(NHAI) Is Engaged in the Development of National Highways

E.EXECUTIVE SUMMARY

E.1 GENERAL

National Highways Authority of India (NHAI) is engaged in the development of National Highways. As a part of this endeavor, NHAI invited proposals for carrying out feasibility study for construction of 4 lane bridge over river Ganga near Sahibganj in Jharkhand connecting NH-80 to NH-81 upto Katihar along with Katihar Bypass in Bihar and 4 laning of Katihar - Purnea section along SH-62 in the state of Bihar. The work of conducting feasibility studies was awarded to the joint venture of M/s. Aarvee Associates Architects Engineers & Consultants Pvt. Ltd. and M/s. Nag Infrastructure Consulting Engineers Pvt. Ltd. vide consultancy agreement signed on 10/09/2012 and Letter of Commencement was issued vide letter No. NHAI/11012/BH/Sahib-Purn/2011/31607 dated 10.09.2012. Subsequent to the award of the consultancy services, the missing link connecting Sahibganj and Manihari is declared as NH 133 B. The road connecting Punea, Katihar, Manihari became part of NH 131A connecting Malda in West Bengal with Purnea in Bihar. Thus, the scope of work w.r.t to the newly declared National Highways is given as under: • New link (NH-133B) from Km 0.000 at Sahibganj bypass in Jharkhand to Km 15.885 (junction of NH-133B and NH-131A) in Bihar including 4 lane bridge across river Ganga and Construction of Manihari bypass from Km 0.000 (junction of NH-133B and NH-131A) to Km 6.000 near Narenpur of NH-131A in Bihar. • Up-gradation of NH-131A from Km 6.000 to Km 55.000 near Purnea in the state of Bihar. The details of the project stretch are presented in Table -E.1:

Table -E.1: Project Details

Section Chainage NH State Length km

Km 0.000 (Corresponding to Km 200/870 of Bihar & Sahibganj - Manihari Sahibganj Bypass) NH-133B 15.885 Jharkhand to Km 15.885 (Jn. of NH 131A and 133B) Km. 0.000 (Jn. Of NH 131A and 133B) Manihari Bypass to NH 131A Bihar 6.0 Km. 6.000 near Narenpur

E.2 DESCRIPTION OF THE PROJECT CORRIDOR

• The project road including part of NH 131A (i.e Manihari Bypass) from Km 0.000 at Junction of NH-133B and 131A to Km 6.000 near Narenpur. The Project location map is shown in Figure – E.1.

Figure – E.1 : Project Location Map

Section I of the project road traverses through Sahibganj in the state of Jharkhand and Manihari districts in the state of Bihar. From Km. 0.000 to Km. 15.885, the project road is starts from Sahibganj bypass to Junction of NH-133B and 131A including 4 lane bridge over river ganga. The project road is also including Manihari Bypass from Km. 0.000 to Km. 6.000. The project stretch passes through villages such as Ambadiha, Sriram Chauki, Sobhanpur Ganga Prasad, Har Prasad, Krishna Prasad, Rampur Balva Toli, Rampur Ogairah, Ramnagar in Jharkhand state and Mirjapur, Medanipur, Bhagar Kantakosh, Mirganj, Sosna Bharjana, Baghar Milik, Mahmadpur, Hanswar, Kewala, Nawabganj, Pagalwadi, Baulia, Narayanpur in Bihar state.

The project corridor passes entirely through plain terrain. The predominant land use along the project road is cultivation which accounts for about 50% of the project road. Jute and Paddy are the two crops that are widely observed.

E.3 EXISTING PROJECT ROAD The project road from Km 0.000 at Sahibganj bypasss to Km 15.885 at junction of NH133B and 131A is completely new alignment. There is no exisitng road. The existing road of NH-131A starts from Km 25.200 at Junction of NH-131A and 133B to Km 81.000 near Purnea in Bihar. E.4 OBJECTIVE OF STUDY

The project TOR (Clause 1.1) envisages study of the feasibility of the following

(i) A major 4 lane Bridge over river Ganga connecting NH-80 at Sahibganj in Jharkhand to Manihari in Bihar. As already stated, this new link is declared as NH 133B.

(ii) Four laning of NH 131A from Km 0.000 at Junction of NH-133B and 131A to Km 6.000 near Narenpur in Bihar (i.e Manihari Bypass).

E.5 SURVEY AND INVESTIGATIONS

The details of surveys including inventory studies and investigations carried out during the preparation of supplementary Inception report are presented below:

• Traffic surveys such as Traffic Volume Count, Origin-Destination survey by Road Side Interview method, Number Plate survey, Axle Load survey and Turning Movement counts.

• Investigations of the existing pavement and sub grade, evaluation of the existing pavement as well as collection of samples of the existing pavement and their laboratory testing

• Collection of samples from pits adjacent to the existing road.

• Identification of borrow areas for road and bridge construction material, collection of samples and their analysis

• Inventory and condition surveys for culverts and bridges

E.6 EXISTING, DIVERTED AND PROJECTED TRAFFIC

The classified Traffic Volume Count (TVC) surveys were carried during the month of October 2012 near Sahibganj on NH-80. The seasonal variation factors for the month of October 2012 have been established. The estimated ADT was converted into AADT as shown in Table – E.2, after applying the seasonal variation factors applicable to the area.

Table – E.2: AADT

Description Sahibganj on NH-80

AADT in Vehicles 877

AADT in PCUs 1136

The projection of traffic is an important exercise for assessing the toll revenue that would accrue in future years. The traffic on the project corridor was projected with growth rates as shown in Table – E.3 and diverted traffic is given in Table E.4(a). A detailed summary of traffic volume projections is tabulated in Table – E.4(b), as shown below. Table – E.3: Traffic Growth rates

Year Car Bus 2 Axle 3 Axle M Axle LCV Mini LCV

Upto 2014 5.0 5.0 5.0 5.0 5.0 5.0 5.0

2015-2019 5.0 5.0 5.0 5.0 5.0 5.0 5.0

2020-2024 5.0 5.0 5.0 5.0 5.0 5.0 5.0

2025-2029 5.0 5.0 5.0 5.0 5.0 5.0 5.0

Beyond 2029 5.0 5.0 5.0 5.0 5.0 5.0 5.0

Table – E.4(a): Diverted Traffic

Towards Towards Total vehicles Vehicle Type Total vehicles Purnea Sahibganj in No.s in PCUs Car White 104 69 173 173 Car Yellow 24 14 38 38 Bus 31 13 44 132 Mini Bus 0 2 2 3 LCV 39 18 58 85 2 Axle 82 72 154 462 3 Axle 70 65 135 405 M Axle 25 27 52 234 Mini LCV 24 18 42 42 Total Vehicles 698 1574

Table – E.4(b): Total tollable traffic volume in Vehicle numbers and PCUs

Sahibganj on NH-80 Year from Year To No.s PCUs

2012 2013 184 303

2017 2018 235 387

2022 2023 300 494

2027 2028 383 630

2032 2033 488 804

2037 2038 623 1026

2042 2043 795 1310

E.7 Capacity Analysis

The Highway Capacity Manual has introduced the concept of "Level of Service" (LoS) to denote the level of facility one can derive from a road under different operating conditions and traffic volumes. National and State Highways in rural areas are normally designed for LOS B giving a design service volume of 15,000 PCU per day for 2 lane road, 17,500 per day for 2lane road with paved shoulders, 40,000 PCUs per day for 4 lane divided carriageway based on level of service criteria with a V/C ratio less than 0.5. The present and anticipated capacity on the project stretch for 2 lane and 4 lane options are listed below:

Purnea to Katihar Section Katihar to Manihari Section

Capacity Criteria Capacity Criteria Total Capacity Total Capacity Year Traffic for Recomm Traffic for Recomme In divided V/C LO endation In divided V/C LO ndation PCU's C' way ratio S based on PCU's C' way ratio S based on (PCUs/d V/C ratio (PCUs/d V/C ratio ay) ay) 2012 6301 17500 0.18 B 2-Lane 6502 17500 0.19 B 2-Lane 2013 6590 17500 0.19 B 2-Lane 6768 17500 0.19 B 2-Lane 2014 6893 17500 0.20 B 2-Lane 7048 17500 0.20 B 2-Lane 2015 7212 17500 0.21 B 2-Lane 7341 17500 0.21 B 2-Lane 2016 7546 17500 0.22 B 2-Lane 7648 17500 0.22 B 2-Lane 2017 9907 17500 0.28 B 2-Lane 9980 17500 0.29 B 2-Lane 2018 10375 17500 0.30 B 2-Lane 10417 17500 0.30 B 2-Lane 2019 10867 17500 0.31 B 2-Lane 10876 17500 0.31 B 2-Lane 2020 11382 17500 0.33 B 2-Lane 11358 17500 0.32 B 2-Lane 2021 11924 17500 0.34 B 2-Lane 11862 17500 0.34 B 2-Lane 2022 12492 17500 0.36 B 2-Lane 12392 17500 0.35 B 2-Lane 2023 13088 17500 0.37 B 2-Lane 12947 17500 0.37 B 2-Lane 2024 13714 17500 0.39 B 2-Lane 13529 17500 0.39 B 2-Lane 2025 14370 17500 0.41 B 2-Lane 14140 17500 0.40 B 2-Lane 2026 15060 17500 0.43 B 2-Lane 14781 17500 0.42 B 2-Lane 2027 15783 17500 0.45 B 2-Lane 15453 17500 0.44 B 2-Lane 2028 16542 17500 0.47 B 2-Lane 16158 17500 0.46 B 2-Lane 2029 17339 17500 0.50 B 2-Lane 16897 17500 0.48 B 2-Lane 2030 18176 40000 0.23 B 4-Lane 17673 17500 0.50 B 2-Lane 2031 19054 40000 0.24 B 4-Lane 18487 40000 0.23 B 4-Lane 2032 19975 40000 0.25 B 4-Lane 19341 40000 0.24 B 4-Lane 2033 20943 40000 0.26 B 4-Lane 20236 40000 0.25 B 4-Lane 2034 21958 40000 0.27 B 4-Lane 21176 40000 0.26 B 4-Lane 2035 23024 40000 0.29 B 4-Lane 22163 40000 0.28 B 4-Lane 2036 24143 40000 0.30 B 4-Lane 23197 40000 0.29 B 4-Lane 2037 25317 40000 0.32 B 4-Lane 24283 40000 0.30 B 4-Lane 2038 26550 40000 0.33 B 4-Lane 25423 40000 0.32 B 4-Lane 2039 27844 40000 0.35 B 4-Lane 26618 40000 0.33 B 4-Lane 2040 29203 40000 0.37 B 4-Lane 27873 40000 0.35 B 4-Lane 2041 30629 40000 0.38 B 4-Lane 29189 40000 0.36 B 4-Lane 2042 32126 40000 0.40 B 4-Lane 30571 40000 0.38 B 4-Lane 2043 33698 40000 0.42 B 4-Lane 32021 40000 0.40 B 4-Lane 2044 35348 40000 0.44 B 4-Lane 33543 40000 0.42 B 4-Lane 2045 37080 40000 0.46 B 4-Lane 35140 40000 0.44 B 4-Lane 2046 38898 40000 0.49 B 4-Lane 36816 40000 0.46 B 4-Lane 2047 40807 40000 0.51 C 6-Lane 38575 40000 0.48 B 4-Lane

From the above table it is seen that the traffic in the project road exceeds 2-lane with paved shoulders capacity in the years 2030 and 2031 in Purnea to Katihar and Katihar to Manihari Sections respectively. As per ToR, financial analysis of the project was carried out and the Authority was appraised vide our letter supplementary inception report dated 21/01/2013 that the project was not viable to be taken up under BOT. After reviewing various possible alternatives, Authority has finally given clearance for taking up the project on EPC mode vide letter No. No. NHAI/ PIU-Purnea/ Pur-sahib/ RO-Pat/ 2014/ 7304 dated 16.01.2014 While, four lane with paved shoulder option would have been adequate from capacity considerations, the following aspects are to be taken into account for finalizing the up-gradation option. • The bridge is inter-state (Connects Jharkhand with Bihar) and of economic importance for Jharkhand State since it provides direct access for Jharkhand to North Bihar and North-East states. • There is a likely spurt in economic activity in Sahibganj and adjoining districts in Jharkhand State due to the proposed Inland Water Container Depot near Sahibganj. • The bridge at Bagalpur on the upstream side is becoming old. The nearest bridge on downstream side is at Farakka. In the event of closure of any of these bridges for maintenance or otherwise, the entire traffic in the region requiring to cross the river would be diverted to the proposed bridge. • There is demand from Jharkhand Government for construction of four lane bridge and approaches. In view of above, the stretch has been proposed to be upgraded to 4-lane and the up-gradation proposals are discussed in the subsequent section.

E.8 ALIGNMENT AND BYPASS OPTIONS

As already mentioned, the consultants submitted supplementary inception report in Jan, 2013 regarding project viability on BOT basis. Authority gave consent for taking up the project on EPC mode in Jan, 2014. Various alignment options for Kaihar bypass, Manihari bypass including siting of Ganga Bridge were prepared and these were submitted to PIU in June, 2014. The options were reviewed by the representatives of NHAI, MoRTH and representatives from the State Governments of Bihar and Jharkhand. The alignment for Manihari bypass including the siting of bridge was approved and certain suggestions were made for finalizing the alignment of Katihar bypass in the MoM issued by PD, PIU vide letter No. NHAI/PIU-Purnia/ Pur-Sahib/ Feas/2014/ 8021 dated 16/09/2014.

As per the directions in the said letter, Katihar bypass alignment is revised duly considering various site constraints and final alignment is submitted to PIU in January, 2015.

The revised alignments were submitted to the State Governments of Bihar and Jharkhand and NOC from the State Governments for the stretches of alignment falling in their States have been obtained.

E.9 UP-GRADATION PROPOSALS

• The up-gradation proposals are proposed in accordance with Four Lane Manual IRC : SP-84-2014. • It is proposed to widen the existing two/intermediate lane carriageway to 4-lane carriageway with paved shoulders. • Taking into account the available ROW, constraints of utilities, feasibility of acquiring additional ROW, either Concentric widening or eccentric widening is proposed.

• Decision regarding existing CD works will taken taking into account the feasibility for widening, hydrological adequacy etc. • Traffic signs, pavement markings, pedestrian and other miscellaneous provisions are proposed as per the manual. • Summary of upgrade proposals (The proposals given are tentative and subject to change based on detailed designs). • Proposal comprises of bypasses, VUPs, Flyovers, ROBs, Toll Plazas are given below. The bridge over River Gange will start at the end of Manihari bypass. The salient features of the proposed corridor are summarized in the following Tables.

Table – E.5 : Underpasses

NH - 133B

Location/ Clear Span / S. No. Chainage Total Width (m) Remarks Opening (m) (Km) 1 1.478 20.0 Vehicular Underpass (VUP)

2 2.677 7.0 As per Design Cattle underpass 3 6.275 10.5 Manual Light Vehicular underpass

4 15.885 20.0 Vehicular Underpass (VUP) NH – 131A

As per Design 5 2.550 7.0 Cattle underpass Manual

Table – E.6 : Service/Slip Roads Design Chainage Length S. no Side Village Name From To (m) Type NH - 133B Service 1 0.300 1.480 1180 Both Ambadiha Road Sobhanpur Ganga Prasad VUP at 2 1.480 1.850 370 Both Slip Road Km.1.478 3 6.000 6.400 400 Both Slip Road LUVP at Km. 6.275 Baghar, Mirganj 4 15.400 15.885 485 Both Slip Road VUP at Km.15.885 NH – 131A Mohanpur, Hanswar (VUP at Km. 1 0.000 0.500 500 Both Slip Road 0.000) Service 2 5.400 6.000 600 Both Narenpur Road

Table – E.7 : List of Major Bridges Type of Proposed span S No. Location Design Chainage (Km) crossing arrangement (m) 1 3.425 Major stream 10 x 30.0 NH-133B 2 6.800 Viaduct 20 X 40.0

3 10.200 (Main Bridge with Ganga River 15 X (110+180+110) Navigation spans) 4 13.560 Viaduct 18 X 40.0 5 14.280 Viaduct 11 X 40.0

Table – E.8 : List of Minor Bridges

Design Chainage Type of Proposed span S No. Location (Km) crossing arrangement (m)

1 2.100 Stream 1 x 30.0 NH-133B 2 15.471 Stream 1 x 20.0

1 0.245 Stream 1 X 8.0

2 0.850 Stream 1 X 10.0

3 1.480 Stream 1 X 8.0

4 NH-131A 1.800 Stream 1 X 8.0

5 3.150 Stream 1 X 8.0

6 3.700 Stream 1 X 8.0

7 4.700 Stream 1 X 8.0

Table – E.9 : List of ROBs S.No. Location ROB/RUB Design Chainage Proposed Span Arrangement 1 ROB 1.038 20+15+37.2+19+20 NH-133B 2 ROB 13.990 24+30+37.2+30+18.8

E.10 PAVEMENT DESIGN

From the traffic volume count survey, the number of commercial vehicles which would ply on the project corridor was estimated. The Preliminary Pavement design is performed for both flexible and rigid options. IRC: 37-2001 was referred during the design of flexible pavement design. The area of toll plaza including the flared portions shall be provided with rigid pavement. Therefore, Rigid pavement for toll plaza has been designed in accordance with IRC:58-2011 for the stretch after considering vehicular distribution. The flexible pavement composition is given below in Table – E.10.

Table – E.10: Pavement Composition as per 5% growth Rates Crust Composition in mm H.S. BC DBM Base Sub base Total 1 40 80 250 200 570

Substantial portion of the project road is with high embankment. The type of embankment available is silty material which undergoes settlements over a period of time. In view of the possibility of long term settlements of embankment rigid pavement option is not recommended.

E.11 COST ESTIMATES

The Construction cost of the project proposed is based on current applicable schedule of rates. The cost of the project is given in the Table – E.11. Table – E.11: Abstract of Cost

Abstract of Cost Estimate

Item Description Total cost in Rs.

SITE CLEARANCE 3,871,269

EARTHWORKS 1,526,907,088

268,476,837 SUB-BASE AND BASE COURSES

292,614,049 BITUMINOUS WORKS FOR FLEXIBLE PAVEMENT

43,856,105 RIGID PAVEMENT

77,229,449 CULVERTS

13,237,264,308 BRIDGES

REPAIR AND REHABILITATION OF EXISTING BRIDGES -

783,332,777 DRAINAGE AND PROTECTION WORKS

3,854,853 JUNCTIONS

34,233,912 TRAFFIC SIGNS, MARKINGS AND APPURTENANCES

167,933,994 MISCELLANEOUS

MAINTENANCE DURING CONSTRUCTION -

16,439,574,642 Total Construction Cost

E.12 TOLL REVENUE AND FINANCIAL VIABILITY

The total toll revenue that would be collected at the proposed toll plazas along project stretch during the concession period is given below in Table – E.12.

Table – E.12: Toll revenue summary (Cr/Year)

Year Toll Plaza At Km 4.500 on NH-133B From To 2012 2013 5.81 2013 2014 6.49 2014 2015 7.17 2015 2016 7.89 2016 2017 8.67 2017 2018 9.60 2018 2019 10.57 2019 2020 11.66 2020 2021 12.89 2021 2022 14.22 2022 2023 15.73 2023 2024 17.34 2024 2025 19.15 2025 2026 21.19 2026 2027 23.37 2027 2028 25.83 2028 2029 28.54 2029 2030 31.54 2030 2031 34.90 2031 2032 38.54 2032 2033 42.63 2033 2034 47.15 2034 2035 52.16 2035 2036 57.69 2036 2037 63.92 2037 2038 70.74 2038 2039 78.42 2039 2040 86.77 2040 2041 95.95 2041 2042 106.30 2042 2043 117.79 2043 2044 125.52 2044 2045 138.98 2045 2046 154.01

Year Toll Plaza At Km 4.500 on NH-133B From To 2046 2047 170.67 2047 2048 189.28

Financial viability has been carried out taking into account the estimated toll revenues and costs. The assumed Debt, equity ratio, provision for interest during construction, maximum grant to be considered etc., required for Financial Modeling conform to those given in the RFP (Cl. 3.15). It is further assumed that equity IRR of 15% would make the project viable. Table – E.12 shows the summary of financial analysis. The Financial EIRR for proposed option (considering 40% grant and 30 Years Concession Period) are given in Table E.13:

Table – E.13: Financial Viability

Grant Concession Period Project FIRR Equity FIRR Equity NPV @ 12%

40% 30 - - -

It was seen that the project returns are not adequate to service the grant and interest components and hence it is not possible to calculate the FIRR of the project and the project is not viable under BOT-Toll. Hence, it is proposed to let out this stretch for development under EPC or Hybrid Annuity Mode.

1. PROJECT DESCRIPTION

1.0 GENERAL

11 bridge over river Ganga near Sahibganj in Jharkhand connecting NH-80 to NH-81 upto Katihar along with Katihar Bypass in Bihar and 4 laning of Katihar - Purnea section along SH-62 in the state of Bihar. The work of conducting feasibility studies was awarded to the joint venture of M/s. Aarvee Associates Architects Engineers & Consultants Pvt. Ltd. and M/s. Nag Infrastructure Consulting Engineers Pvt. Ltd. vide consultancy agreement signed on 10/09/2012 and Letter of Commencement was issued vide letter No. NHAI/11012/BH/Sahib-Purn/2011/31607 dated 10.09.2012. Subsequent to the award of the consultancy services, the missing link connecting Sahibganj and Manihari is declared as NH 133 B. The road connecting Purnea, Katihar, Manihari became part of NH 131A connecting Malda in West Bengal with Purnea in Bihar. Thus, the scope of work w.r.t to the newly declared National Highways is given as under: • New link (NH-133B) from Km 0.000 at Sahibganj bypass in Jharkhand to Km 15.885 (junction of NH-133B and NH-131A) in Bihar including 4 lane bridge across river Ganga and Construction of Manihari bypass from Km 0.000 (junction of NH-133B and NH-131A) to Km 6.000 near Narenpur of NH-131A in Bihar. • Up-gradation of NH-131A from Km 6.000 near Narenpur to Km 55.000 near Purnea in the state of Bihar. The details of the project stretch are presented in Table -1.1:

Table -1.1: Project Details

Section Design Chainage NH State Length km

Km 0.000 (Corresponding to Km 200/870 of Sahibganj Bihar & Sahibganj - Manihari NH-133B 15.885 Bypass) to Km 15.885 Jharkhand (Jn. of NH 131A and 133B) Km. 0.000 (Jn. Of NH 131A and 133B) to Manihari Bypass NH 131A Bihar 6.0 Km. 6.000 near Narenpur

1.1 DESCRIPTION OF THE PROJECT CORRIDOR

The corridor consists of two NHs. • Section I starts from Km 0.000 (Km 200/870 of Sahibganj Bypass) at Sahibganj bypass in Jharkhand to Km 15.885 at Junction of NH-133B and 131A in Bihar including 4 lane bridge over river Ganga and Manihari Bypass. • The project road including part of NH 131A (i.e Manihari Bypass) from Km 0.000 at Junction of NH-133B and 131A to Km 6.000 near Narenpur. The Project location map is shown in Figure – 1.1.

Figure – 1.1 : Project Location Map

1.2 TERRAIN

Terrain is classified by general slope of the country across the highway alignment. The terrain pattern along the project highway is entirely Plain.

1.3 LAND USE ALONG THE PROJECT ROAD

The predominant land use along the project road is cultivation which accounts for about 50% of the project road. Jute and Paddy are the two crops that are widely observed.

1.4 EXISTING ALIGNMENT OF PROJECT ROAD

The project road from Km 0.000 at Sahibganj bypasss to Km 15.885 at junction of NH133B and 131A is completely new alignment. There is no exisitng road. The existing road of NH-131A starts from Km 25.200 at Junction of NH-131A and 133B to Km 81.000 near Purnea in Bihar.

1.5 EXISTING RAILWAY CROSSINGS

The proposed alignment crosses existing railway lines at two locations. However, there are no existing Level crossings at these locations.

Table -1.1: Railway Crossings S. No Chainage Village District 1 1.038 Sriram Chauki Sahibganj 2 13.990 Mahmadpur Katihar

2. SURVEYS AND INVESTIGATIONS

Various surveys were conducted in order to know the existing scenario of the project stretch. The detailed investigations were done and the same is submitted in their respective Volumes.

However, a brief note on the surveys conducted were discussed in this chapter.

2.1 RECONNAISSANCE SURVEY

Reconnaissance survey forms the basis for all further surveys and other studies necessary for project planning and design. The data derived from reconnaissance surveys will be utilized for planning and programming the detailed surveys and investigations.

By keeping the nature and scope of this project, Consultant carried out the reconnaissance survey on site. Before visiting the site, necessary table studies were done to understand the topographical features of the area.

2.2 TOPOGRAPHIC SURVEYS

Topographic survey shall be done to capture essential ground features along the alignment accurately, to generate maps, drawings and DTM for subsequent use in Design, Estimation and Execution.

The primary aim of the proposed topographic survey is to fulfill the TOR requirements and to supply accurate and adequate spatial data in the form of maps or drawings or DTM for subsequent use in the project. To achieve desired accuracy, it is essential to use proper precision instruments, proper observation of drills, rigid procedures for coding, data collection, data entry etc. One of the fundamental principles of survey is that, every survey method should be capable of accommodating independent and built-in checks to ensure collection of quality data in the field. The field procedures are devised for achieving the above objectives and field survey engineers stringently follow the drills and technical instructions.

2.3 ROAD SURVEYS 2.3.1 Road Inventory

An inventory of the project road has been carried out by visual observations supplemented with sample measurements using measuring tape, scale and straight edge. Kilo meter wise features like terrain, land- use, pavement type & condition and carriageway width, shoulder type, condition & width, nature of soil, curve geometry, intersection details, location of water bodies, height of embankment or depth of cut, cross drainage structures, existing utility services, general drainage conditions etc., have been recorded. The road inventory has been referenced to the existing kilometer & hectometer stones established along the roadside. However, a brief details of the road inventory and condition survey is discussed below.

2.3.2 Terrain Terrain is classified by general slope of the country across the highway alignment. The terrain pattern along the project highway is entirely Plain.

2.3.3 Land Use

The predominant land use along the project road is cultivation which accounts for about 50% of the project road. Jute and Paddy are the two crops that are widely observed.

Figure – 2.1: Agricultural Fields along the stretch 2.3.4 Carriageway and Roadway Width The project road from Km 0.000 at Sahibganj bypasss to Km 15.885 at junction of NH133B and 131A is completely new alignment. There is no exisitng road. The existing road of NH-131A starts from Km 25.200 at Junction of NH-131A and 133B to Km 81.000 near Purnea in Bihar. 2.3.5 Towns & Villages The list of towns and villages/ hamlets through which the stretch passes are given in the Table-2.1. Table 2.1 – List of Villages

S.No Name of the Village S.No Name of the Village

1 Ambadiha 11 Bhagar Kantakosh

2 Sriram Chauki 12 Mirganj

Sobhanpur Ganga 3 13 Sosna Bharjana Prasad

4 Har Prasad 14 Baghar Milik

5 Krishna Prasad 15 Mahmadpur

6 Rampur Balva Toli 16 Hanswar

7 Rampur Ogairah 17 Kewala

8 Ramnagar 18 Nawabganj

9 Mirjapur 19 Pagalwadi

10 Medanipur 20 Baulia

2.3.6 Road Junctions

There are no major junctions and minor junctions along the project stretch as the alignment is completely green filed. Table-2.6: Major Junctions

Existing Category of Cross Road S. No. Chainage At Grade (Km) NH SH MDR Others

Nil

Table-2.7: Minor Junctions

S Design Type of Type of Side Leads to No Chainage Junction Road

Nil

2.3.7 Railway Level crossings The proposed alignment crosses existing railway lines at two locations. However, there are no existing Level crossings at these locations.

Table-2.8: Vehicular overpass

S. No Chainage Village District 1 1.038 Sriram Chauki Sahibganj 2 13.990 Mahmadpur Katihar

2.4 MATERIAL INVESTIGATIONS

The material investigations for road construction will be carried out to identify the source of construction materials like borrow soil, coarse and fine aggregates and water, including the information regarding the accessibility to source and lead from the project stretch. This is one of the most important activity for stable, economic and successful implementation of the project within the stipulated time.

2.6.1 Objectives

Material investigation shall be carried out based on the information collected from local PWD, locals interview, information from local panchayat and zilla parishad offices and from material suppliers.

The investigation on material sources will be carried out to fulfill the following basic objectives.

• Source location indicating place, chainage, approximate quantity of material available and lead distances from the project road to source. • Ownership of land/quarry, whether Government or private. • Visual classification and suitability for the construction. A visit to the quarries and surrounding areas will be made and samples of soil, coarse and fine aggregates will be collected separately for visual observation and necessary laboratory tests.

During the process of investigation, due consideration will be taken to see that locally available materials are used for reducing the cost of construction. A mass haul diagram indicating locations, routes and lead will be prepared.

Following tests will be conducted on the samples.

On Borrow soils:

• Grain size Analysis • Atterberg's Limits • Modified Proctor test for OMC & MDD • Unsoaked and Soaked CBR • Free Swell Index (FSI) On Coarse Aggregate:

• Specific gravity and water absorption. • Aggregate Impact Value (AIV). On Fine Aggregate:

(ii) Grain size analysis for Zone Identification.

(iii) Specific gravity and Water absorption.

The details of the Material Investigation is discussed in Volume – II.

2.5 ENVIRONMENTAL BASELINE STUDIES

The Environmental Impact Assessment study shall be carried out as per the requirement of the Ministry of

Environment Forests and Climate Change (MoEF & CC), Environmental Guidelines for Roads, Rail and

Highways Project and IRC Guidelines for Environmental Impact Assessment (EIA) of Highway Projects. The following are the core objectives of the study:

(iv) Establishment of the present environmental scenario; (v) Study of the specific activities related to the project; (vi) Evaluation of the probable environmental impacts; (vii) To evaluate the proposed pollution and control measures and prepare Environment Management Plan (EMP) outlining additional control measures to be adopted for mitigation of adverse impacts.

To prepare a post-project monitoring programme for checking and regulating the environmental quality within the limits stipulated by Central Pollution Control Board (CPCB) and Ministry of Environment Forests and Climate Change (MoEF & CC), Government of India

3. TRAFFIC SURVEY AND DEMAND ASSESSMENT REPORT

3.1 General

An accurate estimate of the traffic that is likely to use the Project road is very important as it forms the basic input in planning, design, operation and financing. A thorough knowledge of the travel characteristics of the traffic likely to use the Project road as well as other major roads in the influence area of the study corridor is essential for future traffic estimation. The estimation of revenue through toll collection is important to assess the financial viability of the project and to finalize the financial covenants for the concession agreement. Thus, accurate assessment of the existing traffic and forecasting attains utmost importance in the projects taken up under DBFOT basis. Further the project has approved and implemented on EPC and Hybrid Annuity mode basis. Hence, detailed traffic surveys are carried out to assess the baseline traffic characteristics on the project road. This Chapter deals with the traffic studies undertaken and the analysis thereafter.

3.2 Traffic Surveys Planning and Schedule

The Road network has been thoroughly studied during the reconnaissance stage. In order to capture the entire traffic, the Consultants have carried out Classified Traffic Volume Count surveys at 7 strategic points, i.e., at Km. 23.000 (Km. 58.000 New Existing Chainage) on NH-131A and Km. 35.000 (Km. 37.000 New Existing Chainage) on MDR for 24 hours 7 days, Km. 299.000 on NH-57, Km. 399.000 on NH-31, at Sahibganj on NH-80, at Dagarua on NH-31 and at Dalkola on NH-31 for 24 hrs 1 day. To capture the traffic and travel characteristics of predominant category of vehicles and to assign the future traffic on to the Ganga bridge, Origin-Destination surveys by Road side Interview (RSI) method are conducted at the same traffic volume count locations and Number Plate (NP) method surveys are conducted on the project stretch for toll revenue analysis purpose. Turning Movement Surveys are conducted at two intersections along the project stretch for a period of 24 hours. Axle Load surveys have been conducted at 4 locations namely at km. 23.000 (Km. 58.000 New Existing Chainage) on NH-131A and Km. 35.000 (Km. 37.000 New Existing Chainage) on MDR, at Sahibganj on NH-80 and at Dagarua on NH-31 for 1 day at each location. A map showing the Project stretch with all survey locations is enclosed in Figure – 3.1.

Figure – 3.1: Traffic Survey Locations Map

3.2.1 Schedule of Traffic Surveys

A detailed schedule of all traffic surveys conducted along the project stretch and on other or roads are listed and presented in Table – 3.1, as shown below.

Table – 3.1: Traffic Surveys – Schedule

S. Type of Duration of Location Date of Survey No. Survey Survey

Km. 23.000 (Km. 58.000) on NH-131A 17.10.12 to 23.10.12 7 Days

Km. 35.000 (Km. 37.000) on MDR 17.10.12 to 23.10.12 7 Days

Classified Km. 299.000 on NH-57 22.10.12 1 Day 1 Traffic Volume Count Location: Sahibganj on NH-80 25.10.12 1 Day Km. 399.000 on NH-31 20.10.12 1 Day

Location: Dagarua on NH-31 22.10.12 1 Day

Location: Dhalkola on NH-34 23.10.12 1 Day

Km. 23.000 (Km. 58.000) on NH-131A 18.10.12 24 Hours

Km. 35.000 (Km. 37.000) on MDR 19.10.12 24 Hours

Km. 299.000 on NH-57 22.10.12 24 Hours 2 O-D (RSI) Location: Sahibganj on NH-80 25.10.12 24 Hours

Km. 399.000 on NH-31 20.10.12 24 Hours

Location: Dagarua on NH-31 22.10.12 24 Hours

S. Type of Duration of Location Date of Survey No. Survey Survey

Location: Dhalkola on NH-34 23.10.12 24 Hours

Km. 23.000 (Km. 58.000) on NH-131A 18.10.12 24 Hours 3 O-D (NP) Km. 35.000 (Km. 37.000) on MDR 18.10.12 24 Hours

Km. 23.000 (Km. 58.000) on NH-131A 18.10.12 24 Hours

Km. 35.000 (Km. 37.000) on MDR 23.10.12 24 Hours 4 Axle Load Location: Dagarua on NH-3 22.10.12 24 Hours

Location: Sahibganj on NH-80 25.10.12 24 Hours

Mirchawadi Turning 23.10.12 24 Hours

5 movement survey Jawan Chowk 23.10.12 24 Hours

3.2.2 Objectives of Traffic Surveys

The primary objective of these traffic studies is: a) to determine characteristics of traffic movement and to establish base year traffic demand on the proposed Ganga bridge; b) to identify the zone of influence for the project stretch and extent of influence based on Origin- Destination Survey; c) to determine the travel pattern of goods and passenger vehicles for capacity assessment; d) to determine vehicle damage factor; e) to analyze toll revenue.

3.2.3 Methodology of Traffic Surveys

• Manual counting system was adopted under supervision of qualified Traffic Engineers, to eliminate data collection errors. • Two teams are deployed in a station for recording all vehicles passing through that section of the road in both directions. Each team comprised of five enumerators and one reliever. Each station is managed by a supervisor. • Continuous 24-hour traffic volume count survey was conducted in 3 shifts for 7 days along the project stretch. The survey was conducted in accordance with the guidelines provided by IRC: 9-1972. Enumerators specially trained for this purpose recorded the number of vehicles of different categories moving along the road in both directions. The vehicles are broadly classified into motorized passenger vehicles, motorized goods vehicles and non-motorized vehicles. These groupings have further been sub-divided to reflect the present day traffic pattern more realistically. • The surveyors counting the vehicles are placed at locations, where there was clear visibility of the flow of vehicles in respective direction. • Independent checks were carried out by the supervisors, away from survey location, to cross check

the count. • Every count sheet has was checked for identification information, i.e. date, day, shift, direction, weather conditions etc. and signed by the Supervisor. • 1 day O-D survey was conducted on normal working day by Number plate method (NP) and Road Side Interview (RSI) method in 2 shifts on random sample basis. A sample of well above 80% was targeted for Registration Number Plate Method and 20% for Road Side Interview Method, to obtain a fair representative data. • Banners indicating “Traffic Volume Count in progress” with name of Consultants is displayed near the survey stations (written in blue on white cloth), so that this is visible at least 200m ahead on both sides. Since, round the clock surveys were carried out, arrangements for lighting and temporary shelters were made to conduct surveys during night. • Turning movement surveys were conducted for 24 hours in 3 shifts. At each entry arm of the intersection, one enumerator for recording each type of turning movement (i.e. left turning, right turning and straight moving) was positioned strategically so that they were able to observe the turning movement of each vehicle and record appropriately. The survey was conducted in accordance with IRC: SP: 41 – 1994. • Axle load surveys were conducted for 24 hours at each location. Different truck types were selected on random sampling basis including empty vehicles.

3.3 TRAFFIC VOLUME SURVEY AND ANALYSIS

The data collected from primary and secondary sources are recorded in Excel sheets, compiled, checked and corrected before further proceeding for analysis. Traffic data analysis has been carried out, to understand traffic characteristics and travel pattern in the study area and to provide basic input for pavement design.

3.3.1 Classified Traffic Volume Count

The analysis has been carried out to derive: • Weekly Traffic Summary • Average Daily Traffic (ADT) of fast and slow moving vehicles • Average Daily Variation and Average Hourly Variation • Annual Average Daily Traffic (AADT) after seasonal correction • AADT Modal split

3.3.2 Average Daily Traffic (ADT)

The classified traffic volume count data collected is analyzed to assess the traffic intensity along the project corridor and to assign the traffic on to the proposed Ganga bridge. Table – 3.2 presents the summary of Average Daily Traffic (ADT in number of vehicles) at the seven survey locations with salient findings as shown below. The detailed calculations are presented in Annexure – 1.

f) The ADT along different sections of the project corridor varies from 6004 vehicles (6352 PCUs) to 7192 vehicles (6486 PCUs).

g) The share of non motorized vehicles along the corridor varies from 16 to 30%.

h) The share of tollable traffic as a percentage of ADT varies from 9.0 to 29%.

Table – 3.2: Average Daily Traffic (ADT)

Km. Km. 23.000 Km. Km. 35.000 Sahibga (Km. 299.00 399.000 Dagarua Dhalkola Vehicle Type (Km. nj on 58.000) 0 on on NH- on NH-31 on NH-34 37.000) NH-80 on NH- NH-57 31 on MDR 131A Two Wheelers 1984 2507 2144 544 6160 3547 851 Three Wheelers 830 1512 1675 20 4099 2984 513 Car / Jeep / Van 896 218 874 86 2019 1367 381 Car Yellow board 6 54 92 12 337 474 34 Tata Magic 128 67 232 18 301 434 294 RTC Bus 1 1 10 2 103 80 53 Private Bus 168 9 79 8 849 409 54 School /College bus 21 8 2 2 15 21 10 Mini Bus 33 32 49 2 142 73 24 2 Axle 149 97 494 1 796 1793 529 3 Axle 76 58 974 30 1185 1988 1195 M Axle 5 12 618 8 430 1172 110 HEM 0 3 41 0 36 6 5 LCV/LGV 50 18 110 4 177 372 84 Mini LCV 209 102 362 11 316 474 52 Three Wheeler goods 154 62 89 0 52 270 33 Tractor 55 39 21 14 157 78 17 Tractor with trailer 219 225 178 115 313 339 55 Non Motorized Veh. 1001 2151 287 0 3301 2174 713 Govt. Exempted Veh. 19 17 41 0 74 68 38 Tollable Traffic 1742 679 3937 184 6706 8663 2825 (vehicles)

Tollable Traffic (PCU's) 2632 1106 9442 303 14394 21593 6967

Motorized 5003 5041 8085 877 17561 15949 4332 Total Non Motorized 1001 2151 287 0 3301 2174 713 Veh. Total Traffic 6004 7192 8372 877 20862 18123 5045 Motorized 5709 5027 13168 1136 23365 28349 8261 Total Non Motorized 643 1459 237 0 2905 1593 4 PCUs Total Traffic 6352 6486 13405 1136 26270 29942 8621

3.3.3 Seasonal Variation Factor (SVF)

The Average Daily Traffic (ADT) has to be adjusted for the seasonal variation along the project stretch. The seasonal variation factor is normally estimated using the past fuel sales data collected from the existing petrol bunks along the project stretch. The Diesel and Petrol sales data collected from petrol bunks

23 along the project stretch for the past one year is analyzed for the monthly variation in the sales of fuel. Table – 3.3(a) & 3.3(b) presents the analysis to assess the seasonal variation factor.

Table-3.3(a): Petrol and Diesel Sales on NH-131A at Hapla chowk (Km. 36.000 (Km. 36.400 New Existing Chainage))

Diesel(Kl) MS(Kl) Month 2011-12 SF 2011-12 SF

Apr 80 0.78 42 1.00 May 129 1.26 42 1.00 Jun 120 1.18 45 1.07 July 108 1.06 45 1.07 Aug 80 0.78 30 0.71 Sep 91 0.89 39 0.93 Oct 102 1.00 42 1.00 Nov 105 1.03 36 0.86 Dec 132 1.29 48 1.14 Jan 108 1.06 36 0.86 Feb 112 1.10 36 0.86 Mar 96 0.94 57 1.36 Average factor 1.03 0.99

Table-3.3(b): Petrol and Diesel Sales at Manihari (Km. 50.000)

2010-11 2011-12 2010-11 2011-12 Month Average Average Diesel Diesel MS(Kl) SF MS(Kl) SF SF SF (Kl) (Kl)

Apr 20 1.25 14 1.17 1.21 200 1.22 88 0.92 1.07

May 16 1.00 16 1.33 1.17 124 0.76 84 0.88 0.82

Jun 28 1.75 10 0.83 1.29 132 0.80 164 1.71 1.26

July 12 0.75 8 0.67 0.71 192 1.17 104 1.08 1.13

Aug 12 0.75 8 0.67 0.71 138 0.84 72 0.75 0.80

Sep 8 0.50 16 1.33 0.92 152 0.93 72 0.75 0.84

Oct 16 1.00 12 1.00 1.00 164 1.00 96 1.00 1.00

Nov 20 1.25 16 1.33 1.29 140 0.85 88 0.92 0.89

Dec 20 1.25 12 1.00 1.13 168 1.02 144 1.50 1.26

Jan 16 1.00 10 0.83 0.92 164 1.00 68 0.71 0.85

2010-11 2011-12 2010-11 2011-12 Month Average Average Diesel Diesel MS(Kl) SF MS(Kl) SF SF SF (Kl) (Kl)

Feb 24 1.50 11 0.92 1.21 216 1.32 120 1.25 1.28

Mar 10 0.63 13 1.08 0.85 120 0.73 99 1.03 0.88

Average factor 1.03 Average factor 1.01

Figure – 3.2: Fuel Sales Variation

Diesel Sales Variation @ Km. 36.000 on NH-131A

1.7 1.5 1.3 1.1 0.9 0.7

Apr May Jun July Aug Sep Oct Nov Dec Jan Feb Mar Correctionaverage for factor Month of the Year Diesel(Kl) MS(Kl)

Petrol Sales Variation @ Km. 50.000 on MDR

1.9 1.7 1.5 1.3 1.1 0.9 0.7 0.5

Apr May Jun July Aug Sep Oct Nov Dec Jan Feb Mar Correctionaverage for factor Month of the Year 2010-11 2011-12

Diesel Sales Variation @ Km. 50.000 on MDR

1.7 1.5 1.3 1.1 0.9 0.7

Apr May Jun July Aug Sep Oct Nov Dec Jan Feb Mar Correctionaverage for factor Month of the Year 2010-11 2011-12

The traffic surveys have been conducted in the month of October, 2012. From the analyzed fuel sales data, the seasonal variation factors have been taken as shown in Table – 3.4, below for AADT calculations.

Table – 3.4: Seasonal Variation Factors for AADT

S. No. Location Petrol Diesel

1 Km. 23.000 (Km. 58.000) 0.99 1.03

2 Km. 35.000 (Km. 37.000) 1.01 1.02

3.3.4 Annual Average Daily Traffic (AADT)

The Annual Average Daily Traffic (AADT in no of vehicles) at the survey locations is obtained by multiplying the Average Daily Traffic (ADT) with the seasonal correction factor. The AADT of vehicles for the year 2012 at the seven survey locations is presented in Table – 3.5, as shown below.

Table – 3.5: Annual Average Daily Traffic (AADT)

Km. Km. 23.00 35.0 0 00 Km. Km. Sahibga Dagarua (Km. (Km. 299.00 399.00 Dhalkola Vehicle Type nj on on NH- 58.00 37.0 0 on 0 on on NH-34 NH-80 31 0) on 00) NH-57 NH-31 NH- on 131A MDR Two Wheelers 1964 2532 2144 544 6160 3547 851 Three Wheelers 855 1542 1675 20 4099 2984 513 Car / Jeep / Van 905 221 874 86 2019 1367 381 Car Yellow board 6 55 92 12 337 474 34 Tata Magic 129 68 232 18 301 434 294 RTC Bus 1 1 10 2 103 80 53 Private Bus 173 9 79 8 849 409 54 School /College bus 22 8 2 2 15 21 10 Mini Bus 34 33 49 2 142 73 24 2 Axle 153 99 494 1 796 1793 529 3 Axle 78 59 974 30 1185 1988 1195 M Axle 5 12 618 8 430 1172 110 HEM 0 3 41 0 36 6 5 LCV/LGV 52 18 110 4 177 372 84 Mini LCV 215 104 362 11 316 474 52

Three Wheeler goods 159 63 89 0 52 270 33

Tractor 57 40 21 14 157 78 17 Tractor with trailer 226 230 178 115 313 339 55 Non Motorized Veh. 1001 2151 287 0 3301 2174 713

Govt. Exempted Veh. 20 17 41 0 74 68 38

Tollable Traffic 1774 691 3937 184 6706 8663 2825 (vehicles)

Tollable Traffic (PCU's) 2689 1123 9442 303 14394 21593 6967

Motorized 5053 5115 8085 877 17561 15949 4332

Total Non 1001 2151 287 0 3301 2174 713 Vehicles Motorized Total 6054 7266 8372 877 20862 18123 5045 Traffic Motorized 5816 5108 13168 1136 23365 28349 8261 Total Non PCUs 643 1458 237 0 2905 1593 4 Motorized

Km. Km. 23.00 35.0 0 00 Km. Km. Sahibga Dagarua (Km. (Km. 299.00 399.00 Dhalkola Vehicle Type nj on on NH- 58.00 37.0 0 on 0 on on NH-34 NH-80 31 0) on 00) NH-57 NH-31 NH- on 131A MDR Total 6459 6566 13405 1136 26270 29942 8621 Traffic

3.3.5 AADT Modal Split

➢ Car Traffic varies from 4% to 15% in the total traffic along the corridor. ➢ The share of non motorized vehicles varies from 16% to 30%. ➢ The commercial vehicles contribution varies from 4% to 8% of the total vehicles using the corridor. ➢ Two wheelers and three wheelers together constitute 46% to 56% of the total traffic, as the project corridor has a fair proportion of local traffic at some locations as shown in Figure – 3.3. Figure – 3.3: AADT Modal Split

AADT Vehicle Composition at Km. 35.000 on MDR AADT Vehicle Composition0% at Km. 23.000 on NH-131A 0% 17% 30% 32% 35%

2W 2W 16% 3W 3W Car/Jeep (White) Car/Jeep (White) Car/Jeep (Yellow) Car/Jeep (Yellow) Bus Bus Goods Goods Non Motorized Non Motorized Exempted Vehicles Exempted Vehicles

4% 9% 0% 1% 1% 14% 4% 17% 21%

AADT Vehicle Composition at Dagarua on NH 31 AADT Vehicle Composition at Dalkola on NH 34 0% 1% 12% 20% 14% 17%

10% 2W 2W 3W 3W Car/Jeep (White) Car/Jeep (White) Car/Jeep (Yellow) Car/Jeep (Yellow) Bus Bus Goods Goods Non Motorized Non Motorized 16% Exempted Vehicles Exempted Vehicles 36% 13% 41%

10% 3% 1% 3% 3%

AADT Vehicle Composition at Maranga on NH-31 AADT Vehicle Composition at Qasba on NH-57 0% 3% 0% 16% 26% 30%

34% 17% 2W 2W 3W 3W Car/Jeep (White) Car/Jeep (White) Car/Jeep (Yellow) Car/Jeep (Yellow) Bus Bus Goods Goods Non Motorized Non Motorized Exempted Vehicles Exempted Vehicles

5% 20% 2% 20% 2% 1% 11% 13%

AADT Vehicle Composition at Sahibgunj on NH-80

21%

2% 1% 2W 3W Car/Jeep (White) Car/Jeep (Yellow) Bus Goods Non Motorized 12% Exempted Vehicles 62%

3.3.6 Total and Tollable Traffic

The share of tollable traffic as a percentage of AADT, varies from 9% to 29% respectively, as shown below in Figure – 3.4. Figure – 3.4: Total traffic and Tollable traffic volume

Total Traffic and Tollable Traffic Volume 25000

20000

15000

10000 Vehicles 5000

0 Km. Km. Km. Sahibganj Km. Dagarua Dhalkola 23.000 on 35.000 on 299.000 on NH-800 399.000 on NH-31 on NH-34 NH-131A MDR on NH-57 on NH-31

Traffic survey Location Total Traffic Tollable Traffic

3.3.7 Peak Hour Factor The peak hour factor is defined as the traffic volume during peak hour expressed as a percentage of AADT. The peak hour volume is taken as the highest hourly volume based on actual traffic counts. The peak hour

28 factor is calculated at the traffic count locations as given below in Table – 3.6. The peak hour factors indicate fairly uniform distribution of the traffic volume during the day. Table – 3.6: Peak Hour Factor

Peak Hour Volume Peak Hour S. No. Location AADT (Vehicles) Factor

Km. 23.000 (Km. 58.000 1 431 6054 7.11 New Existing Chainage)

Km. 35.000 (Km. 37.000 2 649 7266 8.88 New Existing Chainage)

3.4.ORIGIN AND DESTINATION SURVEY AND ANALYSIS

3.4.1 Origin – Destination Survey

The origin and destination of trips on the existing road is required to estimate the information regarding travel characteristics of different users on the project road. The O-D data is also essential for identifying the major influence zones along the road, as traffic growth of the project road is directly dependent upon the growth in economic activity of the influencing area and the road network. These surveys are important in defining the traffic movement and travel desire patterns in the transport network along the study corridor and to assign traffic on to the new facilities. These surveys are carried out for one day in both directions at the seven survey locations as defined in Table – 3.1 of this report. The location of origin and destination zones are determined in relation to each individual station and possibility of traffic diversion to the project road from/to other routes including bypasses. Appropriate locations are selected so as to conduct interviews without affecting movement of other vehicles and to assign future traffic on to the proposed Ganga bridge from the existing road network. The traffic for all motorized vehicle categories except Two wheelers, Three wheelers and slow moving vehicles are proposed to be tolled, as per the toll notification issued by NHAI.

3.4.2 Road Side Interview Method The vehicles are stopped on random sample basis with the help of traffic police. Designated trained enumerators have interviewed the traffic and entered the data in the well designed format. A volume count survey was carried out simultaneously to get the number of vehicles passing in both the directions in order to assess the sample size. This survey is limited to Standard Bus, Mini Bus, Tata magic and Car in passenger vehicles category, LCV, mini LCV and Trucks (2 Axle / 3 Axle / M Axle) in freight vehicle category. The following pertinent information of travel has been collected during the interview from the commuters.

1. Origin and destination of trip 2. Trip length 3. Trip purpose 4.Type of vehicle 5.Commodity type 6. Frequency of trips

The sample size for goods and passenger vehicles are presented in Table – 3.7 below.

Table – 3.7: O – D Sample size

Km. Km. 23.000 Km. 35.000 Location: Km. Location: Location: (Km. 299.000 Vehicle type (Km. Sahibganj 399.000 Dagarua on Dhalkola 58.000) on NH- 37.000) on NH-80 on NH-31 NH-31 on NH-34 on NH- 57 on MDR 131A

Car White 35% 23% 51% 60% 19% 24% 88%

Car Yellow 71% 24% 30% 42% 26% 22% 32%

Bus 62% 67% 87% 40% 20% 26% 53%

Mini Bus 53% 25% 35% 100% 39% 36% 8%

Tata Magic 33% 36% 35% 44% 6% 23% 9%

LCV 57% 39% 27% 75% 45% 25% 49%

2 Axle 53% 54% 30% 0% 41% 32% 29%

3 Axle 48% 56% 47% 90% 48% 93% 22%

M Axle 33% 60% 28% 50% 43% 63% 48%

Mini LCV 51% 25% 30% 55% 29% 22% 31%

3.4.3 Zonal Code

Traffic movement on a particular stretch depends on its zone of influence. The zones of influence can be external and/or internal. In this particular case, in order to assess the revenue trend through the stretch, the zones within 20 km. around two survey locations are considered as internal zones for non commercial passenger vehicles and the zones with in Katihar district are considered as internal zones for commercial vehicles and those outside are considered as external zones. Appropriate zoning system is adopted and coding is done for zones, type of vehicle and its origin - destination. The zonal distribution adopted for analysis is given in Table – 3.8, as shown below.

Table – 3.8: Zonal code for O-D analysis

Zone Description

1 Satroop, Agotola, Chadi Agotola, Ranipatra, Shreenagar, Beewanganj, Routara Harijan Tola, Govindpur, Bhasnapur, Sirsa, Katihar, Bheniyarekha, Badmasiyah, 2 sherifgunj, Teenghachiya 3 Batnaha, Marangi, Ladayanpur, Nawabgunj, Amdavad, Manihari 4 Paranpur, Ahmdavad, Lava 5 Kadwa, Dankora, Azamnagar, Barsoi, Balrampur 6 Kora, Pothia, Barari, Kursela, Sameli 7 Purnea Dagarua, Baisi, Amour, Baisa, Rauta, Jalajgarh, Srinagar, Banmakhi, Srinagar, Sarsi, 8 Kirtianandnagar Kishanganj, Kochadamin, Pothia, Tatabpur, Thakurganj, Dighalbank, Terhagachh, 9 Bahadurganj, Pawakhali, Sikti, Palasi, Joki Hat, Kursakatta, Forbesganj, Araria

Zone Description 10 Baharakothi, Dhamdaha, Bhawanipur, Falka, Rupauli Bhagalpur, Narayanpur, Kharik, Naugachia, Gopalpur, Ismailpur, Vikramshila, 11 Pirpainti, Colgong, Kahalgaon, Sonahula, Goradih, Shahkund, Nathnagar, Sultanganj, Akbarnagar, Jagdishpur Banka, Chandan, Katuria, Bausi, Barahat, Dhuriya, Rajauri, Amarpur, Sambhuganj, 12 Phulidamar, Belhar 13 Nawada, Jamui, Shekhpura, Luckeesarai, Munger 14 Begusarai, Khagaria, Samastipur, Saharsa, Madhepura, Supaul, Darbhanga Paschim Champaran, Purba Champaran, Sitamarhi, Shivhar, Madhubani, Muzaffarpur, 15 Gopalganj, Siwan, Saran, Chhapra, Vaishali Buxar, Bhojpur, Rohtas, Kaimur, Aurangabad, Gaya, Nalanda, Jahanabad, Bihar Sharif, 16 Arwal, Patna, Hajipur 17 Sahibganj 18 Taljhari, Borio, Barhati 19 Godda, Thakur Gangti, Meherma, Bara Baonj 20 Mahagama, Singapur, Dumaria, Korka Ghat 21 Barharwa, Udhwa, Rajmahal 22 Dumka, Amrapara, Pakaur, Hiranpur, Maheshpur, Pakuria, Shikaripara 23 Poria, Ramgarh, Sundarpahari, Lithipara, Kathikund, Gopikandar Banka, Devgarh, Madhavpur, Mohanpur, Saraiya, Jharmundi, Narayanpur, Devipur, 24 Jamtara 25 Masalia, Raneeshwar, Kundahith, Paragana Koderma, Markacho, Jainagar, Birni, Giridh, Pirtanr, Bagodar, Bengabad, Jamua, 26 Dhanwar, Satgawan, Tesri, Deori, Gande, Dhandab, Govindpur, Tundi, Nirsa Chatra, Pratapur, Hazaribagh, Bokaro, Chandankheri, Bermo, Gurnia, Jharia, 27 Baliyapur, Barkatha, Peterwar, Gola 28 Garhwa, Ramna, Daltonganj, Latehar, Hussainbad, Bishrampur 29 Lohardaga, Gumla, Ghagra, Sisai, Simdhega, Bolba 30 Ranchi, Numkam, Biru, Khunti, Angara, Kharsawan, Chaibasa, Paschim Singhbhum 31 Jamshedpur, Purba Singhbhum 32 Murshidabad, Birbhum 33 Barddhaman, Hugli, Howrah 34 Puruliya, Bankura, Medinipur, East Medinipur 35 North 24 Paraganas, South 24 Paraganas, kolkata, Nadia 36 Maldah, Dakshin Dinazpur, Uttar Dinazpur 37 Darjiling, Jalpaiguri, Koch Bihar 38 Orissa, Rest of Jharkhand, Chattisgarh 39 Assam, Sikkim, Arunachal Pradesh, Manipur, Nagaland, Meghalaya, Tripura, Mizoram 40 Andhra Pradesh, Karnataka, Tamil Nadu, Kerala 41 Gujarat, Maharashtra, Rajasthan, Madhya Pradesh, Goa 42 Jammu & Kashmir, Himachal Pradesh, Punjab, Haryana, Uttaranchal, Uttar Pradesh 43 Nepal

3.4.4 O-D Analysis

A total of 719 vehicles have been interviewed during the O-D survey at location Km. 23.000 (Km. 58.000) on NH-131A. Number of goods vehicles interviewed (LCV’s and trucks) is 246, which represents about

34% of the total vehicles. The number of passenger vehicles (cars, buses) interviewed is 473, that represents about 66% of the total vehicles.

A total of 217 vehicles have been interviewed during the O-D survey at location Km. 35.000 (Km. 37.000) on MDR. Number of goods vehicles interviewed (LCV’s and trucks) is 123, which represents about 57% of the total vehicles. The number of passenger vehicles (cars, buses) interviewed is 94, that represents about 43% of the total vehicles.

A total of 1587 vehicles have been interviewed during the O-D survey at location km. 299.000 on NH-57. Number of goods vehicles interviewed (LCV’s and trucks) is 928, which represents about 58% of the total vehicles. The number of passenger vehicles (cars, buses) interviewed is 659, that represents about 42% of the total vehicles.

A total of 1979 vehicles have been interviewed during the O-D survey at location km. 399.000 on NH-31. Number of goods vehicles interviewed (LCV’s and trucks) is 1243, which represents about 63% of the total vehicles. The number of passenger vehicles (cars, buses) interviewed is 736, that represents about 37% of the total vehicles.

A total of 4030 vehicles have been interviewed during the O-D survey at location Dagarua on NH-31. Number of goods vehicles interviewed (LCV’s and trucks) is 3347, which represents about 83% of the total vehicles. The number of passenger vehicles (cars, buses) interviewed is 683, that represents about 17% of the total vehicles.

A total of 111 vehicles have been interviewed during the O-D survey at location Sahibganj on NH-80. Number of goods vehicles interviewed (LCV’s and trucks) is 40, which represents about 36% of the total vehicles. The number of passenger vehicles (cars, buses) interviewed is 71, that represents about 64% of the total vehicles.

A total of 953 vehicles have been interviewed during the O-D survey at location Dalkola on NH-34. Number of goods vehicles interviewed (LCV’s and trucks) is 523, which represents about 55% of the total vehicles. The number of passenger vehicles (cars, buses) interviewed is 430, that represents about 45% of the total vehicles.

The findings for the analysis of O-D survey is shown in Table – 3.9, as shown below. The O – D trip end matrices have been prepared and mode wise breakup of goods and passenger trips, there after have been derived based on trip frequency as furnished in Annexure - 2. Table – 3.9: Zonal Trip distribution

Km. 23.000 (Km. 58.000) Km. 35.000 (Km. 37.000) Vehicle Type I-I I-E E-I E-E I-I I-E E-I E-E Car (White) 7% 33% 51% 9% 9% 36% 22% 33%

Car (Yellow) 0% 40% 60% 0% 67% 22% 11% 0%

Bus 2% 31% 67% 0% 33% 50% 17% 0% Mini Bus 0% 75% 25% 0% 55% 27% 18% 0% Tata Magic 39% 22% 39% 0% 87% 13% 0% 0% 2 Axle 5% 28% 32% 35% 22% 12% 18% 48% 3 Axle 0% 28% 24% 48% 6% 3% 26% 65% M Axle 0% 75% 25% 0% 0% 33% 67% 0%

Km. 23.000 (Km. 58.000) Km. 35.000 (Km. 37.000) Vehicle Type I-I I-E E-I E-E I-I I-E E-I E-E LCV 3% 16% 79% 2% 42% 42% 17% 0% Mini LCV 7% 44% 45% 4% 63% 25% 13% 0%

3.4.5 Trip frequency Distribution

The O-D data collected has been analyzed to study the trip frequency distribution over the entire project stretch. Following are the salient findings from O-D information collected from the survey.

a) Km. 23.000 (Km. 58.000) on NH-131A

• Nearly 23% of the passenger vehicles and 39% of goods vehicles are daily commuters. • 14% of all the vehicles are making daily return trip. • 43% of buses are making trips more than twice daily. • 7% of freight vehicles are making trips twice in a month.

The mode wise average trip frequency distribution is presented in Table – 3.10 and in Figure – 3.5 as shown below.

Table – 3.10: Trip frequency distribution at Km. 23.000 (Km. 58.000)

> Total > > Yearly Dail Daily Week Weekl Monthl Monthl > No of Daily Weekl Monthl early Vehicle Type y Twic ly y y y Yearly Vehicle Twic y y once once once e once Twice Twice Twice once s e Twice

Car(White) 270 20% 16% 16% 8% 1% 7% 8% 10% 12% 1% 1%

Car (Yellow) 10 40% 20% 0% 0% 0% 10% 20% 0% 10% 0% 0%

Bus 70 36% 20% 43% 1% 0% 0% 0% 0% 0% 0% 0% Mini Bus 59 20% 10% 39% 0% 0% 10% 0% 0% 20% 0% 0%

Tata Magic 64 22% 19% 59% 0% 0% 0% 0% 0% 0% 0% 0% 2 Axle 63 25% 5% 6% 16% 0% 0% 11% 17% 11% 6% 2% 3 Axle 33 27% 9% 3% 27% 0% 0% 18% 6% 9% 0% 0%

M Axle 4 50% 0% 0% 0% 25% 0% 25% 0% 0% 0% 0%

LCV 62 44% 23% 15% 11% 0% 0% 2% 3% 3% 0% 0%

Mini LCV 84 51% 8% 14% 12% 0% 0% 11% 2% 1% 0% 0%

Figure – 3.5: Trip frequency distribution

Trip frequency Distribution for Passenger vehicles Trip Frequency Distribution for Commercial Vehicles

0.8 0.6

0.7 0.5

0.6

0.4 0.5 Car(White) LCV Car (Yellow) 2 Axle 0.4 Bus 0.3 3 Axle Mini Bus M Axle 0.3 Tata Magic Mini LCV

0.2 PercentageShare 0.2 PercentageShare

0.1 0.1

0 0 Daily Once Daily Twice > Daily Twice Weekly Once Weekly Twice > Weekly Twice Monthly Once Monthly Twice > Monthly Twice Yearly Once >Yearly Once Daily Once Daily Twice > Daily Twice Weekly Once Weekly Twice > Weekly Twice Monthly Once Monthly Twice > Monthly Twice Yearly Once >Yearly Once

Trip Frequency Trip Frequency

b) Km. 35.000 (Km. 37.000) on MDR

• Nearly 62% of the passenger vehicles and 50% of goods vehicles are daily commuters. • 6% of all the vehicles are making return trips daily. • 34% of buses are making one trip daily. • 17% of freight vehicles are making trips for more than twice a week.

The mode wise average trip frequency distribution is presented in Table – 3.11 and in Figure – 3.6 as shown below.

Table –3.11: Trip frequency distribution at Km. 35.000 (Km. 37.000)

Total > > No of Weekl Weekl Month Monthl Monthl Yearl Vehicle Vehicle Daily Daily > Daily Weekl y y ly y y y >Yearly Type s Once Twice Twice y Once Twice Twice Once Twice Twice Once Once

Car(White) 45 58% 7% 2% 4% 4% 4% 9% 4% 7% 0% 0%

Car (Yellow) 9 67% 11% 11% 0% 11% 0% 0% 0% 0% 0% 0%

Bus 6 33% 33% 33% 0% 0% 0% 0% 0% 0% 0% 0%

Mini Bus 11 91% 0% 0% 9% 0% 0% 0% 0% 0% 0% 0%

Tata Magic 23 61% 17% 22% 0% 0% 0% 0% 0% 0% 0% 0%

LCV 12 50% 0% 0% 0% 17% 8% 17% 8% 0% 0% 0%

2 Axle 50 38% 2% 0% 8% 14% 12% 10% 0% 16% 0% 0%

3 Axle 31 58% 3% 0% 0% 10% 19% 0% 3% 6% 0% 0%

M Axle 6 33% 0% 0% 0% 17% 50% 0% 0% 0% 0% 0%

Mini LCV 24 67% 0% 0% 0% 8% 21% 4% 0% 0% 0% 0%

Figure – 3.6: Trip frequency distribution

Trip frequency Distribution for Passenger vehicles Trip Frequency Distribution for Commercial Vehicles

0.8 0.8

0.7 0.7

0.6 0.6 Car(White) LCV 0.5 0.5 Car (Yellow) 2 Axle 0.4 Bus 0.4 3 Axle Mini Bus M Axle 0.3 0.3 Tata Magic Mini LCV

0.2 0.2

PercentageShare PercentageShare

0.1 0.1

Trip Frequency Trip Frequency

3.4.6 Trip Length Distribution

The O-D data collected has been analyzed to study the trip length distribution over the entire project stretch. Following are the salient findings from O-D information collected from the survey.

a) Km. 23.000 (Km. 58.000) on NH-131A

• Nearly 2% of the vehicles are traveling more than 1000 km. • 2% of goods vehicles are traveling more than 1000 km. • 79% cars are traveling less than 100 km.

• 66% vehicles are traveling less than 50 km.

The mode wise average trip length is presented in Table – 3.12 and the trip length distribution of all vehicles is presented in Figure – 3.7 as shown below.

Table – 3.12: Average Trip length in km.

0 – 51 - 501 - Vehicle Type Total 21 - 50 101 - 250 251 - 500 > 1000 20 100 1000 Car(White) 270 9% 66% 4% 16% 3% 3% 0%

Car (Yellow) 10 10% 20% 20% 50% 0% 0% 0%

Bus 70 1% 61% 21% 11% 4% 0% 0%

Mini Bus 59 0% 51% 19% 24% 0% 7% 0%

Tata Magic 64 39% 55% 6% 0% 0% 0% 0%

2 Axle 63 2% 40% 27% 11% 11% 8% 2%

3 Axle 33 0% 33% 36% 12% 12% 6% 0%

M Axle 4 0% 0% 50% 0% 25% 25% 0%

LCV 62 5% 53% 15% 23% 5% 0% 0%

Mini LCV 84 7% 69% 8% 14% 1% 0% 0%

Figure – 3.7: Trip length distribution

Trip Length Distribution for Passenger Vehicles Trip Length Distribution for Commercial Vehicles

70 80 60 70 50 Car(White) 60 LCV 40 Car (Yellow) 50 2 Axle 30 Bus 40 3 Axle 20 Mini Bus 30 M Axle

% Vehicles % 20 10 Tata Magic Vehicles of % Mini LCV 0 10 21 - 50 101 - 250 501 - 1000 0 0 – 20 51 - 100 251 - 500 > 1000 0 – 20 21 - 50 51 - 100 101 - 250 251 - 500 501 - 1000 > 1000 Trip Length in kms Trip Length in kms

b) Km. 35.000 (Km. 37.000) on MDR

• Nearly 6% of the vehicles are traveling more than 500 km. • 6% of goods vehicles are traveling more than 500 km. • 58% of cars are traveling less than 100 km.

• 40% of the all vehicles are traveling less than 50 km.

The mode wise average trip length is presented in Table – 3.13 and the trip length distribution of all vehicles is presented in Figure –3.8, as shown below.

Table –3.13: Average Trip length in Km.

Vehicle Type Total 0-20 21-50 51-100 101-250 251-500 501-1000 >1000

Car(White) 45 27% 11% 20% 38% 2% 2% 0%

Car (Yellow) 9 44% 11% 44% 0% 0% 0% 0%

Bus 6 33% 0% 50% 17% 0% 0% 0%

Mini Bus 11 45% 9% 18% 18% 0% 9% 0%

Tata Magic 23 100% 0% 0% 0% 0% 0% 0%

LCV 12 25% 0% 33% 42% 0% 0% 0%

2 Axle 50 26% 6% 12% 28% 18% 10% 0%

3 Axle 31 6% 3% 6% 48% 23% 13% 0%

M Axle 6 0% 0% 0% 17% 50% 33% 0%

Mini LCV 24 13% 38% 38% 13% 0% 0% 0%

Figure – 3.8: Trip length distribution

Trip Length Distribution for Passenger Vehicles Trip Length Distribution for Commercial Vehicles

120 60 100 50 Car(White) LCV 80 40 Car (Yellow) 2 Axle 60 30 3 Axle Bus 40 M Axle

Mini Bus 20 % of Vehicles of %

% Vehicles % 20 Mini LCV Tata Magic 10 0 0 21 - 50 101 - 250 501 - 1000 0 – 20 21 - 50 51 - 100 101 - 250 251 - 500 501 - 1000 > 1000 0 – 20 51 - 100 251 - 500 > 1000 Trip Length in kms Trip Length in kms

3.4.7 Commodity Distribution

The O-D data collected has been analyzed to study the type of commodities carried by the commercial vehicles along the entire project stretch. The percentage of each type of commodity carried by each mode of commercial vehicle along the project stretch at different survey locations is presented in Table – 3.14, as shown below.

Table – 3.14: % of commodity distribution along the project stretch

2 3 M Mini 3 M LCV 2 Axle LCV Mini LCV Cod Axle Axle Axle LCV Axle Axle Commodity e Km. 23.000 (Km. 58.000) Km. 35.000 (Km. 37.000)

1 Food grains and pulses 14% 3% 0% 3% 11% 18% 16% 17% 17% 25%

2 Cash crops 6% 3% 0% 5% 14% 0% 0% 0% 0% 0%

3 Vegetables and Fruits 16% 24% 0% 18% 14% 2% 0% 0% 0% 4%

4 Processed Food Items 3% 0% 0% 16% 7% 0% 0% 0% 0% 0%

5 Packed Food Items 6% 3% 0% 5% 2% 0% 0% 0% 8% 0%

Fishery, Poultry and Animal 6 2% 0% 0% 0% 4% 2% 0% 0% 8% 0% feed 7 Building Materials 13% 9% 25% 10% 1% 22% 19% 17% 25% 13%

8 Industrial Raw Materials 6% 6% 25% 5% 10% 0% 0% 0% 8% 0%

9 Consumer Goods 0% 0% 0% 5% 5% 6% 0% 0% 8% 0% Fertilisers, chemicals and 10 10% 6% 25% 5% 4% 0% 0% 0% 0% 0% Pharmaceuticals

11 Machinery and Automobiles 0% 0% 25% 6% 0% 0% 0% 0% 0% 0%

12 Petroleum Products 0% 3% 0% 0% 1% 2% 0% 0% 0% 4%

13 Parcel Goods 6% 3% 0% 0% 7% 0% 0% 0% 0% 4%

14 Empty 17% 39% 0% 23% 19% 38% 65% 50% 25% 50%

2 3 M Mini 3 M LCV 2 Axle LCV Mini LCV Cod Axle Axle Axle LCV Axle Axle Commodity e Km. 23.000 (Km. 58.000) Km. 35.000 (Km. 37.000)

15 Industrial Outputs 0% 0% 0% 0% 1% 10% 0% 17% 0% 0%

16 Liquor and Cool drinks 0% 0% 0% 0% 0% 0% 0% 0% 0% 0%

100 100 100 100 Total 100% 100% 100% 100% 100% 100% % % % %

It is observed from the above table that fruits, vegetables, food grains, pulses and building materials are the major commodities moving along the project stretch.

3.4.8 Zone of influence

The data collected from the O-D survey is analysed to assess the project influencing zones for different categories of goods vehicles. It is observed from RSI data, Purnea, Katihar and Kishangunj in the state of Bihar, Sahibganj in the state of Jharkhand are the major influencing zones in terms of trip generation and attraction. The location, percentage attraction and the type of commodity carried by the vehicles is given in Table – 3.15, as shown below.

Table – 3.15: Zone of influence

Vehicle type Zone of Influence Percentage Attraction Commodity Type

Purnea 34% Building Materials LCV Vegetables & Fruits, Processed Katihar 28% Food Items

Vegetables & Fruits, Processed Katihar 33% Food Items

Building Material & Food grains and 2 Axle Purnea 19% pulses

Parcel Goods & Industrial Raw Kishanganj 17% Materials

Katihar 29% Vegetables & Fruits

Purnea 27% Building Materials 3 Axle Industrial Raw Materials & Parcel Kishanganj 12% Goods

Sahibganj 11% Building Materials

3.4.9 National Permit

The O-D data collected is analyzed to study the national permit information of all types of trucks to decide the percentage of local monthly passes in the toll revenue analysis. The results are presented in Table – 3.16, as shown below.

Table – 3.16: Mode wise % of Vehicles with National Permit

Km. 23.000 (Km. 58.000) on Vehicle Type Km. 35.000 (Km. 37.000) on MDR NH-131A LCV 42% 58% 2 Axle 63% 64% 3 Axle 88% 68% M Axle 100% 100%

3.4.10 Opinion Survey

During RSI survey, the consultants conducted a separate interview in order to collect the information from the users who are willing to use the proposed Ganga bridge after the completion of project. The commuters as a percentage of total traffic who would utilize the proposed bridge over River Ganges is shown in Table – 3.17.

Table – 3.17: Opinion survey result (Yes for Ganga Bridge)

Km. 23.000 Km. 35.000 Location: Km. 399.000 on NH- Vehicle Type (Km. 58.000) (Km. 37.000) Sahibganj on 31 on NH-131A on MDR NH-80 Car White 65% 22% 44% 19% Car Yellow 40% 56% 60% 47% Bus 54% 67% 50% 19% Mini Bus 68% 73% 100% 50% LCV 76% 92% 67% 33% 2 Axle 56% 88% 0% 46% 3 Axle 64% 87% 74% 40% M Axle 100% 100% 75% 40%

3.4.11 Alternative routes - Traffic Assignment

The following alternative / competing roads to the project corridor have been identified in the road network. I. The existing bridge (Vikram sethu) over river Ganga near Bhagalpur on NH-31 in the State of Bihar, is presently being used by traffic from southern part of Bihar and northern part of Jharkhand to reach north- eastern states. II. The existing Farakka bridge on river Ganga near Maldah in the State of West Bengal is being used by traffic of eastern states and southern part of Jharkjand to reach north-eastern states. The major commodity which is transported from nearby places (quarries) of Sahibganj district is coarse aggregate and quarry material. The present scenario of transportation of these materials from Sahibganj district is through ferry service over river Ganga. Otherwise the vehicles need to travel approximately 145 km. on NH-80 and NH-31 to reach the Sahibganj from Katihar. While traveling between Purnea - Sahibganj, vehicles have to pay toll at three toll plazas namely Kursela, Vikram sethu and Kehalgaon. The major advantage of providing the proposed bridge and project corridor is to minimise the scarcity of coarse

39 aggregate and quarry material in the northern region of Bihar and north-eastern states and also reduce the travel time and travel cost between Jharkhand / Sahibganj and Bihar / North east States. As a part of this traffic study, consultants have to assign the future expected traffic on to the Ganga bridge from the RSI findings. The zone numbers 17, 18, 19 and 22 (as per zonal code given in Table – 1.8 of this report) are considered as external zones towards Sahibganj side, the zone numbers 36, 37, 39, 7, 6, 9 and 43 are considered as external zones towards Purnea side. The above O-D attraction % is obtained from the RSI data collected at the five survey locations namely, at Dalkola on NH-34, at Maranga and Dagarua on NH-31, at Quasba on NH-57 and at Sahibganj on NH-80. At location Dalkola on NH-34, the zones considered are 17, 18, 19 and 22 on Sahibganj side and 36, 37, 39 and 43 on other side. At location Qasba on NH-57, the zones considered are 17, 18 and 19 on Sahibganj side and 9 and 14 on other side. At location Maranga on NH-31, the zones considered are 17, 18 and 19 on Sahibganj side and 7 and 6 on other side. At location Dagarua on NH-31, the zones considered are 17, 18 and 19 on Sahibganj side and 36, 37, 39 and 43 on other side. The total diverted traffic from all RSI locations on to the proposed Ganga bridge and on to the project stretch is shown in Table – 3.18 and 3.19. This additional traffic to be added to the present traffic on the project stretch.

Table – 3.18: % diverted traffic

Maranga on NH- NH-31 Dagarua NH-80 Sahibganj NH-57 Qasba NH-34 Dhalkola 31 Vehicle To To To To To To To To To Type Guwahat Bagalpu Purne Kishangun Bagalpu Sahibgan Jogba Purne Raigun To i r a j r j ni a j Dalkola Car White 5% 3% 6% 4% 19% 14% 5% 2% 5% 5% Car Yellow 6% 2% 3% 4% 0% 0% 4% 10% 0% 0% Bus 4% 0% 5% 4% 0% 0% 6% 10% 3% 0% Mini Bus 0% 4% 0% 0% 0% 0% 0% 0% 0% 0% LCV 11% 2% 6% 9% 100% 0% 9% 14% 14% 16% 2 Axle 7% 3% 5% 2% 0% 0% 4% 6% 6% 9% 3 Axle 4% 4% 1% 1% 13% 27% 2% 2% 4% 4% M Axle 3% 1% 3% 1% 0% 0% 1% 1% 14% 13% Mini LCV 4% 2% 6% 4% 0% 25% 4% 2% 0% 0%

Table – 3.19: Total diverted traffic

Vehicle Type Towards Purnea Towards Sahibganj Total vehicles

Car White 104 69 173

Car Yellow 24 14 38

Vehicle Type Towards Purnea Towards Sahibganj Total vehicles

Bus 31 13 44

Mini Bus 0 2 2

LCV 39 18 58

2 Axle 82 72 154

3 Axle 70 65 135

M Axle 25 27 52

Mini LCV 24 18 42

Total Vehicles 697

Commercial vehicles (2 and 3 Axle) carry coarse aggregate, quarry material and sand from Sahibganj quarries to Manihari ghat on ferry service available on river Ganga. Two ferries operate with a frequency of 5 round trips per day, and run for an average 10 number of months in a year. One ferry carries 6 loaded trucks or 9 empty trucks along with 1 to 2 cars in one move. Small boats are also running which only carry passenger traffic. The total truck traffic carried by two ferries in 5 round trips per day is approximately 75 commercial vehicles and 5 to 10 cars. This total traffic is to be added to the present and assigned traffic on to the proposed Ganga bridge.

3.4.12 Economic Benefits

This section describes the overall benefits after the construction of proposed bridge and road stretch associated with the project. These benefits are in terms of trip length, travel time and the associated positive implications of the project. Tables – 3.20 to 3.22 shows the trip length matrices for the case of with and with out proposed Ganga bridge and the difference in trip length for both the cases. From these matrices, the distance between different zones can be derived. Refer Table – 3.8 for details on zonal codes. The average speed of the roads, which could influence the traffic on the project stretch, is also considered while deriving the travel time matrices between the zones for with and with out the proposed Ganga bridge as shown in Tables – 3.23 to 3.25. For instance, the NH-81 from Sahibganj is in very poor condition and passes through the urban section. Hence, the average speed for the vehicles commuting between Sahibganj and Bhagalpur is assumed as 12 kmph. As shown, the travel time to commute between sahibganj and purnea has curtailed down from 9.0 hrs to approximately 1.0 hr. Therefore, the diminution of exiting travel pattern can be inferred after the construction of proposed bridge and the road. Table – 3.20: Trip length (km) matrix without project

O/D 6 7 9 14 17 18 19 22 36 37 39 43

6 150 160 152 185

7 170 180 172 205

9 266 276 268 301

14 240 250 242 275

17 150 170 266 240 285 393 1047 256

18 160 180 276 250 295 403 1057 266

19 152 172 268 242 287 395 1049 258

22 185 205 301 275 255 459 1113 392

36 285 295 287 255

37 393 403 395 459

39 1047 1057 1049 1113

43 256 266 258 392

Table – 3.21: Trip length (km) matrix with project

O/D 6 7 9 14 17 18 19 22 36 37 39 43

6 40 50 126 190

7 60 70 146 210

9 156 166 242 306

14 130 140 216 280

17 40 60 156 130 175 283 937 146

18 50 70 166 140 185 293 947 156

19 126 146 242 216 261 369 1023 232

22 190 210 306 280 325 433 1087 296

36 175 185 261 325

37 283 293 369 433

39 937 947 1023 1087

43 146 156 232 296

Table – 3.22: Trip length (km) savings matrix

O/D 6 7 9 14 17 18 19 22 36 37 39 43

6 110 110 26 -5

7 110 110 26 -5

9 110 110 26 -5

14 110 110 26 -5

17 110 110 110 110 110 110 110 110

18 110 110 110 110 110 110 110 110

19 26 26 26 26 26 26 26 26

22 -5 -5 -5 -5 -70 26 26 96

36 110 110 26 -70

37 110 110 26 26

39 110 110 26 26

43 110 110 26 96

Table – 3.23: Travel time (Hrs.) matrix without project

O/D 6 7 9 14 17 18 19 22 36 37 39 43

6 9.00 9.80 5.10 6.20 7 9.70 10.50 5.70 6.80 9 12.00 12.80 8.10 9.20

14 11.10 11.90 7.10 8.20 17 9.00 9.70 12.00 11.10 13.00 16.63 33.00 11.39 18 9.80 10.50 12.80 11.90 13.90 17.47 33.82 12.22 19 5.10 5.70 8.10 7.10 9.10 12.70 29.05 7.45

22 6.20 6.80 9.20 8.20 8.50 15.30 31.65 11.45 36 13.00 13.90 9.10 8.50 37 16.60 17.50 12.70 15.30 39 33.00 33.80 29.10 31.70 43 11.40 12.20 7.50 11.50

Table – 3.24: Travel time (Hrs.) matrix with project

O/D 6 7 9 14 17 18 19 22 36 37 39 43

6 0.5 1.3 3.5 5.6

7 1.3 2.1 3.6 5.8

9 3.1 3.9 5.9 8.1

14 2.2 3.0 5.0 7.2

17 0.5 1.3 3.1 2.2 4.1 6.2 22.5 2.5

18 1.3 2.1 3.9 3.0 5.0 7.0 23.3 3.3

19 3.5 3.6 5.9 5.0 7.9 9.0 25.4 5.3

22 5.6 5.8 8.1 7.2 10.4 11.2 27.5 7.5

36 4.1 5.0 7.9 10.4

37 6.2 7.0 9.0 11.2

39 22.5 23.3 25.4 27.5

43 2.5 3.3 5.3 7.5

Table – 3.25: Travel time (Hrs.) savings matrix

O/D 6 7 9 14 17 18 19 22 36 37 39 43

6 8.50 8.50 1.60 0.60

7 8.40 8.40 2.10 1.10

9 8.90 8.90 2.10 1.10

14 8.90 8.90 2.10 1.10

17 8.50 8.40 8.90 8.90 8.90 10.50 10.50 8.90

18 8.50 8.40 8.90 8.90 8.90 10.50 10.50 8.90

19 1.60 2.10 2.10 2.10 1.20 3.70 3.70 2.10

22 0.60 1.10 1.10 1.10 -1.90 4.20 4.20 4.00

36 8.90 8.90 1.20 -1.90

37 10.50 10.50 3.70 4.20

39 10.50 10.50 3.70 4.20

43 8.90 8.90 2.10 4.00

3.4.13 Registration Number Plate (NP) Method

To arrive at the contribution of single trip, return trip and monthly trips of vehicles in the toll revenue analysis, O-D surveys in Number Plate method are conducted. Registered number of all vehicles passing through a point are noted including the state and district code. The traffic on the project corridor is classified as passenger and goods transport vehicles. Passenger traffic includes car (including jeep, taxi and van), Bus (standard and mini) and goods traffic includes Light commercial vehicles (LCV and Mini LCV), 2, 3 and M Axle vehicles. The sample size of the NP surveys are given in Table – 3.26, as shown below. The results were analyzed and the %age of bypassable traffic etc., have been suggested based on judgment and the results are presented in Table – 3.27, as shown below.

Table – 3.26: Number Plate sample size

Vehicle type Km. 23.000 (Km. 58.000) on NH-131A Km. 35.000 (Km. 37.000) on MDR

Car White 83% 95% Car Yellow 100% 68% Bus 74% 100% Mini Bus 77% 85%

Vehicle type Km. 23.000 (Km. 58.000) on NH-131A Km. 35.000 (Km. 37.000) on MDR

Tata Magic 74% 80% LCV 75% 80% 2 Axle 80% 81% 3 Axle 77% 80% M Axle 75% 83% Mini LCV 73% 48%

Table – 3.27: NP analysis findings

Km. 23.000 (Km. 58.000) on NH 131A Km. 35.000 (Km. 37.000) on MDR Type of Vehicle Monthly Through Daily Monthly Through Traffic Daily Pass Pass Traffic Pass Pass

Car White 76% 21% 2% 94% 4% 2%

Car Yellow 100% 0% 0% 91% 4% 6%

Bus 49% 17% 35% 40% 0% 60%

Mini Bus 76% 9% 15% 71% 11% 17%

Tata Magic 77% 10% 13% 84% 11% 5%

LCV 98% 2% 0% 100% 0% 0%

2 Axle 96% 4% 0% 100% 0% 0%

3 Axle 96% 4% 0% 100% 0% 0%

M Axle 100% 0% 0% 100% 0% 0%

Mini LCV 73% 8% 19% 83% 11% 6%

3.4.14 District contribution for Local commercial traffic The total project stretch passes through Purnea and Katihar districts of the State of Bihar and the proposed Ganga bridge lies in Sahibganj district of the State of Jharkhand. As per the NHAI notification, the commercial vehicles with district registration code as Katihar are considered as local traffic for the two proposed Toll plazas. This district vehicle contribution in total number of vehicles has been derived from the number plate survey data as shown in Table – 3.28, below.

Table – 3.28: %age Katihar district registered vehicles

Km. 23.000 (Km. 58.000) on NH- Vehicle type Km. 35.000 (Km. 37.000) on MDR 131A Car White 18% 27% Car Yellow 7% 25% Bus 19% 60% Mini Bus 33% 77% Tata Magic 57% 81% LCV 21% 25% 2 Axle 18% 11%

3 Axle 0% 9% M Axle 11% 0% Mini LCV 54% 21%

3.4.15 State wise Contribution

The results obtained from the number plate survey were used to identify the project influence area. The ratio of the total traffic originated/destined to a particular zone to the total traffic gives the influence factor for the particular zone. The influence zone information has been obtained from processed NP data. A comparative study of the influence factors indicated that the state of Bihar, where the project stretch lies is the major influence region with an influence factor of about 90%. The state of West Bengal which is very close to the project stretch, is found to have limited influence as shown in Table – 3.29, below. These factors have all been accounted in the derivation of growth factors for traffic projections and toll revenue analysis.

Table – 3.29: State wise vehicle contribution

State Car Bus 2 Axle 3 Axle M Axle LCV Mini LCV

Bihar 87% 98% 84% 63% 89% 88% 94%

West Bengal 7% 2% 9% 15% 0% 10% 5%

3.5 AXLE LOAD SURVEY

Axle load surveys were conducted at locations mentioned in Table-1 of this report. This survey was conducted for 1 normal day in both directions of traffic simultaneously with volume count of commercial vehicles (Trucks and LCV). The random selection of vehicles for axle load measurement was done, ensuring suitable sample for each category of commercial vehicles consisting of overloaded and empty vehicles. The sample size for the survey is presented in Table – 3.30.

Table – 3.30: Sample size

Km. 23.000 (Km. Km. 35.000 (Km. Location: Dagarua on Location: Sahibganj on 58.000) on NH- 37.000) on MDR NH-31 NH-80 Mode 131A To To To To To To Purnea To Katihar To Purnea Katihar Manihari Dagarua Sahibganj Bagalpur

2 Axle 36% 31% 49% 78% 51% 21% 0% 0%

3 Axle 61% 50% 56% 59% 39% 30% 69% 76%

M Axle 22% 33% 0% 40% 23% 33% 0% 29%

LCV 55% 31% 57% 56% 21% 22% 100% 100% The Vehicle Damage Factor (VDF) is an index characterizing the traffic loading for a highway and is defined as a multiplier for converting the number of commercial vehicles of different axle loads to Standard Axle Loads (SAL). Equivalency factor (EF) is normally worked out by using the Fourth Power Rule derived by AASHTO and approved by CRRI. With the help of equivalency factors and frequency distribution of axle loads, Equivalent Axle Loads (EAL) are computed.

VDF = Total EAL / Number of vehicles weighed The VDF calculated for different categories of commercial vehicles are as shown in Table – 3.31 and the detailed analysis is presented in Annexure – 3.

Table – 3.31: Vehicle Damage Factor (VDF)

Km. 23.000 (Km. Km. 35.000 (Km. Location: Dagarua Location: Sahibganj 58.000) on NH-131A 37.000) on MDR on NH-31 on NH-80 Mode To To To To To To To Purnea To Katihar Katihar Manihari Purnea Dagarua Sahibganj Bagalpur

2 Axle 1.316 1.466 1.778 1.757 1.407 2.678 - -

3 Axle 3.919 4.162 2.666 2.638 3.111 2.975 0.275 4.777

M Axle 5.892 6.399 - 6.578 5.993 7.514 - 7.357

LCV 0.428 0.440 0.778 0.876 0.911 0.832 0.869 0.481

3.6. TURNING MOVEMENT SURVEY

The mid block traffic volume count stations as defined in Table – 3.1 of this report are located to capture the pattern of the traffic plying on the project stretch. Apart from this traffic volume count, for the study of the road network around the project corridor, a 3 legged junction at km. 30.000 is identified for the turning movement survey. As a part of the study, 1 day turning movement counts have been taken on all the legs of this junction. The following section discusses about the traffic movement at this junction and its degree of impact on the traffic and the leg wise classified traffic volume counts are presented in Annexure - 4.

The Mirchawadi Junction at km. 30.000 on the project stretch is a three legged junction which enroutes to Garabadi, Katihar and Purnea on its three legs. At this junction, the movement of Passenger vehicles is observed more towards Katihar from Purnea as shown in Figure – 3.9, below. The Peak hour traffic for this junction is 504 vehicles and is between 18:00 to 19:00. The Peak hour factor for this junction is 0.85.

Figure – 3.9:Turning Movement at Mirchawadi junction

868 868 933 1,416 65 548

KATIHAR PURNIA 816 816 885 1,383 69 567

69 548 65 567

617 632

GARAWADI

3- Legged Junction @ Km. 30.000

3.7. TRAFFIC GROWTH RATES

The past motor vehicle registration data at the state level provides a valuable indication regarding the trends in the traffic growth and presents a dependable tool for estimating future growth rates in different categories of vehicles. A more rational method will be to establish a relationship between the socio- economic variables such as Population, Net State Domestic Product (NSDP) and Per-Capita Income (PCI) on the one hand and the past registration data of different categories of vehicles on the other to determine the elasticity of transport demand with respect to different categories of vehicles. The adopted traffic growth rates are given in Table – 3.32, as shown below.

Table – 3.32: Adopted growth rates

Year Car Bus 2 Axle 3 Axle M Axle LCV Mini LCV

Upto 2017 5.0 5.0 5.0 5.0 5.0 5.0 5.0

2018-2022 5.0 5.0 5.0 5.0 5.0 5.0 5.0

2023-2027 5.0 5.0 5.0 5.0 5.0 5.0 5.0

2028-2032 5.0 5.0 5.0 5.0 5.0 5.0 5.0

Beyond 2032 5.0 5.0 5.0 5.0 5.0 5.0 5.0

3.8. CAPACITY AND LOS ANALYSIS The Capacity of a facility is defined as the maximum hourly rate at which persons or vehicles can reasonably be expected to traverse a point or uniform section of the lane or roadway during a given time period under prevailing roadway, traffic and control conditions. By comparing the present traffic volume with the capacity of existing highways, their adequacy or deficiency can be assessed. Improvements and changes in the geometric features, junction features, traffic control devices and traffic management measures can be planned if capacity studies are considered.

The Highway Capacity Manual has introduced the concept of "Level of Service" to denote the level of facility one can derive from a road under different operating conditions and traffic volumes. It is defined as a

48 qualitative measure describing the operational conditions with in a traffic stream and their perception by motorists. The level of service for urban and suburban roads can be related to the flow conditions, average overall travel speed, load factor at intersections, peak hour factor and service volume to capacity ratio. National and State Highways in rural areas are normally designed for LOS B giving a design service volume of 17500 PCUs per day for 2 lane with paved shoulders, 40000 PCUs per day for 4 lane divided carriageway and 57000 PCUs per day for 6 lane divided carriageway based on level of service criteria with a V/C ratio less than 0.5. The LOS and capacity analysis for the proposed project stretch at Km 23.000 (Km. 58.000) and Km 35.000 (Km. 37.000) are given in Table 3.33(a) and 3.33(b) and detailed calculations for the project stretch are presented in Annexure – 5.

Table – 3.33(a): Capacity for Km. 23.000 (Km. 58.000)

Km. 23.000 (Km. 58.000)

Capacity Criteria

Total Traffic Capacity for Year divided Recommendation based In PCU's V/C ratio LOS carriageway on V/C ratio (PCUs/day)

2012 6301 35000 0.18 A 2 Lane un divided

2013 6590 35000 0.19 A 2 Lane un divided

2014 6893 35000 0.20 A 2 Lane un divided

2015 7212 35000 0.21 A 2 Lane un divided

2016 7546 35000 0.22 A 2 Lane un divided

2017 9907 35000 0.28 A 2 Lane un divided

2018 10375 35000 0.30 B 2 Lane un divided

2019 10867 35000 0.31 B 2 Lane un divided

2020 11382 35000 0.33 B 2 Lane un divided

2021 11924 35000 0.34 B 2 Lane un divided

2022 12492 35000 0.36 B 2 Lane un divided

2023 13088 35000 0.37 B 2 Lane un divided

2024 13714 35000 0.39 B 2 Lane un divided

2025 14370 35000 0.41 B 2 Lane un divided

2026 15060 35000 0.43 B 2 Lane un divided

2027 15783 35000 0.45 B 2 Lane un divided

Km. 23.000 (Km. 58.000)

Capacity Criteria

Total Traffic Capacity for Year divided Recommendation based In PCU's V/C ratio LOS carriageway on V/C ratio (PCUs/day)

2028 16542 35000 0.47 B 2 Lane un divided

2029 17339 80000 0.22 A 4 Lane divided

2030 18176 80000 0.23 A 4 Lane divided

2031 19054 80000 0.24 A 4 Lane divided

2032 19975 80000 0.25 A 4 Lane divided

2033 20943 80000 0.26 A 4 Lane divided

2034 21958 80000 0.27 A 4 Lane divided

2035 23024 80000 0.29 A 4 Lane divided

2036 24143 80000 0.30 A 4 Lane divided

2037 25317 80000 0.32 B 4 Lane divided

2038 26550 80000 0.33 B 4 Lane divided

2039 27844 80000 0.35 B 4 Lane divided

2040 29203 80000 0.37 B 4 Lane divided

2041 30629 80000 0.38 B 4 Lane divided

2042 32126 80000 0.40 B 4 Lane divided

2043 33698 80000 0.42 B 4 Lane divided

2044 35348 80000 0.44 B 4 Lane divided

2045 37080 80000 0.46 B 4 Lane divided

2046 38898 80000 0.49 B 4 Lane divided

2047 40807 80000 0.51 C 6 Lane divided

Table – 3.33(b): Capacity for Km. 35.000 (Km. 37.000)

Km. 35.000 (Km. 37.000)

Year Capacity Criteria

Total Traffic Capacity for In PCU's divided Recommendation based V/C ratio LOS carriageway on V/C ratio (PCUs/day)

2012 6502 35000 0.19 A 2 Lane undivided

2013 6768 35000 0.19 A 2 Lane undivided

2014 7048 35000 0.20 A 2 Lane undivided

2015 7341 35000 0.21 A 2 Lane undivided

2016 7648 35000 0.22 A 2 Lane undivided

2017 9980 35000 0.29 A 2 Lane undivided

2018 10417 35000 0.30 A 2 Lane undivided

2019 10876 35000 0.31 B 2 Lane undivided

2020 11358 35000 0.32 B 2 Lane undivided

2021 11862 35000 0.34 B 2 Lane undivided

2022 12392 35000 0.35 B 2 Lane undivided

2023 12947 35000 0.37 B 2 Lane undivided

2024 13529 35000 0.39 B 2 Lane undivided

2025 14140 35000 0.40 B 2 Lane undivided

2026 14781 35000 0.42 B 2 Lane undivided

2027 15453 35000 0.44 B 2 Lane undivided

2028 16158 35000 0.46 B 2 Lane undivided

2029 16897 35000 0.48 B 2 Lane undivided

2030 17673 80000 0.22 A 4 Lane divided

2031 18487 80000 0.23 A 4 Lane divided

2032 19341 80000 0.24 A 4 Lane divided

2033 20236 80000 0.25 A 4 Lane divided

2034 21176 80000 0.26 A 4 Lane divided

2035 22163 80000 0.28 A 4 Lane divided

2036 23197 80000 0.29 A 4 Lane divided

2037 24283 80000 0.30 A 4 Lane divided

2038 25423 80000 0.32 B 4 Lane divided

2039 26618 80000 0.33 B 4 Lane divided

2040 27873 80000 0.35 B 4 Lane divided

2041 29189 80000 0.36 B 4 Lane divided

2042 30571 80000 0.38 B 4 Lane divided

2043 32021 80000 0.40 B 4 Lane divided

2044 33543 80000 0.42 B 4 Lane divided

2045 35140 80000 0.44 B 4 Lane divided

2046 36816 80000 0.46 B 4 Lane divided

2047 38575 80000 0.48 B 4 Lane divided

4. ENIVRONMENT MANAGEMENT PLAN

4.0 INTRODUCTION i) Road projects are undertaken to improve the economic and social welfare of the people. At the same time, they may also create an adverse impact on the surrounding environment. People and property in the direct path of the road works are affected. The environmental impact of road projects include damage to sensitive ecosystems, soil erosion, changes to drainage pattern and thereby groundwater, interference with animal and plant life, loss of productive agricultural lands, resettlement of people, disruption of local economic activities, demographic changes, accelerated urbanization and increase in air pollution. To minimize these adverse effects that may be created by Highway development projects, the techniques of Environmental Impact Assessment (EIA) become necessary. EIA is a technique which is necessary for identification, quantification and assessment of potential environmental impacts. Assessment of these impacts should commence early in the planning process of the project to enable full consideration of alternatives and to avoid later delays and complications in the proposed project. j) NHAI has been engaged in the development of National Highways in Jharkhand and Bihar. Under the scheme, construction of new link National Highway 133B (Ch. Km. 0.000) starts at proposed Sahibganj Bypass and meet at Ch. Km. 200.870 of NH-80 (new name NH 33) (Ch. Km. 1.800 of NH 133B) and ends at Ch. Km. 25.240 of NH-131A at Junction of NH-131A & NH-133B (Ch. Km. 15.885 of NH-133B) including construction of 4-lane Ganga Bridge in the states of Bihar and Jharkhand. 1. 2.NHAI have entrusted the work to M/s. Aarvee Associates Architects Engineers & Consultants Pvt. Ltd. in Joint venture with M/s. Nag Infrastructure Consulting Engineers Pvt. Ltd. to carry out Feasibility Studies, vide consultancy agreement signed on 10/09/2012 and Letter of Commencement was issued vide letter No. NHAI/11012/BH/Sahib-Purn/2011/31607 dated 10.09.2012. 3.According to new EIA Notification issued on 14th September, 2006 by the MoEF&CC, GoI and amended Notification on 22nd August, 2013 on Highway projects, the proposed new highway project between Sahibganj to Manihari including bridge & aqueduct across River Ganga is falling under Category -A Project (Schedule -7f of Notification). The EIA & EMP repport is prepared in accordance to the Terms of Reference (ToR) issued by MoEFCC, New Delhi, vide letter no. F.No.10-62/2018-IA-III, dated 8th October 2018. 4.1 Project Description and Project Features 4. Proposed project new link National Highway 133B (Ch. Km. 0.000) starts at Sahibganj Bypass and meet at Ch. Km. 200.870 of NH-80 (new name NH-33) (Ch. Km. 1.800 of NH 133B) and ends at Ch. Km. 25.240 of NH-131A at Junction of NH-131A & NH-133B (Ch. Km. 15.885 of NH- 133B) including construction of 4-lane Ganga Bridge in the states of Bihar and Jharkhand. It is passing through/near villages viz., Ambadiha, SriramChauki, Sobhanpur Ganga Prasad, Kishan Prasad Wagairah, Hari Prasad Wagairah and Rampur BaluaToli in Sahibganj district (Bihar) and Mirjapur, Baghar and Mirganj in Katihar district (Jharkhand). The project corridor passes entirely through plain terrain. The predominant land use along the project road is cultivation which accounts for about 50% of the project road. Jute and Paddy are the major crops grown in the project corridor.

k) Table 0.1: Salient features of the project corridor S. No Particulars Details

1 Latitude and longitude Starts at 25.237275°N and 87.597542°E (Sahibganj District) and ends at 25.352193°N and 25.352193°E (Katihar District) 2 Elevation above mean sea level Average elevation of the whole stretch is around 30 m.

3 Nearest National Highways NH 131A, NH 80

4 Nearest railway stations Sahibganj Railway Station around 4.27 km from starting point and Manihari Railway Station around 4.26 km from the end. 5 Nearest Airport Bagdogra Airport, Siliguri, West Bengal (around 172 km) 6 Nearest city Sahibganj, Jharkhand 7 Rivers River Ganga at Ch. Km. 7.200 to Ch. Km. 13.200 8 Reserve forests/protected forest/village None forests 9 National Parks/Wildlife Sanctuary/Core None Biosphere Reserves 10 Archaeologically important places None

m) Table 0.2: Engineering features of the project stretch S Existing . N Parameter Existing Proposed o . 1 Right of Way (RoW) - 60m 2 Design Speed - 100 km/hr 3 Major Bridges - 2 4 Minor Bridges - 2 5 Viaduct - 2 6 No. of Railway Crossings 2 0 7 Railway Over Bridge (ROB) - 2 8 Railway Under Bridge (RUB) - 0 9 No. of Culverts - 11 1 Pedestrian/Cattle Underpasses - 1 0 1 Vehicular Underpasses/LVUPs - 3 1 1 Fly Overs - 0 2 1 Foot Over Bridges - 0 3 4 Nos 1 Bus Bays/Bus shelter - (Both 4 Side) 1 Truck Lay Byes 0 5 1 Rest Areas - - 6 1 Toll Plazas - 1 7 1 Bypasses/Realignments - 0 8 1 Total number of trees affected - 36

S Existing . N Parameter Existing Proposed o . 9 2 Land to be Acquired excluding Govt. - 59.34 ha 0 Land 2 Project Cost in crore - 1954.77 1

4.2 Need of the project 1. Sahibganj – Manihari 133B National Highway plays a significant part in national and regional economies particularly in the development of trade, tourism and investment. Construction of the proposed National Highway and its operation are of great significance because they are expected to generate a wide range of economic activities which should help state/regional development. The proposed road with 4 lane with proposed bridge will reduce traffic congestion and travel time as the distance of travel will reduce from 180 (approx.) km to 15 (approx.). Further it will reduce the number of accidents which occurs in the present section. 2.

4.3 Cost of the Project Estimated cost for the proposed project is 1954.77 crores.

4.4 Direct and Indirect Benefits Road widening/upgradation project can harmonize with the surrounding environment and serve multiple users with the following benefits. The proposed project stretch across river Ganga will reduce travel distance from approx. 180 km to approx. 15 km and it will enhance the traffic and goods transport to northern and north-eastern region. It will also provide connectivity between Jharkhand State and Bihar State. There will be improvements in economic growth of the surrounding areas due to establishment of more shops, industries, institutions, MNCs and other organizations. Improvement in economic and social welfare of nearby people. Increase in access to markets, jobs, education and health services. Project road will reduce transportation cost for both freight and passengers and increase in road safety. Three rows of avenue plantations are proposed on both side of the road at most of the sections as per IRC SP 21, 2009. Avenue plants proposed in the region are Albizzia lebeck, Albizzia proeera, Butea monosperma, Bauhinia variegata, Cassia fistula, Cassia siamea, Cedrela toona, Chikrassia tabularis, Calistemon lanceolatus, Dalbergia sissoo, Emblica officinalis, Ficus sp, Gravellea robusta, Hardwickia pinnata, Lagerstroemia, thorii, Lagerstroemea floriginea, Morusalba, Mangifera indica, Pterospermum acerifolium, Putranjiva, Polyalthea longifolia, Syzigium cumini, Terminalia arjuna, Terminalia belerica, Terminalia chebula, Tecoma argentia, etc.. Median of the project Highway will be utilized (4 m width) for plantation. Median plantations, shrubs are proposed in two rows and one rows as per IRC SP 21, 2009 and number of species proposed are about 5724 nos. They are Bauhinia alba, Bauhinia acuminata, Bougainvellia, Cassia biflora, Cassia alata, Cassia

55 lavigata, Calliandra, Durante, Gardenia floria, Hamelia, Hibiscus sps, Ixora, Nerium olea.ider, Thevetia nerifolia, Tecoma stans, TMS single and double, etc. Fly ash has been used in the construction of structural fills/embankments that range from small fills for road shoulders to large fills for highway embankments. The amount of fly ash is assessed duly adopting the Fly Ash Notification, 2016. Around 720759 cum of fly ash are required. Above fly ash quantities will be available from Kahalgaon Thermal Power plant and Farakka Thermal Power Plant, which are located around 50 km & 90 km away from Sahibganj.

4.5 Baseline Status of Project Site Secondary data of the project area has been collected from secondary sources like published literature from various government agencies, or institutions on physical, biological and social components of environment. The data was reviewed and verified for establishing existing environmental and ecological status within the project area. The primary baseline information on different environmental components were collected through field survey. Field survey was carried out on primary information on the major environmental features such as settlement facilities, drainage pattern of the area, forest, trees within RoW of the alignment, water bodies, river crossing, sensitive receptors etc., and studied in detail, which helped in identifying areas of concern along the stretch and critical issues. Consultation with the local officials and public was carried out on the salient environmental features of the project area. Primary sample surveys for the environmental components, such as air, surface water, ground water, noise and soil that are critical in the context of the project were carried out through NABL approved laboratory. The Post-monsoon season monitoring was carried out in the months of April, 2017 to June, 2017.

4.5.1 Air Environment After preliminary reconnaissance of the study region and taking into account the meteorological, topographic conditions (predominant wind directions, wind speed) and considering the spatial relationship of various land uses in accordance with the BIS Guidelines (IS: 5182, Part-14, 1985) and details on existing activities in the study region. Air Quality monitoring was carried out at three (03) locations. The parameters selected for analyzing ambient air quality status were Sulphur dioxide (SO2), Nitrogen dioxide (NO2), Particulate Matter (PM10 & PM2.5) and Carbon Monoxide (CO). The data reveals the findings as described below.

3 Respirable Suspended Particle (PM10) values were observed in the range of 38.9-70.3 µg/m as against the CPCB standard of 100 µg/m3 for residential/industrial/rural/areas other than ecologically sensitive areas. The values were found to be well below the stipulated limit at all monitoring locations. The maximum value was recorded near Sahibganj Bypass (AAQ 3) and minimum value at Nawabganj Manihari (AAQ 1).

3 Fine Suspended Particle (PM2.5) values were found in the range of 20.7 – 41.5 µg/m as against the CPCB standard of 60 µg/m3 for residential/industrial/rural/areas other than ecologically sensitive areas. The values were found to be well below the stipulated limit at all monitoring locations. The maximum value was recorded near Sahibganj Bypass (AAQ 3) and minimum value at Nawabganj Manihari (AAQ 1).

3 Nitrogen dioxide (NO2) values were observed in the range of 11.4 – 26.8 µg/m as against the CPCB standard of 80 µg/m3 for residential/industrial/rural/areas other than ecologically sensitive areas. The values were found to be well below the stipulated limit in all monitoring locations. The maximum value

56 was recorded near Sahibganj Bypass (AAQ 3) and minimum value at Nawabganj Manihari (AAQ 1). Sulphur

3 dioxide (SO2) values were observed in the range of 4.2-6.8 µg/m as against the CPCB standard of 80 µg/m3 for residential/industrial/rural/areas other than ecologically sensitive areas. The values were found to be well below the stipulated limit in all monitoring locations. The maximum value was recorded near Sahibganj Bypass (AAQ 3) and minimum value at Nawabganj Manihari (AAQ 1). Carbon Monoxide (CO) levels were observed in the range of <0.1-1.7 mg/m3 as against the CPCB standard of 4 mg/m3 for residential/industrial/rural/areas other than ecologically sensitive areas. The values were found to be well below the stipulated limit in all monitoring locations. The maximum value was recorded near Sahibganj Bypass (AAQ 3) and minimum value at Nawabganj Manihari (AAQ 1). As a whole, gaseous pollutant concentrations at all monitoring locations are well below the National Ambient Air Quality standards for the study period. In general, the ambient air quality of the study region is satisfactory. Construction of the road from Sahibganj to Manihari will be having substantial economic benefits by improving accessibility, reduced journey time & ease the vehicle movement, which may lead to reduction in the pollution levels. 4.5.2 Water Environment Selected physico-chemical parameters along with bacteriological indicators of pollution have been used for describing the baseline status of water environment. Generation of baseline data for water quality covers sources of groundwater and surface water. Assessment of water quality in the study area includes. Surface Water Quality (IS: 2296) Groundwater Quality (IS: 10500)

4.5.2.1 Surface Water Quality During the study period, three (03) surface water samples were collected for assessing the surface water quality. The sampling locations are designated as SW 1 to SW 03. These are identified considering proximity to the project site, their activities and depending upon its utility by the people in the study region. The surface water collected from various sources were analyzed for physico-chemical and bacteriological parameters. The results are compared with BIS: 2296 Class C Limit (drinking water source after conventional treatment). The detailed description of sample analyzed are given as below: pH values of all surface water samples are varying between 7.93 and 7.98 which are well within the Class C limit of 6.5-8.5. Colour of all samples are <10.0 Hazen which is well below the Class C limit of 300 Hazen. DO concentrations of the samples are varying from 5.2 mg/L to 6.1 mg/L which are above the minimum requirement of 4 mg/L, shows sustainability of aquatic life in the lakes/ponds/streams/waterbodies. BOD concentrations are varying between 3.0 mg/L and 4.0 mg/L. Samples taken from SW 2 & SW 3 locations are showing BOD greater than 3 mg/L (IS 2296 Class C limit). TDS values are in these range of 216 mg/L to 232 mg/L and are well below IS 2296 Class C limit of 1500 mg/L. Total Hardness values are varying between 115 mg/L and 140 mg/L. Chlorides concentrations are varying from 40 mg/L to 45 mg/L and are lower than 600 mg/L (IS 2296 Class C limit). Sulphate values are varying from 20.8 mg/L to 29.5 mg/L and are well within IS 2296 Class C limit of 400 mg/L. Nitrate concentrations are varying from 3.7 mg/L to 4.4 mg/L and all values are well below the Class C limit of 50 mg/L. Fluoride values are observed between 0.2 mg/L to 0.30 mg/L and all values are well below the Class C limit of 1.5 mg/L. Concentrations of trace metals (Fe, Zn, As, Cr, Cd etc) are found to be well below the Class C limits.

4.5.2.2 Groundwater Quality Groundwater is one of the main sources of water in the project corridor for domestic, and commercial purposes. For assessing the ground water quality in the project area, four (04) samples were collected from the identified bore/dug wells. Selection of samples are based on the utilization of the people residing near to the proposed project stretch. Groundwater sample analysis results are given below: pH values are varying between 7.32 and 7.89 which are well within BIS: 10500 desirable limit of 6.5-8.5. Odour of all sample are found to be un-objectionable. Colour of all samples are less than 1 Hazen (BIS: 10500 desirable and permissible standards are 5 & 15 Hazen respectively). Total Hardness values are observed to be varying from 200 mg/L to 460 mg/L. Acceptable and permissible limits of Total Hardness are 200 mg/L and 600 mg/L respectively. TH values of all samples are within the permissible limit of 600 mg/L. TDS values are observed to be varying from 428 mg/L to 792 mg/L. Acceptable and permissible limits of TDS are 500 mg/L & 2000 mg/L respectively. No sample is exceeding the permissible limit of 2000 mg/L. Nitrate concentrations are observed to be varying from 4.8 mg/L to 12.0 mg/L and well below the acceptable limit of 45 mg/L. Chlorides concentrations are varying from 100 mg/L to 190.1 mg/L. Desirable and permissible limits of chloride are 250 mg/L & 1000 mg/L respectively. All sample concentrations are well below the acceptable and permissible limits. Sulphates concentrations of all samples are varying from 26 mg/L to 154.5 mg/L. All samples are well below the acceptable limit of 200 mg/L. Fluoride concentrations are varying from 0.5 mg/L to 1.12 mg/L and all values are well below the permissible limits of 1.5 mg/L. All trace metal concentrations are found to be well below the acceptable and permissible limits. Groundwater quality in the study region is satisfactory as compared with BIS: 10500 drinking water standards. The water can be used for domestic, commercial and agriculture purposes. It can also be used for drinking purpose after the treatment.

4.5.2.3 Noise Environment In view of the proposed road project, noise monitoring was carried out at four (04) locations. The locations were selected based on the land use pattern, traffic intersections and diversions from existing alignment. Precision Integrated Sound Level Meter having statistical unit with digital display was used for ambient noise level monitoring in the present study. Noise monitoring was carried out for 24 hours at each location. The day equivalent noise levels were varying from 47.5-64.1 dB(A). Maximum equivalent noise level of 64.1 dB(A) was recorded at Gangaprashad junction (N 1) and minimum level of 47.5 dB(A) observed at Baghar junction (N 3). All noise monitoring locations are categorized under commercial areas. All day equivalent noise levels are well below the day time standard (65 dB(A)) given by Noise Pollution (Control and Regulation) Rules, 2000. The night equivalent noise levels were varying from 37.1-51.4 dB(A). Maximum equivalent noise level of 51.4 dB(A) was recorded near Gangaprashad junction (N 1) and minimum level of 37.1 dB(A) observed at Baghar junction (N 3). All noise monitoring locations are categorized under commercial areas. All night equivalent noise levels are well below the night time standard (55 dB(A)) given by Noise Pollution (Control and Regulation) Rules, 2000. 3. All noise monitoring locations recorded noise levels well below the National Ambient Noise Level Standards for commercial areas for day & night time (65 dB(A) and 55 dB(A) respectively).

4.5 Land Environment

4.5.1 Land Use 4. The land use map was generated from the open source satellite images. The images were rectified with WGS 84, UTM, Zone 45. Before classification of the satellite image, initial ground visits were conducted with the help of geo-tagged photographs. These photographs were used as reference during the digital image classification process. A buffer of 10 km was generated on both sides of the proposed alignment. District wise Land use/land cover statistics are give below in Table 0.3. Table 0.3: Land use/Land cover statistics n) S. o) Land Utilization Particulars p) Unit q) Katihar r) Sahibganj No. 1 Forest Area Hectare 1785 28400 2 Land under non-agricultural use Hectare 39591 17900 3 Permanent Pastures Hectare 282 -- 4 Cultivable Waste Land Hectare 812 -- 5 Land under miscellaneous crops and groves Hectare 10753 -- 6 Barren and uncultivable land Hectare 22289 -- 7 Current Fallows Hectare 40962 62400 8 Other Fallows Hectare 9038 -- 9 Cultivable area Hectare 146927 59200 Total Geographical Area Hectare 291349 202800

4.5.2 Soil Quality 1. For assessing the soil quality, three (03) samples were taken from the study area to understand the physico-chemical properties of the soil. The activities around the sampling sites were also taken into consideration to understand the sources of pollution if any. Meticulous attention was paid to collect adequate amount of composite soil samples at three depths for analysis. The samples were collected and stored in dependable and waterproof containers and marking of the samples were done properly. Soil sample analysis results are given below: 2. Soil along the study regions are sandy clay loam or sandy loam or loam or clay loam or loam in nature. pH values of the soil samples are varying from 7.96 to 8.06. If soil’s electrical conductivity (EC) is falling below 1000 micro Siemens, then soil can be classified as normal soil. EC of the soil samples are varying from 88 μS/cm to 106 μS/cm. Total Nitrogen of the soil samples are varying from 246 mg/kg to 289 mg/kg, found to be average/ sufficient requirement for plantation. Available Phosphorous in the samples are varying from 68 mg/kg to 84 mg/kg, found to be average/ sufficient requirement for the plantation and agricultural purposes. Total Potassium in the samples are varying from 139 mg/kg to 156 mg/kg, found to be average requirement for the plantation and agricultural purposes.

4.5.3 Biological Environment

Flora & Fauna 3. The Common cultivated crop plants in the study area include: Paddy (Oriza sativa), Jute (Corchorus capsularis), Wheat (Triticum aestivum), Pigeon pea (Cajanus cajan), Sugarcane (Saccharum officinarum), Maize(Zea mays), Mango(Mangifera indica), grass (Aristida sp.). Common floral species found in the area are Butea monosperma, Saccharum officinarum, Musa paradisiaca, Cucurbita siceraria, Cannabis sativa, Annogeissus latifolia, etc. Based on primary site visit and analysis of secondary data like research papers etc., the presence of Endangered faunal species like Gangetic dolphin and Vulnerable

59 faunal species like smooth coated otter in the 10 km radius of project were identified and the conservation measures were suggested for the faunal species. However, there are no Ecologically sensitive areas in the 10 km radius and there are other vulnerable faunal species like Crocodile etc., at a distance of 25 km in the Vikramshila Gangetic Dolphi sanctuary. Since they are far away and in the upstream area to the project, the impact of present project is not anticipated on them. Budget ear marked for the monitoring of biodiversity of project area during Construction and Operation phase and also for taking up the conservation measures for the faunal species.

4.6 Impacts during Construction

4.6.1 Impact on Soil Quality 4. The loss of fertile topsoil/humus may occur because of the extension/construction of carriageway along the proposed corridor, hence care and precaution need to be taken to preserve the layer and reuse the soil as it contains the humus. Soil erosion may occur due to the rolling topography and intensity of rainfall. Major problem of erosion may occur due to the removal of age-old trees along the roadside within RoW. The removal will result in the instability of soil binding and soil structure, as uprooting will make the soil loose. Erosion may occur due to the swift velocities of drains in monsoon.

4.6.2 Impact on Water Resources and Water Quality To prevent accumulation of water by the road side, adequate cross drainage (CD) structures in the form of bridges and culverts with adequate discharge, along the road capacity will be constructed. During reconstruction of old CD structures and construction of new ones, diversion is required to aid uninterrupted movement of traffic. Materials will not put in the drainage to avoid blockage and prevent erosion. This will help in protecting the aquatic ecology. For CD structures, care has been taken for the safe flow of water towards the downstream. Construction activities may temporarily deteriorate the surface water quality in terms of increased turbidity and oil & grease concentration.

4.6.3 Impact on Air Quality Impact on air quality during the construction phase could be due to earth excavation, back filling, transportation of construction materials etc., which may lead to rise in air pollution. The impact during construction phase is assessed using Fugitive Dust Emission (FDE) Model and impact during operation phase using CAL3QHCR model developed by US EPA.

Fugitive Dust Emissions (FDE): Total reduction of 1111.03 Tonnes/year of PM100 for and 499.97 Tonnes/year

of PM10 for respectively, are anticipated with 95% EMP efficiency for fugitive dust emissions from haulage roads, excavation and loading & unloading activities during construction phase of the project.

CAL3QHCR Model: The model was developed by US EPA and used for the prediction of air quality during operation phase of the project. The assessment of air quality was performed for the project stretch considering worst case scenario for number of vehicles expected on 2041 (ultimate year). The maximum concentration of CO predicted for the year 2041 is 1.37 ppm (1.57 mg/m3). CO values are varying between 0.96 ppm to 1.37 ppm (1.1 mg/m3 to 1.57 mg/m3) in the surrounding areas

of proposed road stretch. When compared with the National Ambient Air Quality Standard (NAAQS) of 4 mg/m3 (3.49 ppm) for 1 hour, predicted values for the year 2041 are well below the prescribed

standard limit near the project corridor. The maximum concentration of PM2.5 predicted for the

3 3 year 2041 is 39.73 µg/m . PM2.5 values are varying between 29.2 to 39.73 µg/m in the surrounding areas of the proposed project stretch. When compared with the National Ambient Air Quality Standard (NAAQS) of 60 µg/m3 for 24 hour, predicted values for the year 2041 are well below the prescribed standard limit at all of the places near the project corridor. This impact is localized and will not affect a larger population

4.7 Impact on Noise Quality The impact of noise levels from the project on the neighboring communities would be anticipated with the increase in vehicles and vary with vehicles speed. The major sources for noise pollution during construction phase will be due to the movement of vehicles transporting construction materials to construction yard and the noise generating activities at the yard itself. The construction equipments with high noise levels and loading & transportation of materials near borrow areas will affect construction personnel and other humans in the area. The impact of noise level during operation phase is predicted using FHWA Model.

FHWA Noise Modeling: The future noise levels are predicted using Federal Highway Administration (FHWA) noise modeling technique. The noise levels are predicted for different years (2018, 2028, 2038 and 2041) with project scenario at 15 m distance from the either side of the carriageway. It is clearly indicated that for years 2018, 2028, 2038 and 2041 the day and night noise are well within the stipulated CPCB standards (65 d(B) and 55 dB(A) for commercial area for day and night respectively). There are chances of further reduction in noise level because of the technological improvement of vehicles going to come in future and increase in vegetation cover. The avenue plantation in the project in three rows are suggested will further reduce the noise up to 5 dB(A).

4.8 Socio-economic Environment Positive impacts are anticipated on the socio-economic environment during the project construction and operation phases. Number of marginal activities and jobs would be available to the locals near to the project area. The project will provide livelihood opportunities to them during construction phase and provide improvements in road network leading to improved socio-economic status of the study area. The land prices are anticipated to rise. Project will increase access to various places, jobs, education, health services etc.

4.9 Environmental Management Plan (EMP) Based on the detailed evaluation of the likely impacts on various environmental parameters, an EMP is prepared. The mitigation measures for minimization of adverse impacts and green belt development/plantation programme have been incorporated in the chapter on environmental management plan. Post-project monitoring and analysis shall be carried out as described in this report. The frequency, methodology of sampling and testing for various pollutants specified by CPCB will be followed. This plan also specifies the organizational requirements and institutional

strengthening necessary for sound environmental management of the project. The major components of the EMP are: EMP implementing agency Monitoring of the EMP implementation Training on environmental management Budget for EMP implementation Environmental Management Cell (EMC) of NHAI will supervise and implement the mitigation measures as documented in EMP. This EMC must also be adequately empowered to discharge the responsibilities as outlined in the EMP. To ensure smooth implementation of EMP, the project proponent will have to collaborate with various government agencies like Public Works Department, Revenue Department, State Pollution Control Board, State Forest Department, Police Department and other allied Departments. As part of Government policy, funds are also allocated under Corporate Social Responsibility (CSR) and the same will be spent for the skills improvement and also for creating necessary facilities of the Project affected villages as per their requirement. 4.10 Costs towards Implementation of Environment Management Plan The key provisions made towards the implementation of EMP are:

Monitoring of Biodiversity of Terrestrial, Aquatic (including riparian) Flora and Fauna : The study of Biodiversity of the Terrestrial, Aquatic (including riparian) Flora and Fauna of the Project influenced area will be done regularly for monitoring the impacts due to the project. Budget of Rs. 30 lakhs is earmarked for the purpose for both Construction and Operation phase. Dolphin conservation Measures As a part of the conservation practices apart from other faunal species like Otters, etc., Dolphins will be specially rescued and rehabilitated. A Rescue and Rehabilitation team of 10 members will be deployed with the necessary equipment like boat etc., for this purpose. Budget provision for the remuneration for the 10 membered team, boat, operation and maintenance cost etc., were made in the Environmental Management Plan. Awareness and Competence training: Awareness training and Competence training will be provided for the staff members of the Project. The Team Leaders, Executive and Management Engineers and the project staff members like Project managers, site Engineers and labourers will be trained through these programmes about Environment and the Flora and Fauna conservation including the Dolphin conservation etc., Necessary budget provision of Rs. 15 lakh were made for these training programmes. Avenue Plantation: Three rows of avenue plantations are proposed all along the project corridor as per IRC: SP-21: 2009. Around 9579 nos. of trees as avenue plantation need to be planted. Avenue plants proposed in the region are Albizzia lebeck, Albizzia proeera, Butea monosperma, Bauhinia variegata, Cassia fistula, Cassia siamea, Cedrela toona, Chikrassia tabularis, Calistemon lanceolatus, Dalbergia sissoo, Emblica officinalis, Ficus sp, Gravellea robusta, Hardwickia pinnata, Lagerstroemia, thorii, Lagerstroemea floriginea, Morusalba, Mengifera indica, Pterospermum acerifolium, Putranjiva, Polyalthea longifolia, Syzigium cumini, Terminalia arjuna, Terminalia belerica, Terminalia chebula, Tecoma argentia, etc. Budget allocaton for the avenue plantation is around 114.94 lakhs. Median Plantation: Median of the project Highway will be utilized (4 m width) for plantation. Median

plantations, shrubs are proposed in two rows as per IRC SP 21, 2009 and number of species proposed are about 5724. They are Bauhinia alba, Bauhinia acuminata, Bougainvellia, Cassia biflora, Cassia alata, Cassia lavigata, Calliandra, Durante, Gardenia floria, Hamelia, Hibiscus sps, Ixora, Nerium olea.ider, Thevetia nerifolia, Tecoma stans, TMS single and double, etc. The budget allocation in EMP for the median plantation is around 21.68. Fly Ash Utilisation: Fly ash has been used in the construction of structural fills/embankments that range from small fills for road shoulders to large fills for highway embankments. Fly ash requirement for the project is estimated to be around 720759 cum, which is assessed duly adopting the Fly Ash Notification, 2016. The fly ash will be available from Kahalgaon and Farakka Thermal Power Plants which are located around 50 km & 90 km away from Sahibganj. As per fly ash notification 2016, The cost of transportation of ash for road construction projects within a radius of 100 km from a coal or lignite based thermal power plant shall be borne by such coal or lignite based thermal power plant. The key components of cost for the impelmentation of EMP viz., logistics & administration cost, construction cost, environmental enhancement measures & green initatives cost, project monitoring cost, Dolphine conservation and rehabilitaion cost , cost of protection of river bank from erosion, etc. Total budget for the implementation of EMP during construction & operation phase of the project is estimated to be Rs. 24.599 crores.

5. RESETTLEMENT ACTION PLAN

5.0 PROJECT IMPACT

The proposed road improvement including widening, realignments and bypasses involves expropriation of land from the current owners/users. Improvement of the road project will have significant positive impacts, but they may simultaneously also bring negative impacts on nearby communities, if proper precaution is not taken during design and implementation stage of the project. Acquisition of land may cause social disruption and economic loss for project affected persons (PAPs) and their families. It is therefore important that disturbances and losses of PAPs due to project are minimized through proper planning. The Resettlement Action Plan details the processes to be undertaken for the proposed project to minimize its adverse social impacts.

5.1 NEED FOR SOCIAL IMPACT ASSESSMENT

The loss of private assets resulting in loss of income and displacement makes social impact assessment an important input in project design while initiating and implementing developmental interventions. An understanding of the issues related to social, economic and cultural factors of the affected people is critical in the formulation of an appropriate rehabilitation plan. A detailed social impact assessment (SIA) therefore needs to be carried out to make project design responsive to social development concerns. SIA also helps in enhancing the project benefits to poor and vulnerable people while minimizing or mitigating concerns, risks and adverse impacts.

5.2 SCOPE OF STUDY

The study began with the identification of social issues and stakeholders and communities, including socially and economically disadvantaged communities. The focus of SIA is on identifying local population likely to be affected by the project either directly or indirectly and undertake census survey. The scope of the study in particular included the following:

⚫ Identifying key social issues associated with the proposed project and specifies the project’s social development outcomes;

⚫ Assessing potential social and economic impacts both during the construction phase and in the operation phase;

⚫ Reviewing policies, regulations and other provisions that related to resettlement and rehabilitation of project affected people and other social issues;

⚫ Social screening of various project components and likely impacts in terms of land taking (loss of houses, livelihood, etc.), and resultant involuntary resettlement and provide inputs (in terms of magnitude of impacts and likely costs for mitigation) in preparing appropriate mitigation plans;

⚫ Screening the social development issues in the project area and its vicinity and design the social services that may be provided by the project in order to improve the quality of life and achieve the projects economic and social goals;

⚫ Update the profile of the population and available infrastructure facilities for services in the project affected area;

⚫ Based on the assessment of potential social and economic impacts establish criteria that will assist in the formulation of strategies; to the extent possible maximize project benefits to the local population and minimize adverse impacts of the project interventions on the affected communities;

⚫ Inform, consult and carry out dialogues with the project stakeholders on matters relating to project design, objectives, and implementation and provide specific recommendations to avoid/minimize high social risks;

⚫ Screen the social development issues in the project area and its vicinity and accordingly design the social services that may have to be provided by the project in order to improve the quality of life;

⚫ Identify likely loss of community assets (e.g. school, community assets) including the religious structures and common property resources (e.g. forest, grazing land) the impacts of their loss on the local population;

⚫ Assess the impact of influx of construction workers and others (both during civil works and operation of the project) on the incidence of HIV/AIDS and other diseases and develop a strategy to control them;

⚫ Assess the capacity institutions and mechanisms for implementing social development aspects of the project implementation including the social safeguard plans and recommend capacity building measures; and,

⚫ Develop monitoring and evaluation mechanism to assess the social development outcomes.

5.3 METHODOLOGY

Approach and methodology mainly consist of quantitative and qualitative tools and techniques. The study was conducted in two phases.

5.3.1 PHASE – I: PRE SURVEY ACTIVITIES

5.3.1.1 Collection and review of project literature This phase intends to familiarize with the concerned and important stakeholders to identify and collect the available literature and to scope the activities. This involved two pronged approach (a) discussions with Project Implementing authorities and other concerned, b) collection of available relevant project literature. Consultations were held with concerned revenue officials to establish the ownership of land. Literature review and consultations formed the basis for identification of key stakeholders.

5.3.1.2 Rapid reconnaissance survey to familiarize field activities In addition to review and consultations, rapid preliminary field visits were conducted as part of ground truthing exercise. It provided the elementary idea about field research preparation and also helped for pilot testing of questionnaires and checklists.

5.3.1.3 Scoping and Other Pre-survey Activities Both the review and rapid reconnaissance survey helped in finalizing the study instruments and inception report detailing the final methodology and work plan.

5.3.2 PHASE II: SURVEY ACTIVITIES

5.3.2.1(a) Identification of Structures

For widening and improvement of existing alignment the social team conducted an identification of structures within 60 of propossed ROW. Prior to initiation of physical identification of the structures, detailed discussions were held with concerned officials to collect information on ownership of land and ROW. The database will be used later to identify structures coming within proposed ROW. All the affected properties belonging to titleholders shall be incorporated in Final Feasibility Report. The required volume of land and structures with location, size, geometry, type of construction, name of the owner(s), address etc. shall also be covered. The following points of exploratory survey include:

➢ Loss of immovable assets by type and degree of loss;

➢ Categorisation and Assessment of potential loss;

➢ Status of ownership

➢ Legal right on the likely to be affected assets

The survey also includes comprehensive examination of people’s assets, important cultural or religious sites, and common property resources. The process includes collecting details of owner or occupant of the structure, its type and usage and dimensions etc. A structured format shall also is used to collect all the relevant information on project, PAPs and their structures. For agricultural land affected Title Holders' identification, the likely to be impacted land survey numbers which is derived from Land Plan will be taken into consideration.

5.3.2.1(b) Consultation

The consultations were undertaken with residents and shopkeepers for dissemination of information about the alignments and the need of the elevated corridor. In identification stage the public consultations center on the mapping of the social issues related to the project stretch and thereby understand the concerns and aspirations of the people on the upgradation and improvement of the existing road. Public consultations have also facilitated to make a rapport with likely to be affected PAPs in the built up location. The consultations with road useres and dwellers assist in finalizing various issued related to widening of the road with service roads, paved shoulder and possible realignments etc.

5.3.2.2 Qualitative Survey

Qualitative surveys are conducted for evaluation of both affected population and implementation capacities. The qualitative survey includes focus group discussions and in depth interviews with various sections of people such as women, knowledgeable persons and community leaders to elicit their expectations and suggestions, which will support and provide additional information collected through quantitative survey.

5.3.2.3 Assessment of Livelihood Losses

The study makes an attempt to identify people losing their livelihood directly or indirectly. The consultative process pave the way to develop rehabilitation strategies that helps for income generation and other remedial and restoration measures. The consultations further need to be conducted with project affected people, nearby residents and business community, knowledgeable persons and public representatives etc.

5.3.2.4 Review of Legal Policy Provisions and Implementation Capacity

Relevant national and state legislation and regulations are to be reviewed. To study implementation arrangements and its capacity in delivering the R&R services verification of these arrangements and in-depth interviews with authorities shall be conducted.

5.3.2.5 Research Tools and Instruments

Various social research tools are employed to ensure that, all issues related to the study need to be adequately addressed so that a meaningful package of deliverables can be developed. The entire exercise shall be carried out through an appropriate mix of social research techniques including desk research through review of information, concerned government departments and project authorities. Structured and semi-structured interviews, group discussions with the affected people and relevant government agencies, line departments and community will be undertaken. The study uses various instruments to collect information for the different stakeholders involved in the project. The above tasks are planned to flow in a manner that will complete the project in line with the NHAI. The proposed method is illustrated in the form of a task flow diagram and is shown in Fig 1.1. Each of the above tasks is briefly discussed in the above sections to demonstrate consultants understanding the project required.

5.4 APPROACH The approach of the study is as follows:

➢ Primary data with the emphasis on observations and discussions.

➢ Identification of survey has been undertaken to collect information in likely to be project affected village.

➢ The relevant secondary information has been collected from Revenue Department, Census Report, Directorate of Economy & Statistics, Govt. of Bihar etc. to supplement the primary survey data.

➢ In addition, discussions were held with the community leaders, NGOs, government officials concerned with land.

➢ The important aspect of the study was also participatory appraisal with the involvement of the community to enable them to understand the process of the study.

➢ Photographs were also taken to record the existing structures for identification

5.5 BENEFITS OF THE PROJECT The main of objective of the project is to improve the performance of the National road transport network. All the road users including the affected persons (PAPs) will benefit from the proposed improvement through increased comfort and reduced travel time. The society will benefit economically from the saving in vehicle operating costs due to enhanced speed and better geometric. The project also will open up the areas adjacent to the project road to increased economic activity. The project is expected to bring quite a few benefits viz.

➢ result in lower transport costs for freight and passengers of motorized and non- motorized vehicles,

➢ improve road transport corridors and road network connectivity,

➢ improve management of road sector institutions,

➢ increase in the local employment opportunities is a significant and immediate economic benefit of the project,

➢ local communities will have greater access to public infrastructure and increased mobility through enhanced transport facilities

5.3 IMPACT ON STRUCTURES The structures to be acquired within the proposed RoW belong to legitimate owners as well as non titleholders i.e. encroachers and squatters. A large chunk of them are squatters. Most squatters are small business owners and vendors. They form an important vulnerable group for resettlement and income restoration perspective. The entire project road under study reveals that about 2319 structures comprising private, government and religious would get affected. According to degree of impact, the structures are categorised as partially affected and fully affected structures.

The impacted private structures comprises of Residential, Commercial, Res-cum-Commercial, Compound Wall & Other Properties etc; as well common properties including public utilities, public and semi public assets are likely to be affected. The religious structure such as Temple, Mosque, Dargha may be affected due to the proposed road.

5.5 COST AND BUDGET The budget is an indicative of outlays for the different expenditure categories. The estimated budget for resettlement action plan for the project which include land acquisition cost, structures cost and contingency is prepared as per the Right to Fair Compensation and Transparency in Land Acquisition, Rehabilitation and Resettlement Act-2013.The costs will be updated and adjusted to the inflation rate as the project continues and in respect of more specific information such as additional number of

project affected people during the implementation, unit cost will be updated if the findings of the district level committee on market value assessment justify it.

The resettlement cost estimate for this project includes eligible compensation as per entitlement matrix and support cost for RAP implementation. Contingency provisions of about 10% of the total cost of R & R component is considered in the budget mainly to meet the inflation and also to meet the cost of additional land acquisition if required. The valuation of losses has been considered on the basis of consultation with the revenue officials as well as with the project affected population. Some of the major items of this R&R cost estimate are outlined below and the R&R budget is presented in Table below.

1. Compensation for Land 2. Compensation for structures and other immovable assets at their replacement cost 3. Contingency cost

Estimated Cost and R & R Budget

R& R Total Value Sl. No Item Unit Quantity Compensation (Rs.) (Rs.) A. R & R Compensation

1 Compensation for Land Decimal 32349 194600000 831600000

Compensation for Private 2 Number 6 300000 300000 Structures

Compensation for Govt. 3 Number 1 200000 200000 Structures

Total 832100000 B. Contingency

Contingency at 10 % of the Sub 1 83210000 Total (A)

GRAND TOTAL (A+B) 915310000

6. COST ESTIMATE

6.0 METHODOLOGY

Based on the improvement options considered, the quantities are estimated for:

a) Construction of new carriageway

b) Strengthening of existing road

c) Road side furniture including safety devices

The pavement quantities are worked out for the adopted flexible and rigid Pavement design made based on the traffic data and other design criteria. The analysis of rates has been carried out as per the Standard Data Book of MORT&H.

6.1 CONSTRUCTION QUNATITIES

The quantities of earthwork in cut and fill are calculated based on the highway design. The pavement quantities like Sub grade, GSB, WMM, DBM, BC, DLC and PQC are computed using the Pavement design and the typical cross section adopted. Adequate provision is made for road side furniture including safety devices and miscellaneous items.

The summary of cost is as given below.

ITEM DESCRIPTION AMOUNT IN Rs.

BILL NO: 1 - SITE CLEARANCE 3,722,333

BILL NO: 2 - EARTHWORKS 1,354,255,406

BILL NO: 3 - SUB-BASE AND BASE COURSES 320,424,140

BILL NO: 4A - BITUMINOUS WORKS FOR FLEXIBLE PAVEMENT 352,503,689

BILL NO: 4B - RIGID PAVEMENT 25,073,183

BILL NO: 5 - CULVERTS 151,822,574

BILL NO: 6 (A) - BRIDGES 12,819,448,104

BILL NO: 7 - DRAINAGE AND PROTECTION WORKS 1,169,270,736

BILL NO: 8 - JUNCTIONS 12,694,944

BILL NO: 9 - TRAFFIC SIGNS, MARKINGS AND APPURTENANCES 37,448,676

BILL NO: 10 – MISCELLANEOUS 192,910,856

A. Total Cost of Civil works for FY 2015-16 16,439,574,642

Total Construction Cost 16,439,574,642

7. TOLL FORECASTING & FINANCIAL ANALYSIS 7.1 BACKGROUND

The main objective of financial analysis is to assess the likely returns to the investors under realistic conditions. For this purpose the prevailing market rates and return on debt and equity issues in local capital markets are the important factors. In the present studies the financial viability of the project is assessed on the basis of project’s financial internal rate of return on investments and Rate of Return on Equity, which is estimated on the basis of cash flow analysis.

7.2 APPROACH TO FINANCIAL EVALUATION

The main objective of financial analysis is to examine the viability of implementing the project on BOT basis. The analysis attempts to ascertain the extent to which the investment can be recovered through toll revenue and the gap, if any, be funded through Grant / Subsidy. This covers aspects like financing through debt and equity, loan repayment, debt servicing, taxation, depreciation, etc. The viability of the project is evaluated on the basis of Project FIRR (Financial Internal Rate of Return) on total investment). The FIRR is estimated on the basis of cash flow analysis, where both costs and revenue have been indexed to take account of inflation. Financial analysis has been carried out for the entire project road with debt equity ratio of 70:30. The basic indicators for assessing the Financial Viability of the project are as follows.

NPV (Net Present Value): The NPV for the project should be positive when a discount rate representing the opportunity cost along with a risk premium is applied in the financial analysis.

FIRR (Financial Internal Rate of Return): The FIRR should have a value above the discount rate (opportunity cost).

7.3 MODEL CONCESSION AGREEMENT -CONSIDERATIONS

Financial analysis was carried out based on following Assumptions:

Time Assumptions:

• Concession Period has been fixed to the year in which the projected traffic would cross the design capacity of the Project Road.

• Concession Period included the time required for construction also.

Economic Assumptions:

Annual Inflation rate of 5% has been considered for determining the Project Cost, Routine Maintenance and Periodic Maintenance.

Project Cost Assumptions*:

1. Contingency cost has been taken as 1% of the civil construction cost.

2. IC & Pre Operative Expenses cost has been taken as 1% of Estimated Project Cost.

3. Financing Cost has been taken as:

Civil Cost % on Debt amount

Up to 500 crores 2% Between 500 crores to 1000 crores 1.5% More than 1000 crores 1%

4. Interest rate for calculation of Interest during Construction has been taken as 12.5% (Base rate 10%+2.5% as per MoRTH Circular dated 16/06/14)

5. The Construction cost for the up gradation of the Project road does not include the Environmental, Social, Land Acquisition, Utility relocation and Tree cutting cost for the purpose of Financial Analysis.

Reference*: Guidelines/circular – NHAI Policy matter: Technical (70/2010) circulated vide NHAI, HQ letter No. 11041/218/2007-Admin, dated 08/12/2010. Financing Assumptions:

• The Debt has been considered as 70% of the Net Project Cost.

• The Equity has been considered as 30% of the Net Project Cost.

• Maximum Government/Client Contribution (Grant) is 40% of TPC.

• Toll rates have been rounded to nearest 5 rupees.

Expenditure Assumptions:

• Cost of Routine Maintenance and Periodic Maintenance has been taken from NHAI circular (NHAI/11033/CGM(Fin.)/2011 dated 29/04/11)

• Interest rate on Debt has been considered as 12.50% per annum.

Other Assumptions:

• Loan Repayment Period- 10 Years.

• Tax Exemption/Tax Holiday- 10 Years of Concession Period to get maximum advantage of tax exemption. The MAT rate has been made applicable in those years.

• Income Tax rate- rate- 33.063% & MAT- 20.389%

7.4 TOLL POLICY

The new toll policy – 2008 has been used for calculation of toll revenues. The Ministry of Road Transport and Highways (MORTH) has come up with couple of amendments to National Highway Fee Rules, 2008.

7.4.1 Traffic Considerations The share of through traffic, traffic using daily/monthly passes and local passes have been assessed by road side interview and number plate surveys.

Three categories of traffic can avail discounted rates at the toll plaza. a) Owners residing within 20 kms distance from the plaza, using the vehicle for non-commercial purposes can take a monthly pass. b) Vehicles making return trip on the same day within 24 hours can take a daily pass. c) Vehicles making a maximum of 50 or more one way trips/month can take a monthly pass.

• Local commercial vehicles with the same district registration number and without National permit can avail 50% discount for regular tickets and passes.

7.4.2 Amendments to National Highways Fee Rules, 2008 Following are the changes in subsequent amendments:

Particulars As per Original Notification Amendment December 2010 Amendment Additional Toll Bypasses with cost more thanBypasses with cost more than10 crores are Rates for 50 crores were eligible for cost eligible for additional toll rates. However, the Bypasses based toll rates additional toll rates are not based on the cost of bypass but are 50% more than per kilometer toll rates given in 2008 notification. WPI to be Week ending January1st of For the month of December of previous year considered for current year (Calendar) (Calendar) toll escalation Eligibility of The rate of fee for use of a The rate of fee for use of a section of National Two Lane section of National highway, highway, having two lanes and on which the Roads for having two lanes and on which average investment for up gradation has Tolling the average investment for up exceeded two crore and fifty lakhs per Km., gradation has exceeded. one shall be sixty per cent of the rate of fee. crore per Km., shall be sixty per cent of the rate of fee. January 2011 Amendment Toll Rates for 3-3-axle Trucks were to be A separate toll category has been created for 3- axle Trucks charged under MAVs. MAV was axle trucks with substantially less toll rates. The defined as heavy construction per kilometer toll rate for 3-axle Truck is 2.4 machinery or earth moving whereas for 2-axle Truck it is 2.2. (The toll rate equipment or mechanical vehicle for 3-axle Truck was 3.45 per kilometer) including a multi axle vehicle Similarly, New toll rates are given for 3-axle with three to six axles or vehicle Trucks for Bridges/Tunnels. with a gross vehicle weight 3-axle Truck is defined as a mechanical vehicle exceeding twenty thousand having 3-axles (including the axle of the trailer, kilograms but less than sixty if any) and with gross vehicle weight, of less thousand kilogram. than 25,000 kilograms. MAV is now defined as heavy construction machinery or earth moving equipment or mechanical vehicle including a multi axle vehicle with four to six axles or vehicle with a gross vehicle weight exceeding twenty five thousand kilograms but less than sixty thousand kilogram. Local Were not available. Are now provided, as given below: Concessions for Commercial A person, who owns a commercial vehicle Vehicles (excluding vehicle plying under National Permit), registered with address on the Registration Certificate of a Particular district uses such vehicle for commuting on a section of the National Highway, permanent bridge, tunnel or bypass, as the rule may be, which is located within that district, shall be levied user fee on all toll plazas which are located within that district, at the rate of fifty percent of prescribed rate of fee. Provided that no such concession will be given, if the service road or alternative road is available for use by such commercial vehicles. October 2011 Amendment

Particulars As per Original Notification Amendment Toll rates for - The section of the national highway or the the existing toll bridge has been taken for further lane up- road users gradation, the increase in the toll rate should not be more than 25% of the existing toll rates. December 2013 Amendment Annual Revision For the section of highways which has been during taken up for up gradation of Four lane to Six Construction lane, increasing in rate shall be limited to from Four lane Seventy Five Percent of the Toll rates, from the to Six lane date of commencement of work to toll the completion of the project according to the agreement entered into with the concessionaire without any annual revision. Provided also that no user fee shall be levied for the delayed period between the date of completion as per the agreement and the date of actual completion. Structure cost AS per Rule 4 of sub rule (4) The rate of fee of stand alone structure shall be calculated by converting the cost of structure into equivalent length of highway/Express way by dividing by an equalization factor equal to average cost per Km of highway/Expressway on 1st April of that year. Stand alone The rate of fee of stand alone structure forming structure part of a linear highway/expressway, shall be calculated by converting the length of the structure into an equivalent length of highway/expressways by multiplying by a factor of ten.

The structure of Length 60me or less, on a linear highway/Expressway will be considered as part of the normal length of highways for calculation of Fee.

The Toll Rates for the project have been determined on the basis of user fees as prescribed by NHAI for collection of fees by any person for the use of National highways (effective 1st April 2007).

The rates shall be increased annually by 3 percent with out compounding thereof with effect from April 1, 2008 and such incremented rates shall be deemed to be the base rate for the purpose of these rules. The applicable base rates shall be revised annually with effect from April 1 each year to reflect the increase in WPI for the month of December of the immediately preceding year and the month of December of the year subsequent to January 1st of the year in which such revision is undertaken; but restricted to 40% of such increase in WPI.

The fee and amounts shall be rounded off to a multiple of 'five rupee' in accordance with the Indian Standards IS: 2-1960 “Rules for rounding of numerical values” issued by Bureau of Indian Standards as amended from time to time. Accordingly rates applicable for 4 or more lanes of National Highway and for the permanent structures like bridge or flyover at the toll plaza for the base year 2007-08 have been calculated and presented below.

Table-7.1: Toll Capping Rates for national highway S. Base rate of fee Type of Vehicle No per Km

Car, Jeep, Van or Light Motor Vehicle or tractor with trolley carrying 1 0.65 non agricultural produce

2 Light Commercial Vehicle, Light Goods Vehicle or mini Bus 1.05

3 Bus or 2 Axle Truck 2.2

4 3 Axle Truck 2.4 Heavy Construction Machinery or Earth Moving Equipment or M axle 5 3.45 vehicle with four to six axles 6 Over sized Vehicles 4.2

7.4.3 Discounts to users a) Discount to frequent user: Any user may opt for the payment of fee for multiple journeys within the specified period in accordance with the rates mentioned below, as per the toll notification. Table – 7.2: Discounts to frequent users Maximum number of Type of Validity period for Amount Payable one way journeys Pass crossing the fee plaza allowed Round (or) One and half times of fee for Twenty four hours from the Two Return Pass one way journey. time of the payment Two-third of amount of the fee One month from the date of Monthly Pass payable for fifty or more one Fifty payment way trips. b) Discount to local user: Local traffic* shall be entitled to ply on the project highway, as the case may be, and cross the toll plaza on production of a monthly pass to be issued by the concessionaire on payment of a monthly fee of 150/- per month.

*Local user means A person who owns a mechanical vehicle registered for non-commercial purposes and uses it as such for commuting on a section of national highway, permanent bridge, bypass or tunnel, may obtain a pass, on payment of fee at the base rate for the year 2007-08 of `. 150/-per calender month. Provided that such pass shall be issued only if such driver, owner or person in charge of such mechanical vehicle resides with in a distance of 20 km from the toll plaza specified by such person and the use of such section of national highway, bypass or tunnel, as case may be, does not extend beyond the toll plaza next to the specified toll plaza. A person, who owns a commercial vehicle (excluding vehicle plying under National Permit), registered with address on the Registration Certificate of a Particular district uses such vehicle for commuting on a section of the National Highway, permanent bridge, tunnel or bypass, as the rule may be, which is located within that district, shall be levied user fee on all toll plazas which are located within that district, at the rate of fifty percent of prescribed rate of fee.

7.5 LOCATION OF TOLL PLAZAS

The fee levied and collected for use of a National highway shall be due and payable at the toll plazas. The toll revenue has been calculated considering the proposed toll plazas at the following location as shown below.

Table-7.3: Location of Toll Plaza and tolling length

Location of Toll Design Chainages (Kms) Sections Tolling length Plaza (Km) From To Length

NH-133B TP-1 @ Km 4.5 0 15.885 15.885 21.885

0 6 6

7.6 TRAFFIC DATA AND GROWTH RATES

The classified traffic volume count data collected has been analyzed to assess the traffic intensity at all the proposed toll plazas. The summary of Annual Average Daily Traffic (AADT in number of vehicles) at the toll plaza location is given below.

Table-7.4: Tollable Tarffic Tollplaza wise

Location of Tollable Traffic Sections Toll Plaza Mini Cars Bus LCV 2 AT 3 AT M AT M. LCV Total (Km) Bus

NH-133B TP-1 @ Km 4.5 211 2 44 58 154 135 52 42 698

Traffic Growth Rates: The past motor vehicle registration data at the state level provides a valuable indication regarding the trends in the traffic growth and presents a dependable tool for estimating future growth rates in different categories of vehicles. A more rational method will be to establish a relationship between the socio- economic variables such as Population, Net State Domestic Product (NSDP) and Per-Capita Income (PCI) on the one hand and the past registration data of different categories of vehicles on the other to determine the elasticity of transport demand with respect to different categories of vehicles. Circular of Ministry of Road Transport & Highways dated on 16-06-2014 recommends that the growth rate in traffic is 5% per annum for all PPP projects standardise the formulation and appraisal parameters.

So a uniform growth rate of 5% is considered for toll revenue calculations.

Table-7.5: Traffic Growth rates as per MoRTH Circular

Period Car Bus 2 Axle 3 Axle M Axle LCV Mini LCV

Upto 2014 5.0 5.0 5.0 5.0 5.0 5.0 5.0

2015 - 2019 5.0 5.0 5.0 5.0 5.0 5.0 5.0

2020 - 2024 5.0 5.0 5.0 5.0 5.0 5.0 5.0

2025 - 2029 5.0 5.0 5.0 5.0 5.0 5.0 5.0

2030 and above 5.0 5.0 5.0 5.0 5.0 5.0 5.0

7.7 TOLL REVENUE

Toll revenue is the product of the forecast traffic expected to use the road and the appropriate toll fee for the vehicle category. Toll indexing has been carried out as per the new toll policy and rounded off to

77 nearest five rupee multiples. As per the new toll policy the toll revenue calculations for through traffic, local traffic and vehicles making frequent trips are given below:

Non local category:

Revenue from single trips No. of vehicles making single trips X Toll Rate X 365 (Through traffic) days

Revenue from daily pass traffic (Return No. of vehicles taking Daily passes X Toll rate X trips) 150% X 365 days

Revenue from monthly traffic (Monthly No. of vehicles taking monthly passes X 2/3 X 50 X pass trips) Toll rate X 12 months

Local category:

Revenue from local non commercial traffic No. of vehicles taking local pass X 150 X 12 months

Revenue from commercial through traffic No. of vehicles making single trips X Toll Rate X 365 days X 0.5

Revenue from commercial daily pass No. of vehicles taking Daily passes X Toll rate X traffic (Return trips) 150% X 365 days X 0.5

Revenue from commercial monthly traffic No. of vehicles taking monthly passes X 2/3 X 50 X (Monthly pass trips) Toll rate X 12 months X 0.5

The summary of computed Toll Rates is presented below for quick reference. Table:7.6: Toll Rates for through traffic for TP Year Car+M.L Mini Bus Bus LCV 2 AT 3 AT M AT From To CV 2012 2013 125 205 425 205 425 465 670 2013 2014 135 215 455 215 455 495 710 2014 2015 140 230 475 230 475 520 750 2015 2016 150 240 500 240 500 545 785 2016 2017 155 250 525 250 525 575 825 2017 2018 165 265 555 265 555 605 870 2018 2019 170 280 580 280 580 635 915 2019 2020 180 290 610 290 610 670 960 2020 2021 190 305 645 305 645 700 1010 2021 2022 200 325 675 325 675 740 1060 2022 2023 210 340 710 340 710 775 1115 2023 2024 220 355 750 355 750 815 1175 2024 2025 235 375 790 375 790 860 1235 2025 2026 245 395 830 395 830 905 1300 2026 2027 260 415 870 415 870 950 1370 2027 2028 270 440 920 440 920 1000 1440 2028 2029 285 460 965 460 965 1055 1515 2029 2030 300 485 1020 485 1020 1110 1595 2030 2031 315 510 1070 510 1070 1170 1680 2031 2032 335 540 1130 540 1130 1230 1770 2032 2033 350 565 1190 565 1190 1295 1865

Year Car+M.L Mini Bus Bus LCV 2 AT 3 AT M AT From To CV 2033 2034 370 600 1255 600 1255 1365 1965 2034 2035 390 630 1320 630 1320 1440 2070 2035 2036 410 665 1390 665 1390 1520 2180 2036 2037 435 700 1465 700 1465 1600 2300 2037 2038 455 740 1545 740 1545 1690 2425 2038 2039 480 780 1630 780 1630 1780 2560 2039 2040 510 820 1720 820 1720 1880 2700 2040 2041 535 865 1815 865 1815 1980 2845 2041 2042 565 915 1915 915 1915 2090 3005 2042 2043 595 965 2020 965 2020 2205 3170 2043 2044 630 1020 2135 1020 2135 2330 3345 2044 2045 665 1075 2255 1075 2255 2460 3535 2045 2046 705 1135 2380 1135 2380 2595 3730 2046 2047 740 1200 2510 1200 2510 2740 3940 2047 2048 785 1265 2655 1265 2655 2895 4160

A summary of Toll revenues have been presented below and detailed computations are provided in Appendix-1.1.

Table-7.7: Toll Revenues in crores

Total Revenue Total Revenue Year From Year To ( Rs Crores per Year) ( Rs Lakhs / Day) 2012 2013 7.39 2.03 2013 2014 8.28 2.27 2014 2015 9.12 2.50 2015 2016 10.06 2.76 2016 2017 11.07 3.03 2017 2018 12.25 3.36 2018 2019 13.45 3.69 2019 2020 14.87 4.08 2020 2021 16.43 4.50 2021 2022 18.16 4.97 2022 2023 20.01 5.48 2023 2024 22.11 6.06 2024 2025 24.52 6.72 2025 2026 27.06 7.41 2026 2027 29.86 8.18 2027 2028 32.97 9.03 2028 2029 36.44 9.98 2029 2030 40.30 11.04 2030 2031 44.49 12.19 2031 2032 49.26 13.50 2032 2033 54.42 14.91

Total Revenue Total Revenue Year From Year To ( Rs Crores per Year) ( Rs Lakhs / Day) 2033 2034 60.22 16.50 2034 2035 66.56 18.24 2035 2036 73.65 20.18 2036 2037 81.54 22.34 2037 2038 90.29 24.74 2038 2039 99.93 27.38 2039 2040 110.74 30.34 2040 2041 122.50 33.56 2041 2042 135.67 37.17 2042 2043 150.23 41.16 2043 2044 160.24 43.90 2044 2045 177.63 48.67 2045 2046 196.79 53.92 2046 2047 217.94 59.71 2047 2048 241.71 66.22

7.8 TAX CALCULATION MODEL

According to the scheme under section 80-IA, 100% of the profit is deductible for the continuous period of ten years out of the concession period. However the benefit deduction is available only for ten consecutive assessment years falling within the concession period. The tax rate adopted for this study is 33.063% (30% tax + 7% surcharge + 3% education cess) following the deduction of depreciation and amortization. Minimum Alternate Tax (MAT) of 20.389% (18.5% tax + 7% surcharge + 3% education cess) has been taken into account for the total concession period.

7.9 PROPOSED SOURCE OF FINANCE

In general, the developer shall crystallize the sources of finance by optimizing his equity returns keeping in view the project cash flows, terms, and conditions of various financing options available. Further the market standing and financial strength of the Developer would largely determine the terms and conditions of finance offered to the Developer by various lending agencies. For the purpose of the study, following sources of finance have been taken:

Equity: To be provided by the Developer

Subsidy / Grant for viability of funding, to be provided by the client.

Debt : To be arranged by the Developer / Concessionaire.

7.10 METHODOLOGY

The procedure and steps undertaken to assess the financial viability of the captioned Project are outlined in this section. The first stage in evaluation of the financial viability is the identification of the revenue and expenditure streams. The revenue for the captioned Project will be generated primarily from toll income. Revenues from hoardings are not considered in the income stream.

7.11 EXPENSES

Expenses can broadly be classified based on the phases in which they are incurred, viz. construction period expenses and operation & maintenance period expenses.

Construction Period Expenses

• Preliminary and pre-operative expenses • Contingency allowance • Interest during construction period

Operation and Maintenance Period Expenses

• Toll collection expenses • Maintenance expenses, which include routine and periodic maintenance. • Interest expenses incurred for servicing term loans. Client would extend toll collection rights to the developer. The developer then would have the option of either collecting the toll himself or further subcontracting the same to a toll collection agency. In the present study, it is assumed that the developer would undertake operation and maintenance himself. The details of the toll collection expenses are given below for the year 2016 for 4 lane road:

Operation and Maintenance Period 4 Lane Road Expenses

Toll Collection Expenses 2.14 Crores/Year/Toll Plaza Office Expenditure 3.35 Crores/Year Elec. & Patrolling Expenses 1.68 Lakhs/Year/Km

7.12 CIVIL COST OF THE PROJECT AND INTEREST DURING CONSTRUCTION

The cost of Civil works of the project including the improvement of existing carriageway and cost of toll plaza and details are given below:

Civil Cost Length Sections (Crores) (km) NH-133B & NH-131A 1644 21.885

The interest during construction, which is on the cost of funding incurred on the project, has been calculated on the basis of an interest rate of 12.50% per annum as per the present trends.

The total landed cost for the project at the end of the construction period has been estimated by adding the (capitalizing) interest during construction (IDC). The total landed cost at the time of commissioning is thus estimated and is given below

Table-7.8: Summary of Concessionaire cost in Crores

Concessionaire Cost NH-133B & NH-131A

Total Civil Construction cost in 2016 1727.25

Contingencies/QC @ 1% of Civil cost 17.27

Total EPC Cost 1744.52

IC & Pre-operative expenses @1% of EPC 17.45

Financing Cost @ 1 % on debt 10

Esclation @ 5% Per Anum 278.88

Interest During Construction 280.51

TOTAL PROJECT COST 2331

7.13 OPERATION AND MAINTENANCE COST

Routine maintenance costs comprise of maintenance of the pavement, collection of litter, traffic management, repairs due to accident and all ancillary works including beautification.

The periodic maintenance costs include cost of overlay, repair/renovation of road furniture, drains, buildings etc. The periodic maintenance includes periodic renewals at every 7 years.

Routine maintenance/ Periodic maintenance costs has been taken from NHAI circular (NHAI/11033/CGM(Fin.)/2011 dated 29/04/11). The details of the maintenance costs and administration charges are given below.

Routine maintenance in every year cost per km for 4 lanes with paved shoulder is 4.47 Lakhs/km.

Periodic maintenance every seven years cost per km for the 4 lanes with paved shoulder is 44.67 Lakhs/km.

7.14 RESOURCE MOBILIZATION SCHEDULE

In general, the duration of construction for 4 lanes with paved shoulder projects ranges between 2.5-3.0 years but the present stretch is mainly a bridge corridor, the duration of construction is considered as 4 years. Since the proposed Project is planning to be implemented on a DBOT format, the developer has an incentive in early completion of the project in order to expedite toll collection. Based on the implementation period, the project cost has been phased as under:

1st Year 2016 – 2017 (6 months) : 11.37% 2nd Year 2017 – 2018 (12 months) : 17.14% 3rd Year 2018 – 2019 (12 months) : 37.21% 4th Year 2019 – 2020 (12 months) : 24.94% 5th Year 2020 – 2021 (6 months) : 09.34%

7.15 MINIMUM RETURN CRITERIA

The minimum return criteria for the B.O.T project is considered as follows:-

Return on Equity (EFIRR): Considering a safe investment in bank in the form of a term deposit, an interest rate of 10% is generally a return with safety. However, when investing in the road sector, a perspective investor would normally need to cover the business risks(e.g. the decreasing revenue, increasing cost, construction time overrun, etc.) and therefore would require a return higher than a return on the safe investment as mentioned above. Based on usual trends, it is estimated that an additional return of 5% would be adequate to cover these risks. Hence, a minimum return on equity of 15% could be considered satisfying the requirement of prospective concessionaire.

The return on project investment (PFIRR): In the light of the facts as stated above Project FIRR of 12% is considered to be a satisfactory criteria.

The minimum average DSCR is taken as 1.5 to 2.5.

Considerations for Calculating the Project FIRR * Investment = Net Project Cost = Total Project Cost– Equity Support (Grant During Construction) * Operating Income = Toll Revenue O&M Support * Operating Expenses =Toll Plaza Maintenance (O&M Expenses) Annual Maintenance of Road Periodic Maintenance of Road Concession Fee Tax on Net Profit as per Income Tax Act Considerations for Calculating the Equity FIRR Investment = Equity Contribution on Net Project Cost (30% of the Net Project Cost by the Concessionaire) (viii) Operating Income = Toll Revenue (ix) O&M Support (Grant During Operation) (x) Operating Expenses =Toll Plaza Maintenance Annual Maintenance of Road Periodic Maintenance of Road Concession Fee Tax on Net Profit as per Income Tax Act Interest on Debt/Loan (Diminishing Interest) Debt/Loan Repayment

Debt Service Coverage Ratio (DSCR) DSCR = Net Operating Income after Tax / (Interest on Loan + Repayment of Loan)

Net Operating Income = Total Revenue – O&M Expenses - Tax. Net Operating Income Period equal to Loan Repayment Period.

7.16 FINANCIAL ANALYSIS CONSIDERATIONS The main objective of undertaking this study is to assess whether the project is financially viable or not. It is important to note that the proposal should be an attractive proposition for private sector participation under Build, Operate and Transfer (BOT) system. The basic methodology followed for estimating the financial viability of the project is to calculate the FIRR (Financial Internal Rate of Return) on the investment for the project.

Following assumptions are taken into consideration for the financial analysis: -

➢Debt – Equity ratio :- 70:30

➢Subsidy/Grant – 40% (maximum)

➢Concession period (Including construction period) – 30 years.

➢Escalation – 5%

➢Interest on Debt – 12.5%

➢Project Phasing:

➢6M+12M+12M+12M+6M (11.37%+17.14%+37.21%+24.94%+9.34%)

➢Loan Repayment period – 10 years

➢Tax rebate–10 years (100% exemption for 10 years out of block of 20 years).

➢Depreciation by Straight line method - 100% for Concession Period

➢Depreciation by Written down value method – 10%

➢Financing cost - 1% of TPC.

7.17 FINANCIAL VIABILITY

Based on the project structure traffic study and toll rate analysis, financial feasibility analysis has been carried out as per the methodology outlined in earlier sections. The objective of the financial analysis is to ascertain the existence of sustainable project returns, which shall successfully meet the expectations of its financial investors. The analysis reveals various FIRR values corresponding to each year of toll operation. FIRR for the Returns on Investment and Returns on Equity for the concession period of 30 years has been examined and tabulated below. The detailed computations are furnished in Appendix-1.2.

Table-7.9: Financial Analysis Results

Package Grant Concession Project Equity Equity NPV Period FIRR(%) FIRR(%) @ 12% NH-133B & NH- 30 Years - - - 40% 131A(Manihari Bypass)

7.18 CONCLUSIONS

The section of the project road from Sahibganj to Manihari is proposed to be upgraded to 4 lane with Paved Shoulder. From the above table it can be concluded that the project section is not viable for taken up under BOT option.

Hence, it is proposed to let out this stretch for development under EPC scheme.

Package Sections Proposed Up-gradation Development

NH-133B & NH-131A Sahibganj to 4 Lane with paved shoulders EPC Mode (Manihari Bypass) Manihari

8. CONCLUSIONS AND RECOMMENDATIONS

Some of the important aspects which require the attention of the authority have been presented below for consideration, along with the recommendations of the consultants.

1. Right of Way

60m ROW is proposed for the proposed Project Highway.

2. Traffic

The Project Highway is proposed to be developed with 4 lane carriageway with paved shoulder.

3. Pavement Type

Flexible pavement is recommended for main carriageway for the entire Project Highway.

4. Up-gradation of the structures

Five Major bridges, 9 Minor bridges, 2 ROB's, 2 VUPs and 1 LVUP and 2 CUPs are proposed for the project length.

5. Project Facilities

4 number of bus bays / bus shelters have been proposed all along the Project Highway. Road side furniture like Traffic signs/over head signs, pavement markings, LED blinkers, crash barriers, road studs is proposed as per four laning manual.

6. Advanced Traffic Management System

The Contractor is required to design, install, operate and maintain Highway Traffic Management System (HTMS) / Advanced Traffic Management System (ATMS) as part of the project facilities.

7. Mode of Execution

The mode of execution for the Project Highway is Hybrid Annuity mode under NHDP IV.