Feasibility Study for 4 Laning Imphal-Moirang Road

6
Consultancy Services for carrying out Feasibility Study, Preparation of

Detailed Project Report and providing pre-construction service in respect of
4 Laning of Imphal Moirang Road on NH 150 on Engineering Procurement
and Construction mode in the state of Manipur
FINAL FEASIBILITY REPORT

VOLUME – I
MAIN REPORT
Client: Consultant:
S.M. CONSULTANTS
Plot No. 130, S.M. Tower, Mancheswar
Industrial Estate
Rasulgarh, Bhubaneswar, 751010, ODISHA
-
: (0674)2580682-85, Fax-2580686
Consultancy Services for Preparation of Detailed Project Report FINAL FEASIBILITY REPORT
for 4 Laning of Imphal-Moirang Road on NH 150 CONTENTS
Contents
Contents ...............................................................................................................................................................i
List of Tables ................................................................................................................................................... ix
List of Figures ................................................................................................................................................. xii
Acronyms ........................................................................................................................................................ xiv
Executive Summary ....................................................................................................................................... 2
0.1 Background ............................................................................................................................................................. 2
0.2 Investigations and Evaluations....................................................................................................................... 2
0.3 Project Development Description ................................................................................................................. 2
0.3.1. General ............................................................................................................................................................ 2
0.3.2. Need for the road ........................................................................................................................................ 2
0.3.3 Traffic Volume ............................................................................................................................................... 3
0.3.4 Traffic Projected ........................................................................................................................................... 3
0.3.5. Proposed Development plan .................................................................................................................. 4
0.4 Toll Strategy ........................................................................................................................................................... 7
0.5 Public Utilities........................................................................................................................................................ 7
0.5.1 Electric Lines ................................................................................................................................................. 7
0.5.2 Fibre Optic Cable .......................................................................................................................................... 7
0.5.3 Impact ............................................................................................................................................................... 7
0.6. Project cost............................................................................................................................................................. 8
0.7. Results of Financial Analysis .......................................................................................................................... 9
Chapter 1: Introduction.............................................................................................................................. 11
1.1 Background .......................................................................................................................................................... 11
1.2 Project Description ........................................................................................................................................... 12
1.3 Commencement ................................................................................................................................................. 12
1.4 Project Objective................................................................................................................................................ 13
1.5 Scope of Work ..................................................................................................................................................... 13
1.6 DELIVERABLES AS PER RFP FOR FINAL FEASIBILITY REPORT................................................... 16
1.7 Structure of the Report ................................................................................................................................... 16
Chapter 2: Overview of NHIDCL & Project Financing ...................................................................... 19
2.1 General................................................................................................................................................................... 19
2.2 Objective of NHIDCL......................................................................................................................................... 19
2.3 Organisation of NHIDCL ................................................................................................................................. 19
2.3 Project Financing Options.............................................................................................................................. 20
2.4 Mode Of Implementation ............................................................................................................................... 21
i
2.5 Cost Recovery Mechanism ............................................................................................................................. 21

Chapter 3: Project Corridor ...................................................................................................................... 24
3.1 General................................................................................................................................................................... 24
3.2 Economy of Manipur ........................................................................................................................................ 24
3.3 Imphal West District ........................................................................................................................................ 24
3.4 Bishnupur ............................................................................................................................................................. 26
3.5 Details of Road .................................................................................................................................................... 27
3.6 General Overview of Project Highway ...................................................................................................... 27
3.7 Settlements Along Highway .......................................................................................................................... 28
3.8 Junctions Along Highway ............................................................................................................................... 29
3.9 Existing Structures............................................................................................................................................ 33
3.10 Existing Carriageway And Pavement ..................................................................................................... 37
3.11. Alignment.......................................................................................................................................................... 38
3.12. Other Existing Structures ........................................................................................................................... 38
Chapter 4: Preliminary Design and Design Standards .................................................................... 44
4.1 General................................................................................................................................................................... 44
4.2 Goal & Objectives............................................................................................................................................... 44
4.3 Highway Design Standards ........................................................................................................................... 44
4.4 Approach............................................................................................................................................................... 44
4.5 Design Standards ............................................................................................................................................... 44
4.6 Capacity Standards and Width of Carriageway .................................................................................... 45
4.7 Sight Distance ..................................................................................................................................................... 45
4.8 Vertical profile .................................................................................................................................................... 46
4.9 Cross Sectional Elements ............................................................................................................................... 46
4.9.1 Carriage Way .............................................................................................................................................. 46
4.9.2 Shoulders...................................................................................................................................................... 47
4.9.3 Turfing ........................................................................................................................................................... 47
4.9.4 Drainage........................................................................................................................................................ 47
4.8.5 Access Control in Rural Highways ..................................................................................................... 47
4.8.6 Standard Typical Cross-section .......................................................................................................... 48
4.9 Embankment Design ........................................................................................................................................ 48
4.10 Pavement Design ............................................................................................................................................ 49
4.11 Cross Drainage Structures .......................................................................................................................... 49
4.12 Intersections ..................................................................................................................................................... 50
4.13 Drainage System ............................................................................................................................................. 50
4.14 Road And Traffic Signs ................................................................................................................................. 50
4.14.1 Signage Plans ........................................................................................................................................... 50
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4.14.2 Road Signs ................................................................................................................................................. 50

4.15 Florescent Signs .............................................................................................................................................. 51
4.16 Utilities ................................................................................................................................................................ 51
4.17 Design Standards For Structures ............................................................................................................. 51
4.17.1 Materials .................................................................................................................................................... 51
4.18 IRC Codes ........................................................................................................................................................... 52
4.19 Project Highway Drawings ......................................................................................................................... 54
4.19.1 Index Plan of Project Highway.......................................................................................................... 54
4.19.2 Horizontal and Vertical Alignment Drawings ............................................................................ 54
4.19.3 Typical Cross Sections .......................................................................................................................... 54
4.19.4 General Arrangement Drawings for Structures......................................................................... 54
4.19.5 Miscellaneous Drawings...................................................................................................................... 54
Chapter 5: Surveys and Investigations ................................................................................................. 56
5.1 General................................................................................................................................................................... 56
5.2 Road Inventory Survey ................................................................................................................................... 56
5.2.1 Pavement/ Road Condition .................................................................................................................. 57
5.3 Topographical Survey ..................................................................................................................................... 58
5.4 Traffic Surveys.................................................................................................................................................... 59
5.4.1 Classified Traffic Volume Count Survey .......................................................................................... 60
5.4.2 Traffic Demand Estimates ..................................................................................................................... 60
5.5 Pavement Investigations ................................................................................................................................ 61
5.5.1 Pavement Composition .......................................................................................................................... 61
5.5.2 Pavement Roughness .............................................................................................................................. 62
5.5.3 Benkelman Beam Deflection Survey ................................................................................................. 64
5.5.4 Sub grade Characteristics &Strength ................................................................................................ 68
5.5.5 Investigation of Subgrade...................................................................................................................... 69
5.5.6 Investigation of Material for Construction ..................................................................................... 70
5.5.7 Investigations of Other Construction Materials ........................................................................... 70
5.5.8 Drainage System........................................................................................................................................ 70
5.5.9 Investigations for Structures ............................................................................................................... 70
5.6 Hydraulic and Hydrological Investigations ............................................................................................ 71
5.6.1 Condition Surveys for Bridges, Culverts and Structures .......................................................... 71
Chapter 6: Traffic Survey, Analysis and Forecast.............................................................................. 73
6.1 General................................................................................................................................................................... 73
6.2 Background .......................................................................................................................................................... 73
6.3 Objective ............................................................................................................................................................... 73
6.4 Identification of Homogeneous Sections ................................................................................................. 74
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6.5 Analysis Of Traffic Volume Surveys ........................................................................................................... 75

6.6 Classified Traffic Volume count ................................................................................................................... 75
6.6.1 Hourly Variation of Traffic .................................................................................................................... 78
6.6.2 Composition of Traffic ............................................................................................................................ 79
6.6.3 Freight Movement .................................................................................................................................... 81
6.7 Traffic Forecast And Management ............................................................................................................. 81
6.7.1 General .......................................................................................................................................................... 81
6.7.2 Growth Traffic Projections.................................................................................................................... 82
6.7.3 Projection of Vehicles .............................................................................................................................. 82
6.7.4 Projection of Toll-able Vehicles .......................................................................................................... 83
6.8 Million Standard Axles (MSA) ...................................................................................................................... 84
6.9 Origin and Destination Survey ..................................................................................................................... 91
6.10 Commodity Analysis ...................................................................................................................................... 91
6.11 Axle Load Survey ............................................................................................................................................ 91
6.12 Turning Movement Survey ......................................................................................................................... 92
6.13 Speed and Delay Survey ............................................................................................................................... 93
6.14 Tolling Homogeneous Sections ................................................................................................................. 94
Chapter 7: Improvement and Engineering Proposals ..................................................................... 96
7.1 Introduction......................................................................................................................................................... 96
7.2 Geometric design proposals ......................................................................................................................... 96
7.2.1 Improvement to the Cross Sectional Elements ............................................................................ 96
7.2.2 Development Scheme .............................................................................................................................. 97
7.2.3 Alignment Design ...................................................................................................................................... 98
7.3 Proposal For Bypass......................................................................................................................................... 99
7.4 Pavement Options ........................................................................................................................................... 100
7.4.1. Homogeneous Section.......................................................................................................................... 101
7.4.2. Design of New Flexible Pavement ................................................................................................... 102
7.4.3 Rehabilitation of Existing Pavement ............................................................................................... 104
7.4.4 Crust and Overlay Design .................................................................................................................... 104
7.5 Design of Structures ....................................................................................................................................... 104
7.5.1 General Conditions of Structures ..................................................................................................... 104
7.5.2 Bridges ........................................................................................................................................................ 104
7.5.4 Improvement Proposals....................................................................................................................... 104
7.5.5 Repairs and Rehabilitation of Structures ...................................................................................... 105
7.6 Improvement and Upgradation of Road Intersections .................................................................... 105
7.7 Longitudinal Drains ........................................................................................................................................ 109
7.8 Traffic Safety Measures................................................................................................................................. 110
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7.8.1 Toe Wall ...................................................................................................................................................... 110

7.8.2 Retaining Wall .......................................................................................................................................... 110
7.8.3 Stone Pitching........................................................................................................................................... 111
7.9 User Facilities.................................................................................................................................................... 111
7.10 Road Furniture and Other Features ...................................................................................................... 112
7.11 Toll plaza .......................................................................................................................................................... 113
Chapter 8: Cost Analysis .......................................................................................................................... 115
8.1 General................................................................................................................................................................. 115
8.2 Quantification ................................................................................................................................................... 115
8.3 Unit Rates ........................................................................................................................................................... 115
8.4 Project Costing.................................................................................................................................................. 116
8.4.1 Road.............................................................................................................................................................. 116
8.4.2 Bridges and Culverts ............................................................................................................................. 116
8.4.3 Maintenance During Construction Period .................................................................................... 116
8.4.4 Land and Structure Acquisition ........................................................................................................ 116
8.4.5 Miscellaneous Items .............................................................................................................................. 117
8.5 Construction Cost ............................................................................................................................................ 117
8.6 Abstract of Cost ................................................................................................................................................ 117
Chapter 9: Financial Analysis ................................................................................................................ 119
9.1 General................................................................................................................................................................. 119
9.2 Project Background ........................................................................................................................................ 119
9.3 Traffic Count ...................................................................................................................................................... 120
9.4 Concession Period ........................................................................................................................................... 121
9.5 Key Business Assumptions .......................................................................................................................... 122
9.6 Key Project Outputs........................................................................................................................................ 125
9.6.1 Total Project Cost .................................................................................................................................... 125
9.6.2 Means of Finance..................................................................................................................................... 126
9.7 Traffic Details-Location of Toll Plazas, Traffic Count & Toll Revenue ....................................... 127
9.7.1 Toll Location ............................................................................................................................................. 127
9.7.2 Traffic figures at Toll Plazas for the year 2017-18 are as under......................................... 127
9.7.3 Traffic Growth Rate................................................................................................................................ 127
9.7.4 Toll Rates .................................................................................................................................................... 127
9.8 Toll Revenue ...................................................................................................................................................... 128
9.9 Operational Expenditure .............................................................................................................................. 128
9.10 Financial Analysis ......................................................................................................................................... 128
9.11 Cash Flow Statement ................................................................................................................................... 129
9.12 Profit Loss Statement .................................................................................................................................. 130
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9.13 Conclusion ....................................................................................................................................................... 130

Chapter 10: Environmental Impact Assessment ............................................................................ 133
10.1 General .............................................................................................................................................................. 133
10.2 Terrain And Geology ................................................................................................................................... 133
10.3 Alignment Constraints, Considerations............................................................................................... 134
10.4 Preliminary Environmental Assessment ............................................................................................ 134
10.5 Environemntal Regulations And Policies ........................................................................................... 134
10.6 Methodology Of Environmental Impact Assessment..................................................................... 135
10.7 Regulatory Clearances ................................................................................................................................ 135
10.8 Policy, Legal And Administrative Framework .................................................................................. 136
10.8.1 Environment (Protection) Act, 1986 ........................................................................................... 136
10.8.2 Forest (Conservation) Act, 1980 and its amendment ........................................................... 137
10.8.3 Wildlife Protection Act, 1972 .......................................................................................................... 137
10.8.4 Biodiversity Act, 2002 ........................................................................................................................ 137
10.8.5 The Water (Prevention and Control of Pollution) Act and Rules, 1974-1975 ............ 138
10.8.6 The Air (Prevention and Control of Pollution) Act, Rules and Amendment, 1981, 1982,
1983, 1987 ............................................................................................................................................................ 138
10.8.7 Ancient Monuments and Archaeological Sites and Remains Act, 1958 ......................... 138
10.8.8 The Land Acquisition Act (LA) of 1894 ....................................................................................... 138
10.8.9 National Rehabilitation and Resettlement Policy, 2007 ...................................................... 138
10.8.10 National Resettlement and Rehabilitation Policy (Ministry of Rural Development,
Department of Land Resources), 2007 ..................................................................................................... 139
10.9 Boundaries For Environmental Assessment ..................................................................................... 140
10.10 Inventory Of Environmental Features .............................................................................................. 140
10.10.1 Secondary Data ................................................................................................................................... 140
10.10.2 Local Concerns .................................................................................................................................... 141
10.11 Baseline Environmental Assessment................................................................................................. 141
10.11.1 Physical Resources............................................................................................................................ 141
10.11.2 Geology, Soil ......................................................................................................................................... 141
10.11.3 Climate ................................................................................................................................................... 142
10.11.4 Land-Use Pattern ............................................................................................................................... 143
10.11.5 Water Resources ................................................................................................................................ 143
10.11.6 Water Quality ...................................................................................................................................... 144
10.11.7 Air Quality............................................................................................................................................. 144
10.11.8 Noise Level ........................................................................................................................................... 144
10.12 Ecological Resources ................................................................................................................................ 144
10.12.1 Trees/Vegetation within corridor of impact.......................................................................... 144
10.12.2 Wildlife................................................................................................................................................... 144
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10.13 Assessment Of The Impact On The Environment Of The Project........................................... 144

10.13.1 Impact on the Topography and the Geology .......................................................................... 144
10.13.2 Impact on Surface Water and Groundwater .......................................................................... 145
10.13.3 Impact on the Air ............................................................................................................................... 145
10.13.4 Impact on Soil...................................................................................................................................... 145
10.13.5 Impacts Caused by Waste Management................................................................................... 146
10.13.6 Impacts Caused by Increased Noise and Vibration ............................................................. 146
10.13.7 Impact on the Area and Visual Effects ...................................................................................... 147
10.13.8 Impact on Social Elements of Environment ........................................................................... 147
10.14 Measures To Reduce The Negative Impact On The Environment ......................................... 147
10.14.1 Measures to Reduce the Impact on Topography and Geology........................................ 147
10.14.2 Measures to Reduce the Impact on Surface Water and Groundwater ........................ 147
10.14.3 Measures to Reduce the Impact on Air ..................................................................................... 148
10.14.4 Measures to Reduce the Impact on the Soil ............................................................................ 148
10.14.5 Measures to Reduce the Impact Caused by Waste Management................................... 148
10.14.6 Measures to Reduce the Impact Caused by Noise and Vibration .................................. 148
10.14.7 Measures to Reduce the Impact on the Area and Visual Effect ...................................... 149
10.14.8 Measures to Reduce the Social Impact ..................................................................................... 149
10.15 Social Impact Assessment (SIA) ........................................................................................................... 149
Chapter 11: Social Impact Assessment .............................................................................................. 194
11.1 INTRODUCTION ............................................................................................................................................ 194
11.2 OBJECTIVES OF RAP .................................................................................................................................... 194
11.3 POLICY, LEGAL FRAMEWORK AND ENTITLEMENT MATRIX ................................................... 194
11.4 SOCIO-ECONOMIC IMPACTS AND MITIGATION MEASURES ..................................................... 194
11.4.1 Loss of Land ............................................................................................................................................ 195
11.4.2 Impact on Structures .......................................................................................................................... 196
11.4.3 Impact on Trees .................................................................................................................................... 197
11.4.4 Gender Impacts ..................................................................................................................................... 198
11.4.5 Child Labour ........................................................................................................................................... 199
11.4.6 Road Safety ............................................................................................................................................. 199
11.4.7 Combating HIV/AIDS .......................................................................................................................... 199
11.4.8 Utility Relocation .................................................................................................................................. 200
11.5 STAKEHOLDER CONSULTATIONS AND PREFERENCES .............................................................. 200
Chapter 12: Traffic Operation & Safety Plans.................................................................................. 202
12.1 General .............................................................................................................................................................. 202
12.2 Scope .................................................................................................................................................................. 202
12.3 Pre Construction Safety Plan ................................................................................................................... 202
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12.3.1 Steps involved during the Pre-Construction Safety Stage ................................................... 202
12.4 During Construction Safety Plan ............................................................................................................ 203
12.4.1 Guiding Principles ................................................................................................................................ 203
12.4.2 Components of the Construction Zone ........................................................................................ 203
12.5 After Construction Safety Plan ................................................................................................................ 207
11.5.1 Traffic Signs ............................................................................................................................................ 208
12.6 Road Markings ............................................................................................................................................... 208
12.7 Safety on Project Corridor ........................................................................................................................ 211
12.7.1 Road Signs at the Curves ................................................................................................................... 211
12.7.2 Provision for Road Studs (Reflective Pavement Markers).................................................. 212
12.7.3 Protection at the High Embankments.......................................................................................... 212
12.7.3 Road Signs at Built-up Areas ........................................................................................................... 212
12.7.4 Road Signs for Structures ................................................................................................................. 212
viii
for 4 Laning of Imphal-Moirang Road on NH 150 LIST OF TABLES
List of Tables
Table 1: TRAFFIC DATA SUMMARY.................................................................................................................... 3
Table 2: Traffic Growth trend basing on Vehicle Registration ................................................................. 3
Table 3: PROJECTED TRAFFIC FOR 15 YEARS ............................................................................................ 4
Table 4: DEVELOPMENT SCHEME ..................................................................................................................... 4
Table 5: DETAIL OF PAVEMENT DEVELOPMENT .................................................................................... 6
Table 6: DETAIL OF PAVEMENT OVERLAY .................................................................................................. 6
Table 7: DEVELOPMENT PROPOSAL FOR BRIDGES ............................................................................... 6
Table 8: PROPOSAL FOR CULVERTS ................................................................................................................. 6
Table 9: DETAILS OF TOLL PLAZA ..................................................................................................................... 7
Table 10: COST ESTMATE OF PROJECT ROAD............................................................................................ 8
Table 11: DETAILS OF PROJECT ROADS ...................................................................................................... 27
Table 12: EXISTING STRUCTURES/FEATURES OF ROAD 1 ............................................................. 28
Table 13: DETAILS OF VILLAGES & TOWNS ALONG THE PROJECT ROAD ........................... 28
Table 14: DETAILS OF JUNCTIONS FOR PROJECT ROAD................................................................. 29
Table 15: SUMMARY OF EXISTING STRUCTURES ................................................................................. 33
Table 16: LIST OF EXISTING MINOR BRIDGES ....................................................................................... 33
Table 17: LIST OF EXISTING CULVERTS ...................................................................................................... 34
Table 18: Insufficient Geometry............................................................................................................................ 38
Table 19: LIST OF OTHER IMPROTANT STRUCTURES ALONG THE COARRIDOR ........... 38
Table 20: LIST OF EXISTING BUS SHED ALONG THE PROJECT CORRIDOR....................... 40
Table 21: DESIGN STANDARDS FOLLOWED ............................................................................................. 45
Table 22: CAPACITY STANDARDS FOR 4-LANE HIGHWAYS .......................................................... 45
Table 23: STOPPING AND INTERMEDIATE SIGHT DISTANCE ..................................................... 46
Table 24: CRITERIA TO MEASURE SIGHT DISTANCE ........................................................................ 46
Table 25: LENGTH & CHAINAGE OF DRAIN PROVIDED ................................................................... 47
Table 26: SLOPE FOR CAMBER ................................................................................................................................ 50
TABLE 27: DESIGN STANDARDS TO BE FOLLOWED ..................................................................................... 52
Table 28: LIST OF VEHICLES FOR CLASSIFIED VOLUME COUNT .............................................. 60
Table 29: EXISTING CRUST DETAILS ............................................................................................................ 62
Table 30: PAVEMENT ROUGHNESS VALUE .............................................................................................. 63
Table 31: DEFLECTION CALCULATION STEPS ........................................................................................ 65
Table 32: DEFLECTION CHARACTERISTICS OF THE PROJECT ROAD .................................... 66
Table 33: CBR OF SUBGRADE SOIL ALONG THE PROJECT STRETCH ..................................... 70
Table 34: HOMOGENEOUS SECTIONS .......................................................................................................... 74
Table 35: PROPOSED LOCATION FOR TRAFFIC SURVEY ................................................................. 75
Table 36: PCU VALUES ............................................................................................................................................ 75
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Table 37: DETAILS OF TRAFFIC SURVEY AT km CHAINAGE .......................................................... 76

Table 38: DETAILS OF TRAFFIC SURVEY AT KM CHAINAGE......................................................... 77
Table 39: DETAILS OF AVERAGE TRAFFIC IN PCU............................................................................... 77
Table 40: AVERAGE TRAFFIC COMPOSITION AT COUNT LOCATIONS ................................... 80
Table 41: PAST VEHICLE REGISTRATION DATA .................................................................................... 82
Table 42: TRAFFIC CAPACITY ANALYSIS .................................................................................................... 83
Table 43: MSA DETAILS .......................................................................................................................................... 84
Table 44 : PROJECTED TRAFFIC FOR 30 YEARS AT BISHNUPUR ............................................... 85
Table 45: PROJECTED TRAFFIC FOR 30 YEARS AT MOIRANG ..................................................... 87
Table 46: COMMODITY PATTERN.................................................................................................................... 91
Table 47: SCHEDULE OF TURNING MOVEMENT SURVEY .............................................................. 92
Table 48: INTERSECTION TRAFFIC PROJETIONS ................................................................................ 92
Table 49: ORIGIN AND DESTINATION SURVEY-SUMMARY OF ANALYSIS OF DELAYS ON
THE ENTIRE ROOT ................................................................................................................................................... 93
Table 50: ANALYSIS OF OBSERVED AND ESTIMATED TRAVEL SPEEDS & DELAYS (A:
TRAVEL TIME & DELAY CHARACTERISTICS OF LOCAL TRAFFIC) ........................................... 93
Table 51: ANALYSIS OF OBSERVED AND ESTIMATED TRAVEL SPEEDS & DELAYS (B:
TRAVEL TIME & DELAY CHARACTERISTICS OF BYPASSABLE/THROUGH TRAFFIC) . 94
Table 52: SUMMARY OF WIDENING PROPOSAL .................................................................................... 98
Table 53: CARRIAGEWAY DEVELOPMENT SCHEME........................................................................... 98
Table 54: DETAILS OF BYPASSES ..................................................................................................................... 99
Table 55: CODE FOR PAVEMENT DESIGN ............................................................................................... 101
Table 56: LIST OF HOMOGENEOUS SECTION ....................................................................................... 102
Table 57: ABSTRACT OF IMPROVEMENT DETAILS ON STRUCTURES IN PROJECT ROAD
............................................................................................................................................................................................. 105
Table 58: INTERSECTIONS PROPOSED FOR IMPROVEMENT ..................................................... 105
Table 59: LONGITUDINAL DRAIN ALONG THE PROJECT ROAD .............................................. 109
Table 60: LOCATIONS OF TOE WALL .......................................................................................................... 110
Table 61: LOCATION OF RETIANING WALL ............................................................................................ 110
Table 62: LOACTION OF STONE PITCHING ............................................................................................. 111
Table 63: LOCATION OF PROPOSED BUS SIDINGS ............................................................................ 111
Table 64: LOCATION OF PROPOSED TOILETS ....................................................................................... 112
Table 65: ANALYSIS OF UNIT RATES ........................................................................................................... 115
Table 66: ESTIMATE ABSTRACT ..................................................................................................................... 117
Table 67: FEATURES OF EXISTING ROAD ................................................................................................ 119
Table 68: PHYSICAL PACKAGING OF THE PROJECT ......................................................................... 120
Table 69: DETAILS OF TOLL PLAZA .............................................................................................................. 120
Table 70: TRAFFIC TOLLABLE.......................................................................................................................... 120
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Table 71: TARRIF OF TOLL PLAZA ................................................................................................................. 122

Table 72: KEY BUSINESS ASSUMPTIONS 4 LANING OF REFERRED PROJECT HIGHWAY
............................................................................................................................................................................................. 122
Table 73 : PROJECT COST DETAILS (FIGURES IN CRORES) WITHOUT GRANT .............. 125
Table 74 : PROJECT COST DETAILS (FIGURES IN CRORES) WITH 40% GRANT.............. 125
Table 75: IDC CALCULATION ............................................................................................................................ 125
Table 76: MEANS OF FINANCE FOR REFERRED PROJECT HIGHWAY .................................. 126
Table 77: TRAFFIC FIGURES AT TOLL PLAZA ........................................................................................ 127
Table 78: TOLL RATES ........................................................................................................................................... 127
Table 79: TOLL REVENUE ................................................................................................................................... 128
Table 80: OPERATIONAL EXPENDITURE FOR FIRST FIVE YEAR ............................................ 128
Table 81: CASH FLOW ............................................................................................................................................ 129
Table 82: PROFIT LOSS ......................................................................................................................................... 130
Table 83: REQUIRED CLEARANCES ............................................................................................................. 135
Table 84: APPLICABILITY OF ENVIRONMENTAL REGULATIONS ............................................ 139
Table 85: LANDUSE PATTERN IN IMPHAL WEST DISTRICT........................................................ 143
Table 86: LANDUSE PATTERN IN BISHNUPUR DISTRICT............................................................. 143
Table 87: REQUIREMENT OF ADDITIONAL LAND (NON FOREST) .......................................... 195
Table 88: PROJECT AFFETED STRUCTURES .......................................................................................... 196
Table 89: TREES ALONG THE PROJECT CORRIDOR ......................................................................... 197
Table 90: DETAILS OF AFFECTED UTILITIES ........................................................................................ 200
Table 91: LIST SIGNS TO BEPROVIDED ALONG THE PROJECT CORRIDOR....................... 213
xi
for 4 Laning of Imphal-Moirang Road on NH 150 LIST OF FIGURES
List of Figures
Figure 1: Typical Cross-section for Open Area.................................................................................................. 5

Figure 2: Typical Cross-section for Urban Section ......................................................................................... 5
Figure 3: ROAD DEVELOPMENT PLAN ......................................................................................................... 16
Figure 4: ORGANOGRAM OF NATIONAL HIGHWAYS & INFRASTRUCTURE
DEVELOPMENT CORPORATION LIMITED ............................................................................................... 20
Figure 5: CLIMATE GRAPH OF IMPHAL WEST ........................................................................................ 25
Figure 6: LOCATION MAP OF IMPHAL-MOIRANG ROAD ................................................................. 27
Figure 7: ROAD CONDITION ................................................................................................................................ 37
Figure 8: CONDITION OF ROAD STRETCH ................................................................................................ 38
Figure 9: IOCL DEPOT AT THE START OF THE PROJECT ROAD .................................................. 40
Figure 10: GREEN TUNNEL ALONG THE ROAD NEAR BISHNUPUR ......................................... 41
Figure 11: END OF MOIRANG TOWN .............................................................................................................. 41
Figure 12: BOTH SIDE UTILITY ALONG THE ROAD.............................................................................. 42
Figure 13: TYPICAL CROSS-SECTION FOR 4 LANE (OPEN AREA) ............................................... 48
Figure 14: TYPICAL CROSS-SECTION FOR 4 LANE (URBAN AREA) ............................................ 48
Figure 15: INDEX MAP................................................................................................................................................. 54
Figure 16: STARTING OF PROJECT ROAD AT KM 454/780............................................................... 57
Figure 17: ENDING OF PROJECT ROAD AT KM 418/000 ................................................................... 57
Figure 18: INDIAN PEACE MEMORIAL AT KM 446/200 ..................................................................... 57
Figure 19: ROUGHNESS VALUE ......................................................................................................................... 64
Figure 20: OVERLAY CALCULATION ..................................................................................................................... 68
Figure 21: TRAFFIC COUNT STATIONS ......................................................................................................... 76
Figure 22 : HOURLY VARIATION OF TRAFFIC AT BOTH THE LOCATIONS .......................... 79
Figure 23: DAILY VARIATION OF TRAFFIC ................................................................................................ 79
Figure 24: VEHICLE COMPOSITION CHART AT BISHNUPUR (429/300 KM) ....................... 80
Figure 25VEHICLE COMPOSITION CHART AT MOIRANG (421/000 KM) ............................... 81
Figure 26: PROJECT ROAD WITH HOMOGENEOUS SECTIONS ................................................... 81
Figure 27: PROPOSED BYPASS FOR BISHNUPUR TOWN ................................................................ 100
Figure 28: PROPOSED BYPASS FOR LOKTAK POWER CHANNEL ............................................. 100
Figure 29: BBD DEFLERCTION GRAPH .............................................................................................................. 102
Figure 30: ELEMENT OF TRAFFIC CONTROL ZONE .......................................................................... 204
Figure 31: TRAFFIC SIGNS USED FOR CONSTRUCTION ZONE ................................................... 205
Figure 32: PLACEMENTS OF SIGN ................................................................................................................. 206
Figure 33: TRAFFIC DEVICES USED IN CONSTRUCTION ZONES .............................................. 206
Figure 34: FLAGMEN AT CONSTRUCTION ZONE................................................................................. 206
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for 4 Laning of Imphal-Moirang Road on NH 150 LIST OF FIGURES
Figure 35: TRAFFIC CONTROL BY STOP/GO BOARDS ...................................................................... 207

Figure 36: TRAFFIC CONTROL BY PORTABLE TRAFFIC SIGNALS ............................................ 207
Figure 37: ROAD MARKINGS FOR STOP SIGNS ..................................................................................... 210
Figure 38: OBJECT MARKINGS TO BE PROVIDED AT PROJECT SITE .................................... 210
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for 4 Laning of Imphal-Moirang Road on NH 150 ACRONYMS
Acronyms
GOM : Government of Manipur
MORTH : Ministry of Road Transport & Highway
NHAI : National Highway Authority of India
AASHTO : American Association of State Highway and Official
MoEF : Ministry of Environment and Forest
IRC : Indian Road Congress
BIS : Bureau of Indian Standards
EPC : Engineering Procurement Contract
PPP : Public Private Partnership
DBFOT : Design, Build Finance Operate & Transfer
ToR : Term of Reference
QAP : Quality Assurance Plan
LiDAR : Light Detection and Ranging
GPS : Global Positioning System
TS : Total Station
DTM : Digital Terrain Model
BMS : Bench Mark Stations
ESAL : Equivalent Standard Axle Load
VDF : Vehicle Damage Factor
MSA : Million Standard Axle
AADT : Average Annual Daily Traffic
ADT : Annual Daily Traffic
TVC : Total Vehicle Count
OD : Origin-Destination
PCU : Passenger Car Unit
GSDP : Gross State Domestic Product
CBR : California Bearing Ratio
OMC : Optimum Moisture Content
DCPT : Direct Cone Penetration Test
BBD : Benkelman Beam Deflection
BOQ : Bill of Quantities
SOR : Schedule of Rates
GAD : General Arrangement Drawing
ROW : Right of Way
ROB : Railway Over Bridge
RUB : Railway Under Bridge
CPBC : Central State Pollution Control Board
SPBC : State Pollution Control Board
HFL : High Flood Level
LWL : Low water Level
LTL : Low Tide Level
HTL : High Tide Level
dB : Decibel
R&R : Resettlement & Rehabilitations
TPC : Total Project Cost
IRR : Internal Rate of Return
FY : Financial Year
WDV : Written Down Value Method
VGF : Viability Gap Funding
COD : Commercial Operations Date
xiv
EXECUTIVE
SUMMARY
for 4 Laning of Imphal-Moirang Road on NH 150 EXECUTIVE SUMMARY
Executive Summary
0.1 BACKGROUND
NHIDCL has been assigned to rehabilitate and upgrade the existing NH 150 from Imphal to
Moirang and NH 202 from Ukhrul to Jessami in the state of Manipur.
National Highway and Infrastructure Development Corporation has appointed M/s SM
Consultants as consultant for carrying out the feasibility study and preparation of detailed project
report of the project highway.
 Imphal-Moirang Road on NH-150

 Ukhrul-Jessami Road on NH-202
The road under consideration for the present submission is Imphal to Moirang on NH 150 in the
state of Manipur. The length of the project road is 36.78 kms.
The present submission is for Feasibility Report in line with the terms of reference.
0.2 INVESTIGATIONS AND EVALUATIONS

Feasibility Study was carried out and the report evaluates Financial Viability in terms of Financial
Internal Rate of Return (IRR) of the homogeneous road sections for optimum upgrading. The
above evaluation has been based on various surveys and investigations carried out during the
course of the study and these include traffic, topography, pavement condition, inventory and
condition of road/structures and material investigations. Special attention has been given to
maximize the use of existing pavement and available land and use of local resources. Beside, due
care is also taken to ensure use of modern construction technology to achieve the desired quality
and performance requirements and attain the intended level of service for the next 25 years.
0.3 PROJECT DEVELOPMENT DESCRIPTION

0.3.1. General
The project road starts from 454/780 km on NH 150 near IOCL Depot, Malom and ends on
Thronglaobi at 418/000 km. The road lies partly in the district of West Imphal and Bishnupur of
Manipur. The length of the road is 36.78 km. The road passes through the settlements of Imphal,
Nambol, Bishnupur, Ningthoukhong, and Moirang. The entire road lies in plain terrain with fair
to poor condition.
The project stretch has a dual lane configuration with earthen shoulders.
0.3.2. Need for the road

This area of Imphal is not only a cultural zone but also political and commercial capital of the
state. All the important centres/offices such as Kangla, Mapal Kangjeibung, Governor's residence
cum office, secretariat, CM's Bungalow, housing quarters for MLAs, judges, state Assembly and all
2
banks are located within the 3 km radius of this area. Imphal being the capital city, is the heart of
all activities within the state of Manipur. The legendary Loktak lake of Manipur is said to be largest
fresh water lake in the entire North East which attracts tourists from the around the country. The
lake, moreover, has an intrinsic influence on the economy of communities who inhabit the
surroundings of the lake by its natural produce like fish and other varieties of vegetables from
the greenery around the lake. Traffic is expected to boost up due to the above reasons.
0.3.3 Traffic Volume

The summary of the average daily traffic for the project stretch is given in table 1. The count was
made at 2 locations for the two homogeneous stretches in the month of April 2017.
Table 1: TRAFFIC DATA SUMMARY
Location Km 429/300 (HS 1) Km 421/000 (HS 2)

Car, jeep, Van, Light Motor Vehicle 6223 4430
Light Commercial vehicle 427 445
Bus 209 171
2 Axle truck 221 218
Multi axle truck 28 30
Toll-able ADT 7108 5294
Non Toll-able ADT 6833 5598
Total ADT 13941 10892
0.3.4 Traffic Projected

The traffic projected for the project stretch with 9.26% traffic growth rate has been tabulated
below.
Table 2: Traffic Growth trend basing on Vehicle Registration
As on 31st March
Type of Vehicles
2011* 2012* 2013* 2014*
Bus 2045 2666 2677 2700
Truck 10577 10809 12530 12633
M/M Bus 660 1064 1104 1331
Car 17100 19388 22962 23938
Jeep 11440 13109 13443 13803
Tractors 2547 2190 2298 2317
Taxi 1526 1994 2477 2582
Others+Trailers 1383 706 1274 2272
Total Vehicle Sale 47278 51926 58765 61576
Growth Rate 9.83% 13.17% 4.78%
Average Growth Rate of Vehicles 9.26%
3
Table 3: PROJECTED TRAFFIC FOR 15 YEARS
Projected Year Total Vehicles Total PCU

2017 12418 11517
2018 13568 12583
2019 14824 13748
2020 16197 15021
2021 17697 16412
2022 19336 17932
2023 21126 19592
2024 23082 21407
2025 25220 23389
2026 27555 25554
2027 30107 27920
2028 32895 30506
2029 35941 33331
2030 39269 36417
2031 42906 39789
2032 46879 43474
2033 51220 47499
2034 55963 51898
2035 61145 56704
0.3.5. Proposed Development plan

 The development scheme is as follows:
Table 4: DEVELOPMENT SCHEME
Existing km
Sl.No. TCS Description
From to
1 454/780 449/800
4 lane divided carriageway with 1.5 m
2 448/000 436/500
Typical Cross paved shoulders, 2 m earthen shoulders,
3 435/000 430/800
Section -1 4 m median with earthen drain, avenue
4 429/200 421/400 plantation and utility corridor of 2m
5 420/000 418/000
6 449/800 448/000 4 lane divided carriageway with 1.5 m
7 436/500 435/000 Typical Cross paved shoulders, 1.5 m median with 1.5
8 430/800 429/200 Section -2 covered concrete drain cum footpath
9 and utility cum parking space

421/400 420/000
4
Figure 1: Typical Cross-section for Open Area
Figure 2: Typical Cross-section for Urban Section

The project area near Bishnupur Market and Loktak Power Channel are the most crowded place
with less RoW available. It was proposed to be bypassed to avoid land acquisition and dismantling
of structures in the draft feasibility report. As per discussion with NHIDCL on submission of draft
feasibility report, the proposal was declined for the following points
i. The road is planned for development with 45 m ROW for the full road. It is noticed that
the road in built up areas can be developed with 30 m ROW due to the presence of
structures on both sides. The road has been finalized to be developed with 30 m ROW.
ii. As per the MoRT&H guidelines, the RoW for built-up sections was restricted to 30 m and
the Bishnupur Bypass would cost more than minor dismantling required to clear up the
proposed RoW.
5
iii. For the bypass proposed for the Loktak Power Channel, the proposed alignment passes
through a deep valley on the right hand side of the bridge which is not feasible in
comparison of constructing new 2 lane bridge alongside the Loktak Power Channel
Bridge.
 The pavement crust designed for widening with 20 msa and 8% CBR is as follows
Table 5: DETAIL OF PAVEMENT DEVELOPMENT
Design CBR of Viscosity

Proposed pavement
Chainage from and to traffic subgrade grade of
thickness
(MSA) (%) bitumen
454/780-418/000 km 20 MSA 8% VG 10 570 mm
 The average characteristic deflection values to be used for design purposes have been
worked from BBD survey. The thickness is deduced from Fig 9 of IRC 81-1997 in terms of
bituminous macadam construction. However to match with the new pavement thickness,
overlay thickness proposed are presented in table below.
Table 6: DETAIL OF PAVEMENT OVERLAY

Chainage from Design traffic Characteristic DBM
Proposed overlay
and to (MSA) deflection overlay
0/00-26/150 20 MSA 1.23 mm 80 mm 120 mm
 The road has 149 junctions out of which 1 are major intersections which has been
upgraded to at grade priority controlled intersection with project highway.
 The road has 15 minor bridges. The development proposal for the bridge are as follows
Table 7: DEVELOPMENT PROPOSAL FOR BRIDGES

Sl. No. Type Recommendation Nos.
Reconstruction 1
1 Minor Bridge Retain 1
Widening 13
 There are 112 nos. of culverts on the project road of which 58 are proposed for
reconstruction and 54 are proposed for widening. The summary of the culverts are as
follows
Table 8: PROPOSAL FOR CULVERTS

1 HPC Reconstruction to RCC Box 10
Reconstruction to Minor Bridge 3
Reconstruction to RCC Box 43
2 Slab
Reconstruction 1
Widening 51
6
Retain 0
3 RCC Box Widening 3
4 Syphon Reconstruction to RCC Box 1
Reconstruction 1
Widening 13
 26 nos. of bus bays have been provided along the project road
0.4 TOLL STRATEGY

The tentative location for toll plaza has been proposed at the following locations.
Table 9: DETAILS OF TOLL PLAZA
Location Section Remarks
418/000 km to 454/780 In between Bishnupur and Nachou

Chainage 433/300 km
km Panthong
The toll gates have been planned in open areas with lesser height of embankment for construction
of the toll gate at normal elevation. The gates have been placed 2 kms away from the villages/
cities.
As per the toll policy all the structures and bypasses costing more than ₹ 10 crores need to be
charged separately at the toll rates specified in the policy.
0.5 PUBLIC UTILITIES

All most all kinds of utility services that can be located along roads are present in the entire
project road stretch including crossings these services need to be reallocated. Some services are
just located at the edge of the shoulder and some at the toe.
0.5.1 Electric Lines

The electric poles are very close at few locations and generally located on the edge of the right of
way. The electric lines are close to project highway in the town/village areas.
0.5.2 Fibre Optic Cable

Fibre Optic Cable is present along the project road on either side.
0.5.3 Impact
An important part of the later detailed design will be to fully determine impacts and design, in
conjunction with utility companies, the diversions or strengthening or crossing (via pipe
crossings to be provided under the roadwork contract) locations and works. It is also very
important to note that in “urban” road projects service relocations are an important part of the
preplanning, both on the actual work [definition and phasing] and especially on the material
7
procurement side, as in simplistic terms one cannot relocate power lines, telephone lines and
waterlines with at least a reasonable amount of cable, pipes and fittings already in stock and
immediately available. It should be noted that there may be additional land requirements
identified in the final design as the available ROW is insufficient to accommodate the moving of
utility services and the tree planting proposals.
0.6. PROJECT COST

The project cost on above items has been worked out based on development proposal of the
project corridor. Total Cost of the Project as assessed at this stage is given below.
Table 10: COST ESTMATE OF PROJECT ROAD

GENERAL ABSTRACT
SL. NO TYPE OF WORK AMOUNT
1 Road Work 2139594745.17
2 Drain 93709563.33
3 Utility Corrider 1175494375.39
4 Median Drain 7640003.50
5 C.D Works
i) Box Culvert 235498380.01
ii) Minor Bridge 407182175.97
iii) Slab Culvert 137983954.21
6 Toe Wall 44130603.74
7 Retaining Wall 21948350.48
8 Major Junction 5180974.02
9 T/Y Junction 19510382.89
10 Bus Bay and Bus Shelter 87637986.05
11 Way-Side Amenity Centre (WAC) 13477672.00
12 Toll Plaza 67034124.44
13 Overhead Sign Board 2374892.36
14 Toilet Block (8 nos @ 15 lakhs)-L.S 12000000.00
15 Street Lighting (Built-up Section @Rs. 1600-2450 nos.) 3920000.00
Sub Total 4474318183.56

Adding 5% Excalation for Year 2017-18 223715909.18
Shifting of water supply line & tubewell & Relocation 5000000.00
Shifting of Electrical Poles,Transformer & Relocation 10000000.00
TOTAL 4713034092.74
SAY Rs. 471.30
CRORES
8
0.7. RESULTS OF FINANCIAL ANALYSIS

Based on the financial analysis carried out for the road, the project is not viable under PPP mode
and can be taken up in EPC mode of implementation. The total operational expenditure will not
be met from the toll collected. The traffic is very less with the majority of the traffic being non
toll-able. Hence, PPP mode is not feasible.
9
INTRODUCTION
for 4 Laning of Imphal-Moirang Road on NH 150 CHAPTER 1
Chapter 1: Introduction
1.1 BACKGROUND
Roads are one of the single most important development demands from the NE States. Density of
roads in NER is far less than the national average. NER Vision 2020 and XIth Five Year Plan also
emphasise criticality of expansion, maintenance and improvement of the road network at all
levels from NH to rural roads and even porter tracks to provide the essential basis for trade and
economic development. Even though the road network per capita is significantly higher in NER
related to the rest of the country, the road length per unit area is low. Therefore, construction of
roads at all levels in NER is of the highest priority to the Central and State Governments. A massive
programme of road construction and improvement has been taken up by the Government for NER
from different sources.
In this backdrop, Ministry of Road Transport and Highways has initiated mega road development
programmes in the North East states for
 Upgrading the National Highways connecting state capitals to 2/4 lane configuration
 To provide connectivity to all 88 District Head quarter towns of NER by at least 2 lane
road
 Improve roads of strategic importance in border areas
 Improve connectivity to neighbouring countries
As a part of this endeavour, the Authority has decided to undertake four laning/two laning of the
following roads through EPC mode.
National Highways and Infrastructure Development Corporation, a fully owned company of the
Ministry of Road Transport & Highways promotes surveys, establishes, designs, builds, operates,
maintains and upgrades National Highways and Strategic Roads including interconnecting roads
in parts of the country which share international boundaries with neighbouring countries.
NHIDCL has been assigned to rehabilitate and upgrade the existing NH 150 from Imphal to
Moirang and NH 202 from Ukhrul to Jessami in the state of Manipur.
National Highway and Infrastructure Development Corporation has appointed M/s SM
Consultants as consultant for carrying out the feasibility study and preparation of detailed project
report of the project highway.
 Imphal-Moirang Road on NH-150

 Ukhrul-Jessami Road on NH-202
The road under consideration for the present submission is Imphal to Moirang on NH 150 in the
state of Manipur. The length of the project road is 36.78 kms.
11
1.2 PROJECT DESCRIPTION
National Highway 150 (NH 150) is an Indian National Highway entirely within the state of
Manipur, Mizoram, and Nagaland. In Manipur it covers a length of 523 Km, in Mizoram 141 Km
and in Nagaland 36 Km.
National Highway 150 or (NH 150) is a National Highway that links the Aizwal to the town of
Kohima It runs for a distance of 700 km (430 mi). It passes through: Aizwal - Churachandpur -
Imphal - Ukhrul - Jessami – Kohima.
The stretch under consideration is Imphal (463/00 km) to Moirang (418/00 km ) in the state of
Manipur. The road stretch is important as Imphal is the state capital and the road connects the
areas of Churachandpur and Mizoram state. The existing road is two lane in configuration with
earthen shoulders. The road connects to the Imphal airport which is the only international airport
in Manipur and Loktak lake which is a famous sightseeing location for the residents of North
Eastern states. The road has a great potential to promote the socio-economic development. Thus
development of these roads will also provide scope to entrepreneurs to explore the growth
opportunities.
The project stretch has already been upgraded to six lane with paved shoulders configuration
from 463/000 km to 462/100 km, eight lane configuration with paved shoulder from 462/100
km to 459/900 km, four lane configuration with earthen shoulder from 459/900 km to 454/780
km.
1.3 COMMENCEMENT
The work for Consultancy services for preparation of feasibility study and detailed project report
for four laning with paved shoulder improvement of road connecting Imphal to Moirang has been
awarded to consultant vide letter no.: NHIDCL / DPR / IM&UJ / MANIPUR / 2016.
The consultancy service has various systematic steps to prepare the detailed project report of
Project Highway. In the first step, the Inception Report with Quality Assurance Plan was
submitted to provide an overview of the project site, the mobilisation process to take up the work
and the assurance of the work to be carried out for the consultancy service. The second phase
includes the feasibility report and the last phase requires submitting the detailed project report.
The following reports is to be submitted in consonance with the terms of reference:
 Draft Inception Report including QAP 21 days from signing of agreement

 Inception Report including QAP 30 days from signing of agreement
 Draft Feasibility Report 120 days from signing of agreement
 Feasibility Report 180 days from signing of agreement
12
 Draft DPR 210 days from signing of agreement

 Final DPR 240 days from signing of agreement
 LA plan, MoEF Clearances, Irrigation 270 days from signing of agreement
The present submission is for the Final feasibility Report of the project road Imphal-Moirang.
1.4 PROJECT OBJECTIVE

The main objectives of the consultancy service will focus on establishing technical, financial
viability of the project and prepare detailed project reports for rehabilitation/ upgradation/
construction of the existing road to four lane NH with paved shoulder configuration with the
following points to be ensured.
 Ensure Enhanced safety of the traffic, the road users and people living close to the Highway
 Ensure enhanced operational efficiency of the highway
 Ensure fulfilment of the access needs of the local population
 Ensure minimal adverse impact on the road users and the local population due to
construction
 Minimal additional acquisition of land
 Formulation of up-gradation to four lane
 Provide technical assistance including designing and cost estimation
 Superior operation and maintenance enabling enhanced operational efficiency of the Project
Highway.
1.5 SCOPE OF WORK

The study includes all field works and detailed engineering studies for the widening and
improvement of the existing road to four lane carriageway. The scope of services as detailed in
TOR is as follows:
 As far as possible, the widening/improvement work to four lane with paved shoulders shall
be within the existing right of way avoiding land acquisition, except for locations having
inadequate width and where provisions of short bypasses, service roads, alignment
corrections, improvement of intersections are considered necessary and practicable and cost
effective. However bypass proposals should also be considered, wherever in urban areas,
improvement to four lane of the existing road is not possible. The Consultant shall furnish
land acquisition details as per revenue records/maps for further processing of land
acquisition in case we require extra land exceeding RoW. Consultant will also submit 3a, 3A
and 3D draft notification for acquisition of land. Scope of services includes all activities up to
completion of the Land Acquisition process till 3G Notification as per LA Act of acquisition of
land either under NH Act or State Act, as applicable.
13
 The Consultant shall study the possible locations and design of toll plaza. Wayside amenities
required on tolled highway shall also be planned. The local and slow traffic may need
segregation from the main traffic and provision of service roads and fencing may be
considered, wherever necessary to improve efficiency and safety.
 The general scope of services is given in the sections that follow. However, the entire scope
of services would, inter-alia, include the items mentioned in the Letter of Invitation and the
TOR. The Consultant will also make suitable proposals for widening/improvement of the
existing road to four lane with paved shoulder etc. and strengthening of the carriageways, as
required at the appropriate time to maintain the level of service over the design period. The
Consultants shall prepare documents for EPC contracts for each DPR assignment.
 All ready to implement ‘good for tender drawings and designs’ shall be prepared.
 Environmental Impact Assessment, Environmental Management Plan and Rehabilitation and
Resettlement Studies shall be carried out by the Consultant meeting the requirements of the
lending agencies like ADB/ World Bank/JICA, etc.
 Preparation of the Bid Documents, based on the feasibility report, due to exigency of the
project for execution if desired by NHIDCL.
 Consultant shall obtain all types of necessary clearances required for implementation of the
project on the ground from the concerned agencies. The client shall provide the necessary
supporting letters and any official fees as per the demand note issued by such concerned
agencies from whom the clearances are being sought to enable implementation.
 The Consultant shall prepare documents for the chosen mode of implementation on EPC after
studying various options like BOT, Annuity and EPC.
 The Consultant shall prepare the bid documents including required schedules as per EPC
mode. For that, it is suggested that Consultant should also go through the EPC documents of
ministry before bidding the project. The Consultant shall assist the NHIDCL and its Financial
Consultant and the Legal Adviser by furnishing clarifications as required for the financial
appraisal and legal scrutiny of the project highway and bid documents.
The scope of consultancy service as set out in the TOR includes the following major tasks:
 Traffic surveys and demand assessment

 Engineering surveys and investigations of the project
 Location and layout of toll plaza
 Location and layout of truck lay byes.
 Location and layout of bus bays and bus shelters
 Identification of possible improvements in the existing alignment (horizontal & vertical)
and bypassing congested locations with alternatives, evaluation of different alternatives
14
with comparison on techno-economic and other considerations, and recommendations

regarding the most appropriate option
 inventory and condition surveys for the road
 Social impact assessment
 Environmental impact assessment
 Inventory and condition surveys for bridges, cross drainage structures and drainage
provisions.
 Detailed topographic surveys using total stations
 Pavement investigations
 subgrade, subsoil characteristics and strength;
 Identification of sources of construction materials;
 Preliminary design of road, cross drainage and other structures, bypasses if necessary,
preparation of GAD.
 Identification of the type and the design of intersections
 Design of complete drainage system and disposal point for storm water
 Value analysis / value engineering and project costing;
 Economic and financial analysis;
 Contract packaging and implementation schedule;
 Preparation of strip plans indicating the scheme for carriageway widening, location of all
existing utility services (both over and underground) and the scheme for their relocation,
trees to be felled and planted and land acquisition requirements including schedule for
LA;
 Reports documents and drawings;
 Financial viability of project and financing options like BOT, Annuity, SPV;
 Preparation of Feasibility cum preliminary project report, cost estimate, approved for
construction drawings, rate analysis, detailed bill of quantities, bid documents for
execution of civil works through budgeting resources on BOT basis.
 Design of toll plaza and identification of their numbers and location and office cum
residential complex including working drawings;
 Design of weighing stations, parking areas and rest areas as required;
 Any other user oriented facility enroute toll facility;
 Tie-in of on-going / sanctioned works of MOSRT&H /NHAI/ other agencies;
 Preparation of social plans for the project affected people as per policy of the lending
agencies/ Govt. of India R & R Policy.
15
The Consultant shall be guided in its assignment by the Model Agreement for Engineering,
Procurement and Constructions (EPC) and the Manual of Specifications and Standards for four
lane of highways through Engineering, Procurement and Constructions (EPC) published by
IRC:SP: 84(the “Manuals”) along with relevant IRC codes for design of long bridges and other
features.
Figure 3: ROAD DEVELOPMENT PLAN
1.6 DELIVERABLES AS PER RFP FOR FINAL FEASIBILITY REPORT

As per contract agreement clause no 10.3, the following deliverables needs to be submitted in the
feasibility stage:
1. Main report - Submitted
2. Technical specifications - Submitted
3. Rate Analysis - Submitted
4. Cost Estimates - Submitted
5. Bill of Quantities - Submitted
6. Civil work Contract agreement - The project is found not viable under PPP mode and shall
be carried out in EPC mode. Therefore the civil contract documents in PPP mode is not
being submitted and civil contract documents of EPC mode shall be submitted under Stage
– 3 as mentioned in TOR clause no 10.7. x.
7. Strip plan and clearances: - Submitted
1.7 STRUCTURE OF THE REPORT

Volume I: Main Report
Chapter 1: Introduction
16
Chapter 2: Overview of NHIDCL Organisation & Project Financing

Chapter 3: Project Corridor
Chapter 4: Preliminary Design & Design Standards
Chapter 5: Surveys and Investigations
Chapter 6: Traffic Survey, Analysis & Forecast
Chapter 7: Improvement & Engineering Proposals
Chapter 8: Cost Analysis
Chapter 9: Financial Analysis
Chapter 10: Environmental Impact Assessment
Chapter 11: Social Impact Assessment
Chapter 12: Traffic Operation & Safety Plans
APPENDICES
Volume II: Technical Specification
Volume III: Rate Analysis
Volume IV: Cost Estimates
Volume V: Bill of Quantities
Volume VI: Drawings
Volume VII: Strip Plan
A. Utility Shifting Plan
B. Widening Scheme
17
OVERVIEW OF
NHIDCL & PROJECT
FINANCING
Chapter 2: Overview of NHIDCL &

Project Financing
2.1 GENERAL
Roads are the lifeline of the people of the state as the only means of transport for the state is the
surfaced communication and road link in the accessible terrains. As such road has a special
importance as vital infrastructure for economic development of the state. High priority is given
in the plans and programme for construction of roads to develop the economy. The National
Highways in the northern states connect to the neighbouring states and is the lifeline of any
economy. Road is an important infrastructure component to promote development and growth.
In the absence of adequate internal rail linkages to far –flung areas, roads are the major means of
transportation in India.
Manipur has a total National Highway stretch of 959 kms presently out of which NH 150 covers a
stretch of 523 kms in the state of Manipur. The NH 202 is a newly declared national highway.
Apart from this, four National Highway pass through the state of Manipur namely NH 39, NH 53,
NH 150 and NH 155. In the cities and adjoining villages, light motor vehicle serve the requirement
of local transport.
National Highway 150, with a highway network of 700 km runs from Seling in Mizoram through
Tipaimukh – Imphal – Ukhrul - Jessami in Manipur and terminates at a junction with NH-53 in
Kohima in Nagaland. The National Highway 202 is a highway network of 290 km starting from
Imphal in Manipur to Mokokchung in Nagaland.
2.2 OBJECTIVE OF NHIDCL

National Highway and Infrastructure Development Corporation is a company which promotes,
surveys, establishes, designs, builds, operates, maintains and upgrades National Highways and
Strategic Roads including interconnecting roads in parts of the country which share international
boundaries with neighbouring countries. The regional connectivity so enhanced would promote
cross border trade and commerce and help safeguard India’s international borders. An
approximate aggregate length of 10,000 kms has been identified to begin with for development
through this company.
2.3 ORGANISATION OF NHIDCL

NHIDCL is company fully owned by the Ministry of Road Transport & Highways, Government of
India. The department’s activities are under the supervision of Chairman, NHIDCL and Managing
Director, NHIDCL.
19
Figure 4: ORGANOGRAM OF NATIONAL HIGHWAYS & INFRASTRUCTURE

DEVELOPMENT CORPORATION LIMITED
2.3 PROJECT FINANCING OPTIONS

Traditionally, financing for development of National Highways in India was from the budgetary
resources of the Government of India. In order to augment the available resources, loans have
also been raised from multilateral agencies like World Bank, Asian Development Bank (ADB) and
Japan Bank of International Cooperation (JBIC).
Presently the development and maintenance of national Highways is financed by following

modes:
20
1. Government’s general budgetary sources

2. Dedicated accruals under the Central Road Fund (by levy of cess on fuel)
3. Lending by international institutions:
a. World bank
b. ADB
c. JBIC
4. Private funding under PPP frameworks:
a. Build Operate and Transfer/ Design Build Finance Operate and transfer (DBFOT)-
Investment by private firm and return through levy and retention of user fee
b. Build Operate and Transfer (Annuity) – BOT (Annuity) Investment by private firm and
return through semi-annual payments from NHAI as per bid.
c. SPV (with equity participation by NHAI)
d. Market borrowings
NHAI also has a provision for providing grant up-to 40% of the project cost to make projects
commercially viable. However, the quantum of grant is decided on a case to case basis and
typically constitutes the bid parameter in BOT projects generally not viable based on toll revenues
alone. The disbursement of such grant is subject to provisions of the project concession
agreements. NHAI projects, with higher traffic volumes, have also been bid out on Negative Grant.
However, under the revised MCA, projects under BOT/ DBFOT framework have also been
awarded on a revenue share basis, where the bidder offering the highest revenue share (subject
to technical qualification) is awarded the project.
2.4 MODE OF IMPLEMENTATION

The present policy of the Government is deciding mode of implementation of projects on BOT
(Toll), BOT (Annuity) and Item rate / EPC contract basis following a water-fall sequence. This
results into lot of delays in implementation of projects. It is, therefore, desirable that based upon
the project report, the Government may decide the mode of implementation of the projects
upfront.
2.5 COST RECOVERY MECHANISM

Evaluation of Proposed alternatives plans is the most critical process. Evaluation is required to
evaluate the best out of alternative plans. Having known costs and benefits of a scheme/project,
a method is used to arrive at justification in economic terms. Various methods are employed to
determine the rate of return from a project cost. The method of Internal Rate of Return Method
is a suitable method which produces a long term rate of return and discounts all future benefits
to equal the initial investment. This method is used to determine the economic viability.
21
The mode of recovery of the cost will be through the tolling process. The Road Pricing and rate of
user fee should be fixed purely on the basis of the benefits accruing to the users on account of up
gradation of the facility as compared the facility existing before. The Government may also
consider undertaking a sound cost allocation study of providing and maintaining roads due to
cars, buses and trucks.
22
PROJECT
CORRIDOR
Chapter 3: Project Corridor

3.1 GENERAL
Manipur is a state in north eastern India, with the city of Imphal as its capital. It is bounded
by Nagaland to the north, Mizoram to the south, and Assam to the west, Burma (Myanmar) lies to
its east. The state covers an area of 22,327 square kilometres (8,621 sq mi) and has a population
of almost 3 million inhabitants.
The project road stretch from Imphal to Moirang of NH 150 lies in the flat terrain and passes
through many built up areas.
3.2 ECONOMY OF MANIPUR

The 2012–2013 gross state domestic product of Manipur at market prices was about 10,188
crore. Its economy is primarily agriculture, forestry, cottage and trade driven. Manipur acts as
India's "Gateway to the East" through Moreh and Tamu towns, the land route for trade between
India and Burma and other Southeast Asian countries. Manipur has the highest number of
handicrafts units and the highest number of crafts persons in the north eastern region of India.
The project road come under the influence of two districts of Manipur i.e., Imphal West and
Bishnupur. A brief view of the areas is presented below so that we can overview the effects that
the various features of the district are likely to influence the project roads.
3.3 IMPHAL WEST DISTRICT

The city of Imphal is the capital of the Indian state of Manipur. The Imphal West District has two
categories of land forms, namely valley plains which constitute the major portion of the district
and foot hills. It is a tiny plain at the centre of Manipur surrounded by Plains of other districts.
Imphal City, the State Capital is the nodal functional centre of this District. It is surrounded by
Senapati District on the north, on the east by Imphal East and Thoubal districts, on the south by
Thoubal and Bishnupur Districts, and on the west by Senapati and Bishnupur Districts. The plain
valley land at the periphery of the Loktak Lake is low lying and its major portion is inundated
since the commissioning of the Loktak hydro-electric project.
 Soil
The valley area of Imphal West district is fertile and is mainly made up of alluvial soil of recent
origin. However the soils are acidic with pH ranging between 4.5 to 6.8 rich in organic carbon.
The texture of soil varies from sandy to loam to clayey. The availability of Nitrogen is not in
proportion of the reserve Nitrogen due to low rate of mineralization and crop nitrogenous highly
responsive to Nitrogen and Phosphorus fertilizers. Initially, factors such as soil parent material,
rainfall, and type of vegetation are the major determinants of soil acidity. Soil acidity problems
are increasing in areas of Imphal West District because of continuous cropping and use of
24
acidifying fertilizers. On the other hand though soils of Imphal West have moderate phosphorus
as soil reserve, this is practically of no use to plants, as it is present in fixed or insoluble forms due
to soil acidity. It also renders supplied phosphorus into insoluble form within a short period of
time. All phosphorus ions either as primary orthophosphate ions or as secondary phosphate ions
are subjected to fixation with hydroxides of Aluminium and Iron. In hills, where soils are rich in
organic matter, the availability of phosphorus is comparatively better which is mainly due to
microbial activity.
 Climate & Rainfall
Imphal West district receives an annual rainfall of 1592.4 mm (1998-2009) and maximum rainfall
is received during the months of May to October. The relative humidity ranges from 45.72 to
93.21. The minimum and maximum temperatures are 4.90C and 29.50C respectively. A light
winter shower during the month of December is common and provides much needed moisture
requirement to the rabi crops. However the rainfall distribution had become irregular though
total annual rainfall remains more or less the same and floods and droughts are more frequent.
Figure 5: CLIMATE GRAPH OF IMPHAL WEST
 Industries
Manipur is rich in natural resources but due to difficult terrain, inadequate infrastructural
facilities and varying climatic conditions, the state could not develop much in the industrial sector
of its economy. In the initial stage, Govt. policy in the state was one of revival and revitalization of
the traditional handlooms and handicrafts of the local habitats. At present, there is no industries
worth mentioning except traditional oriented ones such as khadi and village industries,
handlooms and handicrafts. Manipur continue to remain an industrially backward state. The
25
contribution of the manufacturing sector to the total gross state domestic product at current
prices is found to be 4.15 percent according to the advance estimates for the year 2013-14.
Keeping in mind the trend of industrial development and the present local conditions of the state
and in consonance with industrial policy of the Government of India, the Govt. of Manipur in its
policy announcement of 1990, has decided to focus attention to the small scale and agro-based
industries without discouraging the medium and large-scale industries. It is expected to serve the
objective of employment generation and dispersal of industries in rural and urban areas.
 River
Main rivers draining Imphal west plain are Imphal River, Nambul River and their tributaries. The
Nambul River is made up of a number of small streams on its upper course. The course of the
river is short and its outlet falls on Loktak Lake. This river passes through Imphal Municipality
area dividing its area into almost two equal halves. This river serves as the main discharging
drainage of Imphal Bazar area and its surroundings. During rainy season, swift flowing of water
directed to it from its tributaries can't be contained in it. As a result, breaking of its river bunds
causing water logging in the low lying area is of regular feature.
 Agriculture:
The district is endowed with a rich variety of vegetation. The prevailing climatic conditions are
favourable for growing a wide range of herbs, shrubs, and also flowering and non-flowering trees.
In addition, a variety of medicinal plants are also grown in the district. Few important varieties
of non-fruit bearing trees, fruit bearing trees, etc. of worth mentioning are Bamboos, Pepals,
Kaubila, Eucalyptus, Amla, Parkia etc.
3.4 BISHNUPUR
Moirang is a city and a municipal council in Bishnupur district in the Indian state of Manipur. It is
the largest tourist town in Bishnupur District. Moirang is a town situated 45 km south from the
state capital Imphal, Manipur.
 Demographics
It has an area of 269 km² with a population of 62,187 (BPL Survey) in 67 villages.
 Geography
Moirang is located at 24.5°N 93.77°E. It has an average elevation of 766 metres (2513 feet).
 Transport
Moirang is well connected by Imphal and Churachandpur through NH 150. Moirang-Kumbi and
Moirang-Thanga are the other important district roads which connected to Moirang town.
26
3.5 DETAILS OF ROAD

Reconnaissance of the project road section was undertaken in the month of January and February
2017 and its salient features are described in the subsequent para.
Table 11: DETAILS OF PROJECT ROADS
Chainage (Km)
Section Terrain Type Location District
From To
Imphal to Imphal West &
Road 1 418/000 454/780 Plain
Moirang Bishnupur
The below figure shows the location map of the project road.
Figure 6: LOCATION MAP OF IMPHAL-MOIRANG ROAD
3.6 GENERAL OVERVIEW OF PROJECT HIGHWAY

The Project Road under consideration is a part of National Highway 150 of total length 700 km,
starting from Imphal to Moirang passing through Meitram, Nambol, Oinam, Bishnupur, Phubala,
Moirang junction and Thronglaobi in the state of Manipur. The project highway starts at existing
chainage of 454/780 km of NH 150 and ends at existing chainage 418/000 km near Moirang in
the state of Manipur, thus covering a stretch of 36.78 km. The existing road is of dual lane
configuration with earthen shoulders. The road passes through plain terrain. The land use
pattern seen along the corridor is mostly built-up and cultivation land. The Right of way of the
project corridor varies from 10 m to 20 m as per information collected from the concerned
authority.
27
Table 12: EXISTING STRUCTURES/FEATURES OF ROAD 1
Sl.No. Features Description

1 Major Bridge Nil
2 Minor Bridge 15
3 ROB Nil
4 RUB Nil
5 Flyover Nil
6 Grade Separated Structures Nil
7 Service Roads Nil
8 Culverts 112
9 Median Nil
10 Roadside Drains 1.4 km
11 Junctions 149
12 At Grade Railway Crossings Nil
13 Road Boundary Stones Adequate
14 Road Sign Boards Adequate
15 Bus Bays Nil
16 Truck Lay Bye Nil
17 Bus Stops 22
3.7 SETTLEMENTS ALONG HIGHWAY

A part of the total population of the towns is settled on both side of the road or local roads
connecting it. At some stretches where water logging problem prevails. The land-use pattern in
the project road is mainly built-up and cultivation type.
Table 13: DETAILS OF VILLAGES & TOWNS ALONG THE PROJECT ROAD
Sl No. Chainage Villages

From (km) To (km) Name
1 453/700 454/780 Malom
2 448/400 449/900 Nambol
3 444/100 444/700 Oinam
4 442/680 443/250 Yummam Khunou
5 441/400 442/320 Keinou Thong kha
6 437/300 438/200 Joypur Khunou
7 434/250 436/500 Bishnupur
8 432/900 433/110 Nachou
9 431/900 432/370 Potsangbam
28
Sl No. Chainage Villages

From (km) To (km) Name
10 431/100 431/200 Upokpi
11 430/300 430/800 Toubokpi
12 429/300 430/200 Ningthoukhong
13 426/800 427/600 Thingungei
14 425/140 425/900 Phubala
15 424/180 425/090 Shunusiphai
17 422/280 423/700 Naranseina
18 421/790 422/100 Thamnapokpi
19 419/950 421/600 MoirangLamkei
20 418/000 418/500 Thronglaibi
3.8 JUNCTIONS ALONG HIGHWAY

There are a total of 149 junctions. Out of these junctions, 54 are left side road junctions, 53 right
side road junctions, 12 staggered junctions and 9 cross road junction.
Table 14: DETAILS OF JUNCTIONS FOR PROJECT ROAD
Sl. No. Location Type of Junction Connecting places

1 454/485 Y (L) Malom
2 453/700 Y (R) Bamdiar
3 453/490 Y (L) Meitram
4 453/102 Y (L) Meitram
L-Kadampakpi Lamkhai
5 452/620 Staggered
R- Baombira
6 451/875 Y (L) Utlou
7 451/590 Y (R) Bamdiar
8 450/990 Y (L) Utlou Koubila Makhong
Phoijng
9 450/120 Cross Road
Makha
10 449/433 Y (R) Nambol-Heigrujam Road
11 449/430 Y (L) Phadibi Road
12 449/345 T (L) Laitonjam
13 449/237 Y (L)
14 449/015 Y (L)
15 448/980 Y (L)
16 448/840 Y (L) Leimapokapam
18 448/750 Y (R) Laishram Sanoi Shopping Complex
29

19 448/710 Y (L)
20 448/630 Y (R)
21 448/077 Y (L)
22 448/040 Y (L) Maibam Chengmang
24 447/870 T (R) Maibam Chengmang
25 447/420 Y (L) Sabal Leikai
26 446/150 Y (L) Maibam Ching
L-Naoram
28 445/500 Staggered
R-Leimaram
29 445/020 Y (L) Naoram
30 444/790 Y (L) Naoram
31 444/505 Y (R) Kangphoi
32 444/400 Y (L) Oinam Village
34 444/275 Y (R) Irengbam
35 443/092 Y (L) Village Road
36 442/950 Staggered Yumnam Khunou
37 442/260 Y (R) Awang Leikai Leirak
38 442/140 Y (R) Bungte Chiru
41 441/760 Y (L) Keinou Thonkha
44 440/790 Y (R) Ngaikhang Khumsu
45 439/745 Y (R) Tera Urak Industria Estate
46 438/905 Y (L) Ngakchroupokpi
47 438/200 Y (R) Joypur
48 438/975 Y (R) Chingdong
L-Ngaikhong Khollen
R-Chindong
53 437/340 Y (R) Chingdong, sangai
54 436/965 Y (R) District Statistical Office
55 436/765 Y (R)
30

56 436/650 Y (R) Zilla sainik Board
57 436/570 Y (R) Block Resource Center
58 436/420 Y (R) Lokoipat
59 436/230 Y (R) Bishnupur Forest Division
L-NagiKhoung Khaulen
R-Bishnupur
61 436/070 Staggered L/R-Bishnupur
62 436/005 Y (R) Bishnupur
L-Tabul
R-Thanikhun
64 435/895 Y (L) Tabul
65 435/870 Y (R) Thanikhun
L-Tabul
R-Thanikhun
67 435/690 Y (L) Bishnupur
68 435/375 Cross Road L/R-Bishnupur Ward o-7
69 435/210 Y (L) Khoijuman
70 435/134 Y (l) Bishnupur Ward No 5
71 435/030 Y (R) Bishnupur Ward No 6
Lamianghupi
72 434/800 Y(R)
Bishnupur Ward No 12
73 434/600 Y(L) Khoijuman Khunou
74 434/320 Y(R) Koman
75 434/250 Y(R) Khasantipur
76 433/100 Cross Road Nachou Mamano
77 432/965 Y(L) Nachou Panthong
L-Nachou
R-Potshangban
80 432/135 Y(L) Nachou
81 432/090 Y(R) Potshangban Maning Leikai
82 431/950 Y(L) Joypur
L-Popikhon
R-Popikhon
84 430/300 Y(R) Loktak Project Road
85 430/200 Y(L) Loktak Lake
86 430/110 Y(R) Ningthoukhong Village
87 430/015 Y(L) Ningthoukhong Village
31

L- Ningthoukhong Ward No-6
R- Ningthoukhong Ward No-3
94 428/810 Staggered L/R-Khakhinou
95 428/550 Y(L) Ningthunkhong
96 427/550 Y(L) Potshongbam
98 427/215 Y(R) Thenungei
99 427/095 Y(R) Thingpui
100 427/070 Y(L) Thenungei Makha Lejkai
102 425/890 T(L) Phubala Village
103 425/700 Y(L) Phubala Village
105 425/350 Staggered Phubala Village
106 425/200 Cross Road Phubala Village
108 424/850 Y(R) Sunusipahi Village
112 424/470 Y(R) Hill Station
113 423/160 Cross Road Naren Shena Village
114 423/140 Y(L) Naren Shena Village
L-Thamnapokpi
R-Khoirentak Khunou
116 422/570 Y(R) Thamnapokpi
119 422/000 Y(R) Ngangkhalawai
120 421/510 Y(R) Khousabung
121 421/000 Y Moirang Junction
122 420/820 Y(L) Panshang Leikai
123 420/550 Y(R) Okshongbam Leikai
126 420/250 Y(R) Okshongbung Village
127 420/150 Y(L) Moirang Village
32

L-Kumbhi Village
R-Monghang Village
3.9 EXISTING STRUCTURES

The list of existing Highway structures such as major bridge, minor bridge, culverts, vehicular
under/overpass, ROB, RUB, grade separators, Flyovers, cattle pass, pedestrian underpass etc. are
listed in Tables as below:
Table 15: SUMMARY OF EXISTING STRUCTURES
Sl.No. Features Description

1 Major Bridge Nil
2 Minor Bridge 15
3 ROB Nil
4 RUB Nil
5 Flyover Nil
6 Grade Separated Structures Nil
7 Culverts 112
8 Arch Culverts Nil
9 Cattle Underpass Nil
10 Pedestrian Underpass Nil
Table 16: LIST OF EXISTING MINOR BRIDGES
S. Existing Type of structure
Chainage Span
N width PROPOSAL
(km) Arrangement Foundatio Super structure
o (m) n
CONCENTRIC
1 417.940 7.5 1 X 8.0 Open RCC SLAB
WIDENING
421.000 11.2 1 X 8.0 CONCENTRIC
2 Open RCC SLAB
WIDENING
423.150 7.5 1 X 8.0 CONCENTRIC

3 Open RCC SLAB
WIDENING
424.490 7.8 1 X 7.5 CONCENTRIC

4 Open RCC SLAB
WIDENING
429.500 17.25 1 X 6.1 CONCENTRIC

5 Open RCC SLAB
WIDENING
430.250 8.0 6 X 8.0 CONCENTRIC

6 Open RCC SLAB
WIDENING
432.100 7.7 2 X 9.37 CONCENTRIC

7 Open RCC SLAB
WIDENING
432.950 8.0 1 X 6.0 CONCENTRIC

8 Open RCC SLAB
WIDENING
435.160 7.6 6 X 6.8 CONCENTRIC

9 Open RCC SLAB
WIDENING
438.860 17.2 2 X 3.2 CONCENTRIC

10 Open RCC SLAB
WIDENING
33
443.160 11.43 1 X5.7 CONCENTRIC

11 Open RCC SLAB
WIDENING
448.700 10.7 3 X7.4 CONCENTRIC

12 Open RCC SLAB
WIDENING
450.610 7.88 3 X4.2 CONCENTRIC

13 Open RCC SLAB
WIDENING
14 454.390 7.1 1 X6.0 Open RCC SLAB RECONSTRUCTION
15 454.790 33.18 1 X6.0 Open RCC SLAB RETAIN
Table 17: LIST OF EXISTING CULVERTS

Type of Structures
Sl No. Chainage Span
(Pipe, Slab, Box, Arch)
1 418.660 SLAB 1 X 1.3
2 418.840 SLAB 1 X 3.0
3 418.850 SLAB 1 X 3.0
4 419.000 SLAB 1 X 2.5
5 419.170 SLAB 1 X 2.5
6 419.650 SLAB 1 X 0.9
7 420.600 SLAB 1 X 1.5
8 421.235 SLAB 1 X 1.9
9 421.530 SLAB 1 X 3.5
10 421.680 SLAB 1 X 1.5
11 421.965 SLAB 1 X 1.1
12 422.270 SLAB 1 X 1.5
13 422.550 SLAB 1 X 2.8
14 422.690 SLAB 1 X 1.4
15 422.900 SLAB 1 X 1.5
16 423.660 SLAB 1 X 1.5
17 423.770 SLAB 1 X 1.5
18 424.035 SLAB 1 X 2.0
19 424.180 SLAB 1 X 1.0
20 424.260 HUME PIPE 1 X 0.6
21 424.650 SLAB 1 X 1.0
22 424.850 SLAB 1 X 1.3
23 424.900 HUME PIPE 1 X 0.3
24 425.025 SLAB 1 X 0.9
25 425.295 SLAB 1 X 1.5
26 425.630 SLAB 1 X 4.0
27 426.320 SLAB 1 X 0.9
28 426.410 SLAB 1 X 1.5
29 426.640 SLAB 1 X 1.5
30 426.760 SLAB 1 X 1.0
34
Type of Structures
31 427.190 HUME PIPE 1 X 0.9
32 427.415 SLAB 1 X 1.5
33 427.550 SLAB 1 X 1.0
34 427.795 SLAB 1 X 1.0
35 427.850 SLAB 1 X 1.0
36 427.960 SLAB 1 X 3.0
37 428.320 SLAB 1 X 1.0
38 428.720 SLAB 1 X 1.0
39 428.970 SLAB 1 X 1.2
40 429.140 SLAB 1 X 2.7
41 429.715 SLAB 1 X 2.8
42 429.850 SLAB 1 X 0.6
43 430.415 HUME PIPE 1 X 1.2
44 430.805 SLAB 1 X 1.2
45 430.945 SLAB 1 X 1.0
46 431.370 SLAB 1 X 1.0
47 431.630 SLAB 1 X 1.0
48 431.725 SLAB 1 X 1.7
49 432.360 SLAB 1 X 1.5
50 432.810 SLAB 1 X 1.5
51 433.100 SLAB 1 X 3.0
52 433.180 RCC BOX 1 X 1.4
53 433.500 RCC BOX 1 X 4.0
54 433.900 RCC BOX 1 X 1.3
55 434.850 HUME PIPE 1 X 0.9
56 435.010 SLAB 2 X 2.6
57 435.510 SLAB 1 X 1.5
58 435.790 SLAB 1 X 0.5
59 735.885 SLAB 1 X 1.5
60 436.060 SLAB 1 X2.0
61 436.190 SLAB 1 X3.0
62 436.370 HUME PIPE 1 X 0.6
63 436.410 SLAB 1 X3.5
64 436.825 SLAB 1 X 1.5
65 436.990 SLAB 1 X0.9
66 437.320 SLAB 1 X4.0
67 437.540 SLAB 1 X0.8
68 438.040 SLAB 1 X0.6
35
Type of Structures
69 438.190 SLAB 1 X1.0
70 438.240 SLAB 1 X1.5
71 438.580 SLAB 1 X1.8
72 438.750 SLAB 1 X2.0
73 438.810 HUME PIPE 1 X 0.6
74 439.005 HUME PIPE 1 X 0.6
75 439.235 SLAB 1 X2.8
76 439.350 SLAB 1 X1.0
77 439.470 HUME PIPE 1 X 0.6
78 439.700 SLAB 1 X0.8
79 439.735 SLAB 1 X3.7
80 439.970 SLAB 1 X1.0
81 440.165 SLAB 1 X4.5
82 440.800 SLAB 1 X1.5
83 440.970 SLAB 1 X0.3
84 441.200 SLAB 1 X1.5
85 441.380 SLAB 1 X1.5
86 441.750 SLAB 1 X5.0
87 442.000 SLAB 1 X2.0
88 442.265 SLAB 1 X0.9
89 442.420 SLAB 1 X1.0
90 442.700 SLAB 1 X1.8
91 443.370 SLAB 1 X1.5
92 443.765 SLAB 1 X1.5
93 443.960 SLAB 1 X1.5
94 444.500 SLAB 1 X1.5
95 444.800 SLAB 1 X3.5
96 445.490 SLAB 1 X1.5
97 445.750 SLAB 1 X1.5
98 445.925 SLAB 1 X1.5
99 446.320 SLAB 1 X1.8
100 446.725 HUME PIPE 1 X 0.6
101 447.420 SYPHON 1 X 0.6
102 447.555 SLAB 1 X2.0
103 447.870 SLAB 1 X4.0
104 448.080 SLAB 1 X2.0
105 448.420 SLAB 1 X4.0
106 448.970 SLAB 1 X5.0
36
Type of Structures
107 449.670 SLAB 1 X1.5
108 450.145 SLAB 1 X2.5
109 451.260 SLAB 1 X1.0
110 451.350 SLAB 1 X1.0
111 453.060 SLAB 1 X3.0
112 454.025 SLAB 1 X3.0
3.10 EXISTING CARRIAGEWAY AND PAVEMENT

The existing road configuration between Imphal and Moirang is uniform two lane carriageway
with varying width of earthen shoulders.
The surface of the carriageway is bituminous and the surface of shoulders is unpaved. Generally
the condition of the pavement is poor. The details of the road condition is shown below in the
chart in fig 5.
Figure 7: ROAD CONDITION
ROAD CONDITION
VERY POOR
8%
GOOD
20%
POOR
17%
FAIR
55%
GOOD FAIR POOR VERY POOR
The detail road condition is shown in the figures below.
37
Figure 8: CONDITION OF ROAD STRETCH
A) ALLIGATOR CRACKS B) RUTTING & PATCHING
C) PATCHING D) EDGE BREAK
3.11. ALIGNMENT
The horizontal alignment between Imphal to Moirang is generally smooth except at Moirang
Junction, Bishnupur & Loktak Power Channel. The said section mainly passes through plain
terrain in most of its length and cater to the design speed of 80 km/hr. Most of the curves are
smooth except one sharp curve at Moirang Junction which heads towards Churachandpur.
Table 18: Insufficient Geometry
Sl. No. Chainage Remark
1 421/000 Moirang Junction (Market Limits)
The existing road has 38 nos of curves.

3.12. OTHER EXISTING STRUCTURES
The list of other structures like school, colleges, other educational institutions, Petrol Pump,
hospital & police station is listed below.
Table 19: LIST OF OTHER IMPROTANT STRUCTURES ALONG THE COARRIDOR
38
Sl No Location LHS/RHS Details

1 419/750 RHS St Xavier’s School, Moirang
2 420/200 RHS Theibi Quality Okshongbung English School Moirang
3 420/400 LHS Ohshojngbung, Binachandra High School
4 421/020 LHS Multipurpose SCC School
5 421/200 LHS Mirang Police Station
6 421/400 RHS DIET
7 421/800 LHS Indian Oil Petrol Pump
8 422/050 LHS Advance Public School
9 422/560 RHS Thamnapokpi UP School
10 423/675 LHS Ereima English Academy
11 424/500 RHS Sunusiphai UP School
12 424/970 LHS Career Foundation Academy, Manipur
13 425/170 LHS Primary Health Center, Phubala
14 425/470 RHS Gandhi Memorial English School
15 426/525 LHS Thenungei Primary Hospital
16 426/850 LHS Impetus School
17 427/130 RHS Thenungei UP School
18 428/328 LHS Kritika Higher Secondary School
19 429/500 LHS Police Station
20 430/782 LHS School
21 432/677 RHS Stanford Phaoton School
22 434/100 LHS Indian Oil
23 434/210 RHS L P School
24 434/863 RHS Police Station, Bishnupur
25 435/100 LHS Bishnupur Junior High School
26 435/250 RHS/LHS Bishnupur Public School
27 435/700 LHS Paramount School Bishnupur
28 436/200 RHS Bishnupur Hospital
29 436/850 RHS Leprosy Society
30 437/200 RHS Chief Medical Office
31 437/940 LHS Joypur Khounu UP School
32 441/730 LHS Keinou Girls UP School
33 441/850 LHS Golap Primary School
34 442/910 LHS YUmnam Khounu High School
35 444/750 RHS Oinam Government High School
36 444/820 LHS Royal Academy of Law
37 444/880 RHS The Thambal Marik College, Oinam
38 445/000 LHS Oinam Girls High School
39 445/100 LHS Naorem, The Comprehensive School
40 445/230 RHS Brighter English Academy Oinam
41 447/300 LHS Maibam Changmang P.S
42 448/000 RHS Special Higher Secondary School
39
Sl No Location LHS/RHS Details

43 449/226 LHS The Nambol Leiren Girls Higher Secondary School
44 449/300 LHS Public Health Clinic
45 449/500 LHS Nambol Police Station
46 449/550 LHS Utlou Chaoba Petrol Pump
47 451/830 LHS Utlou High School
48 454/630 LHS Integrated Manipur Academy
49 454/800 RHS Indian Oil Depot
The list of existing bus stop structures are provided in the table below.
Table 20: LIST OF EXISTING BUS SHED ALONG THE PROJECT CORRIDOR
Sl. No Location LHS/RHS Sl. No Location LHS/RHS

1 420/145 LHS 12 442/300 LHS
2 422/045 LHS 13 442/915 RHS
3 422/565 RHS 14 443/330 RHS
4 423/130 LHS 15 446/195 RHS
5 423/650 LHS 16 447/400 LHS
6 425/210 RHS 17 449/415 LHS
7 425/365 RHS 18 450/995 LHS
8 426/870 RHS 19 452/595 RHS
9 427/220 RHS 20 453/100 LHS
10 430/330 RHS 21 453/485 LHS
11 432/000 RHS 22 454/450 RHS
Figure 9: IOCL DEPOT AT THE START OF THE PROJECT ROAD
40
Figure 10: GREEN TUNNEL ALONG THE ROAD NEAR BISHNUPUR
Figure 11: END OF MOIRANG TOWN
41
Figure 12: BOTH SIDE UTILITY ALONG THE ROAD
42
PRELIMINARY DESIGN
AND DESIGN
STANDARDS
Chapter 4: Preliminary Design and

Design Standards
4.1 GENERAL
The primary purpose of this assignment is to Study the “Feasibility for Four laning/Two laning
with paved shoulders configuration of two National Highways of Manipur namely NH 150 and NH
202”. The scope of Consultancy Service covers all aspects of Project preparation activities of
proposed improvements. These improvements will consist of widening and strengthening of
pavement with all ancillaries such as the improvements of cross section elements, sight distance
consideration, horizontal curvature, gradients, intersection and geometries; widening/
strengthening/ reconstruction of culverts and bridges; drainage; location of toll plazas, bypasses,
junction improvements etc at reasonable cost to provide optimum efficiency in track operation
and maximum safety.
4.2 GOAL & OBJECTIVES

The aim is to provide maximum safety in the design of the highway geometry, pavement,
shoulders, embankments and other pertinent components for an uninterrupted flow of through
traffic along the project stretch with the provision of:
1. Bypasses, where appropriate

2. Road junctions for cross traffic at appropriate locations.
4.3 HIGHWAY DESIGN STANDARDS

The formulation of the design standards is required in order to avoid any inconsistency in design
from one section to the other and provide desired level of service and safety. For this project, it is
proposed to follow design standards given in the IRC codes, guidelines and special publications.
IRC SP 84 2014 “Four laning of highways through Public Private Partnership”.
4.4 APPROACH
While designing improvement works it is aimed at providing maximum safety to the road users.
Accordingly, the highway geometrics, carriageway widths, and other pertinent components have
been proposed for an uninterrupted and smooth flow of traffic along the project corridor.
4.5 DESIGN STANDARDS

The geometric design standards outlined below have been followed for the horizontal alignment
and vertical profile. The design standards of all the elements of a highway corridor can be grouped
into the following categories as given in Table below.
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Table 21: DESIGN STANDARDS FOLLOWED

DESIGN ELEMENTS
Sl no Category Design element

Design service volume standards
1 Design capacity
Design capacity standards
Cross sectional elements
Sight distance
2 Geometric Design
Horizontal curves
Vertical curves
3 Pavement design CBR, Traffic, Structural strength
Underpass
Grade separators and Cross
4 Flyover/ ROBs
drainage structures
Bridges and culverts
At grade intersections
5 Intersections and interchanges Grade separated intersections
Acceleration and deacceleration
Side slopes
6 Slope protection
Slope protection
7 Drainage system Longitudinal, cross drainage
Guard rails & safety barriers
Traffic signals
8 Safety measures
Road signage & pavement markings
Footpaths and sidewalks
4.6 CAPACITY STANDARDS AND WIDTH OF CARRIAGEWAY

Based on IRC SP 84-2014, the width of carriageway is decided based on the following “Projected
Traffic Volume” as on the date of commencement of the Project.
Table 22: CAPACITY STANDARDS FOR 4-LANE HIGHWAYS
DEISGN SERVICE VOLUME IN PCU PER DAY

TERRAIN
LOS ‘B’ LOS ‘C’
Plain & Rolling 40,000 60,000
Mountainous & Steep 20,000 30,000
4.7 SIGHT DISTANCE
It is necessary that sight distance of sufficient length is available to permit drivers enough time
and distance to control their vehicles to avoid accidents for safety on roads. The desirable values
of sight distance shall be adopted throughout whereas possible.
Two types of sight distances are considered in design of plain roads which are:
45
 Stopping sight distance which is the clear distance ahead needed by a driver to see, analyse,
and react on seeing an obstacle.
 Intermediate sight distance
The values of both sight distances and criteria for measurement are given in tables
Table 23: STOPPING AND INTERMEDIATE SIGHT DISTANCE
DESIGN VALUES- METERS

SPEED
STOPPING SIGHT DISTANCE INTERMEDIATE SIGHT DISTANCE
40 45 90
60 90 180
80 130 260
100 180 360
Table 24: CRITERIA TO MEASURE SIGHT DISTANCE
SL. NO. SIGHT DISTANCE DRIVER’S EYE HEIGHT HEIGHT OF OBJECT

1 Safe Stopping Distance 1.2m 0.15m
2 Intermediate Sight Distance 1.2m 1.2m
The stopping sight distance is the absolute minimum in case of hill roads and shall be ensured
regardless of any considerations while designing the road. However, intermediate sight distance
shall be tried to achieve while designing the road geometries. Overtaking sight distance shall be
considered for the road stretches in plain terrain.
4.8 VERTICAL PROFILE

The Profile of the Project Corridor has been finalized on the basis of DTM data collected during
the topographic survey. In addition to the standards and guidelines set in this chapter, there are
other considerations to finalize the vertical profiles, which are presented below:
 Minimum distance between two PVIs (Point of Vertical Intersection) is 150m.

 Minimum longitudinal gradient is 0.5%, for longitudinal drainage for Kerbed Pavements.
 Minimum length of a vertical curve is 30m.
 Minimum K (rate of change of vertical curvature) value as 75 for the summit curve and 45
for valley curve.
4.9 CROSS SECTIONAL ELEMENTS

4.9.1 Carriage Way
The project stretch has undivided carriageway of 7 m with 1.5 m to 2 m of eathen shoulders. The
road seems to be in fair condition. Paved shoulder seems to be missing throughout the stretch.
Lined drain of 1.4 km in total was seen along this stretch.
46
Widening from 2-lane to 4 lane with with paved shoulders has been proposed for throughout the
Project Highway as per provisions of 4-lane sections for urban stretches given in Manual of
Standards for 4- laning Highways, IRC: SP 84:2014.
4.9.2 Shoulders
It is proposed to provide 1.5 m wide paved shoulders plus 2.0 m wide earthen shoulder (Total 3.5
m wide) for 4 lane divided carriageway.
4.9.3 Turfing
All earthen slopes have been treated with turfing. The turfing helps to control erosion of the
earthen slopes and facilitates the drainage process. The provison of turfing shall be provided as
per Four Laning Manual and MORT&H.
4.9.4 Drainage
Requirements for provision of drains as per guidelines of IRC: SP: 50-2013 and IRC: SP: 42-2014
has been checked. Imphal and other adjoining areas of Manipur witness flash floods in the rainy
seasons. The HFL of adjoining ground is near to Sub grade level. Moreover, the embankements
are very low. Considering a very heavy annual average rainfall and history of flooding in past
years, the existing drainage provisions has been found insufficient. All the sections with Built-up
area is provided with Concrete covered drain cum foot path, in open area earthen drain is
provided.
Table 25: LENGTH & CHAINAGE OF DRAIN PROVIDED
CHAINAGES
SL NO LENGTH TYPE
From To
1 454/780 449/800 4980 Earthen Drain
2 449/800 448/000 1800 Concrete Drain
3 448/000 436/500 11500 Earthen Drain
4 436/500 435/000 1500 Concrete Drain
7 435/000 430/800 4200 Earthen Drain
8 430/800 430/200 400 Concrete Drain
9 430/200 429/200 1000 Concrete Drain
10 429/200 421/400 7800 Earthen Drain
11 421/400 420/000 1400 Concrete Drain
12 420/000 418/000 2000 Earthen Drain
4.8.5 Access Control in Rural Highways

As the entire stretch is proposed to have divided carriageway. The sufficient gaps in median at
important at grade intersection and other locations have been proposed in 4-lane divided
carriageway section of the road.
47
As per NH standards, in open areas the median openings should be provided at 2 km intervals
and in urban areas the openings are at 500 m interval and at junctions.
4.8.6 Standard Typical Cross-section

Figure 13: TYPICAL CROSS-SECTION FOR 4 LANE (OPEN AREA)
Figure 14: TYPICAL CROSS-SECTION FOR 4 LANE (URBAN AREA)
4.9 EMBANKMENT DESIGN

The design and construction of the road in emabankment and in cuttingshall be carried out in
accordance with Section 300 of MORTH Specifications and the requirement and standards and
specifications given in section 4 of the Manual. The specifications mainly comprises of following
points discussed in next paragraph.
The height of the embankment has been decided on the basis of final road levels. The road level
of the new four lane carriageway is raised to maintain the bottom level of subgrade atlest 1 m
48
above the high flood level in case of flooded zones. In the locations where no section is getting
overtopped, top of subgrade shall be atleast 0.5 m above the ground level.
While embankments less than 3 m is proposed to be turfed, stone pitching has been proposed for
embankment having height more than 3 m and sections having slope in water logging areas or
being submerged.
4.10 PAVEMENT DESIGN

Designs for new pavement and overlays have been done in accordance with IRC requirements.
The preliminary designs are carried out on the basis of sub grade 4 day soaked CBR. The design
of new flexible pavement has been carried out as per IRC: 37-2012 on projected MSA for 20 years
of design period. Flexible overlays have been carried out as per IRC: 81-1998 for 10 years of
design period. The crust component of the paved shoulder has been kept matching with the main
carriageway crust. The design of new Rigid pavement (if any) will be based on IRC: 58 -2015.
The new flexible pavement structure shall comprise of Bituminous Concrete wearing course on
bituminous base course of Dense Bituminous Macadam (DBM). Below the bituminous layers, a
Granular base with well-graded aggregates in the form of Wet Mix Macadam (WMM) base has
been laid on top of GSB layer.
The flexible pavement shall be designed for a minimum design period of 15 years or operation
period, whichever is more.
Alternative strategies or combination of initial design, strengthening and maintenance can be

developed by the concessionaire to provide the specified level of pavement performance over the
operation period. The minimum design requirements shall include:
i) The thickness of sub-base and base of pavement section is designed for a minimum
design period of 15 years or the operation period, whichever is more and the initial
bituminous surfacing for a minimum design period of 10 years.
ii) The pavement shall be strengthened by bituminous overlay as and when required to
extend the pavement life to full operation period. The thickness of bituminous overlay
shall be determined on the basis of relevant IRC codes.
4.11 CROSS DRAINAGE STRUCTURES

Drainage structures basically comprise of Major bridges, Minor bridges and culverts. The sections
of the culverts and bridges have been planned as per sections of IRC SP 73:2015. For efficient
drainage system for the entire Project Highway including structures, directions contained in
Clause 309 of MORTH Specifications, IRC: SP: 42, IRC: SP: 50 and IRC: SP: 90 as relevant shall be
followed.
49
4.12 INTERSECTIONS
At-grade intersections have been designed according to IRC: SP: 41 ‘Guidelines for the Design of
At-grade Intersections in Rural and Urban Areas’
4.13 DRAINAGE SYSTEM

The road passes through built-7up area, cultivation area and moderate rainfall conditions, hence
in order to ensure no pooling of water at any time on the highway proper camber for carriageway
and shoulder has been proposed.
Table 26: SLOPE FOR CAMBER

Element Recommended slope
Lanes and shoulders with Bituminous Concrete Surfacing 2.5%
Lanes and shoulders with Cement Concrete Surfacing 2%
Cross slope in Granular shoulders 3%
4.14 ROAD AND TRAFFIC SIGNS

4.14.1 Signage Plans
Proper signing and striping (delineation) are very critical for the safety and guidance of a driver.
Signage plans showing the guide signs, and regulating signs at all appropriate locations have been
developed. Guide signs showing the locations of and distance to all major crossings, towns and
villages have been installed at the appropriate locations. Regulatory signs, including the speed
limit sign, toll signs and signs for traffic have been installed at appropriate locations. The signs
have been reflector type so that they can be seen easily in the dark. Also, the guide signs at major
junctions have been illuminated type and have been mounted on poles so that they can be easily
seen. The lettering size used for designing the signs and location of signpost has been based on
the proposed design speed and clear visibility. The material specified for manufacturing signs has
been based on international standards. Use of reflectors has been made, so that the lanes are
clearly visible at nighttime. Different reflectors have been used for the medians striping and the
lane striping so that the opposite traffic can be properly guided.
4.14.2 Road Signs

All road signs are proposed to be provided conforming to standards of “Code of Practice for Road
Signs” (IRC: 67-2012) and “New Traffic Signs” (IRC: SP: 31-1992) Latest type of reflective and
fluorescent sign boards, in appropriate sizes, have been installed. The signs are broadly
categorized as below:
i. Mandatory/Regulatory Signs: These signs are mostly for giving instructions and are
mostly circular generally red and blue colors and sign shown in black or white.
ii. Cautionary/Warning Signs: They are mostly triangular with red border and black sign.
50
iii. Informatory Signs: These are mostly rectangular with blue or green background and sign
in white. Advance direction sign can be mounted on steel, brass portal frame fixed across
the carriageway at a height of 5.5 m above the pavement grade at the center of roadway
and visible from a distance for the vehicles approaching.
4.15 FLORESCENT SIGNS

It is proposed to use “Florescent traffic signs” for better working conditions and safety especially
at night.
4.16 UTILITIES
Appropriate provisions are considered for various utilities e.g. Water line, gas pipes, telephone
cables, Sewerage line, electric conduits etc. along or across the Highway to prevent the road being
cut or dug at later stages, similar provision has been made along the cross-drainage works,
bridges and underpasses.
4.17 DESIGN STANDARDS FOR STRUCTURES

The detailed inventory and condition survey of the existing structure has been conducted. Based
on detailed survey the proposal for structural arrangement has been finalised. The methodology
and standards to be adopted are illustrated below
4.17.1 Materials
Concrete Grade:
Grade of concrete in various elements shall be kept as follows for moderate conditions of
exposure
Reinforcement:
Only Thermo Mechanically Treated (TMT) Fe-500 bars conforming to IS: 1786-2008 shall be used
as reinforcing steel.
Exposure Condition:
Moderate exposure conditions will be considered while designing various components of all the
structures.
Structural Steel:
All structural steel, castings and forgings, fasteners (bolts, nuts, washers and rivets), welding
consumables and wire ropes and cables shall conform to the provisions of IRC: 112 – 2011.
Bearings:
Elastomeric bearings has been proposed for simply supported superstructures. These bearings
shall be designed and supplied by the approved manufacturers. The loads and forces on the
51
bearings has been calculated to enable the manufacturer to design these bearings and these shall
conform to Cl. 2005 of MORTH's Specifications for Road & Bridge Works (5th Revision).
Expansion Joints:
The following types of expansion joints shall be adopted:
Compression expansion joints have been proposed for superstructures having movements up
to 40 mm. The compression seal type expansion joints shall conform to Cl. 2609 of MORTH's
Specifications for Road and Bridge works (5th Revision).
Miscellaneous:
 Cement concrete wearing course has been proposed over the deck slab. ·
 Drainage spouts with gratings at the top has been provided on the bridges to ensure
proper drainage of surface water. ·
 An approach slab, 3.5m long and 300mm thick, resting on the bracket taken out from the
dirt wall has been provided on both sides of the bridge resting on the 150mm thick
levelling course. The gap between the approach slab and dirt wall has been filled with
bituminous joint filler sealing compound. ·
 Weep holes has been provided behind abutment and wing wall to avoid building up of
hydrostatic pressure behind them. Weep holes has been provided 150mm, above the low
water level or bed level whichever is higher
4.18 IRC CODES

The scope of our work is limited to Preliminary Designs only. The GAD of structures based on
preliminary designs has been prepared. Following IRC/IS codes used for preliminary designs.
TABLE 27: DESIGN STANDARDS TO BE FOLLOWED
IRC:5-2015 Standard Specification & Code of practice for Road Bridges. Section –
I General Features of Design (Seventh Revision)
IRC: 6-2014 Standard Specification & Code of practice for Road Bridges. Section – II
Loads & Stresses (Fourth Revision)
IRC: 18-2000 Design Criteria for Prestressed Concrete Road Bridges (Post- Tensioned
Concrete) (Third Revision )
IRC: 21-2000 Standard Specification & Code of practice for Road Bridges. Section – III
Cement Concrete Plain & Reinforced (Second Revision)
52
IRC: 22-2015 Standard Specification & Code of practice for Road Bridges. Section – VI
Composite Construction (First Revision)
IRC: 24-2010 Standard Specification & Code of practice for Road Bridges. Section – V
Steel Road Bridges (Second Revision)
IRC: 45-1972 Recommendations for Estimating the Resistance of soil below the
maximum Scour Level in the Design of Well Foundations of Bridges.
IRC:73-1980 Geometric Design standards for Rural (Non-Urban) Highways.
IRC:78-2014 Standard Specification & Code of practice for Road Bridges. Section – VII
Foundation & Substructure (First Revision)
IRC: 83-1999 Standard Specification & Code of practice for Road Bridges. Section – IX
Bearings, Part-I Metallic Bearings (First Revision)
Bearings, Part-II Elastomeric Bearings
Bearings, Part-III POT, POT-CUM-PTTE, PIN & Metallic guide bearings.
IRC: 89-2010 Guidelines for Design & Construction of River training & control works for
road bridges.
IRC: SP:13-2004 Guidelines for the Design of small Bridges and Culverts
IRC: SP:33-1989 Guidelines on supplemental Measures for Design, Detailing & Durability of
Important Bridge Structures.
IRC: SP:35-1990 Guidelines for inspection and maintenance of Bridges
IRC: SP:37-2012 Guidelines for evaluation of load carrying capacity of Bridges.
IRC: SP:40-1993 Guidelines on Techniques for strengthening and rehabilitation of Bridges.
For items not covered in the above specifications, provisions of IS codes, Sound Engineering
practice, Technical Literatures/Papers & provision of relevant codes of other nations have been
considered.
53
4.19 PROJECT HIGHWAY DRAWINGS

4.19.1 Index Plan of Project Highway
The Index Plan of the Project Highway showing location is as below:
Figure 15: INDEX MAP
4.19.2 Horizontal and Vertical Alignment Drawings

The existing horizontal and vertical profiles of the Project Highway have been shown with
proposed design alignment drawings. These drawings are included in Volume II. The geometric
standards of the existing road are not confirming with relevant IRC standards and provisions of
“Manual of Standards” for 4-Lane Highways. The radius of circular curves and the lengths of
transition curves have been improved. To obtain optimum and accurate designs, the designs has
been developed by using Advance Software like MX-ROAD.
4.19.3 Typical Cross Sections

Depending upon the requirements of improvement in different stretches of the Project Highway
the Typical cross sections applicable to particular stretch of the road are included in Volume II.
The cross sections at every 500m for each homogeneous section and cross sections at start,
middle, end for each curve are provided in Volume II.
4.19.4 General Arrangement Drawings for Structures

The General Arrangement Drawings of the proposed new structures to be constructed are
included in Volume II.
4.19.5 Miscellaneous Drawings

The Miscellaneous Drawings for typical details of road signs, road markings, kilometre stone and
hectometre stone, standard junction, bus bay layout, toll booth, Toll Plaza layout and Overhead
Sign board details, as proposed are included in Volume II.
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SURVEY &
INVESTIGATIONS
Chapter 5: Surveys and Investigations

5.1 GENERAL
Primary consideration for feasibility study of a road is that overall cost of transportation (i.e. the
cost of initial construction, traffic operation and maintenance) be minimum without adversely
affecting the environment and society. All operations need advance planning of methodology in
logical sequence. General Scope of services covered is:
The available topographic maps, GT Sheets and photographs are being studied. Detailed
reconnaissance surveys have been done to outline the procedure for the detailed investigations
to follow. The reconnaissance study identifies:
 Topographic and physical features of the project and surrounding region including
environmental features.
 Alignment alternatives, realignment requirements and need for bypasses and grade
separators.
 Traffic pattern and homogenous links.
 Locations for conducting diverse traffic surveys.
 Preliminary inventory of pavement, carriageway type, bridges and structures,
intersections, urban/congested areas.
 Requirements for conducting supplementary investigations.
 Extent of land available and additional requirements for widening.
5.2 ROAD INVENTORY SURVEY

An inventory of the Project Road (PR) has been carried out with visual observations
supplemented with topo-survey. All existing details like terrain, land-use, surfacing type and
width, shoulder type & width, subgrade, local soil type, curve details, intersection details,
retaining structures details, location of water bodies, height of embankment or depth of cut, cross
drainage structures, road side facilities, existing utility services, general drainage conditions etc.,
were recorded. The road inventory has been referenced to the existing kilometre posts
established along the roadside. The data have been collected in sufficient detail, compiled &
presented in tabular form. The data have been stored in computer files using utility packages,
such as EXCEL etc. A detailed road inventory is presented in the Appendix.
56
Figure 16: STARTING OF PROJECT ROAD Figure 17: ENDING OF PROJECT ROAD
AT KM 454/780 AT KM 418/000
Figure 18: INDIAN PEACE MEMORIAL AT KM 446/200
The project road starts from Imphal on NH 150 at 454/780 km and ends in Thronglaibi at
chainage 418/000 km. The project road passes through plain terrain.
Generally the horizontal alignment of the Project Road is mostly in rural area flared up with
barren/ agricultural land use. In the built-up areas both residential and commercial buildings
have developed abutting the project highway. A detail of the land use pattern along the project
road is given in Road Inventory.
The detailed inventory on existing carriageway reveals that the project road stretch comprises of
dual lane carriageway with 1.5 to 2 m earthen shoulder. The details of the carriageway have been
presented in the inventory. The type of pavement is flexible.
5.2.1 Pavement/ Road Condition

Pavement Condition Survey was done for collecting the basic information of the road structure &
based on this the road can be demarcated into (i) sections of more or less equal / uniform
performance; (ii) that is classified into similar characteristics or (iii) obtain homogeneous
sections. This operation consists primarily of visual operations supplemented by simple
57
measurements for rut depth using a 3-meter straight edge. The criteria for classification of
pavement sections has been derived from IRC-81-1997 which also explains that, It is not practical
to modify the overlay design at frequent intervals; it will be preferable if the length of each section
be kept at a minimum of 1 km except in the case of localized failure or other situations requiring
closer examination where minimum length of section may be suitably fixed.
In case the pavement shows severe distress or signs of premature failure further investigation
would be necessary to ascertain the causes & design remedial measures.
5.3 TOPOGRAPHICAL SURVEY

The topographical survey has been carried out using Total Station. The five categories of surveys
are:
 Establishing of control points at 5 km intervals

 Traverse along the existing road and establishment of bench marks (BMS)
 Cross-sections at 50 m intervals and at critical locations.
 Longitudinal section levels along final centre line at 10 m in straight sections including
fixation of cardinal points with a pair of reference points.
 Collection of details of all features such as structures (Bridges) utilities, existing road
etc.
 For topographic surveys extended to a width of 30m beyond either side of the centre
line of the proposed divided carriageway or the land boundary whichever is more is
surveyed. Where existing road crosses the alignment, the survey extended to minimum
100m either side of the road centre line and will be of sufficient width to allow
improvements, including at grade intersections to be designed.
 Longitudinal and cross-sections for major and minor streams over 500 meters on both
sides of ROW and 100 meters beyond the abutments.
 Location and type of services and utilities
An open traverse could lead to cumulated errors of angles. Hence, every 5 km the traverse has
been closed to limit cumulative errors. The benchmarks have been referenced to GTS BMs of the
Survey of India. The ground cross-sections and details of features are referred to as the BMs.
Separate teams concurrently with the traverse team have carried out these tasks. The levelling
of the longitudinal section along the final centre line (FCL) and fixation of cardinal points has been
carried out.
The readings from the Total Stations have been registered using data base software and then
transferred to the survey model of the MX Road Software to prepare the DTM of the area
surveyed. The DTM and the longitudinal profile of the FCL have been computed by MX Road
software and drawn using Auto CAD on A2 size sheets showing 800 m sections (1:1500).
58
For junctions/intersections, additional areas have been surveyed (ground sections, topographical
features and utilities) as required. During this Survey, all utilities within the areas surveyed are
identified, and noted; complementary data has been collected from the competent bodies to
complete the process.
The list of PBM and TBM along the road alignment is as attached in Drawing Volume of this report.
The surveyed and finalized alignment by the Department shall be transferred to the ground as
follows:
 Reference pillar and Bench mark pillar: RCC M 15 pillars of size as mentioned in the RFP
shall be fixed on ground with a nail fixed on top at 250 spacing apart. – In our case the
alignment was not finalized during the course of submission. So, it will be part of activities
under the stage 3 process. The bench marks have been marked on permanent structures
after fixing of nails. The coordinates and levels have been noted and recorded. They shall
be transferred to pillars which shall be posted soon.
 Boundary pillars – Two numbers of bypasses were proposed in the draft feasibility stage
which have been deleted from proposal after due discussion and deliberation with Client.
Therefore, no boundary pillars in this case shall be posted.
On Going Work of Topographical Survey
5.4 TRAFFIC SURVEYS

The number and locations of traffic survey stations have been identified after reconnaissance.
The traffic Engineer has monitored and trained the surveyors to collect the required data for the
traffic calculation. Survey and count sheets are spot checked on a regular basis and data
registered in the field office. Data collected includes:
A. Secondary Data Collection
59
I. Previous Traffic Count Data
II. Statistical Information Economic Indicators
III. Seasonal Variation
IV. Accident Statistics
B. Primary Data Collection
5.4.1 Classified Traffic Volume Count Survey

Direction-wise classified traffic volume count survey are carried out for 24 hours 7 days. The
vehicle classification system is basically confined to all vehicular traffic as per Table -1 of IRC: 64
-1990. The primary data collected is analysed to bring out the hourly and daily variations and is
presented in tabular form along with a Pie Chart showing composition pattern, classified hourly
average traffic and a graphical representation of average hourly variation of the vehicles. Keeping
in view the vehicle classification system given in IRC codes the following generalized
classification system is used to record the classified volume count.
Table 28: LIST OF VEHICLES FOR CLASSIFIED VOLUME COUNT

Motorized Traffic Non-Motorized Traffic
2- Wheeler Bi Cycle
3- Wheeler Cycle- Rickshaw
Passenger Car Animal Driven Cart
Utility Vehicle Hand Cart
Bus Other Non- Motorized Vehicle
LCV
Truck – 2 Axle Rigid Chassis
Truck – 3 Axle Rigid Chassis
MAV- Semi Articulated
MAV- Articulated
All results are presented in tabular and graphical form. The survey data is analysed to bring out
the hourly and daily variations. The traffic volume count per day is averaged to show a weekly
Average Daily Traffic (ADT) by vehicle type. The Annual Average Daily Traffic (AADT) is worked
out by applying seasonal factors. The relevant traffic volume data from secondary sources is also
be compiled.
5.4.2 Traffic Demand Estimates

Traffic projections are based on sound and proven forecasting techniques. Traffic demand
estimates are such that, it will establish possible traffic growth rates in respect of all categories of
vehicles, taking into account the past trends, annual population and real per capita growth rate,
60
elasticity of transport demand in relation to income and estimated annual production increase.
The other aspects including socio-economic development plans and the land use patterns of the
region having impact on the traffic growth, the projections of vehicle manufacturing industry in
the country, development plans for the other modes of transport, O-D and commodity movement
behaviour is also be taken into account while working out the traffic demand estimates. The
traffic demand estimates is done for a further period of 15 years from completion of work.
On Going Traffic Activity Through Videography
5.5 PAVEMENT INVESTIGATIONS

5.5.1 Pavement Composition
In order to ascertain pavement composition trial pits (1m x1m in plan) were dug at every 1km
interval (staggered left & right) or at each major change in the pavement condition, whichever is
less. For each test pit the following information has been recorded.
61
Ongoing Pavement Investigation Activities
Table 29: EXISTING CRUST DETAILS

Existing Pavement Details
Subsection G.S.B (Moorum) in Average Existing Crust
W.B.M. in mm B.T in mm
mm in mm
451/000 285 160 40 485
446/000 220 140 40 400
441/000 160 200 35 395
436/000 140 230 40 410
431/000 160 220 30 410
426/000 110 240 30 380
421/000 135 230 35 400
418/000 150 250 30 430
5.5.2 Pavement Roughness

The Vehicle Mounted Bump Integrator (VMBI) which is a response-type road unevenness meter
mounted in a vehicle to monitor pavement unevenness. It records the displacement of the vehicle
chassis relative to the rear axle per unit distance travelled, usually in terms of counts/km or
62
m/km. Since each vehicle responds differently to unevenness due to its own unique springs and
shocks, as these changes over time with wear, it is necessary to calibrate each vehicle against a
standard unevenness measure.
Two runs, one on each direction of wheel path have been carried out by maintaining a running
speed of 30kmph. The Kilometre values of roughness in International Roughness Index (IRI)
observed on project road have been tabulated in Table below and graphically presented in Figure
29. Details of the survey results are present in Appendix.
Table 30: PAVEMENT ROUGHNESS VALUE

Existing Chainage
International Roughness Index (m/km)
From To
454 453 2.294914217
453 452 2.373513251
452 451 2.553095701
451 450 2.475214842
450 449 2.208068707
449 448 2.215980976
448 447 1.985040899
447 446 2.112843429
446 445 1.840032356
445 444 1.904648687
444 443 2.483016416
443 442 2.475214842
442 441 2.41269178
441 440 2.490814961
440 439 2.506403014
439 438 2.41269178
438 437 2.553095701
437 436 2.475214842
436 435 2.483016416
435 434 2.553095701
434 433 2.349967793
433 432 2.200152933
432 431 2.545320964
431 430 2.404862403
430 429 2.271269992
429 428 2.263381833
428 427 2.443978023
428 427 2.247595305
427 426 1.91270652
63
Existing Chainage
International Roughness Index (m/km)
From To
426 425 2.560867512
425 424 2.49861049
424 423 2.239696904
423 422 2.057050875
422 421 2.144643008
421 420 2.160520917
420 419 2.215980976
419 418 2.294914217
Figure 19: ROUGHNESS VALUE
3
AVERAGE IRI Value ()m/km
2.5
2
1.5
1
0.5
0
CHAINAGE KM ROUGHNESS
5.5.3 Benkelman Beam Deflection Survey

Benkelman Beam Deflection Technique is useful in evaluating the strengthening requirements of
the existing flexible road pavements. The basic principle of deflection method considers the
performance of flexible pavements which is closely related to the elastic deflection/ deformation
of pavement under the wheel loads. The amount of pavement deflection under an applied design
wheel load or its rebound deflection on removal of this load is a measure of the structural stability
of the pavement system. Larger rebound deflection indicates weaker pavement structure
indicative of strengthening and/or higher overlay thickness for the pavement.
Structural strength surveys for existing two lane pavements using Benkelman Beam Deflection
Technique were carried out in accordance with the procedure given in IRC: 81-1997 “Guidelines
for Strengthening of Flexible Road Pavements using Benkelman Beam Deflection Technique”. On
the Project Highway the BBD test has been conducted in 37 stretches, with each stretch of 1 km
length for each set of test.
64
5.5.3.1 Calculation of Deflections

To get a single value of rebound deflection from three field values (Initial, Intermediate & Final
Readings) following steps are followed:
Table 31: DEFLECTION CALCULATION STEPS

Step 1 Double the field observations (readings): Do, Di & Df are
doubled values.
This is done because the dial gauge is fixed such that distance
between probe end and fulcrum of beam is twice the distance
between fulcrum and dial gauge.
Step 2 Let Initial Reading be Do (doubled), Intermediate Reading be
Di (doubled), &Final Reading be Df (doubled) & XT & YT is
rebound deflections in mm in case 1 & 2 respectively.
Case 1 If Df - Di < 0.025mm XT = rebound deflection = 2 (Df - Do)
= twice the difference between final and initial readings
Case 2 If Df - Di ≥ 0.025mm YT = rebound deflection = 2 (Df - Do)
+ 2x2.91 (Df - Di )
Step 3 After this temperature & seasonal corrections were applied to
get final (corrected) deflection from which, mean, standard
deviation and characteristic deflection are obtained.
5.5.3.2 Characteristic Deflection
The statistical analysis of all the measurements done in the field and corrections applied as
required was done as under:
Mean deflection= X’ = Σ X/N
Standard deviation= σ =√ (Σ (X’ – X) 2/ (n -1)
The characteristic deflection for design purposes has been taken as Characteristic deflection Dc
in mm= X + 2 σ for major arterial roads (like NH & SH)
Dc = X + σ could be considered for all other roads but for this project it is not applicable. Here,
X’ = Individual deflection in mm
X = Mean deflection in mm
n = Number of deflection measurements
In the formula for standard deviation, division by n-1 and not n follows the established statistical
theorems.
In the same km on road, readings were staggered with respect to 25m on either side, Left Hand
(LHS) and Right Hand (RHS). The observations of LHS were taken while going and RHS while
returning, involving a difference of several days. Hence, calculated characteristic deflection for
65
LHS is bound to be different for RHS in the same km. The representative characteristic deflection
for the same km is the maximum of the two and not the average for the obvious reasons.
Based on homogeneous pavement characteristics, the characteristic deflection value in 2

homogeneous sections is as below;
Table 32: DEFLECTION CHARACTERISTICS OF THE PROJECT ROAD

STANDA
MEASURE
MEAN RD CHARACTE
D TEMPERA
AFTER DEFLEC DEVIAT RISTIC
NO. LOCATIO DEFLECTI TURE CORREC CORREC
CORRECTI TION X ION DEFLECTIO
OF N OF ON (FROM CORRECTI TION TED
ON FOR (mm) (mm) N ,mm as
TES TEST COLUMN 9 ON FOR DEFLECT
TEMPERA (CORRE OF per
TS POINT TABLE 1 FACTOR SEASON ION mm
TURE mm CTED CORREC equation(4)
TO 11 IN IN mm
VALUE) TED (mm)
mm)
VALUE
1 2 3 4 5 6 7 8 9 10
0/000-
40 13.3136 + 0.00 18.6336 1.16 21.615 0.5688 0.1478 0.86
1/000
1/000-
40 15.4536 + 0.14 20.6536 1.18 24.3712 0.6093 0.0832 0.78
2/000
2/000-
40 10.6082 + 0.13 15.4082 1.19 18.3358 0.4584 0.069 0.6
3/000
3/000-
40 15.1228 + 0.12 19.5228 1.17 22.8417 0.571 0.0562 0.68
4/000
4/000-
40 18.5066 + 0.11 22.5066 1.14 25.6575 0.6414 0.0803 0.8
5/000
5/000-
40 18.1866 + 0.10 22.1866 1.16 25.7365 0.6434 0.0805 0.8
6/000
6/000-
40 23.259 + 0.10 26.859 1.15 30.8879 0.7722 0.1206 1.01
7/000
7/000-
40 26.692 + 0.09 29.892 1.13 33.778 0.8445 0.1477 1.14
8/000
8/000-
38 25.8498 + 0.08 29.4498 1.15 33.8673 0.8467 0.1365 1.12
9/000
9/000-
38 26.9098 + 0.09 31.3098 1.18 36.9456 0.9236 0.1499 1.22
10/000
10/000-
40 26.2774 + 0.11 31.0774 1.12 34.8067 0.8702 0.0976 1.07
11/000
11/000-
40 34.259 + 0.12 39.459 1.14 44.9833 1.1246 0.1636 1.45
12/000
12/000-
40 29.0542 + 0.13 33.8542 1.15 38.9323 0.9733 0.1177 1.21
13/000
13/000-
40 26.2882 + 0.12 30.8482 1.16 35.7839 0.9417 0.2499 1.44
14/000
14/000-
40 25.1298 + 0.12 29.3098 1.135 33.2666 0.8754 0.244 1.36
15/000
15/000-
40 25.6028 + 0.11 29.6028 1.125 33.3032 0.8326 0.1353 1.1
16/000
16/000-
40 31.4536 + 0.10 31.4536 1.17 36.8007 0.92 0.1356 1.19
17/000
17/000-
38 29.9698 + 0.00 29.9698 1.15 34.4653 0.8616 0.1304 1.12
18/000
18/000-
40 31.3698 + 0.00 31.3698 1.14 35.7616 0.894 0.1593 1.21
19/000
19/000-
38 30.3606 + 0.00 30.3606 1.16 35.2183 0.8805 0.1174 1.12
20/000
20/000-
40 31.5136 + 0.00 31.5136 1.145 36.0831 0.9021 0.1332 1.17
21/000
21/000-
40 29.7714 + 0.12 34.5714 1.15 39.7571 0.9939 0.1133 1.22
22/000
22/000-
40 30.1768 + 0.13 35.3768 1.16 41.0371 1.0259 0.1577 1.34
23/000
66
STANDA
MEASURE
MEAN RD CHARACTE
D TEMPERA
AFTER DEFLEC DEVIAT RISTIC
NO. LOCATIO DEFLECTI TURE CORREC CORREC
CORRECTI TION X ION DEFLECTIO
OF N OF ON (FROM CORRECTI TION TED
ON FOR (mm) (mm) N ,mm as
TES TEST COLUMN 9 ON FOR DEFLECT
TEMPERA (CORRE OF per
TS POINT TABLE 1 FACTOR SEASON ION mm
TURE mm CTED CORREC equation(4)
TO 11 IN IN mm
VALUE) TED (mm)
mm)
VALUE
23/000-
40 31.8406 + 0.14 37.4406 1.16 43.4311 1.0858 0.1853 1.46
24/000
24/000-
40 32.493 + 0.12 37.293 1.15 42.887 1.0722 0.1301 1.33
25/000
25/000-
36 26.1422 + 0.11 30.5422 1.15 35.1235 0.8781 0.0832 1.04
26/000
26/000-
40 30.146 + 0.00 30.146 1.16 34.9694 0.8742 0.1524 1.18
27/000
27/000-
40 32.5076 + 0.00 32.5076 1.15 37.3837 0.9346 0.0905 1.12
28/000
28/000-
40 35.293 + 0.00 35.293 1.15 40.587 1.0681 0.2683 1.6
29/000
29/000-
40 23.6568 + 0.00 23.6568 1.17 27.6785 0.692 0.1459 0.98
30/000
30/000-
38 27.953 + 0.00 27.953 1.15 32.146 0.8037 0.1376 1.08
31/000
31/000-
40 34.4584 + 0.00 34.4584 1.14 39.2826 0.9821 0.1572 1.3
32/000
32/000-
40 34.6514 + 0.00 34.6514 1.15 39.8491 1.0487 0.2791 1.61
33/000
33/000-
40 32.2098 + 0.00 32.2098 1.16 37.3634 0.9341 0.2065 1.35
34/000
34/000-
40 36.7768 + 0.00 36.7768 1.17 43.0289 1.1952 0.4164 2.03
35/000
35/000-
40 33.4676 + 0.00 33.4676 1.24 41.4998 1.0375 0.1911 1.42
36/000
36/000-
40 36.844 + 0.00 36.844 1.22 44.9497 1.1237 0.2238 1.57
37/000
37/000-
40 36.0022 + 0.00 36.0022 1.25 45.0028 1.1251 0.1651 1.46
38/000
38/000-
39 34.0984 + 0.00 34.0984 1.21 41.2591 1.0315 0.1477 1.33
39/000
39/000-
40 33.993 + 0.00 33.993 1.21 41.1315 1.0283 0.2176 1.46
40/000
40/000-
40 35.2438 + 0.00 35.2438 1.17 41.2352 1.0309 0.1342 1.3
41/000
41/000-
40 34.3184 + 0.00 34.3184 1.17 40.1525 1.0038 0.1669 1.34
42/000
42/000-
36 34.3184 + 0.00 34.3184 1.15 39.4662 0.9867 0.1528 1.29
43/000
43/000-
38 35.133 + 0.00 35.133 1.195 41.9839 1.0496 0.1584 1.37
44/000
44/000-
39 34.873 + 0.00 34.873 1.2 41.8476 1.0462 0.1784 1.4
45/000
45/000-
40 34.773 + 0.00 34.773 1.25 43.4663 1.0867 0.1515 1.39
46/000
The average deflection comes out to 1.23 mm. projecting the deflection value in the Deflection
graph provided in IRC: 81-1997 we get 115 mm overlay.
67
Figure 20: OVERLAY CALCULATION
5.5.4 Sub grade Characteristics &Strength

The testing of soils for classification & mechanical characteristics has been as per terms of
reference. “Testing of three sub-grade soil samples for each design section or three samples for
each soil type encountered, whichever is more has been done”. Thus testing for sub-grade soil at
each test pit includes:
 In-situ density & moisture content

 Field CBR using DCP
 Characterization (Grain size &Atterberg’s Limits)
 Laboratory moisture-density characteristics (modified AASHTO compactions)
 Laboratory CBR (uncooked & 4 day soaked compacted at 3 energy levels)
68
Ongoing Benkelman Beam Deflection Activity
5.5.5 Investigation of Subgrade

The borrow areas were first identified by visual inspection and enquiries along the project road
and adjacent areas. The soil samples from the project corridor were collected, and the required
tests as per specification & IRC/BIS codes were done. Grain size analysis was done for particles
smaller than 4.75 mm. For particles having size between 4.75 mm and 75 microns, sieve analysis
was done (wet sieving) and for particles smaller than 75 microns, Hydrometer analysis was done.
CBR test, Atterberg’s Limit, DCPT and moisture contents were also determined. Material found
satisfactory can be used for construction activity. The result sheet of DCPT is attached in the
Appendices.
69
Table 33: CBR OF SUBGRADE SOIL ALONG THE PROJECT STRETCH

California bearing ratio
Proctor
Group of soil as per IS 1498 –

Grain size analysis Atterberg’s Limits in % test (Remoulded at FDD
Compaction
Soil sample collected at & FMC)
Moisture content after 4

C.B.R Soaked for 4 days
(4.75mm To 2.00 mm )
(2.0mm To 0.425mm)
C.B.R Un-soaked in %
Chainage
DFS in %
Plasticity Index in %
(20mm To 4.75mm )
(0.425mm To 0.075
Optimum moisture
1970
Medium Sand In %
Sl. No.
Plastic Limit In %
Liquid Limit In %
Coarse Sand In %
density in gm/cc
Fine Gravel In %
Silt & Clay in %

Fine Sand in %
Maximum dry
( 0.075mm To
Content in %
Soaking in %
0.001mm)
mm)
days
in %
1 5+00 km 15.29 3.86 11.39 9.41 60.05 41 22 19 1.839 13.8 8.2 4.7 16.3 30 CI
2 10+00 km 10.00 2.09 8.02 16.07 63.82 45 23 22 1.822 14.3 7.8 4.5 17.2 35 CI
3 15+00 km 7.091 0.54 2.84 4.46 85.069 43 22 21 1.811 14.5 7.6 4.5 17.6 32 CI
4 20+00 km 4.45 4.44 0.39 2.13 88.59 39 20 19 1.820 14.1 8.4 4.8 17.2 28 CI
5 25+00 km 7.24 1.075 6.53 8.37 76.785 39 19 20 1.825 14.0 8.6 4.9 16.8 28 CI
6 30+00 km 8.87 2.29 4.79 8.31 75.74 37 19 18 1.833 13.9 8.8 5.0 16.9 25 CI
7 35+00 km 3.58 1.82 4.67 25.18 64.75 29 19 10 1.886 12.5 10.4 5.6 15.5 15 CL
8 40+00 km 9.95 3.26 14.41 16.83 55.55 41 20 21 1.840 13.6 8.2 4.8 16.1 30 CI
9 45+00 km 8.96 3.07 13.16 17.14 57.67 32 17 15 1.890 12.2 10.8 5.8 15.3 20 CL
5.5.6 Investigation of Material for Construction

The investigation of different quarries was conducted from different places where stone
aggregates and sand are available. Samples were collected and tests were performed in
accordance with IS: 2386 (Part III), IS: 120 (Part I), AASHTOT182, IS: 624-1971, IS: 2380 (Part V).
The crushers and other sources are approved by the department.
The borrow areas were identified in and around and along the project road. The suitability of
borrow material is established from laboratory testing.
5.5.7 Investigations of Other Construction Materials

Availability and suitability of other construction materials like Fly ash, coarse sand, local sand and
bricks were investigated. Samples were collected and required tests performed in the laboratory.
Cement, Steel and Bitumen are manufactured items and readily available.
5.5.8 Drainage System

Requirement of roadside drainage system and the integration of the same with proposed cross
drainage system have been worked out for the entire length. Improving storm water drainage in
built-up areas using vertical drains as per IRC: SP: 50-1990 has been adopted.
5.5.9 Investigations for Structures

We have made an inventory of all the structures (bridges, viaducts, ROB, culverts, etc.) along the
road under the project. The inventory for the bridges, viaducts and ROB’s shall include the
70
parameters required as per the guidelines of IRC-SP: 35-1990. The inventory of culverts was
presented in a tabular form covering relevant physical and hydraulic parameters.
5.6 HYDRAULIC AND HYDROLOGICAL INVESTIGATIONS

Special Publication No. 13 (“Guidelines for the Design of Small Bridges and Culverts”) and IRC: 5-
1998 (“Standard Specifications & Code of Practice for Road Bridges, Section I General Feature of
Design”). These investigations were carried out for all existing drainage structures along the road
sections under the study. Study on topography (topographic maps), storm duration, rainfall
statistics, topsoil characteristics, vegetation cover etc. were done so as to assess the catchments
areas and hydraulic parameters for all existing and proposed drainage provisions. The findings
of the desk study have been further supplemented and augmented by a reconnaissance along the
area. All-important hydrological features were noted during this field reconnaissance.
Information on high flood level (HFL), low water levels (LWL), discharge velocity etc. were
collected from available past records, local inquiries and visible signs, on the structural
components and embankments. Local inquiries were also made with regard to the road sections
getting overtopped during heavy rains.
5.6.1 Condition Surveys for Bridges, Culverts and Structures

Thorough inspection of the existing structures done and prepared a report about their condition
including all the parameters given in the Inspection pro-forma of IRC-SP: 35-1990. The condition
and structural assessment survey of the bridges / culverts / structures was carried out. Summary
of inventory of structures has been provided in Chapter 3.
71
TRAFFIC SURVEY,
ANALYSIS AND
FORECAST
Chapter 6: Traffic Survey, Analysis

and Forecast
6.1 GENERAL
Traffic is one of the most important components of road project feasibility study. The study of
traffic & travel characteristics is conducted to assess the nature and magnitude of traffic problems
on the project road. A correct assessment of the existing traffic condition along with past traffic
flow trends forms a basis for further analysis of estimation of traffic flow for the horizon years.
As the travel is the derived demand due to interaction of numerous socio economic activities, it
is also imperative to study the growth of the socio-economic, demographic profiles in the project
area influencing the travel demand.
Presently traffic facilities on the project road in terms of pedestrian sidewalk in urban area, access
control, road signage and markings are non-existent or at best highly deficient. Certain sections
on the road, heavy movement of goods traffic poses serious problems of traffic operation
resulting in high degree of traffic congestion. Other problems along the highway are inadequate
sight distance, poor road geometrics, kerb side parking, and non-conforming land use activities
along the roadside and other encroachments within right of way.
6.2 BACKGROUND
The project road starts from IOCL Depot, Malom at 454/780 km and ends in Thronglaibi at
chainage 418/000 km passes through the major settlements of Meitram, Nambol, Oinam,
Bishnupur, Phubala, Moirang junction and Thronglaobi (in Moirang).
6.3 OBJECTIVE
The primary objective of the traffic survey is:
 To determine the characteristics of the present traffic on the project road

 To assess the future growth during the design life of the pavement
 To determine the impact of the diverted and generated traffic
 To determine the travel pattern as well as types of vehicles plying
 To determine the axle load distribution
 To determine the turning movement of traffic at junctions
 To determine the bottlenecks for the pedestrian and cattle movement
 To determine requirement of design facilities etc
 To assess the toll tax generation
 To determine the viability of the project
73
The data obtained by traffic surveys and their analysis provides the basic input for the
following part of the feasibility study:
 Pavement design
 Intersection design
 Environmental Impact assessment and Investment appraisal
 Development of wayside amenities
 Capacity assessment and recommendation for wider carriageway
 Option study for bypass/ service road
 Design of toll plaza
 Economic, Financial and Sensitivity analysis
 Ultimate viability of the project on BOT basis
For making the proper assessment of traffic volume, base year traffic and its projection,
Consultants have carried out the necessary traffic surveys and investigations. The base year
traffic data is the primary input for determination of future traffic demand. With a view to
estimate the base year traffic volume in respect of goods and passenger carrying vehicles, the
Classified Traffic Volume Count (CTVC) surveys, Origin and Destination survey, Intersection
volume count and Axle Load surveys were conducted in the month of April 2017. For the purpose
of traffic estimation and projections the year 2017-18 has been taken as the base year.
6.4 IDENTIFICATION OF HOMOGENEOUS SECTIONS

The study area pertains to the National Highway no 150 connecting Imphal to Moirang. It is a 2
lane carriageway road with a total length of 36.78 kms. For traffic point of view, the project road
has been divided into 2 homogeneous section with respect to variation in traffic volume based on
location of major intersection and minor settlements.
The homogeneous sections are given in Table below.
Table 34: HOMOGENEOUS SECTIONS
Homogeneous Section Location Length (km) Remarks
HS-1 454/780-429/300 25.48 From Imphal to Bishnupur
HS-2 429/300-418/000 11.3 Bishnupur to Moirang
Based on the homogeneous section proposed above, traffic survey locations have been judiciously
selected to carry out the mid-block traffic volume survey as per the requirement of ToR.
The traffic survey has been performed at locations and schedule mentioned in the table below.
74
Table 35: PROPOSED LOCATION FOR TRAFFIC SURVEY
Sl no Type of Survey Duration Location
Classified Volume 7 days At km 429/300 at Bishnupur

1
Count 7 days At km 421/000 at Moirang
Intersection volume
2 Peak hours At km 429/300 at Bishnupur
count
OD survey and speed
3 12 hours At km 429/300 at Bishnupur
delay
4 Axle load survey 12 hours At km 429/300 at Bishnupur
6.5 ANALYSIS OF TRAFFIC VOLUME SURVEYS

The data collected through primary and secondary sources has been compiled, collated and
analysed. The analysis of traffic volume was recorded on hourly variation sheet and was further
accumulated to obtain the daily traffic volume in 24 hours for seven consecutive days of the week.
The average daily traffic volume is further derived in vehicles as well as in passenger car units
(PCUs). Similarly traffic composition and traffic flow pattern has been arrived at.
PCU:
In order to generalize the traffic volume on project road, the standards of passenger car units
have been adopted as follows:
Table 36: PCU VALUES

Category of Vehicles PCU Value
Cars/Jeep/ Taxies/Van 1
Two wheeler (Motor-Cycles/ Scooters) 0.5
Three Wheeler 1
Bus 3
LCV (Light Motor Vehicle) e.g. mini truck 1.5
Two Axle 3
Multi Axle 4.5
Tractor 4.5
Cycle 0.5
Animal cart (Bullock Cart) 8
Others 2
6.6 CLASSIFIED TRAFFIC VOLUME COUNT

The Classified traffic volume count is carried out at 2 locations in the 2 homogeneous stretches in
the month of April 2017. The vehicle classification has been done on the basis of IRC SP 19-1991
and IRC 9-1972.
75
Figure 21: TRAFFIC COUNT STATIONS
The purpose of the survey is to calculate the Average Daily Traffic (ADT) on all the traffic
homogeneous sections and to convert the traffic into PCU, for Capacity Analysis and fixing of
concession period. Vehicle classification and PCU factors adopted are presented in Table below.
Under the present study, manually 7 days traffic volume counts were carried out at 2 locations
for 24 hours in the month of April of 2017. The survey stations have been located away from
urban agglomerations and villages to minimize interference of local traffic. The summary of the
daily traffic count at all survey locations is presented below.
Table 37: DETAILS OF TRAFFIC SURVEY AT km CHAINAGE

Day 1 Day 2 Day 3 Day 4 Day 5 Day 6 Day 7 ADT
Two Wheeler 4187 4444 4324 4435 4612 3206 4530 4248
Three Wheeler 2310 2526 2482 1390 2267 1589 2500 2152
Car/Taxies 4918 5194 5056 4365 4960 4576 5282 4907
Jeep/Van 1380 1458 1543 834 1225 1185 1584 1316
Mini Bus 5 4 9 0 0 1 0 3
Bus 231 250 236 47 247 148 280 206
LCV Passenger 308 372 403 198 404 301 431 345
LCV Freight 84 103 94 34 98 45 117 82
Two Axle 245 281 225 99 246 209 242 221
Three Axle 15 34 18 15 41 42 12 25
Semi Articulated 0 0 0 0 0 0 0 0
Articulated 0 6 2 3 3 4 2 3
Cycle 431 393 406 408 336 320 404 385
Rickshaw 35 24 31 7 22 40 34 28
76

Animal Cart 0 0 0 0 0 0 0 0
Hand Cart 1 0 0 2 1 0 6 1
Others 17 19 20 9 20 14 35 19
Total Vehicles 14167 15108 14849 11846 14482 11680 15459 13942
Total PCU 13091.5 14123 13753 9891 13380.5 10956.5 14416 12802
Table 38: DETAILS OF TRAFFIC SURVEY AT KM CHAINAGE

Two Wheeler 3844 3464 2669 3416 2890 2625 2733 3092
Three Wheeler 1079 1365 1243 1428 1481 1407 1413 1345
Car/Taxies 3500 3620 3229 4082 3552 3651 3597 3604
Jeep/Van 543 940 827 1060 804 916 691 826
Mini Bus 0 0 1 0 33 1 10 6
Bus 40 191 120 192 231 183 197 165
LCV Passenger 238 426 351 479 395 421 258 367
LCV Freight 37 78 39 95 97 96 105 78
Two Axle 110 225 147 280 269 228 265 218
Three Axle 11 26 34 10 20 22 38 23
Semi Articulated 0 1 1 2 0 0 0 1
Articulated 3 1 3 1 12 5 20 6
Cycle 859 954 844 1117 958 930 584 892
Rickshaw 158 251 216 307 213 271 188 229
Animal Cart 0 0 0 0 0 0 0 0
Hand Cart 0 1 6 4 5 9 5 4
Others 26 47 40 33 31 38 40 36
Total Vehicles 10448 11590 9770 12506 10991 10803 10144 10893
Total PCU 8750.5 10823 9087 11845 10660.5 10486 9975 10232
The analysis of the traffic volume has reflected that the section from Imphal to Bishnupur has
higher traffic volume than the Bishnupur to Moirang section. It indicates that part of the traffic
volume is diverted from Bishnupur towards Nungsai Chiru and Dollang. It is worth to mention
that the objective of the study is to improve the project road serving inter-state traffic oriented to
major cities and towns. The major modes of traffic are bus, car, truck and LCVs.
The average traffic of the two locations are
Table 39: DETAILS OF AVERAGE TRAFFIC IN PCU
Vehicle type HS 1 HS 2
Car/Taxies 4907 3604
Jeep/Van 1316 826
77
LCV Passenger 345 367
LCV Freight 82 78
Mini Bus 3 6
Bus 206 165
Two Axle 221 218
Three Axle 25 23
Semi Articulated 0 1
Articulated 3 6
ADT TOLLED 7108 5294
PCU TOLLED 8237.5 6356
Two Wheeler 4248 3092
Three Wheeler 2152 1345
Cycle 385 892
Rickshaw 28 229
Animal Cart 0 0
Hand Cart 1 4
Others 19 36
ADT NON TOLLED 6833 5598
PCU NON TOLLED 4564.5 3857
ADT Total 13941 10892
PCU total 12802 10323
Percentage non Tolled 50% 50%
It may be noted that the tollable traffic is less in comparison to the non tollable traffic. Hence, this
will have a negative impact on the feasibility of the road.
6.6.1 Hourly Variation of Traffic

Average hourly variation of traffic for all three count locations is shown in figure below. It is
observed that at all locations (km 418/000, km 429/300) traffic flow in day and night has
considerable variation in volume. At three locations peak flow happens in morning hours 8.00-
10.00 AM and evening hours between 3.00PM to 5.00PM.
78
Figure 22 : HOURLY VARIATION OF TRAFFIC AT BOTH THE LOCATIONS
HOURLY VARIATION OF TRAFFIC

1200
1000
800
PCU's
600
400
200
0
00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23
to to to to to to to to to to to to to to to to to to to to to to to to
01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
Time in hours
BISHNUPUR MOIRANG
Figure 23: DAILY VARIATION OF TRAFFIC
DAILY VARIATION AT BOTH LOCATIONS

16000
14000
12000
10000
PCU's
8000
6000
4000
2000
0
DAY 1 DAY 2 DAY 3 DAY 4 DAY 5 DAY 6 DAY 7
DAYS IN WEEK
AT BISHNUPUR AT MOIRANG
6.6.2 Composition of Traffic

The composition of fast vehicles on Imphal Moirang road is 93.5 % in vehicle and 94.4 % in PCUs.
Slow vehicles comprise of 5.7 % vehicles and 5.5 % in PCUs.
In vehicles, cars have the highest composition of 34.2 % in vehicles and 36.94 % in PCUs.
Seven days average composition of traffic at each count location is presented in the form of pie-
charts in Figure 16. Table 41 shows the average composition of traffic at each location.
79
Table 40: AVERAGE TRAFFIC COMPOSITION AT COUNT LOCATIONS
Location 1 Location 2
Type of Vehicles (429/300 km) (421/000 km)
Nos % Nos %
Car/Taxies 4907 35.19 3604 33.088505
Jeep/Van 1316 9.43 826 7.583548
LCV Passenger 345 2.47 367 3.369445
LCV Freight 82 0.58819 78 0.716122
Toll-able vehicles
Mini Bus 3 0.02152 6 0.055086

Bus 206 1.47766 165 1.514873
Two Axle 221 1.58525 218 2.001469
Three Axle 25 0.17933 23 0.211164
Semi Articulated 0 0 1 0.009
Articulated 3 0.02152 6 0.055086
ADT TOLLED 7108 50.9863 5294 48.60448
Two Wheeler 4248 30.47127 3092 28.387808

Three Wheeler 2152 15.43648 1345 12.348513
Non toll-able vehicles
Cycle 385 2.76164 892 8.189497

Rickshaw 28 0.20085 229 2.102461
Animal Cart 0 0 0 0
Hand Cart 1 0.007 4 0.036724
Others 19 0.13629 36 0.330518
ADT NON TOLLED 6833 49.0137 5598 51.39552
ADT Total 13941 10892
Figure 24: VEHICLE COMPOSITION CHART AT BISHNUPUR (429/300 KM)
Jeep/Van
TRAFFIC COMPOSITION AT 429/300KM Mini Bus
Bus
Jeep/Van Mini Bus
10% Two Wheeler
0%
Bus LCV Passenger
5%
Car/Taxies LCV Freight
38% Two Wheeler Two Axle
17%
Others Three Axle
0% Semi Articulated
Three Wheeler Articulated
17% LCV Passenger Three Wheeler
Hand Cart
4% Cycle
0%
Animal Cart LCV Freight Rickshaw
0%
Articulated Two Axle 1% Animal Cart
Rickshaw 5%
0% Hand Cart
0% Cycle
2% Three Axle Others
Semi Articulated
1% Car/Taxies
0%
80
Figure 25VEHICLE COMPOSITION CHART AT MOIRANG (421/000 KM)
Jeep/Van
TRAFFIC COMPOSITION AT 418/000 KM Mini Bus
Jeep/Van Mini Bus Bus

0% Bus
8% Two Wheeler
5%
LCV Passenger
Car/Taxies Two Wheeler LCV Freight
34% 15%
Others Two Axle
1% Three Axle
Semi Articulated
Three Wheeler LCV Passenger Articulated
13% 5%
Three Wheeler
Hand Cart
LCV Freight Cycle
0%
4%
Rickshaw
Animal Cart Two Axle
0% Rickshaw Articulated Three Axle 6% Animal Cart
4% Cycle 0% 1% Hand Cart
4% Semi Articulated
Others
0%
Car/Taxies
The figure below gives the details of traffic in both the homogeneous sections.
Figure 26: PROJECT ROAD WITH HOMOGENEOUS SECTIONS
6.6.3 Freight Movement

The traffic movement has indicated a specific scenario of movement of commercial vehicles on
the project road. The truck movement comprises 11.9% of traffic volume in PCUs. The commercial
vehicles either originate or pass through Churachandpur and moves through Moirang, Bishnupur,
Imphal and further moves towards Dimapur, Aizwal. This signifies the importance of the project
road to be undertaken for its up gradation.
6.7 TRAFFIC FORECAST AND MANAGEMENT

6.7.1 General
Investment priorities are governed by the traffic demand, assessed benefits and cost of the
project. Demand plays the important role, governing which type of facility / infrastructure
needs to be created. This in turn determines likely benefits and costs to develop the same. A
highway project of this nature calls for significant investment. Prediction of traffic demand
81
becomes an important task and has to be carried out near accurately. Accurate estimation of
traffic has direct bearing on the viability of the project. Recognizing this, efforts need to be
made to carefully assess all the parameters that help in predicting the traffic demand in
future, which necessitates realistic estimation of traffic growth rates. Traffic growth on a road
facility is generally estimated on the basis of historical trends. In the present case, traffic
growth rates have been estimated using elasticity method as per IRC: 108 – 1996. Demand
changes are usually because of shifts in the pattern of economic activities in the surrounding
regions. Hence, future traffic estimation necessitates a preview, however imprecise, of the
probable pattern of future growth of the economy.
6.7.2 Growth Traffic Projections

The seven days volume counts obtained during the traffic survey work has been analysed both in
terms of Vehicle and PCUs. Average daily traffic (ADTV) for the project road has been assessed
based on Traffic Survey Counts and other factors. As project is being checked for feasibility on
DBFOT pattern, the concession period has to be taken maximum 30 years. Therefore traffic
forecast has been made for 30 years period including construction period of the project road.
The projected traffic volume has been presented in the table below. Based on the projected traffic
volume, the capacity has been augmented in terms of widening the carriageway as well as
improvement of geometrics.
PAST VEHICLE REGISTRATION DETAILS

It is revealed from OD survey that the project stretch is mainly influenced by Manipur itself. For
establishing growth rates, data of this state has been considered.
The vehicle registration data of Manipur have been collected and presented in Table 48 below.
Table 41: PAST VEHICLE REGISTRATION DATA
Type of M/M Others + Growth

Bus Truck Car Jeep Tractors Taxi
Vehicles Bus Trailers %
2010 1483 6769 476 11377 5058 2040 1027 502
2011 2045 10577 660 17100 11440 2547 1526 1383 64.54824
2012 2666 10809 1064 19388 13109 2190 1994 706 9.831211
2013 2677 12530 1104 22962 13443 2298 2477 1274 13.17067
2014 2700 12633 1331 23938 13803 2317 2582 2272 4.78346
6.7.3 Projection of Vehicles

The traffic (AADT) at both survey locations is projected to analyses the concession period based
on the traffic capacity parameters. Maximum capacity for 4 Lane with paved shoulder is
considered as 60,000 PCUs. But the growth rate of 9.26 % is considered for all types of vehicles.
82
Table 42: TRAFFIC CAPACITY ANALYSIS
Year Km 429/300 Km 421/000 Average Remarks

2017 12802 10232 11517 Base year
Year 2017-18 13987 11179 12583 Construction Year 1
Year 2018-19 15282 12214 13748 Year 1

Year 2019-20 16697 13345 15021 Year 2
Year 2020-21 18243 14581 16412 Year 3
Year 2021-22 19932 15931 17931.5 Year 4
Year 2022-23 21778 17406 19592 Year 5
Year 2023-24 23795 19018 21406.5 Year 6
Year 2024-25 25998 20779 23388.5 Year 7
Year 2025-26 28405 22703 25554 Year 8
Year 2026-27 31035 24805 27920 Year 9
Year 2027-28 33909 27102 30505.5 Year 10
Year 2028-29 37049 29612 33330.5 Year 11
Year 2029-30 40480 32354 36417 Year 12
Year 2030-31 44228 35350 39789 Year 13
Year 2031-32 48324 38623 43473.5 Year 14
Year 2032-33 52799 42199 47499 Year 15
Year 2033-34 57688 46107 51897.5 Year 16
Year 2034-35 63030 50377 56703.5 Year 17
Year 2035-36 68867 55042 61954.5 Year 18
Year 2036-37 75244 60139 67691.5 Year 19
Year 2037-38 82212 65708 73960 Year 20
Year 2038-39 89825 71793 80809 Year 21
Year 2039-40 98143 78441 88292 Year 22
Year 2040-41 107231 85705 96468 Year 23
Year 2041-42 117161 93641 105401 Year 24
Year 2042-43 128010 102312 115161 Year 25
Year 2043-44 139864 111786 125825 Year 26
Year 2044-45 152815 122137 137476 Year 27
Year 2045-46 166966 133447 150206.5 Year 28
Year 2046-47 182427 145804 164115.5 Year 29
Year 2047-48 199320 159305 179312.5 Year 30
6.7.4 Projection of Toll-able Vehicles

The project road has been envisaged to be constructed on BOT basis which anticipates the
projection of vehicles that can be charged for using the road facility. Therefore, traffic has been
projected mode wise for the project life period. For this purpose, the vehicles of similar
83
dimensions and character have been classified. The vehicles which can be levied toll tax are (i)
Car/jeep/taxi, (ii) Standard buses, (iii) LCV and Mini buses, (iv)Standard trucks of 2 Axles, (v)
Trucks- 3 Axles, (vi) Multi-axle and Articulated Trucks and (vii) Loaded tractors.
On Imphal Bishnupur section, it is found that the trucks shall increase from 673 to 11454 in 30
years. Multi axle trucks shall increase from 3 to 56 in the 30 years. On Bishnupur Moirang section,
it is found that the trucks shall increase from 686 to 11645 in 30 years. Multi axle trucks shall
increase from 7 to 131 in the 30 years.
These mode wise projections have been used for assessment of toll tax for the financial viability
of the project.
6.8 MILLION STANDARD AXLES (MSA)

Design method considers traffic in terms of the cumulative number of standard axles (8160 kg)
to be carried by the pavement during the design life. The project road has been divided into two
homogenous sections with respect to variation in traffic volume based on location of major
intersections & major settlements. Design Traffic in MSA for 15 years is tabulated below.
Table 43: MSA DETAILS
Homogeneous
From km to km Length in kms 15 years msa Adopted msa
section
HS-1 454/780-429/300 25.48 16
20
HS-2 429/300-418/000 11.3 16
84
Consultancy Services for Preparation of Detailed Project Report DRAFT FEASIBILITY REPORT
Table 44 : PROJECTED TRAFFIC FOR 30 YEARS AT BISHNUPUR
Total Vehicles
Two Wheeler
Articulated
Hand Cart
LCV Freight
Animal Cart
Articulated
Car/Taxies
Three Axle
Total PCU
Passenger
Jeep/Van
Rickshaw
Two Axle
Mini Bus
Wheeler
Others
Three
Cycle
Semi
LCV
Bus
2017 4248 2152 4907 1316 3 206 345 82 221 25 0 3 385 28 0 1 19 13942 12802
2018 4673 2351 5361 1438 3 225 377 90 241 27 0 3 421 31 0 1 21 15233 13987
2019 5140 2569 5857 1571 4 246 412 98 263 30 0 4 460 34 0 1 23 16644 15282
2020 5654 2807 6399 1716 4 269 450 107 287 33 0 4 503 37 0 1 25 18185 16697
2021 6219 3067 6992 1875 4 294 492 117 314 36 0 4 550 40 0 1 27 19869 18243
2022 6841 3351 7639 2049 5 321 538 128 343 39 0 5 601 44 0 2 30 21709 19932
2023 7525 3661 8346 2239 5 351 588 140 375 43 0 5 657 48 0 2 33 23719 21778
2024 8278 4000 9119 2446 6 384 642 153 410 47 0 6 718 52 0 2 36 25915 23795
2025 9106 4370 9963 2672 6 420 701 167 448 51 0 6 784 57 0 2 39 28315 25998
2026 10017 4775 10886 2919 7 459 766 182 489 56 0 7 857 62 0 2 43 30937 28405
2027 11019 5217 11894 3189 7 502 837 199 534 61 0 7 936 68 0 2 47 33802 31035
2028 12121 5700 12995 3484 8 548 915 217 583 67 0 8 1023 74 0 3 51 36932 33909
2029 13333 6228 14198 3807 9 599 1000 237 637 73 0 9 1118 81 0 3 56 40352 37049
2030 14666 6805 15513 4160 9 654 1093 259 696 80 0 9 1222 89 0 3 61 44089 40480
85
Total Vehicles
Two Wheeler
Articulated
Hand Cart
LCV Freight
Animal Cart
Articulated
Car/Taxies
Three Axle
Total PCU
Passenger
Jeep/Van
Rickshaw
Two Axle
Mini Bus
Wheeler
Others
Three
Cycle
Semi
LCV
Bus
2031 16133 7435 16950 4545 10 715 1194 283 760 87 0 10 1335 97 0 3 67 48172 44228
2032 17746 8123 18520 4966 11 781 1305 309 830 95 0 11 1459 106 0 4 73 52633 48324
2033 19521 8875 20235 5426 12 853 1426 338 907 104 0 12 1594 116 0 4 80 57507 52799
2034 21473 9697 22109 5928 14 932 1558 369 991 114 0 14 1742 127 0 5 87 62832 57688
2035 23620 10595 24156 6477 15 1018 1702 403 1083 125 0 15 1903 139 0 5 95 68650 63030
2036 25982 11576 26393 7077 16 1112 1860 440 1183 137 0 16 2079 152 0 5 104 75007 68867
2037 28580 12648 28837 7732 18 1215 2032 481 1293 150 0 18 2272 166 0 6 114 81953 75244
2038 31438 13819 31507 8448 19 1328 2220 526 1413 164 0 19 2482 181 0 6 125 89542 82212
2039 34582 15099 34425 9230 21 1451 2426 575 1544 179 0 21 2712 198 0 7 137 97834 89825
2040 38040 16497 37613 10085 23 1585 2651 628 1687 196 0 23 2963 216 0 8 150 106893 98143
2041 41844 18025 41096 11019 25 1732 2896 686 1843 214 0 25 3237 236 0 8 164 116791 107231
2042 46028 19694 44901 12039 27 1892 3164 750 2014 234 0 27 3537 258 0 9 179 127606 117161
2043 50631 21518 49059 13154 30 2067 3457 819 2200 256 0 30 3865 282 0 10 196 139422 128010
2044 55694 23511 53602 14372 33 2258 3777 895 2404 280 0 33 4223 308 0 11 214 152332 139864
86
Total Vehicles
Two Wheeler
Articulated
Hand Cart
LCV Freight
Animal Cart
Articulated
Car/Taxies
Three Axle
Total PCU
Passenger
Jeep/Van
Rickshaw
Two Axle
Mini Bus
Wheeler
Others
Three
Cycle
Semi
LCV
Bus
2045 61263 25688 58566 15703 36 2467 4127 978 2627 306 0 36 4614 337 0 12 234 166438 152815
2046 67389 28067 63989 17157 39 2695 4509 1069 2870 334 0 39 5041 368 0 13 256 181850 166966
2047 74128 30666 69914 18746 43 2945 4927 1168 3136 365 0 43 5508 402 0 14 280 198689 182427
2048 81541 33506 76388 20482 47 3218 5383 1276 3426 399 0 47 6018 439 0 16 306 217088 199320
2049 89695 36609 83462 22379 51 3516 5881 1394 3743 436 0 51 6575 480 0 17 334 237190 217777
2050 98665 39999 91191 24451 56 3842 6426 1523 4090 476 0 56 7184 524 0 19 365 259154 237943
Table 45: PROJECTED TRAFFIC FOR 30 YEARS AT MOIRANG

LCV Passenger
Three Wheeler
Total Vehicles
Articulated
Two Wheeler
Hand Cart
LCV Freight
Animal Cart
Articulated
Car/Taxies
Three Axle
Total PCU
Semi
Jeep/Van
Rickshaw
Two Axle
Mini Bus
Others
Cycle
Bus
2017 3092 1345 3604 826 6 165 367 78 218 23 1 6 892 229 0 4 36 10893 10232
2018 3401 1470 3938 902 7 180 401 85 238 25 1 7 975 250 0 4 39 11902 11179
2019 3741 1606 4303 986 8 197 438 93 260 27 1 8 1065 273 0 5 43 13004 12214
2020 4115 1755 4701 1077 9 215 479 102 284 30 1 9 1164 298 0 5 47 14208 13345
87
LCV Passenger
Three Wheeler
Total Vehicles
Articulated
Two Wheeler
Hand Cart
LCV Freight
Animal Cart
Articulated
Car/Taxies
Three Axle
Total PCU
Semi
Jeep/Van
Rickshaw
Two Axle
Mini Bus
Others
Cycle
Bus
2021 4527 1918 5136 1177 10 235 523 111 310 33 1 10 1272 326 0 6 51 15524 14581
2022 4980 2096 5612 1286 11 257 571 121 339 36 2 11 1390 356 0 6 56 16962 15931
2023 5478 2290 6132 1405 12 281 624 132 370 39 2 12 1519 389 0 7 61 18533 17406
2024 6026 2502 6700 1535 13 307 682 144 404 43 2 13 1660 425 0 7 67 20249 19018
2025 6629 2734 7320 1677 14 335 745 157 441 47 2 14 1814 464 0 8 73 22124 20779
2026 7292 2987 7998 1832 15 366 814 172 482 51 2 15 1982 507 0 9 80 24173 22703
2027 8021 3264 8739 2002 16 400 889 188 527 56 2 16 2166 554 0 10 87 26411 24805
2028 8823 3566 9548 2187 17 437 971 205 576 61 3 17 2367 605 0 11 95 28857 27102
2029 9705 3896 10432 2390 19 477 1061 224 629 67 3 19 2586 661 0 12 104 31529 29612
2030 10676 4257 11398 2611 21 521 1159 245 687 73 3 21 2825 722 0 13 114 34449 32354
2031 11744 4651 12453 2853 23 569 1266 268 751 80 3 23 3087 789 0 14 125 37639 35350
2032 12918 5082 13606 3117 25 622 1383 293 821 87 4 25 3373 862 0 15 137 41124 38623
2033 14210 5553 14866 3406 27 680 1511 320 897 95 4 27 3685 942 0 16 150 44932 42199
2034 15631 6067 16243 3721 30 743 1651 350 980 104 5 30 4026 1029 0 18 164 49093 46107
88
LCV Passenger
Three Wheeler
Total Vehicles
Articulated
Two Wheeler
Hand Cart
LCV Freight
Animal Cart
Articulated
Car/Taxies
Three Axle
Total PCU
Semi
Jeep/Van
Rickshaw
Two Axle
Mini Bus
Others
Cycle
Bus
2035 17194 6629 17747 4066 33 812 1804 382 1071 114 5 33 4399 1124 0 20 179 53639 50377
2036 18913 7243 19390 4443 36 887 1971 417 1170 125 5 36 4806 1228 0 22 196 58606 55042
2037 20804 7914 21186 4854 39 969 2154 456 1278 137 6 39 5251 1342 0 24 214 64033 60139
2038 22884 8647 23148 5303 43 1059 2353 498 1396 150 6 43 5737 1466 0 26 234 69962 65708
2039 25172 9448 25292 5794 47 1157 2571 544 1525 164 7 47 6268 1602 0 28 256 76440 71793
2040 27689 10323 27634 6331 51 1264 2809 594 1666 179 8 51 6848 1750 0 31 280 83518 78441
2041 30458 11279 30193 6917 56 1381 3069 649 1820 196 8 56 7482 1912 0 34 306 91252 85705
2042 33504 12323 32989 7558 61 1509 3353 709 1989 214 9 61 8175 2089 0 37 334 99702 93641
2043 36854 13464 36044 8258 67 1649 3663 775 2173 234 10 67 8932 2282 0 40 365 108934 102312
2044 40539 14711 39382 9023 73 1802 4002 847 2374 256 11 73 9759 2493 0 44 399 119021 111786
2045 44593 16073 43029 9859 80 1969 4373 925 2594 280 12 80 10663 2724 0 48 436 130042 122137
2046 49052 17561 47013 10772 87 2151 4778 1011 2834 306 13 87 11650 2976 0 52 476 142084 133447
2047 53957 19187 51366 11769 95 2350 5220 1105 3096 334 14 95 12729 3252 0 57 520 155241 145804
2048 59353 20964 56122 12859 104 2568 5703 1207 3383 365 16 104 13908 3553 0 62 568 169616 159305
89
LCV Passenger
Three Wheeler
Total Vehicles
Articulated
Two Wheeler
Hand Cart
LCV Freight
Animal Cart
Articulated
Car/Taxies
Three Axle
Total PCU
Semi
Jeep/Van
Rickshaw
Two Axle
Mini Bus
Others
Cycle
Bus
2049 65288 22905 61319 14050 114 2806 6231 1319 3696 399 17 114 15196 3882 0 68 621 185322 174057
2050 71817 25026 66997 15351 125 3066 6808 1441 4038 436 19 125 16603 4241 0 74 679 202483 190175
90
6.9 ORIGIN AND DESTINATION SURVEY

During the OD survey all the relevant information was collected from the vehicle operators in pre-
designed format by stopping vehicles at random sample basis. The collected data includes vehicle
number, origin and destination place, commodity carried, distance travelled etc.
A total of 6.2% of the total ADT from 8 am to 5 pm has been surveyed for Origin Destination
Survey.
Based on the volume of traffic surveyed a total of 160 was found local of 512 vehicles which makes
it 31.25%. Projecting the sample traffic to the total traffic of the day, it is found that of 8219
vehicles, 5650 vehicles were found to be by-passable.
6.10 COMMODITY ANALYSIS

Different commodities recorded during the O-D survey were classified into 10 categories. Due
consideration has been given to include all possible commodities moving along the Project Road.
Commodity pattern shows prominent movement of building materials, household items and food
items along the Project Road. Distribution of various commodities is presented
Table 46: COMMODITY PATTERN
Type of commodity % Distribution

Minerals 0.311897
Manufactured goods 0.025723
Food Grains 0.086817
Cash crops 0.109325
Fruits, Vegetable, Potato 0.18328
Forest products 0.012862
Building Materials 0.11254
Petrol /Diesel/Gas /POL 0.03537
Fisheries ,Animal & its product 0.019293
Miscellaneous 0.102894
6.11 AXLE LOAD SURVEY

The commercial vehicles specifically more than 3 tons cause severe damage to the road pavement.
For this purpose axle load survey has been conducted on three locations identified for the toll
plaza installation. The total pavement thickness required to be determined is based on the
cumulative million standard axle (msa) and the CBR value of the sub-grade soil. The pavement
thickness is derived from the IRC-37 Specification. The commercial vehicles of different axles
have been assessed and converted to number of axles and number of vehicles indicating Vehicle
Damage Factor (VDF) which will be utilized for assessment of cumulative standard axle load.
91
Axle load survey was conducted at km 429/300 to estimate vehicle damage factor (VDF). Vehicle
Damage Factor (VDF) is required in the design of overlays on existing pavement and new
pavement design for Additional Lanes/ Widening/ Realignment/ Reconstruction.
VDF is a multiplier for converting the number of commercial vehicles of different axle loads to the
number of standard axle load repetitions. Design of new pavement for Additional
Lanes/Widening/New Construction/Reconstruction or strengthening of existing pavement is
based upon the cumulative number of 8.16 tonne Equivalent Standard Axles (ESA) that will pass
over during the design period. The VDF values are used in calculating the design traffic (in MSA)
for pavement design. On Imphal Bishnupur section, the survey was conducted on 100 number of
commercial vehicles weighing more than 3 tonnes having cumulative axle load of 1636.64 T
indicating VDF of 1.63. Similarly for the Bishnupur to Moirang section has VDF of 1.78.
As per IRC: 37, Para 3.3.4.4, if the number of commercial vehicles is between 150 and 1500, the
VDF 3.5 may be considered. Accordingly, million standard axle load (msa) has been derived as 16
msa for Imphal to Bishnupur and 16 msa for Bishnupur to Moirang section.
6.12 TURNING MOVEMENT SURVEY

Turning movement surveys were conducted at two major intersections falling on the project
corridor to obtain information on directional movement of traffic at these intersections. The
survey was conducted for 24 hours one a normal weekday. Each turning movement at the
intersection was recorded by deployed enumerators in sufficient numbers at suitable locations.
The data on peak hourly directional movements would be used to analyse and design the
intersection. Table 51 gives detailed schedule of turning movement surveys conducted.
Table 47: SCHEDULE OF TURNING MOVEMENT SURVEY
Sl No Location Name
1 429/300 Bishnupur
2 421/000 Moirang
Data analysis of turning movements at major junctions reveals that generally peak hours are
staggered. The morning peak hour occurs between 08.00 – 9.00 AM hours whereas evening peak
is between 4.00 – 5.00 PM hours.
The intersection volume count data is presented in Appendix I. Table 52 shows the present &
projected traffic for future years.
Table 48: INTERSECTION TRAFFIC PROJETIONS

Sl Location Type of Legs leading Peak Hour Peak 15 year
Chainage
No description junction to Volume PCU Hour Projected
1 421/000 Moirang Cross Road Imphal 1468 4-5 PM 6157

Loktak Lake
2 429/300 Bishnupur 3-leggeed Imphal 1459 8-9 AM 6024

Moirang
92
The 15 years projected traffic being more than 6000 PCU, rotary intersections may be provided
for both the intersections. However, due to constraint in space, signalized intersections has been
provided in Bishnupur junction.
6.13 SPEED AND DELAY SURVEY

The speed and delay survey was conducted using moving car observer method. It was conducted
for the entire project stretch, for 36.78 km length. The study corridor was divided into sections
based on the traffic characteristics of the corridor. The test vehicle was run at the perceptible
average speed of the traffic stream along the road. The observers inside the test vehicles recorded
travel time and stopping delay timings along with the causes of delays. The test vehicle was made
to travel on both directions of travel covering different peak and off peak traffic flow conditions.
Table 49: ORIGIN AND DESTINATION SURVEY-SUMMARY OF ANALYSIS OF DELAYS

ON THE ENTIRE ROOT
Length Period of Journey Average delay of six

Sl NO Route Selection
(km) (hours) runs (min)
8.00-12.00 2.5
Joypur Khunou - 12.00-16.00 1.2
1 3.92
Nachou Panthong 16.00-20.00 2.1
20.00-08.00 0.5
Table 50: ANALYSIS OF OBSERVED AND ESTIMATED TRAVEL SPEEDS & DELAYS
(A: TRAVEL TIME & DELAY CHARACTERISTICS OF LOCAL TRAFFIC)
Avg
Avg Hourly Avg Avg Travel
Travel Avg free Avg
Sl Length Local Traffic Travel time with
Route Section Time speed Delay
No (km) Volume Speed free speed
Observed observed (min)
(Veh/hr) (kmph) (Min)
(Min)
With Bypassable Traffic (Observed)
Joypur
Khunou -
1 3.7 3104 8.0 16.14 50 4.44 3.56
Nachou
Panthong
Without Bypassable Traffic (Estimated)
Joypur
Khunou-
1 3.7 3104 5.0 44.4 50 4.44 0.56
Nachou
Panthong
93
Table 51: ANALYSIS OF OBSERVED AND ESTIMATED TRAVEL SPEEDS & DELAYS
(B: TRAVEL TIME & DELAY CHARACTERISTICS OF BYPASSABLE/THROUGH
TRAFFIC)
Avg Hourly Avg Travel Avg Avg Travel
Avg free Avg
Sl Route Length Local Traffic Time Travel time with
speed Delay
No Section (km) Volume Observed Speed free speed
observed (m)
(Veh/hr) (Min) (kmph) (Minutes)
With Local Traffic (Observed)
Joypur
Khunou -
1 3.92 3104 6.5 36.18 50 4.7 1.8
Nachou
Panthong
Without Local Traffic (Estimated)
Joypur
Khunou-
1 3.92 3104 5.2 45.23 50 4.7 0.5
Nachou
Panthong
The survey data can be used for analysing the bypass options for the delays generally occurring
in built-up areas.
6.14 TOLLING HOMOGENEOUS SECTIONS

One toll plaza is proposed for the project highway at chainage 433/300 km which will consider a
length of 36.78 km.
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IMPROVEMENT AND
ENGINEERING
PROPOSALS
Chapter 7: Improvement and

Engineering Proposals
7.1 INTRODUCTION
This chapter is intended to give brief descriptions concerning the various improvement proposals
for the up-gradation of existing road to four lane carriageway with paved shoulders facility of the
36.78 km length newly declared highway from NH 150 at 454/780 km and ends in Thronglaibi at
chainage 418/000 km in the state of Manipur. The improvement proposal is based on the findings
from various engineering surveys and investigations carried out on the project road section.
4 lane road divided carriageway with 1.5 m paved shoulder and 2 m earthen shoulder on both
side is proposed for the project road section. The provisions have been made as per IRC-SP
84:2014.
Improvement proposals for a highway essentially consist of two components, viz. Geometric and
Structural. Geometric improvement deals with visible dimensions of roadway and is dictated by
the traffic and economic considerations. Geometric design involves several design elements such
as horizontal and vertical alignments, sight distance considerations, cross sectional elements,
lateral and vertical clearances, intersection treatment, control of access, etc. The structural
component deals with the pavement and embankment design aspects, i.e. the ability of the
highway to adequately carry and support the vehicle / wheel loads over the design period. The
improvement proposals for the proposed up gradation & widening to 4-lane with paved shoulder
configuration system includes the provision for the following major items:
 Geometric improvements and realignments

 Pavement
 Road junctions
 Bridges and CD structures
 Safety
 Road Appurtenances
7.2 GEOMETRIC DESIGN PROPOSALS

The proposal for the improvement of the geometric elements of the existing road includes:
 Improvement to the cross sectional elements

 Alignment design
7.2.1 Improvement to the Cross Sectional Elements

Lane Width:
The width of a basic traffic lane is proposed to be 3.5 m.
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Paved Shoulder
1.5 m paved shoulder of same pavement and design has been proposed on both sides of the main
carriageway.
Earthen Shoulders:
2 m earthen shoulders shall be proposed on both sides of the carriageway.
Cross fall:
The cross-fall for the pavement &paved shoulder is 2.5% with a crown in the centre. The cross-
fall for granular shoulder is 3%.
7.2.2 Development Scheme

The most important fact in deciding the side of widening is the availability of land. Secondary
factors include presence of environmentally; religiously and socially sensitive features such as
Heritage Structures, other monument structure and so on. The following criteria have been used
with suitable inter-alias weight age in terms of their influence in governing the decision on the
side of widening.
 Available ROW from the existing center line;

 Location of utility lines;
 Abutting land use;
 Adjacent cultural properties;
 Geometric improvements necessary;
 Location and type of trees required to be cut;
 Socio Economic affected person;
Improvement of existing alignment has been done in following ways which will have significant
beneficial impact in terms of :
 Minimizing Displacement
 Reducing resistance to the project
 Minimize the impact on the existing trees/local environment.
 Maximum benefit in terms of road geometry, pavements, shoulders, embankments etc.
 Uninterrupted flow of through traffic along the Project stretch
 Avoid future possibility of installation of speed breakers by the local administration /
public
 Avoid adverse impacts of the crowded areas along the project stretch
The summary of widening scheme proposed is as below:
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Table 52: SUMMARY OF WIDENING PROPOSAL
Sl. Widening
Length Lane Remarks
No. Scheme
1 418/000 454/780 4-LANE Concetric Wideining
The development schemes are as follows:
Table 53: CARRIAGEWAY DEVELOPMENT SCHEME

Existing km
Sl.No. TCS Description
From to
1 454/780 449/800
4 lane divided carriageway with 1.5 m
2 448/000 436/500
Typical Cross paved shoulders, 2 m earthen shoulders,
3 435/000 430/800
Section -1 4 m median with earthen drain, avenue
4 429/200 421/400 plantation and utility corridor of 2m
5 420/000 418/000
6 449/800 448/000 4 lane divided carriageway with 1.5 m
7 436/500 435/000 Typical Cross paved shoulders, 1.5 m median with 1.5
8 430/800 429/200 Section -2 covered concrete drain cum footpath
9 and utility cum parking space

421/400 420/000
7.2.2.1 Chainage Reference
The existing km stone available on ground has been used as referencing pillar only. Development
proposal has been decided based on the Design Chainage system which has been referenced from
the existing kilometre stones of the National Highway.
7.2.3 Alignment Design

The entire geometric design has been based on the ground modelling by highway MX design
software. The design of proposed alignment for 4-lane with paved shoulder has been carried out
based on the widening scheme as discussed above.
7.2.3.1 Horizontal Alignment

The horizontal alignment is designed for 80-100 kmph design speed. The sub-standard curves
are proposed with realignments/curve improvements to improve the sub-standard curves as
standard curves.
The existing road has as many as 38 curves with minimum 400 radius of curvature. This has been
improved to38 number of curves with radius of 400 minimum with proper transitions. The total
road has been designed for speed of 100 kmph except at two locations.
7.2.3.2 Vertical Alignment

Vertical Alignment is designed for minimum criteria of Intermediate Sight Distance (ISD). The
existing road profile is reviewed on the basis of cross-sections taken at regular intervals with the
98
help of Digital Terrain Model (DTM). Additional culverts have been proposed depending upon the
site specific conditions/profile.
7.3 PROPOSAL FOR BYPASS

Based on the detailed reconnaissance two bypasses has been proposed due to the reason stated
below:
1. There is no major town in the road except Bishnupur. The traffic intensity of the NH at the
town area is heavy due to the meddling of the intra-city traffic.
2. There is no scope for widening in near future due to ribbon formation along the road.
Hence a bypass is recommended for this town.
3. Another bypass is proposed for Loktak power channel after Potsangbam. There is already
one bridge over this channel, widening which will be uneconomical and providing another
bridge beside will cost high, hence this location is bypassed.
Location of both the bypasses are tabulated below and shown in the figure 27&28.
Table 54: DETAILS OF BYPASSES
Sl no Start End Length Location
1 437/400 433/500 3.92 km Bishnupur
2 431/600 428/200 5.80 km Loktak Power Channel
The proposal was declined for the following points
i. As per the MoRT&H guidelines, the RoW for built-up sections was restricted to 30 m and
the Bishnupur Bypass would cost more than minor dismantling required to clear up the
proposed RoW.
ii. For the bypassing the Loktak Power Channel, the proposed alignment passes through a
deep valley on the right hand side of the bridge which is not feasible in comparison of
constructing new 2 lane bridge alongside the Loktak Power Channel Bridge.
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Figure 27: PROPOSED BYPASS FOR BISHNUPUR TOWN
Figure 28: PROPOSED BYPASS FOR LOKTAK POWER CHANNEL
7.4 PAVEMENT OPTIONS

For the purpose of pavement design the project road is divided into two homogeneous sections
as detailed in the traffic chapter.
The purpose of the pavement study is to make analysis of different pavement alternatives to
provide a basis for selection of the most advantage solution, considering all costs occurring during
the life of the pavement, viz., construction costs, maintenance costs and costs for the road users.
In pavement option study, the following is studied in detail:
· New flexible pavement on the widening part and for full reconstruction stretches
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· Flexible overlay over the existing pavement

· Flexible Pavement for partial reconstruction stretches of existing pavement.
The different pavement design methods for above pavement options are studied and applied,
which are given in Table below
Table 55: CODE FOR PAVEMENT DESIGN
Pavement option Option type Design method

1 New Flexible pavement IRC 37:2012
2 Flexible overlay IRC 81:1997
3 New Rigid Pavement IRC 58: 2015
The pavement existing thorough out the project length is flexible in nature. The project envisages
widening to four lanes with paved shoulder of the existing dual lane carriageway for augmenting
the capacity of the project road and significantly extending its service life. Pavement Design
includes strengthening of existing single/intermediate lane by providing appropriate bituminous
overlay thickness.
The general design procedure for the flexible pavement for the proposed road from Imphal to
Moirang for widening portion as new construction as well as strengthening of existing
carriageway has been followed as per the guidelines of IRC: 37-2012 – “Guidelines for the design
of flexible pavements” and IRC: 81-1997- “Guidelines for Strengthening of flexible road
pavements using Benkelman Beam Deflection Technique” respectively. For the pavement design,
the information is required with regard to the parameters such as volume of traffic, pavement
condition; borrow area soil characteristics and properties of the existing subgrade. Growth rate
is required to predict the traffic over the design life and axle load spectrum is necessary to
calculate the Vehicle Damage Factor (VDF) for the design traffic calculations.
New pavement design is based on the design traffic (msa) and the subgrade strength, however
the overlay design will vary for each homogenous sections based on its structural and functional
adequacy.
The cost of flexible pavement is comparatively less than the rigid pavement, hence flexible
pavement is adopted for the entire stretch.
Moreover, the equipment and machineries required for the proper rigid pavement works are
difficult to be brought into operation in Manipur. Setting up of BMP will also be a problem and
hence flexible pavement has been proposed for development.
7.4.1. Homogeneous Section

Homogenous sections are decided based on the Traffic, Test Pit Data, Pavement Condition Survey
and Benkelman Beam Deflection (BBD) Testing. Based on the traffic surveys conducted by the
101
consultants in April 2017, it was concluded that the entire project length has been divided into
two homogeneous traffic sections which is given in Table below.
Table 56: LIST OF HOMOGENEOUS SECTION
Homogeneous section From km to km Length (km) ADT

HS 1 454/780-429/300 25.48 882
HS 2 429/300-418/000 11.3 858
Figure 29: BBD DEFLERCTION GRAPH
DEFLECTION
2.5
CUMULATIVE DIFFERENCES
1.5
0.5
DEFLECTION
CHAINAGE
7.4.2. Design of New Flexible Pavement

The flexible pavements are usually referred as a layered structure comprising generally
bituminous surface like Bituminous Concrete (BC) and Dense Bituminous Concrete (DBC), Wet
Mix Macadam (WMM) base and Granular Sub-Base (GSB) course of finite thickness, resting on
subgrade of minimum thickness of 500 mm. The thickness design of these layers will principally
depend on the subgrade CBR and the traffic loads that the pavement has to carry during its design
life. Ideally, the flexible pavement is built to such a depth that stresses on any given layer will not
cause unwarranted rutting, fatigue, shoving, or other differential movements which may result in
an uneven wearing surface. The chief function of the surfacing course is to provide a smooth
wearing surface, resistant to traffic. However, the wearing course can provide some shearing
resistance to the base structure and some added resistance to deformation.
Base courses are usually layers of aggregates that must possess high resistance to deformation in
order to withstand the higher pressures imposed by wheel loads. High–quality processed
aggregates are usually required, which also provide good internal drainage Sub bases are
generally made up of locally available aggregates.
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Traffic Growth
Pavements are designed to serve the traffic needs adequately over a period of years. Traffic
growth must therefore be anticipated when determining structural requirements of the
pavement. From the traffic growth projection data as explained in this report, a weighted average
growth rate of 9.26 percent per annum is estimated for the commercial vehicles.
Design Traffic
Design Traffic of 15 years has been adopted for the design of new pavement carriageway. Overlay
has been designed for the 10 years. This is in concurrence with the Project specific 4-Laning
Manual and the latest Manuals published by IRC.
Lane Distribution Factor
The lane distribution factors adopted for the project are as given under:
 Two-lane single carriageway: 75 per cent of the number of vehicles in both the direction
 Dual 2-lane carriageway road: 75 per cent of the number of vehicles in each direction
Directional Distribution Factor
The value of 0.50 has been adopted as the directional distribution factor.
Vehicle Damage Factor
The numbers of equivalent 8.16 t standard axles for the different categories of commercial
vehicles have been determined on the basis of the axle load surveys.
Pavement Design
IRC: 37-2012 method is adopted for the design which is based on the Mechanistic - Empirical
approach, and provides catalogues for design of flexible pavements. The design catalogue gives
the standard pavement compositions. The design relates to six CBR values ranging from 2 to 10
per cent and six levels of design traffic 10, 20, 30, 50, 100 & 150 MSA. The pavement compositions
specified in design catalogue for adoption are relevant to bituminous surfacing (BC and DBM),
base course (WMM / WBM) and granular layer of GSB.
Soil exploration was conducted from borrow areas for the construction of fill / embankment and
sub-grade. The soil types tested so far along the road stretch may be classified as clayey soil. The
CBR values (4-days soaking) using Modified Proctor Compaction and at OMC have been found to
vary from 4.5 % to 5.8 %. Thus, the design CBR of 8 percent for sub grade is adopted in the
pavement design analysis. Subgrade of 500 mm thickness and 8 % CBR is required as an integral
part of the pavement structure in the portions where realignment is proposed.
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7.4.3 Rehabilitation of Existing Pavement

Flexible overlay is suggested over the existing pavement in order to enhance its structural and
functional quality. Bituminous overlay in the form of BC and DBM is recommended as an overlay
to support the design traffic of 10 years or 100 msa, whichever is less. BBD testing, test pit
investigation, pavement condition survey and testing of the existing subgrade have been carried
out to assess the requirements of strengthening. The overlay design is done in accordance with
IRC: 81-1997 “Guidelines for Strengthening of flexible road pavements using Benkelman Beam
Deflection Technique”.
7.4.4 Crust and Overlay Design

Based on the traffic MSA of 20 and CBR of 8 %, the crust of the pavement to be widened is designed
and the overlay thickness is decided basing upon the BBD deflection characteristics. The table
below shows the adopted thickness of each layer both in widening portion and the overlay
portion.
Table 48: CRUST DETAILS

Sl. No. Chainage (km) Widening Portion Overlay Portion
From To GSB WMM DBM BC DBM BC
1
418/000 454/780 200 250 80 40 80 40
7.5 DESIGN OF STRUCTURES

The rehabilitation of existing structures and proposal of new structures have been established on
the basis of detailed inventory, Horizontal Alignment, vertical profile, geotechnical investigation,
hydrological study etc.
7.5.1 General Conditions of Structures

The structures found on the project road can be categorised as bridges and culverts. The other
structures like ROB, RUB, Underpasses, and Flyover etc. are not found in the project stretch.
7.5.2 Bridges
There are total of 15 minor bridges. Out of 15 minor bridges, 1 requires reconstruction, 1 is
retained and rest are proposed for widening.
There are 112 culverts in the project stretch. Out of 112 culverts, 10 are of Hume Pipe, 3 are box
type culverts, 98 are slab culverts and 1 is syphon. The condition of most of the culvert is poor
and there is insufficient adequacy for waterway.
7.5.4 Improvement Proposals

The improvement proposal includes repair, rehabilitation, widening and reconstruction of the
culverts and bridges which are in poor condition.
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All the Hume Pipe Culverts and Syphon are replaced with RCC box culverts. The improvement
proposals are summarised in the following table. The detail proposal is attached in the appendix.
Table 57: ABSTRACT OF IMPROVEMENT DETAILS ON STRUCTURES IN PROJECT ROAD

1 HPC Reconstruction to RCC Box 10
Reconstruction to Minor Bridge 3
Reconstruction to RCC Box 43
2 Slab Reconstruction 1
Widening 51
Retain 0
3 RCC Box Widening 3
4 Syphon Reconstruction to RCC Box 1
Reconstruction 1
Widening 13
7.5.5 Repairs and Rehabilitation of Structures

A specialized team having relevant experience and expertise has inspected all the structures.
Based on the defects observed, a comprehensive repair and rehabilitation plan is to be prepared
for repair and rehabilitation of the distresses bridge components.
Common Repair/ Rehabilitation Measures (For all Structures)

i. Expansion joints shall be made functional.
ii. Existing wearing coats to be get repaired.
iii. Some plastering works shall be done in the cracked/distresses portions of the existing
bridges.
iv. Existing railings shall be replaced with crash barriers and foot path shall be cast.
v. Remove vegetation from the structures; vent way and revetments around abutments.
vi. Replace / rehabilitate damaged stone pitching on embankments.
vii. Approach slab to be constructed on both sides.
7.6 IMPROVEMENT AND UPGRADATION OF ROAD INTERSECTIONS

The following intersections are proposed for improvement.
Table 58: INTERSECTIONS PROPOSED FOR IMPROVEMENT
Sl.No. Location Type of Junction Connecting Places

1 454/485 Y (L) Malom
2 453/700 Y (R) Bamdiar
3 453/490 Y (L) Meitram
4 453/102 Y (L) Meitram
5 452/620 Staggered L-Kadampakpi Lamkhai
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R- Baombira
6 451/875 Y (L) Utlou

7 451/590 Y (R) Bamdiar
8 450/990 Y (L) Utlou Koubila Makhong
Phoijng
Makha
10 449/433 Y (R) Nambol-Heigrujam Road
11 449/430 Y (L) Phadibi Road
12 449/345 T (L) Laitonjam
13 449/237 Y (L)
14 449/015 Y (L)
15 448/980 Y (L)
18 448/750 Y (R) Laishram Sanoi Shopping Complex
19 448/710 Y (L)
20 448/630 Y (R)
21 448/077 Y (L)
24 447/870 T (R) Maibam Chengmang
25 447/420 Y (L) Sabal Leikai
L-Naoram
R-Leimaram
29 445/020 Y (L) Naoram
30 444/790 Y (L) Naoram
31 444/505 Y (R) Kangphoi
34 444/275 Y (R) Irengbam
35 443/092 Y (L) Village Road
36 442/950 Staggered Yumnam Khunou
37 442/260 Y (R) Awang Leikai Leirak
106

44 440/790 Y (R) Ngaikhang Khumsu
45 439/745 Y (R) Tera Urak Industria Estate
46 438/905 Y (L) Ngakchroupokpi
47 438/200 Y (R) Joypur
L-Ngaikhong Khollen
R-Chindong
53 437/340 Y (R) Chingdong, sangai
54 436/965 Y (R) District Statistical Office
55 436/765 Y (R)
56 436/650 Y (R) Zilla sainik Board
57 436/570 Y (R) Block Resource Center
58 436/420 Y (R) Lokoipat
59 436/230 Y (R) Bishnupur Forest Division
L-Nagikhoung Khaulen
R-Bishnupur
61 436/070 Staggered L/R-Bishnupur
62 436/005 Y (R) Bishnupur
L-Tabul
R-Thanikhun
64 435/895 Y (L) Tabul
65 435/870 Y (R) Thanikhun
L-Tabul
R-Thanikhun
67 435/690 Y (L) Bishnupur
68 435/375 Cross Road L/R-Bishnupur Ward o-7
69 435/210 Y (L) Khoijuman
70 435/134 Y (l) Bishnupur Ward No 5
71 435/030 Y (R) Bishnupur Ward No 6
Lamianghupi
72 434/800 Y(R)
Bishnupur Ward No 12
73 434/600 Y(L) Khoijuman Khunou
74 434/320 Y(R) Koman
75 434/250 Y(R) Khasantipur
76 433/100 Cross Road Nachou Mamano
107

L-Nachou
R-Potshangban
80 432/135 Y(L) Nachou
81 432/090 Y(R) Potshangban Maning Leikai
82 431/950 Y(L) Joypur
L-Popikhon
R-Popikhon
84 430/300 Y(R) Loktak Project Road
L- Ningthoukhong Ward No-6
R- Ningthoukhong Ward No-3
94 428/810 Staggered L/R-Khakhinou
95 428/550 Y(L) Ningthunkhong
98 427/215 Y(R) Thenungei
99 427/095 Y(R) Thingpui
102 425/890 T(L) Phubala Village
105 425/350 Staggered Phubala Village
112 424/470 Y(R) Hill Station
113 423/160 Cross Road Naren Shena Village
108

114 423/140 Y(L) Naren Shena Village
L-Thamnapokpi
R-Khoirentak Khunou
119 422/000 Y(R) Ngangkhalawai
120 421/510 Y(R) Khousabung
121 421/000 Y Moirang Junction
126 420/250 Y(R) Okshongbung Village
127 420/150 Y(L) Moirang Village
L-Kumbhi Village
R-Monghang Village
7.7 LONGITUDINAL DRAINS

RCC covered drain in built-up section has been proposed. RR Masonry in the cutting section is
proposed and Open earthen drain is proposed for open area. Exact location of the drain shall be
determined by the Concessionaire in consultation with the Independent Engineer. An indicative
list of locations and length of the drain is given below:
Table 59: LONGITUDINAL DRAIN ALONG THE PROJECT ROAD
CHAINAGES
SL NO LENGTH TYPE
From To
1 454/780 449/800 4980 Earthen Drain
2 449/800 448/000 1800 Concrete Drain
3 448/000 438/850 9150 Earthen Drain
4 438/850 437/000 1850 RR Masonry Dain
5 437/000 436/500 500 Earthen Drain
6 436/500 435/000 1500 Concrete Drain
7 435/000 430/800 4200 Earthen Drain
8 430/800 430/300 500 Concrete Drain
9 430/200 429/200 1000 Concrete Drain
10 429/200 421/400 7800 Earthen Drain
11 421/400 420/870 530 Concrete Drain
12 420/870 418/000 2870 Earthen Drain
109
7.8 TRAFFIC SAFETY MEASURES

Design of proper junctions, foot paths, all other measures such as crash barriers, road signs, road
marking, turn lanes etc. have been provided as per road safety standards prescribed by
MoSRT&H. These have been shown in the drawing volume.
7.8.1 Toe Wall

The toe walls are provided for a length of 2825 meters at the following indicated locations as the
embankments are prone to water logging at its toe to the right side.
Table 60: LOCATIONS OF TOE WALL
Sl No CHAINAGE LENGTH (in meter)

1 418/600 - 418/700 100
2 419/750 - 419/950 200
3 419/950 - 420/050 100
4 420/550 - 420/750 200
5 422/500 - 423/000 500
6 424/550 - 424/590 40
7 426/400 - 426/460 60
8 435/500 - 435/550 50
9 440/200 - 440/260 240
10 440/700 - 440/820 120
11 442/800 - 442/840 40
12 447/700 - 447/775 75
13 448/000 - 448/070 70
14 451/200 - 451/300 400
15 453/100 - 453/190 90
16 453/300 - 453/360 60
17 453/500 - 453/600 400
18 454/700 - 454/780 80
7.8.2 Retaining Wall

The retaining wall is to be provided at the following chainages which are tabulated below.
Table 61: LOCATION OF RETIANING WALL

CHAINAGE
Sl No LENGTH LHS/RHS
FROM TO
RETAINING WALL OF 2 M HEIGHT
1 418/200 418/240 40
2 419/400 419/440 40 LHS
3 419/400 419/445 45 RHS
4 424/450 424/500 50
5 426/850 426/910 60
6 427/700 427/780 80 LHS
7 428/900 428/960 60
110
8 434/050 434/080 30 LHS

9 440/000 440/080 80
RETAINING WALL OF 4.5 M HEIGHT
10 438/500 438/540 40
11 438/700 438/750 50
7.8.3 Stone Pitching

The stone pitching is to be provided at the following chainages which are tabulated below.
Table 62: LOACTION OF STONE PITCHING
Sl No CHAINAGE LENGTH LHS/RHS
1 Ch-418/400 to Ch-418/650 250 LHS

2 Ch-418/900 to Ch-419/050 153 LHS
3 Ch-419/200 to Ch-419/416 40 RHS
4 Ch-419/400 to Ch-420/000 20 RHS
5 Ch-422/100 to Ch-422/250 80 LHS
6 Ch-425/500 to Ch-425/650 20
7 Ch-425/600 to Ch-425/700 100
8 Ch-425/900 to Ch-426/100 70
9 Ch-426/200 to Ch-426/400 30 LHS, RHS
10 Ch-426/400 to Ch-426/800 100 LHS
12 Ch-428/300 to Ch-428/500 20 LHS
13 Ch-431/700 to Ch-432/000 100 LHS
14 Ch-438/400 to Ch-438/800 20 LHS
15 Ch-440/300 to Ch-440/650 20
16 Ch-440/800 to Ch-441/400 50 LHS
17 Ch-444/600 to Ch-444/900 80 LHS
18 Ch-445/350 to Ch-445/450 60 LHS
19 Ch-445/500 to Ch-445/900 20 LHS
20 Ch-446/700 to Ch-447/700 60 LHS
21 Ch-454/500 to Ch-454/780 20
7.9 USER FACILITIES

The facilities provided for the project stretch include busbays, toilets, road signages and footpath
in the urban sections which facilitate the users as weel as reducing the disruption of traffic flow.
Table 63: LOCATION OF PROPOSED BUS SIDINGS
Sl No CHAINAGE LHS/RHS
1 419/900 RHS
2 421/600 LHS
3 422/100 LHS, RHS
4 423/400 LHS, RHS
111
5 424/100 RHS
6 425/100 LHS
7 426/700 RHS
8 427/700 LHS
9 431/000 LHS, RHS
10 431/800 RHS
11 432/500 LHS
12 433/900 LHS, RHS
13 438/400 LHS, RHS
14 441/300 RHS
15 442/500 LHS
16 443/800 RHS
17 445/300 LHS
18 446/900 LHS, RHS
19 450/200 RHS
20 454/100 LHS, RHS
Table 64: LOCATION OF PROPOSED TOILETS
1 420/650 RHS
2 425/670 LHS
3 430/730 RHS
4 437/350 LHS
5 439/230 LHS
6 443/300 RHS
7 446/150 RHS
8 450/390 LHS
The footpaths are provided over the drains in the built-up sections to facilitate the pedestrian
movements. Proper traffic signages are provided to warn and regulate the flow of traffic. The
details of the traffic signs are provided in the Traffic Safety chapter.
7.10 ROAD FURNITURE AND OTHER FEATURES

The road furniture, traffic safety features and other facilities included in the design are:
· Bus Shelters
· Road Markings
· Traffic Signs
· Kilometre Stone Details
· 200m Stones and Boundary Stones
112
Overhead sign boards at the start and end of the project road. The section of the signboard is
provided in the drawings volume.
7.11 TOLL PLAZA

Location of toll plazas has been proposed at km 433/300, based on the traffic dispersal pattern,
road geometry and vertical profile of the road and the surrounding area.
The location of the toll plaza is based on the following:
 Only one toll plaza on the project highway hence no impact /consideration of distance
between the next toll plazas.
 No major settlement near by
 Maximum toll-able traffic shall be captured hence good financial viability
 Away from bridges and structures
 Away from junctions
 Away from sharp curve
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COST ANALYSIS
Chapter 8: Cost Analysis

8.1 GENERAL
The project road starts from Imphal on NH 150 at 454/780 km and ends in Thronglaibi at
chainage 418/000 km in the state of Manipur. The project road is proposed with 4 lane divided
carriageway throughout the project corridor.
The proposal has been made to rehabilitate the existing bridges and culverts. The proposals also
includes the junction improvement, proposal of toll plazas, longitudinal drains, road furniture,
and bus shelters.
8.2 QUANTIFICATION
The quantification of most of the items which are uniformly occurring are based on the TCS &
pavement design for different homogeneous section and are calculated as per Km basis. The
quantification of structures is based only on Square meters of widening, re/new construction for
each structure and lump sum provision for rehabilitation on square meter basis.
The construction items covered in cost estimates are: site clearance, earthwork in case of
widening and raised pavement, Pavement in carriageways and shoulders, bridges and culverts,
and miscellaneous items such as side drains, road furniture, intersections, bus shelters, Toll
Plazas, and utility relocations etc.
8.3 UNIT RATES

The rate analysis for the Construction Items has been done based on standard data book
published by MORT&H and the basic rates are taken from Common Standard Schedule of Rates
2016, Govt of Manipur. For items whose rates are not available in the SOR, market rates shall be
adapted for its costing.
Table 65: ANALYSIS OF UNIT RATES
Sl. No. Item Description Unit Unit Rates (₹)

1 Clearing & Grubbing sqm 4.34
2 Embankment Fill Using Borrow Materials cum 217.04
3 Embankment Fill from the roadway excavated material cum 94.42
4 Selected Subgrade fill cum 240.97
5 Granular Subbase
Grade IV cum 3019.75
Grade VI cum 3102.86
6 Wet Mix Macadam Cum 3339.08
115
Sl. No. Item Description Unit Unit Rates (₹)

7 Prime Coat Sqm 33.18
8 Tack Coat Sqm 12.08
9 Dense Bituminous Macadam Cum 9635.50
10 Bituminous concrete Cum 10666.80
11 Box/Slab Culvert No 37,81,573.00
12 Minor Bridge No 25,43,904.00
8.4 PROJECT COSTING

8.4.1 Road
The pavement quantities like GSB, WMM & Bituminous items etc. have been worked out based on
Typical Cross Sections, pavement design done based on traffic and with subgrade as CBR 8%.
Reconstruction in BT stretches considered from existing GSB layer top in poor carriageway
stretches and considered from subgrade wherever vertical profile is to be improved.
8.4.2 Bridges and Culverts

The cost of new/Widening of structures has been calculated oin detail with volume calculation of
each component of structure.
Out of the total 112 nos of existing culverts 58 are reconstructed, 54 are widened.
1 no of 8 lane toll plaza has been considered.
Provision of 26 nos of bus shelters and bays have been considered.
All the junctions have been developed.
RR Masonry, Open/earthen & concrete drains have been provisioned in the entire strecth of
project corridor.
8.4.3 Maintenance During Construction Period

Provision has also been made for maintenance of existing road items such as pot hole and
Renewal Coat for road maintenance are considered under this bill. It is also assumed that out of
the whole existing road approximately 3% length of the road has potholes depending on the road
condition and 25 % length of the road for renewal coat.
8.4.4 Land and Structure Acquisition

Provisional land acquisition requirement is assessed based on the typical cross section types to
be adopted with additional area for the locations of junctions. No acquisation or minimal
acquisation is required to develop the project road.
116
8.4.5 Miscellaneous Items

The cost for providing major and minor junctions, overhead signs, bus bays, bus shelter, Toilets,
Toll plaza, Retaining Wall, Breast Wall, Stone Pitching, Crash Barrier, Toe wall etc. have been
worked out and included in the total cost estimate.
8.5 CONSTRUCTION COST

The overall construction cost of the Project works out to Rs. 471.30 Crores.
8.6 ABSTRACT OF COST

Table 66: ESTIMATE ABSTRACT
GENERAL ABSTRACT
SL. NO TYPE OF WORK AMOUNT
1 Road Work 2139594745.17
2 Drain 93709563.33
3 Utility Corrider 1175494375.39
4 Median Drain 7640003.50
5 C.D Works
i) Box Culvert 235498380.01
ii) Minor Bridge 407182175.97
iii) Slab Culvert 137983954.21
6 Toe Wall 44130603.74
7 Retaining Wall 21948350.48
8 Major Junction 5180974.02
9 T/Y Junction 19510382.89
10 Bus Bay and Bus Shelter 87637986.05
11 Way-Side Amenity Centre (WAC) 13477672.00
12 Toll Plaza 67034124.44
13 Overhead Sign Board 2374892.36
14 Toilet Block (8 nos @ 15 lakhs)-L.S 12000000.00
15 Street Lighting (Built-up Section @Rs. 1600-2450 nos.) 3920000.00
Sub Total 4474318183.56

Adding 5% Excalation for Year 2017-18 223715909.18
Shifting of water supply line & tubewell & Relocation 5000000.00
Shifting of Electrical Poles,Transformer & Relocation 10000000.00
TOTAL 4713034092.74
SAY Rs. 471.30
CRORES
117
FINANCIAL ANALYSIS
Chapter 9: Financial Analysis

9.1 GENERAL
The main objective of financial analysis is to assess the likely returns to the investors under
realistic conditions/assumptions. In the present studies the financial viability of the project is
assessed, assuming minimum Equity IRR to be >=15%, on the basis of project’s financial internal
rate of return on investments, which is estimated on the basis of cash flow analysis. The analysis
attempts to ascertain the extent to which the investment can be recovered through toll revenue
and the gap, if any, be provided through grant. This covers aspects like financing through debt
and equity, loan repayment, debt servicing, taxation, depreciation, etc. The viability of the project
is evaluated on the basis of Equity IRR. The Equity IRR is estimated on the basis of cash flow
analysis, where both costs and revenues have been indexed to take account of inflation.
As per the Terms of Reference (ToR), this report has been prepared documenting the financial
evaluation for up gradation and strengthening to 4-lane of highway corridor between Imphal -
Moirang sections in the state of Manipur.
This report provides a financial analysis of the Project based on the key business assumptions
based on circulars issued by NHAI and MoRT&H from time to time, civil construction cost & traffic
numbers as finalized in consultation with client.
Further, it should be noted that in case of any change in the assumptions/ project parameters
used for developing the financial analysis, the projected financial parameters are likely to
undergo a change that might significantly impact the potential (adversely / favourably) of
developing the Project on BOT basis.
Table 67: FEATURES OF EXISTING ROAD

Project Feature
Length 36.78 kms
Total Civil Cost (2016-17) ₹ 471.30 Crores
Total Civil Cost as in 1st April 2018, (Escalated by 5%) ₹ 494.865 Crores
Base Total Average Traffic in (2020-21) – AADT (First year of Operation) in
15021
PCU
Base Total Average Traffic in (2048-49) – AADT (Last year of Operation) in
195917
PCU
Construction Period 730 days
Concession Period 30 years
9.2 PROJECT BACKGROUND

NHIDCL is engaged in the development of National Highways and as part of this endeavour, the
Authority has decided to undertake development and operation/ maintenance of the Project
119
Road of Imphal -Moirang sections in the state of Manipur on Design Build Finance Operate
Transfer (DBFOT) Toll Basis.
The Project road has been kept as two tolling homogeneous section.
The physical packaging of the Project is presented in the Table below.
Table 68: PHYSICAL PACKAGING OF THE PROJECT

Project/Pro Total Project Cost Total Project Cost
National
gram Ref. Stretch Length (Km) (₹ Crores) @ 40% (₹ Crores) @ No
Highway
No. Grant Grant
418/000-
150 36.78 573.91 584.09
454/780
The key assumptions used in this analysis have been provided by NHAI through its various
circulars issued from time to time. Accordingly, this financial viability report is based on the civil
construction cost and other details as provided by NHAI. No independent verification for the same
has been carried out.
It has been decided that from COD, user fee for four lane highway would be charged on the
following Toll Plazas.
Table 69: DETAILS OF TOLL PLAZA
Toll Plaza Toll Plaza I

Location
Lane 4-lane
Length of highway stretch in km catering to the relevant toll plaza 36.78
A list of the key assumptions taken for the financial analysis of the Project is included in the
chapter. Subsequent sections of this chapter present the detailed financial analysis of the Project.
9.3 TRAFFIC COUNT

The classified Traffic volume count is carried out at km 421/000 & 429/300 km. Table below
presents the traffic count at proposed toll plaza location.
Table 70: TRAFFIC TOLLABLE
Car/Taxies 4907 3604
Jeep/Van 1316 826
LCV Passenger 345 367
LCV Freight 82 78
Mini Bus 3 6
Bus 206 165
Two Axle 221 218
Three Axle 25 23
120
Semi Articulated 0 1
Articulated 3 6
ADT TOLLED 7108 5294
PCU TOLLED 8237.5 6356
Two Wheeler 4248 3092
Three Wheeler 2152 1345
Cycle 385 892
Rickshaw 28 229
Animal Cart 0 0
Hand Cart 1 4
Others 19 36
ADT NON 6833 5598
TOLLED
PCU NON 4564.5 3857
TOLLED
ADT Total 13941 10892
PCU total 12802 10323
Percentage non
50% 50%
Tolled
The traffic (AADT) at proposed toll plaza location is projected to analyses the concession period
based on the traffic capacity parameters. Maximum capacity for four lane with paved shoulder is
considered as 60,000 PCUs. The details of PCU and projected PCU has been provided in the
chapter 6.
Hence maximum concession period of 30 years can be considered for proposing 4 lane divided
carriageway with paved shoulders.
9.4 CONCESSION PERIOD

As desired by NHAI, the Design Capacity of the proposed Project Highway has been considered to
be 60,000 PCUs for 4-Lane Section. Concession period for this Project Highway is understood to
start from 1st April, 2018 (in FY 2018-19). For the purpose of numbering, FY 2018-19 has been
numbered as Year 1.
The base traffic at the various Toll Plazas and the year in which each Toll Plaza crosses the
capacity of 60,000 PCUs are provided below:
121
Table 71: TARRIF OF TOLL PLAZA
Base Traffic (Year

Year in which the traffic exceeds the design
Toll Plaza 2020-21), (Total
capacity
PCUs)
Not Applicable since road doesn’t achieve full

Toll Plaza I capacity even after maximum allowable 30 years
covering four 15021 as Concession Period.
lane section Last year of Operation i.e. 2048-49, PCU is
195917
Construction period of 24 months/ 730 days has been assumed for this financial feasibility
analysis.
9.5 KEY BUSINESS ASSUMPTIONS

The key business assumptions used in this financial analysis have been discussed
Table 72: KEY BUSINESS ASSUMPTIONS 4 LANING OF REFERRED PROJECT

HIGHWAY
(The figures for two Laning has been assumed as 60% of four lane standards)
Particulars Assumption Underlying reasoning

Date of Award
Appointed 1st August 2011 Based on discussions with NHAI
1st April 2018 Assumption.
of Letter of
Date
Award (LoA)
Construction
730 days from Appointed date As per DPR.
Period
Capex Phasing
for
40%, 60% in the first and second
Construction As per DPR
year of construction respectively
over a 24
Month Period
Commercial
Based on the assumed Construction
Operations 1st April 2020
Period.
Date (COD)
Concession
30 Years As determined by Design Capacity
Period
As per the base documents provided by
Weighted Price NHAI (circular no. NHAI/11033/CGM
5.0% p.a.
Index (WPI) (Finn)/2011 dated 29th April, 2011
provided to us by NHAI).
Key Financing & Tax rate Assumptions
Debt Equity NHAI (circular no. NHAI/11033/CGM
70:30
Ratio (Finn)/2011 dated 29th April, 2011
Term of Debt Based on the assumed Construction
Over 24 months
Drawn Period.
122

Total tenor - 52 quarters (13 years
Moratorium & including moratorium period)
NHAI (circular no. NHAI/11033/CGM
Principal Moratorium - 10 quarters
(Finn)/2011 dated 29th April, 2011
Repayment (including the entire construction
Period of 8 quarters)
Under the WDV method we have assumed
Tax WDV method
depreciation on 100% of the asset value at
Depreciation Depreciation – 100% of asset
a rate of 10% per year.
Construction & Operation Period
Interest Rate 11.75% pa
Cost Escalation As per the base documents provided by
during NHAI (circular no. NHAI/11033/CGM
5.0% p.a
construction (Finn)/2011 dated 29th April, 2011
Periods provided to us by NHAI).
Pre-Operative
expenses 1.00% of the sum of civil
during construction cost and contingencies
construction
Period
As per the base documents issued by
Contingency MORTH provided by NHAI (circular
1%
Costs no.RW/NH37011-02/2010/PPP/Vol.III
dated 16th November, 2011).
Concession Fee Re 1 p.a. As per the Concession Agreement
MORTH provided by NHAI (circular
Routine
0.035 crores/Km/Year (Year FY no.RW/NH37011-02/2010/PPP/Vol.III
Maintenance
2011-12) dated 16th November, 2011).
Costs
For four lane, for two lane 60% of this has
been assumed.
MORTH provided by NHAI (circular
Periodic
0.35 crores/Km/every 6 Years no.RW/NH37011-02/2010/PPP/Vol.III
Maintenance
(Year FY 2011-12) dated 16th November, 2011).
Costs
been assumed.
Electricity and
0.0125 crores/Km/Year (Year FY (Finn)/2011 dated 29th April, 2011
Patrolling
2010-11) provided to us by NHAI).
Expenses
been assumed.
Office 2.5 crores/Km/Year (Year FY As per the base documents provided by
Expenditure 2010-11) NHAI (circular no. NHAI/11033/CGM
123

been assumed.
Insurance 0.15% of Total Project Cost (TPC)
5 crore per Toll Plaza (Year FY As per the base documents provided by
2010-11) for Two Lane (First and NHAI (circular no. NHAI/11033/CGM
Second Toll Plaza) (Finn)/2011 dated 6th June, 2012
Toll Expense
8 crore per Toll Plaza (Year FY provided to us by NHAI).
2010-11) for Four Lane (Third Toll For four lane, for two lane 60% of this has
Plaza) been assumed.
Viability Gap Funding (VGF)/Grant Assumptions
In case of VGF 100% upfront Equity
In case of no 25% upfront Equity and balance in NHAI (circular no. NHAI/11033/CGM
VGF proportion of Debt (Finn)/2011 dated 29th April, 2011
Debt NHAI (circular no. NHAI/11033/CGM
After spending the upfront equity
Drawdown (Finn)/2011 dated 29th April, 2011
Traffic Assumptions
Two Lane Capacity 25,000 PCU
Four-Lane Capacity 60,000 PCUs
Concession As per the base documents provided by
30 Years
Period NHAI (circular no. NHAI/11033/CGM
Traffic Growth NHAI (circular no. NHAI/11033/CGM
9.26%
rate (Finn)/2011 dated 29th April, 2011
Start of Toll From Commercial Operation date NHAI (circular no. NHAI/11033/CGM
Collection (COD) (Finn)/2011 dated 29th April, 2011
Traffic
Leakages
Cars/Jeep/Van @10%, Other MORTH provided by NHAI (circular
(Traffic that
Vehicles @5% no.RW/NH37011-02/2010/PPP/Vol.III
will not use
highway)
124

Exempted Cars/Jeep/Van @3%, Other MORTH provided by NHAI (circular
Vehicles Vehicles @0% no.RW/NH37011-02/2010/PPP/Vol.III
9.6 KEY PROJECT OUTPUTS

9.6.1 Total Project Cost
The civil construction cost of the project of the km 36.78 stretch is ₹ 494.865 crores (2018-19
prices). The Total Project Cost (TPC) of the Project based on the civil construction costs,
contingencies, financing costs and IDC without any Grant is about ₹ 584.09 crores. Summary of
the TPC is provided in Table below.
Table 73 : PROJECT COST DETAILS (FIGURES IN CRORES) WITHOUT GRANT
Construction Cost (1st April 2018) 494.865

Contingency 4.949 1.00%
Independent Consultant and Pre-Operative Expenses 4.998 1.00%
Insurance During Construction 0.742 0.15%

Escalation @ 5% 27.865 5%
Finance Cost 8.177 2.00%
Environmental Cost 0.000
Interest During Construction 43.237 11.75%
Total Project Cost 584.09 15.05%
@ 40% Grant is as below:

Table 74 : PROJECT COST DETAILS (FIGURES IN CRORES) WITH 40% GRANT
Construction Cost (1st April 2018) 494.865

Contingency 4.949 1.00%
Independent Consultant and Pre-Operative Expenses 4.998 1.00%
Insurance During Construction 0.742 0.15%

Escalation @ 5% 27.865 5%
Finance Cost 4.821 2.00%
Environmental Cost 0.000
Interest During Construction 36.415 11.75%
Total Project Cost 573.91 15.05%
Table 75: IDC CALCULATION
Calculation of IDC Without Grant With Grant of 40%

Year1 Year2 Year1 Year2
Opening Balance 163.55 126.26

Additions 40.89 61.33 31.57 60.26
125
Calculation of IDC Without Grant With Grant of 40%

Closing Balance 40.89 224.88 31.57 186.52
Interest 0.60 5.70 0.46 4.59
2nd Quarter
Opening Balance 40.89 224.88 31.57 186.52
Additions 40.89 61.33 31.57 60.26
Closing Balance 81.77 286.20 63.13 246.78
Interest 1.80 7.51 1.39 6.36
3rd Quarter
Opening Balance 81.77 286.20 63.13 246.78
Additions 40.89 61.33 31.57 60.26
Closing Balance 122.66 347.53 94.70 307.04
Interest 3.00 9.31 2.32 8.13
4th Quarter
Opening Balance 122.66 347.53 94.70 307.04
Additions 40.89 61.33 31.57 60.26
Closing Balance 163.55 408.86 126.26 367.30
Interest 4.20 11.11 3.25 9.90
Total Interest 9.61 33.63 7.42 29.00
Total IDC 43.24 36.41
We are of the opinion that for the purpose of financial analysis of the project, the TPC without any
Grant from Government shall be used as the basis.
9.6.2 Means of Finance

Based on the assumptions presented in previous section, the Project cost is proposed to be
financed by a mix of debt - equity in the proportion 70:30, which translates into a debt equity
ratio of 2.33 times. In case where Grant has been considered, the balance project cost has been
funded in the debt equity ratio of 70:30. The funding component for the project is presented in
the table below:
Table 76: MEANS OF FINANCE FOR REFERRED PROJECT HIGHWAY
Grant
Sl No Items Nil Grant 40% Grant
1 Debt 408.86 241.04
2 Equity 175.23 103.30
3 Grant 0.00 229.56
Total 584.09 573.91
126
9.7 TRAFFIC DETAILS-LOCATION OF TOLL PLAZAS, TRAFFIC COUNT & TOLL

REVENUE
9.7.1 Toll Location
From COD: Toll Plaza-I: At km 433/300. At this Toll Plaza, traffic is to be tolled for a length of
36.78 km. The base toll rates for this toll plaza would be for four lane highway.
9.7.2 Traffic figures at Toll Plazas for the year 2017-18 are as under
Table 77: TRAFFIC FIGURES AT TOLL PLAZA
At Toll Plaza-I – at Km 433/300
Category of Vehicles
AADT PCU Factor
Car/Jeep/Van 6223 1.0
Mini Bus 3 1.5
LCV/ Mini Bus 427 1.5
Buses 206 3.0
Trucks (2 axle) 221 3.0
MAV (>3 axle) 3 4.5
Motor Cycle 4248 0.5
3 Wheeler 2152 1.0
Trucks 3 Axle 25 3.0
Tractor without Trailer 0 1.5
Tractor with Trailer 0 4.5
Cycle 385 0.5
Rickshw 28 2.0
Bullock Cart 0 8.0
Others 20 2
Total 13942 -
9.7.3 Traffic Growth Rate

The Growth Rate of all categories of all vehicles have been taken as 9.26% annually.
9.7.4 Toll Rates

The rates of fee for use of a four lane section of National Highway for the base year 2007-08 for
different categories of vehicles are as under:
Table 78: TOLL RATES
For Bypass (1.5

For 4 lane For 2 lane
times of four
carriageway carriageway
lane toll)
Type of Vehicle Base rate of fee per km (in rupees)
Car, Jeep, Van or Light Motor
0.65 0.98 0.39
Vehicle
Light Commercial Vehicle, Light
1.05 1.58 0.63
Goods Vehicle or Mini Bus
127
For Bypass (1.5

For 4 lane For 2 lane
times of four
carriageway carriageway
lane toll)
Bus or Truck 2.20 3.30 1.32
3 Excel 2.40 3.60 1.44
Heavy Construction Machinery
or Earth Moving Equipment or
3.45 5.18 2.07
Multi-Axle Vehicle (three to six
axles)
Oversized Vehicles (seven or
4.20 6.30 2.52
more axles)
The toll rates presented above have been revised annually as per guidelines under the New Toll
Policy 2008 as amended by the gazette notification dated 3rd December 2010 and 12th January 2011
and notifications issued thereafter.
9.8 TOLL REVENUE
The toll revenue for first five year (in ₹. crores) of operation is as below:
Table 79: TOLL REVENUE
Revenue Through + Daily + Monthly CP CP 15.26 16.83 18.56 20.46 22.57

Toll Plaza 1
Total Revenue (in ₹ crores) 0 0 15.26 16.83 18.56 20.46 22.57
9.9 OPERATIONAL EXPENDITURE

The operational expenditure for first five year (in ₹ crores) of operation is as below:
Table 80: OPERATIONAL EXPENDITURE FOR FIRST FIVE YEAR

Operating Expenses (2 Lane) CP CP
Management expenses 0 0 4.59 4.82 5.06 5.32 5.58
Routine Maintenance 0 0 1.90 2.00 2.10 2.20 2.31
Toll Expenses 0 0 2.36 2.48 2.61 2.74 2.87
Major Maintenance 0 0 0.00 0.00 0.00 0.00 0.00
Total Outflows 0 0 8.86 9.30 10.59 11.12 11.67
9.10 FINANCIAL ANALYSIS

A Concession Period of 30 years has been assumed for analysing the financial feasibility of this
project. Based on the civil construction cost, operational cost and other assumptions mentioned
in the earlier part of this report and the analysis carried out thereafter, it has been observed that
the Equity IRR is 4.38% and Project IRR is 5.87%.
The operational expense for first year is ₹. 8.86 Crore and revenue is only ₹. 15.26 crores. Most of
the traffic is non-toll-able and revenue generated from the project is not sufficient to make the
project viable.
128
At maximum possible allowable Grant of 40%, Equity IRR is 8.01% and Project IRR is 5.67%,
which is extremely low. Minimum 15% Equity IRR is required for viable project as per NHAI
guidelines. Under this situation/ circumstance the project can be only be considered either on
Annuity or Hybrid Annuity Model.
9.11 CASH FLOW STATEMENT

Table 81: CASH FLOW
Equity
2018-19 2019-20 2020-21 2021-22 2022-23 2023-24 2024-25 2025-26 2026-27 2027-28
IRR
Promote
rs 52.97 79.46 0.00
Equity
Inflows to Equity holders
PAT 0.00 0.00 4.33 (44.90) (41.54) (36.53) (31.35) (25.97) (45.87) (14.56)
Depre
0.00 0.00 0.00 16.35 16.35 16.35 16.35 16.35 16.35 16.35
ciation
Total
0.00 0.00 4.33 (28.55) (25.19) (20.18) (15.00) (9.62) (29.52) 1.79
Inflows
Outflows from Equity holders
Debt
Repaym 15.45 0.00 0.00 15.45 30.90 30.90 30.90 30.90 30.90 30.90
ent
Total
Outflow 15.45 0.00 0.00 15.45 30.90 30.90 30.90 30.90 30.90 30.90
s
FCFE (68.42) (79.46) 4.33 (44.00) (56.09) (51.08) (45.90) (40.53) (60.42) (29.11)
Equity
4.38%
IRR
Project
2018-19 2019-20 2020-21 2021-22 2022-23 2023-24 2024-25 2025-26 2026-27 2027-28
IRR
Outflows
Capital
Expendi
169.31 239.44 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
ture less
IDC
Total
Outflow 169.31 239.44 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
s
Inflows
PBDIT 0.00 0.00 6.41 7.53 7.95 9.32 10.87 12.61 (10.92) 16.77
Net Pre-
Tax
Cash (169.31) (239.44) 6.41 7.53 7.95 9.32 10.87 12.61 (10.92) 16.77
Outflow
s
Taxes 0.00 0.00 2.08 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Net
Post-Tax
Cash (169.31) (239.44) 4.33 7.53 7.95 9.32 10.87 12.61 (10.92) 16.77
Outflow
s
IRR
Project
5.67%
(Post-
tax)
129
9.12 PROFIT LOSS STATEMENT

Table 82: PROFIT LOSS
P&L
Statemen 2018-19 2019-20 2020-21 2021-22 2022-23 2023-24 2024-25 2025-26 2026-27 2027-28
t
100.00
%
Inflows 10.26% 10.28% 10.29% 10.31% 10.33% 10.35%
Revenue
from Toll 0.00 0.00 15.26 16.83 18.56 20.46 22.57 24.90 27.47 30.31
Traffic
Outflows
Operating Expenses
Total
0.00 0.00 8.86 9.30 10.61 11.14 11.70 12.28 38.38 13.54
Outflows
Earnings
before
interest,
taxes,
depreciat 0.00 0.00 6.41 7.53 7.95 9.32 10.87 12.61 (10.92) 16.77
ion and
amortizat
ion
(EBITDA)
Depreciat
0.00 0.00 0.00 16.35 16.35 16.35 16.35 16.35 16.35 16.35
ion
Profit
before
Interest 0.00 0.00 6.41 (8.82) (8.40) (7.03) (5.48) (3.74) (27.27) 0.42
and Tax
(PBIT)
Non-Operating Income
Non-Operating Expenses
Interest
on Term- 0.00 0.00 0.00 36.08 33.13 29.50 25.87 22.24 18.61 14.98
Loans
Total
Non-
0.00 0.00 0.00 36.08 33.13 29.50 25.87 22.24 18.61 14.98
operating
Expenses
Profit
before
0.00 0.00 6.41 (44.90) (41.54) (36.53) (31.35) (25.97) (45.87) (14.56)
Tax
(PBT)
Income
Tax/Corp 0.00 0.00 2.08 0.00 0.00 0.00 0.00 0.00 0.00 0.00
orate Tax
Profit
After Tax 0.00 0.00 4.33 (44.90) (41.54) (36.53) (31.35) (25.97) (45.87) (14.56)
(PAT)
9.13 CONCLUSION
Based on the project structure and toll analysis it is seen that the project cannot be taken up in
the DBFOT model. The 3 reasons for non-viability of the project are:
 The road does not achieve 60000 PCU which is required for four laning with paved
shoulder (LOS B) within 15 years with 9.26% growth in traffic.
130
 The percentage of vehicles which are toll able are 50% which will make the project even
more non-viable
 The operational expenditure cannot be met through the tolls collected.
Hence the project may be considered under EPC mode of execution with some other funding
options.
131
ENVIRONMENTAL
IMPACT ASSESSMENT
Chapter 10: Environmental Impact

Assessment
10.1 GENERAL
 Ministry of Road Transport and Highways has taken up development of the existing National
Highways in the state of Manipur. The National Highways and Infrastructure Development
Corporation a fully owned company of MORT&H has been entrusted with implementation of
this vital infrastructure development project.
 The consultancy services for preparation of detailed project report of the road has been
assigned to M/s SM Consultants with an aim to establish the technical, economical and
financial viability of the project and carryout the rehabilitation and upgrading of the existing
road to 4 Lane with paved shoulder carriageway configuration.
 The existing road is moderately trafficked during the day time with about 12418 vehicles a
day.
10.2 TERRAIN AND GEOLOGY

The Imphal West District has two categories of land forms, namely valley plains which constitute
the major portion of the district and foot hills. It is a tiny plain at the centre of Manipur surrounded
by Plains of other districts.
The valley area of Imphal West district is fertile and is mainly made up of alluvial soil of recent
origin. However the soils are acidic with pH ranging between 4.5 to 6.8 rich in organic carbon.
The texture of soil varies from sandy to loam to clayey. The availability of Nitrogen is not in
proportion of the reserve Nitrogen due to low rate of mineralization and crop nitrogenous highly
responsive to Nitrogen and Phosphorus fertilizers. Initially, factors such as soil parent material,
rainfall, and type of vegetation are the major determinants of soil acidity. Soil acidity problems
are increasing in areas of Imphal West District because of continuous cropping and use of
acidifying fertilizers. On the other hand though soils of Imphal West have moderate phosphorus
as soil reserve, this is practically of no use to plants, as it is present in fixed or insoluble forms due
to soil acidity. It also renders supplied phosphorus into insoluble form within a short period of
time. All phosphorus ions either as primary orthophosphate ions or as secondary phosphate ions
are subjected to fixation with hydroxides of Aluminium and Iron. In hills, where soils are rich in
organic matter, the availability of phosphorus is comparatively better which is mainly due to
microbial activity.
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10.3 ALIGNMENT CONSTRAINTS, CONSIDERATIONS

The alignment passes through towns like Meitram, Nambol, Oinam, Bishnupur, Phubala, Moirang
junction and Thronglaobi (in Moirang) which are important towns of the area. The towns are
congested and widening the road is limited to existing available ROW.
Condition survey has been carried out for all the bridges and culverts to determine typical defects
and repair rehabilitation/ new work, which is required. There are total of 15 minor bridges and
no number of major bridges along the alignment. The road has 112 number of culverts. Defects
have been noticed in the structures based on engineering inspection.
It has been proposed to maintain 26.9 m of formation width for the bridges.
10.4 PRELIMINARY ENVIRONMENTAL ASSESSMENT

The preliminary Environmental Examination for the proposed project has been undertaken as a
parallel exercise with the Engineering Analysis, so as to bring out the environmental concerns in
planning and the proposed design. The basic aim of the present study is to assess the magnitude
of actual and potential environmental concerns due to widening of the project highway.
This is also to ensure that the environmental considerations are given due weightage, in the
design of proposed highway improvements being studied. Basic idea is to minimize adverse
environmental and social impacts with best possible engineering solutions at the optimal cost to
make development environmentally sound and sustainable.
 The main objective of the environmental assessment shall include:

 To classify the type of environmental assessment required,
 To delineate the major environmental issues and identify the potential hotspots, which
requires further study i.e. scope for EA,
 To recognize the potential environmental concerns,
 To determine the magnitude of potential impacts and ensure that environmental
considerations are given due weightage while selecting and designing proposed highway
improvements.
10.5 ENVIRONEMNTAL REGULATIONS AND POLICIES

The 'Environmental Clearance for the project is issued in accordance with the Environmental
Impact Assessment Notification, 2006, under 'Environmental (Protection) Act, 1986, for which
the project proponent is supposed to make an application in a Specified Performa, which shall be
accompanied by an 'Environmental Impact Assessment (EIA) Report Environmental
Management Plan prepared in accordance with the guidelines issued by 'Ministry of Environment
and Forest, Government of India. The Environmental Impact Assessment Notification in its
Schedule-I lists 38 categories of projects that require preparation of EIA and subsequent
134
clearance from MoEF. As new National Highways comes under category A of the guidelines it shall
require prior environmental clearance from the Central Government in the Ministry of
Environment and Forests (MoEF) on the recommendations of an Expert Appraisal Committee
(EAC) to be constituted by the Central Government for the purpose of the notification.
10.6 METHODOLOGY OF ENVIRONMENTAL IMPACT ASSESSMENT

Environmental Impact Assessment for this project is being taken up as a holistic process, which
requires considering all aspects of Environment, which may be impacted due to the proposed
project. The major issues of consideration are;
• Identification of potential impacts due to the project
• Baseline scenario
• Assessment of Impacts
• Mitigation Measures
• Environmental Management plan
Environmental Impact Assessment Manual by MoEF has been followed for the study. An
Environmental Screening Report was prepared to identify the important issues on environment
on the basis of a preliminary study; reconnaissance survey along the project road was carried out
by a team of environmental and social experts. The study has been -carried out in details for the
environmental components like Air, water, Noise and Biodiversity. Mitigation measures have
been suggested based on environmental and social criteria and also relying on best engineering
practices. Besides the mitigation measures, environmental enhancement programmes have also
been considered. A through public interaction has been carried out. Based on all these an
environmental management plan is in the process of being developed to ensure the
implementation of the mitigation measures and other environmental improvement activities
underling specific responsibilities of different participating organizations.
10.7 REGULATORY CLEARANCES

Regulatory Clearances required
Table 83: REQUIRED CLEARANCES
Sl. No Required Clearances
1 Environmental Clearance from SEAC 2 3 4
2 Forest Clearance
3 Wildlife Clearance
4 Utility Clearances
5 Civil designs from Chief Engineer, Central Design Office, I&CAD Department
6 Permission for water extraction from Irrigation & CAD Department
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10.8 POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK

The legal framework for addressing the environmental components are governed by National and
State legal frame work which are covered under the Environmental (Protection) Act, 1986, and
Rules, 1987-2006 (various), The Motor Vehicular Act,1988 and Central Motor Vehicles Rules,
State Motor Vehicles Rules, Noise Pollution (Regulation and Control) Rules, 2000. Government of
India has prepared various National Policies, Acts, Rules to protect exploitation of natural
resources and improve the environment and to safeguard forest and wildlife of the country.
Similarly, the legal framework and principles adopted for addressing the resettlement issues in
the project have been guided by the existing legislation and policies of the GOI and the
Government of Manipur. Prior to the preparation of the compensation Plan, a detailed analysis of
the existing National and State policies is very much essential. Brief description of applicable
environmental regulations related to the proposed development is given below:
10.8.1 Environment (Protection) Act, 1986

The Environment (Protection) Act is the most comprehensive law on the subject. The law grants
power to the Central Government to take all measures necessary to protect and improve the
quality of environment and to prevent pollution of the environment. In terms of responsibilities,
the Act and the associated Rules requires for obtaining environmental clearances for specific
types of new/expansion projects (addressed under Environmental Impact Assessment
Notification, 14th September 2006) and for submission of an environmental statement to the
State Pollution Control Board annually.
10.8.1.1 Environment (Protection) Rules, 1986

These rules lay down the procedures for setting standards of emission or discharge of
environmental pollutants. The rules prescribe the parameters for the Central Government, under
which it can issue orders of prohibition and restrictions on the location and operation of
industries in different areas. The Rules lay down the procedure for taking samples, serving notice,
submitting samples for analysis and laboratory reports. The functions of the laboratories are also
described under the Rules along with the qualifications of the concerned analyst.
10.8.1.2 EIA Notification, 2006

A per the Environmental Impact Assessment (EIA) Notification, 14th September 2006 and its
amendment up to April 2011, new projects or activities require Prior Environmental Clearance.
Projects have been grouped under Category ‘A’ requiring clearance from Expert Appraisal
Committee (EAC) of MoEF, GoI and Category ‘B’ requiring clearance from the State Expert
Appraisal Committee (SEAC). The concerned Committee (EAC or SEAC) will finalize the ToR on
the basis of Form-1, proposed TOR & Pre-Feasibility/ Feasibility Report. Environmental Impact
Assessment study is to be carried out as per the ToR provided by the Committee. Public Hearing
136
is required for Category ‘A’ project. List of projects requiring Prior Environmental Clearance is
given in the “SCHEDULE” of EIA Notification.
10.8.2 Forest (Conservation) Act, 1980 and its amendment

This Act provides for the conservation of forests and regulating diversion of forestlands for non-
forestry purposes. When projects fall within forestlands, prior clearance is required from relevant
authorities under the Forest (Conservation) Act, 1980. State Governments cannot de-reserve any
forestland or authorize its use for any non-forest purposes without approval from the Central
Government. For diversion of forestland, the project proponent needs to apply to the State
Government. Depending on the area required to be diverted, the proposals are cleared by MoEF
Regional or Central Offices provided that the cost of compensatory afforestation, cost of
rehabilitation of endangered/rare species of flora/fauna, and the net present value of the forest
resources are deposited upfront with the state Forest Department.
 If the area of forests to be diverted exceeds 20 Ha (or 10 Ha in hilly area), prior permission of
Central Government is required;
 If the area of forest to be diverted is between 5 to 20 Ha, the Regional Office of Chief
Conservator of Forests is empowered to approve;
 If the area of forest to be diverted is below or equal to 5 HA, the State Government can give
permission; and,
 If the area to be clear-felled has a forest density of more than 40%, permission to undertake
any work is needed from the Central Government, irrespective of the area to be cleared.
10.8.3 Wildlife Protection Act, 1972

This Act empowers the Central and State Governments to establish National Parks and
Sanctuaries; to formulate rules and designate authorities for the maintenance of National Parks,
Sanctuaries and Zoos; to protect and conserve the flora and fauna. Vide Circular No. 11-9/98-FC
dated 4-12-1998 issued by the Asst. Inspector General of Forests states that the Ministry of
Environment and Forest has taken a decision not to permit development activities inside National
Park/Sanctuaries and Tiger reserves areas that are not in consonance of Section 29 of the Wildlife
(Protection) Act, 1972.
10.8.4 Biodiversity Act, 2002

The Biological Diversity Act, which came into force in February 2003, aims to promote
conservation, sustainable use and equitable sharing of benefits of India’s biodiversity resources.
It provides for establishment of a National Biodiversity Authority at national level, State
Biodiversity Boards at state level and Biodiversity Management Committees at the level of
Panchayats and Municipalities. The National Biodiversity Authority shall play a regulatory role
with regard to access to biological resources by foreign citizens and grant of intellectual property
137
rights. It shall play an advisory role in matters relating to the conservation, sustainable use and
equitable distribution of biological resources.
10.8.5 The Water (Prevention and Control of Pollution) Act and Rules, 1974-1975
This Act represented India’s first attempts to comprehensively deal with environmental issues.
The Act prohibits the discharge of pollutants into water bodies beyond a given standard, and lays
down penalties for non-compliance. The act was amended in 1988 to conform closely to the
provisions of the EPA, 1986. It set up the CPCB (Central Pollution Control Board), which lays down
standards for the prevention and control of water pollution. At the state level, the SPCBs (State
Pollution Control Board) function under the direction of the CPCB and the state government.
10.8.6 The Air (Prevention and Control of Pollution) Act, Rules and Amendment,
1981, 1982, 1983, 1987
To counter the problems associated with air pollution, ambient air quality standards were
established, under the 1981 Act. The Act provides means for the control and abatement of air
pollution. The Act seeks to combat air pollution by prohibiting the use of polluting fuels and
substances, as well as by regulating appliances that gives rise to air pollution. Under the Act
establishing or operating of any industrial plant in the pollution control area requires consent
from the state boards. The boards are also expected to test the air in air pollution control areas,
inspect pollution control equipment, and manufacturing processes. To empower the Central and
State Pollution Boards to meet grave emergencies, the Air (Prevention and Control of Pollution)
Amendment Act, 1987, was enacted. National Ambient Air Quality Standards (NAAQS) for major
pollutants were notified by the CPCB first time in April 1994 and further notified in 16th
November 2009.
10.8.7 Ancient Monuments and Archaeological Sites and Remains Act, 1958
The legal requirement is to obtain from ASI a no-objection certificate if any protected cultural
property is within 10km of the project.
10.8.8 The Land Acquisition Act (LA) of 1894

The private land acquisition will be guided by the provisions and procedures outlined in this Act.
As per the LA Act, the District Collector or any other officer designated will function as the Land
Acquisition Officer on behalf of the Government. There is a provision for consent award to reduce
the time for processing if the land owners are willing to agree for the price fixed by the Land
Acquisition Officer. The option of acquiring lands through private negotiations is also available.
10.8.9 National Rehabilitation and Resettlement Policy, 2007

This policy strikes a balance between the need for land for developmental activities & protecting
the interests of land owners and others. The benefits under the new policy are available to all
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Project Affected Persons (PAP) & families whose land, property or livelihood is adversely affected
by land acquisition, involuntary displacement due to natural calamities, etc.
10.8.10 National Resettlement and Rehabilitation Policy (Ministry of Rural

Development, Department of Land Resources), 2007
In India, compensation for land acquisition (LA) and resettlement assistance for project-affected
people is generally governed by the Land Acquisition Act (1894), which has been amended from
time to time.
A National Policy on Resettlement and Rehabilitation (NPRR) 2007 was adopted by the
Government of India (GOI) to address the issues not addressed in the LA Act and also to cover
development induced involuntary resettlement of people.
The policy aims to minimize displacement and promote, as far as possible, non-displacing or least
displacing alternatives. The policy also aims to ensure adequate rehabilitation package and
expeditious implementation of the rehabilitation process with the active participation of those
affected. The policy also recognizes the need for protecting the weaker sections of the society
especially members of the Scheduled Castes and Scheduled Tribes. The objectives of the National
Rehabilitation and Resettlement Policy are to:
Minimize displacement and to promote,' as far as possible, non-displacing or least-displacing

alternatives;
Ensure adequate rehabilitation package and expeditious implementation of the rehabilitation
process with the active participation of the affected families;
Ensure that special care is taken for protecting the rights of the weaker sections of society,
especially members of the Scheduled Castes and Scheduled Tribes, and to create obligations
on the State for their treatment with concern and sensitivity;
Provide a better standard of living, making concerted efforts for providing sustainable income
to the affected families;
Integrate rehabilitation concerns into the development planning and implementation
process; and where displacement is on account of land acquisition, to facilitate harmonious
relationship between the requiring body and affected families through mutual cooperation.
Table 84: APPLICABILITY OF ENVIRONMENTAL REGULATIONS
Sl No Environmental Regulation Applicability in the Sub-project

1 Environment (Protection) Act, 1986 Triggered
2 EIA Notification, 2006 and its amendment Triggered
up to April 2011
3 Coastal Regulation Zone Notification Not Triggered
(CRZ), 2011
4 Forest (Conservation) Act, 1980 and its Triggered
amendment
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Sl No Environmental Regulation Applicability in the Sub-project

5 Wildlife Protection Act, 1972 Triggered
6 Biodiversity Act, 2002 Not Triggered
7 The Water (Prevention and Control of Not Triggered
Pollution) Act and Rules, 1974-1975 Due to raising & strengthening of
Embankment, there will be no discharge
of pollutants into the water bodies located
adjacent/ close to the embankment.
8 The Air (Prevention and Control of
Pollution) Act, Rules and Amendment,
1981, 1982, 1983, 1987
9 Ancient Monuments and Archaeological Not Triggered
Sites and Remains Act, 1958 As there are no ancient monument and
Archaeological site, no ancient monument
or building as notified by ASI (Central/
State List) will be affected.
10 The Land Acquisition Act (LA) of 1894 Triggered
11 National Rehabilitation and Resettlement Triggered
Policy, 2007
10.9 BOUNDARIES FOR ENVIRONMENTAL ASSESSMENT

The total length of the existing road under consideration is 36.78 km, which starts NH 150 at
454/780 km and ends in Thronglaibi at chainage 418/000 km and passes through the major
settlements of Meitram, Nambol, Oinam, Bishnupur, Phubala, Moirang junction and Thronglaobi
(in Moirang). The project road passes through the districts of West Imphal & Bishnupur in the
state of Manipur. The area of direct influence will be confined in a linear fashion along the corridor
where the construction activities take place. The road is proposed to be widened into four- lane
with paved shoulder for which ROW supposedly, is available. Therefore, the area of direct
influence of 10 meters on either side has been considered.
However, for various other environmental Components, which are likely to have a broader area
of influence, a distance of 10 Km. on either side of the road (as per the MOEF Notification of
Environmental Impact assessment, Government of India, 2006) has been used to define the
indirect area of Influence. Thus, the term project influence area referred in this chapter therefore,
covers both direct and indirect area of influence.
10.10 INVENTORY OF ENVIRONMENTAL FEATURES

10.10.1 Secondary Data
Secondary information on various environmental components such as physiography, soil,
geology, drainage, forest, ambient air quality, land-use, demography etc. have been collected from
old reports & various published sources to examine the baseline status of the environmental
features in the project influence area.
140
10.10.2 Local Concerns

In addition to the secondary data collected and the inventory information obtained, discussions
with the stakeholders including the local people and government officials have been held so as to
provide a realistic assessment of any significant/specific socio-environmental concerns due to
proposed project. These discussions helped in incorporating the views of the stakeholders.
10.11 BASELINE ENVIRONMENTAL ASSESSMENT

The baseline environmental status of the project influence area is based on the field survey within
proposed ROW and within the indirect area of influence, i.e., a radius of 10 km from the centreline
of the road by environmental team, as well as data collected from various secondary sources. It
will help in assessing the magnitude of potential impacts both beneficial as well as adverse due
to the proposed project activities on the environment.
10.11.1 Physical Resources

The Imphal West District falls in the category of Manipur valley region. It is a tiny plain at the
centre of Manipur surrounded by Plains of the district, Imphal City he state Capital is the
functional centre of the district. As a first glance, we may summarized in the table. The Imphal
West District has two categories of land forms, namely valley plains which constitute the major
portion of the district and foot hills. It is a tiny plain at the centre of Manipur surrounded by Plains
of other districts.
The district of Bishnupur shows three prominent units i.e. a tiny plain topography, hilly areas in
the extreme north, central parts and marshy land in the southern parts of the district. The general
elevation of the elevated area is around 790 m above mean sea level.
10.11.2 Geology, Soil

The Imphal West is surrounded by Senapati district on the north, on the east by Imphal east and
Thoubal district, on the south by Thoubal and Bishnupur, and on the west by Senapati and
Bishnupur district. The area of the district measured 558sq.km. Only and it lies between 24.30°N
to 25.00°N and 93.45°E to 94.15°E.
The valley area of the Imphal West district is found to be very fertile and is mainly underlain by
alluvial soil of recent origin. This valley was once full of swamps and marshy land represented by
the places having the word PAT meaning lake, like Lamphelphet, Takyelpat, Sangaipat, Kakwapat
and Poiroupat.
The district of Bishnupur is bounded by Churachandpur in the South-west, North and north
eastern by Senapati & Imphal west district, Thoubal in the south eastern. The total geographical
area of the district is 530 sq.Km and lies between 93.43°E and 93.53°E longitudes and 24.18°N
and 25.45°N latitude and situated at an altitude of 828 m above mean sea level.
141
Geologically the district of Bishnupur is occupied by the shale, siltstone and sandstone of the
Disang Group and the Barail Group of Upper Cretaceous to Eocene age. It follows the tectonic
strike of the general N 10 o folding direction of the Indo-Burmese range. The valley fill of Plio-
Quarternary age consists of clay, sand and gravel deposited in a fluvio lacustrine environment.
On the western edge of the valley, there are small alluvial fans such as those in Bishnupur and
north of Leimakhong River. In Bishnupur, condensed series show a pro-gradation of gravel beds
into lacustrine black sandy clay. At the bottom, lacustrine laminated sand and clay overlies the
fresh Disang shale.
The nature of the soil in the district is transported type of soils. The transported soils are of two
types i.e. alluvial and organic. The area covered by plains and hillocks are mainly characterized
by alluvial soils. These soils have general clayey warm texture and grey to pale brown colour.
They contain a good proportion of potash and phosphate, a fair quantity of nitrogen and organic
matter and are less acidic. The organic soils covered the low-lying areas surrounding the lakes.
With dark grey colour and clayed loam texture, these peaty soils have high acidity, abundance of
organic matter, a good amount of nitrogen and phosphorous but are poor in potash. The hill soils
are more or less rich in organic carbon (1 to 3%) in the topsoil, but poor in available phosphorous
and potash. They are acidic in nature.
Alluvial sediments belonging to Quaternary ages occupy the plain areas. Based sedimentation,
soil characteristics and geomorphic features, the sediments can be divided into two subdivisions,
viz. older and younger alluvium. The older alluvium by virtue of its relative maturity is composed
of somewhat oxidized sediments comprising yellow and the reddish brown colour sand, silt and
clay in contrast to the light colour, less compact Younger alluvium sediment. The older alluvium
always occupies the higher grounds than the adjacent younger alluvium but takes the proper
stratigraphy position underlying the younger alluvium sediments in the plain areas
10.11.3 Climate
The Imphal West district enjoys sub-tropical humid climate. Average annual rainfall in the district
is 1632.4 mm. About 60 to 65 % of the annual precipitation is received during south-west
monsoon from June to September. Annual average temperature of the district is recorded to be
20.4° C and the temperature ranges from 0°C to 36°C. The relative humidity is high.
The Bishnupur district experiences fair cold climate during winter and hot in summers. The
maximum temperature is 33oC during May to September and the minimum is dips down to 4 oC
in the month of January. However, the temperature of the district as a whole is moderate and
there is no extreme climate in the district. Irregular rain starts in the month of April with
occasional and irregular light showers and continues up to the end of May. This rain occurs due
to the influence of North-eastern wind. Normal monsoon rain begins from the early part of June
142
and heavy rains occur in the district till the month of September. About 80% rainfall is from South
West monsoon.
10.11.4 Land-Use Pattern

The land use pattern in Imphal West District is presented in table below:
Table 85: LANDUSE PATTERN IN IMPHAL WEST DISTRICT
LAND
SL NO AREA % OF THE TOTAL DISTRICT AREA
CLASSIFICATION
1 Settlement 20735.9 39.12
2 Agricultural Land 60616.8 114.37
3 Forest Cover 14673.1 27.69
Land with/without
4 12486.7 23.56
Scrub
5 Water Bodies
a) Group – A 1629.9 3.08
b) Group - B 6687 12.62
6 Others 3270.6 6.17
The land use pattern in Bishnupur District is presented in table below:

Table 86: LANDUSE PATTERN IN BISHNUPUR DISTRICT
YEAR
SL NO LAND CLASSIFICATION
1992-1993 1999-2000 2000-2001
1 Total Geographical Area 49600 49600 49600
Reporting Area of Land
2 41714 46086 46076
Utilization
Area not available for
3 4252 4765 4760
Cultivation
Other uncultivated land
4 2340 2470 2445
excluding fallow land
5 Fallow Land N.A. 220 200
6 Net Area Sown 35122 38613 38671
Area sown more than
7 1415 3690 3695
once
8 Total cropped area 36537 42326 42366
10.11.5 Water Resources
The rivers Imphal, Nambul, Thoubal and their tributaries mainly drain the district. The Nambul
River is made up of number of small streams on its upper course and flows through the Imphal
town dividing the town almost into two equal halves. The course of the rivers is short and falls in
the Loktak Lake.
143
The drainage of the entire area in Bishnupur is controlled by locally originated small tributaries
of the district. There is no large-scale river in the district. Some of the small rivers, which are
flowing in the district, are Thongjaorock, Sunusiphai, Nambol, Yangoimacha, Yangoiachouba,
Khuga, and Iram etc. Except Khuga River all other river start from the hill located at the west of
the Tiddim Road and flows towards east falling into Loktak Lake. Discharging maximum quantity
of water during the monsoon months (May – September), these tributaries frequently inundate
the land along their banks by experiencing havocs of flood in every year.
10.11.6 Water Quality

Water quality along the road is good as reported by the local communities. There are no major
pollution sources in the area. However, the water sources, where construction activity is
proposed, should be monitored after the detail designing is done, during construction and
operation, to contain/mitigate any probable pollution.
10.11.7 Air Quality

Ambient air quality of the area lies within permissible limits as per the discussion with the State
Pollution Control Board personnel’s owing to the highway passing through agricultural
hinterland and the traffic volumes being lesser than the designed.
10.11.8 Noise Level

Since the traffic volume on the project road is not much and the highway is generally passing
through open and agricultural fields, noise is not a major problem at present. The noise level
becomes significant near the built-up areas but is in permissible levels.
10.12 ECOLOGICAL RESOURCES

10.12.1 Trees/Vegetation within corridor of impact
The road alignment passes primarily through rich agricultural fields. Large number of trees/
plants of various species planted along the avenue and median exist within and outside the ROW.
The Photo shows the typical plantation along the project road.
10.12.2 Wildlife
The project highway does not pass through any ecologically sensitive area.
10.13 ASSESSMENT OF THE IMPACT ON THE ENVIRONMENT OF THE PROJECT

10.13.1 Impact on the Topography and the Geology
During the construction it is expected small negative impact on the performance of the
preparation works on the location. As there is no land slide zones during the performance of the
excavation, there is no danger of appearance of landslips. The potential of appearance or
deepening the erosion processes as a result of the construction and exploitation of the highway
can be seen from the analysis of the geo-mechanical characteristics.
144
10.13.2 Impact on Surface Water and Groundwater

During the preparation of the field for newly aligned roads and establishment of constructional
zones around the route of the highway, there can be pollution of the surface waters and
groundwater of temporary character in shape of erosion and disposal of sediments and
surrounding stream flows. The erosion appears mostly because of the removal of the soil cover.
The pollution of the stream flows can occur as a result of leakage of the fuel and oil from the
equipment and the vehicles, as well as different waste which is created during these activities.
Typical impacts on the quality of the waters as a consequence of the road drainage are the
changed levels of heavy metals, salinity, blurring of the waters and dissolved oxygen. On the other
hand, these changes in the water quality, even in regions with high humidity, are often temporary
and localized as a consequence of the variations of the water quantity.
10.13.3 Impact on the Air

The emissions in the air during the construction will appear as a result of the exhaust gases from
the constructional mechanization. Within these emissions will appear polluters as SOx, NOx, CO,
VOC etc. Generally, it is expected less concentrations of these polluters, for which it is expected
fast dispersion of the open regions in which the project is performed, and it is also potentially
expected jeopardizing small number of people, because of the small number of settlements to
which the route is approaching. Dust will appear as a result of the soil works and the activity of
the preparation of the field and clearance, excavation, mining in rock etc.
It is expected that the effects from these impacts to be of local and short-term importance. In the
operational phase, emissions will appear from vehicles which will run along the highway, i.e.
from:
 System of exhale gases;
 The casings of the monitors through the exhaust pipe
 Carburetor, Reservoir
On this level of planning it can be assumed that the frequency of the traffic along the highway will
be with limited volume. In case of increased frequencies of traffic, (increasing which can mostly
by with seasonal character), it is possible to appear necessity of application of appropriate
biological measures for protection of air pollution.
10.13.4 Impact on Soil

The activities of construction and setting on the highway directly will damage the soil quality and
it will reflect on the change of the specific geological characteristics. The soil works, that will
potentially have an impact on the soil characteristics and, accordingly, to the soil quality, are:
145
Removal of the surface layer of the soil (humus)

Smoothening of the surface  Compaction to the necessary density
Performance of quarries and dumps for removal of the remained excavated soil material
The impact in the construction phase on the soil pollution is assessed as negative with
insignificant size and of temporary character. For the operational phase characteristic are
impacts connected with the soil quality damage as a result of the emissions of the pollutant from
the traffic. Along the route of the highway there is an agricultural land. Certain zone beside the
route of the highway will be endangered due to the pollution which will occur because of the
traffic.
10.13.5 Impacts Caused by Waste Management

The primary forms of hard waste which will be generated during construction phase will be:
 Excess excavated soil and sand

 Packing waste
 Debris and construction waste
 Waste tires (of constructional mechanisation)
 Waste oils and greases (from construction mechanisation)
 Communal waste of working site camps (construction sites).
For managing excess excavated material, it will be made appropriate disposal sites. Their location
is chosen according to the geo-mechanical elaboration and confirmed with this Study, considering
that the criteria like avoiding catchment areas of rivers, avoiding areas with sensitive habitats, i.e.
valuable areas, are respected. For managing construction waste, it will be done segregation of the
inert material and the same will be removed on location determined by the local authorities. In
case of creating waste with dangerous character, the same will be given to the licensed company.
It is not expected creating waste during the exploitation due to the fact that resting site or any
other construction in the area of the road is not planned.
10.13.6 Impacts Caused by Increased Noise and Vibration

The construction of the highway is connected with a series of activities which cause vibration,
like using construction mechanisation and eventual rock mining during performing of the vertical
alignment for the parts of the route which lead to excavation. The impacts from the vibration are
expected to be insignificant, and to have an impact mainly on a local level. Along the highway it is
not expected excessive noise because of the relatively low frequencies of traffic. However, the
highway is approaching the some settlements. These locations are potentially endangered due to
harmful noise.
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10.13.7 Impact on the Area and Visual Effects

The area, in the range of the construction zones, established along the highway will be clearly
changed during the construction. Main receptors of the new look of the area in phase of setting
the construction will be the local population and the passengers which pass through the local
roads. In phase of usage, it is expected the visual effect of the highway to be insignificant.
10.13.8 Impact on Social Elements of Environment

The following positing effects on the population are expected due to this project:
 Possibility for employing qualified and unqualified workers

 Purchase (expropriation) of the land in a private ownership
Taking into consideration in most, the route of the highway passes through many settlements, the
construction activities of the same locations of the construction will have direct impacts on the
human health. The construction phase will require temporal or permanent expropriation of the
farmland and the urbanizing land in private property (residential areas in the suburb of the
settlements, weekend houses etc.).
10.14 MEASURES TO REDUCE THE NEGATIVE IMPACT ON THE ENVIRONMENT

10.14.1 Measures to Reduce the Impact on Topography and Geology
The following measures will be applied to prevent erosion of big volume during remediation of
the landfills:
Careful planning of the construction works with a goal to decrease the negative effects
and to provide preventing erosion.
Decreasing the size of the location, because of the minimizing the land which is under a
negative influence, and stopping the erosion and polluting the soil
Restriction of the movement of the vehicles and usage of mechanisation which put a
smaller pressure of the area
Precise performance of the construction works, avoiding leakage of vehicles. The vehicles
should be constantly maintained to prevent leakage.
Appropriate clearance of the material which is spilled on the spot.
Minimizing the loss of vegetation along the construction site
Construction works cannot run in heavy rains,
Decreasing of the speed and volume of the polluted area drain.
Implementing preventing measures for landslides, stabilizing the incline if necessary
10.14.2 Measures to Reduce the Impact on Surface Water and Groundwater

The measures for protection of the surface waters and groundwater are reduced to consistent
application of good construction practice during the construction works connected with the
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highway, i.e. preventing erosion, managing sediments, maintaining construction mechanization

out of the areas sensitive on releasing the waste waters etc. Protection on surface and ground
waters quality, in operational phase will be reached with application of appropriate system of
drainage of the washing out waters from the pavement area.
10.14.3 Measures to Reduce the Impact on Air

For mitigation the impacts on environment in the construction phase, it is suggested performing
a strict control on the constructional methods and the used mechanization and other equipment.
As an eventual measure during the operational phase it is suggested planting a green belt in the
sideways of the road which will prevent wider dispersion on air pollution caused by the traffic
along the route of the road.
10.14.4 Measures to Reduce the Impact on the Soil

For reducing the impacts on the soil, there will be taking measures for preventing leakage of
polluting materials and oils from constructional mechanization in the surrounding soil, the
eroded areas will be rehabilitated and safely stored and the construction materials and
construction waste will be removed.
In operational phase, the measures to reduce the impacts are identical with the measures for
mitigation of erosion.
10.14.5 Measures to Reduce the Impact Caused by Waste Management

Because of protection of the environment (soil, waters and region), it is predicted application of
statutory regulation orders relating to the waste management. Additionally, it is suggested
preparation of plans for waste management of the construction locations in order to enable
recycling of recyclable materials, and also to separate the dangerous fractions for the purpose of
their appropriate collecting, storing and giving to licensed companies which deal with this kind
of waste. In order to avoid pollution of the environment with constructional waste and solid waste
during the exploitation of the highway, it will implement a ban for disposal of the same along the
route in the road.
10.14.6 Measures to Reduce the Impact Caused by Noise and Vibration

The measures for mitigation of the impacts caused by noise and vibrations in construction phase
include: Careful planning on preparation works in order to decrease the noise, avoiding
equipment which will emit noise more than 90 dB, control on constructional methods and usage
of mechanization and regular maintenance of the equipment because of the possible decrease of
the noise, careful planning on time of the works in the settlements (ex: ban on construction in
certain period during the day or night, as well as seasonal bans during the mating of certain
animal species and/or birds), avoiding loud sound signals in the settlements/decease of the
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disturbing the peace of the citizens, limiting the speed of the constructional vehicles, especially in
the towns etc.
10.14.7 Measures to Reduce the Impact on the Area and Visual Effect
The measures for mitigation of the impact on the environment, beside the recommendations for
mitigation, reducing the size of the construction site, application of good practises for designing
and construction, careful maintenance and appropriate maintenance of the order 25 and
cleanness of the construction site, also include fast disposal of the constructional waste of the
approved places, filling the holes/quarries made during excavation of sand by the excavated
material, repairing the footpaths and roads right after finishing the works with the performance
of the highway and re-vegetation of the inclines, careful closing of the construction sites/places
for waste disposal/cleaning of the construction site after finishing with the construction
works/re-vegetation of the region and completing the construction activities with removal of all
obstacles.
10.14.8 Measures to Reduce the Social Impact

Among the measures for reduction of the social impact in the construction phase are the measures
for protection of the workers from workplace injuries, measures for compensation of the citizens
whose property is expropriated and measures for compensation of the citizens whose property
is with reduced value because of the pollution of the surrounding land. In the working phase of
the highway, it is expected positive impacts on the population and the human health, especially
regarding the improving the communication, the transport of people and goods, so due to that
reason, there aren’t any measures predicted in this phase.
10.15 SOCIAL IMPACT ASSESSMENT (SIA)

Social Impact Assessment (SIA) is predicated on the notion that development interventions have
social ramifications and it is imperative that decision‐makers understand the consequences of
their decisions before they act and people affected get the opportunity to participate in designing
their future. Social assessment helps to make the project responsive to social development
concerns. Developmental initiatives informed by social assessment alleviate poverty, enhance
inclusion and build ownership while minimizing and compensating for adverse social impacts on
the vulnerable and the poor. Social Impact Assessment can be defined in terms of efforts to assess
or estimate, in advance, the social consequences that are likely to follow specific policy actions
(including programs and the adoption of new policies), and specific government actions. It is a
process that provides a framework for prioritizing, gathering, analysing, and incorporating social
information and participation into the design and delivery of developmental interventions. It
ensures that development interventions: (i) are informed and take into account the key relevant
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social issues; and (ii) incorporate a participation strategy for involving a wide range of
stakeholders.
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ENVIRONMENTAL MANAGEMENT PLAN

PRE-CONSTRUCTION STAGE
Responsibility
Sl. Environmental
Management Measures Reference Document
No. Issue Planning and Supervision
Execution /Monitoring
PRE-CONSTRUCTION STAGE
Pre-construction activities by Project Implementation Unit
P.1 Land The acquisition of land and properties (Govt. /private) will be LA Act 1984 and its EMU of MWD, EMU of MWD
Acquisition carried out in accordance with the Rehabilitation Action Plan as Revenue
prescribed by Govt. of Manipur, as per the entitlement framework Amendments, R&R
for the project. Policy Dept., NGOs,
MWD has to ascertain that any additional environmental impacts Manipur Govt. R&R Collaborating
resulting from additional acquisition of land shall be addressed and Agencies
Policy.
integrated into the EMP and other relevant contract documents.
P.2 Preservation of As far as possible maximum efforts to minimize the list of trees MoRTH 201.2 Guideline Contractor Agency Supervision
Trees proposed to be felled by suitable on the spot adjustment of 1 (Guidelines for engaged by EMU of Consultants and
engineering designs at the time of execution. arrangement with EMU of MWD
MWD
Tree cutting is to proceed only after all the legal requirements Forest
including attaining of In-principle and Formal Clearances from the Department)
Forest Dept. / SEIAA / MoEF are completed after which a joint
enumeration of the trees to be cut is prepared by the PIU in
association with Manipur Forest Development Corporation (MFD),
and Forest Department. Subsequent approval orders from the
divisional forest officer having jurisdiction over the area are to be
issued to fell the trees in compliance with the Manipur Timber and
other forest produce transit rules 1980 and Manipur Forest
Act. 1972. The felling has to be carried out by the MFDC. In the event
of design changes, additional assessments including the possibility
to save trees shall be made if necessary separate proposals for
felling of such trees submitted to the Divisional Forest officer
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concerned after joint enumeration to issue tree felling and
conversion orders. Systematic corridor level documentation for the
trees to be cut and those retained. A separate list will be maintained
by the PIU / MWD in a bound register for each contract package of
the corridor duly signed by the site in charge, contractor and
designated officer of the FDC ltd., so that no such unmarked trees
will be cut or removed from the corridor.
P.3 Tree Cutting Trees will be removed from the Corridor of Impact before the actual MoRTH 201.6 Contractor Agency Supervision
commencement of the construction work to prevent traffic Guideline-1 engaged by EMU of Consultants and
problems and accidents. No construction activity and tree felling EMU of MWD
(Guidelines for MWD
should be simultaneously taken up in any location of the package,
which has not been cleared by the regional C.C.F. Vijayawada or the arrangement with
MoEF Govt. of India for any reason what so ever. Forest
felling, logging, stacking of fire wood and passing of timber are to be Department)
synchronized with the corridor development action plan for each
package and removal of the converted materials shall be taken up by
the responsible agencies as per tree cutting and removal guidelines
of this report subject to any other stipulation that may be prescribed
by competent authority of Forest Department.
P.4 Relocation of All CPRs (common property resources) such as stand posts, bore RAP document of MSRP. EMU of MWD, EMU of MWD
wells, wells, ponds, water supply lines, sewage lines, drainage
Community systems, optical fibre cables, telephone and television cables Concerned
together with electric power supply lines shall have to be removed Agencies,
Utilities and
Common and relocated outside the corridor before commencement of the Contractor
Property road improvement activity. The aim of such precondition is to
reduce stress to the local population and to prevent un necessary
Resources loss of man-days along with law and order situations, accidents, and
pollution and traffic problem.
While relocating these essential but hazardous CPRs, care should be
taken to prevent accidental fall into bore holes, pits, drains and
demolition sites by provision of barricades and covers over such
sites whether it is a residential or non-residential area.
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In case of schools, colleges, hospitals, govt. offices, gram Panchayat
market places or weekly market areas extra care has to be taken to
ensure construction of the boundary wall and buildings as the case
may be, so that no accident occurs. Early completion of the schools
and college buildings and boundary walls may be planned for
execution during the summer vacation, so that the impact on the
day to day activity of such institutions are minimized with total
avoidance of freak accidents.
In case of hospitals and govt. buildings, staff quarters, weekly
markets and kisan markets, extra care has to be taken to prevent
unusual hardship to the public on account of demolition and
discontinuance of the functioning of such facilities by providing new
accommodations /new constructions as the case may be before
demolition of the existing structures ahead of the actual road
constructions.
The relocation sites for CPRs mentioned above shall be in
consultation with the respective local administrative authorities,
concerned departments in addition to the local gram sava as the case
may be and finalized with environmental considerations. In case of
any doubt or any problem the views of the site engineer, supervision
consultant and the local administration has to be ensured by the
contractor executing agency prior to finial execution.
P.5 Relocation of Religious structures, statues, mandaps and boundaries coming Annexure EMU of MWD, Supervision
affected within the RoW has to be demolished after alternate sites are NGOs, Consultant EMU of
Cultural and selected for relocation of the structures where total replacement is (List of CPRs)
MWD
Religious necessary in consultation with the management committee /trustee Contractor
/Endowment authority and after disbursement of due
Properties
compensation amount under the active support and cooperation of
local administration as these are very sensitive issues warranting
special attention. No such structures be destroyed or removed and
relocated without the knowledge and consent of interested parties
and location decided after the involvement of local civil and police
administration. These activities must be completed before
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commencement of the physical road improvement activity in that
part of the package.
Any such construction of religious sites other than the boundary
walls with site enhancement measures and approach roads should
not be taken up by the contractor or PIU since compensation is being
paid for all such structures. In case of approach roads and boundary
walls detailed designs and action plan has been provided in the
drawings enclosed to the environmental management plan in the
tables above for each of the components under impact.
Care should be taken to ensure the drainage and garbage disposal of
such sites very near to the road so as to prevent generation and
accumulation of polluting materials which is a normal feature in and
around many of these structures. Garbage collection bins and soaks
pits for waste disposal may be provided as an additional measure in
consultation with the local managing trustee.
P.6 Orientation of The MWD shall organize orientation sessions and regular training
sessions during all stages of the Project. This shall include on-site
Implementing of
training (general as well as specific to the context of a sub-project).
Agency and
These sessions shall involve all staffs of the MWD involved in the
Contractor
implementation of EMP, Environmental Specialists of the PIU and
the Contractors.
Pre-construction activities by the Contractor/Environmental Expert of Supervision Consultants (SC)

P.7 Field Verification and Modification of the Contract Documents
P.7.1 Joint Field The Environmental Expert of Supervision Consultant and the Contractor/ EMU of MWD
Verification Contractor will carry out joint field verification with the site Environmental
engineer to ascertain the possibility to saving trees, environmental Expert of S C
and community resources wherever such representations or
suggestions in writing have been received and forwarded by the
project authority or by the site engineer in accordance with the local
situations.
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In all such cases the interested organization, authority, expert, the
executing and supervising agencies together with the local
administrative set up, has to under take a joint field verification for
assessing the pros and cons of such demands /suggestions to asses
the need for any additional features, changes in the design and
implementation of the activities, earlier approved by the competent
authority. The complaints /suggestions /changes together with the
observations and expert opinion of the joint verification team
containing the need for additional protection measures, or changes
in design /scale/nature of protection measures including the
efficacy of enhancement measures suggested in the EMP, shall be
reduced to a written document containing all the details with date,
time, place and signature of such individuals.
P.7.2 Assessment of The Environmental Expert of SC will assess impacts and revise Contractor/ EMU of MWD
Impacts due to /modify the EMP in consultation with the site engineer in Environmental
Changes accordance to the recommendation made by the field survey party Expert of SC
/Revisions and the project document/s in the event of changes /revisions
/Additions in (including addition or deletion) in the project’s scope of work.
the Project
Work
P.7.3 Crushers, hot- Hot mix plants and batching plants will be located away from MoRTH 111.1 Air Contractor/ EMU of MWD
mix plants and settlements and agricultural operations, commercial establishments
Batching to the extent possible taking care to avoid nearby wildlife movement Pollution Control Act, Environmental
corridors and forest areas in the vicinity. Such plants will be located and Expert of S C
Plants Location
at least 200 m away from the nearest village /settlement preferably Noise Rules Guideline-2
in the downwind direction.
(Generic Guidelines for
The Contractor shall submit a detailed layout plan for all such sites
environmental friendly
and prior approval of Environmental Expert of SC shall be necessary.
construction
Arrangements to minimize dust pollution through provision of methodology)
windscreens, mist spray units, and dust encapsulation will have to
be provided at all such sites.
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Specifications of crushers, hot mix plants and batching plants should
have to comply with the requirements of the relevant current
emission control legislations and Consent / NOC for all such plants
shall be submitted to the S C and MWD. No such installation by the
contractor shall come into operation until and unless all legal
clearances are obtained from the competent authority.
P.7.4 Other All vehicles, equipment and machinery to be procured for Air Pollution Control Contractor/ EMU of MWD
Construction construction, will confirm to the relevant Bureau of Indian Standard Act, 1981, and Noise
Vehicles, (BIS) norms. The discharge standards promulgated under the Environmental
Rules and Motor
Equipment and Environment Protection Act, 1986, will be strictly adhered to. The Expert of
Vehicle Act, 1988
Machinery most efficient and user friendly equipment confirming to the latest Guideline-12 Supervision
noise and effluent emission control measures available in the
(Guidelines for storage Consultant
market shall be used in the Project.
handling use and
The Contractor shall maintain a record of PUC for all vehicles and Emergency response
machinery used during the contract period, which shall be produced for Hazardous
by the contractor or its authorized representative to the Executive Chemicals)
officer of MWD for verification whenever required for ensuring the
continuity of such use by the contractor at the time of inspection of
statutory authority and environment impact monitoring body.
P.8 Identification and Selection of Material Sources
P.8.1 Borrow Areas Finalizing borrows areas for borrowing earth and all logistic Guidelines /Criteria for Contractor/ EMU of MWD
arrangements as well as compliance to environmental evaluation of borrow
requirements, as applicable, will be the sole responsibility of the Environmental
areas
contractor. Expert of
Where borrow areas other than the Govt. land is brought under SC
operation by the contractor to meet the additional requirement or
for speedy completion of works, legal and fail safe documentary
permission from the land owner shall have to be obtained by the
contractor prior to activating such borrow areas. An authentic copy
of such document shall have to be submitted to the SC and the site
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Responsibility
Sl. Environmental
engineer along with test reports showing the standard of the
material available from the borrow area along with documentary
details of the land.
Such locations finalized by the contractor shall be reported to the
Environmental Expert of Supervision Consultant and who will in
turn the report to MWD.
Location of selected borrow areas is listed in the location and lead
chart of quarries, borrow areas for the project.
Most of the haul roads to the designated borrow areas and quarry
sites have been provided with WBM or Black Top paved roads except
shorter distance from the road to actual site of removal. Except for
haulage of sand and earth all other roads are either bituminous or
WBM surface roads or murrom topped roads, which will be useable
throughout the year by minimum maintenance and repair along with
strengthening of pot holes and diversions at construction sites. The
kutcha /earthen road requiring strengthening during rains and
winter months shall have to be taken up for improvement as and
when so required to reduce air and water pollution, logistic problem
and generation of dust through frequent sprinkling of water and
repairing of the haulage road besides proper coverage of the loaded
vehicles by waterproof tarpaulin.
Speed limit should be fixed by the SC and the environment expert for
operation of haulage vehicles with record of entry and exit to the
quarry area in order to keep track of the movement of vehicles,
personnel and timing of movement in shape of a logbook. This has
to be maintained by the record keeper placed at the entry & exit
points of such haulage roads as a traffic control measure, besides
standing instruction regarding slowing down of movement while
passing near populated areas, schools, colleges, courts etc.
In addition to testing for the quality of borrow materials by the
Supervision Consultant, the environmental personnel of the
Supervision Consultant will be required to inspect every borrow area
location prior to approval.
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Without the prior consent of the land owner/s no agricultural land Guide lines for use of Contractor/ EMU of MWD
or any private property be used as a haulage road by the quarry private property as Environmental
operator /contractor. In all such cases, where the contractor has to quarry /borrow site. Expert of
use alternate connecting roads to quarries and borrow areas passing Supervision
through private land, an agreement as per the terms and conditions Consultant
agreed to between the land owner and contractor shall have to be
executed before competent authority indicating the map and the
location of the proposed haul road with survey no.s, khatian no.s and
kisam details as per the Govt. Record of Right (ROR). There should
be a precondition in all such cases of private land to restore the
original condition of the land soon after the use of the said land is
dispensed with.
The contractor will consult the Environmental Expert of Supervision
Consultant before finalizing the haulage network and also take
necessary approval from the expert. Supervision Consultant in turn
shall have to report all these facts with documentary proofs of quarry
site, borrow areas, distance from the project, road location of haulage
road with a reference to plot no., khatian no. duration of the activity,
area to be operated etc. including pre conditions to be fulfilled at the
time of use and at the time of abandoning the sites to the MWD.
P.8.2 Quarry Contractor will finalize the quarry for procurement of construction MoRTH 111.3 Annexure Contractor Environmental
materials after assessment of the availability of sufficient materials - Expert of SC and
and other logistic arrangements. EMU of MWD
3.2
In case the contractor decides to use quarries other than
recommended by DPR consultants, then it shall be subjected to
technical evaluation of quality for conformation of the physical
standard fixed by the IRC that has been selected as suitable for use
on the specific corridor.
The contractor will procure necessary permission for procurement
of materials from Directorate of Mines Govt. of Manipur, District
Administration and State Pollution Control Boards, written approval
from the local Tahesildar to operate, depositing required fees to
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Responsibility
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operate such quarry and shall submit a copy of the approval and the
rehabilitation plan to the MWD and Environmental Expert of the
Supervision Consultant. No quarry would be selected in and around
adjacent to forest boundary, wildlife movement path, breeding and
nesting habitats, reserved forest, national parks and sanctuaries etc.
Contractor will also work out haul road network and report to
Environmental Expert of Supervision Consultant who shall inspect
and in turn report to MWD the suitability of such haul roads from
biodiversity and environment angles. Before approval of such haul
roads other than the existing (under use) the procedure as
enumerated for borrow areas has to be followed and documentary
evidence with maps showing site details accompanied with copy of
revenue records submitted to MWD through the SC.
P.8.3 Sand Quality sand shall be procured from riverbed adjacent to the MoRTH 111.3 Annexure All riverbeds Environmental
corridors i.e. from river Godavari in NH-16 at other places up - recommended for Expert of SC and
stream free from silt and other impurities. For this, procurement sand extraction for EMU of MWD
shall be made after declaration of sand quarry sites by the local 3.2
the project.
Tahesildar with the concurrence of the district Collector with due
regard to miner minerals concession rules 2004. In case of selection
of new sites for sand quarry, the Contractor has to obtain prior
approval and concurrence of the quarry site from competent
district authority and the Environment expert of the SC keeping in
view the objection and convenience of the local population, which
may restrain such activities for their own security and safety. This
is because many times removal of sand from riverbed results in
change of the watercourse endangering embankment and the
nearby habitation. This also impacts the embankment adversely
when haulage is through the embankment. All these things are to
be looked into by the SC and Environment Expert before agreeing
to the proposition of the contractor for new sand quarry sites.
Where the supplier of sand is another party other than the
contractor, the authentic copy of the lease agreement that has been
executed between the local Tahesildar and the supplier has to be
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submitted to the Executive Engineer of the project before any
procurement is made there from.
To avoid accidents and caving in of sand banks at quarry sites it
should be removed layer by layer and digging dipper than the
permissible limit has to be avoided at all costs. Such quarry should
be barricaded 10mtr away from the periphery on all sites except the
entry point, so as to prevent accidental fall of domestic cattle,
wildlife and human beings. The flood embankment on either side of
the river should not be used for movement of tippers and loaders,
which are very likely to be damage and destroy such structures.
Instead the haulage roads should have to be constructed afresh
avoiding the embankment for safety and security of the vehicles,
road users and the habitation along the banks of the river.
P.8.4 Arrangement for As far as possible all efforts should be made to ensure avoidance of Guideline 11 (Guidelines Contractor Environmental
Construction competitive use of a single water source, that may be depleted on for quarry material) Expert of SC and
Water account of the stress caused by drawing of water for road EMU of MWD
construction activity by the contractor. The contractor should use
surface water depending on the availability and quality by
developing its own water harvesting units in a river bed, digging up
sand to store the percolated river water from where water can be
lifted using diesel or electric pump sets. In case of nalas and water
scarcity areas sinking of bore wells adjacent to nalas and streams
may be made, so that while the water requirement for road
construction is solved the structures when abandoned will serve as
a ground water recharge through suitable modification of the
structures, without impacting the purity and competitive users. If
there is any subsequent modification in the relevant acts for use of
ground or river water for such activities the contractor shall be
bound to pay for the royalty due for use of such water as may be
decided by the State Govt. from time to time. Use of ground water
facility shall be subject to the local legislation and ground water
availability and the competent authority for such permission as
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declared by the State Govt. from time to time shall have to be
contacted for issue of necessary permission in this regard.
Use of any other water source such as irrigation bunds, ponds, water
harvesting structures and damming up of river /stream flow which
is likely to strain and deplete the inhabitant in and around, as well
as down stream should be avoided. For this the contractor has to
obtain the express consent of the local gram sava as well as the
group of users including the approval from the environment expert
of SC and Executive Engineer. The Contractor will provide a list of
locations and type of sources from where water for construction will
be used.
P.8.5 Labor The contractor preferably shall use unskilled labor drawn from local General conditions of Contractor Environmental
Requirements areas to provide maximum benefit to the local community specially Contract Document Expert of SC and
to the SC and ST population along the corridor. EMU of MWD
P.9 Construction Setting up of the construction camps will be as per the guidelines and Guidelines for Locations Contractor Environmental
Camp Locations details of layout plan. of Construction Camp Expert of SC and
– EMU of MWD
As far as possible construction camps will not be proposed within General conditions of
Selection, Design 500 m from the nearest settlements and 1000m from nearest
reserve and protected forest to avoid conflicts and stress over the Contract Document
and Layout
infrastructure facilities, local community and forest resources.
Stock pilling of construction materials and go downs should be
sufficiently away from the nearest water source as well as located
on higher ground to avoid impact due to flood and pollution of the
water source on account of any accidental spillage of stored
/stockpiled materials.
The waste disposal and sewage treatment shall be such that the
environment is not polluted with the waste material, foul odour
including the effluents and wastewater generated at the campsite.
The designing and setting up of these structures should be as per the
site plan of camp site providing for soak pits and carriage of extra
sewage by sealed mechanized containers for disposal at designated
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sites as will be available in the locality with due written permission
from the competent local authority.
In case of non-receipt of any such permission from the competent
authority as stated above the provision of wider safety tanks and
storage facility for garbage has to be made at the camp site as an
additional measure.
P.10 Arrangements The contractor shall have to carry out negotiations with the Contract Document Contractor Environmental
for Temporary landowners for obtaining their consent for temporary use of their Expert of SC and
Land lands for haulage roads approach roads, temporary diversions, EMU of MWD
Requirement stockpiling of bulk construction materials, establishment of camps,
hot mix and batching plants crusher units under proper agreement
detailing the term and conditions agreed to between both the parties
involved including the conditions governing activities to be ensured
during the operational stage and at the time of decommissioning of
the project, where such sites are private property. The copy of such
agreements shall have to be submitted to the Supervision Consultant
and the Executive officer through the environment expert by the
contractor along with the declaration through an affidavit sworn in
by the land owner before a legal authority competent in this regard
as authentic proof of such arrangement. The agreement and the
affidavit must contain the details of the land involved with
connected records of ownership.
P.11 Orientation of The MWD shall organize orientation sessions and regular training Contract Document EMU/ EMU of EMU of MWD
sessions during all stages of the project. This shall include on-site MWD
Implementing
training (general as well as in the specific context of a sub-project).
Agency and These sessions shall involve all staff of Environmental Cells, field
level implementation staff of MWD, Environmental Experts of
Contractors
Supervision Consultant and Contractors.
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CONSTRUCTION STAGE
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Management Measures
No. ntal Issue Document Planning and Supervision
CONSTRUCTION STAGE
Activities to be Carried Out by the Contractor
C.1 Site Clearance

C.1.1 Clearing Site clearance including clearance of marked trees for felling and MoRTH 201.2 Contractor Environmental
and removal has to be carried out much before the actual road Expert of SC, EMU
construction takes place. While doing so maximum care has to be Guideline-1
Grubbing of MWD
taken for removal of all the overhead power transmission lines, (Guidelines for
telephone and cable T.V. connections bore wells, stand posts (water arrangement with
taps) wells in proper manner so as not to pollute the underground Forest Department)
water sources and aquifers. In addition to this the structures (cabins,
commercial constructions, hoardings, statues and temples etc. should
have to be compensated for and removed before tree felling as tree
felling is likely to damage all these structures and essential
connections used by the public.
The contractor, under any circumstances will not cut or damage
trees. Trees identified under the project will be cut only after
receiving clearance from the Forest Dept. / DoEF / MoEF (as
applicable) and after the receipt of MWD’s written permission in this
regard.
The tree felling should have to be under taken after due permission
for felling has been obtained from the concerned divisional forest
officer and the estimated cost of removal of trees submitted by MFDC
ltd. gets approved by the MWD.
Vegetation above 30 cm girth will be considered as trees and shall be
compensated, in the event of MWD’s instruction to undertake tree
cutting and all trees below 30cm girth at BH has to be uprooted
mechanically with ball of earth intact for relocation and transplanting
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Responsibility
Management Measures
at various degraded sites, embankment of water body, ponds,
temples, market places, schools and road corridors to the extent
possible for preventing loss of vegetative cover.
C.1.2 Generation Tree cutting should not be carried out simultaneously all along the Guide lines of Contractor Environmental
of Debris corridor as this will adversely impact the traffic movement and road
from safety. It should be carried out on priority basis at locations of Manipur State Expert of SC, EMU
dismantling diversions, bridge and culvert construction, and such other places Pollution Control of MWD
structures where the construction work is scheduled to be started early for Board.
and road various consideration that may be decided by the site engineers the
surface SC and the contractor as per work schedule.
All workers involved in the cutting and removal of trees and
demolition of structures shall wear safety helmets, gloves, and
protective shoes and provided with a batch of emergency medical aid
facility for attending to all unforeseen and freak accidents.
Records to be maintained on the spot for all trees felled and logs, fire
wood, stacks, obtained from such trees in the conversion register,
which shall be available for verification by any competent
supervising authority of the forest department, MWD, SC and expert
of EMP unit.
No sooner the trees are felled converted the same has to be kept
under watch and ward by the felling agency and steps taken for its
authentication by passing carried out at stump site. The passing by
any forest officer not below the rank of an ACF of the forest
department irrespective of the location of the tree either with in the
RoW or the acquisitioned private land and Govt. forest land for quick
removal from the RoW to facilitate uprooting of the stumps of such
trees.
Uprooting of the stumps should start immediately after the logs and
firewood are removed from the stump site to speed up the road
formation as discussed earlier.
As far as possible felling of trees which are located beyond the hard
shoulder that is on the slopes of the embankment can be retained for
164
Responsibility
Management Measures
reducing the loss of vegetative cover by careful selection of young and
sound trees within 30cm girth and up to 1mtr girth.
 Debris generated due to the dismantling of the existing road
will be suitably reused in the proposed construction. The
80% of the sub grade excavated from the road surface
excluding the scarify layer of bitumen shall be recycled after
improving the soil below the subgrade through addition of
sand and suitable cementing material for qualitative up-
gradation of the underlying black cotton soil.
 The dismantled scraps of bitumen surface shall be utilized
for the paving the picnic spots or public recreation locations
along the corridor to prevent erosion soil contamination and
loss of vegetative cover on account of accumulation of such
materials along the road and water bodies.
The contractor will suitably dispose off unutilized non-toxic debris
either through filling up of borrows areas located in wasteland or at
pre-designated disposal sites, so selected subject to the approval of
the Environmental Expert of SC and local competent authority.
All arrangements for transportation during construction including
provision, maintenance, dismantling and clearing debris, considered
incidental to the work, will be planned and implemented by the
contractor as approved and directed by the Environmental Expert of
SC/ MWD.
The pre-designed disposal locations will be a part of Comprehensive
Solid Waste Management Plan to be prepared by Contractor in
consultation and with approval of Environmental Expert of SC and
approval local competent authority.
Debris generated from pile driving or other construction activities
along the rivers and streams drainage channels shall be carefully
disposed in such a manner that it does not flow into the surface water
bodies or form puddles in the area.
165
Responsibility
Management Measures
All dumping sites identified by the contractor has to be ratified by the
environment expert of SC in consultation with the local competent
authority after joint visit of the locations and signing of documents as
a proof of such verification and acceptance. For future management
of these dumping yards the contractor shall be responsible by
providing barricade walls or embankment if necessary to contain the
outflow or erosion of such debris from the dumping site.
C.1.3 Other The pre-identified disposal locations will be a part of Comprehensive Guide lines of Contractor Environmental
Constructi Waste Disposal & Solid Waste Management Plan to be prepared by the Expert of SC, EMU
Contractor in consultation with& approval of Environmental Expert of Manipur State
on Wastes of MWD
SC. Location of disposal sites will be finalized prior to completion of Pollution Control
Disposal
the earthworks on any particular section of the road. Board.
including
Fly Ash The Environmental Expert of SC will approve these disposal sites after
conducting a joint inspection on the site with the Contractor.
Contractor will ensure that any spoils of material unsuitable for
embankment fill will not be disposed off near any water course,
agricultural land, and natural habitat like grass lands or pastures, wet
lands, flood plains, eroded slopes, filling up ditches etc. which may
pollute the surrounding including water sources. Such spoils from
excavation can be used to reclaim borrow pits and shoring up of
depression which are not connected to any water source in the locality
nor under use by the local people.
Non-bituminous wastes other than fly ash may be dumped in borrow
pits (preferably located in barren lands) where such borrow pits are
not suitable for storage of rainwater to develop pisci-culture or a
source of irrigation by development of embankments around. Such
borrow pits have to be filled up with non-bitumen wastes and then
covered with a minimum 30cm layer of the soil to take up plantation
of trees and shrubs to restore the environmental balance. The species
suitable for such re-habilitation site shall be 18month old seedling of
alstonea, casuarinas, zizyphus, bel, peepal, banyon, babool, chirounji
etc.
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Responsibility
Management Measures
No new disposal site shall be created as part of the project, except
with prior approval of the Environmental Expert of SC and
concurrence of local competent authority on environment.
In case of diversions over private land or productive Govt. land it
should be the duty and responsibility of the contractor to ensure
rehabilitation and restoration of the impugned /sites before
abandoning the area in such a manner that the site so released comes
into productive use without extra input what so ever.
C.1.4 Stripping, The topsoil from all sites of cutting/ quarrying/ borrows areas and MoRTH: 301.3.2, Contractor Environmental
stocking and areas to be permanently covered will be stripped and scraped of to a Expert of SC, EMU
specified depth of 150 mm and stored separately for reuse as detailed MoRTH: 301.7,
preservation of MWD
of top soil below. A portion of the temporarily acquired area and/or RoW will MoRTH: 301.3.3,
be earmarked for storing topsoil. The locations for stock piling will be
pre-identified in consultation and with approval of Environmental MoRTH: 305.3
Expert of Supervision Consultant and Site Engineers. The following
Guidelines – 3
precautionary measures will be taken to preserve them till they are
used: (Guidelines for borrow
(a) Stockpile will be designed such that the slope does not exceed area
1:2 (vertical to horizontal), and height is restricted to 2 m. To management)
retain soil and to allow percolation of water, the edges of the pile
will be protected by silt fencing.
(b) Stockpiles will not be surcharged or otherwise loaded and
multiple handling kept to a minimum to ensure that no
compaction occurs. Such stockpiles shall be covered with empty
gunny bags or showing and planting of grasses to prevent
erosion during rains.
It will be ensured by the contractor that the topsoil will not be
unnecessarily trafficked either before stripping or when in
stockpiles.
Such stockpiled topsoil will be utilized for -
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Responsibility
Management Measures
 Covering all reclamation sites /disturbed areas including borrow
areas (not those in barren areas)
 Top dressing of the road embankment and fill slopes
 Filling up of tree pits, in the median and
 In the agricultural fields of farmers, acquired temporarily.
Residual topsoil, if there is any will be utilized for the plantation at
median and side of the main carriageway.
C.1.5 Accessibilit The contractor will provide safe and convenient passage for vehicles, Contractor Environmental
y pedestrians and livestock to and from roadsides and property Expert of S C, EMU
accesses connecting the project road, providing temporary of MWD
connecting road.
The contractor will also ensure that the existing accesses will not be
undertaken without providing adequate provisions and to the prior
satisfaction of Environmental Expert of Supervision Consultant.
The contractor will take care that the cross roads are constructed in
such a sequence that construction work over the adjacent cross roads
are taken up one after the other, so that traffic movement in any given
area does not get affected much.
C.1.6 Planning for Temporary diversions will be constructed with the approval of the MoRTH: 112 and its Contractor Environmental
Traffic Resident Engineer and Environmental Expert of Supervision amendments Expert of SC, EMU
Diversions Consultant. of MWD
Guidelines 7
and Detours Detailed Traffic Control Plans will be prepared and submitted to the
Environmental Expert of SC for approval, five days prior to (Guideline for traffic
commencement of works on any section of road. The traffic control management during
plans shall contain details of temporary diversions, traffic safety construction)
arrangements for construction under traffic, details of traffic
arrangement after cessation of work each day, safety measures
undertaken for transport of hazardous materials and arrangement of
flagmen etc. to regulate traffic congestion.
168
Responsibility
Management Measures
The Contractor will provide specific measures for safety of
pedestrians and workers at night as a part of traffic control plans. The
Contractor will ensure that the diversion/detour is always
maintained in running condition, particularly during the monsoon to
avoid disruption to traffic flow.
The contractor will also inform local community of changes to traffic
routes, conditions and pedestrian access arrangements with
assistance from SC and MWD. The temporary traffic detours will be
kept free of dust by sprinkling of water three times a day or as
required under specific conditions (depending on weather conditions
construction in the settlement areas and volume of traffic).
C.2 Procurement of Construction Material
C.2.1 Earth from No borrow area will be opened without permission of the MoRTH: 305.2 Contractor Environmental
Borrow Environmental Expert of Supervision Consultant. The location, shape Expert of SC, EMU
and size of the designated borrow areas will be as approved by the Guidelines – 3
Areas for of MWD
Constructio Environmental Expert of Supervision Consultant and in accordance (Guidelines for borrow
n to the IRC recommended practice for borrow pits for road area management)
embankments (IRC 10: 1961). The borrowing operations will be
carried out as specified in the guidelines for setting and operation of
borrow areas.
The unpaved surfaces used for the haulage of borrow materials, if
passing through the settlement areas or habitations; will be
maintained dust free by the contractor. Sprinkling of water will be
carried out thrice a day to control dust along such roads during their
period of use.
During dry seasons (winter and summer) frequency of water
sprinkling will have to be increased according to the site and climatic
conditions in the settlement areas and Environmental Expert of SC
will decide the numbers of sprinkling depending on the local
requirements.
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Responsibility
Management Measures
Contractor will rehabilitate the borrow areas as soon as borrowing is
over from a particular borrow area in accordance with the Guidelines
for Redevelopment of Borrow Areas or as suggested by
Environmental Expert of Supervision Consultant.
C.2.2 Quarry The contractor shall obtain materials for quarries only after the MoRTH:111.3 Contractor Environmental
Operations consent letter from the department of mines Govt. of Manipur, and the Expert of SC, EMU
District Administration is received. of MWD
The contractor will develop a Comprehensive Quarry Redevelopment
plan, as per the Mining Rules of the state and submit a copy to MWD
and SC prior to opening of the quarry site.
The quarry operations will be undertaken within the rules and
regulations in vogue.
C.2.3 Transportin Contractor will maintain all roads (existing or built for the project), Contractor Environmental
g which are used for transporting construction materials, equipment Expert of SC, EMU
and machineries as précised. All vehicles delivering goods subject to of MWD
Constructio susceptible to be blown by wind during the vehicular movement to
n Materials avoid spilling and air pollution.
and Haul
Road It shall be the responsibility of the contractor or his agent, sub-
agents, sub-contractors, petty contractor, material suppliers whose
Manageme vehicles use the highways and other roads for transportation of
nt construction materials, to keep the roads clear from any dust, sand,
soil, aggregates fallen from the transport vehicle.
Contractor will arrange for regular water sprinkling as necessary for
dust suppression on all such roads and surfaces where dust
generation is a major problem.
The unloading of all materials at construction sites should be limited
to day time only for safety and avoiding accidents. Screens of hessian
cloth, agro net and such other barricading material are to be erected
along all construction, dumping and stockpiling sites under use, so
that the generation of the dust in the vicinity of such locations can be
minimized to great extent.
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Responsibility
Management Measures
C.2.4 Constructi Contractor will arrange adequate supply and storage of water for the Guideline 11 Contractor Environmental
on Water whole construction period at his own cost. The Contractor will Expert of SC, EMU
submit a list of such source/s from where water will be used for the (Guidelines for quarry
of MWD
project to Supervision Consultant and MWD. material)
Such source of water to meet the requirement on this road should

preferentially be ground water collected from river or stream bed
with prior permission from the Ground Water Board and the District
Administration commensuration with the prevalent water act and
rules promulgated by the State Govt. Such use shall be from a source
other than the common source of water that is used by the local
population and wildlife etc. as detailed in preconstruction activity. A
copy of the permission so obtained from the competent authority
shall have to be submitted to Supervision Consultant and MWD prior
to initiation of construction activity.
The contractor will take all precaution to minimize the wastage of
water in the construction process/ operation where ground water and
river water is scarce.
C.3 Construction Work
C.3.1 Disruption While working across or close to any perennial water bodies, MoRTH:304.3.2 Contractor Environmental
to Other contractor will not obstruct/ prevent the flow of water. Expert of SC, EMU
Users of Construction over and close to the non-perennial streams shall be of MWD
Water undertaken in dry season and if such activity is likely to constraint
or impact the community water body connected to such streams
adequate prior information will be provided to such community for
making a suitable arrangement that may lead to peaceful and
uninterrupted use of the resource during the time of construction
activity. Such water body may be ponds, water harvesting structures
(WHS), feeder channels to pond and irrigation bunds etc. In all such
cases specific provision of lessening the impact of construction has
been elaborated in the design plan of retaining walls, spillways and
ghats in Drawing No. MSRP /CEG /SH /ENV /03
171
Responsibility
Management Measures
Wherever excavation for diverting water flow will is imminent as per
the designs available in the DPR the contractor will ensure that such
diversion channels have no stepper slopes than 1:2 (vertical:
horizontal). Otherwise proper slope protection measures have to be
taken as approved by the Environmental Expert of SC and the
resident engineer.
The contractor will take prior approval of the River Authority or
Irrigation Department and SC for any such activity. The MWD will
ensure that contractor has served the notice to the downstream
users of water well in advance where such diversion of the flow is
likely to affect the downstream population subject to the condition
that under no circumstances the downstream flow should be
stopped putting the wildlife, the aquatic fauna and the shore line
settlement under distress. Minimum eco-flow should be maintained
in spite of the diversion by ensuring the downstream connectivity to
the main channel.
C.3.2 Drainage Contractor will ensure that no construction materials like earth, MoRTH:305.3.7 Contractor Environmental
and Flood stone, ash or appendage disposed off so as not to block the flow of Expert of SC, EMU
water of any water course and cross drainage channels. MoRTH:306
Control of MWD
In addition to the design requirements the contractor will take all Annexure 3.3
necessary measures to prevent the flooding of the installation well Annexure 3.4
in advance of he rainy season in consultation with the resident
engineer and SC by providing cross drainage to manage
accumulation of rain water at any construction site. Where
necessary adequate mechanical devices to bail out accumulated
water from construction sites, camp sites, storage yard, excavation
areas are to be presettled and arranged well in advance of the rainy
season besides cross drainage systems.
The contractor will take all adequate precautions to ensure that
construction materials and excavated materials are properly located
and enclosed in such a manner that sediment laden water through
erosion does not affect the runoff and block the natural flow of water
172
Responsibility
Management Measures
in any water course or cross drainage channel, by a proper watch
and ward arrangement for monitoring.
C.3.3 Siltation of Contractor will construct silt fencing at the base of the embankment MoRTH: 306 Contractor Environmental
Water construction for the entire perimeter of any water body (including Expert of SC, EMU
Bodies and wells) adjacent to the RoW and around the stockpiles at the Annexure 3.5 (Silt
of MWD
Degradation construction sites close to water bodies. The fencing will be provided Fencing)
of prior to commencement of earthwork and continue till the
stabilization of the embankment slopes, on the particular sub-section
Water
of the road.
Quality
The contractor will also put up sedimentation cum grease traps at the
outer mouth of the drains located in truck lay byes, which are
ultimately entering into any surface water bodies / water channels
with a fall exceeding 1.5 m.
Contractor will ensure that construction materials containing fine
particles are stored in an enclosure such that sediment-laden water
does not drain into nearby water bodies.
C.3.4 Slope The contractor will construct slope protection works as per design, MoRTH: 305.2.2.2 Contractor Environmental
Protection or as directed by the Environmental Expert of SC to control soil
erosion and sedimentation through use of dykes, sedimentation MoRTH: 306.2 Expert of SC, EMU
and Control
chambers, basins, fiber mats, mulches, grasses, slope drains and other of MWD
of Soil Guideline 8
Erosion devices as will be necessitated according to the local conditions.
(Guideline for soil
All temporary sedimentation, pollution control works and erosion and
maintenance thereof will be deemed as incidental to the earth work
or other items of work and as such no separate payment will be made sedimentation control)
for them. Contractor will ensure the following aspects:
 After construction activities of road embankment, the side

slopes of all cut and fill areas will be graded and covered with
stone pitching, grass and shrub as per design specifications.
 Turfing works will be taken up as soon as possible, provided
the season is favorable for the establishment of grass sods.
173
Responsibility
Management Measures
Other measures of slope stabilization will include mulching,
netting and seeding of batters and drains immediately on shrub
and bushes at 30cm interval from line to line across the slope
and sprinkling of water on such slopes after completion of the
earth work. Regular watering through sprinklers shall be
provided at such locations much before the pre-monsoon rains
as would be required in the field to encourage bio-engineering
stabilization of slopes. In all these cases, seeds of road side
weeds such as, Banakolthi (Tephrosia spp.), Banachakunda
(Cassia tora), Bala (Sida species), Vetiver grass, Pamarosa grass
etc. are the best choice.
 In borrow pits, the depth shall be regulated so that the sides of
the excavation should not be stepper than 1 vertical to 2
horizontal, from the edge of the final section of the bank.
 Along sections abutting water bodies, stone pitching as per
design specification will protect slopes. All such stone pitching
should have a filter layer to prevent scouring and unsettlement
of the pitched surface when the water label recedes.
 Refer Guidelines-8 for soil erosion and sedimentation.
C.4 Pollution
C.4.1 Water Pollution
C.4.1.1 Water The Contractor will take all precautionary measures to prevent the MoRTH: 111.4 Contractor Environmental
Pollution waste water generated during construction from entering into Expert of SC, EMU
streams, water bodies or the irrigation system by providing safe MoRTH: 111.1
from of MWD
Constructio wastewater soak pits away from any aquifers or water body.
n Wastes Contractor will avoid continuation of construction activity close to
the streams or water bodies during monsoon.
All waste arising from the project is to be disposed off in the manner
that is acceptable to the State Pollution Control Board or as directed
by Environmental Expert of Supervision Consultant in accordance to
the local legislation for such disposal.
174
Responsibility
Management Measures
The Environmental Expert of S C will certify that all liquid wastes
disposed off from the sites meets the discharge standards as
specified by the CPCB, Govt. of India.
C.4.1.2 Water The contractor will ensure that location of parking lots, garages, MoRTH: 111.4 Contractor Environmental
Pollution fuel/lubricants dumps /storage sites, vehicle, machinery and Expert of S C, EMU
equipment maintenance and refueling sites are located on high MoRTH: 111.1
from Fuel of MWD,
and ground at least 500 m from rivers /streams /canal /ponds with Annex 3.6
Lubricants proper boundary wall to prevent any accidental leakage or flooding
or due to spillage or mishandling. Petroleum Act and
All location and lay-out plans of such sites will be submitted by the Rules MoEF /CPCB
Contractor prior to their establishment and will be approved by the
Environmental Expert of Supervision Consultant and EMU of MWD, Notifications
besides the conditions governed by the Central Excise and Explosive
substances act etc.
Contractor will ensure that all vehicle/machinery and equipments
operation, maintenance and refueling will be carried out in such a
fashion that, spillage of fuel and lubricants does not contaminate the
ground. Oil interceptors will be provided for vehicle parking, wash
down and refueling areas as per the design provided for such
locations by the constractor.
In all, fuel storage and refueling areas, if located on agricultural land
or areas supporting vegetation, the top soil will be stripped,
stockpiled and returned after cessation of such storage.
Contractor will arrange for collection, storage and disposal of spent
oil, lubricants, grease and sludge and other waste to collection beans
kept separately at maintenance and refueling yards for recycling and
to dispose of the filtered sludge from filter ponds at pre-identified
disposal sites (list to be submitted to SC and MWD) as approved by
the Environmental Expert of S C. All spills and collected petroleum
products will be disposed off in accordance with MoEF and SPCB
guidelines issued from time to time.
175
Responsibility
Management Measures
A certificate to this extent has to be issued by the Environmental

Expert of S C in compliance with the guidelines of PCB/ MoEF or any
other relevant law in force.
C.4.2 Air Pollution
C.4.2.1 Dust The contractor will take every precaution to reduce the level of dust MoRTH:111.1 Contractor Environmental
Pollution from crushers /hot mix plants, construction sites involving Expert of SC, EMU
earthwork by sprinkling of water mist spray, encapsulation of dust MoRTH:111.5
of MWD
source and erection of screen /barriers. MoRTH:111.9
All the plants will be located at least 1 km away in the downwind MoRTH:111.10
direction of normal wind flow from the nearest human settlement or
any other institutions of importance. Contract Agreement
The contractor will provide necessary certificates to confirm that all
crushers used in construction conform to relevant dust emission
control legislation from time to time.
The suspended particulate matter value at a distance of 40m from a
unit located in such a cluster should be less than 500 µg/m 3. The
pollution monitoring is to be conducted as per the monitoring plan.
Alternatively, operating crushers with valid license from the SPCB
shall be used and required certificates and consents of the operator
/owner shall be procured and submitted by the contractor to the
MWD through Environment expert of the SC.
Dust screening vegetation through planting of dwarf bamboos,
justacea, vitex negundo, lawsonia inermis on the edge of the RoW or
around the crusher sites for all existing roadside crushers besides
provision of dust screens.
Hot mix plant and batch mix plant will be fitted with dust extraction
units and mist spray to keep down the dust emission levels.
176
Responsibility
Management Measures
C.4.2.2 Emission All machinery and equipments installed or brought under use by the Motor Vehicle Act Contractor Environmental
from contractor shall have to conform to the latest anti-pollution Expert of S C, EMU
parameters as specified by the international stand and BSI as the case of MWD
Constructi may be. Contractor will ensure that all vehicles, equipment and
on machinery used for construction are regularly maintained and
Vehicles, confirm to the emission standards specified by the CPCB and
certification issued for such contrivances obtained from designated
Equipment
/approved authority from time to time.
and
Machineries The Contractor will submit PUC certificates for all vehicles/
equipment/machinery used for the project. Monitoring results will
also be submitted to S C and EMU of MWD as per the monitoring plan
and specified formats.
C.4.3 Noise Pollution

C.4.3.1 Noise The Contractor will confirm the following: Noise Rules 2002 Contractor Environmental
Pollution: Annex – 3.7 Expert of SC, EMU
 All plants and equipment used in construction (including that of
Noise from of MWD
MWD, aggregate crushing plant) shall strictly conform to the MoEF/
Vehicles, CPCB noise standards and should have latest noise suppression
Plants and mountings.
Equipments
 All vehicles and equipment used in construction will be fitted with
exhaust silencers.
 Servicing of all construction vehicles and machinery will be done
regularly and during routine servicing operations, the effectiveness
of exhaust silencers will be checked and if found defective will be
replaced.
 Limits for construction equipment used in the project such as
compactors, rollers, front loaders, concrete mixers, cranes (movable),
vibrators and saws shall not exceed 75 dB (A) (measured at one
meter from the edge of equipment in the free field), as specified in the
Environment
177
Responsibility
Management Measures
(Protection) rules, 1986.

 Maintenance of vehicles, equipment and machinery shall be regular
and up to the satisfaction of the Environmental Expert of S C to keep
noise levels at the minimum.
Construction activity at sites within 100m from habitation, hospitals
and 1000mtrs. From forest areas should not be carried out during
night.
The contractor will not take up any noisy construction activities
around educational institutes /health centers, hospitals, silence zones
up to a distance of 1000 m from these sensitive receptors at night.
Contractor will provide noise mitigation barriers along the sensitive
receptors mentioned above including masonry and vegetative
screen walls mounted with creepers as per the design drawing No.
MSRP /CEG /SH /ENV /04 B at suggested locations. List of such
locations for temples, schools, govt. offices. There are 16 temples, 10
schools & colleges, 2 offices, 2 Govt. hospitals.
Monitoring shall be carried out at the construction sites as per the
monitoring schedule and results will be submitted to SC and MWD.
Environmental Expert of SC will be required to inspect regularly such
sites to ensure proper compliance of the EMP.
C.5 Safety
C.5.1 Personal Contractor will provide: Contractor Environmental
Safety Expert of SC, EMU
 Protective footwear and protective goggles to all workers
Measures of MWD
employed on mixing asphalt materials, cement, mortars,
for Labour concrete working at welding blasting, crusher and stockpiling
locations etc. as per the Factory Act 1948.
 Welder's protective eye-shields to workers engaged in welding
works
178
Responsibility
Management Measures
 Earplugs to workers exposed to loud noise, and at quarries,
crushers, compaction, concrete mixing, batch mixing, and
drilling, fabricating and heavy machinery operations.
 Hard hat or minors helmets shall be provided to all workers
supervising staffs and inspecting officials entering into any
construction site quarry, borrow areas, loading and unloading
sites for safety and security which should be compulsory,
irrespective of the rank and file of such personality.
 The use of nettings and platforms below and on the sides of
overhead construction and excavation, scaffolding activity has
to be compulsory to be installed by the contractor to prevent
accidental fall of workmen and debris, which are a major source
of fatality at all construction sites.
 The contractor will comply with all regulations regarding safe
scaffolding, ladders, working platforms, gangway, stairwells,
excavations, trenches and safe means of entry and egress.
The contractor will comply with all the precautions as required for
ensuring the safety of the workmen as per the International Labour
Organization (ILO) Convention No. 62 as far as those are applicable
to this contract.
The contractor will make sure that during the construction work all
relevant provisions of the Factories Act, 1948 and the Building and
other Construction Workers (regulation of Employment and
Conditions of Services) Act, 1996 are adhered to.
The contractor will not employ any person below the age of 18 years
for any work and no woman of productive age will be engaged in the
work of painting containing lead in any form.
The contractor will also ensure that no paint containing lead or lead
products is used except in the form of paste or readymade paint.
Contractor will provide facemasks for use by the workers engaged in
spray painting or manual painting when lead based compound is one
179
Responsibility
Management Measures
of the constituents of such surface to be scrubbed, cleaned and
painted.
 No smoking and other ‘high risk’ areas are to be provided with
statutory signage besides strict enforcement of PPE with zero
tolerance limits for the safety and security of installation and
equipment. These guidelines will be reflected in the
Construction Safety Plan to be prepared by the Contractor
during mobilization and same shall be approved by S C and
MWD after proper scrutiny
C.5.2 Traffic and The contractor will take all necessary measures for the safety of Contractor Environmental
Safety traffic during construction and provide, erect and maintain such Expert of SC, PIU of
barricades, including signage, markings, flags, indicator lights, MWD, EMU of
reflectors and flagmen as proposed in the Traffic Control MWD
Plan/Drawings and as required by the Environmental Expert of S C
for the information and protection of road users approaching or
passing through the section of any construction site of activity or
diversion.
The contractor will ensure that all signs, barricades, pavement
markings are provided as per the MoRTH specifications. Before
taking up of construction on any section of the existing lanes of the
highway, a Traffic Control Plan will be devised and implemented to
the satisfaction of the Environmental Expert of S C together with the
local police and administrative authorities.
C.5.3 Risk from All power transmission lines whether claded or sufficiently covered Contractor EnvironmentalExp
Electrical are potential hazards at construction sites. The Contractor will take ert of SC, EMU of
Equipment all required precautions to prevent danger from electrical wirings MWD
(s) and equipment and ensure that -
No material will be so stacked or placed on or installations, which
can be a potential danger to affect /inconvenience /fatally injure any
road user or workmen so as to cause danger or inconvenience to any
person or the public.
180
Responsibility
Management Measures
 All such electrical installation and wirings should be out of reach
of the road users, wildlife along with operating vehicle, cranes,
excavators and loaders fabricating units. Necessary fencing and
proper insulation of the supply lines shall have to be ensured by
the contractor with proper illumination of work sites and
equipment for safety and security.
 Loosely hanging and exposed power supply lines, heavily loaded
supply lines are the cause of many accidents and fire hazards,
which may endanger the life and property of so many individuals
during construction /lay off period. The contractor should
ensure proper maintenance of such supply routes and closer of
all such electrical operating units before leaving the sit of activity
every day or night as the case may be.
All machines to be used in the construction shall have conformed to
the relevant BIS specification codes. The contractor will ensure that
such machinery are free from patent defect, and under good working
conditions and maintained in good working order as per the owner’s
manual supplied by the manufacturer through regular supervision,
monitoring, maintenance and repair /replacement from time to time
as per the schedule of activity such units in consultation with the SC.
C.5.4 Risk Force The contractor will take all reasonable precautions to prevent danger Contractor Environmental
Measure of destruction to life and property of public as well as workers on Expert of SC, EMU
account of flash flood, sudden collapse of structures accidental fire of MWD
and explosion in and around work sites camps, maintenance unit,
quarries, and haulage or roads vehicles carrying hazardous materials.
The contractor will make required arrangements so that in case of any
mishap all necessary steps can be taken for prompt rescue operation
along with provision for on this spot first aid and quick removal of
injured to nearest hospital for treatment. Fire extinguishers and
firefighting equipment, salvaging equipment for recovery of
hazardous chemicals on account of accidents or spillage to be kept
ready at camping sites or major construction sites to attend such
181
Responsibility
Management Measures
eventualities. Construction Safety Plan prepared by the Contractor in
this regard will identify necessary actions in the event of an
emergency accordingly and get it approved by the supervision
consultant and the executive officer of the MWD as per the standard
practice adopted under labour welfare activities and factory act.
C.5.5 First Aid The contractor will arrange for - Contractor Environmental
 a readily available first aid unit including adequate supply of Expert of SC, EMU
sterilized dressing materials and appliances as per the Factories of MWD
Rules in every work zone with lifesaving first aid kits.
 availability of suitable transport at all times to take injured or
sick person(s) to the nearest hospital
 Equipment and trained nursing /paramedical staff at
construction camps.
C.5.6 Informator The contractor will provide, erect and maintain informatory/safety Contractor Environmental
y Signs and signs, hoardings written in local language and English, for the benefit Expert of SC, EMU
Hoardings and information of road users and local inhabitants. of MWD
C.6 Flora and Fauna: Plantation/Preservation/ Conservation Measures
C.6.1 Road side The tree planting along the corridor within the RoW shall be taken up Contractor Environmental
Plantation by local self-help groups (SHG) or forest department as the case may
be depending upon the location of the land on the corridor i.e. near Expert of SC, EMU
Strategy
and on forest lands the forest department shall take up the plantation of MWD
activity and elsewhere these shall be carried out by contractor
selected for such activity, which may be local self-help groups.
Minimum 80 percent survival rate of the saplings will be acceptable,
otherwise the contractor will replace dead plants at his own cost. The
contractor will maintain the plantation till they handover the project
site to MWD after the 3rd year of planting.
The Environmental Expert of SC will inspect and monitor regularly
the survival rate of all plantations and record his observation in the
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Responsibility
Management Measures
plantation journal at the time of inspection besides making official
correspondence regarding deficiencies or changes improvements,
warranted in specific area of activities.
C.6.2 Flora and The contractor will take reasonable precaution to prevent his Contractor Environmental
Chance workmen or any other persons connected with the contract from
removing and damaging any flora (plant/vegetation) and fauna Expert of SC, EMU
found Fauna
(animal) including fishing in any water body and hunting of any of MWD
animal in and around the road corridor, whether it is a forest or non-
forest land, other than permissive activity of fishing in the local non-
forest areas with the consent of local authorities and villagers.
If any wild animal is found near the construction site at any point of
time, the contractor or his representative will immediately upon
discovery thereof acquaint the Environmental Expert of SC and the
resident engineer together with the local forest authority for
immediate necessary action as will be suggested by them.
The Environmental Expert of SC and or the wildlife & forestry expert
of EMU will report to the nearby forest office (range office or
divisional office) and will take appropriate steps/ measures, if
required in consultation with the forest officials for rescue or driving
out the animal towards the forest.
C.6.3 Chance All fossils, coins, articles of value of antiquity, structures and other Contractor Environmental
Found remains or things of geological or archaeological interest discovered Expert of SC, EMU
Archaeologi on the site shall be the property of the Government and shall be dealt of MWD
cal Property with as per provisions of the relevant legislation.
The contractor will take reasonable precautions to prevent his
workmen or any other persons from removing and damaging any
such article or thing. He will, immediately upon discovery thereof
and before removal intimate the Environmental Expert of SC and the
EMU of MWD of such discovery and carry out the instructions
received from them in dealing with the same while keeping the
responsible authority informed of such findings, besides the local
police and local administrative authority of the district.
183
Responsibility
Management Measures
The SC will seek direction from EMU of MWD and they from the State
Archaeological Department /the district Collector for proceeding in
appropriate manner to deal with the chance findings /discovery. Till
that time the site and the findings shall be under strict watch and
ward to prevent any pilferage alteration of the findings by the
workmen or locals as the case may be.
C.7 Labor Camp Management

C.7.1 Accommod Contractor will follow all relevant provisions of the Factories Act, Contractor Environmental
ation 1948 and the Building and the other Expert of SC, EMU
Construction Workers (Regulation of Employment and Conditions of of MWD
Service) Act, 1996 for construction and maintenance of labour camp.
The location, layout and basic provision of facilities at each labour
camp site will be submitted to SC and EMU of MWD prior to their
setting up in the field for approval.
The construction of camps will only commence after the written
approval from the EMU. In consultation and concurrence of the
Environmental Expert and SC.
The contractor will maintain necessary living accommodation and
ancillary facilities in functional and hygienic manner as per the
suggestions and guidance provided by the environment expert and
SC.
C.7.2 Potable Provision for supply of potable water to all camp sites in the package Contractor Environmental
Water will have to be in place in such a manner that the sources are free Expert of SC, EMU
from pollution and contamination. With proper drainage, platforms, of MWD
storage facility and sanitation measures in position to see that the
surplus and waste water flow does not stagnate or create un healthy
atmosphere around camp as well as the surrounding agricultural
fields, water sources and habitation.
Ground water recharging provision through setting up of soak pits
away from such water supply system to discharge the waste water
184
Responsibility
Management Measures
shall have to be made by the contractor at each camp site whether the
same is over Govt. or private land.
The Contractor will also provide availability of potable water within
the precincts of every workplace in a cool and shaded area which is
easily accessible as per standards set by the Building and other
Construction Workers (Regulation of Employment and Conditions of
Service) Act, 1996.
The contractor will ensure the fulfilment of the following conditions
at all work places for the benefit of worker:
a) Adequate supply of potable water (as per IS) in every
workplace/labour camp site suitably located on high ground
and dry place which is easily accessible and regularly
maintained for health and hygiene to prevent contamination
and communicable diseases.
b) All such storage facilities of drinking water will be on raised
platform for drainage and safe storage above at least 1m ground
above ground to facilitate its use..
c) As far as possible shallow well should not be used as potable
source of water unless there is any constraint for boring of tube
wells. In all such cases of potable water from open wells,
irrespective of its location from polluting environment, regular
dis-infection of the water source by application of lime,
bleaching powder, potassium permanganate solution have to be
ensured at weekly /fort nightly interval. However it should be
safe to provide water purifier units in such locations to prevent
water borne diseases, where power supply and storage water
facility is available.
d) All open wells should be covered with a trap door, to facilitate
disinfections of water sources while mini hand pumps may be
set up to draw water from such wells and prevent accidental
contamination /accidental fall into such wells besides avoiding
dust and filth from the adjacent road entering the well for which
185
Responsibility
Management Measures
a safe drainage channel encircling the open well should be
mandatory to prevent inflow of polluted water from outside.
e) The trap door will be kept locked and opened only for cleaning
or inspection, which will be done at least once in a month to be
monitored and recorded by the camp in charge at each place.
f) Water quality testing of all potable water sources will be done
every month as per parameters prescribed in IS 10500:1991, by
sample testing of the water periodically.
Environmental Expert of SC will be required to inspect the labour
camp once in a week to ensure health and hygienic of the work force.
C.7.3 Sanitation The contractor will ensure that - Contractor Environmental
and Sewage Expert of SC, EMU
 The sewage system for the camp are designed, built and
System of MWD
operated in such a fashion that no health hazard occurs and no
pollution to the air, ground water or adjacent water courses
takes place.
 Separate toilets /bathrooms /latrines, wherever required, are to
be provided for women workers separately with specific
signage indicating its exclusive use by them.
 All such facilities must have adequate water supply with proper
drainage and disposal facility.
 All toilets in workplaces are to be located with covered screen
walls and of dry earth system which are to be maintained,
cleaned and disinfected daily using strong disinfectants. The
location of such provisions should not be affecting the air
surface water and ground water of the locality or the
agricultural fields near by either during summer or rains.
 For lavatory purposes the use of portable latrines system are to
be brought under use and the night soil so collected has to be
disposed of at designated septic latrines, so as to prevent
pollution of the workplace and surrounding areas.
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Responsibility
Management Measures
C.7.4 Waste The contractor will provide garbage bins in the camps and ensure
Disposal that these are regularly emptied and disposed off in a hygienic
manner as per the Comprehensive Solid Waste Management Plan
approved by the Environmental Expert of SC.
No night soil should be disposed of at any place other than the septic
tank constructed for the workers at the camp site by ensuring the use
of portable latrines system mounted on wheels and fitted with
temporary water sealed containers to store the night soil, which shall
be emptied at the nearest septic tank facility of any camp site.
C.8 Contractor’s Demobilization and Decommissioning of Established Setup
C.8.1 Clean-up Contractor will prepare site restoration plans, which will be Contractor Environmental
Operations, approved by the Environmental Expert of SC. The clean-up and Expert of SC, EMU
restoration operations are to be implemented by the contractor prior of MWD
Restoration to demobilization. The contractor will clear all temporary structures;
and dispose all garbage, night soils and POL, as per Comprehensive
Waste Management Plan and as approved by SC and accepted by the
Rehabilitati
EMU.
on
All disposal pits or trenches will be filled in disinfected and effectively
sealed off. Residual topsoil, if any will be distributed or spread evenly
on adjoining/ proximate barren land or affected agricultural land
adjacent to the RoW that has been impacted on account of accidental
spillage, drainage or erosion of the construction materials as will be
identified and suggested by Environmental Expert of SC not below
the thickness of 75 mm.
All construction zones including river-beds, culverts, road-side areas,
camps, hot mix plant sites, crushers, batching plant sites and any
other area used/affected by the project will be left clean and tidy, at
the contractor's expense, to the entire satisfaction of the land owner
in case of private land and to the best satisfaction of the
Environmental Expert of SC as well as the site engineer.
187
OPERATION STAGE
Reference Responsibility
Sl. No. Environmental Issue Management Measures
Document
Execution/Civil Work Supervision/Monitoring
OPERATION STAGE
Activities to be Carried Out by the MWD (EMU)
O.1 Monitoring The MWD will monitor the operational performance EMU of MWD/PWD EMU of MWD/PWD
of the various mitigation/ enhancement measures
Operation carried out as a part of the project. The Forest and
Performance The indicators selected for monitoring include the Biodiversity wing of EMU
survival rate of trees; utility of enhancement of MWD
provision for schools, hospitals, water bodies,
temples, spur roads, bus stand and sheds at bus stops,
sealing of abandoned, bore wells, stand posts, wells,
re-sinking of bore wells and noise and dust filter
structures at sensitive receptors, site enhancement
measures at recreation points, bus and truck lay bye
etc. including status of rehabilitation of borrow areas;
and utility of noise barriers.
The completion of wildlife under passes as per design
and specifications with approach corridor
plantations and its 3 years maintenance schedule for
survival and development into a proper wildlife
corridor has to be keenly monitored and evaluated.
The rehabilitation of degraded sites along with
development and functioning of nalas, streams and
gullies after soil and water conservation measures
has to be inspected, recorded and timely damages
repaired for effective functioning and maintenance of
such efforts in the field.
Monitoring of the wildlife movement along the
wildlife under passes provided for in the corridor.
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Document
Monitoring the function and stability of temporary
water holes /water storage tanks provided on either
side of the corridor to remove distress of the wildlife
during late winter and summer months till the
corridor is restocked with necessary avenue
plantation and restoration /improvement of
degraded /eroded sites.
O.2 Maintenance of MWD will ensure that all drains (side drains, median EMU of MWD/PWD EMU of MWD/PWD
Drainage drain and all cross drainages) are periodically cleared
especially before monsoon season to facilitate the
quick passage of rainwater and avoid flooding
without damaging the spurs and check dams erected
to stabilize the course and flow of all such drainage
channels.
MWD will ensure that all the sediment /oil and grease
traps set up at the truck and bus lay bye are cleared
once in every 3 months.
O.3 Pollution Monitoring The periodic monitoring of the ambient air quality, EMU Environment expert EMU of MWD/PWD
noise level, water (both ground and surface water) Pollution Monitoring
quality, soil pollution/contamination are to be Agency
continued at pre-designated locations and if
necessary at additional locations for comparative
study of pre and post-operative data in order to
ensure further improvement /modification in the
design /methodology MWD may appoint specific
pollution monitoring agency for such study or carry it
out as per the suggestion /recommendation of the
statutory authority, (SPCB).
O.3.1 Atmospheric Ambient air concentrations of various pollutants EMU of MWD Pollution EMU of MWD/PWD
Pollution shall be monitored as envisaged in the pollution Monitoring Agency
monitoring plan at pre designated locations to
compare it with the pre-construction data and ensure
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Document
further improvement by collection of additional data
at additional location as the situation demands.
The avenue plantation raised afresh and the old
avenue trees retained are to be periodically checked
with respect to the plantation register for evaluating
the effect and importance of avenues along the road.
Site enhancement plantations together with
plantation to serve as noise and dust filters,
environment up-liftment for aviary and amphibian
fauna near water sources by relocation of avenue
trees are to be monitored and brought into a register
of such activity for study of their growth, utility and
impact on the biodiversity as well as environmental
parameters.
O.3.2 Noise Pollution Noise pollution will be monitored as per monitoring Pollution Monitoring EMU of MWD /PWD
plan at sensitive locations where pre construction Agency
noise quality studies were conducted. The survival
and functioning of the noise filter plantations and
noise control walls has to be specifically supervised
and monitored for further improvement /replication
at other affected points if necessary. The plantation
of dwarf bamboos at such locations along the road
avenue needs special mention in cyclone ravaged
corridor to enforce the control programs.
Monitoring the effectiveness of the pollution
attenuation barriers, if there is any, will be taken up
thrice in the operation period.
The effectiveness of functioning of the earth cushion
provided at wildlife under passes and viaducts near
wet land eco system with trap drain structures at
different locations will be monitored and evaluated to
study the incidents of reduction in death of
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Document
amphibians and reptiles at such points in comparison
with other control points without such structures for
further improvement in the corridor to prevent such
destruction of biodiversity.
O.4. Soil Erosion and Visual monitoring and inspection of soil erosion at EMU of MWD /PWD EMU of MWD /PWD
borrow areas, quarries (if closed and rehabilitated),
Monitoring of
embankments and other places expected to be
Borrow Areas affected, will be carried out before monsoon, during
monsoon and after winter rains to regularly record
and monitor the effectiveness of such structures at
monthly intervals for the 1st three years during and
after completion of project, so as to evaluate the
beneficial effects of each type of activity together with
the cost involved for adoption of most effective
structures in other areas of road improvement to
check soil erosion.
O.5 Changes in Land Use EMU of MWD shall take initiative to move and EMU of MWD /PWD, EMU of MWD /PWD
Pattern motivate the Govt. as a facilitator in preparing an
action plan to encourage balanced congestion free Local Planning
hygienic environment friendly activity on either side Authorities,
of the developed highway during and after
completion of the project. This is to avoid irregular,
ugly, unhygienic and destructive ribbon Revenue Department and
development, close to the road corridor which Local Civic Bodies EMU of MWD /PWD
adversely affects agricultural and water harvesting
capabilities and drainage system of the area. The
department may strive for effective promulgation of EMU of the MWD &
some legislation and guidelines, controlling such Revenue Department,
unbridled activity, which are self-destructive and Town planning Authority
distress full for the poor farmers and drainage on the
State’s Economic Resources.
A land use-zoning map may be developed, under
which up to a particular distance from the RoW of the
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Document
alignment especially in new bypass stretches, no
development will be allowed.
Necessary hoardings along the corridor need be
provided in shape of permanent structures to warn
and advise encroachers against such activity under
punitive action such as forfeiture of the structures
and belonging without prior notice besides punitive
legal action in the court of law barring any stay over
such action by the state from any court of law.
Budgetary provisions are to be made to control the
ribbon development along project road.
192
Chapter 11: Social Impact Assessment

11.1 INTRODUCTION
The chapter is a summarized version of impact on field due to project road development in form
of land acquisition and clearances, it attempts to comprehend the existing socio-economic profile
of the project area along with understanding and quantifying the magnitude of impact due to the
proposed improvement and up gradation. The impact has been studied with respect to various
sensitive groups like the vulnerable population, women, tribes etc. The chapter also outlines the
strategy adopted to ensure that the PAPs are able to "regain their previous living standards".
Further, the institutional arrangement to be adopted for this project has been outlined with the
resettlement and rehabilitation costs at the end.
11.2 OBJECTIVES OF RAP

 Establish the magnitude of adverse social impacts due to the project and propose mitigation
measures through the ORRP.
 Involuntary resettlement will be avoided wherever possible or minimized exploring all other
project alternatives.
 Analyse results of stakeholders’ consultations and incorporate their feedback and opinions
in the final design.
 Develop institutional mechanism for implementation of the R & R activities and for
monitoring and evaluation of the R & R process.
11.3 POLICY, LEGAL FRAMEWORK AND ENTITLEMENT MATRIX

The RAP document has been prepared in concurrence with applicable State Government,
Government of India and ADB policy and legal framework and Land Acquisition Act (2013;
amended in 2013). The institutional arrangements provisioned in the Policy are meant to ensure
a transparent delivery of rehabilitation assistance. District and State level Compensation
Advisory Committee, are the major institutional mechanism which offers consistent support to
population adversely affected with involuntary displacement. Institutional arrangements to
address grievances of project displaced people and the specific monitoring mechanism are
noteworthy features of the Manipur Government. A detailed description of the R&R measures and
assistance shall be carried out in the entitlement framework.
11.4 SOCIO-ECONOMIC IMPACTS AND MITIGATION MEASURES

The likely socio-economic impacts after incorporation of design mitigation measures comprise
the following tangible impacts:
 Strip land acquisition along the project corridor,

 Partial / full removal of public and private road side structures and
 Relocation of public utilities and amenities
Various intangible impacts include:

 Likely Gender specific impacts,
 Likely impacts related to Child labour,
 Safety risk to pedestrians and slow moving traffic, and
 Increase in instances of transmission of HIV/AIDS to various high-risk groups such as
truckers and sex workers.
11.4.1 Loss of Land

Since the existing RoW is not adequately wide, 10-20 m being common at most places the
requirement for acquiring new land has greatly increased. The list below tabulates the
requirement of extra RoW as per the proposed RoW to widen the project road.
Table 87: REQUIREMENT OF ADDITIONAL LAND (NON FOREST)
Sl. No. Land Ownership Category Area (Acres)

1 Awang Foijeing 6.162
2 Bishenpur Makha 11.250
3 Bishnupur Awang 21.731
4 Foijing Makha 3.003
5 Phubala 9.147
6 Kadampokpi 2.932
7 Keinou 13.344
8 Khajari 0.520
9 Maibam 7.587
10 Malom Tulihal 5.817
11 Meitram 7.955
12 Nachou 7.785
13 Nambol Awang 2.115
14 Nambol Makha 0.522
15 Narseniya 9.535
16 Ngaikhong Khunou 4.351
17 Ngaikhong Khullen 1.061
18 Ngangkhal Awal 15.846
19 Nigthoukhaong(43) 5.917
20 Nigthoukhaong(44) 8.780
21 Oinam 14.427
22 Potsangham 10.627
23 Sunusiphai 6.037
24 Tengkhan Khunou 11.430
25 Thamnapokpi 6.206
26 Thangtek 0.287
27 Thinungei 11.518
28 Utlou 5.092
29 Yumanamkounou 4.692
Total 215.676
The compensation for land acquisition shall be based on the provisions of Land Acquisition Act
2013. Compensation for diversion of forest lands shall be as per the provisions of Forest
Conservation Act 1980 (Amendments Made in 1988) if any.
11.4.2 Impact on Structures

After incorporation of mitigation measures into the design, a total of 734 road side structures are
likely to be affected out of the total 86 structures are buildings, 648 are sheds which are likely to
be affected during the widening purpose.
The major structures along the road comprise residential, commercial and mixed (residential and
commercial) structures. Project affected structures have been distinguished into partly and fully
affected structures. Distribution of the project affected structures has been presented in Table
104.
Table 88: PROJECT AFFETED STRUCTURES
Buildings Shed
Chainage Interval
Left Right Left Right
418/000-419/000 1 0 9 8
419/000-420/000 0 0 0 3
420/000-421/000 2 3 24 41
421/000-422/000 4 1 10 10
422/000-423/000 3 2 21 25
423/000-424/000 1 0 10 15
424/000-425/000 2 2 36 20
425/000-426/000 0 1 16 11
426/000-427/000 1 2 10 14
427/000-428/000 1 1 16 17
428/000-429/000 0 0 19 12
429/000-430/000 3 5 19 17
430/000-431/000 2 0 0 0
431/000-432/000 0 0 0 0
432/000-433/000 0 1 0 0
433/000-434/000 1 0 0 0
434/000-435/000 1 1 11 5
435/000-436/000 8 6 13 14
436/000-437/000 2 4 9 9
Buildings Shed
Chainage Interval
Left Right Left Right
437/000-438/000 0 2 9 14
438/000-439/000 0 0 14 3
440/000-440/000 0 0 3 0
440/000-441/000 0 0 4 2
441/000-442/000 1 2 16 19
442/000-443/000 0 4 19 26
443/000-444/000 1 0 0 2
444/000-445/000 7 4 17 22
445/000-446/000 1 0 8 7
446/000-447/000 2 0 4 3
448/000-449/000 0 1 3 5
449/000-450/000 5 3 12 19
450/000-451/000 0 3 9 5
451/000-452/000 0 1 7 27
452/000-453/000 1 1 10 21
453/000-454/000 2 2 5 16
454/000-454/780 1 0 0 2
In addition, several minor structures such as temples, government establishments, abandoned

and under construction structures, boundary walls, etc. may be impacted by the project.
11.4.3 Impact on Trees

The project road has series of trees alongside the project corridor which will be affected during
the process of widening. The trees vulnerable are summarised below.
Table 89: TREES ALONG THE PROJECT CORRIDOR
Trees
Chainage Interval
Left Right
418/000-419/000 0 0
419/000-420/000 36 108
420/000-421/000 36 72
421/000-422/000 43 19
422/000-423/000 12 18
423/000-424/000 8 20
424/000-425/000 23 66
425/000-426/000 23 120
426/000-427/000 91 58
427/000-428/000 85 88
Trees
Chainage Interval
Left Right
428/000-429/000 8 39
429/000-430/000 14 15
430/000-431/000 28 30
431/000-432/000 52 82
432/000-433/000 61 112
433/000-434/000 187 190
434/000-435/000 38 147
435/000-436/000 10 10
436/000-437/000 105 271
437/000-438/000 42 255
438/000-439/000 30 11
440/000-440/000 37 26
440/000-441/000 32 6
441/000-442/000 11 30
442/000-443/000 65 45
443/000-444/000 51 52
444/000-445/000 30 44
445/000-446/000 31 30
446/000-447/000 2 25
448/000-449/000 22 43
449/000-450/000 45 40
450/000-451/000 29 28
451/000-452/000 57 46
452/000-453/000 59 27
453/000-454/000 28 21
454/000-454/780 22 1
The trees cut during the process of widening shall be compensated with planting double the
amount of trees cut or pay the price as decided by the government and authorities.
11.4.4 Gender Impacts

Manipur is one of the most economically backward states of North-Eastern region of India
bordering with Myanmar. Women constitute about half of the total population and about 40% of
the workforce in the state .Unlike other parts of India, Manipuri women face less discrimination
.Women are playing multiple role in the economy and society besides their role as mother, wife
,home maker ,and care giver in the household. But their participation in the organised sector as
worker is low as majority of them are engaged in the informal or unorganised sector
characterized by low productivity, insecurity and vulnerability.
Specific facilities that will be provided for women labourers in the construction camps include:
 Temporary housing;
 Health centre;
 Day crèche facilities;
 Suitable work scheduling for women labourers;
 Necessary education facilities
11.4.5 Child Labour

Children below the age of 14 years will be restricted from getting involved in the constructional
activities and wage employment.
11.4.6 Road Safety

During engineering survey few critical locations from road safety point of view were encountered
such as junctions with high traffic congestion, deficient curves, major pedestrian crossings near
settlements, stretches with significant slow moving traffic and unpredictable road user
behaviour. The engineering design deficiencies at these locations have been adequately
addressed in the engineering designs.
For road behaviour issues road safety awareness campaigns will be developed to improve the
knowledge, attitudes and behaviour of all road users through a combination of formal and non-
formal education, adult programs and mass communication activities. Community awareness
activities will be carried out by combining a series of programs such as raising general awareness
of the public. The target groups for the public education and awareness campaign are school
children, school teachers, senior citizens, roadside dwellers and shop-keepers, drivers of
motorized and non-motorized vehicles, paramedical, religious leaders.
11.4.7 Combating HIV/AIDS

Manipur has been placed at the second spot among Indian states with high HIV/AIDS prevalence
rate. Moreover, all nine districts of the State are under Category-A of HIV/AIDS prevalence.
Around 500 cases are detected every three months resulting to about 2000 cases annually in the
State. There are six Integrated Counselling and Testing Centres (ICTC) in Bishnupur, four in
Chandel, 10 in Churachandpur, 13 in Imphal East, 15 in Imphal West, seven in Senapati, 10 in
Thoubal and eight in Ukhrul district.
An Action Plan has been prepared in view of the location specific issues and measures to combat
the same.
The intervention strategy for combating HIV/AIDS in the highway sector includes various
measures such as IEC, BCC, creation of enabling environment, social marketing of condoms, care
and support.
11.4.8 Utility Relocation

In view of the impact of the proposed project on utilities and to reallocate the same, proper survey
and analysis has been carried out. Separate volume of strip plans incorporating the locations of
utilities have been provided. The total project include such as Electric Poles, Transformers,
Telephone Poles, Water Supply pipes, Water tanks, OFCs etc. The table below represents an
abstract of the utilities present along the project road.
Table 90: DETAILS OF AFFECTED UTILITIES
Sl. No Utility Type Unit Number of Units
1 Electricity Poles Number 1522
2 Electricity Transformers Number 42
4 Water Tank Number 91
6 Water pipeline (length in Mtr) Running Meter 1937.62
7 OFC Number 267
11.5 STAKEHOLDER CONSULTATIONS AND PREFERENCES

Public consultation shall be carried out at various locations along the project corridor. The
locations include Bishnupur, Nambol, Potshangbam, Ningthoukhong, Phubala, Moirang and
Thronglaobi. Consultations shall also be carried out in tribal hamlets and in locations where tribal
population are getting affected. Some of the common concerns of the PAPs expressed during the
consultation process have been outlined below.
 Compensation package emerged as the major cause of worry for most PAPs. They
expressed their doubt whether the compensation amount would meet their expectation
and be able to make up for the loss.
 Management of common property resources (CPR) was also viewed as a critical issue as
according to common perception the CPRs are seldom rehabilitated as per community
opinion. It was suggested that shifting of utilities and CPRs be done after consultation with
the local people.
 It was suggested by the villagers that local labour should be hired to provide employment
to the villagers for the construction period.
 Along the congested settlements, PAPs suggested that concentric widening be so that
equal amount of land is acquired from either side of the road.
TRAFFIC OPERATION
& SAFETY PLANS
Chapter 12: Traffic Operation &

Safety Plans
12.1 GENERAL
For a good and effective safety planning of the road, the safety designer should first know the
project corridor properly and then plan a synchronised work plan to be followed throughout the
operation process of the road construction.
The Planning of the safety of the road project should be done in three phases during the operation.
The first phase should be planned before the constructional operation starts, the second phase of
safety design should commence during the construction process and the third phase shall be
employed after the construction ends.
Stages of Planning:
 Pre-construction
 During Construction
 Post Construction
12.2 SCOPE
The Scope of traffic operation and safety Plan includes the safety of:
 Site / Project Workers

 Road Users
 Construction Machineries / Equipment
 Environment
 Project Assets
12.3 PRE CONSTRUCTION SAFETY PLAN

The stage of construction for a safety plan initiates from the pre-construction stage. The stage of
pre-construction for a road project involves the personnel to collect the data of the project
corridor and interaction with the road users. So, the safety of the Survey personnel along with the
road users during the process of surveying should be given priority.
12.3.1 Steps involved during the Pre-Construction Safety Stage

 The personnel involved in the survey investigation should wear reflectorized dress or
jackets so, that the road users approaching can view them from far distance and
slowdown in the stretch being surveyed
 The vehicle involved in the survey process should be painted with reflecting colour and
marked with company name and parked at proper distance away from the traffic without
causing any hindrance
202
 Road Delineators should be used at the site of survey which should be as per the code of
IRC: 79
 Proper Safety should be followed during the work near high voltage power lines, bridges
and water bodies
 The personnel involved in the process of survey should be dressed properly which does
not cause any hindrance or harm to the person.
12.4 DURING CONSTRUCTION SAFETY PLAN

In construction, typically safety is treated as a discrete and separate function within the
contractor's organization. Much of what we do in safety revolves around incidents, accidents, and
losses. We use programs and other strategies to help us control their adverse effects. We train
our workers in accordance with safety standards. We measure our success in reduced incidents
and by comparing our loss data to national statistics.
Our accidents and losses impact our cost of risk and ultimately our very competitiveness in a
highly competitive industry. This also may well diminish our ability to market construction
services and/or secure work. Accidents usually do not happen due to fate or intent on the
worker's part. They happen because of ineffective processes, inadequate procedures, poor
planning or lack of foresight. Therefore, we must get away from the predominantly worker-
focused interventions common in the industry, and look into areas that the worker has little or
no control over but are the underlying contributing causes of incidents and losses.
12.4.1 Guiding Principles

The construction zone creates an environment where the road user is faced with a series of
unusual hazards in the form of unfamiliar routes, substandard horizontal and vertical alignment,
adverse cambers, construction equipment etc. the safety practices in construction zones should
therefore be oriented towards reducing conditions which lead to such hazards and consequent
stress where by risk of accident is increased. The guiding principles for safety in road
construction zones are to:
i. Warn the road user clearly and sufficiently in advance

ii. Provide safe and clearly marked lanes for guiding road user
iii. Provide safe and clearly marked buffer and work zones, and
iv. Provide adequate measures that control driver behaviour through construction zones
12.4.2 Components of the Construction Zone

Legal Aspects
The policy under these guidelines is to keep the closure of the roads to a minimum and to ensure
that traffic is delayed as little as possible by the construction operations. The traffic management
203
strategies to be used at construction zones should ensure that the traffic safety is an integral and
high priority element of the project. This can be ensured by avoiding inconvenience to traffic as
far as possible and by guiding the drivers in a clear and positive way. Routine inspections of traffic
control elements and traffic operations must be carried out so that care and attention to roadside
safety is never slack during the progress of project.
Traffic Control Zone
In rural areas, the problems at many construction zones is accentuated by the availability of only
an undivided carriageway, which may involve problems of either the temporary acquisition of
;land for diversions, or the sharing of the limited remaining road space by road users under som4e
form of traffic control. In any case it should be ensured that road user is properly segregated from
the working zones.
In urban areas where construction zones are likely to be even more constrained, diversions may
have to be taken over adjacent sections of the road network in addition to the sharing of road
space by road users. The effects of construction zones may, therefore, be felt over a wide area.
The Traffic Control Zone can be divided into three components, that is, the Advance Warning
Zone, the Transition Zone, and Working Zone. All construction zones will have a working zone,
which is flaked, by a transition zone for each direction of approaching traffic and an advance
warning zone will precede these in turn.
Figure 30: ELEMENT OF TRAFFIC CONTROL ZONE
Traffic Control Devices
Traffic control devices individually and collectively perform the following tasks:
i. Warning the road user;
204
ii. Inform the road user;

iii. Guide the road user;
iv. Modify road user behaviour;
v. Protect the road user and the vehicle;
vi. Ensure safe passage to the road user; and
vii. Provide a safe working area
Figure 31: TRAFFIC SIGNS USED FOR CONSTRUCTION ZONE
205
Figure 32: PLACEMENTS OF SIGN
Figure 33: TRAFFIC DEVICES USED IN CONSTRUCTION ZONES
Figure 34: FLAGMEN AT CONSTRUCTION ZONE
206
Figure 35: TRAFFIC CONTROL BY STOP/GO BOARDS
Figure 36: TRAFFIC CONTROL BY PORTABLE TRAFFIC SIGNALS
All works during construction should be followed with safety codes as per provided in the IRC:
SP: 55 code. The code provides safety norms to be followed during construction which will
directly or indirectly protect the workers and road users during an on-going work.
12.5 AFTER CONSTRUCTION SAFETY PLAN

Even after the construction gets over the risk of accident lurks on the roads. The Engineer must
keep an eye on the safety of the road users and in-time make the users aware of the road. The
207
safety of the users can be executed even after the construction is over by providing the project
stretch with proper and adequate signs as per codes and other norms.
Traffic signs are the silent speakers on the road. Be it the person behind the wheel or a pedestrian,
having a sound knowledge about road safety is absolutely necessary for all before hitting the
roads.
11.5.1 Traffic Signs

Traffic signs give information about the road conditions ahead, provide instructions to be
followed at the major crossroads or junctions, warn or guide drivers, and ensure proper
functioning of road traffic. Being unaware of road signs is akin to throwing caution to the wind. It
can lead to loss of life and property. A person is supposed to be familiar (get through a written or
oral test) with the traffic signs and symbols before acquiring a driving license in India.
Road safety signs are primarily of three types
1. Mandatory Signs: These signs are used to ensure free movement of traffic and make the
road users cognisant of certain laws and regulations, restrictions and prohibitions.
Violation of these signs is an offence, as per law.
2. Cautionary Signs: These signs make the road users conscious of hazardous conditions
on the road beforehand. The drivers, accordingly, take necessary actions to handle the
situation.
3. Informatory Signs: These signs guide the road users about destinations, distance,
alternative routes, and prominent locations like food joints, public toilets, nearby
hospitals, etc.
12.6 ROAD MARKINGS

Road markings are used as a means of controlling and guiding traffic. They are highly important
on urban roads and intersections as they promote road safety and bring out smooth and
harmonious flow of traffic along guided paths of travel. They also supplement the messages
conveyed by road signals and signs. In some cases, they are used alone to convey certain
regulation, information or warning that cannot otherwise be effectively made known to the road
users.
The main functions of the road markings are to guide the safe and smooth flow of traffic in the
following ways:
i) Segregation of traffic
ii) Stop and go
iii) Give way instruction
iv) Overtaking or not
208
v) Four lanes to one lane/ lane traffic

vi) Inter-vehicle distance
vii) Parking zone or no parking
viii) Speed indication
ix) Direction
x) One way
xi) Pedestrian crossing
xii) Type of vehicles allowed
Types of Road Markings Road markings are basically of two types: Carriageway markings and
Object markings.
Carriageway Markings
As the name implies, these are the markings applied to the carriageway. Carriageway markings
are of the following categories:
i) Centre line
ii) Traffic lane lines
iii) No-overtaking zone markings
iv) Pavement edge line (both sides)
v) Carriageway width reduction transition markings
vi) Obstruction approach markings
vii) Stop lines
viii) Pedestrian crossings
ix) Cyclist crossings
x) Route direction arrows etc.
xi) Word message
xii) Markings at approaches to intersections
xiii) Parking space limits
xiv) Bus stops
Object markings
Object markings are of the following categories:
i) Objects within carriageway

ii) Kerb marking for visibility
iii) Kerb marking for parking restriction
iv) Objects adjacent to the carriageway
v) Median marking
209
Figure 37: ROAD MARKINGS FOR STOP SIGNS
Figure 38: OBJECT MARKINGS TO BE PROVIDED AT PROJECT SITE
Physical obstructions in a carriageway like traffic island or obstructions near carriageway like
signal posts, pier etc. cause serious hazard to the flow of traffic and should be adequately marked.
They may be marked on the objects adjacent to the carriageway.
Objects within the carriageway
The obstructions within the carriageway such as traffic islands, raised medians, etc. may be
marked by not less than five alternate black and yellow stripes. The stripes should slope forward
at an angle of 45˚ with respect to the direction of traffic. These stripes shall be uniform and should
not be less than 100 m wide so as to provide sufficient visibility.
210
Objects adjacent to carriageway
Sometimes objects adjacent to the carriageway may pose some obstructions to the flow of traffic.
Objects such as subway piers and abutments, culvert head walls etc. are some examples for such
obstructions. They should be marked with alternate black and white stripes at a forward angle of
45◦ with respect to the direction of traffic. Poles close to the carriageway should be painted in
alternate black and white up to a height of 1.25 m above the road level. Other objects such as
guard stones, drums, guard rails etc. where chances of vehicles hitting them are only when vehicle
runs off the carriageway should be painted in solid white. Kerbs of all islands located in the line
of traffic flow shall be painted with either alternating black and white stripes of 500 mm wide or
chequered black and white stripes of same width.
Our Project Road is a combination of different type of curves, different terrains, open and built-
up areas and also some stretches crosses near sanctuary and animal habitats. So, proper signs
and markings should be provided to in-advance warn the road users about these variations.
The Road Signs to be installed along the road stretches should be according to IRC: 67 and the
road markings shall follow the code of IRC: 35.
12.7 SAFETY ON PROJECT CORRIDOR

The project stretch accompanies various varying feature throughout its corridor. These varying
feature calls to wake for safety consideration. The priority of any road project is its users. And
with this responsibility to provide a good communication, comes the safety alert for the road
users. A project is valued to be good when the project road is helpful in minimizing the fatalities
and provide the best communication facilities.
The road is evaluated viewing the safety of the road user and provisions of safety signs and
markings are suggested to be followed for well-being of the road user as well as the project road.
12.7.1 Road Signs at the Curves

Cautionary signs which are triangular in shape with red border with the direction of the curve
are provided at the curves. This helps in manoeuvring vehicle accordingly and nullifies the
possibility of accident due to sudden appearance of turn. The speed limit signs should also be
ruled at sharp curves. These signs are places 200m before the start of the curve. The curves with
radius less or equal to 100 m are considered to be sharp curve.
The curves where there is sharp bends and the vehicle is restricted to maintain the design speed,
should be marked with speed marker signs showing the speed to be maintained at that stretch.
The sharp curves i.e., the curves with radius less than 100 m should be protected with guard posts
or crash barriers.
211
12.7.2 Provision for Road Studs (Reflective Pavement Markers)

Road Studs is provided to improve the visibility in night time and wet weather conditions. Red-
White Bi-directional on shoulder side & Yellow-Yellow Bidirectional on Centre line of No
overtaking portions and White- White Bidirectional for center line of other reaches.
Road Studs are provided at:
 All sections of Project Highway having horizontal curves

 All sections of Project Highway where overtaking prohibited
 Built-up areas
 All Major/Minor Bridge, ROB and all structures (Interchange/Flyover/VUP)
 All junctions and median openings
 All pedestrian crossings
12.7.3 Protection at the High Embankments

The high embankments are marked as un-protective for the road users as fall from these heights
can lead to fatalities. So, the embankments with height above 3 m should be protected at the edges
so that the road user is careful about the road profile.
12.7.3 Road Signs at Built-up Areas

The Built-up areas should be marked with informatory signs signifying the identifying the place
with speed limit signs, which should be followed by the road user while entering into the built-
up area.
The signs to be provided are Informatory signs and Speed limit signs. These signs should be
provided at both the side of the carriageway from both the direction at 200 m before the school.
So, total of 6 ‘School Ahead’ signs and 6 speed limit signs should be provided.
The school areas should also be provided with safety barricades during the school’s arrival and
departure time.
12.7.4 Road Signs for Structures

The road user must also be aware of the structures it is approaching to. So, that they can take
precautionary measures before riding over it. The structures include culverts, minor and major
bridges, ROB, FOB, RUB etc. The objects are too marked with reflectorized paints.
The structures should be indicated as per the markings and devices discussed above. The Object
Marking Devices should be provided in one number at every culverts on both the sides of the
structure. The minor and major bridges are objectified with two numbers of Object Marking
Devices at start of the structure and end of the structure on both the sides of the carriageway.
The following signs are recommended at the specified chainages:
212
Table 91: LIST SIGNS TO BEPROVIDED ALONG THE PROJECT CORRIDOR
SL NO SIGNS CHAINGE
There are 35 schools
1 147 Minor Junction
Total 182, 182 x 2 = 364 Nos
There are 148 Minor Junction

2
Total 148, 148 x 2 = 296 Nos
There are 35 schools
21 Built-up
3
6 Hospitals
Total 62, 62 x 2 = 124 Nos
There are 9 Cross Roads

4
Total 9, 9 x 2 = 18 Nos
There are 12 Staggered Roads
Total 12, 12 x 2 = 24 Nos
213
There are 104 Y Intersections

6
Total 104, 104 x 2 = 208 Nos
There is 1 Right Side Roads

7
Total 1, 1 x 2 = 2 Nos
There are 2 Left Side Roads

8
There are 26 Bus Stops

9
Total 26, 26 x 1 = 26 Nos
There are 35 Schools

10
Total 35, 35 x 2 = 70 Nos
To be provided at 50 m behind the start of a

structure. As there are 127 structures in our project
11
stretch, 127 X 2=254 number of Object hazard
markers are given.
214
These are provided at curves with very less

12
curvature to show turning of the project road.
417/800 431/400
418/200 431/800
13
437/200 454/580
437/600 454/980
There are 20 Settlements

14
Total 20, 20 x 2 = 40 Nos
15 Total 149 nos
There are 26 Bus Shelters

16
Total 26, 26 x 2 = 52 Nos
There are 4 Petrol Pumps

17
215
There are 4 Police Stations

18
417/800
418/200
19 454/580
454/980
216
APPENDICES
APPENDIX I:
TRAFFIC DATA
APPENDIX-I
Table: TOTAL VEHICLE COUNT FOR DAY 1 (Bishnupur)
Date Day From To Place of Count Pin code District State

11.04.2017 Tuesday Bishnupur Imphal Bishnupur 795126 Bishnupur Manipur
HOUR OF COUNT FAST/POWER DRIVEN VEHICLES SLOW VEHICLES TOTAL
From Truck
Vehicle(Jeep, van
To Bus LCV
Animal Drawn
Passenger Car
Total Vehicles
MAV
Hand Cart
Total PCU
Other non
motorised
Rickshaw
Utility
Cycle
etc)
3W
2W
Semi Artic
Passenger
2 Axle
3 Axle
Freight
Artic
Mini
Full
PCU 0.5 1 1 1 1.5 3 1.5 1.5 3 3 4.5 4.5 0.5 2 8 2 2
FACTOR
00 to 01 31 1 30 2 0 0 0 0 1 0 0 0 0 0 0 0 0 65 51.5
01 to 02 16 0 14 3 0 0 0 0 0 0 0 0 0 0 0 0 2 35 29
02 to 03 4 1 10 5 0 0 1 0 0 0 0 0 0 0 0 0 0 21 19.5
03 to 04 1 3 11 24 0 0 0 0 1 0 0 0 1 0 0 0 0 41 42
04 to 05 5 21 15 23 0 1 4 2 10 0 0 0 5 0 0 0 0 86 106
05 to 06 38 35 38 30 0 3 5 7 15 2 0 0 25 0 0 0 0 198 212.5
06 to 07 138 90 122 77 0 7 14 3 17 1 0 0 26 1 0 0 2 498 477.5
07 to 08 179 123 242 81 2 18 20 6 15 1 0 0 38 6 0 1 0 732 712.5
08 to 09 241 168 264 85 0 22 26 4 18 1 0 0 43 4 0 0 1 877 837
09 to 10 313 224 348 96 2 19 29 6 25 2 0 0 28 4 0 0 2 1098 1044
10 to 11 297 201 388 110 0 23 23 9 23 2 0 0 27 2 0 0 0 1105 1057
11 to 12 345 229 434 124 0 20 17 10 18 0 0 0 21 2 0 0 2 1222 1132.5
12 to 13 302 183 370 86 1 19 21 6 21 0 0 0 13 1 0 0 1 1024 962.5
13 to 14 303 179 359 84 0 17 22 6 4 0 0 0 16 3 0 0 0 993 892.5
14 to 15 318 161 393 104 0 25 29 5 12 0 0 0 31 3 0 0 2 1083 1004.5
15 to 16 351 164 374 84 0 24 28 6 14 3 0 0 42 5 0 0 2 1097 1006.5
16 to 17 329 174 380 100 0 15 26 3 10 0 0 0 24 2 0 0 1 1064 955
17 to 18 303 149 382 96 0 13 20 1 20 1 0 0 48 2 0 0 0 1035 940
18 to 19 223 129 271 84 0 3 15 3 7 0 0 0 20 0 0 0 0 755 662.5
19 to 20 113 38 167 39 0 1 2 3 6 1 0 0 14 0 0 0 0 384 339
20 to 21 88 19 130 21 0 0 4 2 2 0 0 0 5 0 0 0 2 273 235.5
21 to 22 120 8 90 8 0 1 1 2 3 0 0 0 2 0 0 0 0 235 183.5
22 to 23 76 7 62 10 0 0 0 0 3 0 0 0 2 0 0 0 0 160 127
23 to 24 53 3 24 4 0 0 1 0 0 1 0 0 0 0 0 0 0 86 62
Total 4187 2310 4918 1380 5 231 308 84 245 15 0 0 431 35 0 1 17 14167 13091.5

12.04.2017 Wednsday Bishnupur Imphal Bishnupur 795126 Bishnupur Manipur
From Truck
To Vehicle(Jeep, van
Bus LCV
Animal Drawn
Passenger Car
Total Vehicles
MAV
Hand Cart
Other non
Total PCU
motorised
Rickshaw
Utility
Cycle
etc)
2W
3W
2 Axle
3 Axle
Semi Artic
Passenger
Freight
Artic
Mini
Full
PCU 0.5 1 1 1 1.5 3 1.5 1.5 3 3 4.5 4.5 0.5 2 8 2 2

FACTOR
00 to 01 76 5 25 4 0 0 0 0 1 0 0 0 0 0 0 0 0 111 75
01 to 02 22 2 8 2 0 0 0 0 0 0 0 0 0 0 0 0 0 34 23
02 to 03 1 3 4 7 0 0 0 0 0 0 0 0 0 0 0 0 0 15 14.5
03 to 04 4 4 6 19 0 0 2 0 3 0 0 0 0 0 0 0 0 38 43
04 to 05 4 24 17 33 0 3 4 2 8 0 0 0 5 0 0 0 0 100 120.5
05 to 06 49 40 51 41 0 6 6 2 14 0 0 0 25 0 0 0 1 235 243
06 to 07 107 103 157 61 0 13 18 8 26 2 0 1 37 1 0 0 3 537 567.5
07 to 08 189 140 264 83 1 14 24 5 24 0 0 1 38 3 0 0 2 788 774
08 to 09 243 176 322 105 0 23 32 6 23 2 0 1 33 1 0 0 0 967 948.5
09 to 10 288 194 353 104 1 20 32 9 17 4 0 0 30 0 0 0 1 1053 998
10 to 11 327 225 419 113 1 21 25 5 25 1 0 1 22 0 0 0 0 1185 1123.5
11 to 12 334 217 393 116 0 19 26 13 19 1 0 1 26 1 0 0 2 1168 1092
12 to 13 325 220 395 92 0 19 26 10 18 1 0 0 5 0 0 0 1 1112 1042
13 to 14 356 194 373 95 0 26 30 4 12 2 0 0 9 5 0 0 1 1107 1027.5
14 to 15 299 204 414 106 0 27 26 7 15 1 0 0 32 6 0 0 0 1137 1080
15 to 16 336 203 385 93 1 24 34 5 20 3 0 0 26 4 0 0 1 1135 1073
16 to 17 361 199 426 115 0 19 30 9 22 3 0 1 30 0 0 0 3 1218 1136.5
17 to 18 340 168 387 100 0 12 26 6 9 1 0 0 35 3 0 0 4 1091 970.5
18 to 19 233 115 261 82 0 3 19 6 10 5 0 0 20 0 0 0 0 754 676
19 to 20 130 44 204 36 0 0 5 3 4 0 0 0 12 0 0 0 0 438 379
20 to 21 111 16 97 31 0 0 4 1 3 6 0 0 7 0 0 0 0 276 237.5
21 to 22 139 17 99 9 0 1 1 1 6 0 0 0 1 0 0 0 0 274 219
22 to 23 103 6 88 6 0 0 1 1 1 1 0 0 0 0 0 0 0 207 160.5
23 to 24 67 7 46 5 0 0 1 0 1 1 0 0 0 0 0 0 0 128 99
Total 4444 2526 5194 1458 4 250 372 103 281 34 0 6 393 24 0 0 19 15108 14123
13.04.2017 Thursday Bishnupur Imphal Bishnupur 795126 Bishnupur Manipur
From Truck
Vehicle(Jeep, van
To Bus LCV
Animal Drawn
Passenger Car
Total Vehicles
MAV
Hand Cart
Other non
Total PCU
motorised
Rickshaw
Utility
Cycle
etc)
2W
3W
2 Axle
3 Axle
Semi Artic
Passenger
Freight
Artic
Mini
Full
PCU 0.5 1 1 1 1.5 3 1.5 1.5 3 3 4.5 4.5 0.5 2 8 2 2
FACTOR
00 to 01 87 3 31 5 0 0 0 0 1 0 0 0 1 0 0 0 0 128 86
01 to 02 109 7 11 4 0 0 0 0 1 0 0 0 0 0 0 0 0 132 79.5
02 to 03 4 3 1 12 0 0 1 1 1 0 0 0 0 0 0 0 0 23 24
03 to 04 0 5 6 27 0 0 5 1 3 0 0 0 1 0 0 0 0 48 56.5
04 to 05 9 29 7 31 0 2 1 0 4 0 0 0 6 0 0 0 0 89 94
05 to 06 37 44 42 45 0 6 7 7 17 1 0 2 20 0 0 0 2 230 265.5
06 to 07 92 90 138 70 0 9 12 6 17 0 0 0 37 2 0 0 7 480 485.5
07 to 08 160 150 192 76 4 16 28 3 7 1 0 0 30 0 0 0 0 667 637.5
08 to 09 224 169 280 89 2 17 25 5 17 2 0 0 32 7 0 0 1 870 838
09 to 10 262 184 354 105 0 20 37 6 20 2 0 0 25 3 0 0 0 1018 983
10 to 11 321 227 408 103 0 23 33 11 24 2 0 0 28 3 0 0 1 1184 1133.5
11 to 12 368 236 388 122 1 23 30 6 17 2 0 0 18 1 0 0 2 1214 1126.5
12 to 13 281 174 359 92 0 12 32 11 16 1 0 0 19 3 0 0 0 1000 932.5
13 to 14 303 159 359 99 0 24 32 5 10 0 0 0 29 3 0 0 0 1023 946.5
14 to 15 311 190 399 111 1 24 38 10 8 0 0 0 23 3 0 0 0 1118 1042.5
15 to 16 364 174 403 135 0 23 39 6 17 1 0 0 36 1 0 0 0 1199 1104.5
16 to 17 413 231 426 115 0 17 37 10 10 0 0 0 26 2 0 0 2 1289 1151
17 to 18 347 210 385 109 1 17 12 1 5 3 0 0 30 3 0 0 0 1123 994.5
18 to 19 250 120 385 79 0 2 20 1 11 1 0 0 25 0 0 0 2 896 799
19 to 20 104 45 190 50 0 1 7 1 5 0 0 0 9 0 0 0 0 412 371.5
20 to 21 92 18 112 24 0 0 5 1 4 1 0 0 6 0 0 0 1 264 229
21 to 22 72 10 86 21 0 0 0 1 4 0 0 0 3 0 0 0 1 198 170
22 to 23 69 4 61 17 0 0 2 1 4 1 0 0 2 0 0 0 1 162 139
23 to 24 45 0 33 2 0 0 0 0 2 0 0 0 0 0 0 0 0 82 63.5
Total 4324 2482 5056 1543 9 236 403 94 225 18 0 2 406 31 0 0 20 14849 13753

14.04.2017 Friday Bishnupur Imphal Bishnupur 795126 Bishnupur Manipur
From Truck
Vehicle(Jeep, van
To Bus LCV
Animal Drawn
Passenger Car
Total Vehicles
MAV
Hand Cart
Other non
Total PCU
motorised
Rickshaw
Utility
Cycle
etc)
2W
3W
2 Axle
3 Axle
Semi Artic
Passenger
Freight
Artic
Mini
PCU 0.5 1 1 1 1.5 Full

3 1.5 1.5 3 3 4.5 4.5 0.5 2 8 2 2
FACTOR
00 to 01 49 0 18 3 0 0 0 0 0 0 0 1 0 0 0 0 0 71 50
01 to 02 50 4 8 2 0 0 0 0 0 0 0 0 0 0 0 0 0 64 39
02 to 03 3 3 5 2 0 0 0 0 1 0 0 0 0 0 0 0 0 14 14.5
03 to 04 0 5 6 11 0 0 1 0 1 0 0 0 0 0 0 0 0 24 26.5
04 to 05 9 7 6 23 0 1 1 1 9 0 0 0 9 0 0 0 0 66 78
05 to 06 51 26 31 28 0 2 4 2 6 0 0 0 14 0 0 0 2 166 154.5
06 to 07 118 52 102 40 0 2 14 5 5 0 0 0 38 4 0 0 3 383 335.5
07 to 08 201 94 175 68 0 4 20 3 9 0 0 0 38 0 0 0 0 612 530
08 to 09 266 123 209 74 0 6 16 1 14 3 0 0 40 0 0 0 0 752 653.5
09 to 10 301 137 260 65 0 5 18 1 3 0 0 0 35 2 0 0 1 828 688.5
10 to 11 274 90 228 69 0 3 12 5 8 1 0 0 24 0 0 0 0 714 597.5
11 to 12 199 72 233 40 0 2 13 7 10 1 0 0 21 1 0 0 0 599 526
12 to 13 197 61 197 45 0 4 9 1 7 2 0 0 18 0 0 0 0 541 464.5
13 to 14 265 81 266 33 0 3 16 4 7 1 0 0 14 0 0 1 0 691 584.5
14 to 15 324 96 342 49 0 4 14 1 1 2 0 0 38 0 0 0 1 872 713.5
15 to 16 334 102 400 61 0 4 16 0 6 1 0 0 26 0 0 0 0 950 800
16 to 17 380 106 466 51 0 1 13 2 0 1 0 0 22 0 0 0 1 1043 854.5
17 to 18 425 155 439 53 0 3 14 0 1 1 0 0 37 0 0 0 0 1128 914
18 to 19 336 87 383 52 0 0 4 0 2 0 0 0 17 0 0 0 1 882 712.5
19 to 20 164 35 228 31 0 1 8 1 5 0 0 0 10 0 0 1 0 484 414.5
20 to 21 112 23 129 13 0 1 2 0 1 2 0 0 2 0 0 0 0 285 237
21 to 22 144 12 109 5 0 0 1 0 1 0 0 2 4 0 0 0 0 278 213.5
22 to 23 154 17 77 10 0 1 1 0 1 0 0 0 1 0 0 0 0 262 189
23 to 24 79 2 48 6 0 0 1 0 1 0 0 0 0 0 0 0 0 137 100
Total 4435 1390 4365 834 0 47 198 34 99 15 0 3 408 7 0 2 9 11846 9891

15.04.2017 Saturday Bishnupur Imphal Bishnupur 795126 Bishnupur Manipur
From Truck
Vehicle(Jeep, van
To Bus LCV
Animal Drawn
Passenger Car
Total Vehicles
MAV
Hand Cart
Other non
Total PCU
motorised
Rickshaw
Utility
Cycle
etc)
2W
3W
2 Axle
3 Axle
Semi Artic
Passenger
Freight
Artic
Mini
Full
PCU 0.5 1 1 1 1.5 3 1.5 1.5 3 3 4.5 4.5 0.5 2 8 2 2

FACTOR
00 to 01 104 4 50 3 0 0 1 0 0 0 0 0 0 0 0 0 0 162 110.5
01 to 02 67 3 19 5 0 0 0 0 0 0 0 0 0 0 0 0 0 94 60.5
02 to 03 12 1 6 8 0 0 1 0 0 0 0 0 0 0 0 0 1 29 24.5
03 to 04 0 3 10 18 0 0 3 0 0 1 0 0 0 0 0 0 0 35 38.5
04 to 05 9 4 14 19 0 1 3 1 5 1 0 0 3 0 0 0 0 60 70
05 to 06 47 36 50 27 0 6 6 2 12 0 0 0 19 0 0 0 3 208 218
06 to 07 130 108 148 60 0 6 21 10 18 5 0 0 22 4 0 0 5 537 543.5
07 to 08 214 151 241 58 0 19 32 8 18 1 0 0 27 1 0 0 1 771 748.5
08 to 09 271 150 310 75 0 27 35 5 25 2 0 0 29 1 0 0 2 932 913
09 to 10 302 190 322 90 0 22 35 3 16 1 0 0 24 2 0 0 2 1009 947
10 to 11 326 195 431 99 0 21 24 3 15 3 0 0 26 2 0 0 0 1145 1062.5
11 to 12 391 228 384 106 0 21 23 11 13 3 0 0 15 1 0 0 1 1197 1087
12 to 13 391 189 385 91 0 17 23 10 13 3 0 1 20 2 0 0 0 1145 1027.5
13 to 14 350 157 323 95 0 24 31 10 15 1 0 1 28 0 0 0 0 1035 950
14 to 15 333 146 382 75 0 23 29 11 16 1 0 0 18 2 0 1 1 1038 966.5
15 to 16 323 170 375 87 0 23 29 7 17 2 0 0 24 0 0 0 0 1057 985.5
16 to 17 371 182 436 92 0 21 29 4 20 2 0 0 21 5 0 0 1 1184 1096.5
17 to 18 357 165 369 83 0 8 30 5 15 2 0 1 33 2 0 0 0 1070 948
18 to 19 254 97 260 72 0 7 28 2 16 4 0 0 17 0 0 0 1 758 692.5
19 to 20 110 52 140 33 0 1 15 2 4 1 0 0 10 0 0 0 2 370 332.5
20 to 21 84 15 108 14 0 0 4 4 4 4 0 0 0 0 0 0 0 237 215
21 to 22 67 6 90 5 0 0 0 0 0 2 0 0 0 0 0 0 0 170 140.5
22 to 23 52 9 56 6 0 0 1 0 2 2 0 0 0 0 0 0 0 128 110.5
23 to 24 47 6 51 4 0 0 1 0 2 0 0 0 0 0 0 0 0 111 92
Total 4612 2267 4960 1225 0 247 404 98 246 41 0 3 336 22 0 1 20 14482 13380.5

16.04.2017 Sunday Bishnupur Imphal Bishnupur 795126 Bishnupur Manipur
From Truck
Vehicle(Jeep, van
To Bus LCV
Animal Drawn
Passenger Car
Total Vehicles
MAV
Hand Cart
Other non
Total PCU
motorised
Rickshaw
Utility
Cycle
etc)
2W
3W
2 Axle
3 Axle
Semi Artic
Passenger
Freight
Artic
Mini
Full
PCU 0.5 1 1 1 1.5 3 1.5 1.5 3 3 4.5 4.5 0.5 2 8 2 2

FACTOR
00 to 01 49 6 53 1 0 0 0 0 0 0 0 0 0 0 0 0 0 109 84.5
01 to 02 11 1 8 5 0 0 0 0 2 1 0 0 0 0 0 0 0 28 28.5
02 to 03 0 0 8 2 0 0 0 0 1 0 0 0 0 0 0 0 0 11 13
03 to 04 0 5 2 21 0 1 4 0 1 0 0 0 0 0 0 0 0 34 40
04 to 05 3 10 7 30 0 0 3 3 6 2 0 0 4 0 0 0 0 68 83.5
05 to 06 39 21 37 27 0 6 5 2 13 1 0 1 15 1 0 0 3 171 195
06 to 07 92 50 114 62 0 6 15 4 25 0 0 0 22 7 0 0 2 399 422.5
07 to 08 186 122 229 68 0 9 23 2 14 2 0 0 34 2 0 0 0 691 645.5
08 to 09 207 141 285 96 0 15 31 2 13 4 0 0 34 1 0 0 1 830 792
09 to 10 240 118 330 95 0 14 21 4 11 1 0 0 32 7 0 0 0 873 808.5
10 to 11 254 153 327 83 0 13 23 7 16 8 0 0 17 4 0 0 2 907 866.5
11 to 12 227 121 348 75 0 12 19 5 13 6 0 1 20 1 0 0 0 848 803
12 to 13 219 127 302 74 0 11 18 5 21 3 0 0 18 1 0 0 0 799 763
13 to 14 237 94 373 74 0 10 22 1 15 0 0 1 14 5 0 0 1 847 792.5
14 to 15 282 118 385 90 0 11 24 2 13 2 0 0 12 3 0 0 1 943 865
15 to 16 252 104 384 96 0 13 22 4 7 3 0 0 21 0 0 0 0 906 828.5
16 to 17 254 104 331 87 1 9 19 2 14 1 0 0 12 4 0 0 0 838 768
17 to 18 245 108 410 80 0 11 23 1 11 1 0 0 19 4 0 0 1 914 845
18 to 19 186 106 305 57 0 5 20 0 5 3 0 0 32 0 0 0 3 722 652
19 to 20 107 40 150 37 0 1 7 0 6 1 0 1 5 0 0 0 0 355 322
20 to 21 59 18 72 12 0 1 1 0 2 1 0 0 7 0 0 0 0 173 148.5
21 to 22 31 17 65 9 0 0 1 1 0 0 0 0 0 0 0 0 0 124 109.5
22 to 23 16 3 26 3 0 0 0 0 0 2 0 0 2 0 0 0 0 52 47
23 to 24 10 2 25 1 0 0 0 0 0 0 0 0 0 0 0 0 0 38 33
Total 3206 1589 4576 1185 1 148 301 45 209 42 0 4 320 40 0 0 14 11680 10956.5
17.04.2017 Monday Bishnupur Imphal Bishnupur 795126 Bishnupur Manipur
From Truck
Vehicle(Jeep, van
To Bus LCV
Animal Drawn
Passenger Car
Total Vehicles
MAV
Hand Cart
Other non
Total PCU
motorised
Rickshaw
Utility
Cycle
etc)
2W
3W
2 Axle
3 Axle
Semi Artic
Passenger
Freight
Artic
Mini
Full
PCU 0.5 1 1 1 1.5 3 1.5 1.5 3 3 4.5 4.5 0.5 2 8 2 2
FACTOR
00 to 01 10 0 5 1 0 0 0 0 2 0 0 0 0 0 0 0 0 18 17
01 to 02 7 1 12 1 0 0 0 0 0 0 0 0 0 0 0 0 0 21 17.5
02 to 03 6 0 3 13 0 1 0 0 0 0 0 0 0 0 0 0 0 23 22
03 to 04 4 4 3 33 0 0 1 0 0 0 0 0 0 0 0 0 0 45 43.5
04 to 05 18 22 15 39 0 2 4 1 6 0 0 0 8 0 0 0 0 115 120.5
05 to 06 45 31 66 47 0 6 8 4 15 0 0 0 27 0 0 0 4 253 269
06 to 07 134 93 163 52 0 12 22 11 13 0 0 0 21 2 0 0 1 524 516
07 to 08 201 135 270 96 0 21 34 7 26 2 0 0 37 10 0 0 3 842 854.5
08 to 09 267 177 339 106 0 26 35 4 14 0 0 0 37 3 0 0 2 1010 962.5
09 to 10 331 216 382 94 0 24 39 5 23 0 0 0 32 4 0 0 1 1151 1090.5
10 to 11 362 253 491 106 0 29 27 9 13 1 0 0 27 6 0 0 0 1324 1239.5
11 to 12 386 237 422 127 0 21 26 16 19 0 0 0 20 0 0 0 1 1275 1174
12 to 13 432 216 435 109 0 20 27 10 16 1 0 1 17 2 0 0 4 1290 1167.5
13 to 14 404 192 392 127 0 27 35 11 13 0 0 0 14 2 0 0 3 1220 1119
14 to 15 381 181 409 136 0 25 24 8 10 1 0 0 24 0 0 0 4 1203 1092.5
15 to 16 335 185 407 118 0 30 39 10 17 0 0 0 31 2 0 1 1 1176 1115.5
16 to 17 297 184 396 115 0 18 30 5 16 3 0 0 19 0 0 0 1 1084 1018.5
17 to 18 352 171 390 96 0 13 24 7 15 0 0 0 34 2 0 0 4 1108 992.5
18 to 19 263 123 325 65 0 3 32 2 11 1 0 0 40 1 0 0 1 867 764.5
19 to 20 121 46 170 56 0 1 10 5 7 1 0 1 11 0 0 4 2 435 404
20 to 21 65 17 70 27 0 0 6 2 3 2 0 0 4 0 0 0 1 197 177.5
21 to 22 48 8 59 14 0 1 3 0 2 0 0 0 1 0 0 1 1 138 123
22 to 23 42 6 39 5 0 0 3 0 0 0 0 0 0 0 0 0 1 96 77.5
23 to 24 19 2 19 1 0 0 2 0 1 0 0 0 0 0 0 0 0 44 37.5
Total 4530 2500 5282 1584 0 280 431 117 242 12 0 2 404 34 0 6 35 15459 14416
Table: TOTAL VEHICLE COUNT FOR DAY 1 (Moirang)

14.04.2017 Friday Imphal Churachandpur Moirang 795133 Bishnupur Manipur
From Truck
Vehicle(Jeep, van
To Bus LCV
Animal Drawn
Passenger Car
Total Vehicles
MAV
Hand Cart
Other non
Total PCU
motorised
Rickshaw
Utility
Cycle
etc)
2W
3W
2 Axle
3 Axle
Semi Artic
Passenger
Freight
Artic
Mini
PCU 0.5 1 1 1 1.5 Full

3 1.5 1.5 3 3 4.5 4.5 0.5 2 8 2 2
FACTOR
00 to 01 11 0 8 1 0 0 0 0 0 0 0 0 0 0 0 0 0 20 14.5
01 to 02 8 2 1 1 0 0 0 0 0 0 0 1 0 0 0 0 0 13 12.5
02 to 03 2 0 2 1 0 0 0 0 1 0 0 0 0 0 0 0 0 6 7
03 to 04 2 3 1 4 0 1 6 0 3 0 0 0 0 0 0 0 0 20 30
04 to 05 10 8 9 8 0 4 3 0 9 0 0 0 8 3 0 0 0 62 83.5
05 to 06 37 42 28 18 0 1 6 7 15 0 0 0 42 7 0 0 1 204 211
06 to 07 113 56 68 29 0 0 21 5 10 0 0 0 98 13 0 0 4 417 361.5
07 to 08 177 95 116 36 0 3 18 0 9 0 0 0 109 20 0 0 4 587 501
08 to 09 220 100 181 46 0 5 17 0 11 0 0 0 93 15 0 0 2 690 591
09 to 10 184 111 186 53 0 5 25 1 10 3 0 0 85 21 0 0 1 685 621.5
10 to 11 197 87 175 37 0 5 15 3 10 0 0 0 48 5 0 0 0 582 503.5
11 to 12 146 48 131 17 0 2 12 4 4 1 0 0 32 9 0 0 0 406 348
12 to 13 163 47 157 20 0 3 12 4 1 0 0 0 39 4 0 0 3 453 375
13 to 14 228 51 197 30 0 2 14 3 8 1 0 0 21 7 0 0 2 564 479
14 to 15 292 85 293 26 0 4 15 4 1 1 0 0 42 7 0 0 0 770 631.5
15 to 16 360 79 354 34 0 2 18 3 5 1 0 0 43 8 0 0 2 909 744
16 to 17 402 82 437 46 0 2 15 2 2 1 0 0 44 13 0 0 2 1048 858.5
17 to 18 393 83 415 46 0 0 13 0 2 1 0 0 54 14 0 0 2 1023 828
18 to 19 308 61 303 43 0 1 6 1 3 0 0 0 50 9 0 0 1 786 628.5
19 to 20 135 20 141 13 0 0 11 0 1 0 0 0 27 2 0 0 2 352 282.5
20 to 21 123 8 92 13 0 0 8 0 3 2 0 2 11 1 0 0 0 263 218
21 to 22 122 4 84 10 0 0 0 0 0 0 0 0 4 0 0 0 0 224 161
22 to 23 113 3 70 1 0 0 2 0 2 0 0 0 6 0 0 0 0 197 142.5
23 to 24 98 4 51 10 0 0 1 0 0 0 0 0 3 0 0 0 0 167 117
Total 3844 1079 3500 543 0 40 238 37 110 11 0 3 859 158 0 0 26 10448 8750.5

15.04.2017 Saturday Imphal Churachandpur Moirang 795133 Bishnupur Manipur
From Truck
Vehicle(Jeep, van
To Bus LCV
Animal Drawn
Passenger Car
Total Vehicles
MAV
Hand Cart
Other non
Total PCU
motorised
Rickshaw
Utility
Cycle
etc)
2W
3W
2 Axle
3 Axle
Semi Artic
Passenger
Freight
Artic
Mini
Full
PCU 0.5 1 1 1 1.5 3 1.5 1.5 3 3 4.5 4.5 0.5 2 8 2 2

FACTOR
00 to 01 67 2 23 1 0 0 1 0 1 0 0 0 0 0 0 0 0 95 64
01 to 02 33 2 13 3 0 0 0 0 0 0 0 0 0 0 0 0 0 51 34.5
02 to 03 8 0 4 4 0 0 1 0 0 0 0 0 0 0 0 0 0 17 13.5
03 to 04 5 0 4 3 0 0 3 1 1 0 0 0 1 0 0 0 0 18 19
04 to 05 12 5 12 12 0 6 6 1 6 1 0 0 7 2 0 0 0 70 92
05 to 06 38 32 39 32 0 5 8 2 9 2 0 0 55 4 0 0 1 227 222.5
06 to 07 101 64 107 49 0 9 32 11 7 0 0 0 71 12 0 0 7 470 456.5
07 to 08 164 83 177 54 0 15 40 6 21 3 0 0 62 15 0 0 4 644 651
08 to 09 220 109 206 60 0 12 29 5 16 1 0 0 68 18 0 0 3 747 699
09 to 10 261 120 248 56 0 18 34 0 23 1 0 0 84 23 0 0 3 871 825.5
10 to 11 255 114 303 87 0 19 22 2 18 1 0 0 62 19 0 1 2 905 856.5
11 to 12 270 94 287 76 0 16 24 4 12 3 0 0 70 24 0 0 2 882 814
12 to 13 220 104 231 82 0 15 23 6 11 1 0 0 54 23 0 0 2 772 728.5
13 to 14 239 119 258 75 0 14 27 8 13 0 0 0 51 21 0 0 1 826 774.5
14 to 15 226 87 258 61 0 15 28 6 12 1 0 0 55 18 0 0 0 767 717.5
15 to 16 261 93 271 75 0 16 28 11 11 1 0 0 55 20 0 0 1 843 781.5
16 to 17 304 129 320 70 0 13 27 10 16 1 0 0 79 8 0 0 2 979 876
17 to 18 274 103 279 74 0 10 29 0 11 4 1 0 81 21 0 0 5 892 808.5
18 to 19 200 58 205 36 0 4 41 0 27 2 0 0 53 11 0 0 9 646 626
19 to 20 87 31 141 21 0 4 17 2 2 1 0 0 32 8 0 0 2 348 322
20 to 21 72 11 92 6 0 0 6 3 2 1 0 0 12 4 0 0 3 212 187.5
21 to 22 75 4 70 1 0 0 0 0 4 2 0 1 2 0 0 0 0 159 136
22 to 23 37 0 39 2 0 0 0 0 1 0 0 0 0 0 0 0 0 79 62.5
23 to 24 35 1 33 0 0 0 0 0 1 0 0 0 0 0 0 0 0 70 54.5
Total 3464 1365 3620 940 0 191 426 78 225 26 1 1 954 251 0 1 47 11590 10823

16.04.2017 Sunday Imphal Churachandpur Moirang 795133 Bishnupur Manipur
From Truck
Vehicle(Jeep, van
To Bus LCV
Animal Drawn
Passenger Car
Total Vehicles
MAV
Hand Cart
Other non
Total PCU
motorised
Rickshaw
Utility
Cycle
etc)
2W
3W
2 Axle
3 Axle
Semi Artic
Passenger
Freight
Artic
Mini
Full
PCU 0.5 1 1 1 1.5 3 1.5 1.5 3 3 4.5 4.5 0.5 2 8 2 2

FACTOR
00 to 01 35 6 30 2 1 0 0 0 1 0 0 0 0 0 0 0 0 75 60
01 to 02 4 0 2 1 0 0 0 1 0 0 0 0 0 0 0 1 0 9 8.5
02 to 03 2 0 6 7 0 0 1 1 2 0 0 0 0 0 0 0 0 19 23
03 to 04 0 3 2 2 0 1 5 0 2 0 0 0 1 0 0 0 0 16 24
04 to 05 7 8 10 12 0 5 3 1 7 0 0 0 9 2 0 0 0 64 84
05 to 06 44 33 32 15 0 4 9 3 4 2 0 0 41 5 0 0 1 193 182.5
06 to 07 70 55 93 32 0 6 27 3 15 3 0 1 47 7 0 0 2 361 378
07 to 08 135 94 119 47 0 5 28 0 13 2 0 0 60 16 0 1 8 528 509.5
08 to 09 203 106 167 69 0 9 33 2 12 3 0 0 72 12 0 1 3 692 636
09 to 10 191 114 194 60 0 13 26 2 8 2 0 0 50 17 0 1 2 680 639.5
10 to 11 203 97 220 66 0 12 21 2 8 2 0 0 50 7 0 0 5 693 634
11 to 12 190 82 234 61 0 9 18 9 8 3 0 0 51 12 0 1 1 679 626
12 to 13 153 81 231 49 0 6 15 1 11 2 0 0 39 15 0 0 4 607 576
13 to 14 183 108 263 56 0 7 26 3 7 1 1 0 66 12 0 0 1 734 670.5
14 to 15 244 97 313 68 0 8 25 3 11 0 0 0 54 26 0 0 1 850 780
15 to 16 218 110 320 69 0 11 18 3 5 6 0 0 60 24 0 0 3 847 789.5
16 to 17 209 76 253 69 0 12 22 2 2 0 0 0 62 15 0 0 1 723 643.5
17 to 18 245 85 300 51 0 3 19 1 12 4 0 0 80 19 0 1 0 820 725.5
18 to 19 130 58 202 40 0 4 28 2 9 1 0 0 53 15 0 0 4 546 516.5
19 to 20 72 16 95 21 0 3 19 0 7 0 0 2 33 9 0 0 4 281 278
20 to 21 43 7 54 15 0 2 4 0 0 0 0 0 11 1 0 0 0 137 117
21 to 22 41 5 47 10 0 0 3 0 3 2 0 0 3 2 0 0 0 116 107.5
22 to 23 25 0 30 4 0 0 0 0 0 1 0 0 2 0 0 0 0 62 50.5
23 to 24 22 2 12 1 0 0 1 0 0 0 0 0 0 0 0 0 0 38 27.5
Total 2669 1243 3229 827 1 120 351 39 147 34 1 3 844 216 0 6 40 9770 9087
17.04.2017 Monday Imphal Churachandpur Moirang 795133 Bishnupur Manipur
From Truck
Vehicle(Jeep, van
To Bus LCV
Animal Drawn
Passenger Car
Total Vehicles
MAV
Hand Cart
Other non
Total PCU
motorised
Rickshaw
Utility
Cycle
etc)
2W
3W
2 Axle
3 Axle
Semi Artic
Passenger
Freight
Artic
Mini
Full
PCU 0.5 1 1 1 1.5 3 1.5 1.5 3 3 4.5 4.5 0.5 2 8 2 2
FACTOR
00 to 01 1 1 12 1 0 0 0 0 0 0 0 0 0 0 0 0 0 15 14.5
01 to 02 15 0 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22 14.5
02 to 03 2 0 0 8 0 0 1 1 0 0 0 0 0 0 0 0 0 12 12
03 to 04 0 4 1 9 0 2 2 0 0 0 0 0 2 0 0 0 0 20 24
04 to 05 17 8 15 14 0 6 6 1 5 0 0 0 7 2 0 0 0 81 96.5
05 to 06 37 46 39 26 0 6 13 5 11 0 0 0 57 7 0 0 2 249 254
06 to 07 139 89 164 42 0 9 31 9 21 0 0 0 109 17 0 0 3 633 609
07 to 08 171 90 215 62 0 16 44 7 18 1 0 0 60 17 0 0 4 705 706
08 to 09 261 94 264 61 0 14 40 4 20 0 0 1 95 11 0 0 2 867 795.5
09 to 10 309 124 393 80 0 16 35 3 23 0 0 0 151 50 0 0 1 1185 1103
10 to 11 252 104 293 76 0 20 27 7 18 0 0 0 63 27 0 0 4 891 857.5
11 to 12 244 105 273 73 0 13 25 10 14 2 0 0 37 16 0 0 2 814 767
12 to 13 281 102 315 54 0 15 33 6 29 1 0 0 39 18 0 0 1 894 862.5
13 to 14 260 101 283 81 0 13 25 10 11 0 1 0 47 30 0 0 1 863 809.5
14 to 15 244 97 335 81 0 15 27 7 11 2 0 0 63 28 0 0 1 911 859.5
15 to 16 246 118 327 93 0 20 36 8 24 0 0 0 107 16 0 3 2 1000 954.5
16 to 17 246 101 294 94 0 13 29 7 28 1 0 0 73 22 0 0 0 908 872.5
17 to 18 270 105 297 73 0 7 32 4 19 1 0 0 82 18 0 0 1 909 824
18 to 19 181 92 248 77 0 5 35 4 16 0 1 0 87 9 0 1 4 760 705
19 to 20 81 32 139 27 0 0 26 1 4 1 0 0 24 11 0 0 3 349 334
20 to 21 59 7 69 16 0 2 8 1 4 1 0 0 7 7 0 0 0 181 173.5
21 to 22 49 3 43 7 0 0 2 0 3 0 0 0 5 1 0 0 2 115 98
22 to 23 24 2 28 2 0 0 0 0 1 0 0 0 1 0 0 0 0 58 47.5
23 to 24 27 3 28 3 0 0 2 0 0 0 0 0 1 0 0 0 0 64 51
Total 3416 1428 4082 1060 0 192 479 95 280 10 2 1 1117 307 0 4 33 12506 11845

18.04.2017 Tuesday Imphal Churachandpur Moirang 795133 Bishnupur Manipur
From Truck
Vehicle(Jeep, van
To Bus LCV
Animal Drawn
Passenger Car
Total Vehicles
MAV
Hand Cart
Other non
Total PCU
motorised
Rickshaw
Utility
Cycle
etc)
2W
3W
2 Axle
3 Axle
Semi Artic
Passenger
Freight
Artic
Mini
PCU 0.5 1 1 1 1.5 Full

3 1.5 1.5 3 3 4.5 4.5 0.5 2 8 2 2
FACTOR
00 to 01 6 0 9 1 0 0 1 0 0 0 0 0 0 0 0 0 0 17 14.5
01 to 02 1 0 5 2 0 0 0 0 0 0 0 0 0 0 0 0 0 8 7.5
02 to 03 0 0 4 1 0 0 1 0 1 1 0 0 1 0 0 0 0 9 13
03 to 04 1 2 6 3 0 3 3 0 1 0 0 0 0 0 0 0 0 19 28
04 to 05 7 8 12 16 0 4 6 1 8 0 0 0 10 2 0 0 0 74 95
05 to 06 49 42 55 30 0 6 12 7 7 2 0 0 78 6 0 0 3 297 282
06 to 07 104 83 172 56 0 7 25 6 22 3 0 0 86 26 0 2 3 595 610.5
07 to 08 158 117 162 62 0 9 32 4 26 0 0 0 67 9 0 0 6 652 642.5
08 to 09 210 157 241 73 0 15 31 2 25 1 0 0 82 27 0 1 1 866 847.5
09 to 10 312 155 274 51 0 18 32 5 18 1 0 0 140 42 0 1 0 1049 958.5
10 to 11 206 120 283 51 7 25 25 8 12 2 0 4 28 7 0 0 0 778 780
11 to 12 173 88 199 38 0 6 20 7 12 0 0 0 27 6 0 0 0 576 531.5
12 to 13 146 80 257 14 24 71 22 10 14 0 0 5 5 7 0 0 1 656 804
13 to 14 141 85 254 47 2 14 15 9 15 2 0 1 23 7 0 0 2 617 622.5
14 to 15 238 101 297 52 0 16 30 5 21 0 0 0 75 14 0 1 3 853 806
15 to 16 231 116 320 72 0 14 25 5 26 2 0 0 80 12 0 0 0 903 858.5
16 to 17 257 116 267 79 0 11 29 10 23 6 0 0 58 13 0 0 1 870 826
17 to 18 241 112 238 61 0 8 35 4 15 0 0 1 65 12 0 0 6 798 732
18 to 19 186 71 203 42 0 2 26 6 9 0 0 0 65 15 0 0 5 630 562.5
19 to 20 86 24 121 25 0 0 24 2 8 0 0 0 41 6 0 0 0 337 308.5
20 to 21 62 2 73 13 0 1 1 2 3 0 0 1 19 2 0 0 0 179 153.5
21 to 22 48 1 51 8 0 1 0 2 3 0 0 0 7 0 0 0 0 121 102.5
22 to 23 22 1 30 6 0 0 0 2 0 0 0 0 1 0 0 0 0 62 51.5
23 to 24 5 0 19 1 0 0 0 0 0 0 0 0 0 0 0 0 0 25 22.5
Total 2890 1481 3552 804 33 231 395 97 269 20 0 12 958 213 0 5 31 10991 10660.5

19.04.2017 Wednesday Imphal Churachandpur Moirang 795133 Bishnupur Manipur
From Truck
Vehicle(Jeep, van
To Bus LCV
Animal Drawn
Passenger Car
Total Vehicles
MAV
Hand Cart
Other non
Total PCU
motorised
Rickshaw
Utility
Cycle
etc)
2W
3W
2 Axle
3 Axle
Semi Artic
Passenger
Freight
Artic
Mini
Full
PCU 0.5 1 1 1 1.5 3 1.5 1.5 3 3 4.5 4.5 0.5 2 8 2 2

FACTOR
00 to 01 22 0 14 3 0 0 1 0 1 0 0 0 0 0 0 1 0 42 34.5
01 to 02 5 0 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13 10.5
02 to 03 3 0 1 4 0 0 1 0 0 0 0 0 0 0 0 0 0 9 8
03 to 04 1 4 5 3 0 2 2 1 3 0 0 0 0 0 0 0 0 21 32
04 to 05 16 7 14 10 0 6 6 4 8 0 0 0 3 2 0 0 0 76 101.5
05 to 06 40 49 53 24 0 6 12 5 17 0 0 0 42 5 0 0 6 259 283.5
06 to 07 86 62 122 42 0 4 24 4 17 3 0 0 85 24 0 0 2 475 477.5
07 to 08 135 81 136 46 0 11 30 9 10 0 0 2 46 17 0 1 2 526 524
08 to 09 181 114 254 67 0 12 28 8 3 0 0 0 65 13 0 1 0 746 685
09 to 10 272 149 311 72 0 15 41 2 14 1 0 0 128 23 0 3 0 1031 938.5
10 to 11 194 122 276 69 0 19 27 14 11 1 0 0 35 25 0 2 4 799 798
11 to 12 98 82 257 31 0 20 15 9 8 2 0 3 9 4 0 0 6 544 583
12 to 13 199 116 257 74 0 12 28 8 18 1 0 0 37 27 0 0 1 778 768
13 to 14 238 117 266 73 0 14 26 7 17 0 0 0 71 36 0 0 1 866 827
14 to 15 207 116 335 86 0 15 30 8 19 0 0 0 86 17 0 0 2 921 880.5
15 to 16 212 132 330 95 1 15 27 3 25 0 0 0 102 19 0 1 2 964 924.5
16 to 17 215 112 296 75 0 15 35 4 24 6 0 0 51 25 0 0 6 864 871.5
17 to 18 230 78 261 59 0 9 29 5 11 2 0 0 81 15 0 0 1 781 702.5
18 to 19 146 39 189 30 0 6 29 3 11 2 0 0 58 9 0 0 2 524 487
19 to 20 70 14 100 30 0 0 17 1 3 3 0 0 22 9 0 0 1 270 255
20 to 21 29 10 82 12 0 1 10 1 6 0 0 0 5 1 0 0 2 159 164.5
21 to 22 12 2 39 7 0 1 2 0 1 1 0 0 2 0 0 0 0 67 67
22 to 23 10 1 33 3 0 0 0 0 1 0 0 0 2 0 0 0 0 50 46
23 to 24 4 0 12 1 0 0 1 0 0 0 0 0 0 0 0 0 0 18 16.5
Total 2625 1407 3651 916 1 183 421 96 228 22 0 5 930 271 0 9 38 10803 10486

20.04.2017 Thursday Imphal Churachandpur Moirang 795133 Bishnupur Manipur
From Truck
Vehicle(Jeep, van
To Bus LCV
Animal Drawn
Passenger Car
Total Vehicles
MAV
Hand Cart
Other non
Total PCU
motorised
Rickshaw
Utility
Cycle
etc)
2W
3W
2 Axle
3 Axle
Semi Artic
Passenger
Freight
Artic
Mini
Full
PCU 0.5 1 1 1 1.5 3 1.5 1.5 3 3 4.5 4.5 0.5 2 8 2 2

FACTOR
00 to 01 3 0 7 1 0 0 0 0 2 0 0 0 1 0 0 0 0 14 16
01 to 02 0 0 4 1 0 0 0 0 0 0 0 0 0 0 0 0 0 5 5
02 to 03 0 0 1 2 0 0 0 0 1 0 0 0 0 0 0 0 0 4 6
03 to 04 1 2 2 3 0 2 1 1 1 2 0 0 0 0 0 0 0 15 25.5
04 to 05 9 2 7 4 0 6 1 0 3 0 0 0 1 2 0 0 0 35 50.5
05 to 06 39 32 27 24 0 4 8 5 10 1 0 0 48 5 0 0 0 203 201
06 to 07 78 59 110 40 0 11 24 4 20 2 0 1 54 17 0 0 6 426 466.5
07 to 08 119 88 203 39 0 13 22 5 16 1 0 3 33 13 0 0 2 557 580
08 to 09 217 106 214 28 2 16 24 5 7 2 0 2 20 7 0 0 5 655 621
09 to 10 257 150 290 57 0 12 23 4 19 4 0 0 78 28 0 0 2 924 870
10 to 11 219 114 262 72 0 19 16 7 27 2 0 0 58 29 0 0 6 831 835
11 to 12 235 110 244 74 0 12 20 7 21 0 0 0 54 21 0 3 3 804 766
12 to 13 165 85 221 44 0 12 15 8 25 2 0 1 16 9 0 0 2 605 618.5
13 to 14 229 131 285 76 0 15 22 7 24 1 0 0 59 13 0 0 1 863 827.5
14 to 15 173 136 322 29 3 28 13 10 17 4 0 3 15 2 0 1 0 756 786.5
15 to 16 241 121 286 49 0 20 19 6 17 3 0 2 44 9 0 0 1 818 785
16 to 17 213 98 305 46 3 17 17 6 24 1 0 1 29 14 0 0 2 776 771.5
17 to 18 211 92 265 42 2 7 17 9 22 3 0 2 33 4 0 0 2 711 680
18 to 19 122 62 234 26 0 2 10 1 9 7 0 3 20 3 0 0 2 501 487
19 to 20 115 14 153 12 0 0 6 0 0 3 0 0 6 7 0 0 3 319 277.5
20 to 21 39 6 81 11 0 1 0 4 0 0 0 0 11 1 0 0 1 155 136
21 to 22 21 2 34 7 0 0 0 6 0 0 0 2 3 4 0 1 1 81 85
22 to 23 19 1 21 1 0 0 0 6 0 0 0 0 1 0 0 0 1 50 44
23 to 24 8 2 19 3 0 0 0 4 0 0 0 0 0 0 0 0 0 36 34
Total 2733 1413 3597 691 10 197 258 105 265 38 0 20 584 188 0 5 40 10144 9975
TRAFFIC PROJECTION FOR 30 YEARS AT HS1 (BISHNUPUR)
Total Vehicles
Two Wheeler
Articulated
Hand Cart
LCV Freight
Animal Cart
Articulated
Car/Taxies
Three Axle
Total PCU
Passenger
Jeep/Van
Rickshaw
Two Axle
Mini Bus
Wheeler
Others
Three
Cycle
Semi
LCV
Bus
2017
4248 2152 4907 1316 3 206 345 82 221 25 0 3 385 28 0 1 19 13942 12802
2018 4673 2351 5361 1438 225 377 90 241 27 0 3 421 31 0 1 21 15233 13987
3
2019 5140 2569 5857 1571 246 412 98 263 30 0 4 460 34 0 1 23 16644 15282
4
2020 5654 2807 6399 1716 269 450 107 287 33 0 4 503 37 0 1 25 18185 16697
4
2021 6219 3067 6992 1875 294 492 117 314 36 0 4 550 40 0 1 27 19869 18243
4
2022 6841 3351 7639 2049 321 538 128 343 39 0 5 601 44 0 2 30 21709 19932
5
2023 7525 3661 8346 2239 351 588 140 375 43 0 5 657 48 0 2 33 23719 21778
5
2024 8278 4000 9119 2446 384 642 153 410 47 0 6 718 52 0 2 36 25915 23795
6
2025 9106 4370 9963 2672 420 701 167 448 51 0 6 784 57 0 2 39 28315 25998
6
2026 10017 4775 10886 2919 459 766 182 489 56 0 7 857 62 0 2 43 30937 28405
7
2027 11019 5217 11894 3189 502 837 199 534 61 0 7 936 68 0 2 47 33802 31035
7
2028 12121 5700 12995 3484 548 915 217 583 67 0 8 1023 74 0 3 51 36932 33909
8
2029 13333 6228 14198 3807 599 1000 237 637 73 0 9 1118 81 0 3 56 40352 37049
9
2030 14666 6805 15513 4160 654 1093 259 696 80 0 9 1222 89 0 3 61 44089 40480
9
2031 16133 7435 16950 4545 715 1194 283 760 87 0 10 1335 97 0 3 67 48172 44228
10
2032 17746 8123 18520 4966 781 1305 309 830 95 0 11 1459 106 0 4 73 52633 48324
11
2033 19521 8875 20235 5426 853 1426 338 907 104 0 12 1594 116 0 4 80 57507 52799
12
2034 21473 9697 22109 5928 932 1558 369 991 114 0 14 1742 127 0 5 87 62832 57688
14
2035 23620 10595 24156 6477 15 1018 1702 403 1083 125 0 15 1903 139 0 5 95 68650 63030
2036 25982 11576 26393 7077 16 1112 1860 440 1183 137 0 16 2079 152 0 5 104 75007 68867
2037 28580 12648 28837 7732 18 1215 2032 481 1293 150 0 18 2272 166 0 6 114 81953 75244
2038 31438 13819 31507 8448 19 1328 2220 526 1413 164 0 19 2482 181 0 6 125 89542 82212
2039 34582 15099 34425 9230 21 1451 2426 575 1544 179 0 21 2712 198 0 7 137 97834 89825
Total Vehicles
Two Wheeler
Articulated
Hand Cart
LCV Freight
Animal Cart
Articulated
Car/Taxies
Three Axle
Total PCU
Passenger
Jeep/Van
Rickshaw
Two Axle
Mini Bus
Wheeler
Others
Three
Cycle
Semi
LCV
Bus
2040 38040 16497 37613 10085 23 1585 2651 628 1687 196 0 23 2963 216 0 8 150 106893 98143
2041 41844 18025 41096 11019 25 1732 2896 686 1843 214 0 25 3237 236 0 8 164 116791 107231
2042 46028 19694 44901 12039 27 1892 3164 750 2014 234 0 27 3537 258 0 9 179 127606 117161
2043 50631 21518 49059 13154 30 2067 3457 819 2200 256 0 30 3865 282 0 10 196 139422 128010
2044 55694 23511 53602 14372 33 2258 3777 895 2404 280 0 33 4223 308 0 11 214 152332 139864
2045 61263 25688 58566 15703 36 2467 4127 978 2627 306 0 36 4614 337 0 12 234 166438 152815
2046 67389 28067 63989 17157 39 2695 4509 1069 2870 334 0 39 5041 368 0 13 256 181850 166966
2047 74128 30666 69914 18746 43 2945 4927 1168 3136 365 0 43 5508 402 0 14 280 198689 182427
2048 81541 33506 76388 20482 47 3218 5383 1276 3426 399 0 47 6018 439 0 16 306 217088 199320
2049 89695 36609 83462 22379 51 3516 5881 1394 3743 436 0 51 6575 480 0 17 334 237190 217777
2050 98665 39999 91191 24451 56 3842 6426 1523 4090 476 0 56 7184 524 0 19 365 259154 237943
TRAFFIC PROJECTION FOR 30 YEARS AT HS2 (MOIRANG)
LCV Passenger
Three Wheeler
Total Vehicles
Two Wheeler
Animal Cart
LCV Freight
Articulated
Articulated
Car/Taxies
Three Axle
Hand Cart
Total PCU
Jeep/Van
Rickshaw
Two Axle
Mini Bus
Others
Cycle
Semi
Bus
2017 3092 1345 3604 826 6 165 367 78 218 23 1 6 892 229 0 4 36 10893 10232
2018 3401 1470 3938 902 7 180 401 85 238 25 1 7 975 250 0 4 39 11902 11179
2019 3741 1606 4303 986 8 197 438 93 260 27 1 8 1065 273 0 4 43 13004 12214
2020 4115 1755 4701 1077 9 215 479 102 284 30 1 9 1164 298 0 4 47 14208 13345
2021 4527 1918 5136 1177 10 235 523 111 310 33 1 10 1272 326 0 4 51 15524 14581
2022 4980 2096 5612 1286 11 257 571 121 339 36 1 11 1390 356 0 4 56 16962 15931
2023 5478 2290 6132 1405 12 281 624 132 370 39 1 12 1519 389 0 4 61 18533 17406
2024 6026 2502 6700 1535 13 307 682 144 404 43 1 13 1660 425 0 4 67 20249 19018
2025 6629 2734 7320 1677 14 335 745 157 441 47 1 14 1814 464 0 4 73 22124 20779
LCV Passenger
Three Wheeler
Total Vehicles
Two Wheeler
Animal Cart
LCV Freight
Articulated
Articulated
Car/Taxies
Three Axle
Hand Cart
Total PCU
Jeep/Van
Rickshaw
Two Axle
Mini Bus
Others
Cycle
Semi
Bus
2026 7292 2987 7998 1832 15 366 814 172 482 51 1 15 1982 507 0 4 80 24173 22703
2027 8021 3264 8739 2002 16 400 889 188 527 56 1 16 2166 554 0 4 87 26411 24805
2028 8823 3566 9548 2187 17 437 971 205 576 61 1 17 2367 605 0 4 95 28857 27102
2029 9705 3896 10432 2390 19 477 1061 224 629 67 1 19 2586 661 0 4 104 31529 29612
2030 10676 4257 11398 2611 21 521 1159 245 687 73 1 21 2825 722 0 4 114 34449 32354
2031 11744 4651 12453 2853 23 569 1266 268 751 80 1 23 3087 789 0 4 125 37639 35350
2032 12918 5082 13606 3117 25 622 1383 293 821 87 1 25 3373 862 0 4 137 41124 38623
2033 14210 5553 14866 3406 27 680 1511 320 897 95 1 27 3685 942 0 4 150 44932 42199
2034 15631 6067 16243 3721 30 743 1651 350 980 104 1 30 4026 1029 0 4 164 49093 46107
2035 17194 6629 17747 4066 33 812 1804 382 1071 114 1 33 4399 1124 0 4 179 53639 50377
2036 18913 7243 19390 4443 36 887 1971 417 1170 125 1 36 4806 1228 0 4 196 58606 55042
2037 20804 7914 21186 4854 39 969 2154 456 1278 137 1 39 5251 1342 0 4 214 64033 60139
2038 22884 8647 23148 5303 43 1059 2353 498 1396 150 1 43 5737 1466 0 4 234 69962 65708
2039 25172 9448 25292 5794 47 1157 2571 544 1525 164 1 47 6268 1602 0 4 256 76440 71793
2040 27689 10323 27634 6331 51 1264 2809 594 1666 179 1 51 6848 1750 0 4 280 83518 78441
2041 30458 11279 30193 6917 56 1381 3069 649 1820 196 1 56 7482 1912 0 4 306 91252 85705
2042 33504 12323 32989 7558 61 1509 3353 709 1989 214 1 61 8175 2089 0 4 334 99702 93641
2043 36854 13464 36044 8258 67 1649 3663 775 2173 234 1 67 8932 2282 0 4 365 108934 102312
2044 40539 14711 39382 9023 73 1802 4002 847 2374 256 1 73 9759 2493 0 4 399 119021 111786
2045 44593 16073 43029 9859 80 1969 4373 925 2594 280 1 80 10663 2724 0 4 436 130042 122137
2046 49052 17561 47013 10772 87 2151 4778 1011 2834 306 1 87 11650 2976 0 4 476 142084 133447
2047 53957 19187 51366 11769 95 2350 5220 1105 3096 334 1 95 12729 3252 0 4 520 155241 145804
2048 59353 20964 56122 12859 104 2568 5703 1207 3383 365 1 104 13908 3553 0 4 568 169616 159305
2049 65288 22905 61319 14050 114 2806 6231 1319 3696 399 1 114 15196 3882 0 4 621 185322 174057
MSA CALCULATIONS FOR HS 1
DESIGN OF FLEXIBLE PAVEMENT

Name of the
Road:-
IMPHAL-BISHNUPUR
Ref : IRC 37:2012
1 CALCULATION OF CUMULATIVE STANDARD AXLE
Ns= [{365xA[(1+r)x-1]}/r]xF
Initial CVD before construction 882 CVD
Ns: The cumulative number of standard axle to be
catered for in the design
A: Initial traffic, in the year of completion of 421.2 CVD
construction, in terms of the number of
commercial vehicles per day duly modified to
account for lane distribution.
r: Annual growth rate of commercial vehicle= 9.26 %
x: Design life in years= 15 Years
F: Vehicle damage factor= 3.5
CVD at the end of construction year
A= P[1+r]x
P= Numbers of commercial vehicle as per last 882 CVD
count
r= Annual growth rate 9.26 %
x= Time period for completion of work from 2013 2 Year
(in year)
A=882[1+0.0926]*2 1052.91 CVD
Hence,
Ns=[{365x421.2x[(1+0.0926)15-1]}/0.0926]x3.5 16 Msa
MSA CALCULATIONS FOR HS 2
DESIGN OF FLEXIBLE PAVEMENT

Name of the
Road:-
IMPHAL-CHURACHANDPUR
Ref : IRC 37:2012
1 CALCULATION OF CUMULATIVE STANDARD AXLE
Ns= [{365xA[(1+r)x-1]}/r]xF
Initial CVD before construction 858 CVD
Ns: The cumulative number of standard axle to be
catered for in the design
A: Initial traffic, in the year of completion of 409.7 CVD
construction, in terms of the number of
commercial vehicles per day duly modified to
account for lane distribution.
r: Annual growth rate of commercial vehicle= 9.26 %
x: Design life in years= 15 Years
F: Vehicle damage factor= 3.5
CVD at the end of construction year
A= P[1+r]x
P= Numbers of commercial vehicle as per last 858 CVD
count
r= Annual growth rate 9.26 %
x= Time period for completion of work from 2013 2 Year
(in year)
A=858[1+0.0926]*2 1024.26 CVD
Hence,
Ns=[{365x406.7x[(1+0.0926)15-1]}/0.0926]x3.5 16 Msa
TURNING MOVEMENT COUNT AT BISHNUPUR
MOIRANG TO WARD-3

18.04.2017-
Tuesday-Wednsday Moirang Ward-3 Bishnupur 795126 Bishnupur Manipur
19.04.2017
Truck
Vehicle(Jeep, van
Bus LCV
Animal Drawn
Passenger Car
Total Vehicles
MAV
Hand Cart
Total PCU
Other non
motorised
Rickshaw
Utility
Cycle
From
etc.)
3W
2W
Semi Artic
Passenger
2 Axle
3 Axle
To
Freight
Artic
Mini
Full
PCU
0.5 1 1 1 1.5 3 1.5 1.5 3 3 4.5 4.5 0.5 2 8 2 2
FACTOR
00 to 01 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 1
01 to 02 3 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 2.5
02 to 03 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
03 to 04 0 6 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 9 9
04 to 05 3 6 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 11 13.5
05 to 06 2 15 5 0 0 0 0 0 3 0 0 0 7 0 0 1 0 33 35.5
06 to 07 10 9 12 1 0 0 0 0 0 0 0 0 2 0 0 0 0 34 28
07 to 08 35 38 10 2 0 0 0 0 1 0 0 0 4 1 0 0 1 92 76.5
08 to 09 60 52 18 8 0 1 1 1 0 0 0 0 10 4 0 1 0 156 129
09 to 10 50 43 15 8 0 0 0 3 1 0 0 0 10 4 0 0 1 135 113.5
10 to 11 43 47 12 1 0 1 0 0 1 0 0 0 9 2 0 1 0 117 98
11 to 12 30 42 16 7 0 0 0 0 1 0 0 0 0 1 0 2 0 99 89
12 to 13 23 28 15 4 0 0 0 0 4 0 0 0 0 0 0 0 0 74 70.5
13 to 14 32 32 13 5 0 0 0 0 0 0 0 0 5 0 0 1 0 88 70.5
14 to 15 25 30 16 2 0 0 0 0 1 0 0 0 5 0 0 0 0 79 66
15 to 16 35 34 19 2 0 0 0 0 3 0 0 0 6 1 0 2 0 102 90.5
16 to 17 44 42 8 2 0 0 0 1 0 0 0 0 5 4 0 1 0 107 88
17 to 18 51 49 10 1 0 0 0 0 2 0 0 0 15 0 0 1 0 129 101
18 to 19 36 58 13 7 0 0 0 0 1 0 0 0 3 0 0 2 0 120 104.5
19 to 20 15 28 10 3 0 0 0 0 5 0 0 0 3 0 0 0 0 64 65
20 to 21 7 10 3 1 0 0 0 0 0 0 0 0 1 0 0 0 0 22 18
21 to 22 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
22 to 23 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
23 to 24 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 506 569 196 57 0 2 1 5 25 0 0 0 85 17 0 12 2 1477 1269.5
MOIRANG-TOUBUL

18.04.2017-
Tuesday-Wednsday Moirang Toubul Bishnupur 795126 Bishnupur Manipur
19.04.2017
Vehicle(Jeep, van Truck
Bus LCV
Animal Drawn
Passenger Car
Total Vehicles
MAV
Hand Cart
Total PCU
Other non
motorised
Rickshaw
Utility
Cycle
From
etc.)
3W
2W
Semi Artic
Passenger
2 Axle
3 Axle
To
Freight
Artic
Mini
Full
PCU
0.5 1 1 1 1.5 3 1.5 1.5 3 3 4.5 4.5 0.5 2 8 2 2
FACTOR
00 to 01 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
01 to 02 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1
02 to 03 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
03 to 04 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
04 to 05 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0.5
05 to 06 0 0 1 1 0 0 0 0 0 0 0 0 1 0 0 0 0 3 2.5
06 to 07 2 0 2 0 0 0 0 0 0 0 0 0 0 0 0 1 0 5 5
07 to 08 8 1 3 1 0 0 0 0 0 0 0 0 3 1 0 0 0 17 12.5
08 to 09 17 8 1 4 0 0 1 0 0 0 0 0 2 2 0 2 0 37 32
09 to 10 15 2 2 0 0 0 0 0 0 0 0 0 4 0 0 1 0 24 15.5
10 to 11 12 4 3 0 0 0 0 0 0 0 0 0 1 0 0 2 0 22 17.5
11 to 12 6 4 4 1 0 0 0 0 0 0 0 0 1 0 0 2 0 18 16.5
12 to 13 16 4 5 0 0 0 0 0 0 0 0 0 1 1 0 0 0 27 19.5
13 to 14 8 5 0 1 0 0 1 0 0 0 0 0 5 0 0 0 0 20 14
14 to 15 11 2 4 1 0 0 0 0 0 0 0 0 6 0 0 0 0 24 15.5
15 to 16 11 2 10 0 0 0 0 0 0 0 0 0 5 0 0 0 0 28 20
16 to 17 22 0 1 1 0 0 0 0 0 0 0 0 6 0 0 0 0 30 16
17 to 18 18 2 1 1 0 0 0 0 0 0 0 0 6 0 0 2 0 30 20
18 to 19 21 3 1 0 0 0 0 0 0 0 0 0 0 0 0 1 0 26 16.5
19 to 20 9 1 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0 13 8.5
20 to 21 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 1
21 to 22 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 1
22 to 23 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
23 to 24 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 180 38 41 12 0 0 2 0 0 0 0 0 42 4 0 11 0 330 235
IMPHAL-WARD 3

18.04.2017-
Tuesday-Wednsday Imphal Ward-3 Bishnupur 795126 Bishnupur Manipur
19.04.2017
Truck
Vehicle(Jeep, van
Bus LCV
Animal Drawn
Passenger Car
Total Vehicles
MAV
Hand Cart
Total PCU
Other non
motorised
Rickshaw
Utility
Cycle
From
etc.)
3W
2W
Semi Artic
Passenger
2 Axle
3 Axle
To Freight
Artic
Mini
Full
PCU
0.5 1 1 1 1.5 3 1.5 1.5 3 3 4.5 4.5 0.5 2 8 2 2
FACTOR
00 to 01 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
01 to 02 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
02 to 03 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 2 1.5
03 to 04 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 3 3
04 to 05 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 3 1.5
05 to 06 2 1 0 0 0 0 0 0 1 0 0 0 2 0 0 0 0 6 6
06 to 07 3 5 5 1 0 0 0 0 0 0 0 0 0 0 0 0 0 14 12.5
07 to 08 11 18 16 1 0 0 1 0 1 0 0 0 5 0 0 2 0 55 51.5
08 to 09 14 25 14 3 0 0 0 2 0 0 0 0 4 1 0 0 1 64 58
09 to 10 12 10 19 1 0 0 2 1 0 0 0 0 1 0 0 0 0 46 41
10 to 11 17 8 13 2 0 0 0 0 0 0 0 0 4 0 0 0 0 44 33.5
11 to 12 7 14 12 2 0 0 1 0 0 0 0 0 2 0 0 3 0 41 40
12 to 13 13 20 10 2 0 0 0 0 0 0 0 0 0 0 0 0 0 45 38.5
13 to 14 20 25 15 3 0 0 0 0 0 0 0 0 0 0 0 2 1 66 59
14 to 15 16 15 9 2 0 0 0 0 1 0 0 0 2 0 0 0 0 45 38
15 to 16 21 25 17 3 0 0 0 0 0 0 0 0 3 0 0 2 0 71 61
16 to 17 18 20 9 3 0 0 0 0 0 0 0 0 5 0 0 0 0 55 43.5
17 to 18 28 16 12 2 0 0 0 0 1 0 0 0 4 0 0 0 0 63 49
18 to 19 17 21 7 5 0 0 0 0 0 0 0 0 0 0 0 1 0 51 43.5
19 to 20 9 5 4 2 0 0 0 0 0 0 0 0 0 0 0 0 0 20 15.5
20 to 21 7 1 2 1 0 0 0 0 0 0 0 0 1 0 0 0 0 12 8
21 to 22 2 1 3 1 0 0 0 0 0 0 0 0 1 0 0 0 0 8 6.5
22 to 23 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0.5
23 to 24 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 2
Total 219 230 169 38 0 0 4 3 4 0 0 0 37 1 0 10 2 717 613.5
IMPHAL-TOUBUL

18.04.2017-
Tuesday-Wednsday Imphal Toubul Bishnupur 795126 Bishnupur Manipur
19.04.2017
Truck
Vehicle(Jeep, van
Bus LCV
Animal Drawn
Passenger Car
Total Vehicles
MAV
Hand Cart
Total PCU
Other non
motorised
Rickshaw
Utility
Cycle
From
etc.)
3W
2W
Semi Artic
Passenger
2 Axle
3 Axle
To
Freight
Artic
Mini
Full
PCU
0.5 1 1 1 1.5 3 1.5 1.5 3 3 4.5 4.5 0.5 2 8 2 2
FACTOR
00 to 01 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
01 to 02 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
02 to 03 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 2 1.5
03 to 04 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 3 3
04 to 05 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 3 1.5
05 to 06 2 1 0 0 0 0 0 0 1 0 0 0 2 0 0 0 0 6 6
06 to 07 10 9 12 1 0 0 0 0 0 0 0 0 2 0 0 0 0 34 28
07 to 08 25 32 10 2 1 0 0 0 1 0 0 0 5 2 0 1 0 79 69.5
08 to 09 40 41 9 8 0 0 0 0 2 0 0 0 15 6 0 1 0 122 105.5
09 to 10 36 38 17 0 0 0 0 0 0 0 0 0 11 0 0 0 0 102 78.5
10 to 11 43 47 12 1 1 0 0 0 1 0 0 0 9 2 0 1 0 117 96.5
11 to 12 30 42 16 7 0 0 0 0 1 0 0 0 0 1 0 2 0 99 89
12 to 13 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
13 to 14 6 1 11 3 0 0 0 0 0 0 0 0 0 0 0 0 0 21 18
14 to 15 6 8 3 2 0 0 0 0 1 0 0 0 1 0 0 0 0 21 19.5
15 to 16 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
16 to 17 15 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 17 9
17 to 18 10 13 2 0 0 0 0 0 0 0 0 0 3 0 0 0 0 28 21.5
18 to 19 10 9 4 1 0 0 0 0 0 0 0 0 0 0 0 0 0 24 19
19 to 20 4 5 2 0 0 0 0 0 2 0 0 0 1 0 0 0 0 14 15.5
20 to 21 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 1
21 to 22 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 1
22 to 23 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
23 to 24 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 242 246 99 29 2 0 0 0 9 0 0 0 53 11 0 5 0 696 583.5
TOUBUL-WARD 3

18.04.2017-
Tuesday-Wednsday Toubul Ward 3 Bishnupur 795126 Bishnupur Manipur
19.04.2017
Truck
Vehicle(Jeep, van Bus LCV
Animal Drawn
Passenger Car
Total Vehicles
MAV
Hand Cart
Total PCU
Other non
motorised
Rickshaw
Utility
Cycle
From
etc.)
3W
2W
Semi Artic
Passenger
2 Axle
3 Axle
To
Freight
Artic
Mini
Full
PCU
0.5 1 1 1 1.5 3 1.5 1.5 3 3 4.5 4.5 0.5 2 8 2 2
FACTOR
00 to 01 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
01 to 02 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
02 to 03 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
03 to 04 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
04 to 05 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
05 to 06 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0.5
06 to 07 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1
07 to 08 8 4 6 2 0 0 0 0 0 0 0 0 5 2 0 1 0 28 24.5
08 to 09 8 6 4 2 0 0 0 0 0 0 0 0 12 5 0 1 1 39 36
09 to 10 5 8 3 3 0 0 0 0 0 0 0 0 2 4 0 0 1 26 27.5
10 to 11 3 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 2.5
11 to 12 1 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 3 1.5
12 to 13 3 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 3.5
13 to 14 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 1.5
14 to 15 1 1 1 0 0 0 0 0 0 0 0 0 1 0 0 0 3 7 9
15 to 16 1 1 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 4 4
16 to 17 1 0 1 0 0 0 0 0 0 0 0 0 1 0 0 1 0 4 4
17 to 18 1 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 2.5
18 to 19 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 2
19 to 20 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 1
20 to 21 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1
21 to 22 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
22 to 23 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
23 to 24 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 38 24 20 7 0 0 0 0 0 0 0 0 24 11 0 4 5 133 122
IMPHAL-MOIRANG

18.04.2017-
Tuesday-Wednsday Imphal Moirang Bishnupur 795126 Bishnupur Manipur
19.04.2017
Truck
Vehicle(Jeep, van
Bus LCV
Animal Drawn
Passenger Car
Total Vehicles
MAV
Hand Cart
Total PCU
Other non
motorised
Rickshaw
Utility
Cycle
From
etc.)
3W
2W
Semi Artic
Passenger
2 Axle
3 Axle
To
Freight
Artic
Mini
Full
PCU
0.5 1 1 1 1.5 3 1.5 1.5 3 3 4.5 4.5 0.5 2 8 2 2
FACTOR
00 to 01 13 0 14 3 0 0 0 0 1 0 0 0 0 0 0 0 0 31 26.5
01 to 02 4 1 5 2 0 0 0 0 0 0 0 0 0 0 0 0 0 12 10
02 to 03 12 5 1 13 0 0 0 0 0 0 0 0 0 0 0 0 0 31 25
03 to 04 1 3 10 22 0 1 0 0 0 0 0 0 0 0 0 0 0 37 38.5
04 to 05 13 18 17 27 0 1 4 3 16 1 0 0 14 0 0 2 0 116 144
05 to 06 36 40 54 37 0 2 9 4 16 0 0 0 13 0 0 1 1 213 233
06 to 07 27 50 76 36 0 7 11 8 12 1 0 0 5 0 0 0 1 234 268.5
07 to 08 208 182 88 50 0 10 24 8 10 1 0 0 18 0 0 1 0 600 546
08 to 09 264 217 345 118 0 17 27 12 11 0 0 0 25 3 0 1 1 1041 977
09 to 10 328 205 348 112 0 17 29 8 9 0 0 0 25 2 0 1 0 1084 981
10 to 11 321 269 354 110 0 17 24 7 10 1 0 0 36 3 0 0 0 1152 1048
11 to 12 350 202 376 116 0 19 19 6 20 0 0 0 14 0 0 3 1 1126 1038.5
12 to 13 303 186 341 98 0 18 24 7 13 1 0 0 16 0 0 3 4 1014 941
13 to 14 301 177 311 87 0 21 28 5 9 1 0 0 16 1 0 2 0 959 882
14 to 15 300 155 350 117 2 26 30 1 13 0 0 0 31 1 0 0 2 1028 960
15 to 16 287 152 364 109 0 24 28 7 16 2 0 0 24 0 0 0 2 1015 963
16 to 17 298 167 355 102 0 15 24 8 13 0 1 0 24 2 0 0 0 1009 925.5
17 to 18 306 154 295 76 0 11 31 5 10 4 0 0 27 1 0 0 0 920 822.5
18 to 19 208 103 252 58 0 4 28 2 9 1 0 0 18 1 0 0 2 686 619
19 to 20 104 29 121 36 0 1 8 5 12 1 0 0 7 0 0 0 3 327 309
20 to 21 50 9 65 14 0 0 2 1 2 1 0 0 1 0 0 0 0 145 127
21 to 22 23 7 54 9 0 0 2 0 1 0 0 0 0 0 0 0 0 96 87.5
22 to 23 23 2 28 4 0 0 2 2 3 0 0 0 0 0 0 0 0 64 60.5
23 to 24 10 2 18 3 0 0 1 0 0 0 0 0 0 0 0 0 0 34 29.5
Total 3790 2335 4242 1359 2 211 355 99 206 15 1 0 314 14 0 14 17 12974 12062.5
TURNING MOVEMENT COUNT AT MOIRANG
IMPHAL-MOIRANG

15.04.2017-
Saturday-Sunday Imphal Moirang Moirang 795133 Bishnupur Manipur
16.04.2017
Truck
Vehicle(Jeep, van
Bus LCV
Animal Drawn
Passenger Car
Total Vehicles
MAV
Hand Cart
Total PCU
Other non
motorised
Rickshaw
Utility
Cycle
From
etc.)
3W
2W
Semi Artic
Passenger
2 Axle
3 Axle
To
Freight
Artic
Mini
Full
PCU
0.5 1 1 1 1.5 3 1.5 1.5 3 3 4.5 4.5 0.5 2 8 2 2
FACTOR
00 to 01 34 3 19 2 0 0 0 0 0 0 0 0 0 0 0 0 0 58 41
01 to 02 3 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 4 2.5
02 to 03 1 0 5 3 0 0 0 1 2 0 0 0 0 0 0 0 0 12 16
03 to 04 0 0 3 2 0 1 2 0 0 0 0 0 1 0 0 0 0 9 11.5
04 to 05 4 5 7 3 0 5 1 2 0 0 0 0 7 2 0 0 6 42 56
05 to 06 26 26 15 8 0 2 6 1 4 0 0 0 53 5 0 0 0 146 127
06 to 07 69 45 50 21 0 3 17 0 4 1 0 0 56 22 0 0 0 288 272
07 to 08 102 76 80 34 0 2 20 0 8 0 0 0 49 25 0 0 2 398 379.5
08 to 09 164 90 100 50 0 5 23 1 6 0 0 0 66 25 0 0 2 532 478
09 to 10 158 100 119 45 0 8 19 0 3 0 0 0 57 14 0 0 0 523 461
10 to 11 110 48 115 29 0 2 3 0 3 0 0 0 23 13 0 3 1 350 312
11 to 12 92 39 101 29 0 1 5 4 4 0 0 0 29 14 0 2 0 320 290
12 to 13 201 97 119 59 0 5 17 1 6 0 0 0 62 37 0 0 0 604 540.5
13 to 14 183 117 145 57 0 4 18 1 8 0 0 0 42 39 0 0 0 614 574
14 to 15 187 87 131 38 0 3 17 0 5 1 0 0 45 44 0 0 0 558 512.5
15 to 16 210 88 161 58 0 6 16 2 6 0 0 0 54 42 0 0 0 643 586
16 to 17 249 109 174 46 0 3 18 3 7 0 0 0 70 46 0 0 1 726 644
17 to 18 245 84 150 46 0 5 18 0 7 2 0 0 83 30 0 0 1 671 575
18 to 19 166 48 101 25 0 2 24 0 12 2 0 0 46 4 0 0 3 433 378
19 to 20 58 13 83 11 0 1 13 3 2 0 0 0 22 5 0 0 0 211 190
20 to 21 42 7 48 4 0 0 7 0 2 1 0 0 16 4 0 0 2 133 119.5
21 to 22 67 4 38 4 0 0 1 0 2 0 0 0 5 0 0 0 0 121 89.5
22 to 23 41 3 29 1 0 0 0 0 1 0 0 0 1 0 0 0 0 76 57
23 to 24 31 17 9 1 0 0 0 1 0 0 0 0 2 0 0 0 0 61 45
Total 2443 1106 1802 577 0 58 245 20 92 7 0 0 789 371 0 5 18 7533 6757.5
MOIRANG - CHURACHANDPUR

15.04.2017-
Saturday-Sunday Moirang Churachandpur Moirang 795133 Bishnupur Manipur
16.04.2017
Vehicle(Jeep, van Truck
Bus LCV
Animal Drawn
Passenger Car
Total Vehicles
MAV
Hand Cart
Total PCU
Other non
motorised
Rickshaw
Utility
Cycle
From
etc.)
3W
2W
Semi Artic
Passenger
2 Axle
3 Axle
To
Freight
Artic
Mini
Full
PCU
0.5 1 1 1 1.5 3 1.5 1.5 3 3 4.5 4.5 0.5 2 8 2 2
FACTOR
00 to 01 6 0 4 2 0 0 0 0 0 0 0 0 0 0 0 0 0 12 9
01 to 02 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 2 2
02 to 03 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1
03 to 04 0 0 0 2 0 0 0 0 0 0 0 0 1 0 0 0 0 3 2.5
04 to 05 0 3 0 2 0 0 2 0 1 0 0 0 9 1 0 0 0 18 17.5
05 to 06 15 18 6 5 0 0 2 0 2 0 0 0 37 6 0 0 3 94 82
06 to 07 37 53 18 4 0 0 3 1 0 0 0 0 46 19 0 0 2 183 164.5
07 to 08 84 56 28 10 0 0 8 2 2 0 0 0 51 29 0 0 0 270 240.5
08 to 09 75 48 26 8 0 0 0 0 2 1 0 0 51 49 0 2 0 262 256
09 to 10 58 46 25 6 0 0 0 0 1 1 0 0 39 37 0 10 0 223 225.5
10 to 11 88 67 40 15 0 1 1 0 2 0 0 0 42 40 0 0 0 296 277.5
11 to 12 78 58 51 12 0 0 1 1 1 0 0 0 40 33 0 0 0 275 252
12 to 13 102 69 63 10 0 1 1 2 0 0 0 0 33 48 0 0 0 329 313
13 to 14 102 92 72 8 0 0 0 0 0 0 0 0 41 48 0 0 2 365 343.5
14 to 15 131 82 57 9 0 0 0 0 1 0 0 0 23 45 0 0 0 348 318
15 to 16 98 113 55 14 0 0 2 0 0 0 0 0 44 50 0 0 0 376 356
16 to 17 136 94 75 11 0 0 1 0 1 0 0 0 45 52 0 0 2 417 383
17 to 18 167 72 72 18 0 0 3 1 0 1 0 0 51 38 0 0 1 424 358
18 to 19 132 41 60 11 0 0 4 0 3 0 0 0 38 21 0 0 2 312 258
19 to 20 67 16 39 7 0 0 0 1 1 1 0 0 24 11 0 0 0 167 137
20 to 21 42 6 33 5 0 0 3 0 0 1 0 0 19 1 0 0 0 110 84
21 to 22 18 6 14 2 0 0 0 0 0 0 0 0 4 0 0 0 1 45 35
22 to 23 15 3 13 0 0 0 0 0 0 0 0 0 0 0 0 0 0 31 23.5
23 to 24 10 2 8 2 0 0 0 0 0 0 0 0 0 0 0 0 0 22 17
Total 1461 945 761 164 0 2 31 8 17 5 0 0 638 528 0 12 13 4585 4156
IMPHAL-CHURACHANDPUR

15.04.2017-
Saturday-Sunday Imphal Churachandpur Moirang 795133 Bishnupur Manipur
16.04.2017
Truck
Vehicle(Jeep, van
Bus LCV
Animal Drawn
Passenger Car
Total Vehicles
MAV
Hand Cart
Total PCU
Other non
motorised
Rickshaw
Utility
Cycle
From
etc.)
3W
2W
Semi Artic
Passenger
2 Axle
3 Axle
To Freight
Artic
Mini
Full
PCU
0.5 1 1 1 1.5 3 1.5 1.5 3 3 4.5 4.5 0.5 2 8 2 2
FACTOR
00 to 01 1 3 9 1 0 0 1 0 1 0 0 0 0 0 0 0 0 16 18
01 to 02 2 0 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0 5 4
02 to 03 1 1 2 3 0 0 0 0 0 0 0 0 0 0 0 0 0 7 6.5
03 to 04 0 3 0 1 0 0 1 0 2 0 0 0 0 0 0 0 0 7 11.5
04 to 05 4 2 3 3 0 0 2 0 6 0 0 0 3 0 0 0 0 23 32.5
05 to 06 22 5 18 7 0 2 4 3 1 2 0 0 20 1 0 0 1 86 80.5
06 to 07 15 13 41 7 0 3 8 3 10 2 0 0 15 4 0 0 2 123 149.5
07 to 08 53 24 56 4 0 2 6 0 3 1 0 0 15 4 0 1 3 172 161
08 to 09 60 40 64 12 0 4 7 2 4 3 0 0 25 11 0 3 0 235 233
09 to 10 57 38 78 12 0 3 4 2 2 2 0 0 26 4 0 0 0 228 207.5
10 to 11 77 39 41 10 0 2 4 1 1 2 0 0 22 10 0 0 1 210 184
11 to 12 70 40 66 12 0 2 2 2 0 1 0 0 19 6 0 2 1 223 195.5
12 to 13 57 10 119 19 0 9 9 5 4 0 0 1 21 5 0 0 0 259 261.5
13 to 14 84 18 123 22 0 11 10 7 6 0 0 0 13 14 0 0 1 309 318
14 to 15 68 11 140 12 0 11 10 3 7 0 0 0 23 6 0 0 0 291 294
15 to 16 70 13 115 15 0 10 11 7 7 1 0 0 17 15 0 0 1 282 299.5
16 to 17 73 24 148 19 0 9 10 6 9 1 0 0 14 11 0 0 1 325 339.5
17 to 18 88 19 137 25 0 4 11 0 6 3 0 0 24 9 0 0 4 330 318.5
18 to 19 61 15 109 16 0 2 13 0 11 0 0 0 27 3 0 0 4 261 256.5
19 to 20 47 17 67 11 0 2 3 0 0 1 0 0 21 0 0 0 1 170 144.5
20 to 21 34 5 37 2 0 0 0 3 1 0 0 0 7 2 0 0 1 92 78
21 to 22 12 0 23 4 0 0 0 0 0 2 0 1 2 0 0 0 1 45 46.5
22 to 23 9 1 20 4 0 0 0 0 1 0 0 0 2 0 0 0 0 37 33.5
23 to 24 13 0 16 3 0 0 0 0 0 0 0 0 1 0 0 0 0 33 26
Total 978 341 1434 225 0 76 116 44 82 21 0 2 317 105 0 6 22 3769 3699.5
APPENDIX II:
SOIL DATA
APPENDIX-II
CBR VALUE
Test were conducted as per IS: 2720 ( Pt. 2, Pt. 4, Pt. 5, Pt. 8, Pt. 16, Pt. 28 & Pt. 40 )
Proctor California bearing ratio test
Grain size analysis Atterberg’s Limits in % Compaction
Group of soil as per IS

(Remoulded at OMC & MDD)
(4.75mm To 2.00 mm
Plasticity Index in %
(20mm To 4.75mm )
1498 – 1970
(0.425mm To 0.075
Optimum moisture
Medium Sand In %
C.B.R Unsoaked in
Liquid Limit In %
Plastic Limit In %
Coarse Sand In %
C.B.R Soaked for
DFS in %
Silt & Clay in %
Fine Gravel In %
Moisture content
density in gm/cc
Fine Sand in %
Soil sample collected at
Maximum dry
( 0.075mm To
Soaking in %
4dayss in %
after 4 days
(2.0mm To
0.425mm)
0.001mm)
Sl. No. Chainage
content
mm)
in %
%
)
1 5+00 km 15.29 3.86 11.39 9.41 60.05 41 22 19 1.839 13.8 8.2 4.7 16.3 30 CI
2 10+00 km 10.00 2.09 8.02 16.07 63.82 45 23 22 1.822 14.3 7.8 4.5 17.2 35 CI
3 15+00 km 7.091 0.54 2.84 4.46 85.069 43 22 21 1.811 14.5 7.6 4.5 17.6 32 CI
4 20+00 km 4.45 4.44 0.39 2.13 88.59 39 20 19 1.820 14.1 8.4 4.8 17.2 28 CI
5 25+00 km 7.24 1.075 6.53 8.37 76.785 39 19 20 1.825 14.0 8.6 4.9 16.8 28 CI
6 30+00 km 8.87 2.29 4.79 8.31 75.74 37 19 18 1.833 13.9 8.8 5.0 16.9 25 CI
7 35+00 km 3.58 1.82 4.67 25.18 64.75 29 19 10 1.886 12.5 10.4 5.6 15.5 15 CL
8 40+00 km 9.95 3.26 14.41 16.83 55.55 41 20 21 1.840 13.6 8.2 4.8 16.1 30 CI
9 45+00 km 8.96 3.07 13.16 17.14 57.67 32 17 15 1.890 12.2 10.8 5.8 15.3 20 CL
SUMMERY SHEET OF MEASUREMENT OF SURFACE ROUGHNESS (PRE)
LOCATION : Chainage-0/00 km. to 44/0km of NH- 150

TYPE OF SURFACE: Bituminous (SDBC)
TYPE OF MACHINE: ARU (STECO-84)
Sl. No. Chainage in km Roughness Index(Y) in mm / km Remarks
1 0/0-1/0 2163.836 Good
2 1/0-2/0 2150.254 Good
3 2/0-3/0 2204.582 Good
4 3/0-4/0 2177.418 Good
5 4/0-5/0 2218.164 Good
6 5/0-6/0 2191.00 Good
7 6/0-7/0 2204.582 Good
8 7/0-8/0 2666.37 Average
9 8/0-9/0 3522.036 Poor
10 9 / 0 - 10 / 0 3657.856 Poor
11 10 / 0 - 11 / 0 3970.242 Poor
12 11 / 0 - 12 / 0 3834.422 Poor
13 12 / 0 - 13 / 0 3372.634 Average
14 13 / 0 - 14 / 0 3386.216 Average
15 14 / 0 - 15 / 0 2992.338 Average
16 15 / 0 - 16 / 0 3209.65 Average
17 16 / 0 - 17 / 0 2747.862 Average
18 17 / 0 - 18 / 0 2856.518 Average
19 18 / 0 - 19 / 0 3848.004 Poor
20 19 / 0 - 20 / 0 3834.422 Poor
21 20 / 0 - 21 / 0 3725.766 Poor
Sl. No. Chainage in km Roughness Index(Y) in mm / km Remarks
22 21 / 0 - 22 / 0 3861.586 Poor
23 22 / 0 - 23 / 0 3888.75 Poor
24 23 / 0 - 24 / 0 3725.766 Poor
25 24 / 0 - 25 / 0 3970.242 Poor
26 25 / 0 - 26 / 0 3834.422 Poor
27 26 / 0 - 27 / 0 3848.004 Poor
28 27 / 0 - 28 / 0 3970.242 Poor
29 28 / 0 - 29 / 0 3617.11 Poor
30 29 / 0 - 30 / 0 3359.052 Average
31 30 / 0 - 31 / 0 3956.66 Poor
32 31 / 0 - 32 / 0 3712.184 Poor
33 32 / 0 - 33 / 0 3481.29 Average
34 33 / 0 - 34 / 0 3467.708 Average
35 34 / 0 - 35 / 0 3780.094 Poor
36 35 / 0 - 36 / 0 3440.544 Average
37 36 / 0 - 37 / 0 2870.10 Average
38 37 / 0 - 38 / 0 3983.824 Poor
39 38 / 0 - 39 / 0 3875.168 Poor
40 39 / 0 - 40 / 0 3426.962 Average
41 40 / 0 - 41 / 0 3114.576 Average
42 41 / 0 - 42 / 0 3263.978 Average
43 42 / 0 - 43 / 0 3291.142 Average
44 43 / 0 - 44 / 0 3386.216 Average
Field CBR by DCPT in situ condition at Chainage Km 5/000 (Imphal to Moirang)
Date of Testing: 01.04.2017
DCP INDEX IN MM/BLOW

0 5 10 15 20 25 30 35 40 45
0
50
PENETRATION INMM
100
150
200
250
BLOW COUNTS-PENETRATION GRAPH
DCP DATA SHEET
Penetration CBR in % as per

No of Cumulative Corrected Cumulative Penetration between CBR in % as per
per blow in table-2 of ASTM- LOG10N
Blows Penetration mm mm blows IRC:37-2012
mm (N) D 6951
0 110 0 0 0 0.0 0
1 145 35 35 35 5.0 1.544 5.4
3 265 155 120 40 4.7 1.602 4.7
5 470 360 205 41 4.6 1.613 4.6
5 670 560 200 40 4.7 1.602 4.7
FIELD CBR IN % BY DCPT

0 1 2 3 4 5 6
0
100
SUBGRADE LAYER IN MM
200
300
400
500
600
FIELD CBR-SUBGRADE LAYER BY DCPT


0 5 10 15 20 25 30 35
0
20
40
PENETRATION INMM
60
80
100
120
140
160
DCP DATA SHEET

mm (N) D 6951
0 140 0 0 0 0.0 0
1 168 28 28 28 7.0 1.447 7.0
3 252 112 84 28.0 7.0 1.447 7.0
5 397 257 145 29 7.0 1.462 6.7
5 542 402 145 29 7.0 1.462 6.7
5 690 550 148 29.6 6.4 1.471 6.6

0 1 2 3 4 5 6 7 8
0
100
200
300
400
500
600


0 10 20 30 40 50 60
0
50
PENETRATION INMM
100
150
200
250
DCP DATA SHEET

mm (N) D 6951
0 90 0 0 0 0.0 0
1 135 45 45 45 4.0 1.653 4.1
3 270 180 135 45 4.1 1.653 4.1
5 495 405 225 45 4.1 1.653 4.1
5 720 630 225 45 4.1 1.653 4.1

0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
0
100
200
300
400
500
600
700


0 10 20 30 40 50 60
0
50
PENETRATION INMM
100
150
200
250
300
DCP DATA SHEET

mm (N) D 6951
0 100 0 0 0 0.0 0
1 150 50 50 50 3.7 1.699 3.6
3 300 200 150 50 3.7 1.699 3.6
5 550 450 250 50 3.7 1.699 3.6
5 790 690 240 48 3.8 1.681 3.8

0 0.5 1 1.5 2 2.5 3 3.5 4 4.5
0
100
200
300
400
500
600
700
800


0 10 20 30 40 50 60
0
50
PENETRATION INMM
100
150
200
250
300
DCP DATA SHEET

mm (N) D 6951
0 106 0 0 0 0.0 0
1 155 49 49 49 3.7 1.690 3.7
3 302 196 147 49 3.7 1.690 3.7
5 542 436 240 48 3.8 1.681 3.8
5 782 676 240 48 3.8 1.681 3.8

0 0.5 1 1.5 2 2.5 3 3.5 4 4.5
0
100
200
300
400
500
600
700
800


0 5 10 15 20 25 30
0
20
40
PENETRATION INMM
60
80
100
120
140
160
DCP DATA SHEET

mm (N) D 6951
0 95 0 0 0 0.0 0
1 115 20 20 20 10.0 1.301 10.2
3 175 80 60 20 10.0 1.301 10.2
5 295 200 120 24 8.0 1.380 8.3
5 415 320 120 24 8.0 1.380 8.3
5 550 455 135 27 7.0 1.431 7.3
5 685 590 135 27 7.0 1.431 7.3

0 2 4 6 8 10 12
0
100
200
300
400
500
600
700


0 2 4 6 8 10 12
0
10
PENETRATION INMM
15
20
25
30
35
40
45
50
DCP DATA SHEET

mm (N) D 6951
0 80 0 0 0 0.0 0
1 89 9 9 9 25.0 0.954 24.9
3 116 36 27 9 25.0 0.954 24.9
5 161 81 45 9 25.0 0.954 24.9
5 206 126 45 9 25.0 0.954 24.9
5 251 171 45 9 25.0 0.954 24.9
5 296 216 45 9 25.0 0.954 24.9
5 303 223 7 1.4 58.0 0.146 200.1

0 5 10 15 20 25 30
0
50
100
150
200
250


0 5 10 15 20 25 30 35 40 45 50
0
50
PENETRATION INMM
100
150
200
250
300
DCP DATA SHEET

mm (N) D 6951
0 85 0 0 0 0.0 0
1 117 32 32 32 6.0 1.505 6.0
3 222 137 105 35 5.0 1.544 5.4
5 452 367 230 46 4.0 1.663 4.0
5 682 597 230 46 4.0 1.663 4.0

0 1 2 3 4 5 6 7
0
100
200
300
400
500
600
700


0 10 20 30 40 50 60
0
50
PENETRATION INMM
100
150
200
250
300
DCP DATA SHEET

mm (N) D 6951
0 90 0 0 0 0.0 0
1 120 30 30 30 6.0 1.477 6.5
3 225 135 105 35 5.0 1.544 5.4
5 465 375 240 48 3.8 1.681 3.8
5 725 635 260 52 3.5 1.716 3.5

0 1 2 3 4 5 6 7
0
100
200
300
400
500
600
700

PROFORMA FOR RECORDING PAVEMENT DEFLECTION DATA
AS PER IRC : 81-1997; TABLE-3
TABLE-1 Date of Observation: 01.04.2017
Name of Road: Imphal to Moirang (0.00 KM to 46.0 KM) Climatic Condition: Cold
Section:0/000 Km to 1/000 Km. Air Temperature: 21ºC
No. of traffic lane :Single Annual Rainfall: >1300mm
Wheather correction for seasonal Variation
Is to be applied : Yes
Wheather correction for Temperature
SL NO. Location of Test Points Pavement Type of Soil & PI Moisture Dial Gauge reading Rebound deflection in
Temperature content in % Initial Intermediate Final mm
0
1 2 3C 4 5 6 7 8 9
1 0/000 Km (L) 1000 987 985 0.3000
2 0/050 Km (L) 1000 988 986 0.2800
3 0/100 Km (L) 1000 996 993 0.3146
4 0/150 Km (L) 1000 989 986 0.4546
5 0/200 Km (L) 1000 983 982 0.3600
6 0/250 Km (L) 1000 983 981 0.3800
7 0/300 Km (L) 1000 987 985 0.3000
8 0/350 Km (L) 1000 986 983 0.5146
9 0/400 Km (L) 1000 986 984 0.3200
10 0/450 Km (L) 1000 993 990 0.3746
11 0/500 Km (L) 1000 991 988 0.4146
12 0/550 Km (L) 1000 982 980 0.4000
13 0/600 Km (L) 1000 983 981 0.3800
14 0/650 Km (L) 1000 987 985 0.3000
15 0/700 Km (L) 1000 989 986 0.4546
16 0/750 Km (L) 1000 996 993 0.3146
17 0/800 Km (L) 1000 990 988 0.2400
18 0/850 Km (L)
19 0/900 Km (L) 1000 986 984 0.3200
20 0/950 Km (L) CLAYEY SUB- 1000 992 989 0.3946
21ºC 13.80
21 0/025 Km (R) GRADE & PI >15 1000 983 981 0.3800
22 0/075 Km (R) 1000 986 984 0.3200
23 0/125 Km (R) 1000 988 986 0.2800
24 0/175 Km (R) 1000 987 985 0.3000
25 0/225 Km (R) 1000 991 988 0.4146
26 0/275 Km (R) 1000 989 986 0.4546
27 0/325 Km (R) 1000 990 988 0.2400
28 0/375 Km (R) 1000 994 991 0.3546
29 0/425 Km (R) 1000 989 986 0.4546
30 0/475 Km (R) 1000 986 984 0.3200
31 0/525 Km (R) 1000 992 989 0.3946
32 0/575 Km (R) 1000 988 986 0.2800
33 0/625 Km (R) 1000 994 991 0.3546
34 0/675 Km (R) 1000 986 984 0.3200
35 0/725 Km (R) 1000 995 992 0.3346
36 0/775 Km (R) 1000 985 983 0.3400
37 0/825 Km (R) 1000 989 987 0.2600
38 0/875 Km (R)
39 0/925 Km (R) 1000 989 986 0.4546
40 0/975 Km (R) 1000 990 988 0.2400
TOTAL 13.3136
Ave. 0.3504
0
1 2 3C 4 5 6 7 8 9
1 1/000 Km (L) 1000 983 981 0.3800
2 1/050 Km (L) 1000 994 991 0.3546
3 1/100 Km (L) 1000 989 986 0.4546
4 1/150 Km (L) 1000 978 976 0.4800
5 1/200 Km (L) 1000 984 982 0.3600
6 1/250 Km (L) 1000 987 984 0.4946
7 1/300 Km (L) 1000 986 984 0.3200
8 1/350 Km (L) 1000 988 985 0.4746
9 1/400 Km (L) 1000 986 984 0.3200
10 1/450 Km (L) 1000 979 977 0.4600
11 1/500 Km (L) 1000 991 988 0.4146
12 1/550 Km (L) 1000 981 979 0.4200
13 1/600 Km (L) 1000 987 984 0.4946
14 1/650 Km (L) 1000 983 981 0.3800
15 1/700 Km (L) 1000 980 978 0.4400
16 1/750 Km (L) 1000 994 991 0.3546
17 1/800 Km (L) 1000 985 983 0.3400
18 1/850 Km (L) 1000 988 986 0.2800
19 1/900 Km (L) 1000 988 985 0.4746
20 1/950 Km (L) CLAYEY SUB- 1000 986 984 0.3200
22ºC 13.20
21 1/025 Km (R) GRADE & PI >15 1000 985 983 0.3400
22 1/075 Km (R) 1000 992 989 0.3946
23 1/125 Km (R) 1000 982 980 0.4000
24 1/175 Km (R) 1000 988 986 0.2800
25 1/225 Km (R) 1000 984 982 0.3600
26 1/275 Km (R) 1000 990 987 0.4346
27 1/325 Km (R) 1000 988 986 0.2800
28 1/375 Km (R) 1000 985 983 0.3400
29 1/425 Km (R) 1000 993 990 0.3746
30 1/475 Km (R) 1000 994 991 0.3546
31 1/525 Km (R) 1000 991 988 0.4146
32 1/575 Km (R) 1000 986 984 0.3200
33 1/625 Km (R) 1000 977 975 0.5000
34 1/675 Km (R) 1000 979 977 0.4600
35 1/725 Km (R) 1000 980 977 0.4600
36 1/775 Km (R) 1000 987 984 0.4946
37 1/825 Km (R) 1000 986 984 0.3200
38 1/875 Km (R) 1000 989 987 0.2600
39 1/925 Km (R) 1000 997 994 0.2946
40 1/975 Km (R) 1000 994 991 0.3546
TOTAL 15.4536
Ave. 0.3863
0
1 2 3C 4 5 6 7 8 9
1 2/000 Km (L) 1000 989 987 0.2600
2 2/050 Km (L) 1000 985 983 0.3400
3 2/100 Km (L) 1000 993 990 0.3746
4 2/150 Km (L) 1000 993 991 0.1800
5 2/200 Km (L) 1000 992 990 0.2000
6 2/250 Km (L) 1000 996 993 0.3146
7 2/300 Km (L) 1000 996 993 0.3146
8 2/350 Km (L) 1000 986 984 0.3200
9 2/400 Km (L) 1000 996 993 0.3146
10 2/450 Km (L) 1000 998 995 0.2746
11 2/500 Km (L) 1000 991 989 0.2200
12 2/550 Km (L) 1000 996 993 0.3146
13 2/600 Km (L) 1000 997 994 0.2946
14 2/650 Km (L) 1000 991 989 0.2200
15 2/700 Km (L) 1000 989 987 0.2600
16 2/750 Km (L) 1000 998 995 0.2746
17 2/800 Km (L) 1000 992 990 0.2000
18 2/850 Km (L) 1000 994 991 0.3546
19 2/900 Km (L) 1000 990 988 0.2400
20 2/950 Km (L) CLAYEY SUB- 1000 991 989 0.2200
23ºC 12.90
21 2/025 Km (R) GRADE & PI >15 1000 989 987 0.2600
22 2/075 Km (R) 1000 995 992 0.3346
23 2/125 Km (R) 1000 993 991 0.1800
24 2/175 Km (R) 1000 996 993 0.3146
25 2/225 Km (R) 1000 991 989 0.2200
26 2/275 Km (R) 1000 995 992 0.3346
27 2/325 Km (R) 1000 992 990 0.2000
28 2/375 Km (R) 1000 994 991 0.3546
29 2/425 Km (R) 1000 993 991 0.1800
30 2/475 Km (R) 1000 990 988 0.2400
31 2/525 Km (R) 1000 988 986 0.2800
32 2/575 Km (R) 1000 992 990 0.2000
33 2/625 Km (R) 1000 993 991 0.1800
34 2/675 Km (R) 1000 996 993 0.3146
35 2/725 Km (R) 1000 991 989 0.2200
36 2/775 Km (R) 1000 993 991 0.1800
37 2/825 Km (R) 1000 996 993 0.3146
38 2/875 Km (R) 1000 990 988 0.2400
39 2/925 Km (R) 1000 998 995 0.2746
40 2/975 Km (R) 1000 997 994 0.2946
TOTAL 10.6082
Ave. 0.2652
Pavement Moisture Dial Gauge reading Rebound deflection
SL NO. Location of Test Points Temperature Type of Soil & PI content in % in mm
Initial Intermediate Final
0
1 2 3C 4 5 6 7 8 9
1 3/000 Km (L) 1000 983 981 0.3800
2 3/050 Km (L) 1000 986 984 0.3200
3 3/100 Km (L) 1000 994 991 0.3546
4 3/150 Km (L) 1000 990 987 0.4346
5 3/200 Km (L) 1000 993 990 0.3746
6 3/250 Km (L) 1000 982 980 0.4000
7 3/300 Km (L) 1000 981 979 0.4200
8 3/350 Km (L) 1000 990 987 0.4346
9 3/400 Km (L) 1000 993 990 0.3746
10 3/450 Km (L) 1000 985 983 0.3400
11 3/500 Km (L) 1000 985 983 0.3400
12 3/550 Km (L) 1000 986 984 0.3200
13 3/600 Km (L) 1000 985 983 0.3400
14 3/650 Km (L) 1000 994 991 0.3546
15 3/700 Km (L) 1000 996 993 0.3146
16 3/750 Km (L) 1000 981 979 0.4200
17 3/800 Km (L) 1000 980 978 0.4400
18 3/850 Km (L) 1000 982 980 0.4000
19 3/900 Km (L) 1000 996 993 0.3146
20 3/950 Km (L) CLAYEY SUB- 1000 993 990 0.3746
24ºC 13.50
21 3/025 Km (R) GRADE & PI >15 1000 984 982 0.3600
22 3/075 Km (R) 1000 986 984 0.3200
23 3/125 Km (R) 1000 991 988 0.4146
24 3/175 Km (R) 1000 984 982 0.3600
25 3/225 Km (R) 1000 993 990 0.3746
26 3/275 Km (R) 1000 993 990 0.3746
27 3/325 Km (R) 1000 993 990 0.3746
28 3/375 Km (R) 1000 987 985 0.3000
29 3/425 Km (R) 1000 985 983 0.3400
30 3/475 Km (R) 1000 980 978 0.4400
31 3/525 Km (R) 1000 990 987 0.4346
32 3/575 Km (R) 1000 984 982 0.3600
33 3/625 Km (R) 1000 982 980 0.4000
34 3/675 Km (R) 1000 988 985 0.4746
35 3/725 Km (R) 1000 983 981 0.3800
36 3/775 Km (R) 1000 987 984 0.4946
37 3/825 Km (R) 1000 986 984 0.3200
38 3/875 Km (R) 1000 994 991 0.3546
39 3/925 Km (R) 1000 985 983 0.3400
40 3/975 Km (R) 1000 989 986 0.4546
TOTAL 15.1228
Ave. 0.3781
SL NO. Location of Test Points Type of Soil & PI
Temperature content in % Initial Intermediate Final in mm
1 2 3 4 5 6 7 8 9
1 4/000 Km (L) 1000 982 980 0.4000
2 4/050 Km (L) 1000 988 985 0.4746
3 4/100 Km (L) 1000 991 988 0.4146
4 4/150 Km (L) 1000 980 978 0.4400
5 4/200 Km (L) 1000 990 987 0.4346
6 4/250 Km (L) 1000 982 980 0.4000
7 4/300 Km (L) 1000 990 987 0.4346
8 4/350 Km (L) 1000 989 986 0.4546
9 4/400 Km (L) 1000 975 973 0.5400
10 4/450 Km (L) 1000 984 982 0.3600
11 4/500 Km (L) 1000 993 990 0.3746
12 4/550 Km (L) 1000 982 980 0.4000
13 4/600 Km (L) 1000 980 978 0.4400
14 4/650 Km (L) 1000 983 980 0.5746
15 4/700 Km (L) 1000 982 979 0.5946
16 4/750 Km (L) 1000 978 976 0.4800
17 4/800 Km (L) 1000 979 977 0.4600
18 4/850 Km (L) 1000 996 993 0.3146
19 4/900 Km (L) 1000 974 972 0.5600
20 4/950 Km (L) CLAYEY SUB- 1000 983 981 0.3800
25ºC 14.10
21 4/025 Km (R) GRADE & PI >15 1000 977 975 0.5000
22 4/075 Km (R) 1000 988 985 0.4746
23 4/125 Km (R) 1000 990 987 0.4346
24 4/175 Km (R) 1000 979 977 0.4600
25 4/225 Km (R) 1000 981 979 0.4200
26 4/275 Km (R) 1000 990 987 0.4346
27 4/325 Km (R) 1000 981 978 0.6146
28 4/375 Km (R) 1000 987 984 0.4946
29 4/425 Km (R) 1000 976 974 0.5200
30 4/475 Km (R) 1000 990 987 0.4346
31 4/525 Km (R) 1000 989 986 0.4546
32 4/575 Km (R) 1000 984 982 0.3600
33 4/625 Km (R) 1000 975 973 0.5400
34 4/675 Km (R) 1000 991 988 0.4146
35 4/725 Km (R) 1000 980 978 0.4400
36 4/775 Km (R) 1000 988 985 0.4746
37 4/825 Km (R) 1000 983 980 0.5746
38 4/875 Km (R) 1000 981 979 0.4200
39 4/925 Km (R) 1000 984 981 0.5546
40 4/975 Km (R) 1000 984 981 0.5546
TOTAL 18.5066
Ave. 0.4627
1 2 3 4 5 6 7 8 9
1 5/000 Km (L) 1000 977 975 0.5000
2 5/050 Km (L) 1000 978 976 0.4800
3 5/100 Km (L) 1000 992 989 0.3946
4 5/150 Km (L) 1000 994 991 0.3546
5 5/200 Km (L) 1000 986 983 0.5146
6 5/250 Km (L) 1000 980 978 0.4400
7 5/300 Km (L) 1000 982 980 0.4000
8 5/350 Km (L) 1000 978 976 0.4800
9 5/400 Km (L) 1000 984 981 0.5546
10 5/450 Km (L) 1000 981 979 0.4200
11 5/500 Km (L) 1000 986 983 0.5146
12 5/550 Km (L) 1000 983 980 0.5746
13 5/600 Km (L) 1000 977 975 0.5000
14 5/650 Km (L) 1000 990 987 0.4346
15 5/700 Km (L) 1000 990 987 0.4346
16 5/750 Km (L) 1000 986 984 0.3200
17 5/800 Km (L) 1000 982 979 0.5946
18 5/850 Km (L) 1000 978 976 0.4800
19 5/900 Km (L) 1000 981 979 0.4200
20 5/950 Km (L) CLAYEY SUB- 1000 985 982 0.5346
25ºC 13.80
21 5/025 Km (R) GRADE & PI >15 1000 980 978 0.4400
22 5/075 Km (R) 1000 992 989 0.3946
23 5/125 Km (R) 1000 984 981 0.5546
24 5/175 Km (R) 1000 980 978 0.4400
25 5/225 Km (R) 1000 986 983 0.5146
26 5/275 Km (R) 1000 979 977 0.4600
27 5/325 Km (R) 1000 986 983 0.5146
28 5/375 Km (R) 1000 982 980 0.4000
29 5/425 Km (R) 1000 985 983 0.3400
30 5/475 Km (R) 1000 990 987 0.4346
31 5/525 Km (R) 1000 983 980 0.5746
32 5/575 Km (R) 1000 989 986 0.4546
33 5/625 Km (R) 1000 986 984 0.3200
34 5/675 Km (R) 1000 991 988 0.4146
35 5/725 Km (R) 1000 984 982 0.3600
36 5/775 Km (R) 1000 990 987 0.4346
37 5/825 Km (R) 1000 982 980 0.4000
38 5/875 Km (R) 1000 980 978 0.4400
39 5/925 Km (R) 1000 987 984 0.4946
40 5/975 Km (R) 1000 989 986 0.4546
TOTAL 18.1866
Ave. 0.4547
1 2 3 4 5 6 7 8 9
1 6/000 Km (L) 1000 977 975 0.5000
2 6/050 Km (L) 1000 978 976 0.4800
3 6/100 Km (L) 1000 972 970 0.6000
4 6/150 Km (L) 1000 974 971 0.7546
5 6/200 Km (L) 1000 972 970 0.6000
6 6/250 Km (L) 1000 964 962 0.7600
7 6/300 Km (L) 1000 983 980 0.5746
8 6/350 Km (L) 1000 981 979 0.4200
9 6/400 Km (L) 1000 979 977 0.4600
10 6/450 Km (L) 1000 980 977 0.6346
11 6/500 Km (L) 1000 973 971 0.5800
12 6/550 Km (L) 1000 986 983 0.5146
13 6/600 Km (L) 1000 979 977 0.4600
14 6/650 Km (L) 1000 979 976 0.6546
15 6/700 Km (L) 1000 965 963 0.7400
16 6/750 Km (L) 1000 976 973 0.7146
17 6/800 Km (L) 1000 980 978 0.4400
18 6/850 Km (L) 1000 975 973 0.5400
19 6/900 Km (L) 1000 979 976 0.6546
20 6/950 Km (L) CLAYEY SUB- 1000 976 973 0.7146
26ºC 14.00
21 6/025 Km (R) GRADE & PI >15 1000 980 978 0.4400
22 6/075 Km (R) 1000 972 970 0.6000
23 6/125 Km (R) 1000 976 973 0.7146
24 6/175 Km (R) 1000 983 980 0.5746
25 6/225 Km (R) 1000 988 985 0.4746
26 6/275 Km (R) 1000 980 978 0.4400
27 6/325 Km (R) 1000 981 979 0.4200
28 6/375 Km (R) 1000 977 975 0.5000
29 6/425 Km (R) 1000 970 968 0.6400
30 6/475 Km (R) 1000 979 976 0.6546
31 6/525 Km (R) 1000 984 981 0.5546
32 6/575 Km (R) 1000 978 976 0.4800
33 6/625 Km (R) 1000 978 975 0.6746
34 6/675 Km (R) 1000 974 972 0.5600
35 6/725 Km (R) 1000 975 973 0.5400
36 6/775 Km (R) 1000 969 967 0.6600
37 6/825 Km (R) 1000 978 975 0.6746
38 6/875 Km (R) 1000 965 963 0.7400
39 6/925 Km (R) 1000 968 967 0.6600
40 6/975 Km (R) 1000 979 977 0.4600
TOTAL 23.2590
Ave. 0.5815
1 2 3 4 5 6 7 8 9
1 7/000 Km (L) 1000 970 968 0.6400
2 7/050 Km (L) 1000 972 970 0.6000
3 7/100 Km (L) 1000 968 965 0.8746
4 7/150 Km (L) 1000 971 968 0.8146
5 7/200 Km (L) 1000 974 972 0.5600
6 7/250 Km (L) 1000 978 976 0.4800
7 7/300 Km (L) 1000 982 979 0.5946
8 7/350 Km (L) 1000 979 976 0.6546
9 7/400 Km (L) 1000 970 967 0.8346
10 7/450 Km (L) 1000 969 967 0.6600
11 7/500 Km (L) 1000 974 972 0.5600
12 7/550 Km (L) 1000 976 973 0.7146
13 7/600 Km (L) 1000 971 969 0.6200
14 7/650 Km (L) 1000 972 969 0.7946
15 7/700 Km (L) 1000 969 967 0.6600
16 7/750 Km (L) 1000 973 970 0.7746
17 7/800 Km (L) 1000 967 965 0.7000
18 7/850 Km (L) 1000 960 958 0.8400
19 7/900 Km (L) 1000 968 965 0.8746
20 7/950 Km (L) CLAYEY SUB- 1000 974 971 0.7546
27ºC 14.20
21 7/025 Km (R) GRADE & PI >15 1000 967 965 0.7000
22 7/075 Km (R) 1000 968 965 0.8746
23 7/125 Km (R) 1000 974 971 0.7546
24 7/175 Km (R) 1000 972 970 0.6000
25 7/225 Km (R) 1000 976 973 0.7146
26 7/275 Km (R) 1000 978 975 0.6746
27 7/325 Km (R) 1000 977 975 0.5000
28 7/375 Km (R) 1000 976 974 0.5200
29 7/425 Km (R) 1000 970 967 0.8346
30 7/475 Km (R) 1000 976 973 0.7146
31 7/525 Km (R) 1000 983 980 0.5746
32 7/575 Km (R) 1000 972 970 0.6000
33 7/625 Km (R) 1000 979 977 0.4600
34 7/675 Km (R) 1000 982 980 0.4000
35 7/725 Km (R) 1000 984 981 0.5546
36 7/775 Km (R) 1000 978 976 0.4800
37 7/825 Km (R) 1000 971 969 0.6200
38 7/875 Km (R) 1000 977 975 0.5000
39 7/925 Km (R) 1000 975 972 0.7346
40 7/975 Km (R) 1000 968 965 0.8746
TOTAL 26.6920
Ave. 0.6673
1 2 3 4 5 6 7 8 9
1 8/000 Km (L) 1000 968 966 0.6800
2 8/050 Km (L) 1000 970 968 0.6400
3 8/100 Km (L) 1000 976 974 0.5200
4 8/150 Km (L) 1000 975 973 0.5400
5 8/200 Km (L) 1000 972 969 0.7946
6 8/250 Km (L) 1000 974 971 0.7546
7 8/300 Km (L) 1000 960 958 0.8400
8 8/350 Km (L) 1000 963 961 0.7800
9 8/400 Km (L) 1000 978 975 0.6746
10 8/450 Km (L) 1000 964 962 0.7600
11 8/500 Km (L) 1000 965 963 0.7400
12 8/550 Km (L) 1000 978 975 0.6746
13 8/600 Km (L) 1000 973 971 0.5800
14 8/650 Km (L) 1000 964 962 0.7600
15 8/700 Km (L) 1000 968 966 0.6800
16 8/750 Km (L) 1000 971 968 0.8146
17 8/800 Km (L) 1000 966 964 0.7200
18 8/850 Km (L) 1000 986 983 0.5146
19 8/900 Km (L) 1000 974 972 0.5600
20 8/950 Km (L) CLAYEY SUB- 1000 979 977 0.4600
26ºC 14.00
21 8/025 Km (R) GRADE & PI >15 1000 973 971 0.5800
22 8/075 Km (R) 1000 975 973 0.5400
23 8/125 Km (R) 1000 976 973 0.7146
24 8/175 Km (R) 1000 973 970 0.7746
25 8/225 Km (R) 1000 958 956 0.8800
26 8/275 Km (R) 1000 972 970 0.6000
27 8/325 Km (R) 1000 974 972 0.5600
28 8/375 Km (R) 1000 989 986 0.4546
29 8/425 Km (R) 1000 974 971 0.7546
30 8/475 Km (R) 1000 976 974 0.5200
31 8/525 Km (R) 1000 969 967 0.6600
32 8/575 Km (R) 1000 977 974 0.6946
33 8/625 Km (R) 1000 966 964 0.7200
34 8/675 Km (R) 1000 965 963 0.7400
35 8/725 Km (R) 1000 968 966 0.6800
36 8/775 Km (R) 1000 979 977 0.4600
37 8/825 Km (R) 1000 977 975 0.5000
38 8/875 Km (R) 1000 985 982 0.5346
39 8/925 Km (R) 1000 986 983 0.5146
40 8/975 Km (R) 1000 978 976 0.4800
TOTAL 25.8498
Ave. 0.6462
1 2 3 4 5 6 7 8 9
1 9/000 Km (L) 1000 969 967 0.6600
2 9/050 Km (L) 1000 970 968 0.6400
3 9/100 Km (L) 1000 973 970 0.7746
4 9/150 Km (L) 1000 959 957 0.8600
5 9/200 Km (L) 1000 976 974 0.5200
6 9/250 Km (L) 1000 975 972 0.7346
7 9/300 Km (L) 1000 977 975 0.5000
8 9/350 Km (L) 1000 965 963 0.7400
9 9/400 Km (L) 1000 973 971 0.5800
10 9/450 Km (L) 1000 981 978 0.6146
11 9/500 Km (L) 1000 978 976 0.4800
12 9/550 Km (L) 1000 969 967 0.6600
13 9/600 Km (L) 1000 971 968 0.8146
14 9/650 Km (L) 1000 975 973 0.5400
15 9/700 Km (L) 1000 968 965 0.8746
16 9/750 Km (L) 1000 972 970 0.6000
17 9/800 Km (L) 1000 974 971 0.7546
18 9/850 Km (L) 1000 958 956 0.8800
19 9/900 Km (L) 1000 974 971 0.7546
20 9/950 Km (L) CLAYEY SUB- 1000 978 976 0.4800
24ºC 13.20
21 9/025 Km (R) GRADE & PI >15 1000 968 966 0.6800
22 9/075 Km (R) 1000 969 967 0.6600
23 9/125 Km (R) 1000 971 969 0.6200
24 9/175 Km (R) 1000 976 974 0.5200
25 9/225 Km (R) 1000 975 973 0.5400
26 9/275 Km (R) 1000 980 977 0.6346
27 9/325 Km (R) 1000 978 975 0.6746
28 9/375 Km (R) 1000 983 980 0.5746
29 9/425 Km (R) 1000 975 973 0.5400
30 9/475 Km (R) 1000 972 970 0.6000
31 9/525 Km (R) 1000 955 953 0.9400
32 9/575 Km (R) 1000 968 965 0.8746
33 9/625 Km (R) 1000 962 960 0.8000
34 9/675 Km (R) 1000 966 963 0.9146
35 9/725 Km (R) 1000 978 975 0.6746
36 9/775 Km (R) 1000 973 971 0.5800
37 9/825 Km (R) 1000 974 972 0.5600
38 9/875 Km (R) 1000 965 963 0.7400
39 9/925 Km (R) 1000 967 965 0.7000
40 9/975 Km (R) 1000 971 969 0.6200
TOTAL 26.9098
Ave. 0.6727
SL NO. Location of Test Points Pavement Type of Soil & PI Moisture Dial Gauge reading Rebound deflection
1 2 3 4 5 6 7 8 9
1 10/000 Km (L) 1000 964 962 0.7600
2 10/050 Km (L) 1000 965 963 0.7400
3 10/100 Km (L) 1000 972 969 0.7946
4 10/150 Km (L) 1000 975 973 0.5400
5 10/200 Km (L) 1000 968 966 0.6800
6 10/250 Km (L) 1000 970 968 0.6400
7 10/300 Km (L) 1000 978 975 0.6746
8 10/350 Km (L) 1000 984 981 0.5546
9 10/400 Km (L) 1000 972 970 0.6000
10 10/450 Km (L) 1000 966 964 0.7200
11 10/500 Km (L) 1000 972 969 0.7946
12 10/550 Km (L) 1000 971 969 0.6200
13 10/600 Km (L) 1000 976 974 0.5200
14 10/650 Km (L) 1000 973 970 0.7746
15 10/700 Km (L) 1000 967 965 0.7000
16 10/750 Km (L) 1000 973 970 0.7746
17 10/800 Km (L) 1000 976 974 0.5200
18 10/850 Km (L) 1000 981 978 0.6146
19 10/900 Km (L) 1000 968 966 0.6800
20 10/950 Km (L) CLAYEY SUB- 1000 981 978 0.6146
23ºC 14.30
21 10/025 Km (R) GRADE & PI >15 1000 970 968 0.6400
22 10/075 Km (R) 1000 981 978 0.6146
23 10/125 Km (R) 1000 978 975 0.6746
24 10/175 Km (R) 1000 966 964 0.7200
25 10/225 Km (R) 1000 984 981 0.5546
26 10/275 Km (R) 1000 977 974 0.6946
27 10/325 Km (R) 1000 975 973 0.5400
28 10/375 Km (R) 1000 983 980 0.5746
29 10/425 Km (R) 1000 967 965 0.7000
30 10/475 Km (R) 1000 974 971 0.7546
31 10/525 Km (R) 1000 970 968 0.6400
32 10/575 Km (R) 1000 983 980 0.5746
33 10/625 Km (R) 1000 976 974 0.5200
34 10/675 Km (R) 1000 978 975 0.6746
35 10/725 Km (R) 1000 975 972 0.7346
36 10/775 Km (R) 1000 969 967 0.6600
37 10/825 Km (R) 1000 977 975 0.5000
38 10/875 Km (R) 1000 970 968 0.6400
39 10/925 Km (R) 1000 972 969 0.7946
40 10/975 Km (R) 1000 974 971 0.7546
TOTAL 26.2774
Ave. 0.6569
1 2 3 4 5 6 7 8 9
1 11/000 Km (L) 1000 966 964 0.7200
2 11/050 Km (L) 1000 958 956 0.8800
3 11/100 Km (L) 1000 961 959 0.8200
4 11/150 Km (L) 1000 970 968 0.6400
5 11/200 Km (L) 1000 967 964 0.8946
6 11/250 Km (L) 1000 967 965 0.7000
7 11/300 Km (L) 1000 969 966 0.8546
8 11/350 Km (L) 1000 955 953 0.9400
9 11/400 Km (L) 1000 960 957 1.0346
10 11/450 Km (L) 1000 965 963 0.7400
11 11/500 Km (L) 1000 970 967 0.8346
12 11/550 Km (L) 1000 962 959 0.9946
13 11/600 Km (L) 1000 950 948 1.0400
14 11/650 Km (L) 1000 972 970 0.6000
15 11/700 Km (L) 1000 965 962 0.9346
16 11/750 Km (L) 1000 966 964 0.7200
17 11/800 Km (L) 1000 958 955 1.0746
18 11/850 Km (L) 1000 965 963 0.7400
19 11/900 Km (L) 1000 965 963 0.7400
20 11/950 Km (L) CLAYEY SUB- 1000 955 952 1.1346
22ºC 14.10
21 11/025 Km (R) GRADE & PI >15 1000 947 945 1.1000
22 11/075 Km (R) 1000 948 946 1.0800
23 11/125 Km (R) 1000 962 960 0.8000
24 11/175 Km (R) 1000 965 963 0.7400
25 11/225 Km (R) 1000 968 965 0.8746
26 11/275 Km (R) 1000 962 960 0.8000
27 11/325 Km (R) 1000 967 964 0.8946
28 11/375 Km (R) 1000 955 953 0.9400
29 11/425 Km (R) 1000 960 958 0.8400
30 11/475 Km (R) 1000 965 962 0.9346
31 11/525 Km (R) 1000 966 964 0.7200
32 11/575 Km (R) 1000 962 960 0.8000
33 11/625 Km (R) 1000 962 960 0.8000
34 11/675 Km (R) 1000 970 967 0.8346
35 11/725 Km (R) 1000 966 964 0.7200
36 11/775 Km (R) 1000 965 963 0.7400
37 11/825 Km (R) 1000 960 957 1.0346
38 11/875 Km (R) 1000 972 969 0.7946
39 11/925 Km (R) 1000 970 968 0.6400
40 11/975 Km (R) 1000 955 952 1.1346
TOTAL 34.2590
Ave. 0.8565
1 2 3 4 5 6 7 8 9
1 12/000 Km (L) 1000 964 962 0.7600
2 12/050 Km (L) 1000 965 963 0.7400
3 12/100 Km (L) 1000 968 965 0.8746
4 12/150 Km (L) 1000 970 968 0.6400
5 12/200 Km (L) 1000 973 970 0.7746
6 12/250 Km (L) 1000 965 962 0.9346
7 12/300 Km (L) 1000 970 968 0.6400
8 12/350 Km (L) 1000 978 975 0.6746
9 12/400 Km (L) 1000 981 978 0.6146
10 12/450 Km (L) 1000 977 974 0.6946
11 12/500 Km (L) 1000 965 963 0.7400
12 12/550 Km (L) 1000 978 975 0.6746
13 12/600 Km (L) 1000 971 968 0.8146
14 12/650 Km (L) 1000 978 975 0.6746
15 12/700 Km (L) 1000 972 970 0.6000
16 12/750 Km (L) 1000 983 980 0.5746
17 12/800 Km (L) 1000 973 970 0.7746
18 12/850 Km (L) 1000 975 973 0.5400
19 12/900 Km (L) 1000 968 965 0.8746
20 12/950 Km (L) CLAYEY SUB- 1000 973 970 0.7746
23ºC 13.90
21 12/025 Km (R) GRADE & PI >15 1000 967 965 0.7000
22 12/075 Km (R) 1000 973 970 0.7746
23 12/125 Km (R) 1000 975 972 0.7346
24 12/175 Km (R) 1000 973 970 0.7746
25 12/225 Km (R) 1000 965 963 0.7400
26 12/275 Km (R) 1000 966 964 0.7200
27 12/325 Km (R) 1000 974 971 0.7546
28 12/375 Km (R) 1000 967 964 0.8946
29 12/425 Km (R) 1000 962 960 0.8000
30 12/475 Km (R) 1000 969 966 0.8546
31 12/525 Km (R) 1000 974 971 0.7546
32 12/575 Km (R) 1000 977 974 0.6946
33 12/625 Km (R) 1000 979 976 0.6546
34 12/675 Km (R) 1000 983 980 0.5746
35 12/725 Km (R) 1000 976 974 0.5200
36 12/775 Km (R) 1000 974 972 0.5600
37 12/825 Km (R) 1000 978 975 0.6746
38 12/875 Km (R) 1000 969 966 0.8546
39 12/925 Km (R) 1000 973 970 0.7746
40 12/975 Km (R) 1000 969 966 0.8546
TOTAL 29.0542
Ave. 0.7264
1 2 3 4 5 6 7 8 9
1 13/000 Km (L) 1000 976 975 0.5000
2 13/050 Km (L) 1000 978 975 0.6746
3 13/100 Km (L)
4 13/150 Km (L) 1000 968 965 0.8746
5 13/200 Km (L) 1000 972 969 0.7946
6 13/250 Km (L) 1000 970 968 0.6400
7 13/300 Km (L) 1000 977 975 0.5000
8 13/350 Km (L) 1000 970 967 0.8346
9 13/400 Km (L) 1000 969 967 0.6600
10 13/450 Km (L) 1000 970 967 0.8346
11 13/500 Km (L) 1000 966 964 0.7200
12 13/550 Km (L) 1000 974 971 0.7546
13 13/600 Km (L) 1000 973 970 0.7746
14 13/650 Km (L) 1000 965 963 0.7400
15 13/700 Km (L) 1000 971 969 0.6200
16 13/750 Km (L) 1000 984 981 0.5546
17 13/800 Km (L) 1000 971 969 0.6200
18 13/850 Km (L) 1000 978 975 0.6746
19 13/900 Km (L) 1000 974 971 0.7546
20 13/950 Km (L) CLAYEY SUB- 1000 977 975 0.5000
23ºC 13.80
21 13/025 Km (R) GRADE & PI >15 1000 978 976 0.4800
22 13/075 Km (R) 1000 970 968 0.6400
23 13/125 Km (R)
24 13/175 Km (R) 1000 970 968 0.6400
25 13/225 Km (R) 1000 969 966 0.8546
26 13/275 Km (R) 1000 972 970 0.6000
27 13/325 Km (R) 1000 978 975 0.6746
28 13/375 Km (R) 1000 966 963 0.9146
29 13/425 Km (R) 1000 960 958 0.8400
30 13/475 Km (R) 1000 972 970 0.6000
31 13/525 Km (R) 1000 975 972 0.7346
32 13/575 Km (R) 1000 962 960 0.8000
33 13/625 Km (R) 1000 974 971 0.7546
34 13/675 Km (R) 1000 973 971 0.5800
35 13/725 Km (R) 1000 977 975 0.5000
36 13/775 Km (R) 1000 961 959 0.8200
37 13/825 Km (R) 1000 964 962 0.7600
38 13/875 Km (R) 1000 979 976 0.6546
39 13/925 Km (R) 1000 975 973 0.5400
40 13/975 Km (R) 1000 968 965 0.8746
TOTAL 26.2882
Ave. 0.6918
1 2 3 4 5 6 7 8 9
1 14/000 Km (L) 1000 978 976 0.4800
2 14/050 Km (L) 1000 979 977 0.4600
3 14/100 Km (L) 1000 972 970 0.6000
4 14/150 Km (L) 1000 965 963 0.7400
5 14/200 Km (L) 1000 968 965 0.8746
6 14/250 Km (L) 1000 975 973 0.5400
7 14/300 Km (L) 1000 969 966 0.8546
8 14/350 Km (L) 1000 975 973 0.5400
9 14/400 Km (L) 1000 980 977 0.6346
10 14/450 Km (L) 1000 984 981 0.5546
11 14/500 Km (L) 1000 976 973 0.7146
12 14/550 Km (L) 1000 973 970 0.7746
13 14/600 Km (L) 1000 967 965 0.7000
14 14/650 Km (L) 1000 970 967 0.8346
15 14/700 Km (L) 1000 972 970 0.6000
16 14/750 Km (L) 1000 978 976 0.4800
17 14/800 Km (L) 1000 969 966 0.8546
18 14/850 Km (L) 1000 968 966 0.6800
19 14/900 Km (L) 1000 964 962 0.7600
20 14/950 Km (L) CLAYEY SUB-
24ºC 14.30
21 14/025 Km (R) GRADE & PI >15 1000 974 972 0.5600
22 14/075 Km (R) 1000 975 973 0.5400
23 14/125 Km (R) 1000 968 965 0.8746
24 14/175 Km (R) 1000 986 983 0.5146
25 14/225 Km (R) 1000 974 972 0.5600
26 14/275 Km (R) 1000 969 967 0.6600
27 14/325 Km (R) 1000 968 965 0.8746
28 14/375 Km (R) 1000 968 966 0.6800
29 14/425 Km (R) 1000 971 969 0.6200
30 14/475 Km (R) 1000 978 976 0.4800
31 14/525 Km (R) 1000 983 980 0.5746
32 14/575 Km (R) 1000 977 975 0.5000
33 14/625 Km (R) 1000 972 970 0.6000
34 14/675 Km (R) 1000 967 965 0.7000
35 14/725 Km (R) 1000 959 957 0.8600
36 14/775 Km (R) 1000 961 959 0.8200
37 14/825 Km (R) 1000 960 958 0.8400
38 14/875 Km (R) 1000 979 976 0.6546
39 14/925 Km (R) 1000 975 973 0.5400
40 14/975 Km (R)
TOTAL 25.1298
Ave. 0.6613
1 2 3 4 5 6 7 8 9
1 15/000 Km (L) 1000 972 970 0.6000
2 15/050 Km (L) 1000 970 968 0.6400
3 15/100 Km (L) 1000 967 965 0.7000
4 15/150 Km (L) 1000 974 971 0.7546
5 15/200 Km (L) 1000 965 963 0.7400
6 15/250 Km (L) 1000 970 968 0.6400
7 15/300 Km (L) 1000 974 971 0.7546
8 15/350 Km (L) 1000 983 980 0.5746
9 15/400 Km (L) 1000 980 978 0.4400
10 15/450 Km (L) 1000 978 976 0.4800
11 15/500 Km (L) 1000 975 972 0.7346
12 15/550 Km (L) 1000 980 977 0.6346
13 15/600 Km (L) 1000 967 965 0.7000
14 15/650 Km (L) 1000 981 978 0.6146
15 15/700 Km (L) 1000 970 968 0.6400
16 15/750 Km (L) 1000 973 970 0.7746
17 15/800 Km (L) 1000 975 973 0.5400
18 15/850 Km (L) 1000 979 977 0.4600
19 15/900 Km (L) 1000 982 979 0.5946
20 15/950 Km (L) CLAYEY SUB- 1000 976 974 0.5200
25ºC 14.50
21 15/025 Km (R) GRADE & PI >15 1000 968 966 0.6800
22 15/075 Km (R) 1000 974 971 0.7546
23 15/125 Km (R) 1000 961 959 0.8200
24 15/175 Km (R) 1000 978 975 0.6746
25 15/225 Km (R) 1000 970 967 0.8346
26 15/275 Km (R) 1000 973 970 0.7746
27 15/325 Km (R) 1000 978 976 0.4800
28 15/375 Km (R) 1000 976 974 0.5200
29 15/425 Km (R) 1000 975 973 0.5400
30 15/475 Km (R) 1000 979 977 0.4600
31 15/525 Km (R) 1000 987 984 0.4946
32 15/575 Km (R) 1000 974 972 0.5600
33 15/625 Km (R) 1000 986 983 0.5146
34 15/675 Km (R) 1000 972 970 0.6000
35 15/725 Km (R) 1000 978 976 0.4800
36 15/775 Km (R) 1000 974 971 0.7546
37 15/825 Km (R) 1000 970 967 0.8346
38 15/875 Km (R) 1000 974 971 0.7546
39 15/925 Km (R) 1000 970 967 0.8346
40 15/975 Km (R) 1000 967 965 0.7000
TOTAL 25.6028
Ave. 0.6401
Is to be applied : No
1 2 3 4 5 6 7 8 9
1 16/000 Km (L) 1000 966 964 0.7200
2 16/050 Km (L) 1000 965 962 0.9346
3 16/100 Km (L) 1000 966 964 0.7200
4 16/150 Km (L) 1000 970 968 0.6400
5 16/200 Km (L) 1000 972 969 0.7946
6 16/250 Km (L) 1000 962 960 0.8000
7 16/300 Km (L) 1000 965 963 0.7400
8 16/350 Km (L) 1000 971 968 0.8146
9 16/400 Km (L) 1000 970 968 0.6400
10 16/450 Km (L) 1000 959 957 0.8600
11 16/500 Km (L) 1000 970 968 0.6400
12 16/550 Km (L) 1000 968 965 0.8746
13 16/600 Km (L) 1000 967 964 0.8946
14 16/650 Km (L) 1000 968 965 0.8746
15 16/700 Km (L) 1000 965 963 0.7400
16 16/750 Km (L) 1000 966 964 0.7200
17 16/800 Km (L) 1000 971 969 0.6200
18 16/850 Km (L) 1000 965 963 0.7400
19 16/900 Km (L) 1000 966 963 0.9146
20 16/950 Km (L) CLAYEY SUB- 1000 970 967 0.8346
26ºC 13.50
21 16/025 Km (R) GRADE & PI >15 1000 971 969 0.6200
22 16/075 Km (R) 1000 972 970 0.6000
23 16/125 Km (R) 1000 970 967 0.8346
24 16/175 Km (R) 1000 965 963 0.7400
25 16/225 Km (R) 1000 966 964 0.7200
26 16/275 Km (R) 1000 970 968 0.6400
27 16/325 Km (R) 1000 960 957 1.0346
28 16/375 Km (R) 1000 965 963 0.7400
29 16/425 Km (R) 1000 964 961 0.9546
30 16/475 Km (R) 1000 960 958 0.8400
31 16/525 Km (R) 1000 970 967 0.8346
32 16/575 Km (R) 1000 966 964 0.7200
33 16/625 Km (R) 1000 970 967 0.8346
34 16/675 Km (R) 1000 966 964 0.7200
35 16/725 Km (R) 1000 959 957 0.8600
36 16/775 Km (R) 1000 959 956 1.0546
37 16/825 Km (R) 1000 966 964 0.7200
38 16/875 Km (R) 1000 970 968 0.6400
39 16/925 Km (R) 1000 967 964 0.8946
40 16/975 Km (R) 1000 965 962 0.9346
TOTAL 31.4536
Ave. 0.7863
1 2 3 4 5 6 7 8 9
1 17/000 Km (L) 1000 975 973 0.5400
2 17/050 Km (L) 1000 977 974 0.6946
3 17/100 Km (L) 1000 971 969 0.6200
4 17/150 Km (L) 1000 965 963 0.7400
5 17/200 Km (L) 1000 967 964 0.8946
6 17/250 Km (L) 1000 970 967 0.8346
7 17/300 Km (L) 1000 972 970 0.6000
8 17/350 Km (L) 1000 970 968 0.6400
9 17/400 Km (L) 1000 966 963 0.9146
10 17/450 Km (L) 1000 959 957 0.8600
11 17/500 Km (L) 1000 960 958 0.8400
12 17/550 Km (L) 1000 966 963 0.9146
13 17/600 Km (L) 1000 970 968 0.6400
14 17/650 Km (L) 1000 966 964 0.7200
15 17/700 Km (L) 1000 959 957 0.8600
16 17/750 Km (L) 1000 961 959 0.8200
17 17/800 Km (L) 1000 970 968 0.6400
18 17/850 Km (L) 1000 970 967 0.8346
19 17/900 Km (L) 1000 965 963 0.7400
20 17/950 Km (L) CLAYEY SUB- 1000 967 965 0.7000
26ºC 13.90
21 17/025 Km (R) GRADE & PI >15 1000 968 966 0.6800
22 17/075 Km (R) 1000 970 967 0.8346
23 17/125 Km (R) 1000 972 970 0.6000
24 17/175 Km (R) 1000 965 963 0.7400
25 17/225 Km (R) 1000 966 963 0.9146
26 17/275 Km (R) 1000 971 969 0.6200
27 17/325 Km (R) 1000 967 964 0.8946
28 17/375 Km (R) 1000 968 966 0.6800
29 17/425 Km (R) 1000 966 965 0.7000
30 17/475 Km (R) 1000 968 965 0.8746
31 17/525 Km (R) 1000 970 968 0.6400
32 17/575 Km (R) 1000 971 969 0.6200
33 17/625 Km (R) 1000 965 962 0.9346
34 17/675 Km (R) 1000 966 964 0.7200
35 17/725 Km (R) 1000 965 963 0.7400
36 17/775 Km (R) 1000 969 967 0.6600
37 17/825 Km (R) 1000 967 965 0.7000
38 17/875 Km (R) 1000 970 967 0.8346
39 17/925 Km (R) 1000 971 969 0.6200
40 17/975 Km (R) 1000 966 963 0.9146
TOTAL 29.9698
Ave. 0.7492
1 2 3 4 5 6 7 8 9
1 18/000 Km (L) 1000 964 962 0.7600
2 18/050 Km (L) 1000 965 963 0.7400
3 18/100 Km (L) 1000 968 965 0.8746
4 18/150 Km (L) 1000 970 967 0.8346
5 18/200 Km (L) 1000 959 957 0.8600
6 18/250 Km (L) 1000 962 959 0.9946
7 18/300 Km (L) 1000 969 967 0.6600
8 18/350 Km (L) 1000 971 969 0.6200
9 18/400 Km (L) 1000 973 971 0.5800
10 18/450 Km (L) 1000 960 958 0.8400
11 18/500 Km (L) 1000 966 963 0.9146
12 18/550 Km (L) 1000 975 973 0.5400
13 18/600 Km (L) 1000 974 972 0.5600
14 18/650 Km (L) 1000 980 977 0.6346
15 18/700 Km (L) 1000 963 961 0.7800
16 18/750 Km (L) 1000 959 957 0.8600
17 18/800 Km (L) 1000 968 965 0.8746
18 18/850 Km (L) 1000 965 962 0.9346
19 18/900 Km (L) 1000 968 965 0.8746
20 18/950 Km (L) CLAYEY SUB- 1000 957 955 0.9000
27ºC 14.20
21 18/025 Km (R) GRADE & PI >15 1000 955 953 0.9400
22 18/075 Km (R) 1000 952 950 1.0000
23 18/125 Km (R) 1000 961 959 0.8200
24 18/175 Km (R) 1000 967 964 0.8946
25 18/225 Km (R) 1000 955 953 0.9400
26 18/275 Km (R) 1000 970 968 0.6400
27 18/325 Km (R) 1000 969 967 0.6600
28 18/375 Km (R) 1000 965 963 0.7400
29 18/425 Km (R) 1000 973 970 0.7746
30 18/475 Km (R) 1000 983 980 0.5746
31 18/525 Km (R) 1000 973 971 0.5800
32 18/575 Km (R) 1000 964 962 0.7600
33 18/625 Km (R) 1000 972 970 0.6000
34 18/675 Km (R) 1000 966 963 0.9146
35 18/725 Km (R) 1000 972 970 0.6000
36 18/775 Km (R) 1000 959 957 0.8600
37 18/825 Km (R) 1000 967 965 0.7000
38 18/875 Km (R) 1000 961 959 0.8200
39 18/925 Km (R) 1000 958 956 0.8800
40 18/975 Km (R) 1000 960 957 1.0346
TOTAL 31.3698
Ave. 0.7842
1 2 3 4 5 6 7 8 9
1 19/000 Km (L) 1000 957 955 0.9000
2 19/050 Km (L) 1000 958 956 0.8800
3 19/100 Km (L) 1000 965 963 0.7400
4 19/150 Km (L) 1000 966 964 0.7200
5 19/200 Km (L) 1000 970 968 0.6400
6 19/250 Km (L) 1000 965 962 0.9346
7 19/300 Km (L) 1000 967 965 0.7000
8 19/350 Km (L) 1000 968 966 0.6800
9 19/400 Km (L) 1000 968 966 0.6800
10 19/450 Km (L) 1000 971 968 0.8146
11 19/500 Km (L) 1000 970 968 0.6400
12 19/550 Km (L) 1000 968 966 0.6800
13 19/600 Km (L) 1000 972 969 0.7946
14 19/650 Km (L) 1000 970 968 0.6400
15 19/700 Km (L) 1000 966 964 0.7200
16 19/750 Km (L) 1000 967 965 0.7000
17 19/800 Km (L) 1000 957 955 0.9000
18 19/850 Km (L) 1000 960 958 0.8400
19 19/900 Km (L) 1000 970 967 0.8346
20 19/950 Km (L) CLAYEY SUB- 1000 965 962 0.9346
26ºC 13.80
21 19/025 Km (R) GRADE & PI >15 1000 965 963 0.7400
22 19/075 Km (R) 1000 966 964 0.7200
23 19/125 Km (R) 1000 970 967 0.8346
24 19/175 Km (R) 1000 969 967 0.6600
25 19/225 Km (R) 1000 968 966 0.6800
26 19/275 Km (R) 1000 960 958 0.8400
27 19/325 Km (R) 1000 967 964 0.8946
28 19/375 Km (R) 1000 970 968 0.6400
29 19/425 Km (R) 1000 969 967 0.6600
30 19/475 Km (R) 1000 966 963 0.9146
31 19/525 Km (R) 1000 965 963 0.7400
32 19/575 Km (R) 1000 966 963 0.9146
33 19/625 Km (R) 1000 970 968 0.6400
34 19/675 Km (R) 1000 967 965 0.7000
35 19/725 Km (R) 1000 968 965 0.8746
36 19/775 Km (R) 1000 970 968 0.6400
37 19/825 Km (R) 1000 971 969 0.6200
38 19/875 Km (R) 1000 970 967 0.8346
39 19/925 Km (R) 1000 965 963 0.7400
40 19/975 Km (R) 1000 967 965 0.7000
TOTAL 30.3606
Ave. 0.7590
1 2 3 4 5 6 7 8 9
1 20/000 Km (L) 1000 960 958 0.8400
2 20/050 Km (L) 1000 962 960 0.8000
3 20/100 Km (L) 1000 959 957 0.8600
4 20/150 Km (L) 1000 970 967 0.8346
5 20/200 Km (L) 1000 968 966 0.6800
6 20/250 Km (L) 1000 972 969 0.7946
7 20/300 Km (L) 1000 982 979 0.5946
8 20/350 Km (L) 1000 971 969 0.6200
9 20/400 Km (L) 1000 960 958 0.8400
10 20/450 Km (L) 1000 974 971 0.7546
11 20/500 Km (L) 1000 972 970 0.6000
12 20/550 Km (L) 1000 963 960 0.9746
13 20/600 Km (L) 1000 967 965 0.7000
14 20/650 Km (L) 1000 963 960 0.9746
15 20/700 Km (L) 1000 962 960 0.8000
16 20/750 Km (L) 1000 973 970 0.7746
17 20/800 Km (L) 1000 967 965 0.7000
18 20/850 Km (L) 1000 958 956 0.8800
19 20/900 Km (L) 1000 952 950 1.0000
20 20/950 Km (L) CLAYEY SUB- 1000 956 954 0.9200
24ºC 14.10
21 20/025 Km (R) GRADE & PI >15 1000 962 960 0.8000
22 20/075 Km (R) 1000 964 961 0.9546
23 20/125 Km (R) 1000 966 963 0.9146
24 20/175 Km (R) 1000 968 967 0.6600
25 20/225 Km (R) 1000 964 961 0.9546
26 20/275 Km (R) 1000 974 971 0.7546
27 20/325 Km (R) 1000 968 966 0.6800
28 20/375 Km (R) 1000 970 968 0.6400
29 20/425 Km (R) 1000 965 963 0.7400
30 20/475 Km (R) 1000 968 965 0.8746
31 20/525 Km (R) 1000 971 969 0.6200
32 20/575 Km (R) 1000 962 960 0.8000
33 20/625 Km (R) 1000 968 965 0.8746
34 20/675 Km (R) 1000 965 963 0.7400
35 20/725 Km (R) 1000 974 971 0.7546
36 20/775 Km (R) 1000 978 975 0.6746
37 20/825 Km (R) 1000 970 968 0.6400
38 20/875 Km (R) 1000 964 961 0.9546
39 20/925 Km (R) 1000 960 958 0.8400
40 20/975 Km (R) 1000 967 965 0.7000
TOTAL 31.5136
Ave. 0.7878
1 2 3 4 5 6 7 8 9
1 21/000 Km (L) 1000 968 966 0.6800
2 21/050 Km (L) 1000 970 968 0.6400
3 21/100 Km (L) 1000 971 969 0.6200
4 21/150 Km (L) 1000 966 964 0.7200
5 21/200 Km (L) 1000 967 965 0.7000
6 21/250 Km (L) 1000 970 968 0.6400
7 21/300 Km (L) 1000 972 970 0.6000
8 21/350 Km (L) 1000 967 965 0.7000
9 21/400 Km (L) 1000 965 963 0.7400
10 21/450 Km (L) 1000 960 958 0.8400
11 21/500 Km (L) 1000 962 960 0.8000
12 21/550 Km (L) 1000 970 967 0.8346
13 21/600 Km (L) 1000 965 963 0.7400
14 21/650 Km (L) 1000 967 965 0.7000
15 21/700 Km (L) 1000 967 965 0.7000
16 21/750 Km (L) 1000 970 968 0.6400
17 21/800 Km (L) 1000 968 966 0.6800
18 21/850 Km (L) 1000 969 967 0.6600
19 21/900 Km (L) 1000 965 963 0.7400
20 21/950 Km (L) CLAYEY SUB- 1000 965 963 0.7400
23ºC 14.00
21 21/025 Km (R) GRADE & PI >15 1000 964 962 0.7600
22 21/075 Km (R) 1000 966 963 0.9146
23 21/125 Km (R) 1000 967 965 0.7000
24 21/175 Km (R) 1000 970 968 0.6400
25 21/225 Km (R) 1000 967 964 0.8946
26 21/275 Km (R) 1000 968 965 0.8746
27 21/325 Km (R) 1000 970 968 0.6400
28 21/375 Km (R) 1000 972 969 0.7946
29 21/425 Km (R) 1000 966 963 0.9146
30 21/475 Km (R) 1000 972 970 0.6000
31 21/525 Km (R) 1000 970 968 0.6400
32 21/575 Km (R) 1000 967 965 0.7000
33 21/625 Km (R) 1000 965 963 0.7400
34 21/675 Km (R) 1000 965 962 0.9346
35 21/725 Km (R) 1000 961 959 0.8200
36 21/775 Km (R) 1000 966 963 0.9146
37 21/825 Km (R) 1000 967 965 0.7000
38 21/875 Km (R) 1000 961 959 0.8200
39 21/925 Km (R) 1000 965 963 0.7400
40 21/975 Km (R) 1000 966 963 0.9146
TOTAL 29.7714
Ave. 0.7443
1 2 3 4 5 6 7 8 9
1 22/000 Km (L) 1000 970 968 0.6400
2 22/050 Km (L) 1000 975 973 0.5400
3 22/100 Km (L) 1000 971 969 0.6200
4 22/150 Km (L) 1000 974 972 0.5600
5 22/200 Km (L) 1000 970 968 0.6400
6 22/250 Km (L) 1000 968 966 0.6800
7 22/300 Km (L) 1000 965 963 0.7400
8 22/350 Km (L) 1000 963 960 0.9746
9 22/400 Km (L) 1000 958 956 0.8800
10 22/450 Km (L) 1000 955 953 0.9400
11 22/500 Km (L) 1000 956 954 0.9200
12 22/550 Km (L) 1000 956 954 0.9200
13 22/600 Km (L) 1000 965 962 0.9346
14 22/650 Km (L) 1000 963 961 0.7800
15 22/700 Km (L) 1000 967 965 0.7000
16 22/750 Km (L) 1000 973 970 0.7746
17 22/800 Km (L) 1000 973 971 0.5800
18 22/850 Km (L) 1000 970 968 0.6400
19 22/900 Km (L) 1000 969 967 0.6600
20 22/950 Km (L) CLAYEY SUB- 1000 978 975 0.6746
22ºC 13.80
21 22/025 Km (R) GRADE & PI >15 1000 972 970 0.6000
22 22/075 Km (R) 1000 973 970 0.7746
23 22/125 Km (R) 1000 970 967 0.8346
24 22/175 Km (R) 1000 968 966 0.6800
25 22/225 Km (R) 1000 965 963 0.7400
26 22/275 Km (R) 1000 970 967 0.8346
27 22/325 Km (R) 1000 957 955 0.9000
28 22/375 Km (R) 1000 961 959 0.8200
29 22/425 Km (R) 1000 958 956 0.8800
30 22/475 Km (R) 1000 964 961 0.9546
31 22/525 Km (R) 1000 955 953 0.9400
32 22/575 Km (R) 1000 957 955 0.9000
33 22/625 Km (R) 1000 955 953 0.9400
34 22/675 Km (R) 1000 960 958 0.8400
35 22/725 Km (R) 1000 967 965 0.7000
36 22/775 Km (R) 1000 971 969 0.6200
37 22/825 Km (R) 1000 975 973 0.5400
38 22/875 Km (R) 1000 970 968 0.6400
39 22/925 Km (R) 1000 972 970 0.6000
40 22/975 Km (R) 1000 970 968 0.6400
TOTAL 30.1768
Ave. 0.7544
1 2 3 4 5 6 7 8 9
1 23/000 Km (L) 1000 953 951 0.9800
2 23/050 Km (L) 1000 955 953 0.9400
3 23/100 Km (L) 1000 959 956 1.0546
4 23/150 Km (L) 1000 965 963 0.7400
5 23/200 Km (L) 1000 965 963 0.7400
6 23/250 Km (L) 1000 968 966 0.6800
7 23/300 Km (L) 1000 969 967 0.6600
8 23/350 Km (L) 1000 960 957 1.0346
9 23/400 Km (L) 1000 954 952 0.9600
10 23/450 Km (L) 1000 974 972 0.5600
11 23/500 Km (L) 1000 967 965 0.7000
12 23/550 Km (L) 1000 971 969 0.6200
13 23/600 Km (L) 1000 968 965 0.8746
14 23/650 Km (L) 1000 972 970 0.6000
15 23/700 Km (L) 1000 978 975 0.6746
16 23/750 Km (L) 1000 950 948 1.0400
17 23/800 Km (L) 1000 965 962 0.9346
18 23/850 Km (L) 1000 951 949 1.0200
19 23/900 Km (L) 1000 966 963 0.9146
20 23/950 Km (L) CLAYEY SUB- 1000 962 960 0.8000
21ºC 13.80
21 23/025 Km (R) GRADE & PI >15 1000 963 961 0.7800
22 23/075 Km (R) 1000 964 962 0.7600
23 23/125 Km (R) 1000 975 973 0.5400
24 23/175 Km (R) 1000 968 966 0.6800
25 23/225 Km (R) 1000 971 969 0.6200
26 23/275 Km (R) 1000 974 972 0.5600
27 23/325 Km (R) 1000 969 967 0.6600
28 23/375 Km (R) 1000 966 963 0.9146
29 23/425 Km (R) 1000 970 968 0.6400
30 23/475 Km (R) 1000 978 975 0.6746
31 23/525 Km (R) 1000 975 972 0.7346
32 23/575 Km (R) 1000 968 966 0.6800
33 23/625 Km (R) 1000 972 970 0.6000
34 23/675 Km (R) 1000 961 959 0.8200
35 23/725 Km (R) 1000 958 956 0.8800
36 23/775 Km (R) 1000 950 948 1.0400
37 23/825 Km (R) 1000 962 959 0.9946
38 23/875 Km (R) 1000 962 959 0.9946
39 23/925 Km (R) 1000 957 955 0.9000
40 23/975 Km (R) 1000 960 958 0.8400
TOTAL 31.8406
Ave. 0.7960
1 2 3 4 5 6 7 8 9
1 24/000 Km (L) 1000 964 962 0.7600
2 24/050 Km (L) 1000 965 963 0.7400
3 24/100 Km (L) 1000 955 953 0.9400
4 24/150 Km (L) 1000 957 955 0.9000
5 24/200 Km (L) 1000 960 958 0.8400
6 24/250 Km (L) 1000 967 964 0.8946
7 24/300 Km (L) 1000 966 964 0.7200
8 24/350 Km (L) 1000 965 963 0.7400
9 24/400 Km (L) 1000 970 968 0.6400
10 24/450 Km (L) 1000 968 966 0.6800
11 24/500 Km (L) 1000 965 962 0.9346
12 24/550 Km (L) 1000 969 967 0.6600
13 24/600 Km (L) 1000 968 966 0.6800
14 24/650 Km (L) 1000 970 968 0.6400
15 24/700 Km (L) 1000 965 963 0.7400
16 24/750 Km (L) 1000 955 953 0.9400
17 24/800 Km (L) 1000 961 958 1.0146
18 24/850 Km (L) 1000 962 960 0.8000
19 24/900 Km (L) 1000 965 963 0.7400
20 24/950 Km (L) CLAYEY SUB- 1000 957 955 0.9000
23ºC 14.00
21 24/025 Km (R) GRADE & PI >15 1000 956 954 0.9200
22 24/075 Km (R) 1000 955 953 0.9400
23 24/125 Km (R) 1000 958 956 0.8800
24 24/175 Km (R) 1000 957 955 0.9000
25 24/225 Km (R) 1000 967 965 0.7000
26 24/275 Km (R) 1000 970 968 0.6400
27 24/325 Km (R) 1000 967 965 0.7000
28 24/375 Km (R) 1000 966 964 0.7200
29 24/425 Km (R) 1000 957 955 0.9000
30 24/475 Km (R) 1000 959 956 1.0546
31 24/525 Km (R) 1000 960 958 0.8400
32 24/575 Km (R) 1000 961 959 0.8200
33 24/625 Km (R) 1000 960 958 0.8400
34 24/675 Km (R) 1000 956 954 0.9200
35 24/725 Km (R) 1000 957 955 0.9000
36 24/775 Km (R) 1000 966 964 0.7200
37 24/825 Km (R) 1000 960 958 0.8400
38 24/875 Km (R) 1000 965 963 0.7400
39 24/925 Km (R) 1000 968 966 0.6800
40 24/975 Km (R) 1000 965 962 0.9346
TOTAL 32.4930
Ave. 0.8123
1 2 3 4 5 6 7 8 9
1 25/000 Km (L) 1000 964 962 0.7600
2 25/050 Km (L) 1000 965 963 0.7400
3 25/100 Km (L) 1000 968 966 0.6800
4 25/150 Km (L) 1000 973 970 0.7746
5 25/200 Km (L) 1000 970 968 0.6400
6 25/250 Km (L) 1000 963 961 0.7800
7 25/300 Km (L) 1000 968 966 0.6800
8 25/350 Km (L) 1000 971 969 0.6200
9 25/400 Km (L) 1000 983 980 0.5746
10 25/450 Km (L) 1000 973 971 0.5800
11 25/500 Km (L) 1000 973 971 0.5800
12 25/550 Km (L) 1000 970 968 0.6400
13 25/600 Km (L) 1000 965 963 0.7400
14 25/650 Km (L) 1000 973 970 0.7746
15 25/700 Km (L) 1000 965 963 0.7400
16 25/750 Km (L) 1000 968 966 0.6800
17 25/800 Km (L) 1000 970 968 0.6400
18 25/850 Km (L) 1000 965 963 0.7400
19 25/900 Km (L) 1000 968 966 0.6800
20 25/950 Km (L) CLAYEY SUB- 1000 972 970 0.6000
24ºC 14.00
21 25/025 Km (R) GRADE & PI >15 1000 967 965 0.7000
22 25/075 Km (R) 1000 978 975 0.6746
23 25/125 Km (R) 1000 978 975 0.6746
24 25/175 Km (R) 1000 971 969 0.6200
25 25/225 Km (R) 1000 967 965 0.7000
26 25/275 Km (R) 1000 965 963 0.7400
27 25/325 Km (R) 1000 983 980 0.5746
28 25/375 Km (R) 1000 966 964 0.7200
29 25/425 Km (R) 1000 970 968 0.6400
30 25/475 Km (R) 1000 975 973 0.5400
31 25/525 Km (R) 1000 968 966 0.6800
32 25/575 Km (R) 1000 971 969 0.6200
33 25/625 Km (R) 1000 974 972 0.5600
34 25/675 Km (R) 1000 975 973 0.5400
35 25/725 Km (R) 1000 973 971 0.5800
36 25/775 Km (R) 1000 971 969 0.6200
37 25/825 Km (R) 1000 973 971 0.5800
38 25/875 Km (R) 1000 975 973 0.5400
39 25/925 Km (R) 1000 983 980 0.5746
40 25/975 Km (R) 1000 971 969 0.6200
TOTAL 26.1422
Ave. 0.6536
1 2 3 4 5 6 7 8 9
1 26/000 Km (L) 1000 970 968 0.6400
2 26/050 Km (L) 1000 972 970 0.6000
3 26/100 Km (L) 1000 968 966 0.6800
4 26/150 Km (L) 1000 965 963 0.7400
5 26/200 Km (L) 1000 962 960 0.8000
6 26/250 Km (L) 1000 958 956 0.8800
7 26/300 Km (L) 1000 970 968 0.6400
8 26/350 Km (L) 1000 975 972 0.7346
9 26/400 Km (L) 1000 967 965 0.7000
10 26/450 Km (L) 1000 960 958 0.8400
11 26/500 Km (L) 1000 956 954 0.9200
12 26/550 Km (L) 1000 963 960 0.9746
13 26/600 Km (L) 1000 972 970 0.6000
14 26/650 Km (L) 1000 976 973 0.7146
15 26/700 Km (L) 1000 973 971 0.5800
16 26/750 Km (L) 1000 966 964 0.7200
17 26/800 Km (L) 1000 958 956 0.8800
18 26/850 Km (L) 1000 962 960 0.8000
19 26/900 Km (L) 1000 968 966 0.6800
20 26/950 Km (L) CLAYEY SUB- 1000 970 968 0.6400
25ºC 13.70
21 26/025 Km (R) GRADE & PI >15 1000 964 962 0.7600
22 26/075 Km (R) 1000 965 962 0.9346
23 26/125 Km (R) 1000 972 970 0.6000
24 26/175 Km (R) 1000 976 974 0.5200
25 26/225 Km (R) 1000 973 970 0.7746
26 26/275 Km (R) 1000 960 958 0.8400
27 26/325 Km (R) 1000 956 954 0.9200
28 26/375 Km (R) 1000 958 956 0.8800
29 26/425 Km (R) 1000 963 960 0.9746
30 26/475 Km (R) 1000 967 965 0.7000
31 26/525 Km (R) 1000 977 975 0.5000
32 26/575 Km (R) 1000 964 961 0.9546
33 26/625 Km (R) 1000 969 967 0.6600
34 26/675 Km (R) 1000 962 959 0.9946
35 26/725 Km (R) 1000 962 960 0.8000
36 26/775 Km (R) 1000 964 962 0.7600
37 26/825 Km (R) 1000 973 971 0.5800
38 26/875 Km (R) 1000 976 973 0.7146
39 26/925 Km (R) 1000 965 963 0.7400
40 26/975 Km (R) 1000 973 970 0.7746
TOTAL 30.1460
Ave. 0.7537
1 2 3 4 5 6 7 8 9
1 27/000 Km (L) 1000 964 962 0.7600
2 27/050 Km (L) 1000 966 964 0.7200
3 27/100 Km (L) 1000 965 963 0.7400
4 27/150 Km (L) 1000 968 966 0.6800
5 27/200 Km (L) 1000 967 964 0.8946
6 27/250 Km (L) 1000 957 955 0.9000
7 27/300 Km (L) 1000 958 956 0.8800
8 27/350 Km (L) 1000 960 958 0.8400
9 27/400 Km (L) 1000 961 959 0.8200
10 27/450 Km (L) 1000 962 960 0.8000
11 27/500 Km (L) 1000 964 962 0.7600
12 27/550 Km (L) 1000 963 960 0.9746
13 27/600 Km (L) 1000 957 955 0.9000
14 27/650 Km (L) 1000 961 959 0.8200
15 27/700 Km (L) 1000 960 958 0.8400
16 27/750 Km (L) 1000 966 964 0.7200
17 27/800 Km (L) 1000 962 960 0.8000
18 27/850 Km (L) 1000 964 962 0.7600
19 27/900 Km (L) 1000 966 964 0.7200
20 27/950 Km (L) CLAYEY SUB- 1000 967 964 0.8946
25ºC 13.90
21 27/025 Km (R) GRADE & PI >15 1000 965 963 0.7400
22 27/075 Km (R) 1000 966 964 0.7200
23 27/125 Km (R) 1000 967 965 0.7000
24 27/175 Km (R) 1000 970 967 0.8346
25 27/225 Km (R) 1000 957 955 0.9000
26 27/275 Km (R) 1000 955 953 0.9400
27 27/325 Km (R) 1000 967 965 0.7000
28 27/375 Km (R) 1000 970 967 0.8346
29 27/425 Km (R) 1000 958 956 0.8800
30 27/475 Km (R) 1000 957 955 0.9000
31 27/525 Km (R) 1000 955 953 0.9400
32 27/575 Km (R) 1000 960 958 0.8400
33 27/625 Km (R) 1000 964 962 0.7600
34 27/675 Km (R) 1000 962 960 0.8000
35 27/725 Km (R) 1000 961 959 0.8200
36 27/775 Km (R) 1000 966 964 0.7200
37 27/825 Km (R) 1000 970 967 0.8346
38 27/875 Km (R) 1000 967 965 0.7000
39 27/925 Km (R) 1000 958 956 0.8800
40 27/975 Km (R) 1000 960 958 0.8400
TOTAL 32.5076
Ave. 0.8127
Pavement Type of Soil & PI Moisture Dial Gauge reading Rebound deflection
SL NO. Location of Test Points
1 2 3 4 5 6 7 8 9
1 28/000 Km (L) 1000 954 952 0.9600
2 28/050 Km (L) 1000 955 953 0.9400
3 28/100 Km (L) 1000 959 956 1.0546
4 28/150 Km (L) 1000 955 952 1.1346
5 28/200 Km (L) 1000 950 948 1.0400
6 28/250 Km (L) 1000 955 953 0.9400
7 28/300 Km (L) 1000 956 953 1.1146
8 28/350 Km (L) 1000 961 959 0.8200
9 28/400 Km (L) 1000 960 958 0.8400
10 28/450 Km (L) 1000 964 962 0.7600
11 28/500 Km (L) 1000 961 959 0.8200
12 28/550 Km (L) 1000 957 955 0.9000
13 28/600 Km (L) 1000 952 950 1.0000
14 28/650 Km (L) 1000 950 948 1.0400
15 28/700 Km (L) 1000 957 955 0.9000
16 28/750 Km (L) 1000 955 953 0.9400
17 28/800 Km (L) 1000 960 958 0.8400
18 28/850 Km (L) 1000 962 960 0.8000
19 28/900 Km (L) 1000 955 953 0.9400
20 28/950 Km (L) CLAYEY SUB-
26ºC 14.00
21 28/025 Km (R) GRADE & PI >15 1000 951 948 1.2146
22 28/075 Km (R) 1000 948 946 1.0800
23 28/125 Km (R) 1000 950 948 1.0400
24 28/175 Km (R) 1000 955 953 0.9400
25 28/225 Km (R) 1000 965 963 0.7400
26 28/275 Km (R) 1000 960 958 0.8400
27 28/325 Km (R) 1000 957 955 0.9000
28 28/375 Km (R) 1000 958 956 0.8800
29 28/425 Km (R) 1000 952 950 1.0000
30 28/475 Km (R) 1000 960 958 0.8400
31 28/525 Km (R) 1000 957 955 0.9000
32 28/575 Km (R) 1000 956 953 1.1146
33 28/625 Km (R) 1000 960 958 0.8400
34 28/675 Km (R) 1000 964 962 0.7600
35 28/725 Km (R) 1000 962 960 0.8000
36 28/775 Km (R) 1000 960 958 0.8400
37 28/825 Km (R) 1000 955 953 0.9400
38 28/875 Km (R) 1000 957 955 0.9000
39 28/925 Km (R) 1000 955 953 0.9400
40 28/975 Km (R)
TOTAL 35.2930
Ave. 0.9288
1 2 3 4 5 6 7 8 9
1 29/000 Km (L) 1000 973 971 0.5800
2 29/050 Km (L) 1000 975 973 0.5400
3 29/100 Km (L) 1000 971 969 0.6200
4 29/150 Km (L) 1000 968 966 0.6800
5 29/200 Km (L) 1000 970 968 0.6400
6 29/250 Km (L) 1000 965 963 0.7400
7 29/300 Km (L) 1000 971 969 0.6200
8 29/350 Km (L) 1000 964 962 0.7600
9 29/400 Km (L) 1000 968 966 0.6800
10 29/450 Km (L) 1000 973 970 0.7746
11 29/500 Km (L) 1000 976 973 0.7146
12 29/550 Km (L) 1000 981 979 0.4200
13 29/600 Km (L) 1000 980 978 0.4400
14 29/650 Km (L) 1000 980 978 0.4400
15 29/700 Km (L) 1000 981 979 0.4200
16 29/750 Km (L) 1000 975 973 0.5400
17 29/800 Km (L) 1000 971 969 0.6200
18 29/850 Km (L) 1000 968 966 0.6800
19 29/900 Km (L) 1000 967 964 0.8946
20 29/950 Km (L) CLAYEY SUB- 1000 967 965 0.7000
27ºC 13.40
21 29/025 Km (R) GRADE & PI >15 1000 972 970 0.6000
22 29/075 Km (R) 1000 978 975 0.6746
23 29/125 Km (R) 1000 970 968 0.6400
24 29/175 Km (R) 1000 965 963 0.7400
25 29/225 Km (R) 1000 971 969 0.6200
26 29/275 Km (R) 1000 964 962 0.7600
27 29/325 Km (R) 1000 969 967 0.6600
28 29/375 Km (R) 1000 979 976 0.6546
29 29/425 Km (R) 1000 970 968 0.6400
30 29/475 Km (R) 1000 974 972 0.5600
31 29/525 Km (R) 1000 978 976 0.4800
32 29/575 Km (R) 1000 981 979 0.4200
33 29/625 Km (R) 1000 980 978 0.4400
34 29/675 Km (R) 1000 981 979 0.4200
35 29/725 Km (R) 1000 986 983 0.5146
36 29/775 Km (R) 1000 982 980 0.4000
37 29/825 Km (R) 1000 990 987 0.4346
38 29/875 Km (R) 1000 986 983 0.5146
39 29/925 Km (R) 1000 980 978 0.4400
40 29/975 Km (R) 1000 975 973 0.5400
TOTAL 23.6568
Ave. 0.5914
1 2 3 4 5 6 7 8 9
1 30/000 Km (L) 1000 960 958 0.8400
2 30/050 Km (L) 1000 962 960 0.8000
3 30/100 Km (L) 1000 966 964 0.7200
4 30/150 Km (L) 1000 970 968 0.6400
5 30/200 Km (L) 1000 970 968 0.6400
6 30/250 Km (L) 1000 968 966 0.6800
7 30/300 Km (L) 1000 972 969 0.7946
8 30/350 Km (L) 1000 958 956 0.8800
9 30/400 Km (L) 1000 962 960 0.8000
10 30/450 Km (L) 1000 957 955 0.9000
11 30/500 Km (L) 1000 959 957 0.8600
12 30/550 Km (L) 1000 962 960 0.8000
13 30/600 Km (L) 1000 967 965 0.7000
14 30/650 Km (L) 1000 970 967 0.8346
15 30/700 Km (L) 1000 976 974 0.5200
16 30/750 Km (L) 1000 964 962 0.7600
17 30/800 Km (L) 1000 969 967 0.6600
18 30/850 Km (L) 1000 973 971 0.5800
19 30/900 Km (L) 1000 977 975 0.5000
20 30/950 Km (L) CLAYEY SUB- 1000 964 962 0.7600
28ºC 13.90
21 30/025 Km (R) GRADE & PI >15 1000 965 963 0.7400
22 30/075 Km (R) 1000 966 964 0.7200
23 30/125 Km (R) 1000 958 956 0.8800
24 30/175 Km (R) 1000 972 969 0.7946
25 30/225 Km (R) 1000 972 970 0.6000
26 30/275 Km (R) 1000 973 971 0.5800
27 30/325 Km (R) 1000 971 969 0.6200
28 30/375 Km (R) 1000 975 973 0.5400
29 30/425 Km (R) 1000 976 973 0.7146
30 30/475 Km (R) 1000 969 967 0.6600
31 30/525 Km (R) 1000 974 972 0.5600
32 30/575 Km (R) 1000 973 970 0.7746
33 30/625 Km (R) 1000 964 962 0.7600
34 30/675 Km (R) 1000 959 957 0.8600
35 30/725 Km (R) 1000 967 965 0.7000
36 30/775 Km (R) 1000 971 969 0.6200
37 30/825 Km (R) 1000 978 976 0.4800
38 30/875 Km (R) 1000 975 973 0.5400
39 30/925 Km (R) 1000 970 968 0.6400
40 30/975 Km (R) 1000 977 975 0.5000
TOTAL 27.9530
Ave. 0.6988
1 2 3 4 5 6 7 8 9
1 31/000 Km (L) 1000 965 963 0.7400
2 31/050 Km (L) 1000 966 964 0.7200
3 31/100 Km (L) 1000 968 966 0.6800
4 31/150 Km (L) 1000 970 968 0.6400
5 31/200 Km (L) 1000 967 965 0.7000
6 31/250 Km (L) 1000 965 963 0.7400
7 31/300 Km (L) 1000 964 962 0.7600
8 31/350 Km (L) 1000 962 960 0.8000
9 31/400 Km (L) 1000 960 957 1.0346
10 31/450 Km (L) 1000 958 956 0.8800
11 31/500 Km (L) 1000 957 955 0.9000
12 31/550 Km (L) 1000 960 958 0.8400
13 31/600 Km (L) 1000 968 966 0.6800
14 31/650 Km (L) 1000 965 963 0.7400
15 31/700 Km (L) 1000 962 960 0.8000
16 31/750 Km (L) 1000 957 955 0.9000
17 31/800 Km (L) 1000 956 953 1.1146
18 31/850 Km (L) 1000 961 959 0.8200
19 31/900 Km (L) 1000 964 962 0.7600
20 31/950 Km (L) CLAYEY SUB- 1000 955 953 0.9400
27ºC 14.20
21 31/025 Km (R) GRADE & PI >15 1000 964 962 0.7600
22 31/075 Km (R) 1000 965 963 0.7400
23 31/125 Km (R) 1000 966 964 0.7200
24 31/175 Km (R) 1000 955 953 0.9400
25 31/225 Km (R) 1000 957 954 1.0946
26 31/275 Km (R) 1000 955 953 0.9400
27 31/325 Km (R) 1000 967 965 0.7000
28 31/375 Km (R) 1000 961 959 0.8200
29 31/425 Km (R) 1000 962 960 0.8000
30 31/475 Km (R) 1000 955 953 0.9400
31 31/525 Km (R) 1000 956 953 1.1146
32 31/575 Km (R) 1000 955 953 0.9400
33 31/625 Km (R) 1000 949 947 1.0600
34 31/675 Km (R) 1000 948 946 1.0800
35 31/725 Km (R) 1000 956 954 0.9200
36 31/775 Km (R) 1000 960 958 0.8400
37 31/825 Km (R) 1000 957 955 0.9000
38 31/875 Km (R) 1000 961 959 0.8200
39 31/925 Km (R) 1000 950 948 1.0400
40 31/975 Km (R) 1000 947 945 1.1000
TOTAL 34.4584
Ave. 0.8615
1 2 3 4 5 6 7 8 9
1 32/000 Km (L) 1000 965 963 0.7400
2 32/050 Km (L) 1000 967 965 0.7000
3 32/100 Km (L)
4 32/150 Km (L) 1000 958 955 1.0746
5 32/200 Km (L) 1000 957 954 1.0946
6 32/250 Km (L) 1000 961 959 0.8200
7 32/300 Km (L) 1000 960 958 0.8400
8 32/350 Km (L) 1000 954 952 0.9600
9 32/400 Km (L) 1000 970 968 0.6400
10 32/450 Km (L) 1000 961 958 1.0146
11 32/500 Km (L) 1000 962 960 0.8000
12 32/550 Km (L) 1000 963 960 0.9746
13 32/600 Km (L) 1000 964 962 0.7600
14 32/650 Km (L) 1000 958 956 0.8800
15 32/700 Km (L) 1000 957 954 1.0946
16 32/750 Km (L) 1000 959 957 0.8600
17 32/800 Km (L) 1000 961 959 0.8200
18 32/850 Km (L) 1000 962 960 0.8000
19 32/900 Km (L) 1000 960 958 0.8400
20 32/950 Km (L) CLAYEY SUB- 1000 955 953 0.9400
25ºC 14.00
21 32/025 Km (R) GRADE & PI >15 1000 956 954 0.9200
22 32/075 Km (R) 1000 957 955 0.9000
23 32/125 Km (R)
24 32/175 Km (R) 1000 967 964 0.8946
25 32/225 Km (R) 1000 966 964 0.7200
26 32/275 Km (R) 1000 957 955 0.9000
27 32/325 Km (R) 1000 959 957 0.8600
28 32/375 Km (R) 1000 969 967 0.6600
29 32/425 Km (R) 1000 949 947 1.0600
30 32/475 Km (R) 1000 945 943 1.1400
31 32/525 Km (R) 1000 972 969 0.7946
32 32/575 Km (R) 1000 949 947 1.0600
33 32/625 Km (R) 1000 942 940 1.2000
34 32/675 Km (R) 1000 949 947 1.0600
35 32/725 Km (R) 1000 950 948 1.0400
36 32/775 Km (R) 1000 963 960 0.9746
37 32/825 Km (R) 1000 957 954 1.0946
38 32/875 Km (R) 1000 955 953 0.9400
39 32/925 Km (R) 1000 955 953 0.9400
40 32/975 Km (R) 1000 960 958 0.8400
TOTAL 34.6514
Ave. 0.9119
1 2 3 4 5 6 7 8 9
1 33/000 Km (L) 1000 964 962 0.7600
2 33/050 Km (L) 1000 965 963 0.7400
3 33/100 Km (L) 1000 967 964 0.8946
4 33/150 Km (L) 1000 950 948 1.0400
5 33/200 Km (L) 1000 971 969 0.6200
6 33/250 Km (L) 1000 970 968 0.6400
7 33/300 Km (L) 1000 965 962 0.9346
8 33/350 Km (L) 1000 958 956 0.8800
9 33/400 Km (L) 1000 963 960 0.9746
10 33/450 Km (L) 1000 949 947 1.0600
11 33/500 Km (L) 1000 960 957 1.0346
12 33/550 Km (L) 1000 970 968 0.6400
13 33/600 Km (L) 1000 975 973 0.5400
14 33/650 Km (L) 1000 981 978 0.6146
15 33/700 Km (L) 1000 975 973 0.5400
16 33/750 Km (L) 1000 960 958 0.8400
17 33/800 Km (L) 1000 951 949 1.0200
18 33/850 Km (L) 1000 964 961 0.9546
19 33/900 Km (L) 1000 972 970 0.6000
20 33/950 Km (L) CLAYEY SUB- 1000 971 969 0.6200
24ºC 13.80
21 33/025 Km (R) GRADE & PI >15 1000 958 956 0.8800
22 33/075 Km (R) 1000 960 957 1.0346
23 33/125 Km (R) 1000 949 947 1.0600
24 33/175 Km (R) 1000 970 968 0.6400
25 33/225 Km (R) 1000 962 960 0.8000
26 33/275 Km (R) 1000 960 957 1.0346
27 33/325 Km (R) 1000 963 960 0.9746
28 33/375 Km (R) 1000 956 954 0.9200
29 33/425 Km (R) 1000 965 962 0.9346
30 33/475 Km (R) 1000 955 953 0.9400
31 33/525 Km (R) 1000 957 955 0.9000
32 33/575 Km (R) 1000 961 959 0.8200
33 33/625 Km (R) 1000 966 963 0.9146
34 33/675 Km (R) 1000 970 968 0.6400
35 33/725 Km (R) 1000 975 973 0.5400
36 33/775 Km (R) 1000 971 969 0.6200
37 33/825 Km (R) 1000 983 980 0.5746
38 33/875 Km (R) 1000 970 968 0.6400
39 33/925 Km (R) 1000 975 973 0.5400
40 33/975 Km (R) 1000 969 966 0.8546
TOTAL 32.2098
Ave. 0.8052
1 2 3 4 5 6 7 8 9
1 34/000 Km (L) 1000 965 963 0.7400
2 34/050 Km (L) 1000 965 963 0.7400
3 34/100 Km (L)
4 34/150 Km (L)
5 34/200 Km (L) 1000 954 952 0.9600
6 34/250 Km (L) 1000 957 955 0.9000
7 34/300 Km (L) 1000 960 958 0.8400
8 34/350 Km (L) 1000 965 963 0.7400
9 34/400 Km (L) 1000 958 956 0.8800
10 34/450 Km (L) 1000 957 954 1.0946
11 34/500 Km (L) 1000 958 956 0.8800
12 34/550 Km (L) 1000 948 945 1.2746
13 34/600 Km (L) 1000 949 947 1.0600
14 34/650 Km (L) 1000 959 957 0.8600
15 34/700 Km (L) 1000 960 958 0.8400
16 34/750 Km (L) 1000 957 955 0.9000
17 34/800 Km (L) 1000 970 968 0.6400
18 34/850 Km (L) 1000 949 947 1.0600
19 34/900 Km (L) 1000 947 945 1.1000
20 34/950 Km (L) CLAYEY SUB- 1000 950 948 1.0400
23ºC 13.50
21 34/025 Km (R) GRADE & PI >15 1000 945 943 1.1400
22 34/075 Km (R) 1000 944 942 1.1600
23 34/125 Km (R)
24 34/175 Km (R)
25 34/225 Km (R) 1000 947 944 1.2946
26 34/275 Km (R) 1000 951 949 1.0200
27 34/325 Km (R) 1000 949 947 1.0600
28 34/375 Km (R) 1000 949 946 1.2546
29 34/425 Km (R) 1000 946 943 1.3146
30 34/475 Km (R) 1000 946 944 1.1200
31 34/525 Km (R) 1000 947 945 1.1000
32 34/575 Km (R) 1000 944 942 1.1600
33 34/625 Km (R) 1000 949 946 1.2546
34 34/675 Km (R) 1000 960 958 0.8400
35 34/725 Km (R) 1000 965 963 0.7400
36 34/775 Km (R) 1000 953 950 1.1746
37 34/825 Km (R) 1000 949 947 1.0600
38 34/875 Km (R) 1000 950 947 1.2346
39 34/925 Km (R) 1000 945 943 1.1400
40 34/975 Km (R) 1000 944 942 1.1600
TOTAL 36.7768
Ave. 1.0216
1 2 3 4 5 6 7 8 9
1 35/000 Km (L) 1000 962 960 0.8000
2 35/050 Km (L) 1000 962 960 0.8000
3 35/100 Km (L) 1000 965 963 0.7400
4 35/150 Km (L) 1000 956 954 0.9200
5 35/200 Km (L) 1000 964 962 0.7600
6 35/250 Km (L) 1000 957 954 1.0946
7 35/300 Km (L) 1000 968 966 0.6800
8 35/350 Km (L) 1000 970 968 0.6400
9 35/400 Km (L) 1000 948 946 1.0800
10 35/450 Km (L) 1000 964 961 0.9546
11 35/500 Km (L) 1000 964 962 0.7600
12 35/550 Km (L) 1000 948 946 1.0800
13 35/600 Km (L) 1000 961 959 0.8200
14 35/650 Km (L) 1000 955 953 0.9400
15 35/700 Km (L) 1000 969 967 0.6600
16 35/750 Km (L) 1000 958 955 1.0746
17 35/800 Km (L) 1000 947 945 1.1000
18 35/850 Km (L) 1000 957 955 0.9000
19 35/900 Km (L) 1000 963 961 0.7800
20 35/950 Km (L) CLAYEY SUB- 1000 972 970 0.6000
22ºC 12.50
21 35/025 Km (R) GRADE & PI <15 1000 966 964 0.7200
22 35/075 Km (R) 1000 967 965 0.7000
23 35/125 Km (R) 1000 965 963 0.7400
24 35/175 Km (R) 1000 960 958 0.8400
25 35/225 Km (R) 1000 966 963 0.9146
26 35/275 Km (R) 1000 948 946 1.0800
27 35/325 Km (R) 1000 965 963 0.7400
28 35/375 Km (R) 1000 974 972 0.5600
29 35/425 Km (R) 1000 970 968 0.6400
30 35/475 Km (R) 1000 967 965 0.7000
31 35/525 Km (R) 1000 956 954 0.9200
32 35/575 Km (R) 1000 963 960 0.9746
33 35/625 Km (R) 1000 952 950 1.0000
34 35/675 Km (R) 1000 960 958 0.8400
35 35/725 Km (R) 1000 970 968 0.6400
36 35/775 Km (R) 1000 966 963 0.9146
37 35/825 Km (R) 1000 952 950 1.0000
38 35/875 Km (R) 1000 962 960 0.8000
39 35/925 Km (R) 1000 958 956 0.8800
40 35/975 Km (R) 1000 968 966 0.6800
TOTAL 33.4676
Ave. 0.8367
1 2 3 4 5 6 7 8 9
1 36/000 Km (L) 1000 950 948 1.0400
2 36/050 Km (L) 1000 952 950 1.0000
3 36/100 Km (L) 1000 955 953 0.9400
4 36/150 Km (L) 1000 962 960 0.8000
5 36/200 Km (L) 1000 967 966 0.6800
6 36/250 Km (L) 1000 942 940 1.2000
7 36/300 Km (L) 1000 959 957 0.8600
8 36/350 Km (L) 1000 961 959 0.8200
9 36/400 Km (L) 1000 960 958 0.8400
10 36/450 Km (L) 1000 955 952 1.1346
11 36/500 Km (L) 1000 960 958 0.8400
12 36/550 Km (L) 1000 971 969 0.6200
13 36/600 Km (L) 1000 970 967 0.8346
14 36/650 Km (L) 1000 970 968 0.6400
15 36/700 Km (L) 1000 947 945 1.1000
16 36/750 Km (L) 1000 955 953 0.9400
17 36/800 Km (L) 1000 962 960 0.8000
18 36/850 Km (L) 1000 962 959 0.9946
19 36/900 Km (L) 1000 948 946 1.0800
20 36/950 Km (L) CLAYEY SUB- 1000 945 943 1.1400
23ºC 12.90
21 36/025 Km (R) GRADE & PI <15 1000 950 948 1.0400
22 36/075 Km (R) 1000 942 940 1.2000
23 36/125 Km (R) 1000 956 953 1.1146
24 36/175 Km (R) 1000 968 963 1.0310
25 36/225 Km (R) 1000 961 959 0.8200
26 36/275 Km (R) 1000 960 958 0.8400
27 36/325 Km (R) 1000 967 965 0.7000
28 36/375 Km (R) 1000 977 975 0.5000
29 36/425 Km (R) 1000 960 958 0.8400
30 36/475 Km (R) 1000 938 936 1.2800
31 36/525 Km (R) 1000 965 963 0.7400
32 36/575 Km (R) 1000 949 947 1.0600
33 36/625 Km (R) 1000 951 948 1.2146
34 36/675 Km (R) 1000 952 950 1.0000
35 36/725 Km (R) 1000 970 968 0.6400
36 36/775 Km (R) 1000 959 957 0.8600
37 36/825 Km (R) 1000 958 956 0.8800
38 36/875 Km (R) 1000 951 949 1.0200
39 36/925 Km (R) 1000 956 954 0.9200
40 36/975 Km (R) 1000 960 958 0.8400
TOTAL 36.8440
Ave. 0.9211
1 2 3 4 5 6 7 8 9
1 37/000 Km (L) 1000 957 955 0.9000
2 37/050 Km (L) 1000 958 955 1.0746
3 37/100 Km (L) 1000 947 945 1.1000
4 37/150 Km (L) 1000 962 960 0.8000
5 37/200 Km (L) 1000 969 967 0.6600
6 37/250 Km (L) 1000 964 962 0.7600
7 37/300 Km (L) 1000 960 958 0.8400
8 37/350 Km (L) 1000 954 952 0.9600
9 37/400 Km (L) 1000 966 963 0.9146
10 37/450 Km (L) 1000 970 968 0.6400
11 37/500 Km (L) 1000 955 953 0.9400
12 37/550 Km (L) 1000 951 949 1.0200
13 37/600 Km (L) 1000 948 946 1.0800
14 37/650 Km (L) 1000 962 960 0.8000
15 37/700 Km (L) 1000 957 955 0.9000
16 37/750 Km (L) 1000 949 947 1.0600
17 37/800 Km (L) 1000 963 961 0.7800
18 37/850 Km (L) 1000 962 959 0.9946
19 37/900 Km (L) 1000 948 946 1.0800
20 37/950 Km (L) CLAYEY SUB- 1000 954 952 0.9600
24ºC 12.40
21 37/025 Km (R) GRADE & PI <15 1000 960 958 0.8400
22 37/075 Km (R) 1000 962 960 0.8000
23 37/125 Km (R) 1000 954 952 0.9600
24 37/175 Km (R) 1000 961 959 0.8200
25 37/225 Km (R) 1000 970 968 0.6400
26 37/275 Km (R) 1000 965 963 0.7400
27 37/325 Km (R) 1000 957 955 0.9000
28 37/375 Km (R) 1000 950 948 1.0400
29 37/425 Km (R) 1000 967 964 0.8946
30 37/475 Km (R) 1000 949 947 1.0600
31 37/525 Km (R) 1000 955 953 0.9400
32 37/575 Km (R) 1000 967 965 0.7000
33 37/625 Km (R) 1000 962 960 0.8000
34 37/675 Km (R) 1000 950 948 1.0400
35 37/725 Km (R) 1000 958 955 1.0746
36 37/775 Km (R) 1000 965 963 0.7400
37 37/825 Km (R) 1000 957 955 0.9000
38 37/875 Km (R) 1000 962 959 0.9946
39 37/925 Km (R) 1000 958 956 0.8800
40 37/975 Km (R) 1000 963 960 0.9746
TOTAL 36.0022
Ave. 0.9001
1 2 3 4 5 6 7 8 9
1 38/000 Km (L) 1000 965 963 0.7400
2 38/050 Km (L) 1000 966 964 0.7200
3 38/100 Km (L) 1000 960 958 0.8400
4 38/150 Km (L) 1000 961 959 0.8200
5 38/200 Km (L) 1000 949 947 1.0600
6 38/250 Km (L) 1000 950 948 1.0400
7 38/300 Km (L) 1000 964 962 0.7600
8 38/350 Km (L) 1000 967 964 0.8946
9 38/400 Km (L) 1000 968 966 0.6800
10 38/450 Km (L) 1000 970 968 0.6400
11 38/500 Km (L) 1000 959 957 0.8600
12 38/550 Km (L) 1000 957 955 0.9000
13 38/600 Km (L) 1000 958 956 0.8800
14 38/650 Km (L) 1000 964 961 0.9546
15 38/700 Km (L) 1000 961 959 0.8200
16 38/750 Km (L) 1000 963 960 0.9746
17 38/800 Km (L) 1000 957 955 0.9000
18 38/850 Km (L) 1000 963 960 0.9746
19 38/900 Km (L) 1000 962 960 0.8000
20 38/950 Km (L) CLAYEY SUB- 1000 954 952 0.9600
25ºC 13.80
21 38/025 Km (R) GRADE & PI <15 1000 962 960 0.8000
22 38/075 Km (R) 1000 964 962 0.7600
23 38/125 Km (R) 1000 960 958 0.8400
24 38/175 Km (R) 1000 970 968 0.6400
25 38/225 Km (R) 1000 957 955 0.9000
26 38/275 Km (R) 1000 958 956 0.8800
27 38/325 Km (R) 1000 966 964 0.7200
28 38/375 Km (R) 1000 964 962 0.7600
29 38/425 Km (R) 1000 958 956 0.8800
30 38/475 Km (R) 1000 949 947 1.0600
31 38/525 Km (R) 1000 947 945 1.1000
32 38/575 Km (R) 1000 960 958 0.8400
33 38/625 Km (R) 1000 959 957 0.8600
34 38/675 Km (R) 1000 950 948 1.0400
35 38/725 Km (R) 1000 952 950 1.0000
36 38/775 Km (R) 1000 966 964 0.7200
37 38/825 Km (R) 1000 965 963 0.7400
38 38/875 Km (R) 1000 958 956 0.8800
39 38/925 Km (R) 1000 970 968 0.6400
40 38/975 Km (R) 1000 961 959 0.8200
TOTAL 34.0984
Ave. 0.8525
1 2 3 4 5 6 7 8 9
1 39/000 Km (L) 1000 960 958 0.8400
2 39/050 Km (L) 1000 962 960 0.8000
3 39/100 Km (L) 1000 958 956 0.8800
4 39/150 Km (L) 1000 966 964 0.7200
5 39/200 Km (L) 1000 972 970 0.6000
6 39/250 Km (L) 1000 955 953 0.9400
7 39/300 Km (L) 1000 961 959 0.8200
8 39/350 Km (L) 1000 967 965 0.7000
9 39/400 Km (L) 1000 956 954 0.9200
10 39/450 Km (L) 1000 948 946 1.0800
11 39/500 Km (L) 1000 952 950 1.0000
12 39/550 Km (L) 1000 964 962 0.7600
13 39/600 Km (L) 1000 973 970 0.7746
14 39/650 Km (L) 1000 957 955 0.9000
15 39/700 Km (L) 1000 968 966 0.6800
16 39/750 Km (L) 1000 976 974 0.5200
17 39/800 Km (L) 1000 958 956 0.8800
18 39/850 Km (L) 1000 950 948 1.0400
19 39/900 Km (L) 1000 962 960 0.8000
20 39/950 Km (L) CLAYEY SUB- 1000 953 951 0.9800
26ºC 14.00
21 39/025 Km (R) GRADE & PI <15 1000 967 965 0.7000
22 39/075 Km (R) 1000 968 966 0.6800
23 39/125 Km (R) 1000 957 955 0.9000
24 39/175 Km (R) 1000 970 968 0.6400
25 39/225 Km (R) 1000 956 953 1.1146
26 39/275 Km (R) 1000 966 964 0.7200
27 39/325 Km (R) 1000 950 947 1.2346
28 39/375 Km (R) 1000 945 942 1.3346
29 39/425 Km (R) 1000 962 960 0.8000
30 39/475 Km (R) 1000 953 951 0.9800
31 39/525 Km (R) 1000 967 965 0.7000
32 39/575 Km (R) 1000 958 956 0.8800
33 39/625 Km (R) 1000 952 950 1.0000
34 39/675 Km (R) 1000 964 961 0.9546
35 39/725 Km (R) 1000 970 968 0.6400
36 39/775 Km (R) 1000 978 976 0.4800
37 39/825 Km (R) 1000 955 953 0.9400
38 39/875 Km (R) 1000 961 959 0.8200
39 39/925 Km (R) 1000 952 950 1.0000
40 39/975 Km (R) 1000 960 958 0.8400
TOTAL 33.9930
Ave. 0.8498
1 2 3 4 5 6 7 8 9
1 40/000 Km (L) 1000 960 958 0.8400
2 40/050 Km (L) 1000 961 959 0.8200
3 40/100 Km (L) 1000 960 958 0.8400
4 40/150 Km (L) 1000 955 953 0.9400
5 40/200 Km (L) 1000 957 955 0.9000
6 40/250 Km (L) 1000 952 950 1.0000
7 40/300 Km (L) 1000 965 963 0.7400
8 40/350 Km (L) 1000 963 960 0.9746
9 40/400 Km (L) 1000 965 963 0.7400
10 40/450 Km (L) 1000 962 960 0.8000
11 40/500 Km (L) 1000 960 958 0.8400
12 40/550 Km (L) 1000 949 947 1.0600
13 40/600 Km (L) 1000 948 946 1.0800
14 40/650 Km (L) 1000 964 962 0.7600
15 40/700 Km (L) 1000 962 960 0.8000
16 40/750 Km (L) 1000 956 954 0.9200
17 40/800 Km (L) 1000 970 968 0.6400
18 40/850 Km (L) 1000 961 959 0.8200
19 40/900 Km (L) 1000 969 966 0.8546
20 40/950 Km (L) CLAYEY SUB- 1000 958 956 0.8800
27ºC 13.60
21 40/025 Km (R) GRADE & PI >15 1000 947 945 1.1000
22 40/075 Km (R) 1000 948 946 1.0800
23 40/125 Km (R) 1000 957 955 0.9000
24 40/175 Km (R) 1000 959 957 0.8600
25 40/225 Km (R) 1000 963 961 0.7800
26 40/275 Km (R) 1000 960 958 0.8400
27 40/325 Km (R) 1000 964 962 0.7600
28 40/375 Km (R) 1000 958 956 0.8800
29 40/425 Km (R) 1000 954 951 1.1546
30 40/475 Km (R) 1000 955 953 0.9400
31 40/525 Km (R) 1000 960 958 0.8400
32 40/575 Km (R) 1000 962 960 0.8000
33 40/625 Km (R) 1000 966 964 0.7200
34 40/675 Km (R) 1000 958 956 0.8800
35 40/725 Km (R) 1000 960 958 0.8400
36 40/775 Km (R) 1000 957 955 0.9000
37 40/825 Km (R) 1000 948 946 1.0800
38 40/875 Km (R) 1000 956 954 0.9200
39 40/925 Km (R) 1000 957 955 0.9000
40 40/975 Km (R) 1000 961 959 0.8200
TOTAL 35.2438
Ave. 0.8811
1 2 3 4 5 6 7 8 9
1 41/000 Km (L) 1000 948 946 1.0800
2 41/050 Km (L) 1000 950 948 1.0400
3 41/100 Km (L) 1000 962 960 0.8000
4 41/150 Km (L) 1000 960 958 0.8400
5 41/200 Km (L) 1000 967 965 0.7000
6 41/250 Km (L) 1000 966 964 0.7200
7 41/300 Km (L) 1000 958 956 0.8800
8 41/350 Km (L) 1000 956 954 0.9200
9 41/400 Km (L) 1000 970 968 0.6400
10 41/450 Km (L) 1000 965 963 0.7400
11 41/500 Km (L) 1000 957 955 0.9000
12 41/550 Km (L) 1000 954 952 0.9600
13 41/600 Km (L) 1000 971 969 0.6200
14 41/650 Km (L) 1000 949 947 1.0600
15 41/700 Km (L) 1000 947 945 1.1000
16 41/750 Km (L) 1000 952 950 1.0000
17 41/800 Km (L) 1000 958 956 0.8800
18 41/850 Km (L) 1000 960 958 0.8400
19 41/900 Km (L) 1000 964 962 0.7600
20 41/950 Km (L) CLAYEY SUB- 1000 957 955 0.9000
27ºC 13.50
21 41/025 Km (R) GRADE & PI >15 1000 964 962 0.7600
22 41/075 Km (R) 1000 966 963 0.9146
23 41/125 Km (R) 1000 962 960 0.8000
24 41/175 Km (R) 1000 959 957 0.8600
25 41/225 Km (R) 1000 957 955 0.9000
26 41/275 Km (R) 1000 960 958 0.8400
27 41/325 Km (R) 1000 960 958 0.8400
28 41/375 Km (R) 1000 949 947 1.0600
29 41/425 Km (R) 1000 970 968 0.6400
30 41/475 Km (R) 1000 967 965 0.7000
31 41/525 Km (R) 1000 964 962 0.7600
32 41/575 Km (R) 1000 967 965 0.7000
33 41/625 Km (R) 1000 970 968 0.6400
34 41/675 Km (R) 1000 956 953 1.1146
35 41/725 Km (R) 1000 966 964 0.7200
36 41/775 Km (R) 1000 962 959 0.9946
37 41/825 Km (R) 1000 955 952 1.1346
38 41/875 Km (R) 1000 960 958 0.8400
39 41/925 Km (R) 1000 957 955 0.9000
40 41/975 Km (R) 1000 961 959 0.8200
TOTAL 34.3184
Ave. 0.8580
1 2 3 4 5 6 7 8 9
1 42/000 Km (L) 1000 953 951 0.9800
2 42/050 Km (L) 1000 955 953 0.9400
3 42/100 Km (L) 1000 960 958 0.8400
4 42/150 Km (L) 1000 964 962 0.7600
5 42/200 Km (L) 1000 959 957 0.8600
6 42/250 Km (L) 1000 962 960 0.8000
7 42/300 Km (L) 1000 967 965 0.7000
8 42/350 Km (L) 1000 970 968 0.6400
9 42/400 Km (L) 1000 968 965 0.8746
10 42/450 Km (L) 1000 947 945 1.1000
11 42/500 Km (L) 1000 949 947 1.0600
12 42/550 Km (L) 1000 957 955 0.9000
13 42/600 Km (L) 1000 960 958 0.8400
14 42/650 Km (L) 1000 962 960 0.8000
15 42/700 Km (L) 1000 970 968 0.6400
16 42/750 Km (L) 1000 968 966 0.6800
17 42/800 Km (L) 1000 963 960 0.9746
18 42/850 Km (L) 1000 955 953 0.9400
19 42/900 Km (L) 1000 949 947 1.0600
20 42/950 Km (L) CLAYEY SUB- 1000 956 954 0.9200
28ºC 13.90
21 42/025 Km (R) GRADE & PI >15 1000 970 968 0.6400
22 42/075 Km (R) 1000 971 969 0.6200
23 42/125 Km (R) 1000 969 966 0.8546
24 42/175 Km (R) 1000 962 960 0.8000
25 42/225 Km (R) 1000 958 956 0.8800
26 42/275 Km (R) 1000 957 955 0.9000
27 42/325 Km (R) 1000 966 964 0.7200
28 42/375 Km (R) 1000 962 960 0.8000
29 42/425 Km (R) 1000 949 947 1.0600
30 42/475 Km (R) 1000 947 945 1.1000
31 42/525 Km (R) 1000 958 956 0.8800
32 42/575 Km (R) 1000 954 952 0.9600
33 42/625 Km (R) 1000 961 959 0.8200
34 42/675 Km (R) 1000 963 960 0.9746
35 42/725 Km (R) 1000 972 970 0.6000
36 42/775 Km (R) 1000 957 955 0.9000
37 42/825 Km (R) 1000 960 958 0.8400
38 42/875 Km (R) 1000 956 954 0.9200
39 42/925 Km (R) 1000 957 955 0.9000
40 42/975 Km (R) 1000 960 958 0.8400
TOTAL 34.3184
Ave. 0.8580
1 2 3 4 5 6 7 8 9
1 43/000 Km (L) 1000 960 958 0.8400
2 43/050 Km (L) 1000 962 960 0.8000
3 43/100 Km (L) 1000 960 958 0.8400
4 43/150 Km (L) 1000 957 955 0.9000
5 43/200 Km (L) 1000 964 962 0.7600
6 43/250 Km (L) 1000 961 958 1.0146
7 43/300 Km (L) 1000 957 955 0.9000
8 43/350 Km (L) 1000 950 948 1.0400
9 43/400 Km (L) 1000 970 968 0.6400
10 43/450 Km (L) 1000 971 969 0.6200
11 43/500 Km (L) 1000 956 954 0.9200
12 43/550 Km (L) 1000 956 953 1.1146
13 43/600 Km (L) 1000 962 960 0.8000
14 43/650 Km (L) 1000 964 962 0.7600
15 43/700 Km (L) 1000 960 958 0.8400
16 43/750 Km (L) 1000 955 953 0.9400
17 43/800 Km (L) 1000 952 950 1.0000
18 43/850 Km (L) 1000 957 955 0.9000
19 43/900 Km (L) 1000 955 953 0.9400
20 43/950 Km (L) CLAYEY SUB- 1000 961 958 1.0146
27ºC 12.80
21 43/025 Km (R) GRADE & PI >15 1000 952 950 1.0000
22 43/075 Km (R) 1000 955 953 0.9400
23 43/125 Km (R) 1000 969 967 0.6600
24 43/175 Km (R) 1000 955 953 0.9400
25 43/225 Km (R) 1000 960 958 0.8400
26 43/275 Km (R) 1000 954 952 0.9600
27 43/325 Km (R) 1000 959 957 0.8600
28 43/375 Km (R) 1000 970 967 0.8346
29 43/425 Km (R) 1000 957 955 0.9000
30 43/475 Km (R) 1000 948 946 1.0800
31 43/525 Km (R) 1000 949 947 1.0600
32 43/575 Km (R) 1000 970 968 0.6400
33 43/625 Km (R) 1000 967 965 0.7000
34 43/675 Km (R) 1000 967 964 0.8946
35 43/725 Km (R) 1000 952 950 1.0000
36 43/775 Km (R) 1000 970 968 0.6400
37 43/825 Km (R) 1000 947 945 1.1000
38 43/875 Km (R) 1000 959 957 0.8600
39 43/925 Km (R) 1000 960 958 0.8400
40 43/975 Km (R) 1000 962 960 0.8000
TOTAL 35.1330
Ave. 0.8783
1 2 3 4 5 6 7 8 9
1 44/000 Km (L) 1000 965 963 0.7400
2 44/050 Km (L) 1000 967 965 0.7000
3 44/100 Km (L) 1000 955 953 0.9400
4 44/150 Km (L) 1000 970 968 0.6400
5 44/200 Km (L) 1000 969 967 0.6600
6 44/250 Km (L) 1000 962 960 0.8000
7 44/300 Km (L) 1000 957 955 0.9000
8 44/350 Km (L) 1000 958 956 0.8800
9 44/400 Km (L) 1000 960 957 1.0346
10 44/450 Km (L) 1000 961 959 0.8200
11 44/500 Km (L) 1000 956 953 1.1146
12 44/550 Km (L) 1000 960 958 0.8400
13 44/600 Km (L) 1000 955 953 0.9400
14 44/650 Km (L) 1000 970 968 0.6400
15 44/700 Km (L) 1000 962 960 0.8000
16 44/750 Km (L) 1000 964 962 0.7600
17 44/800 Km (L) 1000 956 953 1.1146
18 44/850 Km (L) 1000 959 957 0.8600
19 44/900 Km (L) 1000 952 950 1.0000
20 44/950 Km (L) CLAYEY SUB- 1000 965 963 0.7400
26ºC 12.60
21 44/025 Km (R) GRADE & PI >15 1000 960 958 0.8400
22 44/075 Km (R) 1000 962 960 0.8000
23 44/125 Km (R) 1000 960 958 0.8400
24 44/175 Km (R) 1000 971 969 0.6200
25 44/225 Km (R) 1000 949 947 1.0600
26 44/275 Km (R) 1000 947 945 1.1000
27 44/325 Km (R) 1000 957 955 0.9000
28 44/375 Km (R) 1000 961 959 0.8200
29 44/425 Km (R) 1000 963 960 0.9746
30 44/475 Km (R) 1000 957 955 0.9000
31 44/525 Km (R) 1000 964 962 0.7600
32 44/575 Km (R) 1000 961 960 0.8000
33 44/625 Km (R) 1000 959 957 0.8600
34 44/675 Km (R) 1000 948 946 1.0800
35 44/725 Km (R) 1000 971 969 0.6200
36 44/775 Km (R) 1000 944 942 1.1600
37 44/825 Km (R) 1000 956 953 1.1146
38 44/875 Km (R) 1000 955 953 0.9400
39 44/925 Km (R) 1000 960 958 0.8400
40 44/975 Km (R) 1000 956 954 0.9200
TOTAL 34.8730
Ave. 0.8718
1 2 3 4 5 6 7 8 9
1 45/000 Km (L) 1000 965 963 0.7400
2 45/050 Km (L) 1000 966 964 0.7200
3 45/100 Km (L) 1000 962 960 0.8000
4 45/150 Km (L) 1000 970 968 0.6400
5 45/200 Km (L) 1000 954 952 0.9600
6 45/250 Km (L) 1000 962 960 0.8000
7 45/300 Km (L) 1000 958 956 0.8800
8 45/350 Km (L) 1000 951 949 1.0200
9 45/400 Km (L) 1000 960 958 0.8400
10 45/450 Km (L) 1000 949 946 1.2546
11 45/500 Km (L) 1000 960 958 0.8400
12 45/550 Km (L) 1000 965 962 0.9346
13 45/600 Km (L) 1000 959 957 0.8600
14 45/650 Km (L) 1000 949 947 1.0600
15 45/700 Km (L) 1000 961 959 0.8200
16 45/750 Km (L) 1000 964 962 0.7600
17 45/800 Km (L) 1000 952 950 1.0000
18 45/850 Km (L) 1000 957 955 0.9000
19 45/900 Km (L) 1000 960 958 0.8400
20 45/950 Km (L) CLAYEY SUB- 1000 954 952 0.9600
25ºC 12.20
21 45/025 Km (R) GRADE & PI <15 1000 966 963 0.9146
22 45/075 Km (R) 1000 967 964 0.8946
23 45/125 Km (R) 1000 961 959 0.8200
24 45/175 Km (R) 1000 955 953 0.9400
25 45/225 Km (R) 1000 949 947 1.0600
26 45/275 Km (R) 1000 970 968 0.6400
27 45/325 Km (R) 1000 967 965 0.7000
28 45/375 Km (R) 1000 957 955 0.9000
29 45/425 Km (R) 1000 964 962 0.7600
30 45/475 Km (R) 1000 961 959 0.8200
31 45/525 Km (R) 1000 967 964 0.8946
32 45/575 Km (R) 1000 958 956 0.8800
33 45/625 Km (R) 1000 954 952 0.9600
34 45/675 Km (R) 1000 952 950 1.0000
35 45/725 Km (R) 1000 963 961 0.7800
36 45/775 Km (R) 1000 957 955 0.9000
37 45/825 Km (R) 1000 966 964 0.7200
38 45/875 Km (R) 1000 962 960 0.8000
39 45/925 Km (R) 1000 960 958 0.8400
40 45/975 Km (R) 1000 956 954 0.9200
TOTAL 34.7730
Ave. 0.8693
ANALYSIS OF TEST DATA (TABLE-5) AS PER IRC 81-1997
Name of Road: IMPHAL TO MOIRANG (N. H. 150)
Section:0/000k.m to 46/000 km.
No. of traffic lane : Single
MEASURED
AFTER MEAN STANDARD
DEFLECTION CHARACTERISTIC
TEMPERATURE CORRECTION CORRECTED DEFLECTION DEVIATION
NO. OF LOCATION OF TEST (FROM CORRECTION DEFLECTION ,mm
CORRECTION FOR DEFLECTION X (mm) (mm) OF
TESTS POINT COLUMN 9 FOR SEASON as per equation(4)
FACTOR IN mm TEMPERATURE mm (CORRECTE CORRECTED
TABLE 1 TO (mm)
mm D VALUE) VALUE
11 IN mm)
1 2 3 4 5 6 7 8 9 10
40 0/000-1/000 13.3136 + 0.00 18.6336 1.16 21.615 0.5688 0.1478 0.86
40 1/000-2/000 15.4536 + 0.14 20.6536 1.18 24.3712 0.6093 0.0832 0.78
40 2/000-3/000 10.6082 + 0.13 15.4082 1.19 18.3358 0.4584 0.069 0.6
40 3/000-4/000 15.1228 + 0.12 19.5228 1.17 22.8417 0.571 0.0562 0.68
40 4/000-5/000 18.5066 + 0.11 22.5066 1.14 25.6575 0.6414 0.0803 0.8
40 5/000-6/000 18.1866 + 0.10 22.1866 1.16 25.7365 0.6434 0.0805 0.8
40 6/000-7/000 23.259 + 0.10 26.859 1.15 30.8879 0.7722 0.1206 1.01
40 7/000-8/000 26.692 + 0.09 29.892 1.13 33.778 0.8445 0.1477 1.14
38 8/000-9/000 25.8498 + 0.08 29.4498 1.15 33.8673 0.8467 0.1365 1.12
38 9/000-10/000 26.9098 + 0.09 31.3098 1.18 36.9456 0.9236 0.1499 1.22
40 10/000-11/000 26.2774 + 0.11 31.0774 1.12 34.8067 0.8702 0.0976 1.07
40 11/000-12/000 34.259 + 0.12 39.459 1.14 44.9833 1.1246 0.1636 1.45
40 12/000-13/000 29.0542 + 0.13 33.8542 1.15 38.9323 0.9733 0.1177 1.21
40 13/000-14/000 26.2882 + 0.12 30.8482 1.16 35.7839 0.9417 0.2499 1.44
40 14/000-15/000 25.1298 + 0.12 29.3098 1.135 33.2666 0.8754 0.244 1.36
40 15/000-16/000 25.6028 + 0.11 29.6028 1.125 33.3032 0.8326 0.1353 1.1
40 16/000-17/000 31.4536 + 0.10 31.4536 1.17 36.8007 0.92 0.1356 1.19
38 17/000-18/000 29.9698 + 0.00 29.9698 1.15 34.4653 0.8616 0.1304 1.12
40 18/000-19/000 31.3698 + 0.00 31.3698 1.14 35.7616 0.894 0.1593 1.21
38 19/000-20/000 30.3606 + 0.00 30.3606 1.16 35.2183 0.8805 0.1174 1.12
40 20/000-21/000 31.5136 + 0.00 31.5136 1.145 36.0831 0.9021 0.1332 1.17
40 21/000-22/000 29.7714 + 0.12 34.5714 1.15 39.7571 0.9939 0.1133 1.22
40 22/000-23/000 30.1768 + 0.13 35.3768 1.16 41.0371 1.0259 0.1577 1.34
40 23/000-24/000 31.8406 + 0.14 37.4406 1.16 43.4311 1.0858 0.1853 1.46
40 24/000-25/000 32.493 + 0.12 37.293 1.15 42.887 1.0722 0.1301 1.33
36 25/000-26/000 26.1422 + 0.11 30.5422 1.15 35.1235 0.8781 0.0832 1.04
40 26/000-27/000 30.146 + 0.00 30.146 1.16 34.9694 0.8742 0.1524 1.18
40 27/000-28/000 32.5076 + 0.00 32.5076 1.15 37.3837 0.9346 0.0905 1.12
40 28/000-29/000 35.293 + 0.00 35.293 1.15 40.587 1.0681 0.2683 1.6
40 29/000-30/000 23.6568 + 0.00 23.6568 1.17 27.6785 0.692 0.1459 0.98
38 30/000-31/000 27.953 + 0.00 27.953 1.15 32.146 0.8037 0.1376 1.08
40 31/000-32/000 34.4584 + 0.00 34.4584 1.14 39.2826 0.9821 0.1572 1.3
40 32/000-33/000 34.6514 + 0.00 34.6514 1.15 39.8491 1.0487 0.2791 1.61
40 33/000-34/000 32.2098 + 0.00 32.2098 1.16 37.3634 0.9341 0.2065 1.35
40 34/000-35/000 36.7768 + 0.00 36.7768 1.17 43.0289 1.1952 0.4164 2.03
40 35/000-36/000 33.4676 + 0.00 33.4676 1.24 41.4998 1.0375 0.1911 1.42
40 36/000-37/000 36.844 + 0.00 36.844 1.22 44.9497 1.1237 0.2238 1.57
40 37/000-38/000 36.0022 + 0.00 36.0022 1.25 45.0028 1.1251 0.1651 1.46
39 38/000-39/000 34.0984 + 0.00 34.0984 1.21 41.2591 1.0315 0.1477 1.33
40 39/000-40/000 33.993 + 0.00 33.993 1.21 41.1315 1.0283 0.2176 1.46
40 40/000-41/000 35.2438 + 0.00 35.2438 1.17 41.2352 1.0309 0.1342 1.3
40 41/000-42/000 34.3184 + 0.00 34.3184 1.17 40.1525 1.0038 0.1669 1.34
36 42/000-43/000 34.3184 + 0.00 34.3184 1.15 39.4662 0.9867 0.1528 1.29
38 43/000-44/000 35.133 + 0.00 35.133 1.195 41.9839 1.0496 0.1584 1.37
39 44/000-45/000 34.873 + 0.00 34.873 1.2 41.8476 1.0462 0.1784 1.4
40 45/000-46/000 34.773 + 0.00 34.773 1.25 43.4663 1.0867 0.1515 1.39
OVERLAY THICKNESS DESIGN CURVES AS PER IRC: 81-1997 (FIG-9 )BENKELMAN BEAM
DEFLECATION DATA FOR DESIGN OF IMPHAL TO MOIRANG (NH-150) CHAINAGE FROM 0/000 KM. TO 46/000 KM.
Existing Pavement Details BM Over lay required by BBD

Subsection G.S.B(Moorum) in Average Existing test design for 20 msa in mm
W.B.M. in mm B.T in mm (5 years)
mm Crust in mm
0/000 - 1/000 265 140 50 405
1/000 - 2/000 273 155 55 428
2/000 - 3/000 268 160 60 428
3/000 - 4/000 270 160 60 430
4/000 - 5/000 266 170 58 436
5/000 - 6/000 270 180 60 450
6/000 - 7/000 273 175 58 448
7/000 - 8/000 275 170 52 445
8/000 - 9/000 275 170 48 445
9/000 - 10/000 280 160 43 440
10/000 - 11/000 285 160 40 445
11/000 - 12/000 260 155 40 415
12/000 - 13/000 260 150 43 410
13/000 - 14/000 255 150 42 405
14/000 - 15/000 240 140 40 380
15/000 - 16/000 220 140 40 360
16/000 - 17/000 220 160 36 380
17/000 - 18/000 190 175 38 365
18/000 - 19/000 185 180 37 365
19/000 - 20/000 170 200 38 370
20/000 - 21/000 160 200 35 360
21/000 - 22/000 160 200 40 360
22/000 - 23/000 160 220 42 380
115
23/000 - 24/000 155 225 41 380
24/000 - 25/000 140 225 40 365
25/000 - 26/000 140 230 40 370
26/000-27/000 150 220 38 370
27/000-28/000 155 215 36 370
28/000-29/000 155 215 37 370
29/000-30/000 160 220 33 380
30/000-31/000 160 220 30 380
31/000-32/000 140 225 32 365
32/000-33/000 135 230 30 365
33/000-34/000 120 230 28 350
34/000-35/000 110 240 29 350
35/000-36/000 110 240 30 350
36/000-37/000 120 235 32 355
37/000-38/000 120 235 33 355
38/000-39/000 130 230 34 360
39/000-40/000 130 230 35 360
40/000-41/000 135 230 35 365
41/000-42/000 140 235 33 375
42/000-43/000 145 240 32 385
43/000-44/000 145 240 30 385
44/000-45/000 150 250 31 400
45/000-46/000 150 250 30 400
MEASUREMENT OF SURFACE ROUGHNESS ( PRE )
Name of requisitioner:-
Location :-Chainag. 0/000 km to 1/000 km of N.H.150
Type of surface :- Bituminous ( SDBC )
Type of Machine :_ ARUR(STECO-84)
Date of Testing :-
Chainage in km Length of Bumps value Roughness in Calibrated Roughness Avereage
Sec.No From To section (m) (Cm) mm / Km (=x) mm / Km (=Y) Y in mm/Km
1 0.0 0.1 100 21 2100 2123.09

2 0.1 0.2 100 20 2000 1987.27
3 0.2 0.3 100 22 2200 2258.91
4 0.3 0.4 100 22 2200 2258.91
5 0.4 0.5 100 20 2000 1987.27 2163.836
6 0.5 0.6 100 21 2100 2123.09
7 0.6 0.7 100 21 2100 2123.09
8 0.7 0.8 100 20 2000 1987.27
9 0.8 0.9 100 23 2300 2394.73
10 0.9 1.0 100 23 2300 2394.73
N.B. :- Roughness Index (Y) = 1.3582* X -729.13
X = Roughness as measured by ARUR (STECO-84)-mm/km
y= Calibrated Roughness-mm/km
Remarks: As per Table 9.1 of Manual for Construction of Bituminus work BT surface of above chainage coming under
good condition so far as roughness index value is concerned .
The measurement of surface unevenness corresponds to the path of equipment and is indicative of the general surface unevenness only

Date of Testing :-
1 1.0 1.1 100 20 2000 1987.27

2 1.1 1.2 100 21 2100 2123.09
3 1.2 1.3 100 23 2300 2394.73
4 1.3 1.4 100 23 2300 2394.73
5 1.4 1.5 100 20 2000 1987.27 2150.254
6 1.5 1.6 100 20 2000 1987.27
7 1.6 1.7 100 21 2100 2123.09
8 1.7 1.8 100 22 2200 2258.91
9 1.8 1.9 100 20 2000 1987.27
10 1.9 2.0 100 22 2200 2258.91
The measurement of surface unevenness corresponds to the path of equipment and is indicative of the general surface unevenness
only
Date of Testing :-
1 2.0 2.1 100 22 2200 2258.91

2 2.1 2.2 100 23 2300 2394.73
3 2.2 2.3 100 21 2100 2123.09
4 2.3 2.4 100 20 2000 1987.27
5 2.4 2.5 100 23 2300 2394.73 2204.582
6 2.5 2.6 100 22 2200 2258.91
7 2.6 2.7 100 21 2100 2123.09
8 2.7 2.8 100 23 2300 2394.73
9 2.8 2.9 100 20 2000 1987.27
10 2.9 3.0 100 21 2100 2123.09

Date of Testing :-
1 3.0 3.1 100 20 2000 1987.27

2 3.1 3.2 100 22 2200 2258.91
3 3.2 3.3 100 23 2300 2394.73
4 3.3 3.4 100 23 2300 2394.73
5 3.4 3.5 100 21 2100 2123.09 2177.418
6 3.5 3.6 100 20 2000 1987.27
7 3.6 3.7 100 22 2200 2258.91
8 3.7 3.8 100 21 2100 2123.09
9 3.8 3.9 100 22 2200 2258.91
10 3.9 4.0 100 20 2000 1987.27
Date of Testing :-
1 4.0 4.1 100 23 2300 2394.73

2 4.1 4.2 100 21 2100 2123.09
3 4.2 4.3 100 22 2200 2258.91
4 4.3 4.4 100 21 2100 2123.09
5 4.4 4.5 100 20 2000 1987.27 2218.164
6 4.5 4.6 100 23 2300 2394.73
7 4.6 4.7 100 21 2100 2123.09
8 4.7 4.8 100 21 2100 2123.09
9 4.8 4.9 100 23 2300 2394.73
10 4.9 5.0 100 22 2200 2258.91

Date of Testing :-
1 5.0 5.1 100 23 2300 2394.73

2 5.1 5.2 100 20 2000 1987.27
3 5.2 5.3 100 21 2100 2123.09
4 5.3 5.4 100 22 2200 2258.91
5 5.4 5.5 100 22 2200 2258.91 2191
6 5.5 5.6 100 22 2200 2258.91
7 5.6 5.7 100 21 2100 2123.09
8 5.7 5.8 100 23 2300 2394.73
9 5.8 5.9 100 21 2100 2123.09
10 5.9 6.0 100 20 2000 1987.27
Date of Testing :-
1 6.0 6.1 100 20 2000 1987.27

2 6.1 6.2 100 21 2100 2123.09
3 6.2 6.3 100 21 2100 2123.09
4 6.3 6.4 100 22 2200 2258.91
5 6.4 6.5 100 23 2300 2394.73 2204.582
6 6.5 6.6 100 23 2300 2394.73
7 6.6 6.7 100 20 2000 1987.27
8 6.7 6.8 100 22 2200 2258.91
9 6.8 6.9 100 23 2300 2394.73
10 6.9 7.0 100 21 2100 2123.09

Date of Testing :-
1 7.0 7.1 100 23 2300 2394.73

2 7.1 7.2 100 24 2400 2530.55
3 7.2 7.3 100 29 2900 3209.65
4 7.3 7.4 100 30 3000 3345.47
5 7.4 7.5 100 24 2400 2530.55 2666.37
6 7.5 7.6 100 24 2400 2530.55
7 7.6 7.7 100 23 2300 2394.73
8 7.7 7.8 100 26 2600 2802.19
9 7.8 7.9 100 23 2300 2394.73
10 7.9 8.0 100 24 2400 2530.55
average condition so far as roughness index value is concerned .
Date of Testing :-
1 8.0 8.1 100 31 3100 3481.29

2 8.1 8.2 100 31 3100 3481.29
3 8.2 8.3 100 30 3000 3345.47
4 8.3 8.4 100 32 3200 3617.11
5 8.4 8.5 100 35 3500 4024.57 3522.036
6 8.5 8.6 100 31 3100 3481.29
7 8.6 8.7 100 32 3200 3617.11
8 8.7 8.8 100 30 3000 3345.47
9 8.8 8.9 100 29 2900 3209.65
10 8.9 9.0 100 32 3200 3617.11
poor condition so far as roughness index value is concerned .

Date of Testing :-
1 9.0 9.1 100 32 3200 3617.11

2 9.1 9.2 100 32 3200 3617.11
3 9.2 9.3 100 34 3400 3888.75
4 9.3 9.4 100 31 3100 3481.29
5 9.4 9.5 100 33 3300 3752.93 3657.856
6 9.5 9.6 100 32 3200 3617.11
7 9.6 9.7 100 32 3200 3617.11
8 9.7 9.8 100 31 3100 3481.29
9 9.8 9.9 100 34 3400 3888.75
10 9.9 10.0 100 32 3200 3617.11
Date of Testing :-
1 10.0 10.1 100 36 3600 4160.39

2 10.1 10.2 100 33 3300 3752.93
3 10.2 10.3 100 36 3600 4160.39
4 10.3 10.4 100 35 3500 4024.57
5 10.4 10.5 100 32 3200 3617.11 3970.242
6 10.5 10.6 100 34 3400 3888.75
7 10.6 10.7 100 36 3600 4160.39
8 10.7 10.8 100 35 3500 4024.57
9 10.8 10.9 100 33 3300 3752.93
10 10.9 11.0 100 36 3600 4160.39

Date of Testing :-
1 11.0 11.1 100 36 3600 4160.39

2 11.1 11.2 100 32 3200 3617.11
3 11.2 11.3 100 34 3400 3888.75
4 11.3 11.4 100 35 3500 4024.57
5 11.4 11.5 100 32 3200 3617.11 3834.422
6 11.5 11.6 100 33 3300 3752.93
7 11.6 11.7 100 34 3400 3888.75
8 11.7 11.8 100 36 3600 4160.39
9 11.8 11.9 100 31 3100 3481.29
10 11.9 12.0 100 33 3300 3752.93
Date of Testing :-
1 12.0 12.1 100 31 3100 3481.29

2 12.1 12.2 100 32 3200 3617.11
3 12.2 12.3 100 28 2800 3073.83
4 12.3 12.4 100 29 2900 3209.65
5 12.4 12.5 100 36 3600 4160.39 3372.634
6 12.5 12.6 100 30 3000 3345.47
7 12.6 12.7 100 31 3100 3481.29
8 12.7 12.8 100 28 2800 3073.83
9 12.8 12.9 100 30 3000 3345.47
10 12.9 13.0 100 27 2700 2938.01

Date of Testing :-
1 13.0 13.1 100 28 2800 3073.83

2 13.1 13.2 100 32 3200 3617.11
3 13.2 13.3 100 34 3400 3888.75
4 13.3 13.4 100 30 3000 3345.47
5 13.4 13.5 100 31 3100 3481.29 3386.216
6 13.5 13.6 100 29 2900 3209.65
7 13.6 13.7 100 30 3000 3345.47
8 13.7 13.8 100 30 3000 3345.47
9 13.8 13.9 100 32 3200 3617.11
10 13.9 14.0 100 27 2700 2938.01
Date of Testing :-
1 14.0 14.1 100 29 2900 3209.65

2 14.1 14.2 100 26 2600 2802.19
3 14.2 14.3 100 27 2700 2938.01
4 14.3 14.4 100 30 3000 3345.47
5 14.4 14.5 100 29 2900 3209.65 2992.338
6 14.5 14.6 100 27 2700 2938.01
7 14.6 14.7 100 27 2700 2938.01
8 14.7 14.8 100 25 2500 2666.37
9 14.8 14.9 100 26 2600 2802.19
10 14.9 15.0 100 28 2800 3073.83

Date of Testing :-
1 15.0 15.1 100 30 3000 3345.47

2 15.1 15.2 100 29 2900 3209.65
3 15.2 15.3 100 31 3100 3481.29
4 15.3 15.4 100 31 3100 3481.29
5 15.4 15.5 100 28 2800 3073.83 3209.65
6 15.5 15.6 100 26 2600 2802.19
7 15.6 15.7 100 27 2700 2938.01
8 15.7 15.8 100 30 3000 3345.47
9 15.8 15.9 100 31 3100 3481.29
10 15.9 16.0 100 27 2700 2938.01
Date of Testing :-
1 16.0 16.1 100 24 2400 2530.55

2 16.1 16.2 100 26 2600 2802.19
3 16.2 16.3 100 27 2700 2938.01
4 16.3 16.4 100 25 2500 2666.37
5 16.4 16.5 100 28 2800 3073.83 2747.862
6 16.5 16.6 100 25 2500 2666.37
7 16.6 16.7 100 23 2300 2394.73
8 16.7 16.8 100 27 2700 2938.01
9 16.8 16.9 100 27 2700 2938.01
10 16.9 17.0 100 24 2400 2530.55

Date of Testing :-
1 17.0 17.1 100 25 2500 2666.37

2 17.1 17.2 100 26 2600 2802.19
3 17.2 17.3 100 27 2700 2938.01
4 17.3 17.4 100 25 2500 2666.37
5 17.4 17.5 100 27 2700 2938.01 2856.518
6 17.5 17.6 100 28 2800 3073.83
7 17.6 17.7 100 25 2500 2666.37
8 17.7 17.8 100 29 2900 3209.65
9 17.8 17.9 100 27 2700 2938.01
10 17.9 18.0 100 25 2500 2666.37
Date of Testing :-
1 18.0 18.1 100 32 3200 3617.11

2 18.1 18.2 100 35 3500 4024.57
3 18.2 18.3 100 31 3100 3481.29
4 18.3 18.4 100 38 3800 4432.03
5 18.4 18.5 100 35 3500 4024.57 3848.004
6 18.5 18.6 100 38 3800 4432.03
7 18.6 18.7 100 30 3000 3345.47
8 18.7 18.8 100 31 3100 3481.29
9 18.8 18.9 100 35 3500 4024.57
10 18.9 19.0 100 32 3200 3617.11

LetterofNo:-
Name 16 Dated : 25.01.2008
requisitioner:-
Date of Testing :-
1 19.0 19.1 100 35 3500 4024.57

2 19.1 19.2 100 33 3300 3752.93
3 19.2 19.3 100 32 3200 3617.11
4 19.3 19.4 100 37 3700 4296.21
5 19.4 19.5 100 33 3300 3752.93 3834.422
6 19.5 19.6 100 32 3200 3617.11
7 19.6 19.7 100 34 3400 3888.75
8 19.7 19.8 100 35 3500 4024.57
9 19.8 19.9 100 32 3200 3617.11
10 19.9 20.0 100 33 3300 3752.93
Date of Testing :-
1 20.0 20.1 100 32 3200 3617.11

2 20.1 20.2 100 30 3000 3345.47
3 20.2 20.3 100 33 3300 3752.93
4 20.3 20.4 100 35 3500 4024.57
5 20.4 20.5 100 31 3100 3481.29 3725.766
6 20.5 20.6 100 34 3400 3888.75
7 20.6 20.7 100 30 3000 3345.47
8 20.7 20.8 100 36 3600 4160.39
9 20.8 20.9 100 32 3200 3617.11
10 20.9 21.0 100 35 3500 4024.57

Date of Testing :-
1 21.0 21.1 100 32 3200 3617.11

2 21.1 21.2 100 37 3700 4296.21
3 21.2 21.3 100 33 3300 3752.93
4 21.3 21.4 100 35 3500 4024.57
5 21.4 21.5 100 33 3300 3752.93 3861.586
6 21.5 21.6 100 34 3400 3888.75
7 21.6 21.7 100 34 3400 3888.75
8 21.7 21.8 100 35 3500 4024.57
9 21.8 21.9 100 33 3300 3752.93
10 21.9 22.0 100 32 3200 3617.11
Date of Testing :-
1 22.0 22.1 100 33 3300 3752.93

2 22.1 22.2 100 32 3200 3617.11
3 22.2 22.3 100 34 3400 3888.75
4 22.3 22.4 100 36 3600 4160.39
5 22.4 22.5 100 35 3500 4024.57 3888.75
6 22.5 22.6 100 33 3300 3752.93
7 22.6 22.7 100 36 3600 4160.39
8 22.7 22.8 100 34 3400 3888.75
9 22.8 22.9 100 32 3200 3617.11
10 22.9 23.0 100 35 3500 4024.57

Date of Testing :-
1 23.0 23.1 100 32 3200 3617.11

2 23.1 23.2 100 34 3400 3888.75
3 23.2 23.3 100 35 3500 4024.57
4 23.3 23.4 100 30 3000 3345.47
5 23.4 23.5 100 36 3600 4160.39 3725.766
6 23.5 23.6 100 32 3200 3617.11
7 23.6 23.7 100 33 3300 3752.93
8 23.7 23.8 100 30 3000 3345.47
9 23.8 23.9 100 35 3500 4024.57
10 23.9 24.0 100 31 3100 3481.29
Date of Testing :-
1 24.0 24.1 100 35 3500 4024.57

2 24.1 24.2 100 33 3300 3752.93
3 24.2 24.3 100 39 3900 4567.85
4 24.3 24.4 100 32 3200 3617.11
5 24.4 24.5 100 34 3400 3888.75 3970.242
6 24.5 24.6 100 38 3800 4432.03
7 24.6 24.7 100 31 3100 3481.29
8 24.7 24.8 100 32 3200 3617.11
9 24.8 24.9 100 38 3800 4432.03
10 24.9 25.0 100 34 3400 3888.75

Date of Testing :-
1 25.0 25.1 100 38 3800 4432.03

2 25.1 25.2 100 32 3200 3617.11
3 25.2 25.3 100 35 3500 4024.57
4 25.3 25.4 100 36 3600 4160.39
5 25.4 25.5 100 32 3200 3617.11 3834.422
6 25.5 25.6 100 31 3100 3481.29
7 25.6 25.7 100 37 3700 4296.21
8 25.7 25.8 100 30 3000 3345.47
9 25.8 25.9 100 34 3400 3888.75
10 25.9 26.0 100 31 3100 3481.29
Date of Testing :-
1 26.0 26.1 100 32 3200 3617.11

2 26.1 26.2 100 39 3900 4567.85
3 26.2 26.3 100 34 3400 3888.75
4 26.3 26.4 100 38 3800 4432.03
5 26.4 26.5 100 31 3100 3481.29 3848.004
6 26.5 26.6 100 30 3000 3345.47
7 26.6 26.7 100 32 3200 3617.11
8 26.7 26.8 100 37 3700 4296.21
9 26.8 26.9 100 33 3300 3752.93
10 26.9 27.0 100 31 3100 3481.29

Date of Testing :-
1 27.0 27.1 100 38 3800 4432.03

2 27.1 27.2 100 32 3200 3617.11
3 27.2 27.3 100 35 3500 4024.57
4 27.3 27.4 100 36 3600 4160.39
5 27.4 27.5 100 31 3100 3481.29 3970.242
6 27.5 27.6 100 30 3000 3345.47
7 27.6 27.7 100 34 3400 3888.75
8 27.7 27.8 100 37 3700 4296.21
9 27.8 27.9 100 39 3900 4567.85
10 27.9 28.0 100 34 3400 3888.75
Date of Testing :-
1 28.0 28.1 100 32 3200 3617.11

2 28.1 28.2 100 38 3800 4432.03
3 28.2 28.3 100 33 3300 3752.93
4 28.3 28.4 100 30 3000 3345.47
5 28.4 28.5 100 30 3000 3345.47 3617.11
6 28.5 28.6 100 31 3100 3481.29
7 28.6 28.7 100 33 3300 3752.93
8 28.7 28.8 100 31 3100 3481.29
9 28.8 28.9 100 30 3000 3345.47
10 28.9 29.0 100 32 3200 3617.11

Date of Testing :-
1 29.0 29.1 100 32 3200 3617.11

2 29.1 29.2 100 31 3100 3481.29
3 29.2 29.3 100 30 3000 3345.47
4 29.3 29.4 100 28 2800 3073.83
5 29.4 29.5 100 29 2900 3209.65 3359.052
6 29.5 29.6 100 30 3000 3345.47
7 29.6 29.7 100 31 3100 3481.29
8 29.7 29.8 100 29 2900 3209.65
9 29.8 29.9 100 30 3000 3345.47
10 29.9 30.0 100 31 3100 3481.29
Date of Testing :-
1 30.0 30.1 100 34 3400 3888.75

2 30.1 30.2 100 33 3300 3752.93
3 30.2 30.3 100 37 3700 4296.21
4 30.3 30.4 100 34 3400 3888.75
5 30.4 30.5 100 36 3600 4160.39 3956.66
6 30.5 30.6 100 34 3400 3888.75
7 30.6 30.7 100 37 3700 4296.21
8 30.7 30.8 100 35 3500 4024.57
9 30.8 30.9 100 33 3300 3752.93
10 30.9 31.0 100 32 3200 3617.11

Date of Testing :-
1 31.0 31.1 100 32 3200 3617.11

2 31.1 31.2 100 33 3300 3752.93
3 31.2 31.3 100 35 3500 4024.57
4 31.3 31.4 100 32 3200 3617.11
5 31.4 31.5 100 33 3300 3752.93 3712.184
6 31.5 31.6 100 33 3300 3752.93
7 31.6 31.7 100 32 3200 3617.11
8 31.7 31.8 100 31 3100 3481.29
9 31.8 31.9 100 35 3500 4024.57
10 31.9 32.0 100 31 3100 3481.29
Date of Testing :-
1 32.0 32.1 100 32 3200 3617.11

2 32.1 32.2 100 30 3000 3345.47
3 32.2 32.3 100 31 3100 3481.29
4 32.3 32.4 100 30 3000 3345.47
5 32.4 32.5 100 31 3100 3481.29 3481.29
6 32.5 32.6 100 31 3100 3481.29
7 32.6 32.7 100 30 3000 3345.47
8 32.7 32.8 100 32 3200 3617.11
9 32.8 32.9 100 30 3000 3345.47
10 32.9 33.0 100 33 3300 3752.93

Date of Testing :-
1 33.0 33.1 100 31 3100 3481.29

2 33.1 33.2 100 33 3300 3752.93
3 33.2 33.3 100 32 3200 3617.11
4 33.3 33.4 100 31 3100 3481.29
5 33.4 33.5 100 28 2800 3073.83 3467.708
6 33.5 33.6 100 30 3000 3345.47
7 33.6 33.7 100 32 3200 3617.11
8 33.7 33.8 100 31 3100 3481.29
9 33.8 33.9 100 33 3300 3752.93
10 33.9 34.0 100 28 2800 3073.83
Date of Testing :-
1 34.0 34.1 100 36 3600 4160.39

2 34.1 34.2 100 38 3800 4432.03
3 34.2 34.3 100 32 3200 3617.11
4 34.3 34.4 100 32 3200 3617.11
5 34.4 34.5 100 33 3300 3752.93 3780.094
6 34.5 34.6 100 32 3200 3617.11
7 34.6 34.7 100 33 3300 3752.93
8 34.7 34.8 100 31 3100 3481.29
9 34.8 34.9 100 30 3000 3345.47
10 34.9 35.0 100 35 3500 4024.57

Date of Testing :-
1 35.0 35.1 100 30 3000 3345.47

2 35.1 35.2 100 32 3200 3617.11
3 35.2 35.3 100 30 3000 3345.47
4 35.3 35.4 100 28 2800 3073.83
5 35.4 35.5 100 34 3400 3888.75 3440.544
6 35.5 35.6 100 31 3100 3481.29
7 35.6 35.7 100 30 3000 3345.47
8 35.7 35.8 100 30 3000 3345.47
9 35.8 35.9 100 30 3000 3345.47
10 35.9 36.0 100 32 3200 3617.11
Date of Testing :-
1 36.0 36.1 100 29 2900 3209.65

2 36.1 36.2 100 27 2700 2938.01
3 36.2 36.3 100 26 2600 2802.19
4 36.3 36.4 100 28 2800 3073.83
5 36.4 36.5 100 26 2600 2802.19 2870.1
6 36.5 36.6 100 25 2500 2666.37
7 36.6 36.7 100 24 2400 2530.55
8 36.7 36.8 100 29 2900 3209.65
9 36.8 36.9 100 26 2600 2802.19
10 36.9 37.0 100 25 2500 2666.37

Date of Testing :-
1 37.0 37.1 100 39 3900 4567.85

2 37.1 37.2 100 33 3300 3752.93
3 37.2 37.3 100 38 3800 4432.03
4 37.3 37.4 100 37 3700 4296.21
5 37.4 37.5 100 34 3400 3888.75 3983.824
6 37.5 37.6 100 31 3100 3481.29
7 37.6 37.7 100 36 3600 4160.39
8 37.7 37.8 100 38 3800 4432.03
9 37.8 37.9 100 31 3100 3481.29
10 37.9 38.0 100 30 3000 3345.47
Date of Testing :-
1 38.0 38.1 100 37 3700 4296.21

2 38.1 38.2 100 32 3200 3617.11
3 38.2 38.3 100 31 3100 3481.29
4 38.3 38.4 100 35 3500 4024.57
5 38.4 38.5 100 36 3600 4160.39 3875.168
6 38.5 38.6 100 33 3300 3752.93
7 38.6 38.7 100 32 3200 3617.11
8 38.7 38.8 100 36 3600 4160.39
9 38.8 38.9 100 33 3300 3752.93
10 38.9 39.0 100 34 3400 3888.75

Date of Testing :-
1 39.0 39.1 100 32 3200 3617.11

2 39.1 39.2 100 30 3000 3345.47
3 39.2 39.3 100 30 3000 3345.47
4 39.3 39.4 100 32 3200 3617.11
5 39.4 39.5 100 33 3300 3752.93 3426.962
6 39.5 39.6 100 32 3200 3617.11
7 39.6 39.7 100 31 3100 3481.29
8 39.7 39.8 100 29 2900 3209.65
9 39.8 39.9 100 26 2600 2802.19
10 39.9 40.0 100 31 3100 3481.29
Date of Testing :-
1 40.0 40.1 100 32 3200 3617.11

2 40.1 40.2 100 28 2800 3073.83
3 40.2 40.3 100 30 3000 3345.47
4 40.3 40.4 100 27 2700 2938.01
5 40.4 40.5 100 26 2600 2802.19 3114.576
6 40.5 40.6 100 31 3100 3481.29
7 40.6 40.7 100 30 3000 3345.47
8 40.7 40.8 100 29 2900 3209.65
9 40.8 40.9 100 24 2400 2530.55
10 40.9 41.0 100 26 2600 2802.19

Date of Testing :-
1 41.0 41.1 100 32 3200 3617.11

2 41.1 41.2 100 26 2600 2802.19
3 41.2 41.3 100 30 3000 3345.47
4 41.3 41.4 100 28 2800 3073.83
5 41.4 41.5 100 30 3000 3345.47 3263.978
6 41.5 41.6 100 31 3100 3481.29
7 41.6 41.7 100 29 2900 3209.65
8 41.7 41.8 100 27 2700 2938.01
9 41.8 41.9 100 30 3000 3345.47
10 41.9 42.0 100 31 3100 3481.29
Date of Testing :-
1 42.0 42.1 100 32 3200 3617.11

2 42.1 42.2 100 27 2700 2938.01
3 42.2 42.3 100 30 3000 3345.47
4 42.3 42.4 100 33 3300 3752.93
5 42.4 42.5 100 29 2900 3209.65 3291.142
6 42.5 42.6 100 31 3100 3481.29
7 42.6 42.7 100 30 3000 3345.47
8 42.7 42.8 100 30 3000 3345.47
9 42.8 42.9 100 28 2800 3073.83
10 42.9 43.0 100 26 2600 2802.19

Date of Testing :-
1 43.0 43.1 100 30 3000 3345.47

2 43.1 43.2 100 32 3200 3617.11
3 43.2 43.3 100 31 3100 3481.29
4 43.3 43.4 100 28 2800 3073.83
5 43.4 43.5 100 30 3000 3345.47 3386.216
6 43.5 43.6 100 30 3000 3345.47
7 43.6 43.7 100 32 3200 3617.11
8 43.7 43.8 100 28 2800 3073.83
9 43.8 43.9 100 30 3000 3345.47
10 43.9 44.0 100 32 3200 3617.11
The measurement of surface unevenness corresponds to the path of equipment and is indicative of the general surface unevenness
only

APPENDIX III:
CULVERT PROPOSALS
APPENDIX 3
Existing
Existing Type oF Existing Span Proposed
Sl. no CHAINAGE Length of Proposed Span PROPOSAL
Structures arrangement TYPE
bridge
1 417.940 MINOR 1 X 8.0 8.20 MINOR 1 X 8.0

WIDENING
2 418.660 SLAB 1 X 1.3 8.40 RCC BOX 1 X 3.0 RECONSTRUCTION
3 418.840 SLAB 1 X 3.0 8.40 SLAB 1 X 3.0 WIDENING
9 421.000 MINOR 1 X 8.0 11.80 MINOR 1 X 8.0 WIDENING
23 424.260 HUME PIPE 1 X 0.6 8.60 RCC BOX 1 X 2.0 RECONSTRUCTION
37 427.550 SLAB 1 X 1.0 9.60 RCC BOX 1 X2.0 RECONSTRUCTION
Existing
bridge

55 432.100 MINOR 2 X 9.37 8.40 MINOR 2 X 10 WIDENING
60 433.180 RCC BOX 1 X 1.4 11.10 RCC BOX 1 X 1.4 WIDENING
69 436.060 SLAB 1 X2.0 15.00 SLAB 1 X2.0 WIDENING
74 436.990 SLAB 1 X0.9 9.60 RCC BOX 1 X2.0 RECONSTRUCTION
82 438.810 HUME PIPE 1 X 0.6 RCC BOX 1 X 2.0 RECONSTRUCTION
85 439.235 SLAB 1 X2.8 12.70 MINOR 1 X6.0 RECONSTRUCTION
Existing
bridge

101 443.160 MINOR 1 X5.7 12.10 MINOR 1 X5.7 WIDENING
112 447.420 SYPHON 1 X 0.6 RCC BOX 1 X 2.0 RECONSTRUCTION
125 454.025 SLAB 1 X3.0 12.30 SLAB 1 X5.0 RECONSTRUCTION
126 454.390 MINOR 1 X6.0 7.10 MINOR 2 X6.0 RECONSTRUCTION
127 454.790 MINOR 1 X6.0 RETAIN MINOR 1 X6.0 RETAIN
APPENDIX IV:
HYDROLOGY
CALCULATION OF DISCHARGE BY AREA VELOCITY METHOD AT BS
Velocity (V) = 1 R 2/3 S 1/2

n
Discharge (Q) = AV
n = Rugosity Coefficient = 0.035

(Assumed as per Table: 5.1 of IRC: SP - 13)
Nature of Surface assumed - Winding, some pools and shoals, clean
S = Longitudinal Slope = 0.0020
Velocity,
Perimeter V(m/sec) Discharge,
Area, A
,P R = A/P = q=A*V
(m2) 2/3 1
(m) (1/n).R .S (m3/sec)
/2
12.55 18.36 0.684 0.99 12.4
Page 3
CALCULATION SHEET
Design flood discharge= 12.44 cumecs HFL = 202.2

772.7
M m
1 Design Water Way

As per clause 104.3 of IRC-5, for the aliuvial beds the water way width Lacey's formula,
Pw = C √Q
Pw = wetted perimeter in metre
C = Coefficient 4.8
Q = Design Discharge in Cumsec 12.45 Cumecs
Pw = 4.8 x √12.45 = 16.9 m
At HFL Condition P = 18.36 m

Length is taken 2X6.0 = 12 m
2 Design Discharge For Foundation
Qf = 1.3 x Q
Qf = 1.3 x 12.45 = 16.19 Cumecs
3 Calculation Of Afflux
The afflux can be calculated by Molesworth Equation:
 V2   A  
2
h    0.015     1
 17.88   a  

Where,
h= afflux generated in M
V= Velocity of unobstructed water in M/s
A= Cross Sectional Area of unobstructed channel in Sqm
a= Cross Sectional Area of constricted channel in Sqm
A = 228.28 sqm a = 165.17 sq m
Velocity of Flow V =(1/η x R⅔ x S½) As per Manning's Formula
Hydraulic Mean Depth, R=A/P 0.68 Wetted perimeter 18.36 m

Rugosity coefficient= 0.035 Bed slope 0.002
V= 0.99 m/s
h= 0.06 m
h= 0.15 m
Page 1
4 Scour Depth Calculation
As Water way provided = Less than Lacey's regime width

Hence D = 1.338*(qf²/f)⅓
Depth of Scour D in m
Discharge per width qfb=Q/W= 1.038 Cumecs
Lacey's silt factor for abutment f 1.00
Lacey's silt factor for pier 1.00
Normal Scour depth D for abutment= 1.4 m

Normal Scour depth D for pier= 1.4
Maximum Depth of Scour 1.27 x D = 1.8 m For Abutment
Scour level at abutment = 770.9 m
Maximum Scour depth for piers 2 xD = 2.8 m
Scour level at Pier = 769.9 m
5 Calculation of Tentative Fomation Level =
H.F.L. = 772.700 m
Afflux = 0.15 m
Vertical Clearance for = 12.45 Cumecs Discharge 0.9 m
Height of Girder 0 m
Thickness of deck slab 0.6 m
Thickness of wearing coat 0.075 m
Mimimum Formation Level = 774.425 m
Hence, the following conclusion is made:

1 Minimum Formation level of bridge- 774.43 m
2 Provided Formation level of bridge- 774.58 m Ok
3 Scour level for abutment 770.90 m
4 Scour level for pier 769.90 m
5 Velocity of flow 0.99 m/s
Page 2
CLIENT :-
CHAINAGE
ELEVATION
DATUM = 769.0
0.000 771.879
10.000 771.952
20.000 772.232
30.000 771.966
40.000 771.845
DEVELOPMENT CORPORATION LTD.

50.000 771.702
NATIONAL HIGHWAYS & INFRASTRUCTURE

60.000 771.613
70.000 771.639
80.000 771.666
CHAINAGE
ELEVATION
90.000 771.636
DATUM = 770.0
NAME OF WORK:
100.000 771.582 0.000 772.075
2.000 772.925
110.000 771.571 4.000 773.775
6.000 773.873
120.000 771.515 8.000 773.934
10.000 773.995
12.000 774.055
130.000 771.406 14.000 773.053
16.000 771.921
140.000 771.297 18.000 771.545
20.000 771.340
22.000 771.206
150.000 771.213 24.000 771.311
Moirang Road on NH-150.

26.000 771.666
160.000 771.164 28.000 772.020
HFL= 772.700 Mt.
30.000 772.370
32.000 772.714
170.000 771.123 34.000 773.057
36.000 773.401
38.000 773.744
Preparation of Detailed Project and Providing Pre-

180.000 771.117 40.000 774.088
Consultancy Services for Carrying out Feasibility Study,

42.000
42.132 774.431
774.454
Construction Services in respect of Four Laning of Imphal-

190.000 771.111
CROSS SECTION AT BRIDGE SITE
200.000 771.057
210.000 770.999
220.000 770.941
230.000 770.883
&
LONGITUDINAL SECTION OF RIVER
240.000 770.822
250.000 770.760
LONG SECTION
CROSS SECTION
260.000 770.707
BRIDGE SITE
270.000 770.694
280.000 770.681
290.000 770.679
CONSULTANT :-
300.000 770.684
310.000 770.661
320.000 770.552
330.000 770.457
340.000 770.448
350.000 770.439
360.000 770.432
370.000 770.426
(An ISO 9001 : 2008 Certified Organisation)
380.000 770.420
390.000 770.415
400.000 770.361
E. MAIL : support@smcindia.com, Web : www.smcindia.com
410.000 770.282
S.M. CONSULTANTS
417.264 770.224
DELHI / BHUBANESWAR / BALASORE / PORTBLAIR / SECUNDERABAD

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6

Consultancy Services for carrying out Feasibility Study, Preparation of

FINAL FEASIBILITY REPORT

2.5 Cost Recovery Mechanism ............................................................................................................................. 21

4.14.2 Road Signs ................................................................................................................................................. 50

6.5 Analysis Of Traffic Volume Surveys ........................................................................................................... 75

7.8.1 Toe Wall ...................................................................................................................................................... 110

9.13 Conclusion ....................................................................................................................................................... 130

10.13 Assessment Of The Impact On The Environment Of The Project........................................... 144

Table 37: DETAILS OF TRAFFIC SURVEY AT km CHAINAGE .......................................................... 76

Table 71: TARRIF OF TOLL PLAZA ................................................................................................................. 122

Figure 1: Typical Cross-section for Open Area.................................................................................................. 5

Figure 35: TRAFFIC CONTROL BY STOP/GO BOARDS ...................................................................... 207

 Imphal-Moirang Road on NH-150

0.2 INVESTIGATIONS AND EVALUATIONS

0.3 PROJECT DEVELOPMENT DESCRIPTION

0.3.2. Need for the road

0.3.3 Traffic Volume

Table 1: TRAFFIC DATA SUMMARY

Location Km 429/300 (HS 1) Km 421/000 (HS 2)

0.3.4 Traffic Projected

Table 2: Traffic Growth trend basing on Vehicle Registration

Table 3: PROJECTED TRAFFIC FOR 15 YEARS

Projected Year Total Vehicles Total PCU

0.3.5. Proposed Development plan

9 and utility cum parking space

Figure 1: Typical Cross-section for Open Area

Figure 2: Typical Cross-section for Urban Section

Table 5: DETAIL OF PAVEMENT DEVELOPMENT

Design CBR of Viscosity

Table 6: DETAIL OF PAVEMENT OVERLAY

Table 7: DEVELOPMENT PROPOSAL FOR BRIDGES

Table 8: PROPOSAL FOR CULVERTS

0.4 TOLL STRATEGY

Table 9: DETAILS OF TOLL PLAZA

Location Section Remarks

418/000 km to 454/780 In between Bishnupur and Nachou

0.5 PUBLIC UTILITIES

0.5.1 Electric Lines

0.5.2 Fibre Optic Cable

0.6. PROJECT COST

Table 10: COST ESTMATE OF PROJECT ROAD

Sub Total 4474318183.56

0.7. RESULTS OF FINANCIAL ANALYSIS

 Imphal-Moirang Road on NH-150

1.2 PROJECT DESCRIPTION

 Draft Inception Report including QAP 21 days from signing of agreement

 Draft DPR 210 days from signing of agreement

1.4 PROJECT OBJECTIVE

1.5 SCOPE OF WORK

 Traffic surveys and demand assessment

with comparison on techno-economic and other considerations, and recommendations

Figure 3: ROAD DEVELOPMENT PLAN

1.6 DELIVERABLES AS PER RFP FOR FINAL FEASIBILITY REPORT

1.7 STRUCTURE OF THE REPORT

Chapter 2: Overview of NHIDCL Organisation & Project Financing

Chapter 2: Overview of NHIDCL &

2.2 OBJECTIVE OF NHIDCL

2.3 ORGANISATION OF NHIDCL

Figure 4: ORGANOGRAM OF NATIONAL HIGHWAYS & INFRASTRUCTURE

2.3 PROJECT FINANCING OPTIONS

Presently the development and maintenance of national Highways is financed by following