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Consultancy Services for preparation of Feasibility Study and

Detailed Project Report for Two laning with Hard shoulder of

Ukhrul-Toloi-Tadubi section of NH-102A (115 km) in the State of
Manipur on EPC mode : Package 1 (Ukhrul Bypass)

DPR : MAIN REPORT

National Highways & Infrastructure Development Corporation Ltd.

PTI Building, 3rd Floor, 4, Parliament Street, New Delhi-110001

C. E. Testing Company Pvt. Ltd.

124-A, NSC Bose Road, Kolkata -700092

Doc No: CET/3640/DPR October: 2023

Consultancy Services for preparation of Feasibility Study and Detailed Project
Report for Two laning with hard shoulder of Ukhrul – Toloi - Tadubi Road Pkg-1 Detailed Project Report
(Ukhrul Bypass) of NH-102A (Length-6.571 Km) in the State of Manipur on EPC Executive Summary
mode

EXECUTIVE SUMMARY
0.1 Project Background

National Highways & Infrastructure Development Corporation Limited (NHIDCL has decided to
take up the development of Ukhrul-Toloi-Tadubi section of NH-102A into two lane with hard
shoulder configuration in the State of Manipur on EPC Mode. NHIDCL accordingly procured the
services of a Technical Consultants for carrying out suitable feasibility Study and DPR consultancy
services for proper structuring and implementation of the project on EPC mode.

The company promotes, surveys, establishes, design, build, operate, maintain and upgrade National
Highways and Strategic Roads including interconnecting roads in parts of the country which share
international boundaries with neighboring countries. The regional connectivity so enhanced would
promote cross border trade and commerce and help safeguard India’s international borders. This
would lead to the formation of a more integrated and economically consolidated South and South
East Asia. In addition, there would be overall economic benefits for the local population and help
integrate the peripheral areas with the mainstream in a more robust manner.

NHIDCL has appointed C.E. Testing Company Pvt. Ltd. (CETEST) as consultant to prepare the
Detailed Project Report for the above road stretches vide Letter of Acceptance No.
NHIDCL/DPR/Manipur/Ukhrul-Toloi/NH-102A dated 23.11.2015&NHIDCL HQ COS Letter No.
NHIDCL/DPR/Ukhrul-Taloi-Tadubi Road /Manipur/3836 dated 13.09.2023.

Ukhrul-Toloi-Tadubi Road Package -1 will bypass the Ukhrul town on the existing road. Proposed
Ukhrul-Toloi-Tadubi road Package-1 including Ukhrul Bypass will starts near Km 538 of NH-102A
(about 6 Km before Ukhrul Town) & meets existing Ukhrul-Toloi-Tadubi Road at Ex chainage
8+840 (De. Ch. 5+600 Km) and then follow the existing road for about 1 Km & ends at De. Ch. 6+571
Km.

The project road i.e., Package 1 lies in Ukhrul Districts of Manipur State. Project stretch will shorten
the travel length of about 9 Km and avoiding congestion of Ukhrul town.

The Start co-ordinate of the project is Latitude 2773296.943 N & Longitude 635691.017 E. The End
co-ordinate is Latitude 2778417.579 N & Longitude 635099.531 E.

The project road lies in Ukhrul districts of Manipur State. The project road is located in
mountainous Terrain. The entire road passes through major village / localities namely Hundung &
Hunphun on NH-102A in the State of Manipur.

0.2 OBJECTIVES
The main objective of the Consultancy Service is to prepare the Detailed Project Report (DPR) for
up gradation of existing road to two lane configurations of Ukhrul-Toloi-Tadubi Road section Pkg-1
of NH-102A in the State of Manipur ensuring –

 Minimum Land acquisition

 Enhanced road safety
 Minimum adverse impact on environment

Doc No: CET/3640/NHIDCL/NH-102A/U-T-T/DPR Revision: R0 Oct, 2023

0.3 Deficiencies and Issues for Existing Alignment

The following major deficiencies have been identified and addressed in terms of traffic operation,
safety, road conditions and maintenance. A few other issues which contribute to operational
deficiencies and safety concerns and which prevent the optimum utilization of the highway capacity
to a desirable level of service, e.g. driving discipline and compliance, traffic surveillance, corridor
security and management, level of regular road maintenance, maintenance and its road worthiness
etc. are beyond the scope of this study.
a) Operation
 No access controls
 Fast Moving Vehicles conflicts with slow moving vehicles due to bad pavement condition
 Deficient road surface conditions (roughness)
 No proper Geometry of road alignment
 Uncontrolled roadside developments and encroaching the area under ROW
 Cross-drainage structure require to be improved through reconstruction
b) Safety
 Shoulder drop-off at places.
 Exposed roadside hazards, specially a protective part throughout the road stretch.
 Inadequate traffic signs.
 Blind Curve on the project road.
c) Road
 Poor pavement condition and structurally inadequate.
 Shoulder functionally and structurally inadequate.
 Cross drainage - poor condition and inadequate.
 Curve radii less than what is required for the ruling Design speed of 40 km / hr. in roads for
mountainous terrain.
 Deficient curves and reverse curves in roads of plain terrain without transition length for
safe reversal of elevation.

0.4 Salient Features

This relates to the most suitable alignment for 2-laning of road sections based on field data and
detail study involving traffic, geo-technical, topographic, pavement and road condition and socio-
economic aspects. Special attention has been given for augmentation of capacity for intended level
of service in design period. A few appropriate design applications have been considered for
operational efficiency and road safety.

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Table 0.1: Salient Features of the ProposedRoad

Descriptions Through Existing Alignment Through Proposed Bypass

The Project Road starts from Ukhrul
The Project Road starts near Km 538 of NH-
Start Point : (Junction with NH-202 (De. Ch. 0+000
202 (De. Ch. 0+000 Km)
Km)
Ends at Chainage 9+840 Km on Existing Ends at Design Chainage 6+571 Km (Start
End Point :
Ukhrul-Toloi-Tadubi Road on NH-102A point of Pkg-2)

Length : Existing Length = 9.840 Km Proposed Length =6.571 Km

Terrain : Mountainous/Steep Terrain Mountainous/Steep Terrain
The horizontal alignment of the existing
Proposed alignment has been designed based
road has maximum stretches with sub-
on the design speed adopted for mountainous
standard horizontal curves due to
Alignment : terrain as per standard specified in IRC SP
deficient geometrics where the vehicle
73-2018 and IRC SP-48-1998-hill road
achieves even lower speed which require
manual
geometric improvement
Considering mountainous/Steep terrain in
Design Speed : 10-20 kmph in entire stretch. general design speed has been adopted as
Design Speed: 40 - 60 kmph
Carriageway:3.00 m – 4.00 m (1) Rural Area
Earthen Shoulder:0.50 m – 1.0 m a) Carriageway Width = 7.0 m
Formation Width: 3.5 m –7.50 m b) Hard Shoulder Width = 2 x 1.5 m
c)Earthen Shoulder Width on Valley side =
1.0 m
d)Roadway Width= 11.0 m

(2) Rural Area

a) Carriageway Width = 7.0 m
Cross-Section :
b) Hard Shoulder Width = 2 x 1.5 m
c)Earthen Shoulder Width = 1 x 1.0 m
c)Roadway Width= 12.0 m

(2) Rural Area with Retaining Wall, Breast

Wall & Gabion Wall
a) Carriageway Width = 7.0 m
b) Hard Shoulder Width = 2 x 1.5 m
c)Roadway Width= 10.0 m
CBR Considered : - 10%
Present Traffic (Yr. 2023) projected from Projected traffic (Yr. 2045, Design life 20
base year traffic (Yr. 2020) including years from project completion Yr. 2025)
Traffic : diverted Traffic from OD Survey including diverted Traffic from OD Survey
Total Vehicle in numbers = 2579 nos. Total Vehicle in numbers = 12660 nos.
Total Vehicles in PCU = 2535 PCU Total Vehicles in PCU = 12446 PCU
Traffic Growth
: - 7.50%
Rate
Pavement
: - Flexible Pavement - 20 Years
Design Life
Calculated MSA = 10.74 msa
Design msa : - Adopted MSA = 20 msa as per IRC: SP:73-
2018 clause no. 5.4.1

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Descriptions Through Existing Alignment Through Proposed Bypass

Conventional Method
BC = 40 mm
Bituminous Surface = 20 mm
DBM = 70 mm
WMM = 75 mm
GSB = 100 mm WMM = 250 mm
Total Pavement Thickness = 195 mm GSB = 200 mm
Total = 560 mm
Non-Conventional Method with WMM and
CT Sub-base
BC = 30mm
Flexible DBM = 50 mm
Pavement :
WMM = 150 mm
Thickness
CT Sub-base = 200 mm
Total = 430 mm
Rigid Pavement Method
PQC = 250 mm
DLC = 150 mm
GSB = 150 mm
Total = 550 mm
Non-Conventional Method has been
Recommended due to Project Cost is less
Proposed Bridge – 5 Nos.
1. Minor Bridge at De. Chainage km 2.379 PSC
I Girder (1 x 30 m)
2. Minor Bridge at De. Chainage km 3.624 PSC
I Girder (1 x 40 m)
Bridges : Nil 3. Minor Bridge at De. Chainage km 4.109 PSC
I Girder (1 x 30 m)
4. Minor Bridge at De. Chainage km 4.375 PSC
I Girder (1 x 40 m)
5. Major Bridge at De. Chainage km 4.906
Steel Truss (1 x 90 m)
Total Culvert proposed = 20 Nos. (New
Construction)
Total Culvert = 25 Nos. Type-1: 2 m x 2 m Box Culvert = 12 Nos.
Culverts : Slab Culvert: 3 numbers, Pipe Culvert: 5
Type-2: 2 m x 3 m Box Culvert = 2 Nos.
numbers.
Type-3: 3 m x 4 m Box Culvert = 4 Nos.
Type-4: 5 m x 4 m Box Culvert = 2 Nos.
Length of RR Masonry Retaining Wall = Length of RR Masonry Retaining Wall = 662
128 m m
Protection Work :
Length of Breast Wall = 210 m Length of Breast Wall = 1300 m
Length of Gabion Structure = 3787 m
Length of Masonry/CC (Pucca) Lined
Length of Triangular ‘V’ Shaped Drain = 6371
Drain = 1571 m
Drains : m
Length of Earthen (Kutcha) Unlined Drain
= 4298 m
Bus – Bay with
Passenger : Nil 4 Numbers at 2 Locations
Shelter
ROW : 9 m-12 m 30 m to 55 m
Land Details : Available land 0.5593 Ha. Land to be acquired 24.8183 Ha.

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Descriptions Through Existing Alignment Through Proposed Bypass

Muck Disposal
- Muck Disposal area = 2.4093 Ha.
Area
Forest present along 6.571 km (100% of the
total proposed road length)
Forest Stretch : Forest present along the total stretch.
Total land required in unclassified forest area
= 2.4093 Ha. Including Muck Disposal area.
1 no. Major Intersections will be improved at
2 Nos. Major Intersections
grade
Major Sl. Chainage
: Type of Junction Sl. No. Chainage (Km) Type of Junction
Intersection No. (Km)
1 0+000 3-legged 1 5+600 3-legged
2 4+850 3-legged
Minor
: 15 Nos. 11 Nos.
Intersection
Conventional Method (Flexible Pavement):
Rs. 110.39 Cr. (Rs. 16.80 Cr. / Km)

Non-Conventional Method (WMM & CT Sub

Total Civil Cost Base Pavement):
: -
(Rs.)
Rs. 107.07 Cr. (Rs. 16.29 Cr. / Km)

Rigid Pavement
Rs. 111.41 Cr. (Rs. 16.95 Cr./ Km)

0.4 Cost Estimates

Rate Analysis of each item of work has been carried out as per Manipur Schedule of Rates, 2022 for
National Highways works published by Public Works Department, Govt. of Manipur. The standard
Data Book for Analysis of Rates revised in 2019 by MoRTH has essentially been taken as the basis
for the publication for this schedule. The rates for materials and labour have been collected from
the market and the other sources and rationalized for the entire state. Leads for major construction
materials, considered for the rate analysis, are given in Table 0.2 below:

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Table 0.2: Leads for Various Materials

Distance from Distance on

Source to Start/ Project Road Total
Name of Name of (Km)
Sl. No. End Point of Lead
Material Source
Project Road (Half of Project (Km)
(Km) Road)
1 Sand (Fine) Local 15 3.4 18.4
2 Filling Material On Site - - -
3 Stone Metal On Site - - -
4 Stone Boulder On Site - - -
Stone Chips,
5 On Site - - -
Aggregate
6 Coarse Sand Local 15 3.4 18.4
7 Cement On Site - - -
8 Steel On Site - - -
9 Bitumen On Site - - -
Bitumen
10 On Site - - -
Emulsion
11 Structural Steel On Site - - -
12 RCC Pipe On Site - - -

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TABLE 0.3: Abstract of Cost Estimate

Ukhrul-Toloi-Tadubi Road (Pkg-I) 'Ukhrul Bypass' in the State of Manipur by NHIDCL on EPC Mode.
PACKAGE-I (0+000 KM TO 6+799 KM)

GENERAL ABSTRACT OF COST

Length of Road: 6.571 Km
Conventional Non-Conventional
Method Method
DESCRIPTION OF WORKS Rigid Pavement
(Flexible (WMM and CT Sub
Pavement) Base Pavement)
COST PER COST PER COST PER
TOTAL TOTAL TOTAL
KM. KM. KM.
COST COST COST
LENGTH LENGTH LENGTH
(IN CR.) (IN CR.) (IN CR.)
(IN CR.) (IN CR.) (IN CR.)
A. ROAD WORKS
1 Site Clearance and Dismantling 0.29 0.04 0.29 0.04 0.29 0.04
Earth work, Subgrade and
2 32.85 5.00 32.81 4.99 32.53 4.95
Erosion control
3 Sub-Base & Base 6.61 1.01 4.88 0.74 1.22 0.19
4 Bituminous Courses 5.99 0.91 4.43 0.67 12.71 1.93
Junction Improvement (Major &
5 0.50 0.08 0.50 0.08 0.50 0.08
Minor)
Traffic signs, Road marking &
6 3.39 0.52 3.39 0.52 3.39 0.52
other road appurtenances
7 Bus bay & Passenger Shelter 0.26 0.04 0.26 0.04 0.26 0.04
Drainage and Protective
8
Works
a. Longitudinal Drains (V Drain) 1.58 0.24 1.58 0.24 1.58 0.24
b. Retaining wall (RR) 2.15 0.33 2.15 0.33 2.15 0.33
c. Breast wall 4.47 0.68 4.47 0.68 4.47 0.68
b. Gabion Structure 14.09 2.14 14.09 2.14 14.09 2.14
c. Soil Stabilization with Coir Mat 0.98 0.15 0.98 0.15 0.98 0.15
Soil Stabilization with Bamboo
d. 1.52 0.23 1.52 0.23 1.52 0.23
Plantation
B. BRIDGES & CULVERTS
9 Culverts 8.31 1.26 8.31 1.26 8.31 1.26
10 Minor Bridges 13.60 2.07 13.60 2.07 13.60 2.07
11 Major Bridges 13.80 2.10 13.80 2.10 13.80 2.10

COST OF CIVIL WORKS IN

C. 110.39 16.80 107.07 16.29 111.41 16.96
LAKHS(AS PER SOR 2022)

GST @ 18% of 'C' 19.87 19.27 20.05

D. Construction cost + GST 130.27 19.82 126.34 19.23 131.47 20.01
Contingencies @ 1.0% On of 'C' 1.10 1.07 1.11
Agency Charges 3% on of 'C' 3.31 3.21 3.34

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GENERAL ABSTRACT OF COST

 Non-Conventional Method has been recommended due to Total Project Cost is

Less other than Two Methods.

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Consultancy Services for preparation of Feasibility Study and Detailed Project Report
Detailed Project Report
for Two laning with hard shoulder of Ukhrul – Toloi - Tadubi Road Pkg-1 (Ukhrul
Introduction
Bypass) of NH-102A (Length-6.571 Km) in the State of Manipur on EPC mode

CHAPTER – 1
INTRODUCTION
1.1 General
National Highways and Infrastructure Development Corporation (NHIDCL) is a fully owned
company of the Ministry of Road Transport & Highways (MoRT&H), Government of India. The
company promotes, surveys, establishes, design, build, operate, maintain and upgrade National
Highways and Strategic Roads including interconnecting roads in parts of the country which
share international boundaries with neighboring countries. The regional connectivity so
enhanced would promote cross border trade and commerce and help safeguard India’s
international borders. This would lead to the formation of a more integrated and economically
consolidated South and South East Asia. In addition, there would be overall economic benefits
for the local population and help integrate the peripheral areas with the mainstream in a more
robust manner.

As a part of the above-mentioned endeavor, National Highways & Infrastructure Development

Corporation Limited (NHIDCL) has been entrusted with the assignment of Consultancy
Services for Carrying out Feasibility Study, Preparation of Detailed Project Report and
providing pre-construction services in respect of 2 laning of Ukhrul-Toloi-Tadubi Road Pkg-1
(Ukhrul Bypass) on NH-102A on Engineering, Procurement and Construction mode in the state
of Manipur.

National Highways & Infrastructure Development Corporation Ltd. is the employer and
executing agency for the consultancy services and the standards of output required from the
appointed consultants are of international level both in terms of quality and adherence to the
agreed time schedule.

National Highways & Infrastructure Development Corporation Limited (NHIDCL), MoRT&H,

New Delhi has appointed C.E. Testing Company Pvt. Ltd. (CETEST) as consultant to prepare the
Detailed Project Report for the above road stretches vide Letter of Acceptance No.
NHIDCL/DPR/Manipur/Ukhrul-Toloi/NH-102A dated 23.11.2015 & NHIDCL HQ COS Letter No.
NHIDCL/DPR/Ukhrul-Toloi-Tadubi Road /Manipur/3836 dated 13.09.2023.

1.2 Project Background

State Profile
Manipur is one of the Border States in the northeastern part of the country having an
international boundary of about 352 km long stretch of land with Myanmar in the southeast. It
is bounded by Nagaland in the north, Assam in the west and Mizoram in the south. It has a total
area of 22,327 sq. km. It lies between 23.8°N to 25.7°N latitude and 93.5°E to 94.8°E longitude.
Geographically, the state of Manipur could be divided into two regions, viz. the hill and the
valley. The valley lies in the central part of the state and the hills surround the valley. The
average elevation of the valley is about 790m above the sea level and that of the hills is between
1500m and 1800m. The hill region comprises of ten districts viz. Senapati, Kangpokpi,
Tamenglong, Noney, Churachandpur, Pherzawl, Chandel, Tengnoupal, Ukhrul, Kamjong and the
valley region consists of six districts, viz. Imphal East, Imphal West, Thoubal, Jiribam, Kakching
and Bishnupur. The hill districts occupy about 90 percent (20,089 sq. km) of the total area of the
state and the valley occupies only about tenth (2,238 sq. km) of the total area of the state.

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Manipur in northeast India is a small beautiful state with Imphal as its capital. The name
Manipur literally means "Land of Jewels" and the state has a rich culture which can be seen in
martial arts, dance, theatre and sculpture. Renowned for its greenery and pleasant climate,
Manipur has been a popular tourist destination.
Manipur has been at the crossroads of Asian economic and cultural exchange for more than
2,500 years. It has long connected the Indian subcontinent to Southeast Asia, enabling migration
of people, cultures and religions. It has also witnessed many wars, including fighting
during World War II.
Agriculture is the main mode of living of the people. People of Manipur are also engaged in
handloom sector which is the largest cottage industry in Manipur.
The state is the birth place of the game Polo which was known as Sagol Kangjei or Pulu and is
also famous for its Manipuri dance the Ras Lila created by Rajashree Bhagyachandra. Manipur
also boosts of its rich culture and tradition. People of Manipur are very enthusiastic about their
traditional art and dance forms. Ras Lila is the highest expression of artistic genius, devotion
and excellence. Manipur is a land of festivities. Throughout the year different festivals are
celebrated by the different tribes of the state. Followings are some facts & figures regarding the
state:
Location : Approximately lies between 23.8o to 25.7o latitude, North of Equator and
between the longitudinal lines 93.5oE to 94.8oE.

Area : 22,327 Sq. km.

Capital : Imphal (790 m above sea level)

District : Bishnupur, Churachandpur, Chandel, Imphal East, Senapati, Tamenglong,

Thoubal, Ukhrul, Imphal West, Kangpokpi, Tengnoupal, Pherzawl, Noney,
Kamjong, Jiribam and Kakching.

Population : 28,55,794 (According to 2011 census)

Density of : 128 persons per sq.km.

Population

Male : 14,38,586

Female : 14,17,208

Sex Ratio : 985 (Female per 1000 Male)

Main : Meitei/Meeteilon (Manipuri), Tangkhul, Kabui Kuki, Hmar, Paite, Thadou,

languages Bishnupriya Manipuri, English, Hindi and local dialects

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Tribes : The Meitei constitute a majority of the state's population. According to

1891 census Meitei were recorded as a forest tribe. In 1901 Meitei were
listed as main tribe of Manipur. They live primarily in the state's valley
region.

Besides the Meitei people, the Thadous have the second highest
percentage of the population. The third is the Nagas who are further sub-
divided into
subtribes:Tangkhul,Maram, PoumaiNaga, Sumi,Angami, Ao, Chakhesang,
Chang, Khiamniungan, Konyak, Liangmai,Lotha, Pochury, Rongmei, Zeme
and Mao.

Literacy : 79.21% (According to 2011 census)

Per capita : Rs. 36,474/- (2012-2013)

income
Climate : Rainfall 1467.5 mm average

Temperature : 15O C to 32O C in Summer &4O C to 28O C in Winter

Surfaced : National Highways - 968 km, out of which the length of NH under PWD,
Roads Length Manipur is 283 kms only. The remaining 685 km is under BRO. State
Highways - 668 km

Crops : There are forests of teak, pine, oak, uningthou, leihao, bamboo, and cane.
Rubber, tea, coffee, and cardamom are grown in hill areas. Rice and cash
crops make up the main vegetation cover in the valley.

Fruits : Litchi, cashew nuts, walnuts, orange, lemon, pineapple, papaya, peach,
pear, banana and plum.
Vegetable : Cauliflower, Cabbage, Tomato, Pea etc.
Major : Limestone, Asbestos, Copper, Lignite, Nickel, Chromites, Salts etc.
Minerals
Forests : 17,086 sq. km (76.53% of total land area).
Livestock & : Category Year Stock / Population
Poultry
1. Cattle 2012 263843 Nos.
2. Buffalo 2012 66369 Nos.
3. Mithun 2012 10131 Nos.
4. Sheep 2012 11463 Nos.
5. Goats 2012 65158 Nos.
6. Horses 2012 1101 Nos.
7. Pigs 2012 277215 Nos.
8. Dogs 2012 161818 Nos.
9. Rabbits 2012 2039 Nos.
Poultry

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1. Fowls 2012 1851109 Nos.

2. Ducks 2012 551433 Nos.
2. Others 2012 19778 Nos.
Industries : Handlooms, Handicrafts, Sericulture, Food Processing, Bamboo
Processing, IT, Hydro Power and Tourism.

Project Road
Ukhrul-Toloi-Tadubi Road Package-1 will bypass the Ukhrul town on the existing road.
Proposed Ukhrul-Toloi-Tadubi road Package-1 including Ukhrul Bypass will starts near Km 538
of NH-102A (about 6 Km before Ukhrul Town) & meets existing Ukhrul-Toloi-Tadubi Road at Ex
chainage 8+840 (De. Ch. 5+600 Km) and then follow the existing road for about 1 Km & ends at
De. Ch. 6+571 Km. The entire corridor falls under Ukhrul district in the state of Manipur.

The stretch of NH-102A from km 0.00 to km 9.840 passes through Ukhrul town, which is a
district headquarters having population of more than 2.37 lakh as per 2011 census. This section
of NH-102A not only passes through heavily built-up area of Ukhrul town but also having
poor/sub-standard geometry. So, the widening & improvement of this section will require
acquisition of land and structures in heavily built-up urban/market area. Even if the existing NH
in the town portion is improved, the issue of traffic congestion and safety issue will remain due
to heavy built-up urban section/market area. Hence, in order to avoid acquisition of land and
huge structures in heavily built-up town/market area as well as to avoid traffic congestion and
safety point of view, construction of bypass to Ukhrul town is important. Moreover, NH-102A
also acts as an alternative route to the capital city of Imphal with reduction in travel distance by
8.16 km.

Location Map of the project road stretch is enclosed in Figure 1.1

Figure 1.1: Location Map of Ukhrul-Toloi-Tadubi Road Pkg-1 (Ukhrul Bypass) on NH-102A

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The Project Districts

The Package – I of project road stretch falls under Ukhrul district of Manipur.
Ukhrul District
Ukhrul is a district in Manipur, India. According to the 2011 Census, the district has a total
population of 2.37 lacs with a sex ratio of 943 per one thousand males. The district has a
population density of 40 inhabitants per square kilometer. The total literacy rate of the district
is 81.4 per cent. The district has a total area of 4,544 sq. km.

The district is home to the Tangkhul Nagas, who are the dominant tribe in the region. Other
tribes like Kuki are also included in very low numbers. Ukhrul is known for its scenic beauty and
is often referred to as the "Land of Shirui Lily". The district is also home to the Shirui Lily
National Park, which is home to the rare and beautiful Shirui Lily flower.

The Ukhrul District is located in the northern part of the state of Manipur. It is bounded on the
east by international border with Myanmar; on the west by Kangpokpi District; on the north by
the Kangpokpi District and on the south by the Kamjong District. The District is at an altitude
varying from 1061 m to 1788 m above sea level. The hills run along the north south direction
and gradually slope down towards south and meet the Imphal Valley.

1.3 Overview of NHIDCL Organization & Activities

National Highways and Infrastructure Development Corporation is a fully owned company of
the Ministry of Road Transport & Highways, Government of India. The company promotes
surveys, establishes, designs, builds, operates, maintains and upgrades National Highways and
Strategic Roads including interconnecting roads in parts of the country which share
international boundaries with neighboring countries. An approximate aggregate length of
10,000 kms has been identified to begin with for development through this company. The
company envisages creating customized and specialized skills in terms of addressing issues like
complexities of geographical terrains and addressing extensive coordination requirements with
security agencies. The company would also endeavor to undertake infrastructure projects
including but not restricted to urban infrastructure and urban or city transport and to act as an
agency for development of all types of Infrastructure. The company envisages working towards
cross sharing of technical know-how and enhancing opportunities for business development
with other nations and their agencies including the multilateral organizations and institutions.
The company also proposes to improve road connectivity and efficiency of the international
trade corridor, by expanding about 500 KMs of roads in the North Bengal and Northeastern
region of India to enable efficient and safe transport regionally with other South Asia Sub-
regional economic Cooperation (SASEC) member countries. These projects are being funded by
ADB (Asian Development Bank).

Mission & Vision of NHIDCL

To be a professional company which works in most efficient and transparent manner and
designs, develops & delivers infrastructure projects in a time bound basis for maximizing
benefits to all stakeholders. To be an instrument for creation and management of infrastructure
of the highest standard in the country with focus on the North East and Border areas and
contribute significantly towards nation building.

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1.4 Objectives of Consultancy Services

The main objective of the consultancy service is to establish the technical, economical, and
financial viability of the project and prepare detailed project reports for rehabilitation and
upgrading of the existing road to 2-lane configuration.
The viability of the project shall be established taking into account the requirements with
regard to rehabilitation, upgrading and improvement based on highway design, pavement
design, provision type of intersections, rehabilitation and widening of existing and/or
construction of new bridges and structures, road safety features, quantities of various items
of works and cost estimates and economic analysis.
The Detailed Project Report would inter-alia include detailed highway design, design of
pavement, design of bridges and cross drainage structures and grade separated structures,
quantities of various items, detailed working drawings, detailed cost estimates, economic and
financial viability analyses, environmental and social feasibility, social and environmental
action plans as appropriate and documents required for tendering the project on
commercial basis for international / local competitive bidding.
Preparation of detailed project should incorporate aspects of value engineering, quality audit
and safety audit requirement in design and implementation. Cost estimates along with Detailed
Project Report should be given.

1.5 Scope of Consultancy Services

The broad area of scope of Consultancy services is given below:
 The widening/improvement work to 2 lane road shall be within the existing right of way
avoiding land acquisition as far as possible with the provision of bypasses wherever
required in urban areas. Proposal for land acquisition will be taken up as per revenue
records for further processing of land acquisition document.
 Environmental Impact Assessment, Environmental Management Plan and Rehabilitation
and Resettlement Studies shall be carried out as per the requirement and suggestion of
NHIDCL.
 Preparation of the bid documents including required schedules preferably for EPC mode
of documents. To assist the NHIDCL and its Financial Consultant and the Legal Adviser by
furnishing clarifications as required for the financial appraisal and legal scrutiny of the
Project Highway and Bid Documents.
 Review of all available reports and published information about the project road and the
project influence area;
 Environmental and social impact assessment, including such as related to cultural
properties, natural habitats, Involuntary resettlement etc.;
 Public consultation, including consultation with Communities located along the road,
NGOs working in the area, other stake-holders and relevant Govt. departments at all the
different stages of assignment (such as inception stage, feasibility stage, preliminary
design stage and once final design are concretized).
 Detailed reconnaissance & reflection in the report;
 Identification of possible improvements in the existing alignment and bypassing
congested locations with alternatives, evaluation of different alternatives comparison on
techno-economic and other considerations and recommendations regarding most
appropriate option;

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 Traffic studies including traffic surveys, Axle load survey and demand forecasting for next
thirty years;
 Inventory and condition surveys for road;
 Inventory and condition surveys for bridges, cross-drainage structures, other structures,
river bank training/protection works and drainage provisions;
 Detailed topographic surveys using mobile/aerial LiDAR or equivalent technology;
 Pavement investigations;
 Sub-grade characteristics and strength; investigation of required sub-grade and sub-soil
characteristics and strength for road and embankment design all sub soil investigation;
 Identification of sources of construction materials;
 Detailed design of road, its x-sections, horizontal and vertical alignment and design of
embankment of height more than 6m and also in poor soil conditions and where density
consideration require, even lesser height embankment. Detailed design of structures
preparation of GAD and construction drawings and cross-drainage structures and
underpasses etc.
 Identification of the type and the design of intersections;
 Design of complete drainage system and disposal point for storm water.
 Value analysis / value engineering and project costing;
 Economic and financial analyses;
 Contract packaging and implementation schedule;
 Strip plan indicating the scheme for carriageway widening, location of all existing utility
services (both over and underground) and the scheme for their relocation, trees to be
felled; reports documents and drawings arrangement of estimates for cutting of trees and
shifting of utilities from the concerned department;
 To find out financial viability of project for implementation and suggest the preferred
mode on which the project is to be taken up.
 Preparation of detailed project report, cost estimate, approved for construction drawings,
rate analysis, detailed bill of quantities, bid documents for execution of civil works
through budgeting resources;
 Indicating the proposal of project facilities in the plan drawing
 Tie-in of on-going/sanctioned works of MORT&H/NHAI/other agencies;
Preparation of social plans for the project affected people as per policy of the lending
agencies/Govt. of India R & R policy.

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CHAPTER-2 PROJECT DESCRIPTION

2.1 Existing Scenario
2.1.1 Start and End Point of The Project Road
The project Road i.e., Ukhrul-Toloi-Tadubi Road Pkg-1 (Ukhrul Bypass) lies in the State of Manipur.
The Project Road starts near Km 538 of NH-102A (about 6 Km before Ukhrul Town) and the Project
Road passes through major village/localities namely Hundung & Hunphun and meets existing
Ukhrul-Toloi-Tadubi Road at Ex chainage 8+840 (De. Ch. 5+600 Km) and then follow the existing
road for about 1 Km & ends at De. Ch. 6+571 Km. in the State of Manipur. The project road lies in
Ukhrul district of Manipur.
The pictures at Start and End Point are as follows:
Project Road Tadubi

NH-202
NH-102A

Imphal Ukhrul
Ukhrul

Start point of the project road near Km 538 of NH- End point of the project road at Km. 9_840 of existing
202 (De. Ch: 0.000 km) UTT Road (De. Ch: 198.827 km)

2.1.2 Settlement

During reconnaissance survey it has been observed that 2 nos. habitations along the project road.
Detailed of the habitation are listed below in Table-2.1:
TABLE- 2.1: Details of Settlement/Habitational Area

Sl No Design Chainage (km) Name of the habitation Side

1 0+000 to 4+122 Hundung Both
2 4+122 to 6+571 Hunphun Both

2.1.3 Land Use Pattern

Land used pattern of the road stretch is predominately passes through forest land with road side
agriculture and habitation are observed at 2 villages namely Hundung & Hunphun (Ukhrul) in
Ukhrul District in the state of Manipur.

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Plate – 2.1: Photographs of forest land and habitation area

Agricultural Land Habitation Area

2.1.4 Existing Right of Way (ROW)

The existing ROW width in open area of mountainous terrain is 9-12 m throughout the road except
junction portion. Therefore, the existing ROW does not cater the codal provision of 24m-50m ROW
required for hill road in rural areas and 20m ROW in built-up area. Thus, the additional land may
have to be acquired to accommodate the proposed 2-lane lane with hard shoulder configuration.

2.1.5 Existing Pavement

The existing road is mostly Single lane carriageway. The existing carriageway is 3.75 m. Only the
portion.
The existing pavement condition along the road is basically poor. Some portion of the stretch the
existing pavement is partially damaged with raveling’s, rutting edge breaking and potholes and
some stretches have been observed that existing bituminous layer is fully damaged and exposed
bituminous layer of pavement. Also, significant part of the stretches has been found where the
existing pavement is gravel & earthen type.
Some photographs of existing pavement distress Plate – 2.2.
Plate – 2.2: Photographs of existing Pavement Distresses

Raveling Potholes

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The above distresses signify the existing pavement surface has undergone structural failure,
moisture infiltration, sub grade settlement due to inadequate compaction and improper mix design
of bituminous layers. Therefore, reconstruction from sub-grade will be ideal option for
improvement/ up gradation of pavement surface.
Variation of Carriageway width is given below in Table-2.2:

TABLE 2.2: Variation of Existing Carriageway Width

Exisitng Chainage (Km)

Sr. No. C/W
From To Length
1 0.000 4.100 4.100 7.00
2 4.100 4.900 0.800 5.50
3 4.900 9.840 4.940 4.20
Sub Total (Km) 9.840

2.1.6 Existing Junction

There are 2 major intersections apart from several minor intersections observed along the project
road length. Details of the Major Junction are given below in Table-2.3.
TABLE- 2.3: Details of Major Junction

Sl. No. Chainage in Km. Location Type

1 0+000 Junction at Ukhrul 3-legged

2 4+850 Junction at Somsai 3-legged

Photograph of Major Intersections are presented in Fig – 2.3:

Fig – 2.3 Junction at Ex. Km 0+000 (Ukhrul)

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2.1.7 Existing Bridges and Culverts

Bridges:

There is no existing bridge in this stretch.

Culverts:

There are 25 nos. existing culverts observed along the road stretch.
Sample photographs of Existing Culverts are presented in Fig – 2.4:

Existing Culvert

Details are given below in Table-2.4.

TABLE- 2.4: Details of Existing Culverts

Sl. No. Existing Chainage (km) Type of Culvert Span/Dia(m) Width(m)

1 0+613 Pipe culvert 1x0.6 7.00
2 4+552 Slab Culvert 1x1.0 7.50
3 5+465 Pipe culvert 1x1.0 7.20
4 5+525 Pipe culvert 1x1.0 7.20
5 5+725 Pipe culvert 1x0.6 7.50
6 5+810 Pipe culvert 1x1.0 7.50
7 5+915 Pipe culvert 1x0.6 7.50
8 6+020 Pipe culvert 1x0.6 7.50
9 6+155 Pipe culvert 1x0.6 7.50
10 6+324 Pipe culvert 1x0.9 7.50
11 6+990 Pipe culvert 1x0.9 7.50
12 7+040 Pipe culvert 1x0.6 7.50
13 7+087 Slab Culvert 1x1.5 7.50
14 7+245 Pipe culvert 1x0.6 7.00
15 7+300 Slab Culvert 1x3.0 7.80
16 7+420 Pipe culvert 1x0.9 7.50
17 7+620 Pipe culvert 1x0.9 7.50

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Sl. No. Existing Chainage (km) Type of Culvert Span/Dia(m) Width(m)

18 7+741 Pipe culvert 1x0.9 7.50
19 7+840 Pipe culvert 1x0.6 7.50
20 7+990 Pipe culvert 1x0.6 7.50
21 8+200 Pipe culvert 1x0.6 7.50
22 8+485 Pipe culvert 1x1.0 7.50
23 8+677 Pipe culvert 1x0.9 7.50
24 9+090 Pipe culvert 1x0.9 7.50
25 9+665 Pipe culvert 1x1.0 12.40

2.1.8 Forest Stretch

Entire stretch of the project road passing through forest area.

2.1.9 Land Slide Zone

No Land slide zone have been observed on the project road.

2.1.10 Sinking Zone

No Sinking zone have been observed on the project road.

2.1.11 Roadway Drainage

Side drains (Lined & Unlined) are present in the few stretches in the built-up area & unlined drain
is also present in few stretches in the hill side. Thus, maximum portion of the project road stretch is
affected by rain water and seepage water from hilly portion.

2.1.12 Photograph of Existing Road

Photograph of road corridor is presented below

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Existing Road Photograph

Start Point Bituminous Road

2.2 Development Proposal

2.2.1 Geometrics Design

Horizontal Alingment

Horizontal alignment of proposed 2 lane road has been designed as per the design speed mentioned
in IRC: SP 73-2018 for mountainous terrain (i.e., Ruling = 60 Kmph & Limiting = 40 Kmph).
Details of Horizontal & Vertical Alignment Report indicating important features like curve radius,
length, direction of curve, design speed, super elevation, extra widening etc. are presented below in
Table 2.5.

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HORIZONTAL ALIGNMENT REPORT

DEFLECTION
START END
ANGLE CHORD HAND
HIP/CURVE LENGTH BEARING RADIUS SUPERELEVATION DESIGN EXTRA
ELEMENT LENGTH OF
NO. CHAINAGE CHAINAGE (m) (dd mm ss) (m) (%) SPEED WIDENING
DEG MIN SEC EASTING NORTHING EASTING NORTHING (m) ARC
(m) (m)

Start 0.000 635691.017 2773296.943 63.767 635753.824 2773307.967 63.767

Transition 63.767 635753.824 2773307.967 108.767 635797.342 2773319.019 45 0.9

1 79 48 24.95 Arc 108.767 635797.342 2773319.019 203.057 635855.901 2773388.458 94.289 100 Left 7.0 50 0.9

Transition 203.057 635855.901 2773388.458 248.057 635859.450 2773433.217 45 0.9

N
Straight 248.057 635859.450 2773433.217 352.710 635859.885 2773537.869 104.653 0^14'17.20"
E
Transition 352.710 635859.885 2773537.869 392.710 635861.383 2773577.823 40 0.6

2 27 17 6.5 Arc 392.710 635861.383 2773577.823 447.953 635874.594 2773631.283 55.243 200 Right 7.0 60 0.6

Transition 447.953 635874.594 2773631.283 487.953 635891.878 2773667.336 40 0.6

N
Straight 487.953 635891.878 2773667.336 529.844 635911.237 2773704.486 41.891 27^31'23.70"
E
Transition 529.844 635911.237 2773704.486 569.844 635928.521 2773740.539 40 0.6

3 18 29 30.34 Arc 569.844 635928.521 2773740.539 594.392 635936.215 2773763.834 24.548 200 Left 7.0 60 0.6

Transition 594.392 635936.215 2773763.834 634.392 635943.803 2773803.090 40 0.6

N
Straight 634.392 635943.803 2773803.090 716.902 635956.756 2773884.577 82.510 9^01'53.36"
E
Transition 716.902 635956.756 2773884.577 761.902 635967.105 2773928.266 45 0.9

4 33 11 17.69 Arc 761.902 635967.105 2773928.266 774.826 635972.691 2773939.911 12.924 100 Right 7.0 50 0.9

Transition 774.826 635972.691 2773939.911 819.826 636000.287 2773975.329 45 0.9

N
Straight 819.826 636000.287 2773975.329 848.844 636019.786 2773996.819 29.018 42^13'11.04"
E
Transition 848.844 636019.786 2773996.819 898.844 636051.500 2774035.412 50 0.6

5 73 11 3.95 Arc 898.844 636051.500 2774035.412 1065.987 636067.238 2774195.130 167.143 170 Left 7.0 60 0.6

Transition 1065.987 636067.238 2774195.130 1115.987 636043.666 2774239.170 50 0.6

N
Straight 1115.987 636043.666 2774239.170 1198.785 636001.066 2774310.168 82.797 30^57'52.90"
W
Transition 1198.785 636001.066 2774310.168 1233.785 635984.249 2774340.839 35 0.6

6 23 43 44.67 Arc 1233.785 635984.249 2774340.839 1260.907 635975.386 2774366.433 27.123 150 Right 7.0 50 0.6

Transition 1260.907 635975.386 2774366.433 1295.907 635969.635 2774400.936 35 0.6

N
Straight 1295.907 635969.635 2774400.936 1331.349 635965.171 2774436.095 35.442 7^14'08.24"
W
Transition 1331.349 635965.171 2774436.095 1361.349 635960.897 2774465.786 30 0.6

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HORIZONTAL ALIGNMENT REPORT

7 10 28 8.54 Arc 1361.349 635960.897 2774465.786 1386.164 635955.540 2774490.009 24.816 300 Left 5.3 60 0.6

Transition 1386.164 635955.540 2774490.009 1416.164 635946.896 2774518.733 30 0.6

N
Straight 1416.164 635946.896 2774518.733 1571.114 635899.774 2774666.344 154.950 17^42'16.78"
W
Transition 1571.114 635899.774 2774666.344 1601.114 635892.587 2774695.415 30 0.9

8 75 58 30.89 Arc 1601.114 635892.587 2774695.415 1670.565 635915.811 2774758.258 69.451 75 Right 7.0 40 0.9

Transition 1670.565 635915.811 2774758.258 1700.565 635940.177 2774775.668 30 0.9

N
Straight 1700.565 635940.177 2774775.668 1830.769 636050.921 2774844.143 130.204 58^16'14.11"
E
Transition 1830.769 636050.921 2774844.143 1865.769 636079.774 2774863.901 35 0.6

9 48 54 41.27 Arc 1865.769 636079.774 2774863.901 1937.477 636119.135 2774922.666 71.708 125 Left 7.0 50 0.6

Transition 1937.477 636119.135 2774922.666 1972.477 636126.425 2774956.867 35 0.6

N
Straight 1972.477 636126.425 2774956.867 2039.885 636137.387 2775023.377 67.407 9^21'32.84"
E
Transition 2039.885 636137.387 2775023.377 2074.885 636142.270 2775058.027 35 0.6

10 10 33 43.76 Arc 2074.885 636142.270 2775058.027 2085.971 636143.059 2775069.084 11.086 250 Left 6.4 60 0.6

Transition 2085.971 636143.059 2775069.084 2120.971 636143.140 2775104.077 35 0.6

N
Straight 2120.971 636143.140 2775104.077 2144.726 636142.642 2775127.826 23.755 1^12'10.92"
W
Transition 2144.726 636142.642 2775127.826 2179.726 636143.267 2775162.800 35 0.6

11 20 46 7.65 Arc 2179.726 636143.267 2775162.800 2199.099 636146.356 2775181.911 19.373 150 Right 7.0 50 0.6

Transition 2199.099 636146.356 2775181.911 2234.099 636156.780 2775215.300 35 0.6

N
Straight 2234.099 636156.780 2775215.300 2257.351 636164.567 2775237.210 23.252 19^33'56.73"
E
Transition 2257.351 636164.567 2775237.210 2302.351 636176.392 2775280.523 45 0.9

12 32 29 30.1 Arc 2302.351 636176.392 2775280.523 2314.059 636177.070 2775292.206 11.709 100 Left 7.0 50 0.9

Transition 2314.059 636177.070 2775292.206 2359.059 636170.332 2775336.596 45 0.9

N
Straight 2359.059 636170.332 2775336.596 2408.634 636159.243 2775384.915 49.575 12^55'33.37"
W
Transition 2408.634 636159.243 2775384.915 2438.634 636150.615 2775413.592 30 0.9

13 47 29 59.44 Arc 2438.634 636150.615 2775413.592 2470.811 636131.543 2775439.201 32.177 75 Left 7.0 40 0.9

Transition 2470.811 636131.543 2775439.201 2500.811 636106.540 2775455.683 30 0.9

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HORIZONTAL ALIGNMENT REPORT

N
Straight 2500.811 636106.540 2775455.683 2608.021 636013.298 2775508.596 107.209 60^25'32.81"
W
Transition 2608.021 636013.298 2775508.596 2643.021 635983.571 2775527.030 35 0.6

14 62 27 20.06 Arc 2643.021 635983.571 2775527.030 2771.529 635922.780 2775635.810 128.508 150 Right 7.0 50 0.6

Transition 2771.529 635922.780 2775635.810 2806.529 635922.659 2775670.789 35 0.6

N
Straight 2806.529 635922.659 2775670.789 2917.265 635926.581 2775781.455 110.736 2^01'47.25"
E
Transition 2917.265 635926.581 2775781.455 2952.265 635926.461 2775816.434 35 0.6

15 21 12 22.49 Arc 2952.265 635926.461 2775816.434 2972.783 635923.404 2775836.706 20.518 150 Left 7.0 50 0.6

Transition 2972.783 635923.404 2775836.706 3007.783 635913.207 2775870.166 35 0.6

N
Straight 3007.783 635913.207 2775870.166 3028.056 635906.548 2775889.315 20.274 19^10'35.23"
W
Transition 3028.056 635906.548 2775889.315 3058.056 635898.617 2775918.192 30 0.9

16 105 7 51.86 Arc 3058.056 635898.617 2775918.192 3165.672 635952.889 2776000.534 107.616 75 Right 7.0 40 0.9

Transition 3165.672 635952.889 2776000.534 3195.672 635982.554 2776004.631 30 0.9

N
Straight 3195.672 635982.554 2776004.631 3237.314 636024.091 2776007.569 41.641 85^57'16.63"
E
Transition 3237.314 636024.091 2776007.569 3282.314 636068.515 2776014.082 45 0.9

17 28 11 39.45 Arc 3282.314 636068.515 2776014.082 3286.522 636072.514 2776015.392 4.208 100 Left 7.0 50 0.9

Transition 3286.522 636072.514 2776015.392 3331.522 636112.178 2776036.432 45 0.9

N
Straight 3331.522 636112.178 2776036.432 3352.403 636129.840 2776047.572 20.881 57^45'37.18"
E
Transition 3352.403 636129.840 2776047.572 3387.403 636160.129 2776065.067 35 0.6

18 27 31 47.3 Arc 3387.403 636160.129 2776065.067 3424.476 636195.201 2776076.785 37.073 150 Right 7.0 50 0.6

Transition 3424.476 636195.201 2776076.785 3459.476 636229.924 2776081.010 35 0.6

N
Straight 3459.476 636229.924 2776081.010 3478.705 636249.088 2776082.589 19.229 85^17'24.48"
E
Transition 3478.705 636249.088 2776082.589 3508.705 636278.704 2776087.030 30 0.9

19 76 21 11.57 Arc 3508.705 636278.704 2776087.030 3578.651 636328.116 2776132.926 69.946 75 Left 7.0 40 0.9

Transition 3578.651 636328.116 2776132.926 3608.651 636334.728 2776162.133 30 0.9

N
Straight 3608.651 636334.728 2776162.133 3718.224 636351.750 2776270.376 109.573 8^56'12.91"
E
Transition 3718.224 636351.750 2776270.376 3758.224 636356.641 2776310.058 40 0.6

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HORIZONTAL ALIGNMENT REPORT

20 28 10 58.12 Arc 3758.224 636356.641 2776310.058 3816.601 636351.415 2776367.992 58.377 200 Left 7.0 60 0.6

Transition 3816.601 636351.415 2776367.992 3856.601 636339.501 2776406.158 40 0.6

N
Straight 3856.601 636339.501 2776406.158 3873.595 636333.900 2776422.203 16.994 19^14'45.22"
W
Transition 3873.595 636333.900 2776422.203 3913.595 636321.986 2776460.369 40 0.6

21 48 15 25.26 Arc 3913.595 636321.986 2776460.369 4042.044 636332.732 2776586.163 128.449 200 Right 7.0 60 0.6

Transition 4042.044 636332.732 2776586.163 4082.044 636350.946 2776621.756 40 0.6

N
Straight 4082.044 636350.946 2776621.756 4138.327 636378.243 2776670.976 56.283 29^00'40.04"
E
22 6 46 38.86 Arc 4138.327 636378.243 2776670.976 4197.471 636409.915 2776720.885 59.144 500 Right 3.2 60 --NA--
N
Straight 4197.471 636409.915 2776720.885 4249.098 636440.106 2776762.763 51.627 35^47'18.90"
E
Transition 4249.098 636440.106 2776762.763 4279.098 636455.962 2776788.168 30 0.9

23 72 20 0.08 Arc 4279.098 636455.962 2776788.168 4343.782 636455.549 2776850.864 64.684 75 Left 7.0 40 0.9

Transition 4343.782 636455.549 2776850.864 4373.782 636439.359 2776876.057 30 0.9

N
Straight 4373.782 636439.359 2776876.057 4426.151 636408.175 2776918.130 52.369 36^32'41.18"
W
Transition 4426.151 636408.175 2776918.130 4461.151 636386.689 2776945.749 35 0.6

24 14 47 3.62 Arc 4461.151 636386.689 2776945.749 4490.660 636366.225 2776966.986 29.509 250 Left 6.4 60 0.6

Transition 4490.660 636366.225 2776966.986 4525.660 636339.423 2776989.483 35 0.6

N
Straight 4525.660 636339.423 2776989.483 4579.749 636297.193 2777023.280 54.089 51^19'44.81"
W
Transition 4579.749 636297.193 2777023.280 4609.749 636275.110 2777043.508 30 0.9

25 60 39 51.2 Arc 4609.749 636275.110 2777043.508 4659.159 636257.724 2777088.806 49.409 75 Right 7.0 40 0.9

Transition 4659.159 636257.724 2777088.806 4689.159 636260.603 2777118.614 30 0.9

N
Straight 4689.159 636260.603 2777118.614 4709.820 636263.955 2777139.002 20.661 9^20'06.39"
E
Transition 4709.820 636263.955 2777139.002 4739.820 636266.834 2777168.810 30 0.9

26 59 23 23.62 Arc 4739.820 636266.834 2777168.810 4787.561 636250.503 2777212.817 47.741 75 Left 7.0 40 0.9

Transition 4787.561 636250.503 2777212.817 4817.561 636228.875 2777233.530 30 0.9

N
Straight 4817.561 636228.875 2777233.530 4998.524 636090.139 2777349.718 180.963 50^03'17.22"
W
Transition 4998.524 636090.139 2777349.718 5043.524 636057.972 2777381.043 45 0.9

Doc No: CET/3640/NHIDCL/NH-102A/U-T-T/DPR Revision: R0 Oct, 2023

HORIZONTAL ALIGNMENT REPORT

27 40 58 39.1 Arc 5043.524 636057.972 2777381.043 5070.043 636044.925 2777404.042 26.519 100 Right 7.0 50 0.9

Transition 5070.043 636044.925 2777404.042 5115.043 636034.541 2777447.723 45 0.9

N
Straight 5115.043 636034.541 2777447.723 5142.870 636030.151 2777475.202 27.827 9^04'38.12"
W
Transition 5142.870 636030.151 2777475.202 5172.870 636024.436 2777504.639 30 0.6

28 23 16 48.23 Arc 5172.870 636024.436 2777504.639 5203.817 636013.507 2777533.533 30.947 150 Left 7.0 50 0.6

Transition 5203.817 636013.507 2777533.533 5233.817 635998.312 2777559.385 30 0.6

N
Straight 5233.817 635998.312 2777559.385 5333.012 635945.223 2777643.177 99.195 32^21'26.35"
W
Transition 5333.012 635945.223 2777643.177 5363.012 635930.027 2777669.029 30 0.6

29 17 4 24.45 Arc 5363.012 635930.027 2777669.029 5377.710 635924.093 2777682.469 14.698 150 Right 7.0 50 0.6

Transition 5377.710 635924.093 2777682.469 5407.710 635915.229 2777711.116 30 0.6

N
Straight 5407.710 635915.229 2777711.116 5490.043 635893.526 2777790.537 82.333 15^17'01.90"
W
Transition 5490.043 635893.526 2777790.537 5520.043 635883.726 2777818.835 30 0.9

30 50 3 1.11 Arc 5520.043 635883.726 2777818.835 5555.559 635860.964 2777845.666 35.516 75 Left 7.0 40 0.9

Transition 5555.559 635860.964 2777845.666 5585.559 635834.643 2777859.948 30 0.9

N
Straight 5585.559 635834.643 2777859.948 5631.181 635793.183 2777878.987 45.622 65^20'03.00"
W
Transition 5631.181 635793.183 2777878.987 5656.181 635771.062 2777890.576 25 0.9

31 46 33 17.54 Arc 5656.181 635771.062 2777890.576 5696.184 635744.544 2777919.969 40.003 80 Right 7.0 40 0.9

Transition 5696.184 635744.544 2777919.969 5721.184 635735.285 2777943.162 25 0.9

N
Straight 5721.184 635735.285 2777943.162 5738.593 635729.681 2777959.644 17.409 18^46'45.47"
W
Transition 5738.593 635729.681 2777959.644 5768.593 635718.174 2777987.291 30 0.9

32 41 33 24.67 Arc 5768.593 635718.174 2777987.291 5792.990 635702.704 2778006.019 24.398 75 Left 7.0 40 0.9

Transition 5792.990 635702.704 2778006.019 5822.990 635677.727 2778022.540 30 0.9

N
Straight 5822.990 635677.727 2778022.540 5897.121 635613.312 2778059.227 74.130 60^20'10.14"
W
Transition 5897.121 635613.312 2778059.227 5932.121 635582.267 2778075.344 35 0.6

33 18 24 19.17 Arc 5932.121 635582.267 2778075.344 5945.306 635569.918 2778079.952 13.185 150 Left 7.0 50 0.6

Transition 5945.306 635569.918 2778079.952 5980.306 635535.904 2778088.109 35 0.6

Doc No: CET/3640/NHIDCL/NH-102A/U-T-T/DPR Revision: R0 Oct, 2023

HORIZONTAL ALIGNMENT REPORT

N
Straight 5980.306 635535.904 2778088.109 5984.739 635531.556 2778088.975 4.433 78^44'29.30"
W
Transition 5984.739 635531.556 2778088.975 6014.739 635502.640 2778096.764 30 0.9

34 61 0 24.12 Arc 6014.739 635502.640 2778096.764 6064.596 635466.131 2778129.363 49.858 75 Right 7.0 40 0.9

Transition 6064.596 635466.131 2778129.363 6094.596 635455.130 2778157.216 30 0.9

N
Straight 6094.596 635455.130 2778157.216 6144.576 635439.905 2778204.821 49.980 17^44'05.18"
W
Transition 6144.576 635439.905 2778204.821 6174.576 635428.904 2778232.673 30 0.9

35 62 0 23.18 Arc 6174.576 635428.904 2778232.673 6225.742 635391.184 2778265.767 51.166 75 Left 7.0 40 0.9

Transition 6225.742 635391.184 2778265.767 6255.742 635362.136 2778273.051 30 0.9

N
Straight 6255.742 635362.136 2778273.051 6352.560 635266.866 2778290.294 96.818 79^44'28.36"
W
Transition 6352.560 635266.866 2778290.294 6372.560 635247.250 2778294.183 20 0.6

36 45 48 26.13 Arc 6372.560 635247.250 2778294.183 6512.458 635132.512 2778369.158 139.897 200 Right 5.6 50 0.6

Transition 6512.458 635132.512 2778369.158 6532.458 635121.073 2778385.562 20 0.6

N
Straight 6532.458 635121.073 2778385.562 6571.048 635099.531 2778417.579 38.590 33^56'02.23"
W

Doc No: CET/3640/NHIDCL/NH-102A/U-T-T/DPR Revision: R0 Oct, 2023

VERTICAL ALIGNMENT REPORT

VERTICAL CURVE REPORT

TYPE K'
CURVE IP CURVE M START END GRADIENT
OF VALUE
NO. LENGTH VALUE
CHAINAGE LEVEL CURVE CHAINAGE LEVEL CHAINAGE LEVEL IN OUT

1 658.104 1691.564 Hog 150 -0.708 583.104 1692.106 733.104 1688.189 -0.723 -4.500 39.714

2 1249.407 1664.956 Sag 220 1.365 1139.407 1669.906 1359.407 1665.464 -4.500 0.462 44.337

3 1968.964 1668.283 Hog 200 -1.241 1868.964 1667.821 2068.964 1663.783 0.462 -4.500 40.306

4 2838.000 1629.176 Sag 200 1.164 2738.000 1633.676 2938.000 1629.334 -4.500 0.158 42.937

5 3226.454 1629.789 Hog 100 -0.311 3176.454 1629.710 3276.454 1628.624 0.158 -2.330 40.193

6 3544.000 1622.390 Sag 100 0.291 3494.000 1623.555 3594.000 1622.390 -2.330 0.000 42.918

7 3915.654 1622.390 Hog 200 -1.000 3815.654 1622.390 4015.654 1618.390 0.000 -4.000 50.000

8 4761.000 1588.576 Sag 150 0.750 4686.000 1591.576 4836.000 1588.576 -4.000 0.000 37.500

9 5051.000 1588.576 Hog 150 -0.750 4976.000 1588.576 5126.000 1585.576 0.000 -4.000 37.500

10 5846.104 1556.772 Sag 350 3.937 5671.104 1563.772 6021.104 1565.522 -4.000 5.000 38.889

Doc No: CET/3640/NHIDCL/NH-102A/U-T-T/DPR Revision: R0 Oct, 2023

2.2.2 Proposed Cross Section Details

Cross-section of the improved facility should be adequate to cater to the traffic expected over the design period and offer safe and convenient traffic
operation at speeds consistent with the terrain conditions and functional classification of this road. The cross-sectional parameters (land /shoulder width
etc.) shall be as per standards specified in IRC SP: 73-2018. Following typical cross-sections have been envisaged for the subject road. Chainage wise cross-
section details are given in Table- 2.6

Doc No: CET/3640/NHIDCL/NH-102A/U-T-T/DPR Revision: R0 Oct, 2023

TABLE 2.6: Chainage Wise Cross-Section Details

Proposed Chainage (Km) Length of TCS Length of CD Net Length

TCS No.
From To (m) (m) (m)
0 50 50 50.00 TCS-4
50 90 40 2.00 38.00 TCS-3
90 170 80 80.00 TCS-7
170 190 20 20.00 TCS-1B
190 200 10 3.00 7.00 TCS-2
200 220 20 20.00 TCS-5
220 240 20 20.00 TCS-4
240 260 20 20.00 TCS-1B
260 390 130 130.00 TCS-4
390 475 85 3.00 82.00 TCS-2
475 540 65 65.00 TCS-4
540 560 20 20.00 TCS-1B
560 680 120 2.00 118.00 TCS-2
680 690 10 10.00 TCS-1A
690 750 60 2.00 58.00 TCS-2
750 770 20 20.00 TCS-4
770 990 220 220.00 TCS-7
990 1050 60 60.00 TCS-1A
1050 1130 80 80.00 TCS-3
1130 1150 20 20.00 TCS-6
1150 1180 30 30.00 TCS-5
1180 1270 90 3.00 87.00 TCS-2
1270 1290 20 20.00 TCS-3
1290 1320 30 30.00 TCS-6
1320 1340 20 20.00 TCS-4
1340 1400 60 60.00 TCS-1A
1400 1470 70 70.00 TCS-2
1470 1500 30 30.00 TCS-1C
1500 1660 160 5.00 155.00 TCS-2
1660 1670 10 10.00 TCS-1C
1670 1710 40 40.00 TCS-4
1710 1730 20 20.00 TCS-3
1730 1870 140 140.00 TCS-4
1870 1950 80 2.00 78.00 TCS-1A
1950 1970 20 20.00 TCS-4
1970 2080 110 110.00 TCS-1A
2080 2100 20 20.00 TCS-3
2100 2110 10 2.00 8.00 TCS-9

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Proposed Chainage (Km) Length of TCS Length of CD Net Length

TCS No.
From To (m) (m) (m)
2110 2150 40 40.00 TCS-6
2150 2180 30 30.00 TCS-3
2180 2270 90 90.00 TCS-7
2270 2320 50 50.00 TCS-1B
2320 2330 10 10.00 TCS-7
2330 2360 30 30.00 TCS-1B
2360 2400 40 30.00 10.00 TCS-1C
2400 2420 20 20.00 TCS-3
2420 2630 210 2.00 208.00 TCS-1B
2630 2650 20 20.00 TCS-4
2650 2670 20 20.00 TCS-5
2670 2720 50 50.00 TCS-2
2720 2730 10 10.00 TCS-5
2730 2790 60 60.00 TCS-4
2790 2830 40 40.00 TCS-2
2830 2860 30 30.00 TCS-2
2860 2890 30 5.00 25.00 TCS-5
2890 2920 30 30.00 TCS-7
2920 2940 20 20.00 TCS-10
2940 2980 40 2.00 38.00 TCS-2
2980 3050 70 70.00 TCS-1A
3050 3180 130 130.00 TCS-2
3180 3220 40 40.00 TCS-1A
3220 3260 40 2.00 38.00 TCS-3
3260 3300 40 40.00 TCS-1A
3300 3580 280 280.00 TCS-8
3580 3600 20 20.00 TCS-1B
3600 3650 50 40.00 10.00 TCS-2
3650 3660 10 10.00 TCS-1C
3660 3750 90 90.00 TCS-8
3750 3760 10 10.00 TCS-1C
3760 3820 60 60.00 TCS-7
3820 3870 50 50.00 TCS-3
3870 3910 40 2.00 38.00 TCS-9
3910 3960 50 50.00 TCS-7
3960 4010 50 50.00 TCS-10
4010 4060 50 50.00 TCS-7
4060 4130 70 30.00 40.00 TCS-1A
4130 4350 220 220.00 TCS-7
4350 4440 90 40.00 50.00 TCS-1B
Doc No: CET/3640/NHIDCL/NH-102A/U-T-T/DPR Revision: R0 Oct, 2023
Consultancy Services for preparation of Feasibility Study and Detailed Project
Report for Two laning with hard shoulder of Ukhrul – Toloi - Tadubi Road Pkg-1 Detailed Project Report
(Ukhrul Bypass) of NH-102A (Length-6.571 Km) in the State of Manipur on EPC PROJECT DESCRIPTION
mode

Proposed Chainage (Km) Length of TCS Length of CD Net Length

TCS No.
From To (m) (m) (m)
4440 4530 90 90.00 TCS-7
4530 4560 30 30.00 TCS-4
4560 4730 170 170.00 TCS-7
4730 4850 120 120.00 TCS-10
4850 4970 120 90.00 30.00 TCS-1A
4970 5000 30 30.00 TCS-7
5000 5030 30 30.00 TCS-10
5030 5060 30 30.00 TCS-7
5060 5110 50 2.00 48.00 TCS-10
5110 5150 40 40.00 TCS-7
5150 5180 30 30.00 TCS-10
5180 5280 100 100.00 TCS-2
5280 5320 40 3.00 37.00 TCS-2
5320 5370 50 50.00 TCS-10
5370 5410 40 40.00 TCS-7
5410 5460 50 50.00 TCS-2
5460 5500 40 40.00 TCS-1A
5500 5590 90 90.00 TCS-4
5590 5690 100 2.00 98.00 TCS-1B
5690 5790 100 100.00 TCS-3
5790 5840 50 50.00 TCS-1C
5840 5850 10 2.00 8.00 TCS-2
5850 5870 20 20.00 TCS-10
5870 5940 70 70.00 TCS-7
5940 5970 30 2 28.00 TCS-1A
5970 6090 120 120.00 TCS-7
6090 6120 30 30.00 TCS-4
6120 6180 60 60.00 TCS-7
6180 6270 90 90.00 TCS-3
6270 6440 170 170.00 TCS-1C
6440 6460 20 20.00 TCS-3
6460 6571 111 2 109.00 TCS-1A
Total Length 6571 280.00 6291.00

2.2.3 Pavement Details

2 lane road will be developed in place of existing single lane road. Considering Design traffic of 20
msa and Design CBR of 10% following pavement thickness has been adopted over existing and
New/Widening portion.

Doc No: CET/3640/NHIDCL/NH-102A/U-T-T/DPR Revision: R0 Oct, 2023

TABLE 2.7: Pavement Thickness As Per Convential Method

Design Total
GSB WMM DBM BC
Design Traffic Thickness
(mm) (mm) (mm) (mm)
CBR (%) (MSA) (mm)
10% 20 200 250 70 40 560

However, Innovative method of flexible pavement design has been done considering WMM and
Cement Treated Sub-base layer for the above-mentioned design traffic and CBR and the required
pavement thickness has been considered for alternate cost option.

TABLE 2.8: Pavement Thickness As Per Non Convential Method

Design Total
Design CT Sub- WMM BC
Traffic DBM (mm) Thickness
CBR (%) base (mm) (mm) (mm)
(MSA) (mm)
10% 20 200 150 50 30 430

Doc No: CET/3640/NHIDCL/NH-102A/U-T-T/DPR Revision: R0 Oct, 2023

2.2.4 Muck Disposal

 The muck does not fall/ flow into stream/river.

 Dumping sites should be at least 30 m (horizontal) away from the High Flood Level of the
River/ stream.
 The sites are free from active landslides or creeps.
 The sites should not fall within pristine forest nor are these habitats of threatened species
of flora and fauna.
 The sites are located close to its source in order to avoid long distance haulage.

Requirement of total muck disposal area has been given below in Table 2.9:

TABLE 2.9: Details Of Muck Disposal Area

Muck ID M-01

From 5+070
Design Chainge
To 5+300

Village Hunphun (Ukhrul)

X (Longitude) 94°20'53.74"E

Y (Latitude) 25° 6'24.53"N

Quantity of Muck/Debris generated in Cum 880162

Estimated Quantity of Muck/Debris proposed to be utilized for Filling in cum 301934

Estimated Quantity of Rock material obtained from cutting will be used as retaining
63514
structure in cum
Estimated quantity of muck/debris proposed to be dumped in cum. 514714
Estimated quantity of muck/debris dumped in Valley Side within Proposed ROW in
32855
Cum
Estimated quantity of muck/debris dumped in other location in Cum 481859

Avg. Dumping Height in M. 20

Avg. Dumping Area (Sqm.) 24093

Avg. Dumping Area (Ha.) 2.4093

Doc No: CET/3640/NHIDCL/NH-102A/U-T-T/DPR Revision: R0 Oct, 2023

2.2.5 Bridges & Culverts

Bridges:

There are 5 Nos. of bridge in the project stretch. Details are given below in Table 2.10:
Total Length (Clear Span)
Sl. No. Location (km) Remarks. If any
(m)
1 2+379 30 PSC-I Girder
2 3+624 40 PSC-I Girder
3 4+105 30 PSC-I Girder
4 4+375 40 PSC-I Girder
5 4+906 90 Steel Truss

Culverts:

There are 20 nos. of culverts has been proposed for new construction on the project road.
Details are given below in Table 2.11:

Size
Proposed chainage
Sr. No. Proposal Type Clear Span X Height
(Km)
(M X M)
1 0.066 Box Culvert 2.0 X 2.0
2 0.190 Box Culvert 3.0 X 4.0
3 0.451 Box Culvert 3.0 X 4.0
4 0.579 Box Culvert 2.0 X 3.0
5 0.714 Box Culvert 2.0 X 2.0
6 1.207 Box Culvert 3.0 X 4.0
7 1.549 Box Culvert 5.0 X 4.0
8 1.878 Box Culvert 2.0 X 2.0
9 2.107 Box Culvert 2.0 X 2.0
10 2.549 Box Culvert 2.0 X 2.0
11 2.838 Box Culvert 5.0 X 4.0
12 2.954 Box Culvert 2.0 X 3.0
13 3.254 Box Culvert 2.0 X 2.0
14 3.874 Box Culvert 2.0 X 2.0
15 5.100 Box Culvert 2.0 X 2.0
16 5.300 Box Culvert 3.0 X 4.0
17 5.604 Box Culvert 2.0 X 2.0
18 5.843 Box Culvert 2.0 X 2.0
19 5.954 Box Culvert 2.0 X 2.0
20 6.529 Box Culvert 2.0 X 2.0

Doc No: CET/3640/NHIDCL/NH-102A/U-T-T/DPR Revision: R0 Oct, 2023

2.2.6 Junction Improvement

The details of 1 no major & 11 nos. minor junctions are given in Table-2.12.
TABLE- 2.12: Details of Major & Minor Junction
Major Intersections:
Location of Remarks
Sl. Type of
intersection Other features
No. intersection
(Km)
RHS- Towards At-grade improvement
1 5+600 3 Legged
Tolui proposed

Minor Intersections:
Location of intersection
Sl. No. Type of intersection Other features
(Km)
1. 0+200 Y-Type 3-legged
2. 0+500 X-Type 4-legged
3. 0+550 X-Type 4-legged
4. 0+850 X-Type 4-legged
5. 1+500 X-Type 4-legged
6. 2+700 X-Type 4-legged
7. 3+100 X-Type 4-legged
8. 5+520 Y-Type 3-legged
9. 5+580 Y-Type 3-legged
10. 5+750 Y-Type 3-legged
11. 6+500 Y-Type 3-legged

2.2.7 Service Roads

There is no Service Road proposed along the project stretch.

2.2.8 Drains
PCC triangular open drain has been proposed. Details are given bellow in Table-2.13
TABLE- 2.13: List of Triangular Drain

Length of Net Length in

TCS Type Side OF Drain Length of Drain
TCS (m) formation (m)
TCS-1A 841.00 Single Side 715.00 715.00
TCS-1B 560.00 Single Side 516.00 516.00
TCS-2 1135.00 Single Side 1070.00 1070.00
TCS-3 530.00 Single Side 526.00 526.00
TCS-4 735.00 Single Side 735.00 735.00
TCS-5 110.00 Single Side 105.00 105.00
TCS-6 90.00 Single Side 90.00 90.00
TCS-7 1460.00 Single Side 1460.00 1460.00
TCS-8 370.00 Both Side 370.00 740.00
TCS-9 50.00 Single Side 46.00 46.00

Doc No: CET/3640/NHIDCL/NH-102A/U-T-T/DPR Revision: R0 Oct, 2023

Length of Net Length in

TCS Type Side OF Drain Length of Drain
TCS (m) formation (m)
TCS-10 370.00 Single Side 368.00 368.00
6571.00 6001.00 6371.00

Total Length of PCC Triangular V Drain = 6371.00 m

2.2.9 Road Markings/Signage/Road Furniture

Retro-reflective signage as per IRC standard mounted on post or overhead gantry, required for
safety and traffic control will be provided at suitable locations. Thermoplastic road markings,
road studs, delineators, crash barriers etc. will be provided at required locations to ensure
adequate safety of the road users.

2.2.10 Bus Bay & Passenger Shelter

4 nos. of Bus Bays with passenger shelter are provided at 2 locations of the proposed road:

TABLE- 2.14: List of Proposed Pick Up Bus Stop

Sr. No. Location (Design Chainage) in Km Remarks
At the start point of Bypass, i.e.,
1 0+000
connection with NH-202
2 5+600 At km 8.840 of existing NH-102A,

2.2.11 Protection Works

For proper protection of proposed road on hill and valley side, breast wall, retaining wall and
gabion wall have been proposed from road safety point of view. Details of Breast Wall, Retaining
Wall and Gabion Wall are given in Table- 2.15 to Table -2.17 respectively.

TABLE- 2.15: Details 0f Breast Wall (Height=3.0 m above GL)

Chainage (m)
Side Length
From To
0 50 Right 50
200 220 Right 20
220 240 Right 20
260 390 Right 130
475 540 Right 65
750 770 Right 20
1130 1150 Right 20
1150 1180 Right 30
1290 1320 Right 30
1320 1340 Right 20
1670 1710 Right 40
1730 1870 Right 140
1950 1970 Right 20
2110 2150 Right 40

Doc No: CET/3640/NHIDCL/NH-102A/U-T-T/DPR Revision: R0 Oct, 2023

Chainage (m)
Side Length
From To
2630 2650 Right 20
2650 2670 Right 20
2720 2730 Right 10
2730 2790 Right 60
2865 2890 Right 25
3300 3580 Left 280
3660 3750 Left 90
4530 4560 Right 30
5500 5590 Right 90
6090 6120 Right 30
Total Length of Breast Wall (m) = 1300

TABLE- 2.16: Details of RR Masonry Retaining Wall (Height=3.0 m above GL)

Chainage (m)
Side Length
From To
50 65 Left 15
67 90 Left 23
1050 1130 Left 80
1130 1150 Left 20
1270 1290 Left 20
1290 1320 Left 30
1710 1730 Left 20
2080 2100 Left 20
2100 2106 Left 6
2108 2110 Left 2
2110 2150 Left 40
2150 2180 Left 30
2400 2420 Left 20
3220 3253 Left 33
3255 3260 Left 5
3820 3870 Left 50
3870 3873 Left 3
3875 3910 Left 35
5690 5790 Left 100
6180 6270 Left 90
6440 6460 Left 20
Total Length of Retaining Wall (m) = 662

TABLE- 2.17: Details of Gabion Wall

Proposed Chainage (m) Avg.
Side Length (m)
From To Height (m)
90 170 Right 80 8
190 200 Left 7 5

Doc No: CET/3640/NHIDCL/NH-102A/U-T-T/DPR Revision: R0 Oct, 2023

Proposed Chainage (m) Avg.

Side Length (m)
From To Height (m)
200 220 Left 20 5
390 475 Left 82 5
560 680 Left 118 8
690 750 Left 58 5
770 990 Right 220 8
1150 1180 Left 30 8
1180 1270 Left 87 8
1400 1470 Left 70 5
1500 1660 Left 155 8
2100 2110 Right 8 8
2180 2270 Right 90 8
2320 2330 Right 10 8
2650 2670 Left 20 8
2670 2720 Left 50 8
2720 2730 Left 10 8
2790 2830 Left 40 8
2830 2860 Left 30 5
2860 2890 Left 25 5
2890 2920 Right 30 8
2920 2940 Right 20 8
2920 2940 Left 20 5
2940 2980 Left 38 5
3050 3180 Left 130 5
3300 3580 Right 280 8
3600 3650 Left 10 8
3660 3750 Right 90 8
3760 3820 Right 60 8
3870 3910 Right 38 8
3910 3960 Right 50 8
3960 4010 Right 50 8
3960 4010 Left 50 5
4010 4060 Right 50 8
4130 4350 Right 220 8
4440 4530 Right 90 8
4560 4730 Right 170 8
4730 4850 Right 120 8
4730 4850 Left 120 8
4970 5000 Right 30 8
5000 5030 Right 30 8
5000 5030 Left 30 8
5030 5060 Right 30 8
5060 5110 Right 48 8
5060 5110 Left 48 5
5110 5150 Right 40 8

Doc No: CET/3640/NHIDCL/NH-102A/U-T-T/DPR Revision: R0 Oct, 2023

Proposed Chainage (m) Avg.

Side Length (m)
From To Height (m)
5150 5180 Right 30 8
5150 5180 Left 30 5
5180 5280 Left 100 5
5280 5320 Left 37 8
5320 5370 Right 50 8
5320 5370 Left 50 8
5370 5410 Right 40 8
5410 5460 Left 50 5
5840 5850 Left 8 5
5850 5870 Right 20 8
5850 5870 Left 20 5
5870 5940 Right 70 8
5970 6090 Right 120 8
6120 6180 Right 60 8

Length of 8 m Gabion Wall = 3001 m

Length of 5 m Gabion Wall = 786 m
Total Length of Gabion Wall = 3787 m

2.2.12 Slope Protection:

Hill side Typical Surficial Protection and Erosion Control Measures for cut height of side slope
more than 25m are presented in described below:
(a) Coir Mat (10 m Height) = 23,135.64 sqm in 2244 m
(b) Bamboo plantation = 54,917 sqm in 8076 m
(c) Turfing with Sods = 17297.10 sqm in 2865 m

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Consultancy Services for preparation of Feasibility Study and Detailed Project Detailed Project Report
Report for Two laning with hard shoulder of Ukhrul – Toloi - Tadubi Road Pkg-1 ENGINEERING SURVEYS,
(Ukhrul Bypass) of NH-102A (Length-6.571 Km) in the State of Manipur on EPC INVESTIGATION AND
mode ANALYSIS

CHAPTER - 3
ENGINEERING SURVEYS,
INVESTIGATION AND ANALYSIS
3.1 Introduction
Different types of field studies, engineering surveys and investigations are required to gather
data and information for preparation of the report for the project road stretches. The aim of the
investigations is to develop an adequate supportive database for selecting and preparing the
most appropriate and economic proposal to meet the functional and structural efficiency of the
road as well as safety requirements.
The following are the necessary engineering survey and investigations need to be carried out at
site to assess the existing characteristics of the road:
(a) Reconnaissance Survey
(b) Road Inventory
(c) Pavement Condition Survey
(d) Inventory and Condition Survey of Existing Structures
(e) Topographical Survey
(f) Traffic Survey
(g) Sub-grade Investigation
(h) Quarry Material Survey
(i) Sub-Soil Exploration
Sub-soil exploration work will be started at bridge locations after approval of the alignment.

3.2 Engineering Surveys and Investigations

3.2.1 Reconnaissance Survey
The consultants made an in-depth study of the available maps of the project area and other
relevant information collected. A detailed reconnaissance survey was conducted for the entire
stretch of the project road and detail features such as land use, habitation, water routes, river,
intersecting roads, utilities such as electrical lines (HT/LT), etc. has been noted. This enabled
the Consultants to visualize the possible problems to be encountered while selecting the
realignment. The detailed ground reconnaissance of project influence area was utilized for
planning and programming the detailed surveys and investigations.
3.2.2 Road Inventory
Detailed inventory of the project road stretches has been prepared through visual inspection
with sample measurements to assess the existing status. Features like existing kilometerage,
terrain, land use, width of pavement and shoulders, height of embankment, geometric
deficiencies, important road junctions, railway level crossings, utilities, other roadside features
etc. were recorded. The inventory is essentially included to collect physical information on the
road and its environment for enabling preliminary assessment of the project. The existing road
is mostly single lane with earthen shoulder. Brief summary of the Carriageway & Shoulder
details are in Table 3.1.

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Table 3.1: Brief summary of Existing Carriageway

Existing Chainage (Km)
S.No. C/W (m)
From To Length
1 0.000 4.100 4.100 7.00
2 4.100 4.900 0.800 5.50
3 4.900 9.840 4.940 4.20
Sub Total (Km) 9.840

3.2.3 Pavement Condition Survey

Pavement condition survey has been carried out as per the standard format. The existing
pavement surface is of bituminous type and surface condition along the road varies from fair to
poor. Some portion of the stretches, the existing pavement is partially damaged with cracks,
potholes, raveling, rutting and considerable amount of patching. Few stretches have been
observed where bituminous layer is fully exposed. Detailed field study including pavement
condition, shoulder condition, embankment condition, drainage condition etc. were noted by
visual means supplemented by sample measurements. The following measurements were
involved:
 Cracking (as a percentage of carriageway area)
 Raveling (as a percentage of carriageway area)
 Pothole (as a percentage of carriageway area)
 Rut depth, mm
 Edge drop, mm
Shoulder and embankment conditions were determined visually and its extent will be noted.
3.2.4 Inventory and Condition Survey of Existing Structures
Inventory and condition survey of the existing structures were carried out to identify their
number, type, condition and hydrological aspects. Mainly visual inspection and dimensional
measurements were carried out during this survey. Data were collected in the standard format.
The exercise enabled to collect the visible as-built information to the extent possible and
condition to assess the individual requirements of the existing structures in route, like
widening, repair and reconstruction. Brief summary of existing structures are in Table 3.2.
Table 3.2: Brief summary of Existing Structure Details

Type Number Remarks

Culvert (Total 597 nos.)

Slab Culverts mostly not in good condition
Slab Culvert 3 Nos.
may require reconstruction of those.
Pipe culvert, mostly not in good condition may
Pipe Culvert 22 Nos.
require reconstruction of those.

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Table 3.3: Details of Existing Structure Details

Sl No. Existing Chainage (km) Type of Culvert Span/Dia.(m) Width(m)
1 0+613 Pipe culvert 1x0.6 7.00
2 4+552 Slab Culvert 1x1.0 7.50
3 5+465 Pipe culvert 1x1.0 7.20
4 5+525 Pipe culvert 1x1.0 7.20
5 5+725 Pipe culvert 1x0.6 7.50
6 5+810 Pipe culvert 1x1.0 7.50
7 5+915 Pipe culvert 1x0.6 7.50
8 6+020 Pipe culvert 1x0.6 7.50
9 6+155 Pipe culvert 1x0.6 7.50
10 6+324 Pipe culvert 1x0.9 7.50
11 6+990 Pipe culvert 1x0.9 7.50
12 7+040 Pipe culvert 1x0.6 7.50
13 7+087 Slab Culvert 1x1.5 7.50
14 7+245 Pipe culvert 1x0.6 7.00
15 7+300 Slab Culvert 1x3.0 7.80
16 7+420 Pipe culvert 1x0.9 7.50
17 7+620 Pipe culvert 1x0.9 7.50
18 7+741 Pipe culvert 1x0.9 7.50
19 7+840 Pipe culvert 1x0.6 7.50
20 7+990 Pipe culvert 1x0.6 7.50
21 8+200 Pipe culvert 1x0.6 7.50
22 8+485 Pipe culvert 1x1.0 7.50
23 8+677 Pipe culvert 1x0.9 7.50
24 9+090 Pipe culvert 1x0.9 7.50
25 9+665 Pipe culvert 1x1.0 12.40

3.2.5 Topographic Survey

The specific objective of the topographical survey is to delineate accurately the complete
existing natural and man-made features, so as to study and develop the existing road, creating
an accurate Digital Terrain Model, which is also a fundamental requirement to design the
highway through latest software. The detailed topographical survey for the existing road as well
as realignment stretches were completed with fixing BM pillars according to the procedure
outlined in the TOR. Summary of BM and GPS pillar list are in Table 3.4.

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Table 3.4: Summary of Reference Pillars Details

 BM Pillar List on Existing Road:

SL.NO. BM NO. EASTING (M) NORTHING (M) RL (M) Ex. Ch. (Km) RHS/LHS
1 BM-0/1 636898.660 2775207.500 1829.239 0.220 LHS
2 BM-0/2 637105.194 2775447.815 1859.191 0.580 RHS
3 BM-0/3 637046.944 2775573.226 1867.446 0.718 LHS
4 BM-1/1 637193.555 2776055.541 1880.379 1.230 LHS
5 BM 637223.941 2776141.517 1878.526 1.300 RHS
6 BM-1/2 637305.843 2776350.157 1887.331 1.548 RHS
7 BM-1/3 637227.627 2776477.765 1887.743 1.703 RHS
8 BM-2/1 637303.316 2776917.113 1873.944 2.215 RHS
9 BM-2/2 637291.951 2777093.195 1861.043 2.460 RHS
10 BM-2/3 637324.068 2777259.916 1858.009 2.663 RHS
11 BM-3/1 637044.485 2777761.903 1858.236 3.248 LHS
12 BM-3/2 637161.394 2777945.986 1854.351 3.473 RHS
13 BM-3/3 637145.716 2778112.540 1844.107 3.673 RHS
14 BM-4/1 637351.513 2778569.692 1849.798 4.198 RHS
15 BM-4/2 637496.797 2778748.228 1847.453 4.493 RHS
16 BM-4/3 637521.034 2778905.534 1844.137 4.688 RHS
17 BM-5/1 637523.733 2779336.845 1811.775 5.165 RHS
18 BM-5/2 637317.519 2779380.034 1794.892 5.400 RHS
19 BM-5/3 637193.070 2779185.008 1776.796 5.648 RHS
20 BM-6/1 636922.299 2778789.948 1740.922 6.213 RHS
21 BM-6/2 636748.356 2778706.086 1726.702 6.430 RHS
22 BM-6/3 636454.753 2778666.616 1705.915 6.735 RHS
23 BM-6/4 636494.820 2778565.329 1698.277 6.840 RHS
24 BM-7/1 636773.888 2778505.262 1676.652 7.148 RHS
25 BM-7/2 636679.141 2778308.660 1660.126 7.395 RHS
26 BM-7/3 636483.765 2778293.904 1648.148 7.603 RHS
27 BM-8/1 636132.033 2778083.933 1618.559 8.093 RHS
28 BM-8/2 636249.323 2777928.967 1606.126 8.300 RHS
29 BM-8/3 636089.758 2777858.469 1589.211 8.555 RHS
30 BM-9/1 635673.129 2778006.932 1558.809 9.058 LHS
31 BM-9/2 635456.265 2778092.007 1570.853 9.300 LHS
32 BM-9/3 635335.220 2778269.058 1573.395 9.545 LHS

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 GPS Pillar List on Existing road:

SL.NO. GPS NO. EASTING (M) NORTHING (M) RL (M) Ex. Ch. (Km) LHS/RHS
1 GPS-0 636869.233 2775004.140 1835.373 0.000 RHS
2 GPS-0A 636850.230 2774897.893 1836.500 0.000 LHS
3 GPS-1 637117.288 2775802.947 1880.294 0.960 LHS
4 GPS-2 637227.200 2776747.351 1877.586 2.025 RHS
5 GPS-3 637192.070 2777573.640 1858.894 3.008 LHS
6 GPS-4 637250.872 2778357.510 1841.095 3.953 RHS
7 GPS-5 637567.804 2779092.919 1833.579 4.910 LHS
8 GPS-5A 637549.229 2779151.733 1828.729 4.970 RHS
9 GPS-6 637101.404 2778969.754 1760.995 5.908 RHS
10 GPS-7 636564.103 2778576.767 1693.473 6.908 RHS
11 GPS-8 636291.882 2778166.818 1632.706 7.860 RHS
12 GPS-9 635874.792 2777894.578 1573.479 8.778 RHS
13 GPS-10 635166.260 2778319.043 1587.438 9.720 LHS
14 GPS-10A 635128.512 2778412.765 1593.902 9.825 RHS

 GPS Pillar List on Project road:

SL.NO. GPS NO. EASTING (M) NORTHING (M) RL (M) De. Ch. (Km) LHS/RHS
1 GPS-1B 2773275.373 635553.617 1683.034 0.000 LHS
2 GPS-2B 2773317.716 635649.931 1689.755 0.000 LHS
3 GPS-3B 2774573.199 635905.549 1665.437 1.480 LHS
4 GPS-4B 2775984.672 635886.645 1620.903 3.120 LHS
5 GPS-5B 2777937.793 635730.240 1559.142 5.720 LHS
6 GPS-6B 2778000.046 635679.312 1558.528 5.800 LHS

 TBM List on Existing road:

SL.NO. TBM NO. EASTING (M) NORTHING (M) RL (M) Ex. Ch. (Km) LHS/RHS REMARKS
1 TBM-B6 637160.530 2775879.331 1879.123 1.050 LHS ON THE CONCRETE STRUCTURE
2 TBM-B5 637170.672 2775876.358 1879.066 1.050 RHS ON THE CONCRETE STRUCTURE
3 TBM-A9 637213.152 2776633.768 1880.552 1.913 RHS ON THE BREAST WALL
4 TBM-A10 637222.875 2776633.933 1880.336 1.920 RHS ON THE BREAST WALL
5 TBM-A8 637460.085 2778793.380 1844.077 4.553 RHS ON THE PARAPET
6 TBM-A7 637448.598 2778791.125 1844.290 4.555 LHS ON THE PARAPET
7 TBM-A2 637125.396 2778967.141 1762.361 5.885 LHS ON THE PARAPET
8 TBM-A1 637117.129 2778974.010 1761.949 5.890 RHS ON THE PARAPET
9 TBM-A4 636789.383 2778456.727 1673.581 7.200 LHS ON THE PARAPET
10 TBM-A3 636782.720 2778458.670 1673.197 7.200 RHS ON THE PARAPET
11 TBM-A5 636670.112 2778300.431 1659.753 7.408 RHS ON THE PARAPET
12 TBM-A6 636672.604 2778293.671 1660.045 7.410 LHS ON THE PARAPET
13 TBM-B4 635823.880 2777866.690 1568.757 8.835 LHS ON THE PARAPET
14 TBM-B3 635818.583 2777864.624 1568.578 8.840 LHS ON THE PARAPET
15 TBM-B1 635156.798 2778330.759 1588.330 9.735 LHS ON THE RETAINING WALL
16 TBM-B2 635156.095 2778347.532 1588.358 9.745 RHS ON THE RETAINING WALL

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The survey has been done involving the following sequential steps:

1. Establishing Bench Marks

2. Traversing and Leveling
3. Cross-section Surveying/Detailing

Following features were recorded during detailing, in general:

 Carriageway crown, carriageway edges and two intermediate carriageway points

 Roadway edges (Shoulder break-points)
 Embankment toe-line
 Borrow pit / pond / ditch / toe drain profile, where present
 All break-points of natural ground
 Positions of individual entities such as trees, utility lines and poles, wells and tube wells,
other pillars like ROW etc.
 Property lines and structures (with description)
 Salient points on bridges and culverts (e.g. abutment, headwall, inverts level, etc.)

The data for each survey point were recorded in terms of Northing, Easting and Elevation. To
ensure standardization of works of different survey teams and to facilitate further CAD works, a
rational coding system was developed and used.
The survey data collected in the field was downloaded in text file format and converted to
graphic files using suitable software.

3.2.6 Traffic Survey

Following traffic surveys were conducted at site to estimate the present and future traffic of the
project road.
 Average Daily Traffic (ADT)
 Seasonal Variation
 Annual Average Daily Traffic (AADT)

The details of the Traffic Survey Locations and Analysis are provided in Chapter - 7 of the Main
Report.

3.2.7 Sub-Grade Investigation

Trial pits of size 1m x 1m were dug at the pavement shoulder interface at 0.5 km interval,
extending through the pavement layers down to the sub-grade level to assess the following:
a) Visual classification of soil
b) Field density
c) Field moisture content
d) Atterberg Limits
e) Existing pavement composition
f) Available CBR
After the completion of field tests and collection of samples, the pits were backfilled with the
excavated materials and compacted suitably so as not to discomfort the smooth movement of
traffic of the existing road.
Composition of Existing Pavement
Brief summary of existing crust details is shown in Table 3.5.

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Table 3.5: Summary of Crust Details

Bituminous Base course Sub
Chainage Side TP-NO. Subgrade
Surface (WBM) Grade
5+200 RHS 11 40 590 630
5+730 LHS 12 45 550 595
6+010 LHS 13 30 600 630
6+500 RHS 14 60 340 90 490
7+000 RHS 15 45 570 615
7+500 RHS 16 20 280 270 570
8+000 LHS 17 15 350 365
8+500 RHS 18 20 340 80 440
9+000 LHS 19 30 380 410
9+430 RHS 20 30 330 360

3.2.8 Quarry Material

The material investigation for road construction material required to be carried out to identify
the potential sources of construction materials and to assess their general availability,
engineering properties and quantities. This is one of the most important factors for stable,
economic and successful implementation of the road program within the stipulated time. The
material investigation is quite representative, but more exhaustive search may surely be
explored by the contractors at the time of construction. For improvement work as well as for
new construction the list of materials includes the following:
 Granular materials for sub-base works.
 Crushed stone aggregates for base, bituminous surfacing and cement concrete works.
 Sand for bituminous and cement concrete works, sub-base, filter materials and filling
materials etc.
 Borrow earth/moorum materials for embankment, sub-grade and filling.

Objective
The following are the basic objective to make material investigation:
 Source locations indicating places, kilometer, availability and the status whether in
operation or new source.
 Access to source, indicating the direction and nature of the access road i.e. left/ right of
project road, approximate lead distance from the gravity center and type of access road.
 Ownership of land/ quarries, either government or private.
 Test results, indicating the quality of materials with respect to their suitability in
construction.
 Probable use indicating the likely use of materials at various stages of construction work i.e.
fill material, sub-grade, sub-base, base, bituminous surfacing and cross drainage structures.

The potential sources of construction materials were selected from consideration of the
availability and suitability of the materials, easy access to the source and minimum hauling
distance from the source in order to make the construction economical and feasible as far as
possible.

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A) Coarse Aggregate: -
Distance from Distance on
Quarry Source to Start/ Project Road Total Probable purpose of
Material
Location End Point of (Half of Project Lead use of material
Project Road Road)
Stone
Local Aggregate, - - - GSB, WMM, Bituminous
Boulder and concrete works
etc.
B) Fine Aggregate: -
Distance from
Quarry Distance on Project Probable
Source to Start/ Total
Locatio Material Road purpose of use
End Point of Project Lead
n (Half of Project Road) of material
Road
Coarse Concrete, Filling
Itok 15 3.40 18.40
Sand works
C) Bitumen: -
Distance from Source Distance on Project Probable
Total
Location Material to Start/ End Point of Road purpose of use
Lead
Project Road (Half of Project Road of material
Imphal Bitumen - - - Wearing course

D) Cement: -
Distance from Distance on
Probable
Source to Start/ Project Road
Location Material Total Lead purpose of use
End Point of (Half of
of material
Project Road Project Road
Imphal Cement - - - Structural Work

E) Reinforcement: -
Distance from Distance on
Probable
Materi Source to Start/ Project Road
Location Total Lead purpose of use
al End Point of (Half of Project
of material
Project Road Road
Imphal Steel - - - Structural Work

3.2.9 Borrow Area Requirement

Total Earthwork in Cutting = 880161.66 cum. (Ref. Quantity Calculation for Road Works: Cost
Estimation) Total Ordinary Rock Cutting volume = 17603263 cum.

So, Total Earthwork in soil = (880161.66 – 176032.33) cum. = 704129.33 cum.

Earthwork used for filling in embankment from Roadway cutting material =301933.50 cum.

Total Earthwork in Filling comes to is much lesser than the total earthwork in soil.

So, no Earthwork required for embankment construction from Borrow area.

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3.2.10 Muck Disposal

The muck from hill cutting and construction activities will be safely disposed at suitable
locations. Principle adopted for selecting muck dumping areas was to avoid sensitive areas like
dense vegetation, natural water courses and areas prone to landslides. During the selection of
the dumping sites preference was given on the following aspects.
 The muck does not fall/ flow into stream/river.
 Dumping sites should be at least 30 m (horizontal) away from the High Flood Level of
the River/ stream.
 The sites are free from active landslides or creeps.
 The sites should not fall within pristine forest nor are these habitats of threatened
species of flora and fauna.
 The sites are located close to its source in order to avoid long distance haulage.
Requirement of total Muck Disposal area has given below:

Muck ID M-01
From 5+070
Design Chainage
To 5+300
Village Hunphun (Ukhrul)
X (Longitude) 94°20'53.74"E
Y (Latitude) 25° 6'24.53"N
Quantity of Muck/Debris generated in Cum 880162
Estimated Quantity of Muck/Debris proposed to be utilized for
301934
Filling in cum
Estimated Quantity of Rock material obtained from cutting will be
63514
used as retaining structure in cum
Estimated quantity of muck/debris proposed to be dumped in cum. 514714
Estimated quantity of muck/debris dumped in Valley Side within
32855
Proposed ROW in Cum
Estimated quantity of muck/debris dumped in other location in Cum 481859
Avg. Dumping Height in M. 20
Avg. Dumping Area (Sqm.) 24093
Avg. Dumping Area (Ha.) 2.4093

3.2.11 Sub-Soil Exploration

There is no existing bridge observed in the present alignment.

Photographs

Photographs of field activities are given below:

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Culvert Inventory Traffic Survey

Traffic Volume Count Survey Axle Load Survey

Pavement Condition Survey Road Inventory

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Road Inventory Road Inventory

Pavement condition Survey Chaining with Roadometer

Culvert Inventory Topographic Survey

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Topographic Survey work Trial Pit

Geotechnical Investigation Work Traffic Survey

Axle Load survey OD Survey

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CHAPTER - 4
METHODOLOGY

4.1 Objective
The main objective of the consultancy service is to establish the technical, economic and
financial viability of the project. Feasibility of the project shall be established on the
requirements with regard to rehabilitation, up gradation and improvement of road, based on
the following activities: -

 Highway Design
 Pavement Design
 Type of Intersections & development
 CD & Bridge design
 Rehabilitation & Widening of Existing CD Works & Bridges
 Road Safety Feature,
 Quantities and Cost Estimates
 Social & Environmental Impacts

The project involves a series of inter-related activities, both in the field and in the design office.
Methodology for carrying out these activities is described in the following paragraphs.

4.2 General
As per requirements of the study, the consultants had carried out different types of field studies,
engineering surveys and investigations to gather data and information necessary for Feasibility
Study (FS). The aim of investigation was to develop 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 the Quality Assurance Plan submitted.
A competent team of suitably qualified key professionals as per the requirements of TOR and
other supporting staff has been selected for carrying out the services and moved to site from
time to time.
The major aspects of surveys and investigations relevant to the present study cover the
following:

4.3 Topographic Survey

The specific objective of the topographical survey in the highways is to delineate accurately the
complete existing natural and man-made features, so as to study and develop the existing road
to a 2-lane with hard shoulder configuration; creating an accurate Digital Terrain Model, which
is also a fundamental requirement to design the highway in the latest computerized road
surface design. Longitudinal and cross sections at suitable interval as per TOR have been taken
for the purpose of developing the DTM base for design. The obtained data has been used to
design the cross-drainage system allowing the storm water / flood water to flow out smoothly.
The topographical survey was taken up for DTM using most modern Survey technique with the
help of GPS, Total Station, LiDAR and approved commercial software.
The topographical survey work includes:

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 Establishment of a network Planimetric control points, as well as, height control points.
 Detailed topographical survey
 Detailed height control work taking longitudinal and cross sections all along the stretch
for creating a mathematical base for development
 Transfer of the designed road alignment on to the ground in mathematical data system.
Reconnaissance survey was taken up to fix appropriate location for GPS Pillars and reference
pillars, considering correct & optimum use of them during further surveys.
Dual frequency GPS instruments were used to obtain absolute values of points in spherical co-
ordinate, that is, in Longitude & Latitude. Prefabricated pillars about 5km away were installed
throughout the length of the highway and proposed diversions, if any, whose Longitude &
Latitude values were fixed by GPS instrument. These values of GPS pillars were thereafter
converted to its metric components. These points were formed the base of absolute values to
which Total station traverse using these co-ordinate systems were tied to. These pillars were
located in such a distance from the road center line, so that these are not disturbed during
project activities.
These pillars have corrected BM values on them so that they will be serially numbered and their
description will be duly provided to ensure easy identification and accessibility in future. They
were constructed in accordance to the specification given in the Terms of Reference.
During geodetic control surveys, height control survey was also taken up and Reduced levels
referred to Mean Sea level were obtained and assigned to all pillars, GPS pillars and reference
pillars are as per TOR. Prior to detailed survey, XYZ values were distributed to all reference
pillars.
These control survey pillars were formed the basic data system, the mathematical base on
which the crucial test of three-dimensional topographic survey was founded. The major task of
delineating the total highway stretch in 3D system along with all bridges / culverts and all
features within the ROW, trees, plantations etc., and the surrounding natural landscape were
noted for future environment.
Topographical Survey consists of:
 GPS traverse about 5 km apart with a pair of points consisting of absolute values in
global terms and in metric terms.
 Total Station traverse from one GPS pillar to the next GPS pillar.
 Assigning Reduced levels / heights to all road side features referred to MSL. Also, long
section at regular interval and cross sections at an interval as per TOR to delineate the
exact existing road surface along the alignment. The cross-sections were taken at 50m or
closer interval as required.
 Ground verification of the Terrain Modeling, with reduced level values.
 Total mapping of the alignment.
 Check terrain modeling by drawing sections at all required places, on the
mathematically created model of the road.
The pillars were established along the road within the ROW at suitable places at 250m intervals.
Both the GPS and BM pillars have unique serial numbers. They were constructed to facilitate
detailed survey.
All topographical features, utility service lines, existing on the road have been surveyed; bearing
the data in XYZ system. Existing road were surveyed in detail, taking XYZ values at Road center,
Road edges, Road shoulders, Toes and normal ground away from toe line. Trees above 300mm
girth were also surveyed. Buildings, hutments, goomties and all existing features, natural or
man-made were surveyed, and each point will have XYZ values. Road curves were surveyed

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with special attention for development of proper existing geometries and cross roads were
surveyed with proper weightage on the type of road, keeping in view for improved junctions
and or intersections.
Longitudinal sections levels were taken at 25 m intervals longitudinally or closer at curves or if
the topography demands and cross-sections were taken at 50m or closer interval as required.
 Existing road center (carriageway)
 Edges of the carriageway
 Edges of the shoulders
 Edges of berm
 At suitable interval beyond Valley & Hill sides up to corridor of impact.
The closer intervals of taking cross sections were chosen according to topographical condition
at the point.
Longitudinal and cross sections for major and minor streams were measured as per
recommendations contained in IRC: SP:13-2004 and IRC-5-1985 which will be followed in
totality.
Coding and matching of different topographical features between Total Station and Computer
Software have been finalized in compatible terms.
On completion of topographical survey, the drawing has been prepared by using AutoCAD
software and PC compatible data of total station. Ground verification of a few check plots and all
details of the detailed survey was guard against omissions or discrepancies.
All digital data in XYZ format from the ground survey by Total Station and LiDAR were used for
mapping by means of Auto-Cad at site and also at the Corporate office, using the proprietary
software: "MX ROAD or INROADS". This software was used for Digital Terrain Modeling for the
proposed carriageway of the Highway.

4.5 Road Inventory

A detailed inventory of the project road has been prepared through dimensional measurements
and visual inspection to assess the existing status as per IRC SP:19-2001 and also keeping in
mind that these will become part of concession agreement as Scheduled. Features like chainage,
terrain, land use, width of pavement and shoulders, height of embankment, geometric
deficiencies, important road junctions, utilities etc. were recorded in the prescribed format. The
road inventory data for the project road length was collected for each kilometer and part
thereof as warranted by appreciable change in the physical features as mention below: -
 Terrain
 Land-use pattern
 Carriageway width, surfacing type
 Shoulder surfacing type and width
 Sub-grade, local soil type @ every 500m or change of feature whichever is earlier
 Horizontal and vertical curve
 Road intersection type and details
 Retaining structure details, height of embankment or cut
 Location of water bodies and other utility services
 Existing ROW information
 Culverts, bridges and other structures
 General drainage conditions

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The team of Highway and Bridge Engineer & supporting staff carried out road inventory
covering the above detail on roads and the site data has been computerized in main office.

4.6 Pavement Condition Survey and Investigation

Pavement Condition Survey has been carried out by the Pavement Engineer with supporting
Staff and following pavement distress has been noted along the entire project stretch. All the
data has been compiled in the main office.
 Cracking (as a percentage of carriageway area)
 Raveling (as a percentage of carriageway area)
 Pothole (as a percentage of carriageway area)
 Rut depth, mm
 Edge drop, mm
4.7 Pavement Investigations
Pavement Investigation has been done by means of trial pit excavation @ 500 m interval at
pavement shoulder interface in case of existing road. For the road along new alignments, the
test pits for sub grade soil has been carried out @ 5 km or for each soil type, whichever is more.
The Survey was carried out to determine the following

 Existing pavement composition and thickness

 Sub-grade Characteristics and Strength

4.8 Drainage
Existing Drainage pattern along the corridor has been surveyed and following information has
been noted by Bridge Engineer and his side team. The investigations are regarding:

 Road side Drainage

 Inventory of Cross Drainage Works and Bridges
 Condition and Structural Adequacy
 Hydraulic adequacy

The above details have been included in Appendix of Feasibility report.

4.9 Sequence of Activities

Based on an in-depth study of the scope of services contained in the TOR for the project, the
consultants have evolved a methodology where in the work has been divided into a set of Task
Series that are listed below:
Task Series and Individual Task Elements

 Initial Activities
o Project Start-Up and Inception
o Team Mobilization & Start-up Meeting
o Secondary Data Collection and review
o Reconnaissance Survey
o Standards and Code of Practices
o Finalization of Traffic Survey Stations and Locations
o Preparation of Inception Report & Quality Assurance Plan

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 Engineering Survey
o Engineering Surveys/Investigations
o Reconnaissance
o Road Inventory
o Topographic survey
o Longitudinal & Cross Sections
o Details of utility services & other physical features

 Traffic Survey and Analysis

o Average Daily Traffic (ADT)
o Seasonal Variation
o Annual Average Daily Traffic (AADT)
o Axle Load Survey
o Traffic Demand Estimates

 Pavement Survey
o Pavement Condition Survey
o Pavement Investigation using trial pit at pavement shoulder interface
o Sub-grade Characteristics and Strength

 Cross Drainage Survey

o Investigations for Bridges and Structures
o Inventory of Bridges, Culverts and Structures
o Hydraulic and Hydrological Investigation
o Condition Survey for Bridges, Culverts and Structures

 Material Survey
o Material Investigations

 Design Work Desk Study

o Detailed Engineering Design
o Design Standard
o Geometric Design
o Pavement Design
o Design of Embankments (if required)
o Design of Bridges & Structures
o Drainage Design
o Traffic Safety features, Road Furniture and Road Markings
o Arboriculture and Landscaping

 Miscellaneous Engineering work

o Bus bay with passenger shelter
o Protection work & traffic safety

 Environment & Social Study

o Environmental & Social Screening
o Environmental Impact Assessment

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o Social Impact Assessment

o Reporting Requirements of EIA & EMP
o Reporting Requirements of RAP

 Cost Estimate
o Estimation of Quantities and Project Costs
o Rate Analysis
o Detailed Estimates for Quantities and Project Cost
All the above survey/collection of information have been carried out and used against
respective design of project road.

4.10 Detailed Methodology Adopted

The methodology evolved for the assignment has been structured into a set of inter-related but
distinctive ‘Task’ elements, which are designed to carry out specific tasks. The output of each
‘Task’ element or activity in the network of various ‘Tasks’ is either an input to another ‘Task’ or
a distinct output as per scope of works. The details concerning objectives and work assigned to
each ‘Task Series’ and individual ‘Task’ elements are discussed in this section.

4.11 Secondary Data Collection and Review

During the project secondary data have been collected and they are as follows:

 Fuel seal Data

 Information regarding type of forest
 Information regarding Land Revenue Maps / Community Land

The data thus collected are reviewed and taken up further for necessary action.

4.12 Reconnaissance Survey

The following documents and data have been collected the process of procurement during the
reconnaissance survey by the team:

 Climate of the area surrounding the project road

 Road inventory and condition
 Year of original construction, year and type of major maintenance/rehabilitation works.
 Condition of bridges and cross-drainage structures
 Type and location of existing utility services
 Hydraulic data
 Survey and evaluation of locally available construction materials

4.13 Standards & Codes of Practice

All activities related to field studies, design and documentation have been done as per the latest
guidelines/circulars of The MORTH and relevant publications of the Indian Roads Congress
(IRC) and Bureau of Indian Standards (BIS).

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4.14 Finalization of Traffic Survey Stations and Locations

After the reconnaissance survey and desk studies of the maps available of the project area,
Traffic survey stations and their locations have been finalized by discussing with NHIDCL.

4.15 Traffic Demand Estimates

The traffic demand estimates for the passenger as well as freight will be made by the
consultants keeping in view the past and existing traffic levels, operational characteristics,
divertible traffic from other road forecasts made for similar roads. Traffic projections are
carried out using the growth rate prescribed in IRC: 37-2018 and hill road manual. The
projections are done vehicle type-wise. The projected volumes are incorporated / utilized to
obtain the total cumulative number of standard axles expected for 20 years design period.

4.16 Preparation of Quality Assurance Plan

Immediately upon the award of the consultancy work, based on our extensive experience in this
field and our knowledge of the project, a detailed draft Quality assurance Plan (QAP) has been
prepared which covers all aspects of field studies, investigations, analysis, design and
documentation. The system also ensures responsibilities to be shared by concerned key
personnel.
The Consultants have used the system recently completed / on-going projects of similar nature
and ensured effective implementation of procedures, checks, calibrators and control networks
outlined in the system for traffic surveys, engineering surveys and investigations, design of
road, pavement, bridges and structures, environmental and social impact assessment, economic
and financial analysis and documentation.
The QAP will be provided to all the team personnel and to NHIDCL official to control and
monitor the quality of work and project deliverables.

4.17 Hydraulic and Hydrological Investigation

Hydrological investigation has been carried out for those structures, whose waterways are
found to be inadequate from local inquiry and records of pasts flooding patterns and drainage
patterns. The task is preceded by desk study of available data on topography (topographic
maps), storm duration, rainfall statistics, top soil characteristics, vegetative cover etc. so as to
assess the catchment areas for all proposed drainage provisions. The findings of the desk study
are further supplemented and augmented by a reconnaissance along the area. All-important
hydrological features will be noted during this field reconnaissance.
The information on high flood level (HFL), low water levels (LWL) (if available) are collected
from past records, local inquiries and visible signs, if any, on the banks of streams and
structures existing. Local inquiries are also be made with regard to the sections getting water
logged/flooded during heavy rains.
The existing stream is checked for the adequacy of the waterway and the proposed bridge is
provided accordingly. Wherever it is found inadequate, the hydrological studies will be made to
bring out the pertinent data required for design covering the following parameters:
 Catchment area;
 Rainfall;
 Run-off duration and intensity relationship;
 Catchment run-off characteristics and
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Consultancy Services for preparation of Feasibility Study and Detailed Project
Report for Two laning with hard shoulder of Ukhrul – Toloi - Tadubi Road Pkg-1 Detailed Project Report
(Ukhrul Bypass) of NH-102A (Length-6.571 Km) in the State of Manipur on EPC METHODOLOGY
mode

 Channel slopes and discharge characteristics

The hydrological studies will be performed using widely accepted procedures. For culvert and
bridge locations where the stream channels are established, the discharge will be computed
using the standard procedure adopting the Area – Velocity method. For other locations where
the stream channels are not well defined, the flow will be estimated using widely used empirical
methods.

4.18 Condition Survey for Bridges, Culverts and structures

The consultant inspected the existing structures and their condition and structural assessment
survey conducted by the senior experts. For the bridges, identified in distress condition, if any,
supplementary testing will be carried out as per IRC-SP: 35-1990. All the existing bridges and
culverts are already catering for the present-day heavy traffic and loading and hence load tests
may not be needed as could be judged from preliminary reconnaissance survey.

4.19 Geotechnical Investigations and Pavement Investigations

Geo-technical Investigations and sub-soil explorations as per Terms of Reference would be
conducted for proposed bridge locations after approval of alignment.
The strength of Sub-grade layers has been evaluated in the field using DCPT tests and
Laboratory samples from Trial Pits. Trial pits have been dug at every 500m in existing road
portion on alternate side of road of 1m x 1m x 1m size. For the road along new alignment, the
test pits for sub grade soil has been carried out @ 5 km or for each soil type, whichever is more.
The laboratory testing of soil samples includes:

 Soil characterization (grain size distribution and Atterberg Limits);

 Moisture content, natural density;
 Laboratory CBR (un soaked and 4-day soak compacted at three energy levels) and swell

The parameters for design will be selected after careful consideration of the engineering
strength values and geological information. The investigations for high embankment will be
carried out as per IRC Special Publications No.75. For proposing fill materials behind the
abutments requisite tests will be done.

4.20 Material Investigation

The borrow areas adjacent to the right of way and off-road locations has been explored.
However, the soil / earth generated from cutting would be sufficient for the filling purpose and
soil from borrow area wouldn’t be required.
The investigation for Stone aggregate and sand comprises of qualitative and quantitative
assessment of potential quarries and determination of their suitability for use in:
 graded crushed stone base and sub-base
 bituminous base and wearing courses; and,
 Concrete works.

The potential sources of hard stone samples for ascertaining their suitability in road
construction and concrete works includes:

 Sieve Analysis;

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 Specific gravity;
 Water absorption;
 Los Angeles Abrasion Value (LAV);
 Aggregate impact value (AIV);
 Flakiness Index;
 Elongation Index;
 Bitumen affinity and stripping value;
 Chemical tests (total soluble salts, chloride content, sulphate content, alkali-silica
reaction); and,
 Soundness.

Potential source of sand has been identified. The testing for sand samples in the laboratory
includes.
 Grain size analysis;
 Specific Gravity;
 Water Absorption
 Fineness Modulus
 Deleterious Materials (Fineness 75 micron) Silt & Clay contents only

4.21 Pavement Design

The pavement design for the road is done on the basis of cumulative number of standard axles
and the CBR of the sub-grade. The composition of pavement is recommended keeping in view
the construction and maintenance costs. For pavement overlays, the deflection criteria are
considered.
Pavement design will accord with the established codes and procedures. Flexible, bituminous
pavement is designed for the New & Widening pavement whereas the structural condition has
necessitated replacement of existing pavement. The design life of the pavement is taken as 15
years.

4.22 Design of Embankments

Final design for high embankments will be done based on the profile and terrain model
developed from the topographical survey using available design software. The design will
provide for maximum utilization of locally available materials consistent with economy.

4.23 Design of Bridges and Structures

According to the conceptual design of various improvement proposals, the consultant will
identify the tentative structural arrangement of bridges and other cross drainage structures etc.
for all the improvement alternatives. The Consultant will also carry out the preliminary design
for these structures for sizing of various components of structures and prepare general
arrangement drawings of all structures. The structure will be designed considering:
 use of modern construction technologies, such as precasting, composite constructions
etc.,
 adequate diversion facility during construction,
 minimal maintenance costs,
 topographical and geotechnical characteristics of the embankments,

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 aesthetic requirement, and

 cost considerations

Consideration will be given as far as possible to the possibilities of standardization of structures

and adoption of the construction methods to the practices in India, in accordance with
acceptable international practice.
General arrangement drawings will be prepared and shall be suitable for preliminary quantity
estimates. The Consultant will also propose the scheme of various phases of construction for all
the structures.
The consultant will review the preliminary design of all structural components of various
structures and formulate the final design standards for each of the structures proposed in the
improvement scheme. During finalization of the standards, a close liaison will be assured with
NHIDCL
The consultant will carry out the structural design for bridges and other cross drainage
structures including design of foundations, geometric features and typical sections. The detailed
engineering design will include the following:

 General plans and layout

 Design of superstructure
 Design of sub-structure
 Design of foundations
 Reinforcement schedules
 Construction schedules

Detailed drawings will be prepared and shall be suitable for estimating, bidding and
construction purposes.
The Bill of Quantities will allow the renderers to properly price the works with prices for each
type of formwork, concrete, pre-stressing units, reinforcing steel etc.
The General Arrangement Drawings (GAD) would be prepared and the same would be done in
accordance with design, the relevant IRC and Bureau of Indian Standards Codes:
 Geometry;
 Structural design of Bridges components;

The following types of loading will generally be considered while evolving GADs
 Dead load;
 Superimposed dead loads;
 Live loads with impacts;
 Wind loads and seismic effects;
 Temperature forces;
 Water current forces if any; and
 Earth pressures

The bridges will be designed for the live load which gives the worst effects at the point under
consideration. Appropriate relationships for earth pressure effects will be taken into
consideration. The coefficients for active and passive earth pressure will be calculated based on

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properties of soil used for backfilling behind abutments and wing walls. Continuous structures
would be designed to accommodate a differential settlement (at least 10mm) of supports. The
type of foundations, either open or pile shall be decided taking into consideration, the
properties of soil and the type of foundations for the nearby structures.

4.24 Drainage Design

The requirements for adequate drainage both along and across the project will be studied and
determined. This will establish which of the existing culverts are adequate. Hydrologic and
hydraulic studies will be performed to determine the additional drainage facilities required and
the appropriate improvements to existing culverts. The study will also report on the adequacy
of existing embankment heights.
Within each catchment area the design of existing bridges, in respect of scour, flooding width,
stream velocity etc. will be supported by the results of hydrologic and hydraulic studies that
extend a sufficient distance upstream. This analysis will be augmented by discussion with local,
informed sources.
Side drainage will be designed through an appraisal of local practice and the economic
construction methods. Particular attention will be given to the need for scour protection within
embankments and the discharge point of new drainage into existing drainage channels.

4.25 Traffic Safety Features, Road Furniture and Road Markings

Suitable designs will be furnished for traffic safety features and road furniture including traffic
signals in urban areas, signs, markings, overhead sign boards, crash barriers, delineators,
fencing in selected stretches etc. Generally, IRC guidelines and MORT&H Specifications will be
followed. The locations of these features will be given in the reports and also shown in the
drawings.

4.26 Miscellaneous Works

The Consultant will make suitable designs and layouts for miscellaneous road works items and
project facilities like bus bays, truck Lay byes etc.

4.27 Environmental Impact Assessment

The Environmental Screening and Preliminary Assessment has already been done. The
Consultant will carry out analysis and make environmental impact assessment analysis, such as
short and long term, direct and indirect, and positive and negative in respect of different
parameters such as physical (air, water etc.), Natural (vegetation, wetlands, conservation area)
and social (land use, noise, topography etc.).
The objective of the study will be ascertaining in the existing baseline conditions and assess the
effects as a result of construction of the Highway. While assessing impact, the consultant will
study available Acts, legislation and Rules with a view to ensuring compliance with various
requirements. Local people will be consulted on various issues.
The changes likely to occur in different components of the environment viz. physical, biological,
socio-economic etc. will be studied and analyzed. The area of Study will be ROW of the proposed
project road. Based on project particulars and the existing environmental conditions, potential
impacts will be identified that are expected to be affected, and wherever possible, these will be
quantified. Both positive and negative impacts will be evaluated to have an idea about resultant
impacts. These impacts will be assessed for various phases of project cycle namely, location,

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design, construction and operation. The standard methodology will be adopted for impact
prediction and assessment.

The issues in each phase will be considered as follows:

 Impacts due to Project Location
 Loss of lands,
 Encroachment into forest lands and loss of trees and forest produce,
 Encroachment into grazing lands,
 Encroachment into nature reserve,
 Loss of historical and cultural monuments,
 Effect on water resources inside and outside the project, and
 Erosion and situation risk.

 Impact due to Project Design

 Drainage problem,
 Impacts related to design structures,
 Visual and landscape impacts, and
 Slope stability.

 Impacts due to Project Construction

 Soil pollution at construction sites,
 Pollution by construction spoils,
 Health risks,
 Cultural hazards and
 Noise and air pollution,

 Impacts due to Project Operation

Positive:
 Quick service,
 More employment,
 Better safety,
 Tourism and recreation,
 Less fuel consumption and air pollution
 Regional development

Negative:
 Air pollution,
 Noise pollution,
 Solid/soil waste problems etc.
 Associated regional development problems, and
 Increase severance of communities.

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4.28 Social Assessment

The section provides details on the approach and process adopted to carry out the requisite
surveys, consultations, collection and compilation of information from various sources in
preparation of the LAP and RAP.
After initial interactions with project officials and also with revenue officials at the different
block offices in the district, a list of villages were collected to ascertain the ROW details along
the entire stretch. It helped to confirm the exact ROW available and to plan for additional land
that needs to be acquired and/or transferred from other government departments or villagers.
In parallel, social screening exercise was carried on broad indicators such as:
i. Estimates of the total impacted population along the entire stretch;
ii. Potential impacts on the privately-owned land and commercial structures particularly in
town areas and
iii. Impacts on common property resources. A field surveyor and a sociologist carried out
the social screening to prepare an inventory of the potentially impacted structures and
also held sporadic interactions with the local population living en-route. For the
purposes of survey as required under the Scope of work, the corridor of impact was
taken as thirty meters either side of the existing center-line. Impacts on land owned
privately and by the community were noted and recorded. Besides, Common Property
Resources that lay en-route on either side of the project road were observed and
recorded. Preliminary interactions with the impacted persons were sought to elicit their
perceptions and apprehensions of the project. Interactions with the locals were carried
to discuss their concerns specifically relating to safety, road widening, potential impacts
to their properties and expected impacts.
Further, upon super imposition of the road design alignment onto the existing road land, the
exact requirement of land both for widening and provision of key project facilities shall be
known. The census survey would be undertaken as soon as adequate engineering details and
proposed ROW is known. Impacts will be assessed in the immediate and extended influence
zone of the road. The inventory of social resources in the probable impact zone will form the
baseline for assessment of likely social impacts. Assessment of the impacts will form the basis of
entitlement framework and the Resettlement Action Plan. A full census of all likely PAPs within
the area of direct influence (the existing ROW in most of the cases) will be carried out along the
highway corridor. The survey will identify in a comprehensive manner, the physical location of
the PAPs. Following which, the consultant shall conduct base line socio economic and census
survey to
 assess the impacts, establish ownership and
 prepare the land acquisition plan and assist MoRTH in acquisition of land following
establish of ownership of the land – government.
 prepare resettlement and rehabilitation plan
 Assess feasibility & effectiveness of income restoration strategies and suitability to
relocation sites.

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4.29 Estimation of Costs and Budgeting for LA & R&R

The consultant has in discussions with the concerned project official and local concerned village
secretary has taken note of the procedure for acquiring the private land. Further, the structures
(residential and commercial) and also crops too have been obtained. To estimate the
resettlement budget, the cost of impact of private properties and also for administration of
suitable R&R measures has been considered.

4.30 Reporting Requirements to EIA

The Consultant will prepare a report as per the requirement of MoRTH which will include

 Environmental setting of the project

 Identification and categorization of potential impacts
 Analysis of alternatives with the avoidance and environmental management solutions
 Public consultation process
 Policy, legal and administrative framework
 EMP reports for each contract packages including environmental enhancement
measures and environmental monitoring plans

4.31 Reporting Requirements of RAP

Requirements for preparing Resettlement Action Plans are stringent and surveys previously
undertaken will ensure that such plans are capable of implementation before the new right-of-
way is confirmed and design is finalized. The RAP would broadly cover the following:

 The need for resettlement in the project and evaluation of measures to minimize
resettlement
 Descriptions and result of public consultation and plan for continued participation of
PAPs. Census and survey results – number affected and how they are affected.
 Arrangements for monitoring and evaluation
 Implementation schedule for resettlement
 Matrix of scheduled activities linked to land acquisition procedures
 Payment of compensation and resettlement during acquisition
 An itemized budget and unit costs for different assets

The detail environment & social survey will be carried out by environment and social expert
after approval of alignment and data will be incorporated in the final feasibility report.

4.32 Estimation of Quantities and Project Costs

Rate Analysis
Rate analysis has been done based on the Manipur Schedule of Rates for NH and MoRTH Works
2016, published by Public Works Department (National Highways), Government of Manipur.

Detailed Estimates for Quantities and Project Costs

Based on the designs and drawings, bill of quantities will be prepared by the consultants for the
following items as under:
 Site clearance and Dismantling;
 Earthwork and Sub-grade;

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 Sub-base, Base Courses & Shoulder;

 Bituminous Courses;
 Junction Improvement;
 Traffic Signs, Road Marking and Other Road Appurtenances;
 Passenger Shelter;
 Drainage and Protective works;
 Bridges and culverts

The format for bill of quantities will be as adopted by the consultants for similar type of
National Highway projects in India and as agreed by MoRTH.
Project base costs for the Project will be prepared with the unit costs derived as explained
above and the quantities developed by detailed engineering design activity.
After discussion with NHIDCL, suitable allowances for physical and price contingencies will be
made to produce final engineering estimates for the contract packages decided during DPR
stage.
Cost estimate along with rate analysis and BOQ prepared based on improvement proposal
suggested in design and submitted in volume-II of Draft Feasibility Report.

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CHAPTER – 5
SOCIO-ECONOMIC PROFILE
5.1 Introduction & Background
The State
Manipur is one of the Border States in the northeastern part of the country having an
international boundary of about 352 km long stretch of land with Myanmar in the southeast. It
is bounded by Manipur in the north, Assam in the west and Mizoram in the south. It has a total
area of 22,327 sq km. It lies between 23.8°N to 25.7°N latitude and 93.5°E to 94.8°E longitude.
Geographically, the state of Manipur could be divided into two regions, viz. the hill and the
valley. The valley lies in the central part of the state and the hills surround the valley. The
average elevation of the valley is about 790m above the sea level and that of the hills is between
1500m and 1800m. The hill region comprises of ten districts viz. Senapati, Kangpokpi,
Tamenglong, Noney, Churachandpur, Pherzawl, Chandel, Tengnoupal, Ukhrul, Kamjong and the
valley region consists of six districts, viz. Imphal East, Imphal West, Thoubal, Jiribam, Kakching
and Bishnupur. The hill districts occupy about 90 percent (20,089 sqkm) of the total area of the
state and the valley occupies only about tenth (2,238 sq. km) of the total area of the state.
The Economy
Manipur has a literacy rate of 79.21% (According to 2011 census) per cent. The main languages
of the state are Meitei/Meeteilon (Manipuri), Tangkhul, Kabui Kuki, Hmar, Paite, Thadou,
Bishnupriya Manipuri, English, Hindi and local dialects. There are forests of teak, pine, oak,
uningthou, leihao, bamboo, and cane. Rubber, tea, coffee, and cardamom are grown in hill areas.
Rice and cash crops make up the main vegetation cover in the valley. Agriculture is the main
mode of living of the people. People of Manipur are also engaged in handloom sector which is
the largest cottage industry in Manipur. The main vegetables and fruits are Cauliflower,
Cabbage, Tomato, Pea &litchi, cashew nuts, walnuts, orange, lemon, pineapple, papaya, peach,
pear, banana and plum. The major minerals are Limestone, Asbestos, Copper, Lignite, Nickel,
Chromites, Salts etc. Small industries like Handlooms, Handicrafts, Sericulture, Food Processing,
Bamboo Processing, IT, Hydro Power and Tourism are present in the state.
The Environment
The climate of Manipur is largely influenced by the topography of this hilly region. Lying 790
meters above sea level, Manipur is wedged among hills on all sides. This northeastern corner of
India enjoys a generally amiable climate, though the winters can be a chilly. The maximum
temperature in the summer months is 32 °C (90 °F). In winter the temperature often falls below
0 °C (32 °F), bringing frost. Snow sometimes falls in hilly regions due to the Western
Disturbance. The coldest month is January, and the warmest July.
The state is drenched in rains from May until mid-October. It receives an average annual rainfall
of 1,467.5 millimeters (57.78 in). Rain distribution varies from 933 millimeters (36.7 in)
in Imphal to 2,593 millimeters (102.1 in) in Tamenglong. The precipitation ranges from light
drizzle to heavy downpour. The normal rainfall of Manipur enriches the soil and helps in
agriculture and irrigation. The South Westerly Monsoon picks up moisture from the Bay of
Bengal and heads toward Manipur, hits the eastern Himalaya ranges and produces a massive
amount of rain. The climate is salubrious with approximate average annual rainfall varying from

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933 millimeters (36.7 in) at Imphal to 2,593 millimeters (102.1 in) at Tamenglong. The
temperature ranges from sub 0 to 36 °C (32 to 97 °F).
Poverty
As per the estimates, Manipur saw the highest rise of 9.2 percentage points in poverty between
2004-05 and 2009-10, followed by Mizoram (5.7 percentage points), Assam (3.5 percentage
points) and Meghalaya (1 percentage point).
Indigenous People
The Meitei constitute a majority of the state's population. According to 1891 census Meitei were
recorded as a forest tribe. In 1901 Meitei were listed as main tribe of Manipur. They live
primarily in the state's valley region.
Besides the Meitei people, the Thadous have the second highest percentage of the population.
The third is the Nagas who are further sub-divided into sub-tribes: Tangkhul, Maram, Poumai
Naga, Sumi, Angami, Ao, Chakhesang, Chang, Khiamniungan, Konyak, Liangmai, Lotha, Pochury,
Rongmei, Zeme, and Mao.
Different tribes are speaking in different languages. These language are
Meitei/Meeteilon(Manipuri), Tangkhul, Kabui Kuki, Hmar, Paite, Thadou , Bishnupriya
Manipuri, English, Hindi and local dialects.
HIV/AIDS & Human Trafficking Risks
Two out of the six high HIV-prevalence states in India – Manipur and Manipur – are in the
Northeast and now feature what epidemiologists call a ‘generalized’ epidemic with a strong
IDU-HIV link. This is a larger challenge for Government and NGOs fighting the epidemic in the
region in particular and the world at large.
According to estimates by the National Aids Control Organization (NACO – 2006) there are
50,000 IDUs injecting drug use in the region, the majority of them in Manipur, Manipur,
Mizoram and, of late, Meghalaya. Easy availability of drugs, stress arising from socio-political
unrest and frustration born of the lack of employment opportunities for the growing educated
youth mass in the region are often cited as the major causes of drug use a serious social disease.

5.2 Social Assessment

Objective
The objective of Social Assessment report is to present a socio-economic profile of the
subproject area with particular reference to indigenous people, communicable diseases
especially HIV/AIDS, human trafficking, poverty level, local economy like agriculture, industry,
health and educational status in accordance with guidelines and recommendations of
Government of India and the State Government of Manipur.
Project Road
Proposed Ukhrul-Toloi-Tadubi road Package-1 including Ukhrul Bypass will starts near Km 538
of NH-102A (about 6 Km before Ukhrul Town) & meets existing Ukhrul-Toloi-Tadubi Road at Ex
chainage 8+840 (De. Ch. 5+600 Km) and then follow the existing road for about 1 Km & ends at
De. Ch. 6+571 Km. Hence total length will be 6.571 Km

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Project Description
The project road lies in Ukhrul districts of Manipur. The project road is located in mountainous
Terrain. The entire road passes through major village / localities namely Hundung & Hunphun
in the State of Manipur.

Project Impact Area

The Project Impact Area (PIA) has been defined as the 2.5 km width of a band on both sides of
the project road. In broad sense the PIA may be considered as Ukhrul district as a whole.
The Project Districts
The project road passes through Ukhrul district in the state of Manipur. Brief features of the
districts are summarized below:
Ukhrul District
Ukhrul District was first marked out as a Sub-Division in 1919 by the then British-India. Later it
was upgraded to a District in the year 1969 by the Govt. of India. The District now has 7(seven)
Sub-Divisions which are co-terminus with the 8(eight) Development Blocks. The area of the
district was 1,754 Sq.Km. according to the CSI Publication 1976. Later Tengnoupal District, now
called Chandel was carved out from this district on 15th July, 1983 and the area of the Manipur
East District was sliced down to 4,544 Sq Km and the title of the district was changed into
Ukhrul District in 1983. Ukhrul District (currently including Kamjong District) is bounded by
Myanmar in the East, Chandel District in the South, Imphal East and Senapati Districts in the
West and Manipur State in the North. The terrain of the district is hilly with varying heights of
913m to 3114m (MSL). The district HQ Ukhrul is linked with Imphal, the state capital by a NH
150 about 84 Km. By ordinary passenger bus it takes about 3 hours.

Statistics of Ukhrul District in Manipur

Description As per Census-2011
Actual Population 2.37 Lacs
Area Sq. Km 4544
Density/km2 40
Sex Ratio (Per 1000) 943
Child Sex Ratio (0-6 Age) 923
Average Literacy 81.40%
Male Literacy 85.52%
Female Literacy 76.95%
Total Child Population (0-6 Age) 24,413
Male Population (0-6 Age) 94,718
Female Population (0-6 Age) 89,280
Major Indicators of the Social parameters in three Districts
Sl No District Ukhrul
1 Headquarters Ukhrul
2 Sub-districts Ukhrul, Jessami, Chingai and Lungchong Maiphei
3 Area in Sq Km 4544
4 Population (Census 2011) 2.37 Lacs

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Indigenous People Development Plan (IPDP)

Indigenous People Development Plan (IPDP) is an integral part of the Social, Economic and
Resettlement Plan of any of the infrastructural projects taken up by the authorities when a
considerable number Schedule Tribe population is affected or displaced from their natural
habitat. IPDP is also required if after the completion of the project there would be substantial
change in the region which might affect the traditional customary right over land of the tribal
people or alter their lifestyle in such a manner that they are uprooted or not in a position to
follow their tradition, culture or profess their customs or religion.
The Mitigation measures of HIV/ AIDS & Human Trafficking Risks
Awareness campaign should be conducted at regular intervals in the PIA and the road
construction sites. Distribution of IEC materials, organizing audiovisual shows and street drama
giving a proper idea of the menace of the disease should be undertaken by some reputed NGOs.
Village quacks and ANMs to be trained in detecting and responding to cases of HIV/AIDS at
initial level. There should facility at PHCs / referral hospital preferably within PIA to detect the
infected persons early.
Counseling by NGOs to be given free of charges to the poor migrating families to create
awareness against possible spread of HIV/AIDS outside the area.
The Gender Issue
Along with men in the Project areas, women will benefit from (i) easier access to markets, (ii)
increased local retailing opportunities, and (iii) easier access to health care centers and
education facilities as well. Women may also benefit more than men from the increased access
to schools and health centers.

5.3 Project Road Benefit

Project Road strategically inter connects with NH-202. The development of the road as per 2-
lane can boost the agricultural and industrial development of the surrounding area which can
be viewed as boosting economic growth and poverty reduction, bringing substantial social and
economic development in the region.

The social benefits arising due to the project will be triggered off due to improved accessibility
to various services such as easy access to markets, health facilities, schools, workplace etc which
in turn increases the income of the locals, and ultimately elevating their standard of living. The
possible direct and indirect positive impacts of the project are listed below.

 Road network will not only link the village communities to better national markets, but
also open up wider work opportunities in distant places. People can shuttle to distant
worksites and engage in construction, mining, factories, business as well as domestic
works.
 The immediate benefits of road construction and improvement will come in the form of
direct employment opportunities for the roadside communities and specially those who
are engaged as wage labourers, petty contractors and suppliers of raw materials.
 Effective drainage system to ensure that there will be no pooling of water
 Safety measures for Highway signs, Pavement marking, Traffic signals, Truck lay byes, Bus
stops and Bus bays
 Rectification of geometric deficiencies (both Horizontal & Vertical).

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 Slope protection.
 Provision of crash barrier at Bridge approaches.
 Improvement of all Major and Minor Intersections.
 Facilities for public amenities such as Restrooms, Telephone booths, Toilets, Shops and
Trauma Centres.
Other benefits: -

 It will give a major fillip to the quest for all weather connectivity.
 It will reduce travel time between towns and cities by 50% to 60%.
 It will enhance the spirit of enterprise.
 Help the locals to ply their trade.
 Provide direct employment in road construction and allied activities.
 Lower accident and provide quick accessibility to services like hospital, market, office etc.
 Will help in growth of tourism activities immensely.

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INDICATIVE DESIGN
(Ukhrul Bypass) of NH-102A (Length-6.571 Km) in the State of Manipur on EPC
STANDARDS
mode

CHAPTER - 6
INDICATIVE DESIGN STANDARDS
6.1 Geometric Design Standars (For Highways)
PROPOSED DESIGN BASIS
The following guiding principles form the basis of all good highway design:
 A uniform application of design standards for any area is essential from the viewpoint of
road safety and the smooth flow of traffic. The selection of optimum design standards
reduces the possibility of early obsolescence of the facility, which can be MORT&H thought
about by any inadequacy in the original standards.
 Faulty geometric standards, after construction, are frequently difficult to rectify at a later
date and they are always costly. As such, both horizontal and vertical geometry should be
accorded due importance at the initial design stage itself and selected standards should not
be compromised without the most careful deliberation.
 The design should thus be consistent within any area and the standards proposed for the
different elements should be compatible with one another. It is sometimes necessary to
reduce the selected design speed for economic reasons but any abrupt changes in the
design speed must be avoided.
 The selected design should minimize the total transportation cost, including initial
construction costs, costs for maintenance of the facility, and the cost borne by the road
users.
 Safety should be built-in into design elements.
 "Ruling" standards should be followed as a matter of routine. "Minimum" standards should
be followed only where serious restrictions are imposed by technical or economic
consideration.

6.2 Design Controls

6.2.1 Design Standard
In general, the design standard follows the provisions of Hill Road Manual (IRC: SP-48-1998)
and recommendations in IRC: 52-2019. Some of the salient provisions made in them and
followed in preparation of this DPR are indicated here under. In general, the project road will
have two lane configuration.
IRC GUIDING STANDARDS FOR HIGHWAYS
The preliminary designs of proposed Highways will be carried out in accordance with the
provisions of the following IRC Codes/guidelines.

Sl. No. Name of Code Descriptions

1 IRC:35-2015 Code of Practice for Road Markings (Second Revision)

Guidelines for the Design of Flexible Pavements (Fourth Revision)
2 IRC:37-2018
(with CD)
Guidelines for Design of Horizontal Curves for Highways and Design
3 IRC:38-1988
Tables (First Revision)
Guidelines for Cement Concrete Mix Design for Pavements (Third
4 IRC:44-2017
Revision)

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STANDARDS
mode

Guidelines for the Alignment Survey and Geometric Design of Hill

5 IRC:52-2019
Roads (Third Revision)
6 IRC:67-2012 Code of Practice for Road Signs (Third Revision)

7 IRC:73-1980 Geometric Design Standards for Rural (Non- Urban) Highways

Code of Practice for Maintenance of Bituminous Surface of
8 IRC:82-2015
Roads” (First Revision) (with CD)
Guidelines of Selection, Operation and Maintenance of Bituminous
9 IRC:90-2010
Hot Mix Plant (First Revision)
10 IRC:103-2012 Guidelines for Pedestrian Facilities (First Revision)

11 IRC:108-2015 Guidelines for Traffic Forecast on Highways (First Revision)

12 IRC:109-2015 Guidelines for Wet Mix Macadam (First Revision)

13 IRC:111-2009 Specifications for Dense Graded Bituminous Mixes

14 IRC:119-2015 Guidelines for Traffic Safety Barriers

Manual for Survey, Investigation and preparation of road project
15 IRC: SP:19-2020
(Second Revision)
16 IRC: SP:23-1983 Vertical Curves for Highways

17 IRC: SP:42-2014 Guidelines on Road Drainage (First Revision)

18 IRC: SP:48-1998 Hill Road Manual

Manual of Specifications and Standards for Two Laning of Highways
19 IRC: SP:73-2018
with Paved Shoulder (Second Revision)
Guidelines on requirements for Environmental Clearance for Road
20 IRC: SP-93-2017
Projects

6.2.2 Terrain Classification

The project road passes through mountainous and steep terrain. The topography is mostly rural
in nature with some built-up portion.

6.2.3 Design Speed

The project has been designed as per NH standard having two lane carriageway configuration
considering the minimum design speed of 40 km/h and ruling design speed of 60 km/h for
mountainous and steep terrain as per the guideline specified in Geometric Design as per
IRC:SP:73-2018.

6.2.4 Sight Distance

Stopping sight distance is the clear distance ahead needed by a driver to bring his vehicle to a
stop before meeting a stationary object on his path. Intermediate sight distance is defined as
twice the stopping sight distance and the vertical profile will be designed as per this sight
distance. However, safe stopping sight distance is the absolute minimum from safety angle and
must be ensured regardless of any consideration with proper road safety measures.
Design values for stopping sight distance and intermediate sight distance for various speeds:

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STANDARDS
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Design Values (meters)

Speed (km/h) Stopping sight distance Intermediate sight distance
40 45 90
50 60 120
60 90 180

Criteria for measuring sight distance:

Sl. No. Sight Distance Driver’s eye sight Height of object
1. Safe stopping distance 1.2 m 0.15 m
2. Intermediate sight distance 1.2 m 1.20 m

6.2.5 Right-Of-Way (ROW)

Proposed Right of Way has been considered 30m to 55m at Proposed Bypass for
accommodating the following cross section.

6.2.6 Cross-Sectional Parameters

In Rural Area
Carriageway = 7.0 m
Hard Shoulder = 2 x 1.50 m
Earthen Shoulder = 1 x 1.00 m
Total Roadway Width = 11.0 m

6.2.7 Widening Of Carriageway At Curve

On horizontal curves with radius up to 300 m, width of pavement and roadway shall be
increased as per the table given below:

Radius of Curve Extra Width

75-100 m 0.9 m
101-300 m 0.6 m

6.2.8 Cross-Slope/Camber
Bituminous surfacing has been proposed. The pavement in the straight reaches is to be provided
with a crown in middle and surface on either side is to have slope of 2.5% towards edge. In
reaches with winding alignment where straight sections are few and far between, the carriage
way is to be given a unidirectional cross fall of 2.5% having regard to super-elevation at the
flanking horizontal curves and ease of drainage.
The cross fall of earth shoulders is to be at least 0.5% more than that of carriage way subject to
a minimum of 3.0%.

6.2.9 Horizontal Alignment

As a general rule, the horizontal alignment should be fluent and should blend well with the
surrounding topography. In a given section there should be consistency and no element of
surprise or unexpected situation for the driver.
RADII OF HORIZONTAL CURVES
The desirable minimum and absolute minimum radii of horizontal curves for mountainous
terrain are given in the table below:

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STANDARDS
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Ruling minimum radius Absolute minimum radius

Name of the terrain
(m) (m)
Mountainous and Steep
150 75
Terrain

TRANSITION CURVES
Transition curves are necessary for vehicles to progress from a straight alignment into a circular
curve or between curves of different radius. The transition curve also facilitates a gradual
application of the super elevation and any widening of the carriageway which may be required
for horizontal curves.
The minimum length of the transition curve shall be determined from the following two
considerations, the larger of the two values being adopted for design:
i) Ls = 0.0215 V³
CR
Where, Ls = length of transition in metres
V = speed in km/hr
R = radius of circular curve in metres
C = 80
75+V
Subject to a maximum of 0.8 and minimum of 0.5
ii) The rate of change of superelvation (i.e. the longitudinal grade developed at the
pavement edge compared to through grade along the centre line) should be such as not
to cause discomfort to traveller of to make the road appear unsightly. The formula for
minimum length of transition on this basis for Mountainous and Plain Terrain are :
Ls = 1.0 V2 and Ls = 2.7 V2
R R
SUPERELEVATION
Super elevation provided on horizontal curves is based on the following formula:

e = V2
225R
Where
e = super elevation (metre/metre).
V = speed (km/hr)
R = radius (metres)
Super elevation shall be limited to 7%, if radius of curve is less than the desirable minimum. It
shall limited to 5% if the radius is more than desirable minimum.

RADIUS OF HORIZONTAL CURVES

The radius of horizontal curve is obtained from following formula:
R = V2
127(e+f)
Where,
V = Vehicle speed (km/hr)

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STANDARDS
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e = Super elevation ratio (metre/metre)

f = Coefficient of side friction between vehicle tyre and pavement (taken as 0.15)
R = Radius in metres

SET-BACK DISTANCE AT HORIZONTAL CURVES

Set-back distance from the centreline of the carriageway for obtaining requisite sight distance
across the inside of horizontal curves is calculated from following equation (vide figure-6.1 for
definitions) :
M = R – (R – N) Cos
where,
 = S/2(R-N) radians
m = the minimum set-back distance from centreline of the road to sight
obstruction in meters at middle of the curve
r = radius of centreline of the road in metres
n = distance between the centreline of road and the inside lane in metre
(n = 1.5 may be taken considering possible widening at curve)
s = stopping sight distance (minimum),
intermediate sight distance (if feasible)

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 

Provision of lateral clearance with intermediate sight distance is often not economically feasible
in hill roads. However, vision berms, as shown in figure-6.2, may be provided by benching on
hill sides in curves to provide better sighting of vehicles wherever considered necessary.

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6.2.10 Vertical Alignment

GRADIENT
Vertical curves should be provided at all grade changes exceeding those indicated below. The
minimum lengths of curve for satisfactory appearance are shown alongside:
Nature of Terrain Ruling Gradient Limiting Gradient
Mountainous 5.0% 6.0%
Steep 6.0% 7.0%

VERTICAL CURVES
The project road passes through mountainous terrain with mostly in rural area. Ruling gradient
shall be adopted as far as possible. Limiting gradient shall be adopted in difficult situations for
short lengths.

Design Speed Maximum Grade Change (%) Minimum Length of

(km/hr) not requiring a vertical curve vertical curve (m)
40 1.2 20
60 0.8 40

SUMMIT CURVES
The length of summit curves is governed by the choice of sight distance. For the project road
length is calculated for safe stopping sight distance on the basis of following formula:
 For Safe Stopping sight distance
Case (i) When length of the curve exceeds the required sight distance i.e. L > S
L = NS2
4.4
Where,
N = Deviation angle i.e. the algebraic difference between the two grades
L = Length of parabolic vertical curve in metres
S = Sight distance in metres
Case (ii) When length of the curve is less than the required sight distance i.e. L < S
L = 2S - 4.4
N
 For Intermediate sight distance
Case (i) When length of the curve exceeds the required sight distance i.e. L > S
L = NS2
9.6
Case (ii) When length of the curve is less than the required sight distance i.e. L < S
L = 2S - 9.6
N

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VALLEY CURVES
The length of valley curves should be such that for night travel, the head light beam distance is
equal to the stopping sight distance. The length of the curve is calculated as under:
Case (i) When the length of the curve exceeds the required sight distance, i.e. L > S

L= NS2
1.50 + 0.035S

Case (ii) When the length of the curve is less than the required sight distance i.e. L
<S
L = 2S – 1.5 + 0.035 S
N
In both cases,
N = Deviation angle i.e. the algebraic difference between the two grades
L = Length of parabolic vertical curve in metres
S = Stopping sight distance in metres

6.3 Flexible Pavement Design Standards

Design of New Flexible Pavement
Design of new pavement has been carried out based on IRC 37-2018 “Guidelines for the Design
of Flexible Pavements” for design life of 20 years. Procedure for the same is given below:
Step 1: To find out initial traffic in the year of completion of construction in terms of the number
of the number of commercial vehicles per day (CVPD)
Step 2: To determine traffic growth rate factor by studying the past trends of traffic growth
Step 3: Design life of Pavement
Step 4: To find out Vehicle Damage Factor to convert the number of commercial vehicles of
different axle loads and axle configuration to the number of standard axle load repetition. It may
be obtained by conducting axle load survey at site.
Step 5: To find out lane distribution factor of traffic over the carriageway
Step6: To determine design traffic in cumulative number of standard axles (msa) by the
following formula mentioned below:
N= [365 x {(1+r)n-1]/r}] x A x D x F

Where,
N = Cumulative number of standard axles to be catered for in the design in terms of msa
A= Initial traffic in the year of completion of construction in terms of number of
commercial vehicles per day
D = Lane Distribution Factor
n = Design life in years
r = Annual growth rate of commercial vehicles
F = Vehicle damage factor
Step 7: To determine total pavement thickness and crust composition by charts/graphs with
respect to CBR and cumulative number of standard axles.

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Methodology flow chart for the design of new Flexible pavement has been given below.

6.4 Geometric Design standards for Bridges and Cross- Drainage

Structure
SPECIFICATIONS
The project will use the MoRTH specifications for Road and Bridge Works (Fifth Revision).
Where there are no appropriate standards within the MoRTH guidelines, AASHTO specifications
may be utilized.
The following Indian standards will be incorporated wherever appropriate:
Ordinary Portland cement IS: 269
High Strength Ordinary Portland cement IS: 8112
Admixtures (where permitted) IS: 6925 and IS: 9103
Thermo mechanically treated deformed
Bars (TMT/H.Y.S.D) IS: 1789
Prestressing Steel:

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Report for Two laning with hard shoulder of Ukhrul – Toloi - Tadubi Road Pkg-1
INDICATIVE DESIGN
(Ukhrul Bypass) of NH-102A (Length-6.571 Km) in the State of Manipur on EPC
STANDARDS
mode

Uncoated stress relieved low relaxation

Strands for 19 T 13 cables IS: 14268
Sheathing: "Drossbatch" 0.4 mm thick IS: 18-1985, appendix: 1
Water IRC: SP: 33, Clause 5.1 (ii)
Bearings IRC: 83-2018 (Part II) or BS: 5400
Foundations IRC: 78-2014 and IRC-SP: 33-1989

DESIGN STANDARDS
(a) GEOMETRIC DESIGN
i) The overall width (out to out of kerb) of the deck slab will be kept equal to the top
width of the approach embankment.
ii) The span arrangement and span lengths provided will be such that
piers/abutments are in line with those of the existing bridges/culverts and ensure
smooth flow of water. The new spans are either equal to or a multiple of the spans
of old structure.
iii) The linear water way provided will be determined from the consideration of
design discharge, effective and adequate drainage.
(b) LOADING STANDARD
i) All structures will be designed for 3 lanes of IRC class A with due consideration to
reduction allowed for a multi-lane bridge and single lane of class 70-R +single lane
of class A whichever produces worst effect. IRC Class Special vehicle will also be
considered in design of structures.
ii) LL on footpath will be taken as 5 KN/m2
iii) Environmental loadings such as earth pressure, water current, seismic forces and
temperature effect will be taken as per IRC/BIS Codes. 15-1893 will be followed in
evaluating dynamic increment of earth pressure.
(c) GUIDING STANDARDS FOR STRUCTURES
The Structural planning of new bridges or culverts will be guided by the layout of existing
structures.
The preliminary designs of proposed structures will be carried out in accordance with the
provisions of the following IRC Codes/guidelines.
 IRC:5-2015 -- Section I, General Features of Design
 IRC:6-2017 -- Section II, Loads and Stresses
 IRC:112-2020 -- Code for concrete road bridges
 IRC:22-2015 -- Section VI, Composite Construction
 IRC:40-2002 -- Section IV, Brick, stone & Block Masonry
 IRC:45-1972 -- Recommendations for estimating the Resistance of soil
Below Maximum Scour level in the Design of Well
Foundations of Bridges.
 IRC:78-2014 -- Section VII, Foundations and Structure
 IRC:83-2015 -- Section IX,(Part 1), Metallic Bearings
 IRC:83-2018 -- Section IX,{Part II), Elastomeric Bearings
 IRC:83-2018 -- Section IX,(Part III), POT Bearings
 IRC:87-2018 -- Guidelines for the Design & Erection of False work
for Road Bridges

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STANDARDS
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 IRC: SP-33-1989 -- Guidelines on Supplemental Measures for Design,

Detailing and Durability of Important Bridge Structures
 IRC:89-2019 -- Guidelines for design and construction of river training
and control works for road bridges (1st Revision)
 IRC: SP:84-2019 -- Four Lane Highway with Paved Shoulder Manual
 IRC: SP:13-2004 -- Guidelines for design of small bridges and culverts

Where IRC Codes are silent relevant BIS Codes will be followed. And where even BIS codes are
silent, international codes / MOST, MORTH guidelines will be adopted.
(d) SEISMIC DESIGN
The project road falls in Seismic Zone V, as per the classification specified in IRC: 6. All bridges
will be designed for Seismic forces as per clause 219 of the said code.
(e) SOIL PARAMETERS
The Soil parameters used in the preliminary design of foundations for Bridges will be taken
from the report of soil investigation and information obtained from local authorities / existing
bridge design data.
The following soil parameters will be used for material for back fill behind abutment of bridges
and culverts and the abutment structure will be designed accordingly.
φ = 30°
δ = 20°
γd = 20 KN/m3
γsub = 10 KN/m3
A 600 mm thick granular material filter behind abutment and adequate weep holes in abutment
walls will be provided for proper drainage.
(f) HYDRAULIC DESIGN:
The relevant hydraulic data for fixing linear water way of bridges will be taken from the river
hydraulic survey done by us and hydraulic data obtained from Flood Control and Irrigation
Department.
For the cross: drainage structures, both the empirical and rational analytical approach as
detailed out in IRC-SP-13-2004 will be used to check the adequacy of the waterways provided.
Synthetic unit hydrograph method as developed by CWC will be used if relevant subzone flood
estimation reports are available in time.
(g) FOUNDATIONS:
For major bridges, either well or pile foundation and for minor bridges well, pile or open
foundation will be adopted based on the soil boring data for those bridges.
(h) SUBSTRUCTURE:
RC wall type piers and wall type / spill through type abutment will be provided in the bridges,
matching the requirements, site conditions and constraints. Their design will be carried out in
conformity with IRC-78-2000. The shape, size and alignment will be matching with the existing
structure from aesthetic and hydraulic considerations.
(i) SUPERSTRUCTURE:
I) MORT&H standard drawings of RC Beam and slab and PSC super-structure will be
adopted wherever applicable. RC slab will form the deck for all new culverts, Multi-cell
box structure may be adopted in the minor bridges and culverts, if found appropriate.

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II) BEARINGS:
Neoprene/metallic/POT bearings will be used in the bridges as required for specific
span, loads etc. and tar paper will be used in the culverts.
III) RAILINGS:
Reinforced concrete railings in M-30 grade concrete following MOST standard will be
provided.
IV) EXPANSION JOINTS:
Buried type expansion/strip seal joints as per MoRTH standard will be used.
V) WEARING COURSE:
65mm thick asphaltic concrete wearing course will be adopted.
VI) APPROACH SLAB:
R.C. approach slabs, 3.50 m long and 300 mm thick in M-30 concrete will be used at
either end of the bridges and culverts to ensure riding comfort and to reduce vehicular
surcharge on the abutment walls. One end of the approach slab is supported on R.C.
bracket projecting out, from dirt wall while the rest of the slab is placed on compacted
soil as per the guidelines issued by MORT&H. A leveling course, 10 cm thick in M-20 / M-
15 grade concrete will be used under the approach slab.
VII) DRAINAGE SPOUTS:
100mm ~ drainage spout will be used for deck drainage at least one on both sides of
carriageway per span.
VIII) TMT REINFORCEMENT AND PRESTRESSING CABLES:
Fe-500 high yield strength deformed bars conforming to IS-1786 will be used as
reinforcement in all R.C. works. Uncoated stress relieved low relaxation strands
conforming to IS-14268 will be used in PSC works.

(J) PROTECTION WORKS

Protection works in the major bridge will be provided matching the protection work used in the
existing bridges. IRC-89-1997 will be followed in detailing the protection works.
i) Return walls of appropriate length will be provided in all bridges and culverts to stop
the spilling of earth into the waterway,
ii) Flooring will be provided over the base raft of culverts to guard against deterioration of
the base raft
iii) Perimetral cut-off walls around the base raft of culverts and boulder apron on both
upstream and downstream sides will be provided to reduce chances of scouring.
iv) The perimetral cut-off walls will also increase the effective depth of foundation in
addition to their protective functions.

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(Ukhrul Bypass) of NH-102A (Length-6.571 Km) in the State of Manipur on EPC
ANALYSIS
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CHAPTER – 7
TRAFFIC SURVEYS AND ANALYSIS
7.1 Introduction
National Highways & Infrastructure Development Corporation Limited (NHIDCL) has decided to
upgrade to 2-lane with hard shoulder standard of Ukhrul-Toloi-Tadubi Pkg-1 (Ukhrul Bypass)
(6.571 km) of NH-102A in the State of Manipur on EPC mode. NHIDCL is the employer and
executing agency for this development project.
Package-1, length 6.571 km i.e Ukhrul – Toloi - Tadubi section of NH-102A near km 538 of NH-202
to Ex. Km 9.840 of NH-102A is to be upgraded under this study.

7.2 Traffic Surveys

In order to understand the characteristics and the volume of traffic using the project road, data on
existing road network, traffic volume on the project road were collected through primary surveys.
The findings from the analysis of this data.

7.3 Classified Traffic Volume Counts

Classified directional traffic volumes were counted for 7 days 24 hours at one locations on the
project road, to obtain the following.
 Average Daily Traffic (ADT)
 Seasonal Variation
 Annual Average Daily Traffic (AADT)

The details of the above are presented in the following sections.

7.4 Average Daily Traffic (ADT)

The traffic volumes counted in 15 minutes intervals have been aggregated to one-hour volumes.
The hourly volumes have been aggregated into daily volumes for the entire survey period (7-days).
The daily volumes are then averaged for ADT. To express the classified vehicular count in terms of
PCUs, the PCU factors as given in IRC-108: 1996 have been considered. For ready reference, the PCU
Factors considered in the analysis are given in Table
PCU Factors Considered for the Study
Sl. No. Vehicle Type PCU Factor
1 Two-Wheeler 0.50
2 Car/Jeep/ Van/Taxi/ Auto 1.00
3 Mini 1.50
BUS
4 Standard 3.00
5 LCV 1.50
6 2-Axle 3.00
7 Truck 3 -Axle 3.00
8 Multi-Axle 4.50
9 With Trailer 4.50
Agricultural Tractor
10 Without Trailer 1.50
11 Cycle 0.50
12 Cycle Rickshaw 2.00

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ANALYSIS
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Sl. No. Vehicle Type PCU Factor

13 Hand Cart 3.00
14 Bullock Cart 8.00
Animal Drawn
15 Horse 4.00

The summary of ADT, as observed on the Project Road, in terms of vehicles and PCUs at different
survey locations is given below.
ADT as Observed on the Project Road

Vehicle Type Traffic Count

Two-Wheeler 977
Car/Jeep/Van/Taxi/Auto 855
Mini Bus 15
Standard Bus 40
LCV 18
2-Axle 137
3-Axle 2
Multi-Axle 0
Tractor with Trailer 0
Tractor without Trailer 1
Cycle 19
Cycle Rickshaw 3
Hand Cart 28
Bullock Cart 6
Horse Cart 0
Total Motorized Vehicles (Number) 2045
Total Non-Motorized Vehicles (Number) 57
Total Motorized Vehicles (PCU) 1932
Total Non-Motorized Vehicles (PCU) 150
Total Commercial Vehicle per day (Number) 213
Total PCU per day 2082

7.4.1 Temporal Variation

Analysis has been carried out to understand the following parameters on temporal variation of
traffic on the Project Road
o Daily variation of traffic,
o Hourly variation of traffic, and
o Peak Hour Factor (PHF)
The results and findings from the above analysis are given below.

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ANALYSIS
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7.4.2 Daily Variation

Figure below presents daily variations in traffic in terms of no. of vehicles per day at count
location.

Daily Variation of Traffic

7.4.3 Hourly Variation

Similar to daily variation, analysis has also been carried out for hourly variation. The hourly
variations will be useful in the Capacity and LOS analysis, in planning of various road side
infrastructure facilities, etc. The hourly variations in traffic (in Vehicles and PCUs per Day)
observed at both the count stations on the Project Road have been presented in the following
figures.

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Hourly Variation of Traffic (Number)

Hourly Variation of Traffic (PCU)

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From these above figures on hourly variation the following can be derived:

 The passenger traffic found at all the locations and therefore on the Project Road, moves mostly
during the day time, and it is very low particularly in the night.

7.4.4 Peak Hour Factors

Hourly variations observed in traffic at all the count locations have been analyzed for PHFs (Peak
Hour Flow as a percentage of the total day flow), and are summarized in Table 3.

Table 7.3: Peak Hour Factors as Observed on the Project Road

Sr. No. Peak Hour PHF (%)

1 10.00 a.m. - 11.00 a.m. 9.33

The above PHFs represent a nearly uniform traffic distribution. As described earlier, this smaller
PHF implies that the traffic on the project road is spread over a larger duration of time in a day.

7.4.5 Directional Distribution

Like hourly variations, directional distribution of traffic will be useful in the Capacity and LOS
analysis and in planning of various road side infrastructure facilities, etc.
The directional distribution observed at the count stations on the Project Road have been
presented below.
Directional Distribution
Package-I
Directional Distribution
Time Interval (Hour) Traffic (PCU)
(%)
From To Up Down Up Down
8 9 75 75 50 50
9 10 79 84 49 51
10 11 92 93 50 50
11 12 88 87 50 50
12 13 82 68 55 45
13 14 72 74 49 51
14 15 72 79 48 52
15 16 77 91 46 54
16 17 69 88 44 56
17 18 77 73 51 49
18 19 57 53 52 48
19 20 31 38 45 55
20 21 21 26 45 55
21 22 19 15 55 45
22 23 15 10 60 40
23 0 4 5 45 55
0 1 1 1 50 50
1 2 1 1 50 50

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Package-I
Directional Distribution
Time Interval (Hour) Traffic (PCU)
(%)
From To Up Down Up Down
2 3 2 2 41 59
3 4 1 0 57 43
4 5 13 15 45 55
5 6 20 18 52 48
6 7 23 26 46 54
7 8 30 42 42 58
1017 1064 49 51

The overall directional distribution is 49:51

7.4.6 Traffic Composition

While detailed traffic counts are presented in Appendix to Main Report, for ready reference and
easier appreciation, the composition of traffic at various count locations has been shown in Figure 4

Figure 7.4: Traffic Composition

The traffic composition shown in the above figures has been summarized in table below

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Traffic Composition

Type of Vehicle ADT (NUMBER) % of Total

Two-Wheeler 977 46.47
Car/Jeep/Van/Taxi/Auto 855 40.69
Mini Bus 15 0.71
Standard Bus 40 1.90
LCV 18 0.86
2-Axle 137 6.50
3-Axle 2 0.12
Multi-Axle 0 0.00
Tractor with Trailer 0 0.00
Tractor without Trailer 1 0.05
Cycle 19 0.92
Cycle Rickshaw 3 0.16
Hand Cart 28 1.32
Bullock Cart 6 0.30
Hand Cart 0 0.00

Type of Vehicle ADT (PCU) % of Total

Two-Wheeler 488 23.46
Car/Jeep/Van/Taxi/Auto 855 41.08
Mini Bus 23 1.08
Standard Bus 120 5.77
LCV 27 1.31
2-Axle 410 19.68
3-Axle 7 0.35
Multi-Axle 0 0.00
Tractor with Trailer 0 0.00
Tractor without Trailer 2 0.08
Cycle 10 0.46
Cycle Rickshaw 7 0.32
Hand Cart 83 3.99
Bullock Cart 50 2.42
Hand Cart 0 0.00

7.5 Seasonal Correction

The traffic plying on any road generally varies over different periods of year depending on the cycle
of different socio-economic activities in the regions through which it passes. Therefore, in order to
have more realistic picture of the traffic on the project road, it is required to assess seasonal
variation in traffic to estimate Annual Average Daily Traffic (AADT) and Peak Season ADT.
Therefore, the ADT observed during the survey duration is multiplied by a Seasonal Correction
Factor (SCF) to derive AADT and Peak season ADT. The seasonal correction factor is generally
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derived from secondary data sources such as past month-wise traffic data on the project road, sales
of fuel at different filling stations along the project highway etc. In the absence of any other data,
either of the project road or in the vicinity, only the monthly figures of fuel sales collected from one
petrol bunk on the project road is considered in the estimation of seasonal variation and seasonal
correction factors.

7.5.1 Seasonal Correction Factor

For the present study, firstly the petrol and diesel sale figures have been used from four different
petrol pumps on the project road. The petrol and diesel fuel sale data have been collected and
analyzed for estimation of Average Seasonal Correction Factor (ASCF) and Peak Seasonal
Correction Factor (PSCF). As the traffic surveys were conducted in the month of February, the
above factors for the month of February is considered.

Average Seasonal Correction Factor for Petrol operated vehicles = 1.00

Average Seasonal Correction Factor for Diesel operated vehicles = 0.96
Average Seasonal Correction Factor for Petrol and Diesel operated vehicles = 0.98
Peak Seasonal Correction Factor for Petrol operated vehicles = 1.40
Peak Seasonal Correction Factor for Diesel operated vehicle = 1.29
Average Peak Seasonal Correction Factor for Petrol and Diesel operated vehicles = 1.35

The Average Seasonal Correction Factor (ASCF) has been applied on the ADT observed at the count
location to derive AADT which will be used for pavement design and Economic Analysis. On the
other Peak Seasonal Correction Factor (PSCF) has been applied on the ADT to derive Peak Season
ADT which will be used for the Capacity Assessment.
The following observation can be made from the above tables
 An Average Seasonal Correction Factor of 1.00 and Peak Seasonal Correction Factor of 1.40
are applied on ADT for all Petrol based motorized modes to derive AADT and Peak Season
AADT respectively
 An Average seasonal correction factor of 0.96 and Peak Seasonal Correction Factor of 1.29
are applied on ADT for all Diesel based traffic like buses, trucks, tractors, etc. to derive
AADT and Peak Season AADT respectively.
 An average of ASCF 0.98 and average of PSCF 1.35 has been calculated based on petrol and
diesel sales percentage of total fuel consumption on the project road are applied on ADT.

7.6 Annual Average Daily Traffic (AADT)

The Average seasonal correction factors for petrol and diesel driven vehicles, described in the
previous sections have been applied to ADT to derive AADT. The ADDT is used for pavement design
and economic analysis. AADT of project road is used for capacity assessment are given in the
following table 5.

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Table 7.5: Estimates of AADT as observed on the project road

Vehicle Type Traffic Number
Two-Wheeler 977
Car/Jeep/Van/Taxi/Auto 838
Mini Bus 14
Standard Bus 38
LCV 17
2-Axle Truck 131
3-Axle Truck 2
Multi-Axle 0
Tractor with Trailer 0
Tractor Without Trailer 1
Cycle 19
Cycle Rickshaw 3
Hand Cart 28
Bullock Cart 6
Horse Cart 0
Total Motorized Vehicles (Number) 2019
Total Non-Motorized Vehicles (Number) 57
Total Motorized Vehicles (PCU) 1891
Total Non-Motorized Vehicles (PCU) 150
Total Commercial Vehicle per day 205
Total PCU per day 2041

7.7 Traffic Growth Rates

As per IRC: SP 48-1998, Hill Road manual, 7.5% growth of traffic is considered for hill road when
past data is not available. The growth rates of different category of vehicles are presented below in
table 6.

Table 7.6: Projected Growth Rate of Traffic, (%)

Vehicle
2020 – 2023 2023-2028 Beyond 2028
Category
Car 7.5% 7.5% 7.5%
Two-Wheeler 7.5% 7.5% 7.5%
Bus 7.5% 7.5% 7.5%
LCV 7.5% 7.5% 7.5%
Truck 7.5% 7.5% 7.5%
Tractor 7.5% 7.5% 7.5%

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Table 7.7: Traffic Projection

AADT

Mini Agri. Agri. Total

Car/Jeep/ Total in
Year Growth Two- / Stand. 2- 3- Multi- Tract. Tract. Cycle Hand Bullock Horse in Remarks
Van/Taxi/ LCV Cycle Numbers
Factors Wheeler RTVs Bus Axle Axle Axle With Without Rickshaw Cart Cart Cart PCU
Auto
Bus Trailor Trailor

2020 7.5% 977 838 14 38 17 131 2 0 0 1 19 3 28 6 0 2076 2041

2021 7.5% 1050 901 15 41 19 141 3 0 0 1 21 4 30 7 0 2232 2194
2022 7.5% 1129 968 17 44 20 152 3 0 0 1 22 4 32 7 0 2399 2358
Base
2023 7.5% 1213 1041 18 48 22 163 3 0 0 1 24 4 34 8 0 2579 2535
Year
2024 7.5% 1304 1119 19 51 23 175 3 0 0 1 26 4 37 8 0 2772 2726
Opening
2025 7.5% 1402 1203 21 55 25 188 3 0 0 2 28 5 40 9 0 2980 2930
Year
2026 7.5% 1507 1293 22 59 27 202 4 0 0 2 30 5 43 10 0 3204 3150
2027 7.5% 1620 1390 24 64 29 218 4 0 0 2 32 5 46 10 0 3444 3386
2028 7.5% 1742 1495 26 68 31 234 4 0 0 2 34 6 49 11 0 3702 3640
2029 7.5% 1872 1607 28 74 33 251 4 0 0 2 37 6 53 12 0 3980 3913
2030 7.5% 2013 1727 30 79 36 270 5 0 0 2 40 7 57 13 0 4279 4206
2031 7.5% 2164 1857 32 85 39 290 5 0 0 2 43 7 61 14 0 4599 4522
2032 7.5% 2326 1996 34 91 41 312 6 0 0 3 46 8 66 15 0 4944 4861 Two lane
2033 7.5% 2500 2146 37 98 45 336 6 0 0 3 49 8 71 16 0 5315 5225 with
2034 7.5% 2688 2307 40 106 48 361 6 0 0 3 53 9 76 17 0 5714 5617 Hard
7.5% 6142 6039 shoulder
2035 2890 2480 43 114 52 388 7 0 0 3 57 10 82 19 0
2036 7.5% 3106 2666 46 122 55 417 7 0 0 3 61 10 88 20 0 6603 6492
2037 7.5% 3339 2866 49 131 60 448 8 0 0 4 66 11 95 21 0 7098 6978
2038 7.5% 3590 3080 53 141 64 482 9 0 0 4 71 12 102 23 0 7631 7502
2039 7.5% 3859 3312 57 152 69 518 9 0 0 4 76 13 110 25 0 8203 8064
2040 7.5% 4148 3560 61 163 74 557 10 0 0 5 82 14 118 27 0 8818 8669
2041 7.5% 4459 3827 66 175 80 599 11 0 0 5 88 15 127 29 0 9480 9319

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AADT

Mini Agri. Agri. Total

2042 7.5% 4794 4114 71 189 85 644 11 0 0 5 95 16 136 31 0 10191 10018

2043 7.5% 5153 4422 76 203 92 692 12 0 0 6 102 17 146 33 0 10955 10770
2044 7.5% 5540 4754 82 218 99 744 13 0 0 6 109 19 157 36 0 11777 11578
2045 7.5% 5955 5111 88 234 106 800 14 0 0 7 118 20 169 38 0 12660 12446

Traffic Projection

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7.8 Axle Load Surveys and Vehicle Damage Factors

For the purpose of preliminary pavement design required for the project, axle load surveys have
been carried out on the project road:

 These surveys were carried for 1-day x24 hrs on NH 202 (within 1Km from 0.000 Km of NH
102A) and Near Vanee on NH 02 (2Km from 115.00Kmof NH 102A).

 The axle load spectrum observed on the project road, along with the derivation of vehicle
damage factors (VDFs) as per the relevant IRC Codes are given in Table 8(a) & 8(b) which
summarizes the VDF observed on the Project Road. Details of VDF Calculation are produced in
Appendix to Main Report.
Table 7.8(a): On NH 202 (VDF Calculation)

Type of Vehicles VDF Calculation

UP Direction Down Direction
VDF Frequency VDF Frequency
3 Axle truck 5.57 1 0.00 0
2 Axle truck 4.91 26 1.25 6
Bus 1.02 4 1.18 7
TOTAL 31 13
WEIGHTED VDF IN EACH
4.43 1.21
DIRECTION
Max. WEIGHTED VDF 4.43
WEIGHTED VDF OF COMMERCIAL VEHICLE ON NH-102A 4.43

Table 7.8(b): On NH 02 (VDF Calculation)

Type of Vehicles VDF Calculation

UP Direction Down Direction
VDF Frequency VDF Frequency
4 Axle truck 0.10 2 11.84 1
3 Axle truck 2.28 12 9.99 2
2 Axle truck 5.83 30 9.75 7
Bus 1.17 2 1.79 7
TOTAL 44 16
WEIGHTED VDF IN EACH
4.66 7.04
DIRECTION
Max. WEIGHTED VDF 7.04
WEIGHTED VDF OF COMMERCIAL VEHICLE ON NH-102A 7.04

Hence, maximum VDF value 7.04 has been adopted for calculation of design msa of the project road.

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Consultancy Services for preparation of Feasibility Study and Detailed Project
Detailed Project Report
Report for Two laning with hard shoulder of Ukhrul – Toloi - Tadubi Road Pkg-1
TRAFFIC SURVEYS AND
(Ukhrul Bypass) of NH-102A (Length-6.571 Km) in the State of Manipur on EPC
ANALYSIS
mode

7.9 Estimation of design ESA

(a) Traffic growth rate (Both direction): 7.5%
(b) Vehicle Damage Factors (F): 7.04
(c) Lane Distribution Factor (D): 0.50

7.9.1 ESA Computation

N: Cumulative number of standard axle to be created for in the design in terms of msa

A: Initial traffic in the year of completion of construction in terms of the number of commercial
vehicles per day=193

D: Lane distribution factor (Refers IRC: 37-2018, Clause 4.5.1.3, page-16) = 0.5

F: Vehicle Damage Factor (Refers IRC: 37-2018, Clause 4.4.6), page-16) =7.04

n: Design life in years =20

r: Annual growth rate of commercial vehicles in decimal =0.075

N = (365[(1+r)^n-1]ADF)/r= 10.74 msa

As per IRC: SP 73-2018 (Para-5.4.1, Page No-47), design traffic shall not be less than 20 msa for
flexible pavement, So, Pavement design has been done considering design traffic 20 msa.

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Detailed Project Report
Consultancy Services for preparation of Feasibility Study and Detailed Project
ENVIRONMENTAL SCREENING
Report for Two laning with hard shoulder of Ukhrul – Toloi - Tadubi Road Pkg-1
& PRELIMINARY
(Ukhrul Bypass) of NH-102A (Length-6.571 Km) in the State of Manipur on EPC
ENVIRONMENTAL
mode
ASSESSMENT

CHAPTER – 8
ENVIRONMENTAL SCREENING &
PRELIMINARY ENVIRONMENTAL ASSESSMENT
8.1 Environmental Screening
Environmental screening of the project is aimed to (i) recognize the applicability of relevant
environmental legislations for the project (ii) identify the environmental issues that should be
taken into account due to project interventions (ii) provide input to the engineering design team
to consider various alternatives in the critical areas to (iv) determine the magnitude of
potential environmental at planning/design stage (iii) identify need for further environmental
studies like Initial Environmental Examination and Environmental Impact Assessment (EIA)
and iv) suggest enhancement measures, if any.

8.2 Reconnaissance Survey

Reconnaissance survey was done to determine the extent of environmental study, design the
nature of the environmental survey to be carried out along the road alignment. This will
facilitate to identify valued environment components, key stakeholders and key informants.
Reconnaissance survey and initial consultations also recognized the need to conduct any
additional study like bio-diversity assessment and wild-life movement etc.

8.3 Approach and Methodology for IEE/EIA

 Review of Country’s Legal Framework: India has a well-defined policy/legal
framework for safeguard of environment. Prior to initiation of any civil work, it is
essential to analyze the various permissions/clearances required for any developmental
project. Same has been presented in later section of this chapter.
 Primary Data Collection: Environmental resource inventory will be prepared for all
environmental features viz. terrain, land-use, landslide and erosion prone stretches,
waterways/water bodies, road side vegetation, sensitive receptors, common property
resources, utilities, drainage, flooding/water logging, industries, accident prone areas
etc. within the area of interest/core zone. Information about this will be done by trained
persons under the supervision of an expert team comprised of university researchers.
Similarly, floral survey was also carried out. Baseline monitoring was conducted at the
locations for which data was not available in environmental assessment report
conducted by detailed design team.
 Secondary Data Collection: Secondary sources include published government reports,
environmental impact assessments conducted in the similar region, government
websites, recognized institutions and relevant government departments (forest,
irrigation, pollution control board, fisheries, statistics, Indian Meteorological
Department (IMD) and Manipur Space Application Centre (NSAC) etc. Recent Google
images has been captured to view environmental features at regional scale.
 Public Consultation: Meaningful consultations were organized with the PWD, local
people/beneficiary population to know the level of project acceptability, understand
their concerns, apprehensions, and overall opinion. Information were gathered about
existing baseline environmental condition viz. ambient levels and its effects on health,
water resources, water logging/flooding, flora and fauna, socio-economic standing of
local people, impact due to loss of land other assets and common property resources,

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accident risk during construction and operation stage, perceived benefits and losses, etc.
Information thus gathered was used to integrate it in project design and formulate
mitigation measures and environmental management plan.
 Other Tools, Surveys and Studies: Assessment of land use/land cover map of larger
area beyond the project site will be prepared for better planning and decision-making
before creating any physical infrastructure in the region. Remote sensing and
Geographic Information System (GIS) based land use map of the study area (10 km
buffer) will be prepared through recent satellite imagery. A rapid bio-diversity
assessment will be carried out to generate baseline on floral and faunal elements in the
project area. The survey will also help in assessing impact on any rare threatened or
endangered species of floral species in the project area. Rapid bio-diversity assessment
will also recognize wild life movement along across and impact due to improvement
work.
 Assessment of Potential Impacts: The assessment of the type, nature, direct, indirect,
cumulative or induced impacts and their significance to the physical, biological, and
socio-economic components of the environment will be done to ascertain whether the
project is environmentally sustainable or not. Nature of impacts will be classified as
significant, insignificant, short-term, long-term, reversible, irreversible etc. After
identification of nature and extent of impacts, mitigation measures will be suggested.
 Preparation of the Environment Management Plan: The project specific
Environment Management plan will be formulated with an aim to avoid, reduce,
mitigate, or compensate for adverse environmental impacts/risks and propose
enhancement measures. This includes
a. Mitigation of potentially adverse impacts
b. Monitoring of impacts and mitigation measures during project implementation and
operation
c. Institutional capacity building and training
d. Compliance to statutory requirements
e. Integration of EMP with Project planning, design, construction and operation.
 Environment Monitoring Plan: The monitoring and evaluation are critical activities in
implementation of the project. Monitoring involves periodic checking to ascertain
whether activities are going according to plan or not. It provides the necessary feedback
for project management to ensure project objectives are met and on schedule. The
reporting system is based on accountability to ensure that the environmental mitigation
measures are implemented. Environmental monitoring program has the underlying
objective to ensure that the intended environmental mitigations are realized and these
results in desired benefits to the target population causing minimal deterioration to the
environmental parameters. Such program targets proper implementation of the EMOP.
The broad objectives are:

 To evaluate the performance of mitigation measures proposed in the EMP.

 To evaluate the adequacy of environmental assessment.
 To suggest ongoing improvements in management plan based on the monitoring

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 To enhance environmental quality through proper implementation of mitigation

measures.
 To meet existing environmental regulatory framework and community obligations.
 Performance Indicators: The significant physical, biological and social components
affecting the environment at critical locations serve as wider/overall performance
Indicators. However, the following specific environmental parameters can be
quantitatively measured and compared over a period of time and are, therefore, selected
as specific Performance Indicators (PIs) for monitoring because of their regulatory
importance and the availability of standardized procedures and relevant expertise.
Performance indicators requiring quantitative measurements are:
 Air quality with respect to PM2.5, PM10, CO, NOx and SO2 at selected location.
 Water quality as per CPCB prescribed Standards
 Noise levels at sensitive receptors (schools, hospitals, community/religious places).
 Survival rates of trees planted as compensatory plantation.
 Assessment of EA Capacity to address the environmental concern of the project:
EIA will assess the capacity of the executing agency for effective implementation of EMP.
Accordingly, if needed, a training and awareness program will be formulated to enhance
the capacity of officials for implementing proposed mitigation measures and monitoring
the resultant effects, as well as create awareness amongst workers and public. The
institutions/agencies like regional office of MoEF, SPCB/CPCB, and Indian Institute of
Technologies can be consulted for such trainings. Independent subject’s
experts/consultants (e.g., for the environmental awareness program, impact assessment
specialist will be the resource person) can also be the resource persons to impart
trainings. These experts /agencies shall be appointed based on specific need for the
training. A separate budget for training will be allocated under the Construction
Supervision Consultant budget.

8.4 Country’s Legal Framework and Regulatory Requirements

The Government of India has laid out various policy guidelines, acts and regulations for the
safeguard and conservation environment. The Environment (Protection) Act, 1986 provides
umbrella legislation for the protection of environment. As per this Act, the responsibility to
administer the legislation has been jointly entrusted to the Ministry of Environment and Forests
(MoEF) and the Central Pollution Control Board (CPCB)/Manipur State Pollution Control Board
in the present context. Table below presents all relevant policies/acts/rules and regulations and
its applicability to the project.

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Applicable National Laws and Regulations for the Project

Sl. Act / Rules Purpose Appli Reason for Applicability Authority

cable
1 Environment To protect and Yes It is umbrella legislation MoEF.
Protection improve overall and notifications, rules and(Govt. of
Act-1986 environment schedules are promulgated Manipur)
under this act. State Gov.
SPCB
2 Environment To accord No Project road is >100km but MoEF.
al Impact environmental does not involve additional SEIAA
Assessment clearance to new right of way greater than
Notification,1 development 40m in existing alignment
4th Sep- activities listed in and 60 m in bypass and
2006 and its
1 schedule of EIA realignment section.
amendments notification.

3 Fly Ash Reuse large quantity No No thermal power plants MoEF

Notification, of fly ash discharged within 100 km
1999 as from thermal power
amended plant to minimize land
upto 17th use for disposal
August 2003:

4 Office Conserve top soil, Yes In case of renewal of SEIAA

memorandu aquatic biodiversity, quarries and opening of
m dated hydrological regime new borrow areas
18.05.12,by etc. by haphazard and
MoEF in view unscientific mining of
of Apex Court minor minerals
order dated
27.2.2012

5 National Address Grievances Yes Grievances if any will be NEAA

Environment regarding the process dealt with, within this act.
Appellate of environmental

1Category A- i) New National High ways; and ii) Expansion of National High ways greater than 100
KM, involving additional right of way greater than 40m in existing alignment and 60 m in bypass and
realignment section.
Category B- i) All new state High ways; and ii) Expansion projects in hilly terrain (above 1000 m above
mean sea level and/or ecologically sensitive areas.
Note: A general condition applies to both of the above category: “Any project or activity specified in
Category ‘B’ will be treated as Category A, if located in whole or in part within 5 km from the boundary
of: (i) Protected Areas notified under the Wild Life (Protection) Act, 1972, (ii) Critically Polluted areas as
notified by the Central Pollution Control Board from time to time, (iii) Notified Eco-sensitive areas, (iv)
inter-State boundaries and international boundaries”.

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Sl. Act / Rules Purpose Appli Reason for Applicability Authority

cable
Authority Act clearance.
(NEAA) 1997

6 Forest To check Yes Road widening and Tree

Conservation deforestation by improvement work removal
Act (1980) restricting conversion requires diversion of will be
of forested areas into significant forest land guided as
non- forested areas per state
government
rules.

7 Air To control air Yes For construction; for SPCB

(Prevention pollution by & obtaining NOC for
and Control Transport controlling establishment of hot mix
of Pollution) emission of air plant, workers' camp,
Act, 1981 Department. construction camp, etc.
Pollutants as per the
prescribed standards.

8 Water To control water Yes This act will be applicable SPCB

Prevention pollution by during construction for
and Control controlling discharge (establishments of hot mix
of Pollution) of pollutants as per plant, construction camp,
Act1974 the prescribed workers' camp, etc.
standards

9 Noise The standards for Yes This act will be applicable SPCB
Pollution noise for day and as vehicular noise on
(Regulation night have been project routes required to
and Control promulgated by the assess for future years and
Act) 1990 MoEF for various land necessary protection
uses. measure need to be
considered in design.

10 Public Protection form Yes Contractor need to stock ----

Liability and hazardous materials hazardous material like
Insurance Act and accidents. diesel, Bitumen, Emulsions
1991 etc.

11 Explosive Act Safe transportation, Yes Blasting may be involved Chief

1984 storage and use of in some locations Controller
explosive material of
Explosives

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Sl. Act / Rules Purpose Appli Reason for Applicability Authority

cable
12 Minor For opening new Yes Regulate use of minor District
Mineral and quarry. minerals like stone, soil, Collector
concession river sand etc.
Rules

13 Central Motor To check vehicular air Yes These rules will be Motor
Vehicle Act and noise pollution. applicable to road users Vehicle
1988 and and construction Department
Central Motor Machinery.
Vehicle
Rules1989

14 National To maintain ecological Yes This policy will be Forest

Forest stability through applicable as project Department
Policy1952 conservation and intervention requires , Gol and
National restoration of forest land to be acquired. Govt. of
Forest biological diversity. Manipur
Policy(Revise
d) 1988

15 The Mining The mining act has Yes The construction of project Department
Act been notified for safe road will require aggregate of mining.
and sound mining through mining from State Govt.
activity. riverbeds and quarries of Manipur

16 The Building To regulate the Yes A large number of Ministry of

and Other employment and construction workers Labor and
Construction conditions of skilled, semiskilled or Employmen
Workers construction workers unskilled will be employed t
(regulation of and to provide for temporarily during
employment their safety, health Construction Phase of the
and and welfare measure project
conditions of and for other matter
service) Act, incidental thereto
1996

Recent Policy Initiatives: Ministry of Environment & Forest (MoEF) vide O.M. No. L-
11011/47/2011-IA.II(M) dated 18th May, 2012 in view of the Order of Hon'ble Supreme Court
dated 27.2.2012 in I.A. no. 12-13 of 2011 in SLP (C) no. 19628-19629 of 2009 in the matter of :
Deepak Kumar etc. Vs State of Haryana and others has informed that it has been decided in the
MoEF that: (i) All mining projects of minor minerals including their renewal, irrespective of the
size of the lease would henceforth require prior environment clearance. (ii) Mining projects
with lease area up to less than 50 ha including projects of minor mineral with lease area less
than 5 ha would be treated as category “B” as defined in the EIA Notification, 2006 and will be

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considered by the respective State/ UT Level Environment Impact Assessment Authority

(SEIAAs). (iii) All the respective SEIAAs in dealing with the applications regarding environment
clearance should be disposed within ten days from the date of receipt of the applications in
accordance with law. All State Governments should take action as per the decision of the MoEF.
Procedure for Forest Clearance: MOEFCC has initiated online submission and disposal of forest
clearance cases. The detail procedure is available on ministry website
http://forestsclearance.nic.in/ However, the work-flow is unchanged which has been illustrated
in Figure 8.1.

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Figure 8.1: Procedure and Work Flow for Forest Clearance

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Steps and Procedure for Obtaining Borrow Area Permit

Steps Activities
Contractor identifies the Borrow Area (BA) quantity based on prospective BA identified
1
in F/S/DPR
Contractor identifies the Borrow pits with quantity and raise Request for Inspection
2
(RFI) to IE/CSC.
IE/CSC inspects borrow pit in the presence of Environmental Engineer of contractor
3
and land owner with his lease document.
Contractor takes the sampling of soil in identified pit and test in lab. IE/CSC approves
4
the pit based on the test report (Moisture contents, particle size etc.)
Contractor makes the agreement with land owner and get NOC from Gram Panchayat if
5
necessary
If BA is more than 5Ha (B1 category), contractor submit application for clearance to
6 State Environment Impact Assessment Authority (SEIAA) the project is treated as B1
EIA and Public Hearing needs to be carried out.
If BA is < 5Ha (B2 category), contractor submit application in Form 1M, Prefeasibility
report and approved mine plan to District Environment Impact Assessment Authority
7
(DEISAA). DEIAA gives clearance base on the recommendation of District Environment
Appraisal Committee (DEAC).
8 Contractor pays Royalty amount to state government at the prescribed rate.
9 Contractor submit Borrow Area Redevelopment plan to IE/CSC.

10 Contractor raise RFI to IE/CSC for Borrow pit excavation

11 Contractor fulfils the compliance of EC agency observations if any.

12 Contractor will maintain haul road and ensure for fugitive dust suppression
Contractor does sampling of each pit at the time of excavation test and gets approval of
13
IE/CSC.
14 Contractor raises RFI to IE/CSC before closing the pit.
15 Contract reclaims borrow pit as per owner agreement and gets clearance from him.

Key Considerations prior to selection of Borrow Areas

 Cluster shall be formed if the distance between peripheries of one lease to the other and
is less than 500m in homogenous mineral area.
 Minimum distance between two clusters is 500 meters.
 Maximum depth of excavation 2000mm from existing ground level.
 In case of fertile land; 15 cm top soil is stock piled. further up to max.30 cm depth.
 Maintain 5m distance from the toe of the final section of the road/Embankment.

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 BA should not be dug within 1500 m of village. If unavoidable should not exceed 30 cm
in depth.
 Ridges not less than 8m width shall be left an interval of not exceeding 300m.

8.5 Muck Dumping Plan

Selection of Dumping Sites
The muck from hill cutting and construction activities will be safely disposed at suitable
locations. Principle adopted for selecting muck dumping areas was to avoid sensitive areas like
dense vegetation, natural water courses and areas prone to landslides. During the selection of
the dumping sites preference was given on the following aspects.

 The muck does not fall/ flow into stream/river.

 Dumping sites should be at least 30 m (horizontal) away from the High Flood Level of
the River/ stream.
 The sites are free from active landslides or creeps.
 The sites should not fall within pristine forest nor are these habitats of threatened
species of flora and fauna.
 The sites are located close to its source in order to avoid long distance haulage.

Muck Disposal Plan

The loosely held muck can lead to the rise in SPM levels, sedimentation load in the river body
and phyto-retardation of the nearby vegetation. Therefore, it requires stability with appropriate
methods to avoid the subsequent ecological problems. The muck disposal plan involves both
engineering and biological measures that depend on the eco-climatic conditions. A considerable
amount of muck can be used as filling material at various project components, area/ bench
development works and also as aggregates/boulders. Rest of the muck to be dumped and
rehabilitated at designated dumping sites. For retaining the dumped material along the hill
slopes, crated boulder toe walls will be constructed. Excavated muck would be dumped and
compacted at these dumping areas with stable slopes. Planting/grass turf should be done for
additional safety of slopes. The toe walls shall be kept at least 30 m away from the high flood
level.
Muck Rehabilitation Plan
The muck rehabilitation plan involves both engineering and biological measures that depend on
the terrain and eco-climatic conditions. Stability of the loosely held muck requires appropriate
method of consolidation and biological measures so that the muck is not easily eroded leading
to subsequent ecological problems.

Engineering measures
Crated boulder walls should be provided at the toe of each Muck Dumping Area and a minimum
distance of 30m (horizontal) will be maintained from the High Flood Level (in case of Muck
Dumping Yard near any water body). These toe walls will provide stability to the slope of
dumped muck besides arresting spread of muck beyond the designated area.

Biological measure
Vegetation cover controls the hydrological and mechanical effects on soils and slopes.
Therefore, biological measures to stabilize the loose slope are essential. However, such
measures are dependent on the local environmental conditions. The stages in implementation of
such measures are discussed below.

Selection of Plant Species

Different plant species may be utilized for different ecological and engineering functions.

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Grasses are more suited for armoring the loose soil surface and shrubs or trees hold the soil up
to the deeper level. The selection of plant species used for rehabilitation of soil/muck must take
into account the climatic, soil and drainage conditions of the site. The dumping sites of project
road are located in the altitudinal range of 1300 to 1600 m. The area has sub-tropical climate
and major part of the precipitation is received during April to September. The period from
November to February is relatively dry. Considering all these factors as well as the existing
natural vegetation in the area, the species recommended for plantation are Chir pine, alder,
broom grass, bamboo etc.
Planting of Trees
The selected species will be planted on the slopes of muck dumping areas. The plantation can be
carried out in lines across the slope, usually following the contour to prevent the development
of rill and trap material moving down the slope. Brush layers, fascines and palisades can be used
because of their uses i.e. controls erosion, catches debris and provides strong, fibrous root
reinforcement. Different plant species when used together will provide increased stability.
Grasses planted in a line across a slope will provide a continuous chain of support in retaining
debris, reinforcing soil of the area. Plant saplings may be raised on biodegradable pots and
transplanted as such. The plantation should be done during monsoon season. The pit size has
been recommended as 45 x 45 x 45 cm for trees and 30 x 30 x 30 cm for shrubs with some soil
rich in nutrients. Compost from the local organic waste can be used. An integrated
biotechnological approach will be very useful for sustenance and growth of plants. This
approach involves the following steps:

 Assessment of the nutrient status of the soil and evaluation of the physical and chemical
properties of the dumped material.
 Formulation of the appropriate blend of organic waste and soil to enhance the nutrient
status of the rhizosphere.
 Isolation and screening of specialized strains of mycorrhizal fungi, rhizobium, azobacter
and phosphate solubilizer (bio-fertilizer inoculums) which can be best suited for the
dumped material.
 Mass culture of plant specific bio-fertilizer and mycorrhizal fungi.
 Plantation of dumping sites/areas using identified blend and bio-fertilizer inoculums.

The rich soil and farmyard manure requirement for nearly 100 pits will be about 1 cubic meter
with approximate weight of 200 kg. The saplings will be planted at 3 m intervals along the
contour and 5 m across it. Wherever terracing shall be prescribed, the same will be done on
terraces at 3m intervals leaving one-meter space from the edge of the terrace. About 1100
seedlings shall be planted per Ha depending on the space available at the site. Shrubs and herbs
will be planted in the interspaces. The required saplings will be locally procured from State
Forest Department/ private nurseries on the prevalent rates.

Fencing
After rehabilitation of muck the dumping areas need to be protected for some time, from
grazing by domestic animals, livestock, sheep and goats. For this reason, fencing over the muck
deposits is required. Barbed wire strands with two diagonal strands, clamped to
wooden/concrete posts placed 3 m apart is proposed for this purpose. Both the ends of the
wooden fence posts should be coated with coal tar to ensure longevity of the intervention.

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8.6 Applicable Indian Road Congress (IRC) Codes to the Project

Road
Key IRC guidelines have been summarized below that have a direct/indirect bearing on the
environmental management plan during design and construction phases of the project.

Applicable Indian Road Congress (IRC) Codes

S. No Code Title/Theme Code

Guidelines on requirement of environmental clearance for road
1 IRC:SP:93-2017
projects
2 Guidelines on Landscaping and tree plantation IRC:SP: 21-2009

3. Guidelines for EIA of Highway projects IRC:104-1988

4. Guidelines for Borrow area identification, use and its rehabilitation IRC:10-1961

5 Guidelines for Pedestrian Facilities IRC: 103 -2012

6. Ribbon developments on highways and its prevention IRC: SP :15: 1996

7. Manual on Landscaping of road IRC: SP:21-2009

Report on recommendations of IRC Regional workshops on highway
8. IRC: SP:27-1984
safety
9. Road safety for Children (5-12 years old) IRC: SP: 32-1988

10. Guidelines on road drainages (First Revision) IRC: SP:42-2014

11 Highway safety code IRC: SP:44-1994

12 Guidelines for safety in work zone IRC: SP:55-2014

13 Hill road manual IRC: SP:48-1998

Recommended Practice for Treatment of Embankment and Roadside
14 IRC: 56–2011
Slopes for Erosion Control (First Revision)

8.7 Existing Baseline Environmental Conditions

Manipur is one of the northeastern states in India. It is bordered on its west and north by
Assam, on its east by Myanmar (formerly known as Burma), on its north by Arunachal Pradesh,
and on its south by Manipur. Manipur is one of India's smallest states, with a total area of 16,579
sq km (6400 sq mi). The Naga Hills run through this small state, which has Saramati as its
highest peak at a height of about 12,600 ft. Dhansiri, Doyang, Dikhu and Jhanji are the rivers that
flow through this state. The terrain is mountainous, thickly wooded, and cut by deep river
valleys. There is a wide variety of plant and animal life. Manipur has a monsoon climate with
generally high humidity; rainfall averages between 1800 to 2500 mm (70 to 100 inches) a year.
Climate: Manipur has a largely monsoon climate with high humidity levels. Annual rainfall
averages around 70–100 inches (1,800–2,500 mm), concentrated in the months of May to
September. Temperatures range from 70 °F (21 °C) to 104 °F (40 °C). In winter, temperatures
do not generally drop below 39 °F (4 °C), but frost is common at high elevations. The state

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enjoys a salubrious climate. Summer is the shortest season in the state that lasts for only a few
months. The temperature during the summer season remains between 16 °C (61 °F) to 31 °C
(88 °F). Winter makes an early arrival and bitter cold and dry weather strikes certain regions of
the state. The maximum average temperature recorded in the winter season is 24 °C (75 °F).
Strong northwest winds blow across the state during the months of February and March.
Geology: Several preliminary studies indicate significant recoverable reserves of petroleum and
natural gas. Limestone, marble and other decorative stone reserves are plentiful, and other as
yet unexploited minerals include iron, nickel, cobalt and chromium.
Soil: The soil of Manipur belongs to 4 orders, 7 sub-orders, 10 great groups, 14 sub-groups and
72 soil families. The 4 orders of soil found in Manipur are (i) Alfisols (ii) Entisols (iii)
Inceptisols and (iv) Ultisols. Inceptisols dominate the soils of the State with 66% followed by
Ultisols 23.8%, Entisols 7.3% and Alfisols 2.9% of the total 16.6 million Ha of the State
geographical area.
Alfisols: Alfisols form in semiarid to humid areas, typically under a hardwood forest cover.
They have a clay-enriched subsoil and relatively high native fertility. “Alf” refers to aluminium
(Al) and iron (Fe). Because of their productivity and abundance, the Alfisols represent one of the
more important soil orders for food and fiber production. They are widely used both in
agriculture and forestry, and are generally easier to keep fertile than other humid-climate soils.
Those in monsoonal tropical regions, have a tendency to acidify when heavily cultivated,
especially when nitrogenous fertilizers are used.
Alfisols are moderately leached soils that have relatively high native fertility. These soils have
mainly formed under forest and have a subsurface horizon in which clays have accumulated.
Alfisols are primarily found in temperate humid and subhumid regions of the world.

Alfisols occupy 10.1% of the global ice-free land area and supports about 17% of the world’s
population. The combination of generally favorable climate and high native fertility allows
Alfisols to be very productive soils for both agricultural and silvicultural use.

This type of soil order is found on the western flank of the State bordering Assam. They are deep
and well drained of fine to fine loamy texture. Common families of Alfisols which have been
identified in Naga land are:

(1)Fine typic Kanhapludalfs

(2) Fine loamy typic Paleudalfs

Entisols: An entisol has no diagnostic horizons, and most are basically unaltered from their
parent material, which can be unconsolidated sediment or rock. Entisols are the second most
abundant soil order (after inceptisols), occupying about 16% of the global ice-free land area.

Many Entisols are found in steep, rocky settings. However, Entisols of large river valleys and
associated shore deposits provide cropland and habitat for millions of people worldwide.

This soil order is found on the Western and North Western part of the State on the low hill slope
and narrow river valleys. Families which have been identified under this orders are :-

(1) Fine-loamy typic Udifluvents

(2) Fine-loamy typic Udorthents
(3) Coarse-loamy typic Udorthents
(4) Fine-loamy Lithic Udorthents
(5) Coarse loamy Lithic Udorthents

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Inceptisols: Inceptisols (from Latin inceptum, “beginning”) are soils that exhibit minimal
horizon development. They are more developed than Entisols, but still lack the features that are
characteristic of other soil orders.

Although not found under aridic climate regimes, Inceptisols nevertheless are widely
distributed and occur across a wide range of ecological settings. They are often found on fairly
steep slopes, young geomorphic surfaces, and on resistant parent materials. Land use varies
considerably with Inceptisols. A sizable percentage of Inceptisols are found in mountainous
areas and are used for forestry, recreation, and watershed. Inceptisols occupy an estimated 15%
of the global ice-free land area

This soil dominates the entire State having fine loamy, fine clay, clay loam etc. soil textures with
moderately shallow to deep soils with moderately to excessively drained. The identified families
under this order are:

(1) Fine- loamy Umbric Dystrochrepts

(2) Fine loamy typic Dystrochrepts
(3) Fine Umbric Dystrochrepts
(4) Loamy , skeletal Umbric Dystrochrepts
(5) Fine typic Dystrochrepts

Ultisols: Ultisols (from Latin ultimus, “last”) are strongly leached, acid forest soils with
relatively low native fertility. They are found primarily in humid temperate and tropical areas of
the world, typically on older, stable landscapes. Intense weathering of primary minerals has
occurred, and much Ca, Mg, and K has been leached from these soils. Ultisols have a subsurface
horizon in which clays have accumulated, often with strong yellowish or reddish colors
resulting from the presence of Fe oxides.

Because of the favorable climate regimes in which they are typically found, Ultisols often
support productive forests. The high acidity and relatively low quantities of plant-available Ca,
Mg, and K associated with most Ultisols make them poorly suited for continuous agriculture
without the use of fertilizer and lime Ultisols occupy 8.1% of the global ice-free land area and
support 18% of the world’s population.

This soil is sparely scattered in all parts of the State having fine loam, clay loam and clayey
texture. The families under this order which have been identified so far are:

(1) Fine Humic Hapludults

(2) Fine Typic Paleudults
(3) Fine Typic Haplohumults
(4) Fine loamy typic Hapludults
(5) Fine typic Hapludults

8.6 Generic and Site-Specific Key Impacts Identified during

Screening
Pre-construction Impacts:

There will be diversion of forest cover for widening the existing road. Private Land also needs to
be acquired for widening since the existing road where ever exists predominantly single lane
configuration. Road design has considered all major preconstruction impacts and taken
avoidance measures at an early stage of planning.

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(i) Alignment: Final alignment has been determined to minimize land acquisition, impact on
structures, archaeological/cultural sites, interference with water sources, shifting of
existing utilities etc.
(ii) Water bodies: construction of culverts and bridges during lean flow period. If technically
not feasible, toe walls/retaining walls have been proposed. Aggregate will be procured
from existing licensed quarries.
(iii) Tree Cutting: Proposed to restrict tree cutting upto formation width of the proposed
road.
(iv) Construction material Sourcing: Borrow areas have been identified at non-agricultural
land. Quarrying is not proposed.
(v) Dust and air pollution: No new borrow areas/quarry sites to be opened for the project.
Aggregates will be sourced from existing licensed quarries. Waste disposal sites and
asphalt mixing sites have been sited away from populated areas.
(vi) Noise and Vibration: Time regulation for blasting and construction near sensitive
receptors and residential areas. There are two existing crusher plant in adjacent to
proposed road.
(vii) Soil Erosion, Cut and fill: The design attempted to equalise cut and fill. Adequate erosion
control measures included in design.
(viii) Construction Camp and Waste Disposal: No such facility is sited near any water bodies,
forest area and settlements.
(ix) Natural Hazards: The project area is located in seismic zone V which is very high damage
risk zone. Relevant IS codes shall be adopted while designing the civil structures to sustain
the earthquake of highest magnitude in Seismic zone V. Retaining walls and breast walls
need to be provided at all potential landslide locations.
Generic impacts attributable to any road up-gradation projects are:

(i) Increase of local air pollution and noise level due to construction and site clearance
activities, earthworks, borrowing and quarrying, operation of hot mix plants etc;
(ii) Deterioration of surface water quality due to silt run-off, spillage from vehicles and
discharge from labour camps;
(iii) Health impacts from labour camps;
(iv) Disruption to access/traffic;
(v) Occupational health and community safety. Operation stage impacts anticipated are
road accidents, accidental spillage, submergence/overtopping of CD structures, water
logging due to blockade of side drains, increased air pollution and noise level, survival of
compensatory afforestation and avenue plantation etc.

All these are mainly associated with maintenance and monitor of effectiveness of mitigation
measures taken during design and construction stage. Executing agency is mandated to
undertake regular maintenance of the road conditions and its appurtenances.
Besides above, since the project is located in a mountainous terrain, following site-specific
impacts achieves greater attention need to be addressed in detail during further stages of study.
Site Specific Potential Impacts due to Road upgradation and Widening

 Landslides: The lithology of the project area combined with high rainfall makes the hill
slopes unstable. Destabilization of slopes due to hill cutting may cause extensive erosion

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resulting to siltation in nearby water bodies may invite impact on properties. Hence,
suitable protection measures are recommended viz.
(i) Retaining walls for stabilization of uphill, (ii) breast walls for down slopes and (iii)
parapet walls/guard posts/railings/edge stones. Some Bio-engineering measures like
bamboo terracing, bamboo crib walls, and bamboo knitting a slope, (ii) contour
trenching, (iii) series of check dams on hill slopes etc. may also be recommended for
slope stabilization. In addition to controlling soil erosion, this will generate employment
to local people, manifold saving against masonry structures, increase productivity of hill
slopes and reduce carbon emissions.
 Soil Erosion/Silt Runoff: Soil erosion may take place near cutting areas, at
mountainous and un compacted embankment slope, and wherever vegetation is cleared.
Soil erosion may have cumulative effect viz. siltation, embankment damage, drainage
problem etc. Loss of soil due to run off from earth stock-piles may also lead to siltation.
Need for opening borrows areas and quarries are not anticipated since abundant
material will be available from hill cutting. However, if requirement emerged, it may
cause some adverse impacts if left un-rehabilitated. It may pose risk to people,
particularly children and animals of accidentally falling into it as well as become
potential breeding ground for mosquitoes and vector born disease. Illegal quarrying
may lead to unstable soil condition; destroy the landscape of the terrain, air and noise
pollution. Opening of new quarries is not envisaged due to the proposed project. Quarry
material will be sourced from existing licensed quarries. The dredging and use of
dredged material, if involved, may have its impact in terms of localised sedimentation
level increase and dispersion of pollutants present in the dredged material in the river
water.
 Blasting: In case if blasting is required the blasting, operation may cause noise and
vibration, destabilization of rock units and safety hazard and physical damage to
downhill inhabitants, assets and properties. In forest areas, it may pose adverse impacts
on faunal elements. Blasting, if required shall be restricted to daytime only. Blasting
should be carried out as per “The Explosive Act, 1884 and the rules, 1983” pertaining to
procurement, transport, storage, handling and use of explosives. Blasting schedules shall
be carried out as per pre-announced scheduled which shall be also displayed in advance
in areas where residents may be affected by the blasting operations. Red danger flags
shall be displayed prominently in all directions during the blasting operations. The flags
shall be planted 200 m and 500 m from the blasting site in all directions for blasting at.
People, except those who actually light the fuse, shall be prohibited from entering this
area, and all persons including workmen shall be excluded from the flagged area at least
10 minutes before the firing, a warning siren being sounded for the purpose. The
Contractor shall notify each public utility body having services in proximity to the site of
the work of his intention to use explosives. The Contractor shall adequately compensate
in a timely manner for any damage to property/services and life caused by their
blasting”
 Debris Disposal: Cutting the hillside to widen a road invariably generates debris.
Disposing of this debris in the hilly areas is a challenging task as loose debris can
potentially cause landsides, lead to unsightly scarring, and cause the hill slopes where it
is dumped to lose their productivity. Although the road’s technical design had reduced
the generation of debris significantly by filling the valley portions with the debris

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however significant amount would still need to be disposed. Dumping sites have been
tentatively identified keeping in mind requisite environmental consideration viz.
distance from water body, distance from forest and vegetated areas etc. during
preliminary survey which needs further examinations viz its ownership and their
consent and other technical considerations.
A fairly large proportion of people use hill slopes for agriculture where they still follow
the traditional practice of ‘jhum’, or shifting cultivation, a ‘slash and burn’ method of
cultivation that requires large tracts of land. The productivity of these slopes would
therefore need to be retained and any land acquisition for project work or the disposal
of debris would need to be done in close consultation with the local people since
significant part of the land is jointly owned and administered by the community.
 Alteration of Surface Water Hydrology/Drainage: Diversion of rivers and major
streams construction is not envisaged. Reconstruction/new construction of culverts will
be done during lean flow period. Diversion of some nallahs may be required for a very
short period. Their courses will be brought back to original within no time once
construction is finished.
 Ecological Resources: There are no national parks, wildlife sanctuaries or any other
similar eco-sensitive areas in the project area. Major portion of the project road is
passing through reserve forest. These are Turu Hill Reserved Forest, Disai Valley
Reserved Forest, Dayang Reserved Forest, Rengma Reserved Forest, Nambar Reserved
Forest, Diphu Reserved Forest. Wildlife movement is reported along/across the project
road. A rapid bio-diversity assessment will be carried out to generate baseline on floral
and faunal elements in the project area. The survey will also help in assessing impact on
any rare threatened or endangered species of floral species in the project area. Rapid
bio-diversity assessment will also recognize wild life movement along across and impact
due to improvement work. Tree enumeration will be conducted to identify no of trees
likely to be affected. The list will include Girth size and species of all affected trees.
 Forest Fires: Risk of forest fire cannot be ruled out due to uncontrolled burning of
grasses/shrubs for clearance of ROW, fuel accumulation due to accidental spillage or
improper storage of explosives.

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Detailed Project Report
Consultancy Services for preparation of Feasibility Study and Detailed Project
INITIAL SOCIAL ASSESMENT
Report for Two laning with hard shoulder of Ukhrul – Toloi - Tadubi Road Pkg-1
& PRELIMINARY LAND
(Ukhrul Bypass) of NH-102A (Length-6.571 Km) in the State of Manipur on EPC
ACQUISITION/RESETTLEMENT
mode
PLAN

CHAPTER-9
INITIAL SOCIAL ASSESMENT &
PRELIMINARY LAND ACQUISITION/RESETTLEMENT PLAN

ACRONYMS
ARO : Assistant Resettlement Officer
AWC : Anganwadi Centre
BDO : Block Development Officer
BPL : Below Poverty Line
BSR : Basic Schedule Rates
ADB : Asian Development Bank
CPR : Common Property Resource
DGM : Deputy General Manager
EA : Executing Agency
FGD : Focus group discussions
GoI : Government of India
GP : Gram Village Council
GRC : Grievance Redressal Committee
GSB : Granular sub base
HIV/AIDS : Human Immunodeficiency virus / Acquired immunodeficiency syndrome
IA : Implementing Agency
ICDS : Integrated Child Development Services
KII : Key Informant Interview
MT : Motorized traffic
NGO : Non-Government Organization
NH : National Highway
NRRP : National Rehabilitation and Resettlement Policy
OBC : Other Backward Castes
NMT : Non-motorized traffic
PHC : Primary health centre
PMU : Project Monitoring Unit
PT : Pedestrian traffic
PWD : Public Works Department
Rs : Rupee, Indian currency
R&R : Resettlement and Rehabilitation
SH : State Highway
SC : Scheduled Castes
ST : Scheduled Tribes

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9.1 INTRODUCTION AND BACKGROUND

9.1.1 The Project
Manipur is one of the Border States in the north eastern part of the country having an
international boundary of about 352 km. long stretch of land with Myanmar in the southeast.
It is bounded by Manipur in the north, Assam in the west and Mizoram in the south. It has a
total area of 22327 sq. km. It lies between 23.80 N to 25.70 N latitude and 93.50 E to 94.80 E
longitude.

Geographically, the State of Manipur could be divided into two regions, viz. the hill and the
valley. The valley lies in the central part of the State and the hills surround the valley. The
average elevation of the valley is about 790 m above the sea level and that of the hills is
between 1500 m and 1800m. The hill region comprises of five districts viz. Senapati,
Tamenglong, Churachandpur, Chandel and Ukhrul and the valley region consists of four
districts, viz. Imphal East, Imphal West, Thoubal and Bishnupur. The hill districts occupy
about 90 percent (20089 sq km) of the total area of the State and the valley occupies only
about tenth (2238 sq km) of the total area of the State. Imphal is the capital city of Manipur.

In the need of development of the newly created state the Government of India under the
vehicle of National Highway Infrastructural Development Corporation Limited (NHIDCL)
had initiated in constructing/upgrading the road conditions in the state. Most of the districts
of Manipur, does not have any railway connectivity so there is an urgent requirement of the
development of the roadways.

Realizing the above fact National Highway Infrastructural Development Corporation Limited
(NHIDCL) has taken up one prestigious road network improvement projects namely
developing a road on NH-102A with a minimum of 2-Lane with hard shoulder configuration
on Engineering, Procurement & Construction (EPC) mode as will emerge out on preparation
of Project Report.

Provision of a high-class access-controlled facility for high mobility in the form of NH may be
useful in bypassing the city by external traffic, if it is not connected to the core by proper
road network. It will not be helpful in decongesting the core area. Realizing this need
NHIDCL has proposed 30 National Highways in its master plan. The National Highways not
only provide connectivity between the cities but also serve as a connecting link between
proposed townships and the cities. They also help in serving the traffic expected to be
generated by the exploring activities in the outer municipalities. The NH with its service
roads connected to the cities by fedder road network is expected to develop the Project
Influence Area and will be in a position to cater the travel demand patterns generated by
these developments.

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Figure 9.1: Map of the Project Road

Adequate attention has been given during the feasibility phases of the project preparation to
minimize the adverse impacts on land acquisition and resettlement impacts. However, technical
and engineering constraints are one of the major concerns during exploration of various
alternative alignments. With the available options, best engineering solution have been adopted
to avoid large scale land acquisition and involuntary resettlement impacts.

This Resettlement Plan (RP) is prepared to mitigate all unavoidable negative impacts caused due
to the project, resettle the displaced persons and restore their livelihoods. This Full
Resettlement Plan has been prepared on the basis of census survey findings and consultation
with various stakeholders.

9.1.2 Scope of Land Acquisition and Resettlement Impacts

The existing ROW width in open area of mountainous terrain is 9-12 m. Therefore, the existing
ROW does not cater the codal provision of 24m-55m ROW required for hill road in rural areas
and 20m ROW in built-up area. Thus, the additional land may have to be acquired to
accommodate the proposed 2-lane/Intermediate lane with hard shoulder configuration.
A project census survey will be carried out to identify the persons who would be displaced by
the project and to make an inventory of their assets that would be lost to the project, which
would be the basis of calculation of compensation.

9.1.3 Stakeholders Consultation and Participation

Focus Group Consultations with various stakeholders are carried out during various phases of
project preparation. Key person and focus group consultations at section of the society are
arranged at the stage of project preparation to ensure peoples’ participation in the planning

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phase of this project and to treat public consultation and participation as a continuous two-way
process. Aiming at promotion of public understanding and fruitful solutions of developmental
problems such as local needs and problem and prospects of resettlement, various sections of
DPs and other stakeholders are consulted through focus group discussions and individual
interviews.

To keep more transparency in planning and for further active involvement of DPs and other
stakeholders, the project information will be disseminated through disclosure of resettlement
planning documents. This report with the Entitlement Matrix after accepted by the EA and
National Highway Infrastructural Development Corporation Limited would be available for
disclosure on both EA’s and State Government website.

9.1.4 Legal and Policy Framework

The legal framework and principles adopted for addressing resettlement issues in the Project
have been guided by the proposed legislation and policies of the Government of Manipur,
Government of India guidelines. Prior to the preparation of the Resettlement Plan, a detailed
analysis of the proposed national and state policies is undertaken and an entitlement matrix has
been prepared for the entire program. This RP will be prepared based on the review and
analysis of all applicable legal and policy frameworks of the state policy requirements.

The objectives of the Resettlement Framework as per the policies are as follows: -

 To minimize displacement and to identify non-displacing or least-displacing

alternatives.

 To plan the resettlement and rehabilitation of Project Affected Families, (PAFs)

including special needs of Tribal and vulnerable sections.

 To provide better standard of living to DPs; and

 To facilitate harmonious relationship between the Requiring Body and DPs through
mutual cooperation.

 The involuntary resettlement would be avoided wherever possible or minimized as

much as possible by exploring project and design alternatives.

 The Project or all sub-projects under the program will be screened to identify past,
present, and future involuntary resettlement impacts and risks.

 The scope of resettlement planning will be determined through a survey and/or census
of displaced persons, including a gender analysis, specifically related to resettlement
impacts and risks.

 Meaningful consultations with affected persons, host communities, and concerned non-
government organizations will be carried out and all displaced persons will be
informed of their entitlements and resettlement options participation in planning,
implementation, and monitoring and reporting of resettlement programs will be
ensured.

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 Particular attention will be paid to the needs of vulnerable groups, especially those
below the poverty line, the landless, the elderly, women and children, and Indigenous
Peoples, and those without legal title to land, and ensure their participation in
consultations.

 An effective grievance redress mechanism will be established to receive and facilitate

resolution of the displaced persons’ concerns. The social and cultural institutions of
displaced persons and their host population will be supported through proper
planning. Where involuntary resettlement impacts and risks are highly complex and
sensitive, compensation and resettlement decisions should be preceded by a social
preparation phase.

 Physically and economically displaced persons will be provided with needed assistance,
including (i) if there is relocation, secured tenure to relocation land, better housing at
resettlement sites with comparable access to employment and production
opportunities, integration of resettled persons economically and socially into their host
communities, and extension of project benefits to host communities; (ii)
Transportation support and development assistance, such as land development, credit
facilities, training, or employment opportunities; and (iii) civic infrastructure and
community services, as required.

 The standards of living of the displaced poor and other vulnerable groups, including
women, will be improved to at least national minimum standards. In rural areas legal
and affordable access to land and resources will be provided, and in urban areas
appropriate income sources and legal and affordable access to adequate housing will be
provided to the displaced poor.

 If land acquisition is through negotiated settlement, procedures will be developed in a

transparent, consistent, and equitable manner to ensure that those people who enter
into negotiated settlements will maintain the same or better income and livelihood
status. If, however, the negotiated settlement fails, the normal procedure of land
acquisition will be followed.

 Displaced persons without titles to land or any recognizable legal rights to land will be
ensured that they are eligible for resettlement assistance and compensation for loss of
non-land assets.

 A resettlement plan will be prepared elaborating on displaced persons’ entitlements,

the income and livelihood restoration strategy, institutional arrangements, monitoring
and reporting framework, budget, and time-bound implementation schedule.

 The draft resettlement plan, including documentation of the consultation process will
be disclosed in a timely manner, before project appraisal, in an accessible place and in a
form and language(s) understandable to affected persons and other stakeholders. The
final resettlement plan and its updates will also be disclosed to displaced persons and
other stakeholders.

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 Involuntary resettlement will be conceived and executed as part of a development

project or program. Full costs of resettlement will be included in the presentation of
project’s costs and benefits. For a project with significant involuntary resettlement
impacts, consider implementing the involuntary resettlement component of the project
as a stand-alone operation.

 All compensation will be paid and other resettlement entitlements will be provided
before physical or economic displacement. The resettlement plan will be implemented
under close supervision throughout project implementation.

 Resettlement outcomes, their impacts on the standards of living of displaced persons

will be monitored; it will be accessed whether the objectives of the resettlement plan
have been achieved by taking into account the baseline conditions and the results of
resettlement monitoring. Monitoring reports will be disclosed to DPs.

 Land acquisition for the project would be done as per State’s guidelines and the
RFCTLARR Act, 2013. To meet the replacement cost of land payment of compensation
in revised rate.

 The uneconomic residual land remaining after land acquisition will be acquired as per
the provisions of Land Acquisition Act. The owner of such land/property will have the
right to seek acquisition of his entire contiguous holding/ property provided the
residual land is less than the average land holding of the district.

 People moving in the project area after the cut-off date will not be entitled to any
assistance. In case of land acquisition, the date of publication of preliminary notification
for acquisition under RFCTLARR Act, 2013 will be treated as the cut-off date. For non-
titleholders the date of project census survey or a similar designated date declared by
the executing agency will be considered as cut-off date.

 All common property resources (CPR) lost due to the project will be replaced or
compensated by the project.

The project will recognize two types of displaced persons like (i) persons with formal traditional
rights to land lost in its entirety or in part and (ii) persons who lost the land they occupy in its
entirety or in part who have no formal legal rights to such land, but who have claims to such
lands that are recognized or recognizable under national laws. The involuntary resettlement
requirements apply to all types of displaced persons.

9.1.5 Entitlements, Assistance and Benefits

The project will have two types of Affected persons i.e., (i) persons with formal legal rights to
land lost in its entirety or in part and (ii) persons who lost the land they occupy in its entirety or
in part who have no formal legal rights to such land, but who have claims to such lands that are
recognized or recognizable under national laws. The involuntary resettlement requirements
apply to both types of affected persons.

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Compensation eligibility is limited by a cut-off date as set for this project on the day of the
ending of the census survey for non-title holders. APs who settle in the affected areas after the
cut-off date will not be eligible for compensation. They, however, will be given sufficient advance
notice, requested to vacate premises and dismantle affected structures prior to project
implementation. Their dismantled structures materials will not be confiscated and they will not
pay any fine or suffer any sanction. For Title holders, the day of the publication of the gazette
notification under Section 3(a) of National Highway Act, 1956 or any other act as applicable.

Compensation for the lost assets to all affected persons will be paid on the basis of replacement
cost. Resettlement assistance for lost income and livelihoods will be provided to title holders.
Special resettlement and rehabilitation measures will be made available to the “Vulnerable
Group” comprises of APs living below poverty line (BPL), SC, ST, women headed households, the
elderly and the disabled. The detail of the assistance and entitlements has been discussed in the
following chapters.

9.1.6 Institutional Arrangements

For implementation of RP there will be a set of institutions involve at various levels and stages of
the project. The Executing Agency (EA) for the Project is NHIDCL under which the Road
Construction Department, Government of Manipur. They have already set up a Project
Implementing Unit (PMU) headed by a Project Director (PD) with Technical Manager and
Deputy Managers (DGM) assisted by other staffs. This office will be functional for the whole
Project duration. The EA, headed by PD will have overall responsibility for implementation of
the project and will also be responsible for the overall coordination among NHIDCL and PMU.
For resettlement activities, PIU will do the overall coordination, planning, implementation, and
financing. Project Monitoring Unit (PMU) will be established at project level for the
implementation of sub-projects. An experienced and well-qualified NGO in this field will be
engaged to assist the PMUs in the implementation of the RP.

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9.2 PROJECT DESCRIPTION

9.2.1 General
NHIDCL has decided to take up the development of Ukhrul-Toloi-Tadubi section of NH-102A
into two lane with hard shoulder configuration in the State of Manipur on EPC Mode. The
project road lies in Ukhrul district of Manipur state. The project road is located in
mountainous Terrain. The entire road passes through major village / localities namely
Hundung & Hunphun on NH-102A in the State of Manipur.

9.2.2 The Profile of the District of Ukhrul

Ukhrul District was first marked out as a Sub-Division in 1919 by the then British-India.
Later it was upgraded to a District in the year 1969 by the Govt. of India. The District now
has 7(seven) Sub-Divisions which are co-terminus with the 8(eight) Development Blocks.
The area of the district was 1,754 Sq.Km. according to the CSI Publication 1976. Later
Tengnoupal District, now called Chandel was carved out from this district on 15th July, 1983
and the area of the Manipur East District was sliced down to 4,544 Sq.Km and the title of the
district was changed into Ukhrul District in 1983.
Ukhrul District (currently including Kamjong District) is bounded by Myanmar in the East,
Kamjong District in the South, Kangpokpi Districts in the West and Senapati district in the
North. The terrain of the district is hilly with varying heights of 913m to 3114m (MSL). The
district HQ Ukhrul is linked with Imphal, the state capital by a NH 150 about 84 Km. By
ordinary passenger bus it takes about 3 hours.

Some of the vital statistics of Ukhrul District are presented in Table 9.2.1

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Table 9.2.1: Statistic of Ukhrul District

Description 2011

Actual Population 2.37 Lacks

Male 1.22 Lacs

Female 1.15 Lacs

Population Growth 30.70%

Density/km2 40

Proportion to Manipur Population 7.9

Sex Ratio (Per 1000) 943

Child Sex Ratio (0-6 Age) 923

Average Literacy 81.35%

Male Literacy 85.52%

Female Literacy 76.95%

Child Proportion (0-6 Age) 13.27%

Boys Proportion (0-6 Age) 13.40%

Girls Proportion (0-6 Age) 13.13%

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9.2.3 The Profile of the State of Manipur

Manipur is a state in north eastern India, with the city of Imphal as its capital. It covers an area of
22,347 square kilometres. The state is bounded in the north by Manipur, in the south by
Mizoram, Assam lies in the west and nation of Myanmar is bordering in the east. Manipur has a
recorded history of kingship since 33 A.D. with the coronation of Pakhangba followed by a series
of kings ruling over the kingdom of Manipur. The independence and sovereignty of Manipur
remained uninterrupted until the Burmese invaded and occupied it for seven years in the first
quarter of the 19th century (1819-25). In 1891 British Govt. brought it under its rule, and later
on it is merged in the Indian Union as part "C" State on 15 October, 1949. This is replaced by a
Territorial Council of 30 elected and 2 nominated members. In 1963, a Legislative Assembly of
30 elected and 3 nominated members is established under the Union Territories Act, 1962.
Manipur attained full-fledged statehood on 21 January, 1972. With this, a Legislative Assembly
consisting of 60 elected members is established.

Physio graphically, Manipur is characterised in two distinct physical regions – an outlying area
of rugged hills and narrow valleys, and the inner area of flat plain, associated with residual
mounds and undulating plains. These two regions are also conspicuous with respective distinct
various flora and fauna. The Loktak lake is an important feature of the central plain. The hills
cover about 9/10th of the total area of the State. Manipur Valley is about 790 metres above the
sea level. The hill ranges are higher on the north and gradually diminish in height as they reach
the southern part of Manipur. The valley itself slopes down towards the south. The highest peak
is Mt. Iso of 2,994 m altitude near Mao.

Manipur state has four major river basins: the Barak River Basin (Barak Valley) in the west,
the Manipur River Basin in central Manipur, the Yu River Basin in the east, and a portion of

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the Lanye River Basin in the north. The total water resources of Barak and Manipur river basins
are about 1.8487 Mham. The Barak River, the largest of Manipur, originates in the Manipur Hills
and is joined by a number of tributaries, all originating from surrounding hills. Rivers in the
valley area are in mature stage and deposit their sediments in Loktak. The rivers in the hills
cause land erosion and in rainy season turn into turbulent form.

According to 2011 census Manipur has a total population of 2,721,756 and ranked 22nd among
Indian states. Its density of population is 115 persons per square kilo-meter. Population
communities of Manipur comprise Meitei, Pangal, Naga, Kuki and Mizo.11 The Meitei, who live
primarily in the state's valley region, form the primary ethnic group (60% of the total
population). They occupy about 10% of the total land area. The Muslims (the Meitei-Pangal) also
live in the valley. The Kuki, Naga, Mizo and several other smaller tribal communities make up
about 40% of the population but occupy the remaining 90% of the total area of Manipur.

9.2.4 Impact and Benefits

The road project is associated with some adverse impacts as well as some benefits. The major
impacts of the road project include loss of agricultural land due to acquisition of land all along
the project corridor and in Bypasses and Realignment. But it should be kept in mind that the
project road strategically connects with NH-202 which from between Imphal to Jessami . Boost
in agricultural and industrial development can be viewed as boosting economic growth and
poverty reduction which will bring substantial social and economic development in the region.
The social benefits arising due to the project will be triggered off due to improved accessibility
to various services such as easy access to markets, health facilities, schools, workplace etc which
in turn increases the income of the locals, and ultimately elevating their standard of living. The
possible direct and indirect positive impacts of the project are listed below.

i. Road network will not only link the village communities to better national markets, but also
open up wider work opportunities in distant places. People can shuttle to distant worksites
and engage in construction, mining, factories, business as well as domestic works.

ii. The immediate benefits of road construction and improvement will come in the form of
direct employment opportunities for the roadside communities and specially those who are
engaged as wage labourers, petty contractors and suppliers of raw materials.

iii. Effective drainage system to ensure that there will be no pooling of water

iv. Safety measures for Highway signs, Pavement marking, Traffic signals, Truck lay byes, Bus
stops and Bus bays

v. Rectification of geometric deficiencies (both Horizontal & Vertical).

vi. Provision of Pedestrian passes.

vii. Provision of ROBs to fly over the traffic and minimize the traffic congestion, if required.

viii. Provision of ROBs over railway crossings, if required.

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ix. Slope protection.

x. Provision of crash barrier at Bridge approaches.

xi. Improvement of all Major and Minor Intersections.

xii. Facilities for public amenities such as Restrooms, Telephone booths, Toilets, shops and
Trauma Centres.

Other benefits: -

xiii. It will give a major fillip to the quest for all weather connectivity.

xiv. It will reduce travel time between towns and cities by 50% to 60%.

xv. It will enhance the spirit of enterprise.

xvi. Help the locals to ply their trade.

xvii. Provide direct employment in road construction and allied activities.

xviii. Lower accident and provide quick accessibility to services like hospital, market, office etc.

xix. Will help in growth of tourism activities immensely.

9.2.5 Minimizing Resettlement

Adequate attention has been given during the feasibility and detailed project design phases of
the project preparation to minimize the adverse impacts on land acquisition and resettlement
impacts. However, technical and engineering constraints were one of the major concerns during
exploration of various alternative alignments. With the available options, best engineering
solution have been adopted to avoid large scale land acquisition and resettlement impacts.
Following are the general criteria adopted for the selection of the alignment:

 It should serve as uninterrupted traffic for proposed Tourist centres.

 It should provide linkage to other roads in the region.
 It should take in to account the future traffic growth and management.
 It should be coordinated with local and national development plans.
 It should minimize environment impact along the corridor.
 It should take in to consideration the opinions of local people in selection of alignment.
The specific measures adopted for minimizing the resettlement impacts for the sub Project is as
follows:

 Exploration of several alternate alignments in consultation with engineering team,

concerned government departments and local community
 Following proposed local roads as much as possible to minimize the land acquisition in
the bypass alignments
 Avoiding major settlements and urban areas to minimize the large-scale physical
displacement

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 Avoiding productive agricultural land to minimize the adverse economic displacement

 Diverting the alignment towards the available unused government land to minimize
impact on private property

9.2.6 Scope and Objective of Resettlement Plan (RP)

The aim of this Resettlement Plan (RP) is to mitigate all such unavoidable negative impacts
caused due to the project and resettle the affected persons and restore their livelihoods. This
Full Resettlement Plan has been prepared on the basis of project census survey findings and
consultation with various stakeholders. The plan complies with RCD, GoM policy for involuntary
resettlement. The issues identified and addressed in this document are as follows:

 Type and extent of loss of land/ non-land assets, loss of livelihood, loss of common
property resources and social infrastructure

 Impacts on indigenous people, vulnerable groups like poor, women and other
disadvantaged sections of society

 Public consultation and people’s participation in the project

 Proposed legal and administrative framework and formulation of resettlement policy

for the project

 Preparation of entitlement matrix, formulation of relocation strategy and restoration of

businesses/income

 R&R cost estimate including provision for fund and Institutional framework for the
implementation of the plan, including grievance redress mechanism and monitoring &
reporting

9.2.7 Primary Responsibility for Land Acquisition & Resettlement

NHIDCL is the nodal agency for implementation of the proposed project. Therefore, the prime
responsibility for land acquisition lies with the NHIDCL. However, such land acquisition is
normally done through the State level District Administration and the compensation amount is
deposited with the District Administration by the acquiring body for disbursement. Similarly,
the resettlement of the affected population will be implemented by the Road Construction
Department, Government of Manipur like it is being done in other projects. NHIDCL will hire the
services of some experienced NGO to implement the RAP on its behalf. However, NHIDCL does
conduct its own internal monitoring of RAP implementation through PMU. An independent
External Monitor would be engaged to review and monitor the implementation process and time
frame of the resettlement and rehabilitation of the APs. The External Monitor may submit a
biannual report on the progress of the implementation of the Resettlement action plan to
through NHIDCL.

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9.3 METHODOLOGY FOR IMPACT ASSESSMENT

This Chapter presents an analysis of the project impacts based on census survey data. The
purpose of the analysis is to (a) develop profiles of APs and communities affected by the project.
(b) Identify the nature and types of losses. The following sections briefly describe the methods
used to ascertain various types of impacts.

9.3.1 The Census Survey

The census survey will be carried out by a team of trained enumerators. The objectives of the
census survey is to generate an inventory of social impacts on the people affected by the project,
their structures affected, social profile of the project affected people, their poverty, their views
about the project and also their views on various options of rehabilitation and resettlement. A
questionnaire will be used to collect detailed information on affected households/business for a
full understanding of impacts in order to develop mitigation measures and resettlement plan for
the APs. A structured census questionnaire will be used to collect detailed information on
affected households/ properties for a full understanding of impacts in order to develop
mitigation measures and resettlement plan for the APs. The census survey includes the
following: -

 Inventory of the affected assets

 Categorization and measurements of potential loss

 Physical measurements of the affected assets/structures

 Identification of trees and crops

 Household characteristics, including social, economic and demographic profile

 Identification of non-titleholders

 Assessment of potential economic impact

The census survey will cover 100% structures affected within the proposed ROW including
titleholders and non-titleholders. The additional information about the titleholder’s land will be
collected on completion of landholders’ data collection from revenue department which is in the
progress. The results of census survey presented in the report will also be updated further after
completion of landholders’ data collection.

9.3.2 Land Acquisition Planning

The alignment is finalized as per the detailed engineering design. Initially, the numbers of
affected villages are identified as per the alignment. All the village maps are collected from the
local revenue offices. The village maps will be digitized by the consultant. Following the
digitization of village maps, the engineering design of the alignment was superimposed in the
digitized cadastral map in order to identify the number of land parcels and their demarcation
including the quantification. The superimposition of alignment on the village map provided all
the plot numbers. A Land Acquisition Plan (LAP) has been prepared accordingly.

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9.3.3 Inventory of Assets

Following finalization of the road alignment and identification of the land parcels, cross-sections
design and land acquisition requirements, census of all affected persons (APs) will be carried in
the sub-project. The objective of the project census survey was to identify the persons who
would be affected by the project and to make an inventory of their assets that would be lost to
the project, which would be the basis of calculation of compensation. The survey team is trained
by the resettlement specialist and the survey was closely monitored on a regular basis.
Additionally, socio-economic data was also collected as part of the Social Impact Assessment
(SIA) study. The census survey includes the following.

9.3.4 Survey of Affected Structures

Different types of structures will be affected by the road improvements. In order to assess
market/ replacement value for the affected structures, the survey considered the types of
construction, material used for roof, walls and floor; levels/ stories of structures, and land area
of each structure.

9.3.5 Public Consultation

To ensure peoples’ participation in the planning phase and aiming at promotion of public
understanding and fruitful solutions of developmental problems such as local needs of road
users and problem and prospects of resettlement, various sections of affected persons and other
stakeholders were consulted through focus group discussions, individual interviews and formal
and informal consultations. The vulnerable sections of APs and women were also included in
this consultation process.

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9.4 SOCIO ECONOMIC PROFILE OF THE PROJECT AREA

9.4.1 Socio-economic Profile of Project Area

To understand the socio-economic profile of project area, the socio-economic information of DPs
was collected through the Socio-Economic Survey (SES) and Census survey. The total number of
Displaced Household (DH) is 83 and the total number of Displaced Population (DP) living within
this 83 household is 332 persons. The gross findings of the survey are presented in the following
sections.

9.4.2 Social Categories of the DPs

The social stratification of the project area shows the dominance of Schedule Tribe (ST)
population with 196% households. The second stratum of the social grouping in the area is
General and other just less than 4% households. The detail of social grouping in the project area
is presented in the (Figure 3.1).

Figure 9.4.1: Social Categories of DPs along the Project Road

Source: Census Survey, April, 2018

9.4.3 Religious Categories of the Displaced Households

The project area is dominated by Christian community as they form 96% of the total Displaced
Households (DH). Hindus are 4% of the total affected population. In addition, there are some
animistic believers’ households in the Project Impact Area (PIA) being affected by the Project.

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Figure 9.4.2: Religious Categories of DPs along the Project Road

Source: Census Survey, April2018

9.4.4 Number of Displaced Persons (DPs)

There are altogether 332 DPs concerning to titled and non-titled categories, that are being
affected by the project. It includes 50.4% females and 49.6% males. The number of DPs is
substantially significant in the project area mainly because presence of joint family system and a
large number of shareholders of landed as well as non-landed properties.

Figure 9.4.3: Male Female Ratio of DPs along the Project Road

9.4.5 Vulnerable Households being affected in the project

In the project area there are 96% households falling in the vulnerable category being Schedule
Tribe. About 32% falls in the below poverty line (BPL) category. The State Government of
Manipur has identified them and distributed BPL cards to such families. In this project among

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other vulnerable group there are 4% households headed by women but no households are
headed by physically handicapped people who are also ST household.

Figure 9.4.4: Vulnerability of DPs along the Project Road

9.4.6 Annual Income Level of the Affected Households

The number of BPL population, is further strengthen from the data analyzed on the basis of
monthly income of the households, which reflects that there are 52% households, which are
having an average monthly income of less than Rs. 30000/. Again, as discussed earlier 32%
household have BPL Card. About 24 % DPs are having income in the range of Rs. 30000-50000,
while 16% are earning in the range of Rs. 50000-100000. It has been observed that about 8%
households are annually earning more than Rs. 100000/-. The detail is depicted below: -

Table 9.4.1: Annual Income Level of the Affected Households

Sl. No. Annual Income Categories in (Rs) % Age

1 Up to 10000 4%

2 >10000 and <20000 12%

3 >20000 and <30000 36%

4 >30000 and <50000 24%

5 >50000 and <100000 16%

6 <100000 8%

Total 100%
Source: Census Survey, April 2018

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9.4.7 Occupation by DPs

The occupational status of head of the households i.e. the primary occupation by the households
reveals that 24% households are depending on business and this includes the business they are
carrying out in the road side and allied activities they are involve with. About 52% households
are having agriculture as their primary source of income and only 8% are daily wage earners
engaged in both agricultural sector and non-agricultural sector. The details of occupations by the
DPs are presented in the (Table 4.2).

Table 9.4.2: Occupational Status of DPs

Sl. No. Occupational Status of APs % Age

1 Service 12%

2 Business/ Allied activities 24%

3 Agriculture 52%

4 Wage earner 8%

5 Professional 4%

Total 100%
Source: Census Survey, April 2018

9.4.8 Educational Status of DPs

The educational status of head of the households reveals that overall scenario of literacy level is
encouraging in the project area as significant percentage of population, i.e., 44%have education
upto Secondary level and only 8% are still illiterate. There are 20% of the population who are
informally literate. Another 16% has attained the education up to Higher Secondary level.
About12% DPs are graduates degree or master and above, which are presented in the (Figure
9.4.5).

Figure 9.4.5: Educational Status of DPs

Source: Census Survey, April 2018

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9.4.9 Impact on Indigenous People

The Scheduled Tribes (STs) in the project area is considered to be IP. The presence of ST
population in the affected area as displaced person is about 96%. The census survey finding
shows that the ST community is the mainstream community in the project influence area.

9.4.10 Gender Impact and Mitigation Measures

The gender composition of DPs shows that the female accounts for 50.4% and male accounts for
49.6%, thus it is slightly bias towards the female population. The gender equality is visible in
higher sex ratio among DPs i.e. 1014 against state level statistic having 976 as per census data of
India, 2011. The sample size is of only among the affected population. The census survey
revealed that 4% of the DH is women headed households will be affected by the project.

Figure 9.4.6: Gender Ratio in study area

The working women and girl students face lot of problem for travel, due to non-availability of
good road and transport network. Especially in rainy season, the problem increases manifold
which sometimes compels the girl students abstains from classes.

Only primary health centres (PHCs) are located at some villages and the quality of treatment and
medical facilities are less than satisfactory. In emergency they have to reach hospitals at district
headquarters only.

The women feel that their mobility will increase as market & relatives’ places will be easily
accessible for them as better road condition will induce more transport vehicles to operate.
More shops, markets will open within the village approach area and as a result they will get
quality leisure time at their disposal.

Women from poor families will get job opportunity during construction work as casual labour or
at office. Besides, women can operate individual / family enterprise by opening small tea stalls,
shops/eateries to provide meals to the construction labourers. This will enhance their family
income as well as their entrepreneurial skill which may be useful in future.

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Women labourers feel that improved road network will provide them with better job
opportunity as they will be able to travel further and even can commute from home. Moreover,
travel by public transport system, like Govt. bus service, will become cheaper and money saved
on transport can be better utilized for household needs.

The girl students will be able to attain higher education at colleges, since journey time and cost
will be greatly reduced and the girls can commute from home all by themselves free of hazard.

Women will not be affected negatively due to the program. Any negative impacts of the project
on female-headed households will be taken up on a case-to-case basis and assistance to these
households will be treated on a priority basis. During disbursement of compensation and
provision of assistance, priority will be given to female-headed households. Additionally, women
headed households are considered as vulnerable and provision for additional assistance (lump
sum amount @ Rs.50,000/- per affected households) has been made in the entitlement of the RP.
Provision for equal wage and health safety facilities during the construction will be ensured by
the EA. Therefore, the sub project activities will not have any negative impact on women

9.5 GENDER IMPACT AND MITIGATIVE MEASURES

9.5.1 Introduction

The social economical survey and census survey to the project sites identified some critical
social issues related to gender impacts associated with project impacts. Typically, vulnerability
is relatively higher among this group. Dislocation and loss of livelihood caused by road widening
and development may further aggravate their disadvantaged situation, unless special attention
is paid to them. This chapter particularly examines the issues from social safeguard
considerations to develop specific mitigation measure.

9.5.2 Women’s Participation in the Project

The gender composition of APs shows that the male accounts for 49.6% and female accounts for
50.4%. The census survey revealed that 1% women headed households will be affected by the
sub project.

The Gender Development Index (GDI) value for India is very low and the socio-economic profile
of the project area shows much lower socio-economic standing for women. They are largely
involved in domestic work and have very low economic participation rate (i.e. productive or
gainful employment). In the project, women are affected in a variety of ways. For example, they
face hardship and stress and continue to suffer during the transition period until the time the
project -affected households are able to regain their lost income and livelihood. Often, the
duration of this process is lengthened due to delays in payment of compensation, rehabilitation
assistance and implementing the R&R., reconstructing the livelihood systems. The longer the
transition period, more are the miseries for women. The census identified 1% women headed
households. The vulnerability of women headed households has been addressed in the RAP with
social attention and gender specific attention. During project implementation, project affected
women will receive preferential treatment for the civil work in the project. Each field team of the

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RAP implementation agencies/partner agencies shall include at least one-woman

investigator/facilitator. The PIU will ensure that the women are consulted and invited to
participate in group-based activities to gain access and control over the resource as a part of the
RAP. The monitoring and evaluation team(s) shall include woman. Further, during RAP
implementation, NGO’s will make sure that women are actually taking part in issuance of
identity cards, opening accounts in the bank, receiving compensation amounts by cheque in their
names. This will further widen the perspective of participation by the women in the project
implementation. The implementing agencies will provide training for upgrading women’s skill
for alternative livelihoods and income restoration.

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9.6 PUBLIC CONSULTATION

Public Consultations or community participation is an integral part and process of any projects
which involves resettlement or rehabilitation issues. It helps to incorporate valuable indigenous
suggestions and perceptions of development. In the process, stakeholders get the opportunity to
address issues, which are resolved after making appropriate changes in design and alternative
finalization. The stakeholders become aware of the development schemes and at the same time
influence and share to control over these initiatives, decisions and resources. Community
consultations also help to avoid opposition to the project, which is otherwise likely to occur. The
Table briefly depicts the plan and implementation of Public Consultation and Disclosure of the
Project.

Table 9.6.1: Public Consultation and Disclosure Implementation and Plan

Feedback/
Timing
No of Issues/
Activity Task (Date/ Agencies Remarks
People Concerns
Period)
Raised

Stakeholder Identification Mapping of the project area

Project information Distribution of information leaflets

Dissemination to affected persons (APs)
Consultative Meetings with Discuss potential impacts of the
APs during Scoping Phase project
Publish list of affected lands/sites in
Public Notification a local newspaper; Establish
eligibility cut-off date
Collect socioeconomic information
Socio-Economic Survey
on DP’s perception on the project
Consultative Meetings on
Discuss entitlements, compensation
Resettlement Mitigation
rates, grievance redress mechanisms
Measures
Publicize the resettlement Distribute Leaflets or Booklets in
plan (RP) local language
Full Disclosure of the RP to Distribute RP in local language to
APs APs
RP posted on RCD, GoM and/or EA’s
Web Disclosure of the RP
website
Consultative Meetings
Face to face meetings with APs
during DMS
Disclosure after Detailed
Measurement Survey Disclose updated RP to APs
(DMS)
Web Disclosure of the Updated RP posted on RCD, GoM
Updated RP and/or EA website
Source: Census Survey on August 2017

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The overall objectives of the consultation program in preparing RAP were to disseminate project
information and to incorporate public and DP's views in Resettlement and Environmental Action
Plans, which are guided by specific objectives like:

 Awareness amongst stakeholders by disclosing the updated R.P. according to GOI’s

involuntary resettlement policy.

 Improvement in project design minimising potential conflicts and delays in

implementation.

 Facilitate development of appropriate and acceptable entitlement options.

 Increase project sustainability.

 Reduce problems of institutional co-ordination.

 Make the R&R process transparent and reduce leakage.

 Increase re-settler commitment, ensure effectiveness and sustainability of the income

restoration strategies, and improve coping mechanisms.

 Creating sense of belongingness among the stakeholders.

9.6.1 Identification of the stakeholders

The stakeholders are all the people getting affected by the project or are responsible for the
project, whether directly or indirectly. The community participation programmes in social
assessment ensured that information is disseminated to all the APs and other stakeholders in
appropriate ways. The information dissemination has taken place in vernacular, detailing about
the main project features and the entitlement framework. Due consideration has also been given
to address the views of the vulnerable groups.

Certain issues conditioned the participation of the stakeholders, as follows:

 Who might be affected (positively or negatively) by the proposed development?

 Who are voiceless for whom special efforts may have to be made?

 Who are representatives of those likely to be affected?

 Who is responsible for what is intended?

 Who can make what is intended more effective through their participation or less
effective by their non-participation or outright opposition?

 Who can contribute financial and technical resources?

 Whose behaviour has to change for the effort to succeed?

 Both primary and secondary stakeholders were identified, based on the above criteria.
They were invited to take part in the consultation series, and were solicited to
participate in planning and implementation of the R&R programme.

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Primary stakeholders included those affected negatively or positively by the project, like the
APS, project beneficiaries and project implementing agencies. Secondary stakeholders included
other individuals and groups, with an interest in the project, viz., the State Govt. of Manipur, the
highway users etc.

9.6.2 Discloser of Project Information

The sharing of information is essential for sustainable development. It stimulates public debate
on and broadens understanding of development issues, and enhances transparency and
accountability in the development process. It also strengthens public support to improve the
lives of people, facilitates collaboration among the many parties involved in development, and
improves the quality of projects and programs. It is now accepted everywhere that the expanded
access to information by the public will enhance the dialogue on development, and make an
important contribution to efforts to reduce poverty and promote sustainable development. In
this development project the discloser of project information (during the feasibility stage) to the
public in general and to the people who are likely to be impacted negatively in particular have
been done by way of consultation process. During the consultation session it was observed that
the local people are aware of this project through local newspaper, published from time to time.

9.6.3 Consultations for Determining Principle

The consultation process is not only targeted at project information dissemination to the people
but another important aspect covered is determining of principle for formulating an entitlement
frame work and eligibility policy for the project. The consultation process throws light of the
people's expectations, aspirations etc. from the project as well as their expectations in terms of
compensation and assistance from the project in case of adverse impacts.

9.6.4 Participants at different levels

The extent or the likely level of adverse impacts was one of the major criteria in deciding
locations for public consultation sessions. The consultation programme has been tiered and
conducted at several levels, such as:

 Heads of the households, likely to be impacted

 Members of the households, likely to be impacted

 Clusters of APS

 Villagers

 Village Councils

 Local voluntary organisations and CBOs/NGOs

 Government agencies and departments

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9.6.5 Levels of Consultation

The enactment of the participation and consultations with the stakeholders has been done at
different levels throughout the project preparation stage. The Public Consultation was carried
out at various stages of project preparation: Social Screening stage and Feasibility stage.

9.6.6 Consultation during Project Preparation

The Census/Survey Team carried out preliminary consultations through Focus Group
Discussions (FGDS) and meetings with the APs as well as the general public in the project area.
FGDs were conducted primarily in settlements with problems of traffic congestion, dense
informal/squatter settlement, close junctions and road intersections, and concentration of APs.
During the survey, intensive discussion and consultation meetings were conducted with large
number of APs in nearly every affected village wherein policy related issues; displacements and
other related issues were discussed. Suggestions and comments by APs were incorporated in the
project road design as well as the policy measures for resettlement management. Public
discussions were conducted at important points, where people could assemble in large numbers.
Village Council members were contacted to inform the people. The Team also had informal
meetings with village head, Village Council and other district level government officials, leaders
of local level organization /association, trucker’s association, and village women groups.

Illustration of Public Consultation meetings at our project corridor are tagged below:

All the Local people and all the officials promised that they would extend their co-operation in
our Project work.

9.6.7 Plan for further Consultation in the Project

The effectiveness of the R&R program is directly related to the degree of continuing involvement
of those affected by the Project. Several additional rounds of consultations with APs will form
part of the further stages of project preparation and implementation. A local NGO will be
entrusted with the task of conducting these consultations during RP implementation, which will
involve agreements on compensation, assistance options, and entitlement package and income
restoration measures suggested for the sub-project. The consultation will continue throughout
the project implementation. The following set of activities will be undertaken for effective
implementation of the Plan:

In case of any change in engineering alignment planning the APs and other stakeholders will be
consulted in selection of road alignment for minimization of resettlement impacts, development
of mitigation measures etc.

Together with the NGO, the Project Monitoring Unit (PMU) will conduct information
dissemination sessions in the project area and solicit the help of the local community/ leaders
and encourage the participation of the DP’s in Plan implementation.

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During the implementation of RP, NGO will organize public meetings, and will appraise the
communities about the progress in the implementation of project works, including awareness
regarding road construction.

Consultation and focus group discussions will be conducted with the vulnerable groups like
women, SC, ST, and OBC’s to ensure that the vulnerable groups understand the process and their
needs are specifically taken into consideration.

To make reasonable representation of women in the project planning and implementation they
will be specifically involved in consultation.

9.6.8 Information Disclosure

To keep more transparency in planning and for further active involvement of APs and other
stakeholders the project information will be disseminated through disclosure of resettlement
planning documents. The EA will submit the following documents to NHIDCL for disclosure on
GoM’s website:

 The final resettlement plan endorsed by the EA after the census of Affected persons has
been completed;

 A new resettlement plan or an updated resettlement plan, and a corrective action plan
prepared during project implementation, if any; and

 The resettlement monitoring reports.

The EA will provide relevant resettlement information, including information from the above-
mentioned documents in a timely manner, in an accessible place and in a form and language(s)
understandable to affected persons and other stakeholders. A resettlement information leaflet
containing information on compensation, entitlement and resettlement management adopted
for the project will be made available in local language and distributed to APs.

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9.7 OBJECTIVES AND POLICY FRAME WORK

This Resettlement Plan (RP) has been prepared in accordance with RTFCLARR Act, 2013,
Manipur State Act and Rules as amended and National Highway Safeguard Policies. Policies are
designed to protect the rights of the affected persons and communities. The primary objectives
of the RP are to mitigate the adverse impacts of the project and to assist the affected persons
(APs) in resettlement and restoration of their income and livelihoods.

The legal framework and principles adopted for addressing resettlement issues in the project
have been guided by the proposed legislation and policies of the GOI & the Government of
Manipur. Prior to the preparation of the Resettlement Plan, a detailed analysis of the proposed
national and state policies was undertaken and an entitlement matrix has been prepared for the
entire program. The section below provides details of the various national and state level
legislations studied and their applicability within this framework. This RP is prepared based on
the review and analysis of all applicable legal and policy frameworks of the country and Manipur
State. A summary of applicable acts and policies is presented in the following paragraphs and the
detailed policy review and comparison is provided in the entitlement matrix.

9.7.1 Objectives of the Policy

The objectives of the Policy are as follows: -

 To minimize displacement and to identify non-displacing or least-displacing

alternatives;

 To plan the resettlement and rehabilitation of Project Affected Families, (PAFs)

including special needs of Tribal and vulnerable sections;

 To provide better standard of living to APs; and

 To facilitate harmonious relationship between the Requiring Body and APs through
mutual cooperation.

9.7.2 The National Highways Act

For LA, the Act defines the various APs of the process as follows: (i) section 3A - power to
acquire land; (ii) 3B - power to enter for surveys; (iii) 3C - hearing of objections; (iv) 3D -
declaration of acquisition; (v) 3E - power to take possession; (vi) 3F - power to enter into the
land where land has vested in the central government; (vii) 3G - determination of amount
payable as compensation; and (viii) 3F - deposit and payment of amount. The Act requires that
the processes must be completed within a year from 3A to 3D. The acquisition process is faster
due to central government co-ordination and provision for arbitration or power of civil court for
trying any LA-related dispute. Although NHAI Act significantly reduces the time frame for
acquisition, the rules and principles of compensation are derived from the LA Act of 1194
amended from time to time. The Act covers only legal title holders and provides for: (i) market
value of the land; (ii) a solarium of 30% on the market value for compulsory acquisition; (iii)
additional amount for trees, crops, houses or other immovable properties; (iv) damage due to

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severing of land, residence, place of business; (v) compensation to sharecroppers for loss of
earning; and (vi) an interest of 12% on the market value from the date of notification to award.

The LA Act does not address many of the social and economic issues associated with
displacement and resettlement of 'illegal" or non-titled informal settlers/squatters. However, in
many donor-funded or DFBOT (Design Finance Built Operate Transfer) projects, EA assisted
affected and/or Affected persons even without any legal title. The impacts of the present project
are also on the roadside SBEs/households - people who are "non-titled” informal dwellers and
encroachers.

9.7.3 Right to Fair Price Compensation of Land Acquisition Resettlement and

Rehabilitation Act, 2013.

The Government of India (GOI) in December 2013 had enacted RTFCLARR Act, 2013 from 1 st
January 2014. It recognizes the following essential features:

 That Affected Households (DHs) not only lose their lands, other assets and livelihoods,
they also experience adverse psychological social/cultural consequences.

 The need to minimize large-scale displacement and where displacement and where
inevitable, resettlement and rehabilitation has to be handled with care. This is
especially necessary for tribal, small and marginal farmers and women.

 That cash compensation alone is often inadequate to replace agricultural land,

homesteads and other resources. Landless labor, forest dwellers, tenants, artisans are
not eligible for cash compensation. The need to provide relief especially to the rural
poor (with no assets) and marginal farmers, SCs/STs and women; the revised draft of
NPRR include poor (BPL) and deprived groups, vulnerable, ex-gratia of Rs 20,000/- for
linear acquisition, per family.

 The importance of dialogue between DFs and the administration; responsible for
resettlement for smoother implementation of projects R&R.

Affected agricultural labourer who has been working for a period of minimum three years and
who used to earn his livelihood by working on the land which is now under acquisition and who
has become jobless because of the acquisition, shall be entitled for onetime payment of two
hundred days wages as fixed by the govt. under minimum wages act and shall also be entitled for
National/State level job card under National Rural Employment Guarantee Program.

The policy specifies that the entire cost for Resettlement and Rehabilitation, in addition to the
cost of acquisition of land shall be borne by the respective requisitioning authorities. The
Requisitioning Authority shall deposit an amount equivalent to 0.5 percent of the estimated cost
of land under acquisition for the project to the Collector-cum- Administrator, Resettlement and
Rehabilitation through a bank draft subject to maximum of Rs. 2 lacs (Two lacs) only. This
amount shall be over and above the amount paid for establishment expenditure under LAA. This
additional amount shall be paid for outsourcing the work of survey for Resettlement,

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Monitoring, Stationeries, POL and other incidentals like vehicle, Computer, Computer Operator,
Amins, Drafts man, Chainman etc.

9.7.4 MoRTH’s Policy of Social Considerations

The MoRTH Guidelines for Confirmation of Environmental and Social Considerations refer not
only to the natural environment, but also to social issues such as involuntary resettlement and
respect for the human rights of indigenous peoples.

The objective of the Guidelines is to encourage project proponents seeking funding from MoRTH
to implement appropriate environmental and social considerations in accordance with the
Guidelines. In doing so, it endeavours to ensure transparency, predictability and accountability
in its confirmation of environmental and social considerations.

One of the basic principles of Guidelines regarding confirmation of environmental and social
considerations is that the responsibility for environmental and social considerations for the
project shall be that of the project proponent. NHAI confirms environmental and social
considerations by undertaking screening, environmental review, and monitoring and follow ups.

Environmental and social considerations required for funded projects cover underlying
principles, examination of measures, scope of impact to be examined, compliance with laws,
standards and plans, social acceptability and social impacts, involuntary resettlement,
indigenous peoples and monitoring.

The following are summary of requirements under the Guidelines.

Social acceptability and social impacts projects must be adequately coordinated so that they are
accepted in a manner that is socially appropriate to the country and locality in which the project
is planned. For projects with a potentially large environment impact, sufficient consultations
with stakeholders, such as local residents, must be conducted via disclosure of information from
an early stage where alternative proposals for the project plans may be examined. The outcome
of such consultations must be incorporated into the contents of the project plan; and

Appropriate consideration must be given to vulnerable social groups, such as women, children,
the elderly, the poor and ethnic minorities who are susceptible to environmental and social
impact and who may have little access to the decision-making process within society.

9.8 ENTITLEMENTS, ASSISTANCE AND BENEFITS

9.8.1 Definition of APs and Eligibility

The project will have three types of Affected persons i.e., (i) persons with formal legal rights to
land lost in its entirety or in part; (ii) persons who lost the land they occupy in its entirety or in
part who have no formal legal rights to such land, but who have claims to such lands that are
recognized or recognizable under national laws; and (iii) persons who lost the land they occupy
in its entirety or in part who have neither formal legal rights nor recognized or recognizable
claims to such land. The involuntary resettlement requirements apply to all three types of

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affected persons. APs entitled for compensation, assistance and rehabilitation provisions under
the sub project are:

 All APs losing land either covered by formal legal title, recognizable title, or without
legal status;

 Tenants and sharecroppers whether registered or not;

 Owners of buildings, crops, plants, or other objects attached to the land; and

 APs losing business, income, and salaries

Compensation eligibility is limited by a cut-off date as set for this project on the day of the
beginning of the census survey or as decided by the EA. APs who settle in the affected areas after
the cut-off date will not be eligible for compensation. They, however, will be given sufficient
advance notice, requested to vacate premises and dismantle affected structures prior to project
implementation. Their dismantled structures materials will not be confiscated and they will not
pay any fine or suffer any sanction.

9.8.2 Entitlements

The entitlement provisions various categories of APs in terms loss of land house and income as
per census survey are detailed below:

Agricultural land impacts will be compensated at replacement cost. Cash compensation at

replacement cost will be determined according to the State Highways Act. If the residual plot(s)
is (are) not viable, i.e., the DP becomes a marginal farmer, three options are to be given to the
DP, subject to his acceptance which are (i) The DP remains on the plot, and the compensation
and assistance paid to the tune of required amount of land to be acquired, (ii) Compensation and
assistance are to be provided for the entire plot including residual part, if the owner of such land
wishes that his residual plot should also be acquired by the EA, the EA will acquire the residual
plot and pay the compensation for it and (iii) If the DP is from vulnerable group, compensation
for the entire land by means of land for land will be provided if DP wishes so, provided that land
of equal productive value is available. All fees, stamp duties, taxes and other charges, as
applicable under the relevant laws, incurred in the relocation and rehabilitation process, are to
be borne by the EA.

Loss of homestead /Commercial land will be compensated at replacement cost. Cash

compensation at replacement cost will be determined according to the State Highways Act. All
fees, stamp duties, taxes and other charges, as applicable under the relevant laws, incurred in
the relocation and rehabilitation process, are to be borne by the EA.

Loss of Structures Residential/Commercial/Other will be compensated at replacement value

with other assistance. The details on the determination of compensation will be as (i)
Compensation of structure will be paid at the replacement cost to be calculated as per latest
prevailing basic schedules of rates (BSR) without depreciation, (ii) Shifting assistance of Rs.
10,000/-, (iii) Right to salvage material from demolished structure and frontage etc, and (iv)

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Rental assistance as per the prevalent rate in the form of grant to cover maximum three-month
rentals.

Loss of rental accommodation by the tenants will be compensated as rental assistance and
shifting assistance. The details assistance will be as per (i) Rental assistance for both residential
& commercial tenants as per the prevalent rate in the form of grant to cover maximum three
month rentals, (ii) Additional structures erected by tenants will also be compensated and
deducted from owner’s compensation amount, (iii) Shifting assistance based on type of house
and household assets, (iv) Any advance deposited by the tenants will be refunded from owners
total compensation package to the tenant on submission of documentary evidences and (v) Right
to salvage material from demolished structure and frontage etc. erected by tenants

Loss of structure by non-title holder (This is beyond the scope of this project) will be also
compensated as per applicable guidelines. The squatters will be compensated for structure and
also get shifting assistance, whereas, the vulnerable encroachers only, who are having structure
within the proposed ROW will get compensation for affected properties. The detail assistance
will be as per (i) compensation for both residential & commercial squatter as per the prevalent
rate in the form of grant to cover maximum three-month rentals, (ii) Shifting assistance will be
Rs. 10,000/-, (iii) Right to salvage material from demolished structure and frontage etc. erected
by squatters. This is not applicable for this project.

(Non-titleholders are not entitled for any assistance for compensation as per the State Highway
Authority)

Loss of Trees will be compensated to Land holders, Share- croppers and Lease holders based on
the market value to be computed with assistance of horticulture department. This can further be
detailed in specific ways such as (i) Advance notice to APs to harvest fruits and remove trees, (ii)
b) For fruit bearing trees compensation at average fruit production for next 15 years to be
computed at current market value and (iii) For timber trees compensation at market cost based
on kind of trees

Loss of Crops will be compensated to Land holders, Share- croppers and Lease holders based on
the market value to be computed with assistance of agricultural department. The detailed
compensation methods are (i) Advance notice to APs to harvest crops and (ii) In case of standing
crops, cash compensation at current market cost to be calculated of mature crops based on
average production.

Loss of Livelihood due to Loss of primary source of income will be compensated through
rehabilitation assistances. There are various categories of entitled persons under this category
which are (i) Titleholders losing income through business, (ii) Titleholders losing income
through agriculture, (iii) Non-titleholders namely squatters and vulnerable encroachers losing
primary source of income, (iv) Wage earning employees indirectly affected due to displacement
of commercial structure, (Non-titleholders are not entitled for any assistance for compensation
as per the State Highway Authority) (v) Agricultural labourer/share-cropper and (vi) Licensed
mobile vendors and kiosk operators. Details of entitlements for the above categories are
described below:

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Title holders losing their business establishment due to displacement will be provided
rehabilitation assistance through a lump sum Transportation allowance of Rs. 9,000/-

Titleholders losing income through agriculture will be provided with the rehabilitation
assistance which are (i) Training Assistance will be provided for income generating vocational
training and skill up gradation options as per APs choice at the rate of Rs. 5,000 per affected
household to those households losing their primary source of income and (ii) Employment
opportunity for APs in the road construction work, if available and if so desired by them. This is
not applicable for this project.

Non-titleholders namely squatters and vulnerable encroachers losing primary source of income
will be provided with rehabilitation assistances through (i) Training would be provided for up-
gradation of skills @ Rs. 5,000/ - per family to the APs, (ii) Employment opportunity for APs in
the road construction work, if available and/if so desired by them, Or (iii) National/State level
job card under National Rural Employment Guarantee Program. This is beyond the scope of
this project.

Wage earning employees indirectly affected due to displacement of commercial structure will be
assisted through rehabilitation assistance which are; (i) persons indirectly affected due to the
employer having being Affected, on case-by-case, based on local wage rates for three months, (ii)
Employment opportunity for APs in the road construction work, if available and if so desired by
them, Or (iii) National/State level job card under National Rural Employment Guarantee
Program.

Rehabilitation assistance for Agricultural labourer/share-cropper will be paid as per the details
such as (i) Assistance is to be paid as per the prevailing local wage rates for 100 days., (ii) b)
Employment opportunity for APs in the road construction work, if available and if so desired by
them, Or (iii) National/State level job card under National Rural Employment Guarantee
Program.

Licensed mobile vendors and kiosk operators will be provided with the rehabilitation assistance
which are (i) Mobile vendors are not eligible for compensation or assistance (ii) Those mobile
vendors in possession of a permit from local authorities to operate in the affected area will be
treated as kiosks operators, (iii) Kiosk operators and vendors licensed to operate from affected
locations will be entitled to a one-time lump sum assistance of Rs. 5,000/-. This is not applicable
for this project.

Loss of community infrastructure/common property resources will be compensated either by

cash compensation at replacement cost or reconstruction of the community structure in
consultation with the affected community.

Additional Assistance to vulnerable groups (Vulnerable households including BPL, SC, ST, WHH,
disabled and elderly) will be paid with Special Assistance which will be one-time lump sum
assistance of Rs. 20,000/ to vulnerable households. This will be paid above and over the other
assistance(s) as per this entitlement matrix. This is not applicable for this project.

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Other Unanticipated Impacts (Temporary impact during construction like disruption of

normal traffic, damage to adjacent parcel of land / assets due to movement of heavy machinery
and plant site) will be compensated to either individual or community in the form of (i) The
contractor shall bear the cost of any impact on structure or land due to movement of machinery
during construction or establishment of construction plant and (ii) All temporary use of lands
outside proposed RoW to be through written approval of the landowner and contractor.
Location of Construction camps shall be set up by contractors in consultation with NHIDCL

Any unanticipated impacts (if any) due to the project will be documented and mitigated based
on the spirit of the principle agreed upon in this entitlement matrix.

9.8.3 Entitlement Matrix

Compensation for the lost assets to all affected persons will be paid on the basis of replacement
cost. Resettlement assistance for lost income and livelihoods will be provided to title holders.
Special resettlement and rehabilitation measures will be made available to the “Vulnerable
Group” comprises of APs living below poverty line (BPL), SC, ST, women headed households, the
elderly and the disabled. An Entitlement Matrix has been formulated, which recognizes and lists
various types of losses resulting out of the project and specific compensation and resettlement
packages.

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Table 9.8.1: Entitlement Matrix

Sl. Impact Category Entitlements Implementation Guidelines

PART I.TITLE HOLDERS-Compensation for Loss of Private Property

1 Loss of Land 1.1 Compensation for land at Land will be acquired by the competent
(agricultural, Replacement Cost or Land for land, authority in accordance with the
homestead, where feasible provisions of RFCTLARR Act, 2013.
commercial or
otherwise) Replacement cost for Land will be,
higher of (i) market value as per Indian
Stamp Act, 1899 for the registration of
sale deed or agreements to sell, in the
area where land is situated;
or(ii)average sale price for similar type
of land, situated in the nearest village or
nearest vicinity area, ascertained from
the highest 50% of sale deeds of the
preceding 3years; or (iii) consented
amount paid for PPPs or private
companies.

Plus 100%solatium and 12%interest

from date of notification to award.

The multiplier factor adopted by GoM

for land in rural area, based on the
distance from urban area to the affected
area, will be applied.

In case of severance of land, house,

manufactory or other building,
As per Section 94(1), the whole land
and /or structure shall be acquired, if
the owner so desires.
2 Loss of Structure 2.1 Compensation at replacement cost The market value of structures and
(house, shop, other immovable properties will be
building or determined by PWD on the basis of
immovable property relevant PWD Schedule of rates (SR)M
or assets attached to as on date without depreciation.
the land)
Plus 100% solatium

For partly affected structures, the DP

will have the option of –claiming
compensation for the entire structure, if
the remaining portion is unviable.
PART II. REHABILITATION AND RESETTLEMENT- Both Land Owners and Families Whose Livelihood is
Primarily Dependent on Land Acquired

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3 Loss of land 3.1 Employment to at least one

member per affected family in the
project or arrange for a job in such
other project as may be required
after providing suitable training
and skill development in the
required field and at a rate not
lower than the minimum wages
provided for in any other law for
the time being in force.

Or
One-time payment of Rs.5,00,000/-
for each affected household.

Or
Annuity policy that shall pay Rs,
2000/- per month for 20 years with
appropriate indexation to CPIAL

3.2 Monthly subsistence allowance of

Rs, 3000/-per month for a period of
one year to affected households
who require to relocate due to the
project

3.3 Transportation assistance of Rs,

50,000/- for affected households
who require to relocate due to the
project

3.4 One-time assistance of Rs, 25,000/-

to all those who loss a cattle shed

3.5 One-time Resettlement Allowance

of Rs, 50,000/- for affected house
\hold who have to relocate

3.6 Additional onetime assistance of Rs,

50,000/-to scheduled caste and
scheduled tribe families who are
displaced from scheduled areas and
who require to relocate due to the
project

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4 Loss of Residence 4.1 An alternative house for those who Stamp Duty and registration charges
have to relocate, as per IAY will be borne by the project in case of
specification in rural areas and new houses or sites.
constructed house/flat of minimum
50sq.m. in urban areas or cash in
lieu of house if opted (the cash in
lieu of house will be Rs, 70,000/-in
the line with Gol IAY standards in
rural areas and Rs, 1,50,000 in case
of urban areas) , for those who do
not have any homestead land and
who have been residing in the
affected areas continuously for a
minimum period of 3years

4.2 Employment to at least one number

per affected family in the project or
arrange for a job in such other
project as may be required after
providing suitable training and skill
development in the required field
and at a rate not lower than the
minimum wages provided for any
other law for the time being in
force.

One Time payment of Rs,

5,00,000/- for each affected
household

Annuity policy that shall pay Rs,

2000/- per month or 20 years with
appropriate indexation to CPIAL
4.3 Monthly subsistence allowance of
Rs, 3000/- per month for a period
of one year to affected households
who require to locate due to the
project
4.4 Transportation assistance of Rs,
50,000/- for affected households
who require to relocate due to the
project

4.5 One-time assistance of Rs, 25,000/-

to all those who lose a cattle shed

4.6 One-time assistance of Rs, 25,000/-

for each affected family of an
artisan or self-employed and who
has to relocate

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4.7 One-time Resettlement Allowance

of Rs, 50,000/-for affected
household who have to relocate

4.8 Additional onetime assistance of Rs,

50,000/-to scheduled caste and
scheduled tribe families who are
displaced from scheduled areas and
who require to relocate due to the
project

4.9 Right to salvage affected materials.

5 Loss of shop /trade 5.1 Employment to at least one number

/commercial per affected family in the project or
structure arrange for a job in such other
project as may be required after
providing suitable training and skill
development in the required field
and at a rate not lower than the
minimum wages provided for in
any other law for the

Onetime Payment of Rs,5,00,000/-

for each affected household

Annuity policy that shall pay Rs,

2000/-per month for 20 years with
appropriate indexation to CPIAL
5.2 Monthly subsistence allowance of
3000/- per month for a period of
one year to affected household who
require to relocate due to the
project
5.3 Transportation assistance of Rs,
50,000/-for affected household
who require to relocate due to the
project

5.4 One-time assistance of Rs, 25,000/-

for each affected family of an
artisan or self employed or small
trader and who has to relocate

5.5 One-time Resettlement Allowance

of Rs, 50,000/-for affected
household who have to relocate

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5.6 Additional onetime assistance of

50,000/-to scheduled caste and
scheduled tribe families who are
displaced from scheduled areas and
who require to relocate due- to the
project
5.7 Right to salvage affected materials

PART III.IMPACT TO VULNERABLE HOUSEHOLD

8 Vulnerable 8.1 Training for skill development. This One adult member of the affected
Household assistance includes cost of training household, whose livelihood is affected,
and financial assistance for will be entitled for skill development.
travel/conveyance and food.
The PIU with support from the NGO will
identify the number of eligible
8.2 One-time assistance of Rs,25,000/- vulnerable displaced persons during
to DHs who have to relocate joint verification and updating of the RP
and will conduct training need
assessment in consultations with the
DPs so as to develop appropriate
training programmes suitable to the
DPs skill and the region.

Suitable trainers or local resources will

be identified by PMU and NGO in
consultation with local training
institutes.
PART IV. IMPACT DURING CIVIL WORKS
9 Impact to structure / 9.1 The contractor is liable to pay The PIU will ensure compliance
assets/tree/crops damages to assets/tree/crops in
privet/public land, caused due to
civil works
10 Use of private land 10.1 The contractor should obtain prior
written consent from the
landowner and pay mutually
agreed rental for use of private land
for storage of material or
movement of vehicles and
machinery or diversion of traffic
during civil works

PART V. COMMION PROPERTY RESOURCES

11 impact to common 11.1 Relocation or restoration, if
property resources feasible, or cash compensation at
such as places of replacement cost.
worship, community
buildings, schools, etc

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12 Utilities such as 12.1 Will be relocated and services The PIU will ensure that utilities are
water supply, restored prior to commencement of relocated prior to commencement of
electricity, tc civil works civil works in that stretch of the road
corridor in accordance with the civil
works schedule

PART VI. UNFORSEEN IMPACT

Unforeseen Impacts encountered during implementation will be addressed in accordance with the principles of
RFCTLARR2013/ Safeguard policy Guidelines of Multilateral Institutions

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9.9 INSTITUTIONS FOR PLANNING & IMPLEMENTATION OF RP

9.9.1 Introduction

Institutions for planning & implementation of RP vary substantially in terms of their respective
roles & capacity. Timely establishment & involvement of appropriate R&R institutions would
significantly facilitate achievement of objectives of the R&R program. The main R&R institution
would include:
EA

PMU

Local Administration

Line departments

NGO

DLC/GRC

Training Institutions

M&E Agency

9.9.2 The Process

EA will initiate the following activities to commence and implement the RP:

 Establish PIU and field offices.

 Select NGO with proven track records for the smooth implementation of R&R activities
as stated.
 Orientation and awareness seminars for Project Implementation Unit (PIU).

 Appointment of external monitoring and evaluation consultants.

Effective RP implementation will require institutional relationships & responsibilities, rapid

organizational development & collaborative efforts by EA, State Govt. & partnering NGO. The
ESDU will establish operational links within EA (for e.g. finance for release of money on
approval of micro plan) & with other agencies of govt. involved in project induced settlement. It
will provide means & mechanism for coordinating the delivery of the compensation &
assistance entitled to those who will suffer loss. On behalf of EA, ESDU will assume the
responsibility for representing the social impact & resettlement component of the project. The
ESDU will also be responsible for disseminating the information to the public & providing
additional opportunities for public comment.

The ESDU at the apex level will have overall responsibility for policy guidance, coordination, and
contingency planning, monitoring and overall reporting during RP implementation.

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Figure 9.9.1: Institutional arrangement for RAP

EXECUTING AGENCY MORTH

PMU
Overall Incharge
Resettlement Officer

 Establishment of Resettlement Unit and appoint Resettlement Officer

 Organizing resettlement training workshop
 Responsible for preparation of Social Assessment, Land Acquisition
Plan & Resettlement Plan
 Hiring of NGO & declaration of cut- off- date
 Review & obtaining of approval of resettlement plan from EA
 Monitor all mitigation measures (problems related to RR)
 cc
-PIU
In charge of Implementation
Supervision Consultant Design Consultant
Assistant Resettlement
Resettlement Preparation of DPR
Officer
Resettlement
 Assist PIU in  Technical guidance and
implementation  Responsible for preparation
support
 Verify internal of Social Assessment, Land
 Overall responsibility for
monitoring report Acquisition Plan &
project implementation until
prepared by NGO Resettlement Plan
completion of construction
 Implement and Submit  Public Consultation &
Implement and Evaluate
external monitoring disclosure of RP
(internal) monitoring report
report to PIU  Co-ordination with district
administration for land
acquisition
GRC Pre-Construction Stage
NGO
 Three tier GRC
 At least two meetings per  Survey of the APs Displaced Person
month  Public Consultation &
 Time bound disposal of disclosure of RP  Persons affected or
grievances  Implementation of R&R displaced physically and/
Plan with Income or economically
restoration and other
trainings
External Monitoring District Collector
Consultant (majesty. Head of district)

Independent External
 Compensation award and
Monitor, appointed by
payment of compensation
PMU after 6 months of
appointment of NGO for
evaluation of
implementation of R&R Pre-Construction Stage
Plan.
Appointment of

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9.9.3 Roles and Responsibilities

The role and responsibilities of the various offices in R&R implementation are presented below:

9.9.4 At Corporate Level

The Project Director: -

 In-charge of overall project activities.

 Participate in the State Level Committees to facilitate land acquisition, pre-

construction activities and implementation of R&R activities.

EA: -

 Co-ordinate the implementation of R&R activities with corporate and field staff.

 Appoint NGO for R&R implementation and M&E consultants for monitoring and
evaluation.

 Plan and conduct training programs for staff capacity building as well as capacity of
field level NGOs and partner agencies.

 Review the micro plans prepared by the NGO.

 Review monthly progress report.

 Monitor the progress on R&R and land acquisition.

 Advice PIU/NGO/M&E Agency on policy related issues during implementation.

 Ensure early release of money to PIUs for R&R activities.

9.9.5 Project Monitoring Unit (PMU)

This unit will coordinate the process for land acquisition. Relocation and rehabilitation,
distribution of project provided assistance and APs access to government programs. NGO would
be selected who would be working in close association with the Project Implementation Unit.

9.9.6 RP Implementation Field Offices and Tasks

The PD-PIU will be responsible to carry out the following tasks concerning resettlement of the
project:

 Overall responsibility of Implementation of R&R activities of RP.

 Responsible for land acquisition and R&R activities in the field.

 Ensure availability of budget for R&R activities.

 Liaison with District Administration for support for land acquisition and
implementation of R&R.

 Participate in the district level committees.

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9.9.7 District Resettlement and Rehabilitation Officer (DRRO)

 Co-ordinate with District Administration and NGO for land acquisition and R&R.

 Translation of R&R policy in local language.

 Prepare pamphlets of the policy.

 Printing of the policy and identity cards for the APs.

 Ensure development of resettlement sites, wherever required.

 Participate in the allotment of residential, commercial and agricultural plots.

 Liaison with District Administration for dovetailing government’s income generating

and developmental programs for the APs.

 Ensure the inclusion of those APs who may have not been covered during the census
survey; facilitate the opening of joint accounts in local banks to transfer assistance for
R&R for APs and organize disbursement of cheques for assistance in the affected area
in public.

 Monitor physical and financial progress on land acquisition and R&R activities.

 Participate in regular meetings.

 Organize Bi-monthly meetings with the NGO to review the progress on R&R.

 Review micro plan & monthly reports submitted by NGO.

9.9.8 NGO will be principally responsible for the day-to-day implementation

work

 Survey and verification of the APs.

 Verification of land records followed by verification on the spot related to identified

plots and owners.

 Develop rapport with the APs.

 Verify and Photograph of each DP for ID cards.

 Assist to issue identity cards to the APs.

 Co-ordinate with the DRO to implement R&R activities.

 Conduct market feasibility study.

 Valuation of properties/assets for finalization of replacement value.

 Participate with the DRO to undertake public information campaign at the

commencement of the projects.

 Distribute the pamphlets of R&R policy to the APs.

 Assist the APs in receiving the compensation.

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 Facilitate the process of arranging loans for APs.

 Facilitate the opening of joint accounts.

 Generate awareness about the alternate economic livelihood and enable the APs to
make informed choice.

 Prepare micro-plans for R&R.

 Enable the APs to identify the alternate sites for agriculture, residential and
commercial plots.

 Participate in the consultation on allotment of shops and residential plots.

 Ensure the APs have received their entitlements.

 Ensure the preparation of rehabilitation sites.

 Participate in the meetings organized by the PMU.

 Submit monthly progress reports.

 Identify training needs and institutions for the APs for income generating activities.

 Participate in the disbursement of cheques for the assistance at public places.

 Coordinate the training programs of the APs for income generating activities.

 Coordinate the meeting of District Level Committees.

 Accompany DP to GRC.

 Awareness campaigns for highway related diseases.

 Ensure the DP judiciously uses compensation and R&R assistance.

9.9.9 Coordination with Other Agencies and Organizations

R&R Cell will establish networking relationships with line departments and other Govt. & non-
Govt. organizations. The Revenue Department has an influencing role in land acquisition
proceedings, and initiation of resettlement process. Unless the compensation process is prompt
and efficient, implementation process will get delayed. R&R Cell will coordinate with the Project
Land Acquisition Officer to expedite the land acquisition process.

Income restoration will be sole responsibility of the Project Authority.

Restoration of community assets such as hand pumps, bore wells will require help from PHED.
EA will extensively work on developing lateral linkages for mobilization of resources to benefit
the APs and to achieve the desired results expected from implementation of RP.

The Revenue Department is responsible for providing land records, acquiring land and other
properties and handing them over to the proper authorities. The District Rural Development
Agency (DRDA) will extend the IRDP and other developmental schemes to include the APs. The
representative of these departments/agencies will be in contact with the R&R Cell, which will
facilitate the integration of the various agencies, involved in the R&R process.

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9.9.10 NGO Participation

This will be required by the PIU, R&R Cell. A good rapport with the affected community will
facilitate a satisfactory R&R of the DPs and minimize disturbance particularly physical and
economic. To overcome this deficiency, experienced and well-qualified NGO in this field will be
engaged to assist the EA in the implementation of the RP. NGO hired for RP implementation will
also be responsible for HIV/AIDS, trafficking of women and children, child labour, etc. The NGO
should have experience of addressing such social issues.
The NGO, in this sense, will have to ensure that due entitlements flow to the DPs in the most
effective and transparent manner. The success of the NGO inputs will largely depend on their
liaison with the DPs and other concerned government agencies. Other involved agencies are
expected to collaborate with Project, based on instructions from the EA, in accordance with the
policy framework and the RP. These arrangements have to be made during the first month of
Project implementation in order to set up the various committees and implementation
mechanisms required for the project.

9.9.11 Role of NGO

The role of NGO would be of a facilitator. The NGO will work as a link between the PIU - R&R
Cell and the affected community. They will educate the DPs on the need to implement the
Project, on aspects relating to LA and R&R measures and ensure proper utilization of various
compensations extended to the DPs under the R&R entitlement package. After the approval of
the micro plans, the NGO will issue identity cards to the entitled persons.

9.9.12 Selection of NGO

It is extremely important for the success of the RP to select NGO that are capable, genuine and
committed to the tasks assigned. Key quality criteria include:

 Experience in direct implementation of programs in local, similar and/or neighbouring

districts.

 Availability of trained staff capable of including DPs into their programs.

 Competence, transparency and accountability based on neutral evaluations, internal

reports, and audited accounts.

 Integrity to represent vulnerable groups against abuses; experience in representing

vulnerable groups, demonstrable mandate to represent local groups.

In addition to above, taking into consideration the risks of HIV/AIDS during the project period
and road safety and anti trafficking issues, specialized NGOs will be invited to undertake
activities related to their core competencies. The focus will be more on prevention as well as
referral services on curative aspects. The major activities of such NGO will include awareness
generation, information dissemination and mobilization of communities to act on the issues
towards safer behaviour.

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The NGO chosen will have to agree to the terms and conditions under the RP. Hence, the
selection of a committed NGO is very crucial for implementation of the Project. The selection
process and TORs will be reviewed by the ESDU.
The NGO will be involved through mutually agreed terms and conditions with specific
responsibilities and in-built accountability. A contract will be signed with the NGO indicating the
tasks to be performed and the amount to be paid for their services. The payment to the NGO will
be linked to performance of the tasks assigned and the time period. Their payment will be
arranged as per contract agreement. The NGO will submit a monthly progress report to the
project level PIU-R&R Cell, which in turn will send the summarized version of their reports with
comments to the EA HQ. The monitoring and evaluation component of the RRP will include the
performance of the contracted NGO. The NGO services will be required for 36 months for which
provision has been made in the budget.

9.9.13 NGO Staffing and Personnel

The NGO shall have offices at one district for implementation for duration of 36 months. The
NGO, therefore, shall have adequate support staff for carrying out the R&R activities. One Key
Professional (Social) for the district and also one Key Professional (Technical) for the district
will be required. Overall supervision will be under a Team Leader assigned specifically for this
project.

 Team Leader

The Team Leader should be post-graduate, preferably in social sciences, and should have
experience of implementing R&R activities for linear projects. She/he should have at least 5
years experience in implementation of R&R and rural development works. She/he should have
held responsible position in the previous assignments should possess participatory
management skills and should have good knowledge of the region and the local language.

 Key Professionals (Technical – Authorised Valuer)

Should be at least a Degree holder in civil engineering. She/he should have at least 10 years
experience in fieldwork. She/he should have participated in at least one project involving R&R
activities, should have participatory knowledge of land measurement, and should be conversant
with land/structure valuation methods. Knowledge of local language is a necessary
qualification.

 Key Professional (Social)

Should be at least a graduate in social sciences. She/he should have at least 5 years of working
experience of which at least 2 years in R&R or rural development projects. Should have sound
understanding of the land acquisition process, experience in developing, implementing
vocational training and participatory management. Knowledge of local language is a necessary
qualification.

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 Key Professional (HIV/AIDS)

Since HIV/AIDS will be one of the major implementation concerns, the team will have
professional with expertise to work on issues of HIV/AIDS with an objective to generate
awareness on the issue and work towards its prevention. Professional with at least 3-5 years of
experience on HIV/AIDS awareness and communication techniques will be qualified to fill up
the position.

 Technical Support Professionals

Should be graduate or equivalent in social sciences. Knowledge of local language and experience
of working in the region is desired.
Additionally, the following conditions shall apply to the team proposed by the NGO:

 That the proposal should accompany a personnel deployment schedule, clearly

indicating whether the deployment is home-office based or in the field.

 That the NGO must propose at least one woman as part of the key personnel. The
person-month deployment of the woman key personnel shall constitute at least 33%
of the assignment.

 That the women key persons, if selected for the contract, may be replaced during the
period of contract, only with women key persons of equivalent qualifications and
experience.

That the NGO will depute a ‘technical support’ team to work at the site, which will consist of
women members. Junior support personnel and / or administrative staff will not be considered
as ‘technical support’ professionals, as far as this condition is concerned.

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9.10 CONCLUSION
NHIDCL has decided to take up the Development of the road Ukhrul-Toloi-Tadubi Road Pkg-1
(Ukhrul Bypass) with two lane hard shoulder configuration in the state of Manipur

The project road lies in Ukhrul district of Manipur State. The project road is located in
mountainous Terrain. The entire road passes through major village / localities namely Hundung
& Hunphun on NH-102A in the State of Manipur. As per road inventory the total length of the
project road comes out as 6.571 km.
The public consultation on the focus groups and the stakeholders give the opportunity to
address issues, which were already resolved after making appropriate changes in design and
alternative finalisation. The stakeholders become aware of the development schemes and at the
same time influence and share to control over these initiatives, decisions and resources.
Community consultations also help to avoid opposition to the project, which is otherwise likely
to occur.

Decisions regarding providence of the resettlement and rehabilitation entitlement would be

done as per the guidelines of Manipur State Act and Rules and RFCTLARR Rules, 2014 as
amended in accordance with the policy of MoRTH. The APs may go to the Grievance Redressed
Cell and to the Arbitrator as per the provision laid in the Guidelines. It may be noted that the
redress to the grievances of the APs may be done with consideration.

The PIU should look into the income restoration of the Affected Families with the objective that
the families are ‘as well off as before’.

Proposed section of Ukhrul-Toloi-Tadubi Road Pkg-1 (Ukhrul Bypass) gives an immense scope
of development of the region in regards of easy accessibility in the state of Manipur and as well
as in the neighbour state also. Other than the development of the industrial sector there would
be easy accessibility of the agricultural surplus of the region and the finished industrial
products from the rest the country as well as for International Trade. The socio-economic status
of the region is been changing drastically with inflow venture and human capital. The changing
climate of the socio – economic and political scenario of the state of Manipur with the working
culture of the people with a huge supply of local skilled labour and unskilled labours would
increase the scope of developments by manifolds. Infrastructural investment such as the
Highway would remove the bottle neckness of development and help in taking a huge positive
leap of sustainable socio- economic growth of the region.

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CHAPTER – 10
COST ESTIMATES

10.1 General
Cost estimates is an important component of the study as it provides vital input to economic &
financial evaluation and insights for proper planning of project execution. Over and above
construction costs, provision has been made for social and environmental mitigation measures.
Cost estimates are based on the detailed engineering designs and detailed drawings presented
in drawing volume.

10.2 Quantification
The construction items covered in cost estimates includes twelve different heads as:

 Site Clearance and Dismantling

 Earth work, Sub grade & Erosion Control
 Sub-Base & Base Courses
 Bituminous Courses
 Traffic signs, Road marking & other road appurtenances
 Junction Improvements (Major & Minor)
 Bus bay & Passenger Shelter
 Drainage and Protective Works
 Bridges & Culverts

10.3 Unit Rates

Rate Analysis of each item of work has been carried out as per Manipur Schedule of Rates, 2022
for National Highways works published by Public Works Department, Govt. of Manipur. The
standard Data Book for Analysis of Rates revised in 2019 by MoRTH has essentially been taken
as the basis for the publication for this schedule. The rates for materials and labour have been
collected from the market and the other sources and rationalized for the entire state.

Leads for major construction materials, considered for the rate analysis, are given in Table 10.1
below:

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Table 10.1: Leads for Various Materials

Distance from Distance on

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10.4 Project Costing

The cost of the road portion has been worked out based on the cross-sections, plan and profile
and other drawings for widening and strengthening of the project road.
It is proposed that the excavated earth available from the cutting and reconstructed road
sections would be used for the embankment construction and median/island filling.
Adjustments have accordingly been made in the quantification of fill materials.
Locations of pavement reconstruction as identified in the pavement design and suitably
quantified for dismantling and new crust composition. Extent of improvements to the cross
roads at junctions has been considered up to the limits of proposed right of way. Quantification
for road drainage has been in accordance with the recommendations of designs and drawings.

10.5 Bridges & Culverts

The quantification of various items of work has been detailed out from the drawings.

10.6 Road Intersections

Quantification for major intersections along the corridor has been done for each intersection
based on the preliminary designs and drawings. Quantification for minor intersections and
different kind of improvement option considered for each intersection has been worked out on
the typical designs and drawings.

10.7 Bus Bays & Bus Shelters

4 nos. of Bus Bays at 2 locations are provided at the project road. Quantification for construction
of pavement at these locations has been done along with road construction and quantification
for providing shelters, footpaths, markings etc. have been separately made.

10.8 Truck Lay Bye

No Truck Lay bye is proposed on the project road.

10.9 Safety Barriers

W Metal Beam Crash Barriers have been provided on bridge approaches.

10.10 Traffic Signs, Markings & Other Appurtenances

Road Signs: Traffic signs are important features of traffic control devices and transmit visually
vital information to drivers and ensure increased safety and efficiency in free flow of traffic. All
these signs shall be of informatory nature. All signs shall be retro-refectories type.
Quantification for road signs have been done based on the locations of intersections and other
features along the corridor.
Road Markings would be done with thermoplastic paints with reflective bands. It will consist of
lane line and edge line. The details of Lane markings are shown Drawings volume.
The other items covered under this sub-head are road furniture like km stones, 5th km stones,
Hectometer stones, delineators, and boundary stones. They are to be laid as per IRC
specifications over the entire length of the road

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Delineators have been proposed depending upon the proposed radii of the horizontal alignment
and height of embankment or valley site. The delineator posts have been proposed near all
curves of radii less than 1000m, with spacing given as per IRC. The delineators, guard
posts/pillars will be painted with alternate black and white paint bands and reflectors will be
provided in each post.

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10.11 Total Project Cost

Abstract of Cost
Ukhrul-Toloi-Tadubi Road (Pkg-I) 'Ukhrul Bypass' in the State of Manipur by NHIDCL on EPC Mode.
PACKAGE-I (0+000 KM TO 6+799 KM)

GENERAL ABSTRACT OF COST

COST OF CIVIL WORKS IN

C. 110.39 16.80 107.07 16.29 111.41 16.96
LAKHS (AS PER SOR 2022)

GST @ 18% of 'C' 19.87 19.27 20.05

D. Construction cost + GST 130.27 19.82 126.34 19.23 131.47 20.01

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GENERAL ABSTRACT OF COST

Length of Road: 6.571 Km
Conventional Non-Conventional
Method Method
DESCRIPTION OF WORKS Rigid Pavement
(Flexible (WMM and CT Sub
Pavement) Base Pavement)
COST PER COST PER COST PER
TOTAL TOTAL TOTAL
KM. KM. KM.
COST COST COST
LENGTH LENGTH LENGTH
(IN CR.) (IN CR.) (IN CR.)
(IN CR.) (IN CR.) (IN CR.)
Contingencies @ 1.0% On of 'C' 1.10 1.07 1.11
Agency Charges 3% on of 'C' 3.31 3.21 3.34
Supervision Charges 3% on of 'C' 3.31 3.21 3.34
Price Escalation@ 2.50% (for 24
5.52 5.35 5.57
months) on of 'C' for one year
Maintenance @ 2.5% on ''C' 2.76 2.68 2.79
Total Provision for
E. 16.01 2.44 15.53 2.36 16.15 2.46
Contingencies and Centages
(i) LA and Standing Properties Cost 51.73 51.73 51.73
Forest, Environmental & Wildlife
(ii) 7.92 7.92 7.92
Clearance Budget
(iii) Electric Utility Shifting 0.07 0.07 0.07
(iv) PHED Utility Shifting 0.20 0.20 0.20
F. Total Preconstruction Cost 59.92 9.12 59.92 9.12 59.92 9.12
G. Total Project Cost 206.19 31.38 201.79 30.71 207.54 31.58

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Consultancy Services for preparation of Feasibility Study and Detailed Project Report for
Detailed Project Report
Two laning with hard shoulder of Ukhrul – Toloi - Tadubi Road Pkg-1 (Ukhrul Bypass) of
Road Safety Audit
NH-102A (Length-6.571 Km) in the State of Manipur on EPC mode

CHAPTER-11
ROAD SAFETY AUDIT
11.1 Introduction
Road Safety Audit (RSA) is a formal procedure for assessing accident potential and safety
performance in the provision of new road schemes and schemes for the improvement and
maintenance of existing roads.
However, its systematic application can also ensure that a growing awareness about good road
safety principles is achieved throughout in highway planning, design, construction and
maintenance organization. The essential elements of the definition are that it is:
a) A formal process and not an informal check,
b) Carried out by persons who are independent of the design and construction, IRC: SP: 88-2010
c) Carried out by persons with appropriate expertise, experience and training, and
d) Restricted to road safety issues.

Road, engineers will apply quality assurance techniques by established procedures and regularly
check the details of their own work. This regular checking includes checking safety aspects. This
type of assessment, however, is not 'road safety auditing' because it is not done with a 'fresh pair of
eyes' and it probably is not applying road safety engineering skills and experience required for the
task. Road safety audit, on the other hand, is a 'step-by-step' process, performed at all stages. An
independent road safety audit of the design is sought, to permit independent road safety
engineering advice to be input, for the benefit of the future road users. Presently, it has become
practice of involving safety engineers during the life of project, liaising informally with
professionals of all disciplines at all stages, from feasibility/concept stage to completion. In turn,
quality assurance can be applied to the providers of road safety audit services.
Road safety is now recognized as a major socio-economic concern in India. Increasing traffic
volumes, the rapid growth in two and three wheeled traffic, higher speeds due to construction
improvement / rehabilitation of roads has increased safety problem. A Road Safety Audit (RSA) is
the safety performance examination of a road section through experienced road safety expert. It
qualitatively estimates and reports on potential road safety issues and identifies opportunities for
improvements in safety for all road users. The road safety audit investigates general safety
conditions, focuses on specific concerns or users. This also includes pedestrian safety as well as
safety of transport use.

11.2 Road Safety Audit & Quality Assurance

Road safety audit is an important aspect of Quality Assurance (QA), applied to the implementation
of a road project. It is a management process in which the provider of goods or services assures the
customer or client of the quality of those goods or services, without the customer or client having to
check each time.

Quality assurance is done by the implementation, in the organization, of a set of procedures

designed to ensure that agreed standards are met. Quality assurance procedures for the design and
implementation of new road or traffic projects are to input road safety engineering expertise into

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the design. Often the client and the customer are the same person or organization. In case of roads,
the client for whom the road is designed and built is usually the highway authority, whereas the
customer is the road user. A road safety audit is undertaken for the highway authority to ensure
that the customer is afforded a level of protection from unsafe design and construction.

'Getting it right the first time' is the underlying theme of quality assurance. Road safety audits seek
to ensure the road operates 'right the first time' once it opens and that the road users make fewer
mistakes. Quality assurance is a continuous process. So far as the safe design of roads is concerned,
quality assurance starts with a safety culture in an organization. While designing a road, engineers
will apply quality assurance techniques by established procedures and regularly check the details
of their own work. This regular checking includes checking safety aspects. This type of assessment,
however, is not 'road safety auditing' because it is not done with a 'fresh pair of eyes' and it
probably is not applying road safety engineering skills and experience required for the task. Road
safety audit, on the other hand, is a 'step-by-step' process, performed at all stages. An independent
road safety audit of the design is sought, to permit independent road safety engineering advice to
be input, for the benefit of the future road users. Presently, it has become practice of involving
safety engineers during the life of project, liaising informally with professionals of all disciplines at
all stages, from feasibility/concept stage to completion. In turn, quality assurance can be applied to
the providers of road safety audit services.

11.3 Objective of Road Safety Audit

Road safety audit must assess projects on the basis of road user knowledge, attributes and skills,
day/night and wet and dry road conditions. Safety audit is only a study of safety aspects and an
auditor may indicate road safety problems inherent in designs that conform to our road standards.
This is due to the fact that our road standards are an expression of a socio-economic balance
between road safety, accessibility, environment and economy.

The goal of road safety audit is to ensure that all new road projects – and major operating and
maintenance activities on existing roads-are assessed from the standpoint of road safety, so that
any parameters of the project that are unsuitable from the standpoint of road safety are Corrected
in time. The benefits of conducting road safety audit are that:

• The likelihood of accidents on the road network can be reduced,

• The severity of accidents can be reduced,
• Road safety is given greater prominence in the minds of road designers and traffic engineers,
• The need for costly remedial work is reduced, and
• The total cost of a project to the community, including accidents, disruption and trauma, is
minimized.

The cost of road safety audit and the consequent cost of changing a design are significantly less than
the cost of remedial treatments after works are constructed. It is easier to change the
lines/alignment or so on a plan than to move concrete structures. With less remedial work included
in a highway authority’s work program, budgets can be kept down or the same money can be
utilized more effectively.

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11.4 Road Safety Audit: What Is Done & Not Done

Road Safety Audit Is:

a) Minimizing the likelihood of crashes occurring through safety-conscious planning and design;
b) Ensuring that, if a crash occurs, then the likelihood of the injury is minimized (such as provision
of anti-skid surfacing and crash barriers);
c) Ensuring that safety related design criteria (e.g. critical sight distances) have been met;
d) Managing risks, such that the risk of major safety problems occurring is less than the risk of
minor problems occurring;
e) Reducing the whole-life cycle costs of a design (unsatisfactory designs are expensive to correct
after they are built);
f) Minimizing the risk of crashes on the adjacent road network (particularly at intersections) as
well as on the new road scheme;
g) Enhancing the importance and relevance of road safety engineering in highway design work and
to enhance consideration for the safety of all categories of road users in all new and existing
schemes.

Road Safety Audit Is Not:

a) A way of assessing or rating a project as good or poor;

b) A means of ranking or justifying one project against others in a works program;
c) A way of rating one option against another;
d) An accident investigation;
e) A redesign of a project;
f) Something to be applied only to high cost projects or only to projects involving safety problems;
g) The Name you use to describe informal checks, inspections or consultations;
h) An opportunity to raise subjective concerns.

11.5 Safety Auditors

To be effective, the safety audit needs to be carried out by specialists, who are independent of the
design process. In this way auditors will be taking a fresh look at the project without the distraction
of having been involved in their design. Road safety audit involves one set of professionals checking
the work of other professionals. Crucial factor is that auditors should be independent and impartial.
Road safety auditor must not question the justification for a project but must bring to light its
consequences on road safety and endeavor to ensure that the project as presented in the brief is as
safe as possible. Auditors need to be objective in their assessments, yet sensitive to the fact that no
one likes criticism. Designers and clients need to consider audit recommendations objectively as
brought out from the audit outcome.
Expertise and experience in road safety engineering are the essential ingredients in any road safety
audit team. This should be linked to an understanding of:
• Traffic engineering and traffic management, and
• Road design and road construction techniques
A person who understands road user behavior and human perception is also likely to be able to
develop road safety audit skills. This understanding is in fact a desirable skill because of the

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interactive nature of road user behavior with the road environment. An audit team leader must not
only have knowledge and skills in road safety engineering, but also should have received training
and participated in a number of audits. It is expected that the safety auditors will apply due
diligence in identifying the deficiencies and evolving audit recommendations which should be
supported with reasons.
The Authority, which engage safety auditors should ensure that the team leader has:
• Adequate road safety engineering experience for the stage of the audit,
• Successfully completed a recognized audit training course,
• At least five years’ experience in a relevant road design, road construction or traffic engineering
field, and
• Undertaken at least three road safety audits including design stage, etc.
It is not practical or necessary to have a multi-member team conducting an audit. An audit of a low
budget project, a road safety audit by more than two persons may not be justified. For large
projects, three persons are needed whereas for small projects two persons will be required.

11.6 Organizations Involved in Road Safety Audit

Road Safety Audit Road Safety Audit is based on the principle of an independent review. Road
safety audit process reveals that three parties will be involved in this process-Client, Designer and
Auditor. For the Public Private Partnership projects (PPP) the client would be both the Govt, and
the Concessionaire with their respective obligations as provided in the Concession Agreement. One
fundamental idea is that disagreements between the designer and the auditor are resolved not by
the designer but by the client. So, it is an interaction between different parties, whose roles are
predefined at specific stages. In India, for large and small projects client may be National Highways
Authority of India (NHAI)/Ministry of Road Transport and Highways(MoRTH)/NHIDCL/concerned
Public Works Departments (PWD). Designer may be one consultant and Auditor may be another
consultant/Govt. institution approved by the Authority. Main functions of the key players in road
safety audit are shown in Table 11.1.

11.6.1 Role of Designer

Designer is responsible for planning/designing the project. Designer bears the responsibility for
ensuring that a road safety audit is conducted and that the necessary measures are agreed on the
basis of the auditor's recommendations and/or the client's decisions. The designer is also
responsible for ensuring that the audit input information is unambiguously defined and that all
circumstances are described in an easily understandable manner. For existing roads, it is the
responsibility of operating organization of the relevant highway authority which requests the
auditor to prepare accident analysis of the project and which arranges for the road operator to be
notified about the results of the audit. The project manager, or design engineer should be
responsible for initiating the safety audit process for each scheme and for responding to the audit.
The role of the designer is thus to:

• Attend commencement and completion meetings.

• Bring out the action proposed in response to the audit report and its recommendations and
to document these proposed actions.

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• Implement the decisions given by the client on the proposed action by amending the
original design
• Feed the experience back into the designer's organization and to avoid similar design
problems recurring.

Table 11.1 Main Functions of the Key Players in Road Safety Audit

11.6.2 Role of Client

Client is one who allots the project to the designer and owns the project. As the party responsible
for the basic conditions of the project, it is the task of the client to decide in cases where the
designer and auditor disagree. Disagreements are presented to the client who conveys its decision
to the designer and the auditor. Road operator assumes this responsibility in case of existing roads.
The client should be responsible for ensuring that clear terms of reference are laid down to cover
the whole range and scope of audit and for commissioning audits at appropriate stages. The role of
the client is thus to:

• Select an appropriate auditor,

• Provide all the relevant and necessary documents, and
• Hold a commencement meeting with the auditor and the client.

11.6.3 Role of Auditor

Auditor's responsibility is to carefully review the presented project material in its entirety, in the
light of best road safety expertise and from the viewpoints of all relevant road users. Auditor also
indicates all circumstances that cause misgivings concerning road safety. Persons designated as
Road Safety Auditors work with, and have experience of, road accident analyses and road accident

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reduction. Auditors must be familiar with road planning, design and construction work and must
undertake to keep their expertise up-to-date.

Auditors should comply with the terms of reference. They should comment only on the safety
implications of schemes and provide constructive recommendations as to how any potential
difficulties can be resolved. The role of the auditor is thus to:
• Review all the documents and audit the drawings and designs,
• Inspect the site (including during night time),
• Repeat these two steps,
• Prepare a report,
• Hold a completion meeting with the designer or client or both,
• Participate in the meeting organized by the client sequel to designers’ reactions in the
Auditor's Report.

11.7 Ways of Organizing a Road Safety Audit

There are many ways of organizing a road safety audit. However, the two essential attributes of
road safety auditor are that the person should be skilled and independent. Practically, two options
are there for conducting a road safety audit:
•Audit by specialist auditors,
• Audit by those within the original design team or by other road designers.
In case of audit by specialist auditors, team needs to be a separate entity from the normal road
design functions of an organization and team members should not, except for the purpose of an
audit, be involved with the design of the project. There needs to be a clear understanding, prior to
commencement of an audit, about how the audit findings and recommendations will be dealt with.
Someone has to consider the safety recommendations and resolve the inevitable trade-offs i.e.,
project cost, road capacity, likelihood of severity of accidents, etc. In every case where an audit
recommendation is rejected, the reasons must be stated and documented. Other ways of dealing
with audit recommendations can include:
•A requirement that each recommendation must be formally considered by the client with a
view to its acceptance in a normal course and the work cannot proceed to the next stage until
formal written approval has been issued by the client based on the recommendations of the
audit team.
•The audit recommendations are considered by the designers, or by the project manager. This
has the risk that the safety concerns may be rationalized away, in the atmosphere of keeping the
project moving with minimal changes.

Instead of using specialist auditors, another designer or design team could undertake the audit.
This approach may be applicable in organizations, which have sufficient road design work to have
two or more separate design teams. This separation provides a level of independence. But this
arrangement does not provide for the one essential ingredient in any road safety audit experience
in road safety engineering. Using auditors from within the same organization also has its
limitations. It may be considered that the original designer can audit his or her own designs, on the
basis that this is better than nothing. However, this option does not meet requirement of
independence. Experience shows that no matter how concerned a designer or design team is about
road safety, it is almost inevitable that they will be too close to the issues in the design to apply the

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'fresh pair of eyes' needed to inquire into design policies, approaches or details. A more effective
way to organize a road safety audit is to engage specialist auditor(s) who is(are) independent and
possess requisite road safety engineering skills and experience. The independence of the RSA Team
is vital to ensure that the design team does not influence the recommendations of the Safety Audit
and, therefore, compromise safety at the expense of other issues. This, however, does not mean that
there should not be any interaction between the Design Team and the Safety Auditors. A meeting
between Safety Auditors at the start and at the end of the audit process would be useful and Safety
Auditors could be asked to provide advice on safety issues during the design. However, the
independence of the Audit Team is critical and should not be compromised.

11.8 Stages of Road Safety Audit (RSA)

As per the scope of works RSA needs to be performed in the following stages:
 During Feasibility Study Stage (planning stage)
 On completion of Preliminary Design Stage
 On completion of Detailed Design Stage
This report is related to safety audit report at feasibility study stage (planning stage). The audit
team reviewed proposed design from road safety perspective and checked the following aspects.
RSA related to construction stage and monitoring existing road stage is not discussed here.

11.9 Aspects to be Checked

Broadly following items have been checked or reviewed during the feasibility study stage based on
site data, existing road and proposed designs.
 Safety and operational implications of proposed alignment and junction strategy with
particular references to expected road users and vehicle types likely to use the road.
 Width options considered for various sections.
 Departures from standards, if any and accordingly actions taken.
 Provisions of pedestrians, cyclists and intermediate transport.
 Safety implications of the schemes beyond its physical limits, i.e., how the scheme fits into
its environs and road hierarchy
Road Safety Audit is a formal procedure that uses extensive safety engineering knowledge to
identify safety deficiencies in road sections. A broad experience in road, traffic and safety
engineering needs to be acquired to ensure that a Road Safety Auditor has the knowledge and
ability to refer back to the basic principles in road safety, and propose appropriate mitigation
measures. Following points are generally adequately clarified during a road safety audit.
 Confusion or ambiguity due to design layout for road users that could lead to potential road
traffic accidents.
 Insufficient information for road users.
 Improper visibility or an obstruction to road view s of road users.
 Hazards in layout create or obstacles to road users that could contribute to an increased
risk of injuries.

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In the above cases safety of the scheme may be compromised and remedial measures may be
required to remove this potential or actual deficiency. Road users need to perceive and process vast
amounts of sensory and visual information to negotiate a road layout. On the other hand, role of
designer is to provide a safe road environment that should:
 provide adequate information for road users of the layout and conditions ahead;
 provide adequate warning of hazards or unusual layouts ahead;
 provide positive control of road users passage through conflict points or unusual sections;
 provide a road performance that can nullify road user’s errors or inappropriate behavior;
 provides clear, concise and phased release of road user information;
 provides a consistent standard of road design and traffic control;
 Provides adequate warning of hazards.
Desirable minimum Design Standards should be used wherever possible and advance information
and warning should be used to inform road users of the layout ahead. However, driver overload
must be avoided as it may cause road users to focus too much on the unimportant data and shed
vital information. Conflicting information, an overabundance of road signs or a lack of delineation
can cause overload. Therefore a “safer” road environment can be defined as a layout that:
It is important that a road improvement caters for all road users. Often the needs of the motorist
are incorporated within a scheme whilst the needs of the vulnerable user are ignored. The
vulnerable road users that need to be considered are: pedestrians – the old, young and those with
mobility or sight impairment; cyclists – children, commuters and leisure users; and motorcyclists.
Each vulnerable road user has different needs from the road network. In the habitation
environment the pedestrian is likely to be the principal user and designs must incorporate safe
crossing locations, adequate visibility to and from the crossings and appropriate lighting. In
addition to the needs of vulnerable road users, particular attention should be paid to the needs of
trucks, buses or other specialist vehicles.
Safe road design varies from the urban to the rural road network; and a number of external factors
can create a situation in which a safe road in one location becomes unsafe due to external factors.
These factors can include traffic volumes, population density, noise, or road user familiarity. The
function of a road should be clear to all road users, and a well-planned and defined road hierarchy
can assist in providing a safe road network. The design speed can also be an important factor in
influencing the safety of a road and should be appropriate to the location, local road users and level
of private access control.
One important aspect to the safety of junctions is that layout as well as control method need to be
simple and clear, with defined priorities for all road users. The assumption that ‘straight on’ traffic
has priority is widely accepted and it needs to be remembered that alterations to this, despite
reinforcement with signs and lines can still be confusing if visual clues such as fences, kerbing or
lighting remain unchanged. It is important to attempt to make any minor approach perpendicular
to the main road. Y-junctions with acute angles should be avoided. These angled junctions pose
problem for road users, including restriction of forward and side visibility. Similarly, it is advisable
to avoid intersections on the inside of bends as foliage often encroaches into sight lines after several
years. Roundabouts used as a form of junction control have their own rules and design
requirements. One of the primary requirements in good roundabout design is that the radius is
tighter on the entry than the exit. This ensures a slow entry and lower circulating speed. Visibility is

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a key requirement for all junction types, all road users need to see and be seen by others. Care
should be taken with fixing street furniture and vegetation within visibility splays. Vulnerable road
users often experience difficulties during crossing at junctions. It is important that their needs are
provided for and that safe crossing places are implemented where required.
The relationship between cross-sectional elements (carriageway, shoulders, etc.) and safety is
affected by the type and volume of traffic, and also by the surrounding environment. Lane widths
can be critical in affecting safety, where they are too narrow vehicles may collide on horizontal
curves, and there may also be inadequate space for two wheeled vehicles. Where lane widths are
too wide the alignment may encourage excess speed. On high speed links there is a safety benefit to
be gained by the provision of a Hard shoulder and central reserve gaps should be of adequate
width, depending on the size of vehicles turning. Vehicles parked on the carriageway affect the road
environment, layout and consequently safety. Safety problems experienced with parked vehicles
are:
 Parked vehicles causing physical obstructions which are sideswiped or run into
 Parked vehicles causing sudden braking or nose-to-tail shunts
 Parked vehicles which deflect oncoming vehicles into adjacent vehicle paths
 Parked vehicles blocking visibility for any road user
 Parked vehicles between which pedestrians emerge

To reduce the risk of parked vehicles contributing to an accident it is important that designs
should minimize parking in main traffic lanes. Trees and foliage can greatly enhance the
environmental impact of the street scene. However, left un-maintained, they can also
restrict visibility considerably. In addition to this, saplings grow into large trees, which can
provide an unforgiving road hazard in the event of a road traffic accident.

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With the above discussions and study / analysis of the project road sections safety issues that have
been conceived are presented below in Table 11.2

TABLE 11.2: Road Safety Issues

Observation with respect to Safety

Content Items Existing Remarks
Proposed Situation
Situation
Proposed alignment has been designed
based on the design speed adopted for
mountainous terrain as per standard
specified in IRC: SP 73-2018 and Hill
The horizontal Road Manual (IRC: SP 48-1998)
alignment of the Considering
existing road has Horizontal curves including the mountainous/Stee
many sub- sharp/blind curves as well as zigzag ones p terrain in general
Departure standard and has been improved to achieve required design speed has
sharp curves design speed and super elevation been adopted as
from
including reverse  Ruling = 50
Standards reversal for riding safety and comfort in
S-curves. There is kmph
also deficiency in conformation to MoRTH standards.
 Limiting = 40
transition length Kmph
(Refer Plan Drawing No.
as per MoRTH
standards. CET/2016/3640/NH-102A/DPR/PP

& Horizontal Alignment Report Drawing

No. CET/2016/3640/NH-
102A/DPR/HAR)
A1. General
(1) Rural Area
a)Carriageway Width = 7.0 m
b)Hard Shoulder Width = 2 x 1.5 m
c)Earthen Shoulder Width on Valley
side = 1.0 m
d)Roadway Width= 11.0 m

(2) Rural Area

The existing
a) Carriageway Width = 7.0 m Extra widening has
carriageway width b) Hard Shoulder Width = 2 x 1.5 m
Cross been provided on
is 5m, with c)Earthen Shoulder Width = 1 x 1.0 m
sectional the curves having
formation width c)Roadway Width= 12.0 m
Variation radius less or equal
varies from 3.5 m
(2) Rural Area with Retaining Wall & to 300m.
-7.50 m
Breast Wall
a)Carriageway Width = 7.0 m
b)Hard Shoulder Width = 2 x 1.5 m
c)Roadway Width= 10.0 m

(for Cross-sectional Parameters, refer

TCS Drawing No. CET/2016/3640/NH-
102A/DPR/TCS)

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Observation with respect to Safety

Content Items Existing Remarks
Proposed Situation
Situation
Efficient drainage system is provided
along the project road including structure
and outfall facility.
For quick disposal of precipitations,
carriageway and shoulder have the
Existing drainage
requisite camber and longitudinal
condition is poor
gradient.
with improper
The water from road and adjacent areas
camber and
Drainage to be intercepted and carried through
longitudinal
roadside drains to natural outfall.
gradient of
carriageway and In case of Semi-Built-up area,
shoulder. Triangular shaped drain is provided on
hill side for a length of 6371 m for
effective surface drainage.
(for Cross-sectional Parameters, refer
TCS Drawing No. CET/2016/3640/NH-
102A/DPR/TCS)

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Observation with respect to Safety

Content Items Existing Remarks
Proposed Situation
Situation
HFL has been
Climatic Generally, Temperature varies from 5°C to 35°C. The average considered to fix
Conditions annual rainfall is 1856 mm. road top level at
bridge location.
Trees and
vegetations on the
site should be
properly trimmed
and removed if
required so that
Proper Road side Plantation is being these should not
interfere with the
provided.
overhead services,
Protection work shall be given on Hill and
Landscaping on clear view of signs
Valley side.
the existing road and efficiency of
The details are given below:
is not proper due roadway lighting. A
 Length of RR Masonry Retaining Wall =
to irregular regular program of
662 m
Landscaping spacing of trees & pruning of the
absence of proper  Length of Breast Wall = 1300 m offending trees
protection work in  Length of Gabion Structure = 3787 m shall be under-
hill and valley Application of Bamboo Plantation has taken as a part of
side. been conducted on slopes of and the area the maintenance
comes out as 54917 sq. m. operation. Trees
shall be selected
based on the soil,
temperature,
rainfall, water level
and should be deep
rooted to avoid any
damage to the
pavement crust.
Existing utilities
like Electric poles, Existing utilities affected due to widening
Transformer, High of road shall be relocated at proposed
Service It will be safe
Tension Line, and utility corridor within the proposed
Apparatus during
Telephone Pole ROW. maintenance
etc. are found
along the existing
road.

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Observation with respect to Safety

Content Items Existing Remarks
Proposed Situation
Situation
No Bus Bay and
truck lay-byes Bus bays (4 nos. at 2 locations) are
Lay-byes have been proposed near built-up location for
observed along smooth movement of traffic
the project road.

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Observation with respect to Safety

Content Items Existing Remarks
Proposed Situation
Situation

No footpaths are
No Footpaths are considered as there are
Footpaths observed along
no such built-up location.
the existing road.

Installation of
proper traffic sign/
signal near
Pedestrian crossings are provided at
No pedestrian pedestrian
major intersections and other locations
Pedestrian crossings are crossings is
like schools, religious structure etc.
Crossings observed along mandatory.
where substantial conflicts exist between
the existing road. Pedestrian guard
Vehicular and Pedestrian movement
rails are also
required to guide
people
Private access
needs be
Existing situation Private access should be minimized minimized to
shows maximum directly from the proposed carriageway maintain the
Access
access to the by providing footpath at built up design speed of the
private property. locations corridor as well
safe passage to
traffic and persons
Emergency
vehicle have not It is proposed to provide Emergency
Emergency
been found along vehicles to operate within a certain time
vehicles
the existing frame along the project road.
corridor.
Existing traffic
survey shows that
2 axle and 3 axle
trucks are plying
through the After improvement of road to 2-lane
Refer
project road and trucks and public transport like bus and
Public Main Report
2-wheeler and minibus etc. will ply on the proposed
Transport Chapter 7: Traffic
car/Jeep/Van are road along with motorized and non-
Report
act major public motorized other vehicles.
transport
compare to bus
and minibus along
the existing road.

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Observation with respect to Safety

Content Items Existing Remarks
Proposed Situation
Situation
Proposed ROW required for
Future  Rural area = 30 - 55 m
Existing Row=
Widening Additional land acquisition is required to
9-12m
accommodate future proposal.
Length of the
Staging of Design Length of the proposed road is
existing Road is
Contracts 6.571 km.
9.840 km
Existing shoulders
are generally in Proposed Hard shoulder on both sides of
poor condition the carriageway can be used for the
throughout the movement of slow-moving vehicle during
road. emergency as well as parking for stalled
Adjacent vehicle.
Developmen Footpaths are not
t found in the built- Installation of traffic sign for road safety
up stretches. purpose is being proposed.
Insufficient traffic
Refer TCS drawing No:
signs observed
CET/2016/3640/NH-102A/DPR/TCS
along the project
corridor.
In stretches where
intermediate sight
Visibility is not distance is not
proper in many available the
places as the profile shall be
existing profile of designed with
In general, Intermediate Sight distance is
Visibility the road does not stopping sight
being followed for proposed 2 lane road.
follow required distance and
sight distances overtaking
A2. Local
(horizontal as well prohibited traffic
Alignment
as vertical). sign shall be
installed in that
location.
Existing road
New/Existing road interface shall be
interface are not
New/Existin designed with proper geometry and
smooth with
g Road vertical profile as per codal provision so
improper
Interface that the vehicle can moved smoothly &
horizontal and
safely.
vertical profile.

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Observation with respect to Safety

Content Items Existing Remarks
Proposed Situation
Situation
Existing road Requirement of Retaining wall, Breast
Safety Aids alignment shows wall, Toe wall, Parapet wall have been
on Steep there is no steep considered as protective structures for
Hills hill section along traffic as the proposed road is passing
the project road. through mountainous terrain.

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Observation with respect to Safety

Content Items Existing Remarks
Proposed Situation
Situation
Existing junctions
are not properly
1 Major Junctions and 11 minor junctions
developed with Junctions should be
Minimize to be developed with proper turning
insufficient developed with
potential radius, signage and markings to minimize
turning radius and proper traffic sign
conflicts potential conflict between pedestrians
absence of road and markings.
and vehicles
signage as well as
markings.
These are designed
A3. Layout of the proposed junctions are to as per respective
Layout of the
Junction be made with proper turning radius, IRC guidelines and
Layout junctions are not
acceleration/deceleration lane, island land acquisition to
proper
and median etc. be kept absolute
minimum.
To improve the visibility of the proposed
junction’s vertical profile of the road shall Traffic Sign at
Visibility of the
be designed with intermediate sight junctions should
Visibility existing junctions
distance. If it is not found it should be informative
are not proper
taken care that at least stopping sight enough.
distance should be available throughout.
Adjacent Existing Scenario
Land shows
Pedestrians Pedestrians,
Cyclists Cyclists and non-
motorized
vehicles are plying For smooth movement of non-motorized
on the existing road users, pedestrians and cyclist Hard
A4. Non- road due to shoulder has been proposed on both side
Motorized damage road of the carriageway.
road users’ shoulder and
Non-
provisions absence of Refer TCS Drawing No:
motorized
footpath in built- CET/2016/3640/NH-102A/DPR/TCS
vehicles up areas and
causing conflicts
with fast moving
vehicles which
decrease the
design speed.

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Observation with respect to Safety

Content Items Existing Remarks
Proposed Situation
Situation
Insufficient
Lighting shall be provided on major
Lighting shall be
Lighting junctions, built-up stretches, bus bays
found in built up
locations & Bridge locations.
areas.
A5. Signs
Traffic Signs and Road Markings are
and Insufficient signs
provided on the proposed road for safe
Lighting found on existing
Signs/ guidance of traffic
road. Markings
Markings For typical details of road sign and
are not found in
marking, refer drawing No.
the existing road.
CET/2016/3640/NH-102A/DPR/MISC
A6. Build-ability Guidelines for safety during construction need to be followed
Constructio Operational as per IRC: SP-55. Traffic control devices have to be provided
n and Network as per requirements during construction time. Few of these
Operation Management are: barricading, signs and delineators.

Doc No: CET/3640/NHIDCL/NH-102A/U-T-T/DPR Revision: R0 Oct, 2023

Consultancy Services for preparation of Feasibility Study and Detailed Project Report Detailed Project Report
for Two laning with hard shoulder of Ukhrul – Toloi - Tadubi Road Pkg-1 (Ukhrul Conclusion and
Bypass) of NH-102A (Length-6.571 Km) in the State of Manipur on EPC mode Recommendation

CHAPTER 12
CONCLUSION AND RECOMMENDATION

12.1 Conclusions & Recommendations

The development of the project road i.e., Ukhrul-Toloi-Tadubi Road Pkg-1 (Ukhrul Bypass) with
two lane hard shoulder configuration in the state of Manipur. Total Design Length comes out to be
6.571 km. There are 5 nos. of bridge proposed on the project road. There are 1 nos. of major
intersections in the project road and all major junctions are proposed to be improved at grade.
Besides major junctions there are 11 nos. of minor Junctions present on the project road which
needs to be improved at grade. Bus bays with passenger shelter shall be proposed at 2 locations of
the project. Recommendation of Pavement Thickness as per Non-conventional method (CTSB) shall
be done on the entire portion of the project stretch.

As per Conventional Method:

MSA
Design Chainage Pavement Thickness over
for 20 Type of
(Km) Length Existing and New/Widening
years CBR Paveme
(km) Portion (mm)
design nt
From To period BC DBM WMM GSB
0.000 6.571 6.571 20 10% Flexible 40 70 250 200

As per Non-Conventional Method:

Design Chainage Pavement Thickness over

MSA
(Km) Existing and New/Widening
for 20
Length Type of Portion (mm)
years CBR
(km) Pavement
design CT
From To period BC DBM WMM Sub-
base
0.000 6.571 6.571 20 10% Flexible 30 50 150 200

As per Rigid Pavement Method:

MSA
Design Chainage Pavement Thickness over
for 20 Type of
(Km) Length Existing and New/Widening
years CBR Paveme
(km) Portion (mm)
design nt
From To period PQC DLC GSB
0.000 6.571 6.571 20 10% Rigid 250 150 150

RR Masonry Retaining Wall of length 662 m, Breast wall of length 1300 m, Gabion wall of length
3787 m shall be considered as protective works on valley and hill side. Application of Bamboo
Plantation has been considered on the slope. Provision of Traffic Guidance and Safety (like road

Doc No: CET/3640/NHIDCL/NH-102A/U-T-T/DPR Revision: R0 Oct, 2023

Consultancy Services for preparation of Feasibility Study and Detailed Project Report Detailed Project Report
for Two laning with hard shoulder of Ukhrul – Toloi - Tadubi Road Pkg-1 (Ukhrul Conclusion and
Bypass) of NH-102A (Length-6.571 Km) in the State of Manipur on EPC mode Recommendation

signs, marking, metal beam crash barrier, lighting, landscaping, tree plantation etc.) has been kept
for improvement of the project road.

As per Conventional method (Flexible Pavement), the total Civil Construction Cost of the project
comes out to be Rs. 110.39 Cr. with per km construction cost is Rs. 16.80 Cr.

As per Non-conventional method (WMM and CT Sub Base Pavement), the total Civil Construction
Cost of the project comes out to be Rs. 107.07 Cr. with per km construction cost is Rs. 16.29 Cr.

As per Rigid pavement method, the total Civil Construction Cost of the project comes out to be Rs.
111.41 Cr. with per km construction cost is Rs. 16.96 Cr.

Along with the civil cost, Pre-Construction cost (Land Acquisition and Standing Properties Cost,
Forest, Environmental & Wildlife Clearance Budget & Utility Shifting Cost) comes out to be 59.29 Cr.

In viewing of the cost of the project and construction of quality Road, Non-conventional (CTSB)
method has been recommended.

Hence, the Nom-Conventional Method has been proposed.

Doc No: CET/3640/NHIDCL/NH-102A/U-T-T/DPR Revision: R0 Oct, 2023

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