (ENPV). Based on the results of the analysis, the
economic feasibility for the project was determined.
Inputs for the Cost-Benefit Analysis Model
The analysis model requires the following specifications mentioned below:
 Characteristics of road sections along the existing road and bypass.

 Characteristics of the vehicles along the road structures
 Traffic Growth Rate
 Capital Costs, Vehicle Operating Costs(VOC), and Value of Time(VOT)

7.1.1 Capital Costs:

The capital cost of construction of the proposed widening including the phasing of investment during
the construction period has been calculated. These include the costs for construction package being
evaluated in the economic analysis. The summarised table below will give us the total construction
costs.
Length in Km= 15.19 15.5 14.1

Sl. Item of works and Sub-Heads Cost (Rs. lakhs)
No. Alignment- Alignment- Alignment-
1 2 3
1 SITECLEARANCE AND DISMANTLING 27.76 40.01 18.14
2 EARTH WORK 3078.43 4783.61 1475.31
3 BASE COURSES (500 mm) 2412.44 3551.03 1550.74
4 BITUMINOUS COURSES (100 mm) 3346.31 4926.01 2196
5 CULVERTS 1008.75 1323.21 750.97
6 DRAINAGE WORKS 75.84 422.14 75.84
7 TRAFFIC SIGNS, MARKINGS AND 43.96 47.93 40.84
OTHER ROAD APPURTENANCES
8 MAJOR / MINOR BRIDGE 2144 2144 42103.9
9 BUS BAYS 451.72 674.31 455.23
10 TRUCK LAY BYE 214.24 321.36 108.03
11 CROSS ROAD, Junctions, Slip Road, 1620.32 2086.8 1134.35
Footpath, Protection Work.
COST OF CIVIL WORKS (in Lakhs) (A)= 14423.8 20320.4 49909.4
GST @12% on (A) 1730.85 2438.45 5989.12
Total (B)= 16154.6 22758.9 55898.5
Contingency Charges@ 2.8% of (B) 452.33 637.25 1565.16
Total (C)= 16607 23396.1 57463.6
Agency Charge 3% on (C) 498.21 701.88 1723.91
Quality Control 1% on (C) 166.07 233.96 574.64
Road Safety 1% on (C) 166.07 233.96 574.64
Super-vision Charge 6% on (C) 996.42 1403.77 3447.82
Labour Cess 1% on (C) 166.07 233.96 574.64
Schwa Bharat Cess 0.5% on (C) 83.03 116.98 287.32
Maintainence Charge 0.5% for 1st Year 83.03 116.98 287.32

Maintainence Charge 1% for 2nd Year 166.07 233.96 574.64

Maintainence Charge 1.5% for 3rd Year 249.1 350.94 861.95
Maintainence Charge 2% for 4th Year 332.14 467.92 1149.27
GRAND TOTAL (in Lakhs Rs.) 19513.2 27490.4 67519.8
SAY IN CRORES 195.13 274.9 675.2
COST PER KM OF PROJECT (in Rs. 12.85 17.74 47.89
Crores)
The total constructions comes out to be around 93.14 crores. The planning and assumptions for the
construction phase are listed below:
 The implementation of the construction phase will be in two periods, with 30% is projected to
be completed in 2020-21 and the remaining
Year Pc Completed Cost In Lakhs
30% will be done in 2021-2022 and 40 % in
2022-23. The division of the funds for the three
2020-21 30% 5853.9
years period construction is shown above.
 The base year of calculation will be 2019 and 2021-22 30% 5853.9
the analysis will be done for a period of 15
years. 2022-23 40% 7805.2
7.1.2 Annual Maintenance Costs.

The scenarios we have discussed before, for all of them the contractor or Government Authority needs
to spend money annually to maintain the conditions of the pavements. Annual Maintenance of
pavements proves to be cost efficient in the long run. The following costs of maintenance we have
considered for the project was taken into account considering taxes of 20%. The methods that will be
considered for the maintenance of pavements for all the scenarios are as follows:
 Annual Maintenance/Routine checks
 Surface Dressing/Resealing
Table 7-a Annual Maintenance Costs for year 2019-2020
Annual Maintenance and Routine Costs(2019-20) Cost(in lakhs)

Maintenance cost of Case-I Existing Road 36.75
Maintenance cost for Case-II Existing Road 25.4

Maintenance cost of Case-III Bypass Road 9.42
7.1.3 Vehicle Characteristics and Costs

The basic characteristics of the vehicles on that section of Barpeta Highway are required to derive the
vehicle operating costs and time saving costs. The data as given in the table below have been obtained
from manufacturer’s literature and value of the average number of passengers for passenger vehicles
are intercepted from origin and destination survey. Highways must be designed to accommodate
motorcycles, the full range of automobiles, and a wide range of commercial vehicles, including double
and triple-back tractor-trailer combinations. Thus, lane widths, for example, must accommodate the
largest vehicles expected to use the facility. Highway systems accommodate a wide variety of sizes and
types of vehicles, from smallest compact passenger cars to the largest double and triple tractor-trailer
combinations. According to the different geometric features of highways like the lane width, lane
widening on curves, minimum curb and corner radius, clearance heights etc some standard physical
dimensions for the vehicles has been recommended. Table 6-c gives us the basic characteristics we will
be considering for the Analysis Model.
Table 7-b Basic
Characteristics Car Bus TAT MAT LCV Agri-Tractors Two wheelers

Gross Vehicle Weight(t) 1.0 14.86 17.2 26 5.3 - -
PCSE 1.0 3.0 3 3 3 - 0.5
ESAL factor 0 0.9 4 3.5 0.1 -
Number of axles 2 2 2 3 2 2
Number of tyres 4 6 6 10 6 4 2
Number of passengers 4.52 40.2 - - - - 1.53
The data tabulated below has been collected from respective dealers, net of taxes and duties. For value
of passenger time as in Rs per hr and value of commodity in transit as Rs per day, recommended values
as per IRC SP-30 is expanded with WPI index and used in model.
Table 7-c Unit Cost of Vehicle Componests

Description Car Bus LCV TAT MAT T- AT

Wheel
New Vehicle 4.45 14.6 9.89 13.8 17.7 .6 8.7
Prices(Rs)(lakhs) lakhs
New Tyre Prices 2674 340000 9300 38000 38000 1400 250000
Maintenance Labour (rs/hr) 25 24 24 48 50 20 48
Crew Wages(Rs/hr) - 80 30 35 30 0 40
Annual Over heads cost(Rs) - 200 90 2.5 1.8 0 200
lakhs laks
7.1.4 Vehicle Operating Costs

Vehicle operating costs refer to costs that vary with vehicle usage, including fuel, tires, maintenance,
repairs, and mileage-dependent depreciation costs (Booz Allen & Hamilton, 1999). Projects that alter
vehicle miles travelled, traffic speed and delay, roadway surfaces, or roadway geometry may affect
travellers’ vehicle operating costs, which should be considered in a benefit-cost analysis. Vehicle
ownership costs refers to fixed costs that are not directly affected by vehicle mileage, including time-
dependent depreciation, insurance and registration fees, financing, and residential parking. Projects that
change per capita vehicle ownership rates, such as significant changes in the quality of alternative
modes and land use accessibility, may affect vehicle ownership costs, which should be considered in
benefit-cost analysis. The vehicle operating costs consists of two factors:
 Distance Related Factors which includes fuel, lubricants, engine oils, tyres and spare parts.
 Time Related Factors which includes depreciation, fixed costs, Wages of crew, value of
passenger’s time and commodity in transit.
The vehicle operating costs for all different classified vehicles were obtained from IRC SP30:2009. The
characteristics of the existing pavement and proposed are required for deriving these unit costs and
those are presented below:
Table 7-d Basic Descriptions of Existing and Proposed Pavement
Description EXISTING ROAD PROPOSED ROAD

ROUGHNESS FACTOR 4000 mm/KM 2500 mm/KM
RISE AND FALL 0.5 0.3
DEGREE OF CURVATURE 26.87 10.81
LANE Double Double
The unit vehicle cost in uncongested traffic condition is given in table
Existing Road(Rs/Km/Unit) Proposed Road(Rs/Km/Unit)

2009.00 2019.00 2009.00 2019.00
Cars

Distance 6.63 10.81 4.68 7.63

Time 1.35 2.20 0.94 1.53
Buses
Distance 29.91 48.76 24.05 39.21
Time 0.98 1.60 0.81 1.32
TAT
Distance 8.97 14.62 7.50 12.23
Time 2.88 4.70 2.35 3.83
MAT
Distance 18.81 30.67 13.39 21.83
Time 4.32 7.04 3.56 5.80
LCV
Distance 7.87 12.83 6.06 9.88
Time 3.97 6.47 3.22 5.25
Two-Wheelers
Distance 3.62 5.90 2.53 4.12
Time 0.41 0.67 0.30 0.49
Now the next task will be multiplying the unit costs with the congestion factors for all the three cases
along with the traffic count of each type of vehicle for a year. The difference in VOC for sum of Case
II and Case III subtracted from Case I will give us the benefits from the project.
7.1.5 Accident Costs

Unimproved roads have high accident rates. Improvements in geometry and road surfaces can
substantially reduce accident risks. Quantifying potential accident risk changes requires years of careful
research, typically road accidents cost 1-3% of GDP. Engineering survey and analysis was conducted
on the existing NH-427 and we were able to point some of the faults that may lead or have led to
accidents in the current situation:
 Lack of facilities for

non-motorized traffic
especially Pedestrians
and Cyclists.
 Road Side parking is
quite prevalent for the
likes of mechanized and
non-mechanized
rickshaws
 Does not provide a

suitable overtaking
sight distance.

 Inadequate road geometry with a sharp 90 degree sharp turns
 Capacity of the in- grade intersection connecting the major roads in Mangaldoi Town needs to
be have more traffic capacity as it is the major source of delay. Turn lanes needs to be
provided for a better flow of traffic.
 The existing road has a T-Junction and a roundabout junction which consists of about 60
percent of the total road accidents in India
The total accident costs for the base year 2019-2020 is shown below for scenarios ‘Without Project’
and ‘With Project’.
Accident Costs for Case 1(IRC:SP 30)
Accidents Category Accident Rate(2019) Number Accident Cost (Rs)
Fatal 16,67,348.24 1 1667348.24

Serious Injury 2,54,072.11 2 508144.22
Minor Injury 8,733.73 42 366816.66
Damage to Cars 37,316.84 61 2276327.24
Damage to TWs 8733.73 45 393017.85
Damage to Bus 95,277.04 33 3144142.32
Damage to Trucks 99,338.87 31 3079504.97
Total 11435301.5
Accident Costs for Case 2 and 3(IRC:SP 30)
Number Accident Cost (Rs)

Accidents Category Accident Rate(2019)
Fatal 1667348.2 1 1667348
Serious Injury 254072.11 2 508144.2
Minor Injury 8733.73 30 262011.9
Damage to Cars 37316.84 24 895604.2
Damage to TWs 8733.73 18 157207.1
Damage to Bus 95277.04 21 2000818
Damage to Trucks 99338.87 15 1490083
Total 6981217
7.1.6 Traffic Forecast

Considering the existing land use and the state highways, it is felt that there is better scope for new
traffic generation due to the improvement to the project road. Hence, on conservative approach, 10%-
generated traffic is considered for the analysis in ‘one stroke’ during the initial year for the new Barpeta
Bypass Road. The amount of traffic using the bypass from 2022 when it is operational than the existing
road and assumed amount of traffic diverted from local roads and state highways are shown below:
Table 7-e Percentage of Existing and Diverted traffic on Bypass

Modes Traffic using bypass Traffic diverted to bypass
CARS 50 5
BUSES 85 10
TWO AXEL TRUCK 65 10
MULTI AXELED TRUCKS 90 10
LIGHT COMMERCIAL VEHICLES 50 0
TWO WHEELERS 20 0
AGRIL TRACTOR/TRAILER 40 0
7.1.6.1 Traffic Growth Rate

Traffic growth on a road facility is generally estimated on the basis of historical trends, in the present
case traffic growth rates are estimated using econometric methods. Demand changes are usually because
of shifts in the pattern of economic activities in the surrounding regions.
The exercise of traffic growth rate estimation has been carried out by us using the elasticity approach.
The elasticity method relates traffic growth to changes in the related economic parameters. According
to IRC: 108 – 2015, elasticity based econometric model for highway projects could be derived in the
following form:
Loge(P) = A0 + A1 Loge(EI) Where; P = Traffic volume (of any vehicle type)
EI = Economic Indicator (GDP/ NSDP / Population / PCI)
A0 = Regression constant
A1 = Regression co-efficient (Elasticity Index)
The main steps followed are: Defining the project influence area from OD analysis of travel pattern.
Estimating the past elasticity of traffic growth from time series of registered vehicles of influencing
state(s). Assessment of future elasticity values for major vehicle groups, namely, car, bus and truck.
Study of past performance and assessment of perspective growth rates of state economies of influence
area. The elasticity values will be obtained by fitting log-log regression between the registered vehicle
types (car, bus and commercial vehicles) and NSDP, Population and Per-capita income of influencing
states and GDP of India. The regression analysis will be carried out using various combinations of
economic indicators and population of registered vehicles and the elasticity values resulted from the
best fit equations will be used in estimating growth rates.

7.1.6.2 Economic Indicators

Year Population(million) GSDP current GDP PCI NSDP('000
price(Rs Cr) India(US$ (Rs) Cr)
Billion)
2013 31.86 156864.24 1857.6 44599 28.15
2014 32.28 177745.22 2039.1 49734 28.63

2015 33.41 195723.1464 2103.6 52895 28.81
2016 33.9 227958.8284 2289.7 60526 30.1
2017 34.492 254340.7905 2652.2 65698 30.2
2018 35.0184 332939 2716.7 69720 30.3
7.1.6.3 Regression Coefficient and Projected Growth Rate.

The regression coefficient and the estimated growth rate for all the indicators are shown in the table.
Regression growth
Coefficient rate
forecasted
Population 3.1428 2
GSDP current 0.4258 11.78

price
GDP India 0.761 7.5

PCI 0.6841 6.5
NSDP 3.5 11.48
7.1.6.4 Results
Taking a weighted average of all the economic indicators we get a vehicle growth rath to be around
5.23%. We will be adding another 1 percent to counter the influence of neighbouring states. The growth
rate from 2022-2037 we will consider to be 6.5%.
Year Traffic Forecast all Scenarios

Case I Case II Case III
PCU/hr V/C Ratio PCU/hr V/C Ratio PCU/hr V/C
2018 1764.5 0.8402381 1758.65 0.8374524
2019 1852.725 0.88225 1846.58 0.879325
2020 1945.3613 0.9263625 1938.91 0.9232913
2021 2042.6293 0.9726806 2035.86 0.9694558

2022 2144.7608 1 2137.65 1

2023 2273.4464 1 853 0.4265 1649 0.5497
2024 2409.8532 1 900 0.45 1757 0.5857
2025 2554.4444 1 950 0.475 1871 0.6237
2026 2707.7111 1 1003 0.5015 1992 0.664
2027 2870.1737 1 1058 0.529 2122 0.7073
2028 3042.3842 1 1115 0.5575 2260 0.7533
2029 3224.9272 1 1176 0.588 2406 0.802
2030 3418.4228 1 1241 0.6205 2563 0.8543
2031 3623.5282 1 1309 0.6545 2729 0.9097
2032 3840.9399 1 1381 0.6905 2906 0.9687
2033 4071.3963 1 1457 0.7285 3095 1
2034 4315.6801 1 1537 0.7685 3296 1
2035 4574.6209 1 1622 0.811 3511 1
2036 4849.0981 1 1711 0.8555 3739 1
2037 5140.044 1 1805 1 3982 1
2038 5448.4467 1 1905 1 4241 1
7.2 Economic Evaluation of the Project

The cost – benefit analysis is carried out by using the discounted cash flow (DCF) technique to obtain
the economic internal rate of return (EIRR) and economic net present value (ENPV) for the proposed
investments linked with the project. This is followed by a ‘sensitivity analysis’ carried out by increasing
or decreasing the critical factors affecting the cost and benefit streams of the proposed project, in order
to ascertain their effect on the economic feasibility indicators i.e. ENPV, EIRR. The future cash flow
in the project has been discounted to its present worth with an interest rate of 12 percent.
Economic Parameters Derived for With Project Situation

Benefit/Cost Ratio 3.491
Net Present Value 4300 lakhs

EIRR 15.7%
Table 7-f Economic Feasibility of the ‘With Project’ situation
The project road will be economically feasible as it satisfies all the necessary criterion:
 Benefit/Cost Ratio (B/C) = 3.491 > 1
 ENPV = 4300 lakhs (positive)

 EIRR = 15.8% > 12 percent (minimum)

Thus from this evaluation it is clear that the project has potential to economically beneficent.
7.3 Risk Management

7.3.1 Risk Identification and Evaluation
Risk is the chance that an event would occur which will lead to change in the project circumstances that
were assumed while forecasting the project costs and benefits and will have an impact on project
objectives. To ensure that these events do not lead to failure of the projects, there is a need to manage
the risks associated with the projects through adoption of appropriate risk management framework. In
order to successfully manage the risk, it is necessary to know: what event will trigger the risk, the
probability (or likelihood) of occurrence of the risk event, and the consequences of the risk event if it
occurs. Risk management is an ongoing process which continues through the lifecycle of a PPP project.
The risk management process takes place in the following stages:
 Risk identification: The process of identifying all the risks associated with the project,
whether during its development phase, or its construction or operational phase.
 Risk assessment: The process of determining the likelihood of the identified risks
materialising and the magnitude of their consequences if they do materialise.
 Risk allocation: The process of allocating responsibility for dealing with the consequences of
each risk to one of the project stakeholders, or agreeing to share the risks.
 Risk mitigation: The process of attempting to reduce the likelihood of the risk occurring and
the degree to its consequences for the risk-taker
The risk identification process can involve, wherever appropriate, participants such as project manager,
project team members, risk management team, subject matter experts from outside the project team,
customers. The project team should be involved in the identification process so that they can develop
and maintain a sense of ownership of the risks and associated risk mitigation actions. The major risks
identified for the project:
 Pre Investment: Whether the granting authority can generate the fund for the initial
investments and land acquisition.
 Time and Cost overrun in construction: The concessionaire has the right to start
construction at its own risk and will be responsible for excessive delay or cost during
construction.
 Natural factors such as flood as the ROW is in low lying plain areas
 Risk of generating lesser traffic revenue than estimate
 Interest rate for the rate of return of the investment.

7.3.2 Risk Assessment (Sensitivity Analysis)

 Economic evaluation has been carried out based on incremental costs & benefits comparing the total
net benefits in “Without project” situation with “With Project” situation. The term “Without project” is
defined as the base strategy for economic analysis i.e. without project situation. The term “With project”
is defined as widening and strengthening of existing facility. Economic analysis has been carried out
for with time and accident benefits. Sensitivity analysis has been carried out for the four cases
mentioned below, with both the Alternatives.
 Scenario - I Base Costs and Base Benefits
 Scenario - II Base Costs plus 15% and Base Benefits
 Scenario - III Base Costs and Base Benefits minus 15%
 Scenario - IV Base Costs plus 5% and Base Benefits minus 5%

Sensitivity analysis to the economic evaluation criteria (EIRR and ENPV) were also carried out for the
following situations:
 Case A : Reduction in VOC only is considered as project benefit
 Case B: Reduction in VOC, Time cost and Accident cost together are considered as project
benefit
Table 7-gSensitivity Analysis of the Economic Evaluation of the project
Scenarios
Economic Parameters Derived
I II III IV
Benefit/Cost Ratio 3.491 3.04 3.62 2.67
Net Present Value 4300 lakhs 1705 lakh 2693 lakh 675vlakh
EIRR 15.7% 13% 15% 12%
The sensitivity analysis for scenarios I, II and III can be considered okay but for Scenario IV ENPV
takes negative value.

Table 7-h Sensitivity Analysis with VOC, VOT and Accident Costs
Cases
Economic Parameters Derived
A B
Benefit/Cost Ratio 2.98 3.491
Net Present Value 2875 lakh 4300 lakhs
EIRR 13.87% 15.7%
Conclusion
The project road section of NH-15 Mongoldoi Bypass economically feasible for the proposed widening
to four lanes considering the positive values of IRR (15.7%) and ENPV (Rs. 4300 Laskhs). It has also
been established that the proposal is economically feasible in the worst-case scenario developed in
sensitivity analysis (EIRR: 12%, ENPV: Rs.657 lakhs)..
CHAPTER-8
FINANCIAL ANALYSIS OF THE PROJECT
8 Financial Analysis of the Project

8.1 Background
The main objective of financial analysis is to assess the likely returns to the investors under realistic
conditions/assumptions. In the present studies the financial viability of the project is assessed, assuming
minimum Equity IRR to be >=15%, on the basis of project’s financial internal rate of return on
investments, which is estimated on the basis of cash flow analysis. The analysis attempts to ascertain
the extent to which the investment can be recovered through toll revenue and the gap, if any, be provided

through grant. This covers aspects like financing through debt and equity, loan repayment, debt
servicing, taxation, depreciation, etc. The viability of the project is evaluated on the basis of Equity
IRR. The Equity IRR is estimated on the basis of cash flow analysis, where both costs and revenues
have been indexed to take account of inflation.
8.2 Financial Viability

The main objective of undertaking this study is to assess whether the project is financially viable or not.
It is important to note that the proposal should be an attractive proposition for Wilbur Smith Associates
Inc. USA in Joint Venture with Wilbur Smith Associates Pvt. Ltd. National Highways Authority of
India E-35 private sector participation under Build, Operate and Transfer (BOT) system. The basic
methodology followed for estimating the financial viability of the project is to calculate the FIRR
(Financial Internal Rate of Return) on the investment for the project. The following assumptions are
taken into consideration for the financial analysis:-
 Debt/Equity Ratio = 60:40
 Government Grant = maximum (40 percent)
 Interest rate on debt = 11 percent
 Inflation Rate = 3 percent
 Corporate tax = 26 percent after 10 years operational exemption
 Depreciation value = 10% of capital cost
 Financing cost = 2 percent of the capital cost

Toll Plaza Layout and Construction Cost.
Fig. below shows the general toll plaza geometry of a 2+2 lane toll plaza. Initially, the numbers of lanes
become equal to the number of tollbooths, which is equal to three in Fig. 1, in the queueing area. After
the vehicle crosses the tollbooth, the number of lanes merges back to the original width of the highway,
i.e. two-lane. A lane for the extra wide and the exempted vehicles is provided at the left hand side of
the highway. Some extra space is also maintained for the scope of future plaza expansion. The design
specifications for the design of the flared portions are as listed below:
 Lane width = 3.2 m in general and 4.1 m for oversize vehicles.
 Median (a) Width = 1.8 m (b) Length = 50 m
 Transition - 1 in 10 may be provided from two-lane section to the widened width at Toll Plaza
on either side..

Figure 8-A general layout of the toll plaza
According to peak hourly factor and total traffic volume these will be the salient features of toll plaza:
 Toll Plaza will have 4 total fee collection booths with two on each side.
 IRC recommended lighting requirements for the toll plaza are followed.
 Facilities such as departmental store, restaurants can rented out by the private contractor.
 Total construction cost of Toll Plaza = 11 crores
8.3 Toll Rates and Toll Revenue

Tolls can be set either to maximize revenue or maximize the utilization of the project without causing
congestion. However, in no case, tolls are set at a level higher than the perceived benefits of using the
facility. Toll rates are estimated based on the National Highways (NHAI)) New Draft Toll Policy. The
fee under sub-rule for projects involving conversion into four-lanes of existing two-lane of national
highways shall not exceed the capping rates given below at June 1997 rates escalated in accordance
with the average WPI. According to draft NH toll policy, Rates were recommended for different types
of vehicles for the year 2006-07 based on WPI of 1st January 2019 (WPI 332.2) which are given Table
Total Length of 15.08 km For FY 2019-2020

Cars Truck/B LCV MAV

us
Revise 1 Base rates A 0.65 2.2 1.05 2.4
d Base
2 Fixed Increase (12*3%) B = 0.234 0.792 0.378 0.864
Rates
A*36%
3 Revised base rates C = 0.884 2.992 1.428 3.264
A+B
Variabl 4 WPI as on 06.01.07 D 208.7 208.7 208.7 208.7
e
5 WPI for Jan 2019 E 369.7 369.753 369.7 369.7
Increas
5324 2379 5324 5324
e
6 40% of increase in WPI (As % of F=(E- 0.308 0.30867 0.308 0.308
revised base rates) D)/D*.4 6789 8942 6789 6789
7 Increase on base rates due to change G = C*F 0.272 0.92356 0.440 1.007
in WPI 8722 7394 7935 5281
8 Revised (Cumulative) H = 1.156 3.91556 1.868 4.271
C+G 8722 7394 7935 5281
Road 9 Road Length in kms I 15.08 8.746 8.746 8.746
Length
(kms) 1 Structures on Road Length in kms K 1.4 0.4 0.4 0.4
0
1 Net Road Length without Structures L = I-K 13.68 8.346 8.346 8.346
1
Structu 1 Total Length of structures> 60 m M=K 1.4 1.4 1.4 1.4
re 2
Length 1 Converted equivalent road length N = 14 14 14 14
(kms) 3 for structures>60m (in kms) K*10
1 Total tollable road length in kms O = 27.68 22.346 22.34 22.34
4 L+N 6 6
1 Fee for the road stretch P = O*H 32.02 87.4972 41.76 95.45
5 2222 6899 006 1566
1 Rounded off fee for a single trip Q = 30 90 40 95
6 round(P
)

1 Rounded trip fee for a return trip R = 45 135 60 143

7 1.5*Q
1 Rounded off fee for a monthly pass S = 1001 3002 1334 3168
8 for 50 trips Q*50*2
/3
1 Discounted and rounded off fee for T = 15 45 20 48
9 the commercial vehicles registered Q*.5
within the district
8.4 Capital Costs, Annual Maintenance and other expenses

The total maintenance costs for the base year and other 3 expenses are shown below annually:
 Road Maintenance = 5.7 lakhs

 Toll Plaza Maintenance = 75 lakhs
 Toll plaza Construction = 1 crore
 Civil Works with (3% escalation) = 95.9342 crores
 Financing Cost = 1.9 crores for 2019
 Insurance Cost = 20 lakhs per annum
8.5 Results and Analysis

Based on the project structure traffic study and toll rate analysis, financial feasibility analysis has been
carried out as per the methodology outlined in earlier sections. The objective of the financial analysis
is to ascertain the existence of sustainable project returns, which shall successfully meet the
expectations of its financial investors. The analysis reveals various FIRR values corresponding to each
year of toll operation. FIRR for the Returns on Investment and Returns on Equity for the years from
2010 to 2037(concession period is 30 years including Construction Period) with maximum 40%
subsidy.
For this study we have considered 9 total scenarios and have derived the EIRR and PIRR for each
condition. The three important scenarios we will be considering:
 Scenario I: Only 60% of the total tollable vehicles are tolled.
 Scenario II: 70% of the tollable vehicles are tolled
 Scenario III: 80% of the total vehicles were tolled

Each scenario will be further subdivided into three other categories of 10% Government Grant, 30%
and 40% grant. The results of the analysis are shown below.

Table 8-a IRR values for Scenario III
65 Percent Vehicle Tolled
Government Grant
Parameters
10% 30% 40%
EIRR 1 6 9
PIRR 6 10 12
Table 8-b IRR values for Scenario II
Government Grant
Parameters
10% 30% 40%
EIRR 3 7 10
PIRR 7 11 13
Table 8-c IRR values for Scenario I
Government Grant
Parameters
10% 30% 40%
EIRR 5 10 13
PIRR 9 13 15
The results leads us to the result that a Government Grant of 40% will give the Private concessionaire
a buffer region of 60-75 percent of tolled traffic. This will help in mitigating the risks associated with
the investment.


Mangaldoi Bypass Report

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CHAPTER 1

1.2 Project Road Description

Table 1.1: Existing Features

Sl. No. Item Description

1|Page Alliance Engineers & Consultants

Table 1.2: The AADT in the Year 2016

2|Page Alliance Engineers & Consultants

At KM 30+000 12954 16915

At KM 41+000 11756 18113

Table 1.3- Projected Traffic

2016 12954 16915 11756 18113

2017 13602 17761 12344 19019

2018 14282 18649 12961 19970

2019 14996 19581 13609 20968

2020 15746 20560 14289 22017

2021 16533 21588 15003 23117

2022 17360 22668 15753 24273

2023 18228 23801 16541 25487

2024 19139 24991 17368 26761

2025 20096 26241 18236 28099

2026 21101 27553 19148 29504

2027 22156 28930 20105 30980

2028 23264 30377 21110 32529

2029 24427 31896 22166 34155

2030 25648 33491 23274 35863

2031 26930 35165 24438 37656

2032 28277 36923 25660 39539

3|Page Alliance Engineers & Consultants

2033 29691 38770 26943 41515

2034 31176 40708 28290 43591

2035 32735 42743 29705 45771

2036 34372 44881 31190 48059

1.4 Improvement Proposal

1.5 Pavement Composition

Requirement of CBR for Subgrade

Dense Bituminous Macadam : 115 mm

4|Page Alliance Engineers & Consultants

Granular Sub-base (full width) : 200 mm

1.6 Road Geometric Features

The proposals for cross drainage structures are as follows:

Table 1.4 ABSTRACT OF CD STRUCTURES

Sl. No. Chainage Type Span Remarks

1 27014 BOX CULVERT 1/23/0 New- Construction

2 27637 BOX CULVERT 1/22/1.5 New- Construction

3 27878 BOX CULVERT 1/22/1.5 New- Construction

4 28247 BOX CULVERT 1/23/0 New- Construction

5 28732 BOX CULVERT 1/23/0 New- Construction

6 29128 BOX CULVERT 1/23/0 New- Construction

7 29655 BOX CULVERT 1/23/0 New- Construction

8 29903 BOX CULVERT 1/22/0 New- Construction

9 30154 BOX CULVERT 1/23/0 New- Construction

10 30354 BOX CULVERT 1/23/0 New- Construction

11 31043 BOX CULVERT 1/22/0 New- Construction

12 31466 BOX CULVERT 1/22/1.5 New- Construction

13 31654 BOX CULVERT 1/23/0 New- Construction

14 32010 BOX CULVERT 1/23/1.5 New- Construction

15 32309 BOX CULVERT 1/23/1.5 New- Construction

16 32807 BOX CULVERT 1/33/1 New- Construction

5|Page Alliance Engineers & Consultants

18 33472 BOX CULVERT 1/33/1 New- Construction

19 33792 BOX CULVERT 1/44/1 New- Construction

20 34336 BOX CULVERT 1/65/1.5 New- Construction

21 34747 BOX CULVERT 1/33/1 New- Construction