Vol. I - Main Report PDF

Doc No.
1718-081/TRB/FDPR/P2/S-3/REP-01
NATIONAL HIGHWAYS AND INFRASTRUCTURE DEVELOPMENT CORPORTION LIMITED

(MINISTRY OF ROAD TRANSPORT & HIGHWAYS)
GOVT. OF INDIA
Section 3
Km 65+923 to Km 80+930
Voyants Solutions Pvt. Ltd

Corporate Office:
403, 4th Floor, Park Centra, Sector-30, NH-8, Gurugram-122001, Haryana, India
CIN- U74140HR2004PTC046918
Ph: 0124-4598200, Fax: 0124-4019051, E-mail: [email protected], www.voyants.in
Regional Office:
Jindal Towers, Block-A, 4th Floor, 21/1A/3, Darga Road,
Kolkata – 700 017
Tele: 033- 40519300/ 40063240/ 300070350
Project: Consultancy Services for Preparation of DPR under BharatmalaPariyojana
(Lot-1: Package II) [Tentative Length 217.1 km] Date: June 2020
Section-3: Km 65+923 – Km 80+930 Revision: R0
Document: 1718-081/TRB/FDPR/P2/S-3/REP-01
Contents
CONTENTS
LIST OF VOLUMES (DETAILEDPROJECT REPORT)
Volume-I - Main Report

Volume-IA - Appendices to Main Report
Volume-II - Design Report
Volume-III - Material Report
Volume-IV - Environmental Assessment Report
Volume-V - Technical Specification
Volume-VI - Rate Analysis
Volume-VII - Cost Estimates
Volume-VIII - Bill of Quantities
Volume-IX - Drawings (Road Works and Structure Works)
VOLUME-I
0.0 EXECUTIVE SUMMARY
0.1 Project Background

0.2 Project Road Description
0.3 Existing Characteristics of the Project Road
0.4 Traffic
0.5 Surveys and Investigations
0.6 Development Proposals
0.7 Proposed ROW and Land Acquisition
0.8 Summary of Environmental Screening and Issues
0.9 Summary of Social Screening and Issues
0.10 Cost Estimates
0.11 Economic Analysis
0.12 Financial Analysis
0.13 Conclusion and Recommendation
1.0 INTRODUCTION

1.3 Other Information Relevant to the Project Road
1.4 Improvement Objective
1.5 Objective of Consultancy Services
1.6 Scope of Work
Detailed Project Report Page 1 of 8

Contents
1.7 Stages of Submission

1.8 Structure of Detailed Project Report
2.0 EXISTING CHARACTERISTICS OF THE PROJECT ROAD
2.1 General
2.2 Terminal Points including Important Cardinal Points
2.3 GPS Co-ordinates
2.4 Status of Existing km Stones
2.5 Important Settlements along the Project Road
2.6 Connectivity
2.7 Terrain and Land Use
2.8 Existing Right of Way (ROW)
2.9 Existing Cross Sectional Elements
2.10 Geometry
2.11 Pavement
2.12 Road Intersections/Cross Roads
2.13 ROB/Railway Level Crossing
2.14 Bridges and Culverts
2.15 Other Facilities
2.16 Existing Utilities
2.17 Project Road Deficiencies
2.18 Critical Areas Needing Attention
2.19 Field Photographs
3.0 SOCIO ECONOMIC PROFILE
3.1 Introduction
3.2 Project Influence Area
3.3 The State of Assam at a Glance
3.4 District Profile :Hojai
3.4.1 Climate
3.4.2 Demography
3.4.3 Working Profile
3.4.4 Economy
3.5 District Profile :East KarbiAnglong
3.5.1 Climate
3.5.2 Demography
3.5.3 Economy

Contents
4.0 ENGINEERING SURVEYS AND INVESTIGATIONS
4.1 Introduction
4.2 Reconnaissance Survey
4.3 Road Inventory
4.4 Pavement Condition Survey
4.5 Inventory and Condition Survey of Existing Bridges, Culverts and Other Structures
4.6 Alternative Alignment Study of Major Realignments
4.7 Topographical Survey
4.8 Traffic Survey
4.9 Axle Load Survey
4.10 Falling Weight Deflectometer (FWD)Survey
4.10.1 TOR Requirements
4.10.2 Falling Weight Deflectometer (FWD)
4.10.3 Data Verification
4.10.4 Identification of Homogeneous Sub-sections
4.10.5 Work Procedure
4.11 Roughness Survey
4.12 Subgrade Investigation
4.12.1 Sub-grade Investigation Methodology (Test Pits)
4.12.2 Large Pits (1.0m x 1.0m x 1.0m)
4.12.3 Existing Pavement Composition
4.12.4 Laboratory Properties of Sub Grade Soil
4.12.5 Grain Size
4.12.6 Atterberg Limit
4.12.7 Moisture Content vs. Dry Unit Weight Relationship (Heavy Compaction)
4.12.8 CBR of Existing Sub Grade Soil
4.12.9 Field Dry Density
4.12.10 Laboratory Properties of Sub-Grade Soil
4.13 Material Investigation
4.13.1 Borrow Area Material Survey
4.13.2 Quarry Material Survey
4.13.3 Manufactured Materials
4.14 Lead Charts
4.15 Hydrological and Hydraulic Study
4.16 Secondary Data Collection
5.0 TRAFFIC SURVEY AND ANALYSIS
5.1 Introduction

Contents
5.2 Road Connectivity

5.3 Traffic Homogeneous Sections
5.4 Traffic Survey Schedule
5.5 Methodology of Traffic Survey
5.5.1 Classified Traffic Volume Counts
5.5.2 Origin-Destination Survey
5.5.3 Speed and Delay Survey
5.5.4 Turning Movement Survey
5.5.5 Axle Load Survey
5.6 Data Analysis
5.6.1 Traffic Volume Count
5.6.2 Analysis of OD Survey Data
5.6.3 Analysis of Turning Movement Count Survey
5.6.4 Analysis of Speed and Delay Survey
5.6.5 Analysis of Axle Load Survey
5.7 Traffic Forecast
5.7.1 Past Vehicle Registration Details
5.7.2 Past Growth of the Economy
5.7.3 Transport Demand Elasticity
5.7.4 Description of Regression Analysis
5.7.5 Traffic Forecasting Methodology
5.7.6 Traffic Growth Rates
5.7.7 Diverted Traffic
5.7.8 Generated Traffic
5.7.9 Total Traffic
5.7.10 Traffic Projection
5.8 Capacity Analysis
5.9 Recommendation
6.0 DEVELOPMENT PROPOSALS
6.1 General
6.2 Geometric Improvement
6.2.1 Codes and Guidelines
6.2.2 Design Concept
6.2.3 Geometric Design Standards
6.2.4 Widening Proposal
6.2.5 Cross-section for Improved Facility
6.2.6 Cross-section for Bridges, Culverts and Other Structures
6.2.7 Horizontal Alignment

Contents
6.2.8 Vertical Alignment

6.2.9 Proposal for Built-Up Areas
6.2.10 Proposal for Forest Areas
6.2.11 Realignments
6.3 Drainage
6.4 Bridges, Culverts and Other Structures
6.4.1 Major Bridges
6.4.2 Minor Bridges
6.4.3 Culverts
6.4.4 Underpasses
6.4.5 Rail Over Bridges (ROB)
6.4.6 Flyovers
6.4.7 Interchanges
6.5 Intersection Improvement Proposals
6.6 Pavement Design
6.6.1 General
6.6.2 Methodology of Pavement Design
6.6.3 Design of New Flexible Pavement
6.6.4 Overlay Design
6.7 Protection Works
6.8 Other Highway Facilities
6.8.1 Bus Bays
6.8.2 Truck Laybys
6.8.3 Toll Plazas
6.8.4 Wayside Amenities
6.8.5 Illumination
6.8.6 Miscellaneous Provisions for Traffic Guidance and Safety
6.9 Landscaping and Arboriculture
7.0 ENVIRONMENTAL SCREENING
7.1 Introduction
7.1.1 Scope of Environmental Screening
7.2 Methodology and Work Plan
7.2.1 Approach to Screening and Scoping
7.2.2 Project Work Plan
7.3 Project Description

Contents
7.3.3 Project Proponent

7.3.4 Need of the Project and Benefits Associated
7.3.5 Proposed Features of the Road
7.4 Legislative Framework
7.4.1 Introduction
7.4.2 Environment Legislation – India
7.4.3 International Agreements
7.4.4 Environment and Social Safeguard Policies
7.5 Environment Screening
7.5.1 Introduction
7.5.2 Study Area
7.5.3 Data Collection
7.5.4 Location
7.5.5 Climatology
7.5.6 Drainage Pattern
7.5.7 Surface Water Resources in the Project Area
7.5.8 Air Quality
7.5.9 Noise Level
7.5.10 Forest and Biodiversity
7.5.11 Reserved Forest and Eco Sensitive Locations along the Project Road
7.5.12 Wild Life Corridor along the Project Road
7.5.13 Social and Cultural Feature
7.5.14 Historical/Archaeological Sites
7.5.15 Educational Facilities
7.5.16 Medical Facilities
7.5.17 Religious and Cultural Structures
7.6 Stakeholder Consultation
7.6.1 Process and Methodology
7.7 Screening of Potential Environmental and Social Impacts
7.7.1 Analysis of Data and Environmental & Social Screening
7.7.2 Identification of Critical Sections
7.7.3 Potential Environmental Impacts and Mitigation Measures
7.8 Environmental Management Plan
7.9 Structure of EIA & EMP Report
7.10 Photographs of Environment Screening Field Visits
8.0 PRELIMINARY SOCIAL IMPACT ASSESSMENT
8.1 Introduction
8.2 Social Screening
8.3 Existing Road Width

Contents

8.5 Terrain and Landuse
8.6 Built up Areas
8.7 Project Impacts
8.7.1 Impacts on Land
8.7.2 Impacts on Structures
8.7.3 Impacts on Community Structures
8.8 Community Perceptions about the Project
8.9 Further Detailed Social & Resettlement Assessment
8.10 Resettlement and Rehabilitation Budget
8.11 Conclusions/Recommendations
9.0 PRELIMINARY COST ESTIMATES
9.1 General
9.2 Methodology
9.2.1 Estimation of Quantities
9.2.2 Unit Rates of Civil Works
9.2.3 Civil Cost and TPC
9.2.4 Other Costs
10.0 ECONOMIC ANALYSIS
10.1 Introduction
10.2 Measures of Project Analysis
10.3 Decision Criteria
10.4 Price Elasticity of Demand and Traffic Forecasting
10.5 Road User Costs (RUC) Components
10.6 Inputs to the HDM-4 Model
10.7 Capital Cost of the Project
10.8 Routine and Periodic Maintenance Cost
10.9 Project Benefits
10.10 Economic Viability
10.11 Sensitivity Analysis
10.12 Conclusions
11.0 FINANCIAL ANALYSIS
11.1 Background
11.2 Approach to Financial Evaluation

Contents
11.3 Cost of the Project

11.4 Cost Escalation and Total Project Cost
11.5 Toll Rates
11.6 Traffic
11.7 Toll Revenue
11.8 Tax Calculation Module
11.9 Proposed Sources of Finance
11.10 Methodology
11.11 Expenses
11.12 Operation and Maintenance Cost
11.13 Resource Mobilization
11.14 Resource Mobilization Schedule
11.15 Minimum Return Criteria
11.16 Financial Viability
11.17 Results and Analysis
11.18 Conclusions and Recommendations
12.0 ROAD SAFETY AUDIT
12.1 Introduction
12.2 Stages of Road Safety Audit (RSA)
12.3 Aspects to be Checked
13.0 CONCLUSIONS AND RECOMMENDATIONS

13.1 Conclusions
13.2 Recommendations

Executive Summary
EXECUTIVE SUMMARY
The National Highways & Infrastructure Development Corporation Limited has been constituted
through an Act of Parliament for faster, economical and quality Road Construction work
throughout India. The National Highways & Infrastructure Development Corporation Limited
(NHIDCL) has been entrusted with the assignment of preparation of DPR for development of
Economic Corridors, Inter Corridors and Feeder Routes to improve the efficiency of freight
movement in India under BharatmalaPariyojana.
In view of the above work NHIDCL has appointed M/s Voyants Solutions Pvt. Ltd. to carry out
the Feasibility Studies and Detailed Project Report including field investigations, road inventory,
structure inventory, FWD test, road crust sample (trial pits), material investigation, secondary
data collection and traffic survey (classified traffic volume count, O-D, intersection counts, axle
load survey, animal/pedestrian crossing counts and speed-delay survey). The letter of invitation
(LOI) has been issued vide memo no. NHIDCL/Bharatmala/DPR/Phase-I /Lot-1/2017, dated
October 30, 2017, whereas, the letter of acceptance (LOA) has been issued vide letter no.
NHIDCL/Bharatmala/DPR/Phase-I /Lot-1/Package II/2017/27, dated February 02, 2018. Letter of
commencement (LOC) for the consultancy services was issued vide letter no.
NHIDCL/Bharatmala/DPR/Phase-I /Lot-1/Package II/2017/80, dated April 13, 2018.
The project road comprises 5 stretches as mentioned in the RFP as mentioned below in Table
0.1.
Table 0.1 : Details of Major Road Segments
Stretches Description
Strech-1 Daboka – Manja (NH-29)
Strech-2 Manja- Lahorijan (NH-29)
Strech-3 Lahorijan – Khatkhati (NH-129)
Strech-4 Numaligar- Khatkhati (NH 129)
Strech-5 Khatkhati – Chumukademia (Dimapur Bypass)
Project location on state and district maps are presented on Figure 1.1 and 1.2 respectively.

Executive Summary
Different road segments are schematically presented in Figure 1.3.
This report includes the road section as mentioned below from the Stretch -1 and 2 in the above
table:
Section-3: From Km 65+923 (near Dokmoka)to Km 80+930 (near Loring Thepi Village)
The salient features of the existing project road are given in Table 0.2.

Executive Summary
Table 0.2 :SalientFeatures of the Existing Project Road
Details
Sl No. Items Stretch I: Daboka to Lahorijan
(NH 29)
1 Length as per RFP 128.8 KM
2 Districts Enroute Hojai, KarbiAnglong
3 Important Settlements Haludihadi, Langpi, Dokmoka, Langhin, Pholoni, Uttarbarbil, Bokalia, Manja, Dilai
4 Terrain 62% Plain, 38% Rolling
5 Landuse Agricultural-48%, Open/Barren-7%, Forest-28%, Residential/Commercial-17%
6 National Park Nil
7 Existing ROW 18m – 45m (as measured at site)
8 Forest Stretches Around 33km (Daboka RF, Sildharampur RF, Longhit RF)
9 Present Road Condition Fair to Poor (2-Lane c/w)
10 Bypass/Realignment to be Involved Around 37%
11 Built Up Stretches About 28km
12 Carriageway Width 6.0m – 10.0m
13 Average Journey Speed 40-50kmph,
14 Requirement of Bypasses At Dokmoka, Bokalia and Manja
15 Horizontal Geometry Fair-Good (In Rolling terrain, Poor-Fair)
16 Vertical Geometry A few curves with inadequate sight distance mainly near Bridge Approaches, otherwise good
17 No. of Existing Structures 248 (MJB-2, MNB-42, Culvert-204)
18 No. of Level Crossings Nil
19 No. of Intersections Major-9, Minor-71
20 Roadside Trees Approx. 6,000
21 Major Rivers Jamuna and Shiloni
22 Water Logging Area -

Executive Summary
Details
Sl No. Items Stretch I: Daboka to Lahorijan
(NH 29)
23 Roadside Utility HT/LT lines, OFCs, transmission towers, tube wells, wells
24 Road Safety Sub-standard and Negligible

Executive Summary
0.4 Traffic
The summary of Annual Average Daily Traffic (AADT) is shown in Table 0.3.
Table0.3:Average Daily Traffic on Project Road at Km 62 of NH-29, Km 127 of NH-29 and Km

138+450 of NH-29 (in Numbers)
Vehicle Type At Km 62 of NH-29 At Km 127 of NH-29 At Km 138+450 of NH-29
Car 1454 1571 1212
Taxi 32 33 23
2 Wheeler 2072 2238 1727
3 Wheeler 777 840 647
Mini Bus 45 48 34
Standard Bus 237 256 198
LCV 440 477 368
2 Axle 162 180 135
3 Axle 73 82 62
MAV 65 71 53
Tractor 7 7 5
Tractor with Trailer 5 5 4
Cycle 984 1063 820
Cycle Rickshaw 4 4 4
Animal Drawn 11 11 7
Others 2 2 2
Total (numbers) 6370 6889 5299
Total (PCU) 6342 6875 5263
Source: Consultant’s analysis
The projected combined traffic on the project road sections from start of Dabokato Manjais
presented in Table 0.4.
Table0.4:Projected Total Traffic AADT
Year 2018 2020 2025 2030 2035 2040 2045 2050

Total Traffic (PCU) 6627 7592 10730 14598 19253 25502 33893 45167

Executive Summary
0.5 Survey and Investigations
The following engineering survey and investigations were conducted at this stage of project
preparation:
a) Reconnaissance Survey: to assess the quality and quantity of features along the alignment,
the data was used to finalize the most preferred alignment.
b) Road Inventory: to assess the characteristics of existing road, this was used to finalize plan
and profile drawings as well as extent of widening required.
c) Road Condition Survey: to assess condition of existing pavement, the data has helped to
assess the usability of existing pavement along with extent of repair work needed.
d) Inventory and Condition Survey of Existing Bridges, Culverts and Other Structures: to check
the dimensions and conditions of existing structures, the information obtained has guided
to finalize the improvement proposals of existing structures.
e) Topographic Survey: to exactly identify locations of all existing features along the alignment,
this survey will dictate the final plan & profile drawings, BOQ etc. This survey will be
conducted at the next stage of project preparation.
f) Traffic Survey: To assess possible traffic intensity along the proposed road along with its
future projection, this survey is the basic of the entire study. The data has been used to
finalize lane configuration, tolling strategy and the viability of the project.
g) Axle Load Survey: to assess possible loading over proposed pavement. The data was used to
determine the VDF which ultimately guided the pavement design.
h) FWD Survey: to assess the existing pavement composition from deflection point of view, the
data was used to finalize overlay thickness. As the road sections are under construction, the
survey could not be conducted for these stretches.
i) Pavement Investigation: to assess characteristics of existing pavement, the data was used
for pavement design.
j) Material Investigation: to assess possible sources of construction materials and their
suitability, distance of sources from project road was used to calculate the lead distance
which is ultimately used for rate analysis.
The salient proposals for up-gradation and improvement of the project road are classified into
the following engineering aspects:

Executive Summary
Where Proposed Alignment Overlaps with Existing Roads
 In general, in this section of proposed stretch follows existing Daboka – Lahorijan Road (NH
29).
 Widening of the project road based on traffic capacity/requirement.
 Improving the horizontal geometry of the existing road based on the design standards as per
IRC: SP: 84-2019
 Design of new pavement for widening and realignment of the existing road.
 Provision of overlay at strengthening stretches.
 Improvement of all major and minor intersections.
 Rehabilitation and widening of the existing structures including bridges, culverts etc. and
design of new ones as per requirement.
 Provision of new structures including bridges, culverts, underpasses etc.
 Provision of comprehensive road furniture for complete road safety measures.
 Provision of protective measures on high embankment slopes.
Mitigation measures for environmental and social issues w.r.t.to screening report.
The general design standards for improvement are enumerated in Table 0.5.
Table 0.5 : Geometric Design Standards for Road Works (Plain/Rolling Terrain)
Sl No. Attributes Geometric Design Standards
Design Speed
Plain and Rolling Terrain
1 Ruling: 100 kmph
(Cross slope of the ground upto 25 per
Minimum: 80 kmph
cent)
For four lane: 2 x 7.0m with 0.5 m Kerb
2 Carriageway Width
shyness at either side
Width of Shoulder
3 a) Paved Shoulder 2 x 2.5 m
b) Earthen Shoulder 1.5 m
4 Footpath width at built-up areas 2 x 1.5 m drain cum footpath
Camber
5 a) Carriageway 2.5%
b) Shoulder 3.0%
Maximum limited to 7.0% (for Radius
6 Maximum and Minimum Super-elevation
less than Desirable minimum)

Executive Summary

Minimum limited to 5% (for Radius
more than Desirable minimum)
Minimum Radius of Horizontal Curves
7 Desirable Minimum: 400m
a) Plain and rolling Terrain
Absolute Minimum: 250m
8 Sight Distances for Various Speeds 180m – 360m
Longitudinal Gradient
9
a) Plain and Rolling Terrain Ruling: 2.5%, Limiting: 3.3%
Extra Width of Pavement
Radius of Curve Extra Width
10
75-100m 0.9m
101-300m 0.6m
Total 9 nos. typical cross sections are envisaged for the project as mentioned below:
TYPE –1 TYPICAL CROSS SECTION OF 4-LANE DIVIDED CARRIAGEWAY WITH 1.5M WIDE
RAISED MEDIAN IN RURAL AREA (CONCENTRIC WIDENING)
TYPE –1A TYPICAL CROSS SECTION OF 4-LANE DIVIDED CARRIAGEWAY WITH 1.5M WIDE
RAISED MEDIAN IN BYPASS/REALIGNMENT STRETCHES
RAISED MEDIAN IN RURAL AREA (ECCENTRIC WIDENING)
RAISED MEDIAN AND WITH SERVICE ROAD ON BOTH SIDES IN BUILT UP AREA.
Type-4 TYPICAL CROSS SECTION OF 4-LANE DIVIDED CARRIAGEWAY WITH 1.5M WIDE
RAISED MEDIAN IN FOREST AREA (CONCENTRIC WIDENING).
Type-4A TYPICAL CROSS SECTION OF 4-LANE DIVIDED CARRIAGEWAY WITH 1.5M WIDE
RAISED MEDIAN INFOREST AREA (ECCENCENTRIC WIDENING).
Type-5 TYPICAL CROSS SECTION OF APPROACHES OF ELEPHANT UNDERPASSES (FOREST
AREA).
Type-6 TYPICAL CROSS SECTION OF 4-LANE DIVIDED CARRIAGEWAY WITH 1.5M WIDE
RAISED MEDIAN IN FOREST AREA (NEW CONSTRUCTION).
Type-7 TYPICAL CROSS SECTION OF 4-LANE DIVIDED CARRIAGEWAY AT GRADE
SEPARATOR APPROACHES WITH SERVICE ROAD AND RE WALL ON BOTH SIDES
Details of Cross Sections are presented in Chapter 6 of this Report.

Executive Summary
The improvement proposals for the sections are presented below:
Structures proposed for cross drainage purpose and safe movement of road users as
summarized in Table 0.6.
Table 0.6 : Summary of Structures

Structure Type Total Remarks
Section-3
Major Bridge NIL -
 Retain & Repair of Existing + New 2-Lane – ` Nos.
Minor Bridge 3
 Widening of Existing + New 2-Lane – 2 Nos.
ROB NIL -
Flyover NIL -
Interchange NIL -
VUP/ LVUP/ CUP NIL -
 Retain & Repair of Existing + New 2-Lane – 34 Nos.
Hume Pipe Culvert 41
 Reconstruction– 7 Nos.
 Retain & Repair of Existing Slab Culvert+ New 2-
Box Culvert 4
Lane Box Culvert– 4 Nos.
Total 48
(i) Intersections:
a. Provision of 18 nos. minor intersections in Section-3
(ii) Provision of 7 nos.(both side total) in Section-3.
(iii) Provision of 2 nos. truck lay bye in Section-3.
(iv) Flexible pavement has been proposed. Proposed pavement compositions (in mm) are
stated below:
 Flexible Pavement (for 20 msa) - 30 BC, 90 DBM, 250 WMM, 200 GSB, 500 SG
(v) Drains:
a. Section 3: Unlined Trapezoidal Drain of 23491m and RCC covered Drain of 6360m
proposed
(vi) Provision of traffic guidance, regulation, control and safety measures like traffic signs,
road markings, road studs, pedestrian guard rails, guardposts etc.
(vii) Provision of pedestrian facilities like footpaths, pedestrian crossings etc.
(viii) Provision of speed breakers

Executive Summary
(ix) Provision of illumination

(x) Provision of landscaping and arboriculture including tree plantation
Various proposed ROW options were considered for accommodating codal provisions with
minimum land acquisition under this stage as mentioned below:
 Existing Rural Stretches (Non-Forest) - 42.0m

 Existing Rural Stretches (Forest) - 35.5m
 Existing Rural Stretches approach of EUP (Forest) - 42.5m
 Built-Up Stretches - 47.0m (Min. Requirement)
 Bypass/Realignment in non-forest area - 42.0m
 Bypass/Realignment in forest area - 35.5m
 Grade Separator Approaches - 60.0m
As per assessment at this stage tentative land acquisition is assessed as below:
 For Section 3: 24.34 Ha
0.8 Summary Environmental Screening and Issues
Environmental Protection Act, Forest Conservation Act, Wild Life Protection Act, Water
(prevention and control of pollution) Act, The Air (prevention and control of pollution) Act,
Noise Pollution Rules, EIA Notification, Fly Ash Notification, National Highway Act, Right to Fair
Compensation in Transparency in Land Acquisition and Rehabilitation and Resettlement Act, E
waste management Rule, Construction & Demolition Rule, Hazardous & Other Wastes Rules,
Solid Waste Management Rules, Plastic Waste Management Rules are considered for
Environmental Assessment of the Project.
Climate
Assam has a Tropical Monsoon Rainforest Climate. The average annual rainfall is 2818mm. The
monsoon starts late in June and generally lasts up-to September. 90% of the rainfall received
from July to September.

Executive Summary

Executive Summary
Water Resources and Drainage System
The State of Assam comprised of two valleys namely the Brahmaputra and Barak Valley and it is
situated in between 90° to 96° North Latitude and 24° to 28° East Longitude. The geographical
area of Assam is 78,438.00 Sq. Km out of which 56,194.00 Sq. Km and 22,244.00 Sq. Km fall
under the Brahmaputra and Barak Valley including 2 (Two) hill districts respectively. The flood
prone area of the state is 31,500.00 Sq Km as assessed by the Rastriya BarhAyog which is about
39.58 % of the total land area of Assam. This is about 9.40% of total flood prone area of the
whole country. The flood prone area of the country as a whole stand at about 10.2 % of the total
area of the country, but flood prone area of Assam is 39.58 % of the area of the state. It signifies
that the flood prone area of Assam is four times the national mark of the flood prone area of the
country. Records show that average annual area affected by flood is 9.31 Lakh Hectares. The
flood protected area of the state is 16500.00 Sq. Km till date.
The severity of flood problem of the state has been further aggravated by the acuteness of
erosion on both banks of river Brahmaputra and its tributaries. Study reveals that an area of
4.27 Lakh Hectare of the state has been eroded by the rivers since 1950, which is 7.40 % of area
of the state. The average annual rate of erosion is 8000.00 Ha. The world's largest river island
Majuli is also under the grip of erosion by river Brahmaputra and about 60 % of its original area
has already been engulfed by the river.
0.9 Summary of Social Screening and Issues
One of the most crucial and difficult works in implementing a road project is land/property
acquisition and resettlement of households thereof, particularly in towns and semi-urban areas.
Anticipating this problem, the Consultant has started identifying various social issues all along
the project road. During the field visit no ROW (Right-of-Way) pillars were observed or else road
boundaries are appreciated along the project road stretches. However, the Consultant has
collected the same details from the concerned offices.
At this junction, social issues gathered from the site are rather approximate but will help in
taking tentative decisions on various aspects related to improvement. During field visits social
issues (types of land, affected buildings etc.) are collected with an idea of proposed widening
schemes which are also generally guided by the presence of roadside utilities and
residential/commercial structures in semi-urban/urban areas.

Executive Summary
0.10 Cost Estimates
Summary Civil cost and TPC is provided in Table 0.7.
Table 0.7 : Summary of Civil Cost and TPC
Total cost including GST,

Cost for LA, R&R,
Contingency,
Utility and Cost per
Civil Cost Administration, Total Project
Section No. Environment km (Rs.
(Rs.) Supervision, Cost (Rs.)
Mitigation Crore)
Maintenance etc.
(Rs.)
(Rs.)
Sec-3
From Km 65+923
(nearDokmoka) to 1,65,57,20,218 2,04,15,03,029 70,17,02,085 2,74,32,05,114 18.28
Km 83+900 (near
Karkok)
Abstract of cost is provided in Table 0.8.

Executive Summary
Table 0.8 :Abstract of Cost

BharatmalaPriyojana
BOQ for Dokmoka to LoringThepi Village (Section-3)
(Design Chainage 65+923 to 80+930) (L=15.007 KM)
ABSTRACT OF COST
Item Bill Description Rate (Rs.) Amount(Rs)
BILL# 01 Site Clearance &Dismantling Rs. 30,95,880
BILL# 02 Earthwork Rs. 9,36,71,309
BILL# 03 Base &Subbase Rs. 33,86,85,205
BILL# 04 Pavement (Flexible) Rs. 43,90,09,710
BILL# 05 Drainage & Protection Rs. 11,09,29,661
BILL# 06 Toll Plaza Rs. 24,43,78,634
BILL# 07 Landscaping Rs. 1,18,54,169
BILL# 08 Junction Rs. 3,33,06,405
BILL# 09 Bus Bay Rs. 89,89,235
BILL# 10 Truck Lay Bye Rs. 52,28,430
BILL# 11 Illumination Rs. 1,14,53,997
BILL# 12 Road Furniture Rs. 7,08,02,293
BILL# 13 Maintenance Rs. 2,33,19,837
A. Civil Cost for Highways Rs. 1,39,47,24,765
Culvert Rs. 3,17,73,238
Bridge (Minor) Rs. 7,87,02,195
B. Civil Cost for Structures Rs. 11,04,75,433
C. Total Civil Cost (A+B) Rs. 1,50,52,00,198
D. Area weightage @10% of civil cost Rs. 15,05,20,020
E. Total Civil Cost including area weightage (D+E) Rs. 1,65,57,20,218
Civil cost per Km (in Cr.) 11.03
F. GST @ 12% of civil cost Rs. 19,86,86,426
G. Contingency Charges @ 2.8% of civil cost Rs. 4,63,60,166
H. Supervision Charges @ 3% of civil cost Rs. 4,96,71,607
I. Administrative charges @3% of civil cost Rs. 4,96,71,607
J. Maintenance charge @ 2.5% of Civil cost Rs. 4,13,93,005
K. Total Cost (C+D+E+F+G) 2,04,15,03,029
L. Cost for Pre-Construction Activities
1 Cost of Land Acquisition Rs 39,63,08,758
2 Cost of R&R Rs 3,84,00,000

Executive Summary
BharatmalaPriyojana
ABSTRACT OF COST
3 Shifting of Utility Service Rs 20,84,45,527
4 Environment Cost Rs 5,40,23,800
5 Forest Diversion Cost Rs 45,24,000
M. Total Project Cost Rs 2,74,32,05,114
Total project cost per Km (in Cr.) 18.28
0.11 Economic Analysis
The project road is being developed to improve the connectivity of the surrounding area and
connectivity is the guiding factor for developing this section. The road stretches from Daboka to
Lahorijan via Dokmoka, Bakolia, and Manja will be improved manifold if the project road is
developed.
Conclusions
(i) One toll plaza is proposed in section 3.

(ii) Concession period of the road project is 30 years including 36 months construction
period.
(iii) All the traffic moving on the project road is through traffic.
(iv) The project road is being developed to improve the connectivity of the surrounding area
and connectivity is the guiding factor for developing this section. The road stretches
from Daboka to Lahorijan via Dokmoka, Bakolia, and Manja will be improved manifold if
the project road is developed.

Executive Summary
Recommendations
The proposed project road being developed as four lane carriageway configuration for 15.007
Km is not recommended under BOT mode.
The proposed project can, however, be considered under other options as under
 EPC Construction
Recommendation for Immediate Development
Road Homogeneous Existing

Recommendation Remarks
Segment Section Chainage
Km 39.5 to  Major connectivity from Nagaland,
HS1
Km 85.4 Manipur with Guwahati.
Km 85.4 to 4-Lane with  Traffic of 9438 PCU in the year of
NH-29 HS2
Km 128.3 paved shoulder opening (2022) is close to 10000 PCU
Km 128.3 to i.e. Design Service Volume Standards
HS3
Km 157.4 for four lane facility.

Chapter-1
Introduction
Project: Consultancy Services for Preparation of DPR under Bharatmala Pariyojana
Chapter 1: Introduction
CHAPTER 1
INTRODUCTION
1.0 INTRODUCTION
through an Act of Parliament for faster, economical and quality Road Construction work
throughout India. The National Highways & Infrastructure Development Corporation Limited
(NHIDCL) has been entrusted with the assignment of preparation of DPR for development of
Economic Corridors, Inter Corridors and Feeder Routes to improve the efficiency of freight
movement in India under Bharatmala Pariyojana.
In view of the above work NHIDCL has appointed M/s Voyants Solutions Pvt. Ltd. to carry out
the Feasibility Studies and Detailed Project Report including field investigations, road inventory,
structure inventory, FWD test, road crust sample (trial pits), material investigation, secondary
data collection and traffic survey (classified traffic volume count, O-D, intersection counts, axle
load survey, animal/pedestrian crossing counts and speed-delay survey). The letter of invitation
(LOI) has been issued vide memo no. NHIDCL/Bharatmala/DPR/Phase-I /Lot-1/2017, dated
October 30, 2017, whereas, the letter of acceptance (LOA) has been issued vide letter no.
NHIDCL/Bharatmala/DPR/Phase-I /Lot-1/Package II/2017/80, dated April 13, 2018.
The project road comprises 5 stretches as mentioned in the RFP as mentioned below in Table
1.1
Table 1.1 : List of Road Segments as per RFP
Detailed Project Report TRANSPORTATION ROADS AND BRIDGES

Project location on state and district maps are presented on Figure 1.1 and 1.2 respectively.
Different road segments are schematically presented in Figure 1.3.
Segment wise variation of lengths from RFP document is provided in Table 1.2.

Table 1.2 : Variation in Lengths of Different Segments from RFP Document
Stretches
Node
as per Description RFP Length (km) Ground Length (Km) Remarks
Reference
RFP
1 A-B Daboka - Manja 90 88.8 -

Variation due to relocation of project end point
2 B-C Manja - Lahorijan 38.8 29.3 from Dimapur Town to Start of Dimapur Bypass at
Lahorijan
Lahorijan - Stretch already included in Dimapur Bypass (Under
3 C-D 1 N/A *
Khatkhati Construction)
Numaligarh – Project road length considered along proposed

4 E-D 99 99
Khatkhati (NH-129) Bypass of Nambor Wild Life Sanctuary
Khatkhati –
Stretch already included in Dimapur Bypass (Under
5 D-F Chumukedeima 23 N/A *
Construction)
(Dimapur Bypass)
Total 251.8 217.1

As mentioned in the above section, the project road has 5 (Five) stretches. However after
ground verification two road segments had been deleted as mentioned in Table 1.2. The details
of three road segments are mentioned as below:
i) The Daboka – Manja stretch under Nagaon – Dimapur Economic Corridor starts at Daboka –
Sutargaon More (26o6’56.85”N, 92o52’28.97”E) which is a junction of the project road i.e.
NH-29 (Old NH-36) and Nagaon - Lumding/ Silchar road. The chainage of the start point is
Km 39+500 of NH-29. The stretch runs along South-East direction and ends at the junction
(Manja Market) of the Project Road with Manja – Diphu – Lumding Road at existing Km
128+300 of NH-29 (25o58’14.79”N, 93o26’14.79”E). The Length of the stretch is about 88.8
Km.
ii) The Manja – Lahorijan stretch under Nagaon – Dimapur Economic Corridor starts at existing
Km 128+300 (25o58’14.79”N, 93026’14.79”E) and ends at Lahorijan (25o55’15.60”N,
93043’49.75”E), the outskirts of Dimapur. The end point is about 2 Km towards North from
the City Tower (Junction of NH-29 and NH-129). The stretch passes mainly forest stretches
and partly through the vicinity of Marat Wild Life Sanctuary. The Length of the stretch is
about 40.1 Km.
iii) The Numaligarh – Khatkhati stretch under Numaligarh – Dimapur Economic Corridor starts
at the Junction (26037’51.90”N, 93043’38.58”E) of NH-129 and NH-37 at Numaligarh and
ends at Khatkhati (25057’19.36”N, 93044’8.86”E) about 7 Km towards North from the City
Tower in Dimapur. The Length of the stretch is about 102 Km.
This report includes the road section as mentioned below from the Stretch -1 & 2 in Table 1.2
Section-3: From Km 65+923 (near Dokmoka) to Km 80+930 (near Loring Thepi Village)
1.3 Other Information Relevant to the Project Road
The project road stretch comprises of the following Road Divisions:-
i) PWD, NH Bakulia Division at Diphu – The jurisdiction of the division is from Daboka to
Lahorijan stretch of NH-29
The project road stretch comprises of the following Forest Divisions:-
i) DFO, Hojai Forest Division – The jurisdiction of the division is from Daboka to Dockmoka
along NH-29
ii) DFO, Karbi Anglong west Forest Division – The jurisdiction of the division is from Bokulia to
Lahorijan on right of existing project road Nh-29

The project road stretch comprises of the following Land Revenue Authorities:-
i) Land Revenue Department under Karbi Anglong Autonomous Council (from Dokmoka to
Lahorijan via Manja)
ii) Land Revenue Department under DC, Hojai (from Daboka to Dokmoka)
1.4 Improvement Objective
The objective of the scheme presented in this report is to create a 4-lane partially access
controlled facility with provision of at grade intersections, grade separators with/without ramps
etc. as appropriate/necessary, within the stipulated Right-of-Way by improving the existing
single/two lane road and/or developing a new 4-lane road in case of locations with poor
geometry and dense settlements to a standard 4-lane road with paved shoulder. To this end,
land to the extent necessary will be acquired. Further, the development cost may be recouped,
to the extent practicable, from collection of tolls from users of the improved facility. As such,
the improvement schemes for the project road should be as economical as possible consistent
with the functional requirements and amenable for quick implementation without much
gestation delays.
1.5 Objectives of Consultancy Services
The main objective of the consultancy services is to establish the technical, economical and
financial viability of the project and prepare detailed project reports for development of
economic corridors, inter-corridors and feeder routes, as the case may be. These corridors are
proposed for development to at least 4-lane access controlled (fully access control for Economic
Corridors). The Consultant has already consulted State/Central Governments, authorities,
Corporations and bodies dealing with works related to freight movement to assess the project
requirement.
The viability of the project shall be established taking into account the requirements with
regard to rehabilitation, upgrading and improvement based on highway design, pavement
design, provision of service roads wherever necessary, type of intersections, rehabilitation and
widening of existing and/or construction of new bridges and structures, road safety features,
quantities of various items of works, cost estimates and economic analysis within the given time
frame.
The Detailed Project Report (DPR) would inter-alia include detailed highway design, design of
pavement and overlay with options for flexible or rigid pavements, design of bridges and cross
drainage structures and grade separated structures, solutions for congestions/bottlenecks in
highway/routes including bypass alignment & design, if needed, safety aspects, design of

service roads, quantities of various items, detailed working drawings, detailed cost estimates,
economic and financial viability analyses, environmental and social feasibility, social and
environmental action plans as appropriate and documents required for tendering the project on
commercial basis for international / local competitive bidding.
Other major objectives of consultancy services are preparation of DPR incorporating aspects of
value engineering, quality audit and safety audit requirement, carry out Road Safety Audit at
various stages as per TOR. Besides, viability analysis (both economic and financial), assessment
of preferred mode of implementation on which the civil works for the stretches are to be taken
up and cost estimates are also in the list.
1.6 Scope of Work
General scope of services shall cover but shall not be limited to the following major tasks:
General
i) Review of all available reports and published information about the project road and
project influence area;
ii) Environmental and social impact assessment, including such as related to cultural
properties, natural habitats, involuntary resettlement etc.;
iia) Public consultation including consultation with communities located along the road,
NGOs working in the area, other stake holders and relevant Govt. departments at all
the
different stages of assignment (such as inception stage, feasibility stage, preliminary
design stage and once final designs are concretized);
iii) Detailed reconnaissance;
iv) Identification of possible improvements in the existing alignment and bypassing
congested locations with alternatives, evaluation of different alternatives with
comparison on techno-economic and other considerations and recommendations
regarding the most appropriate option;
v) Traffic studies including traffic surveys, axle load surveys and demand forecasting for
next thirty years;
vi) Inventory and condition surveys for road;
vii) Inventory and condition surveys for bridges, cross drainage structures, other structures,
river bank training/protection works and drainage provisions;
viii) Detailed topographic surveys using LiDAR equipped with minimum engineering grade
system or any other better technology having output accuracy not less than (a)
specified in IRC SP 19 (b) Total Station (c) GPS/ DGPS. The use of conventional high
precision instruments i.e Total Station or equivalent can be used at locations such as

major bypasses, water bodies etc. where it may not be possible to survey using LiDAR.
Use of mobile / Aerial LiDAR survey is preferable;
ix) Pavement investigations;
x) Sub-grade characteristics and strength : investigation for required sub-grade and sub-
soil characteristics and strength for road and embankment design and sub-soil
investigation;
xi) Identification for source of construction material;
xii) Detailed design for road, its x-sections, horizontal and vertical alignment and design of
embankment for height more than 6.0m and also in poor soil conditions and where
density consideration require, even lesser height embankment. Detailed design for
structures, preparation of GAD and construction drawing and cross-drainage structures
and underpasses etc.;
xiii) Identification of type and the design of intersections;
xiv) Design of complete drainage system and disposal point for storm water;
xv) Value analysis/value engineering and project costing;
xvi) Economic and financial analysis;
xvii) Contract packaging and implementation schedule;
xviii) Strip plan indicating the scheme for carriageway widening, location of all existing utility
services (both over and underground) and the scheme for their relocation, trees to be
felled, transplanted and planted and land acquisition requirements including schedule
for LA : reports, documents and drawings arrangement of estimates for cutting/
transplanting of trees and shifting of utilities from the concerned department;
xix) Develop 3D engineered models of terrain and elevation, as-is project highway,
proposed and project highway along with all features, current and proposed structures,
current and proposed utilities and land acquisition plans;
xx) To find out financial viability of project for implementation and suggest the preferred
mode on which the project is to be taken up;
xxi) Preparation of Detailed Project Report, cost estimate, approved for construction
drawings, rate analysis, detailed bill of quantities, bid documents for execution for civil
work through budgeting resources;
xxii) Design for toll plaza, identification for their numbers and location and office cum
residential complex including working drawings;
xxiii) Design of weighing stations, parking areas and rest areas;
xxiv) Any other user oriented facility en-route toll facility;
xxv) Tie-in of ongoing/sanctioned works of MoRTH/NHIDCL/other agencies;
xxvi) Preparation of social plans for the project affected people as per policy of the lending
agencies/Govt. of India R&R policy;
The above points can be further discussed for refinement, prevalent practice and practicability
in details, if and as required, with NHIDCL during the course of project preparation.

1.7 Stages of Project Submission
Project preparation activities will be split into three stages as mentioned below.
Stage-1 : Inception Report (IR) and Quality Assurance Plan (QAP)

Stage-2 : Alignment Option Report and Feasibility Report (FR)
Stage-3 : LA and Clearance Report-I including Strip Plans and Utility Shifting
Proposal
Stage-4 : Draft Detailed Project Report (DPR)
Stage-5 : Bid Documents and Technical Schedules
Stage-6 : LA & Clearances II Report
Stage-7 : Award Determination Report (LA-III)
Stage-8 : Land Possession Report (LA-IV)
The stages will generally follow a sequence though stages are inter-related and inter-dependent
on one another. This report is under Stage-4 activity.
1.8 Structure of Detailed Project Report
The Detailed Project Report has been prepared in following four volumes:
Volume-I - Main Report

Volume-IA - Appendices to Main Report
Volume-II - Design Report
Volume-III - Material Report
Volume-IV - Environmental Assessment Report
Volume-V - Technical Specification
Volume-VI - Rate Analysis
Volume-VII - Cost Estimates
Volume-VIII - Bill of Quantities
Volume-IX - Drawings (Road Works and Structure Works)
This Main Report has been presented in the following structural format:
Chapter-0 : Executive Summary

Chapter-1 : Introduction
Chapter-2 : Existing Characteristics of the Project Road
Chapter-3 : Socio-Economic Profile

Chapter-4 : Engineering Surveys and Investigations

Chapter-5 : Traffic Surveys and Analysis
Chapter-6 : Development Proposals
Chapter-7 : Environmental Impact Assessment (EIA) Report and Environmental
Management Plan (EMP)
Chapter-8 : Social Impact Assessment
Chapter-9 : Cost Estimates
Chapter-10 : Economic Analysis
Chapter-11 : Financial Analysis
Chapter-12 : Road Safety Audit
Chapter-13 : Conclusions and Recommendations

Project Location on State Map N
Figure 1.1
Project Location on State Map
Scale - NTS
Project Location on District Map N
SONITPUR DISTRICT
JORHAT DISTRICT
GOLAGHAT
MARIGAON DISTRICT
Manja
DIMAPUR NAGALAND STATE
NHIDCL PACKAGE-2
Sl Road Stretch Length Description
No in
km
1 Daboka to Manja NH-29 88.800 Project Road
DIMAHASAO
(CACHAR HILL) 2 Manja to Lahorijan (NH-29) 40.100 Project Road
MEGHALAYA STATE
3 Numaligarh to Khatkhati (NH-129) 102.000 Project Road
Figure 1.2
Project Location on District Map
Scale - NTS
t
E eha
37 Jor
Naogaon
Start of Stretch-4 129
km 0+000 of NH-129
Numaligarh
Deopahar
Near km 19+300
37
MJB
37A 129 Golaghat
129
MJB
Start of Proposed Nambor Bypass
km 22+040 of NH-129
km 29+300 of NH-129
End of Nambor Wildlife Sanctuary Rangajan
Lower
& Start of Garampani WLS
km 42+940 of NH-129 Daigurung RF
37 Stretch as RFP Length Actual Soriakhat

per RFP Description Node Length (km)
(km) 129
Numbor WLS
1 Daboka to Manja A-B 90.0 88.80 Upper
Daigurung RF
Manja to Lahorijan
Nambor RF
2 B-C 38.8 40.10 Garampani
WLS MJB
Numaligarh to Khatkhati Nambor RF
3 E-D 99.0 102.00
Naogaon End of Garampani Wildlife Sanctuary
km 50+840 of NH-129 129
d
Total Length 227.80 230.90
o se r
Silanijaan op bo
Pr am ss
36 End of Proposed Nambor Bypass N ypa
km 79+200 of NH-129 B
Legends:
Project Road 129
Samelangso Other Road
National Highway Other
than Project Road Numbor
Dokmoka Bypass Reserve
Sildharampur RF Proposed Bokolia Bypass
Dokmoka Forest
Manja Bypass
km 55+200 Bypass Nambor Bypass
29 Dimapur Bypass
29 Forest
Railway Track Sarupathar
Daboka Reserve Forest Dokmoka 129
Near km 77+650
Mahamaya DCRF
29
29 NAGALAND
Howrahghat
A Daboka Howrahghat Tinali
Start of Stretch-1
km 39+500 of NH-29 km 86+900
Patradisa Sariajan
km 63+700 Bokolia
DCRF 129
Proposed 29
Bokolia km 121+600 Langhit DCRF
54 Bypass Bokajan
Proposed 129
Longnit Start of Stretch-5
29
Manja
29 km 102+000 of NH-129 End of Stretch-3 & 4
Bypass Near km 144+400
km 122+600 MJB ur km 102+000 of NH-129
m ap r 129
i de Khatkhati
Manja B 29 n e D (Un on) D
La ss ti
Marat 4- ypa truc
29 B ons
4- pa tru
La ss ct
End of Stretch-1 & C
By ons
Wildlife Sanctuary Near km 144+000
ne (U ion
Start of Stretch-2 Lahorijan
C
km 145+400 Dimapur
Di nd )
km 128+300 of NH-29 C
m er
Lahorijan 129
ap
29
ur
Aokong
Start of Dimapur Byepass Daldali RF
Near km 157+400 of NH-29
Diphu
F Chumukedeima
Note: End of Stretch-5
The current project road will follow Daboka,Manja,Lahorijan,Khatkhati,Numaligarh & Dimapur Bypass.
CLIENT : PROJECT : DESIGN CONSULTANT: TITLE :

VOYANTS SOLUTIONS PVT LTD.
Feasibility Study ReportDESIGNED BY DRAWN BY CHECKED BY APPROVED BY
CONSULTANCY SERVICES FOR PREPARATION OF SG SS SD SKC Index Map
403, 4th Floor, Park Centra,
DETAILED PROJECT REPORT FOR DEVELOPMENT OF Sector-30, NH-8
NATIONAL HIGHWAYS AND
INFRASTRUCTURE DEVELOPMENT
ECONOMIC CORRIDORS, INTER CORRIDORS AND Gurugram-122001, Haryana, India
CIN- U74140HR2004PTC046918
CORPORATION LTD. (MINISTRY OF ROAD
FEEDER ROUTES TO IMPROVE THE EFFICIENCY OF Ph: 0124-4598200, Fax: 0124-4019051, DRG. No. :
FREIGHT MOVEMENTS IN INDIA UNDER E-mail: [email protected], www.voyants.in R0 09/18 VSPL/1718-081/FSR/PKG-2/IM- 01
TRANSPORT AND HIGHWAYS) GOVERNMENT SCALE:- N.T.S SHEET SIZE A2
OF INDIA BHARATMALA PARIYOJANA (LOT-1:PACKAGE II) REV. DATE DESCRIPTION REVISION:R0 SEPTEMBER 2018
Chapter-2
Existing Characteristics of the Project Road
Chapter 2: Existing Characteristics of the Project Road
CHAPTER 2
EXISTING CHARACTERISTICS OF THE PROJECT ROAD
2.1 General
As mentioned in Chapter-1, the project road in this report comprises Section 3 as mentioned in
Table 2.1.
Table 2.1 : List of Road Sections
Section Description Type Length (km) Remarks

3 Km 66+000 to Km 81+000 Economic Corridor 15+000 NH 29
This section starts at km 66+000 near Dokmoka village (26°12'30.88"N, 93° 04'29.87"E). The
project road runs across Karbianglong district and terminates at Km 81+000 near Loring
Thepi Village (26° 7'39.09"N, 93° 8'51.02"E). The total length is 15+000 km.
Key plan of the project road is provided in Figure 1.1 whereas the index map is provided in
Figure 1.3.
2.2 Terminal Points including Important Cardinal Points
The project road has following cardinal points including terminal points.
1. Start point of section-3 at km 66+000 of NH-29–Node A

2. End point of section-3 at Km 81+000 of NH-29– Node-B
2.3 GPS Co-ordinates
Consultants have captured co-ordinates (latitude and longitude) of various features like major
structures, major junctions etc. during reconnaissance survey through hand held GPS for various
cross referencing. A list of such co-ordinates is presented in Annexure 2.1.

2.4 Status of Existing km Stones
❖ Most of the Km Stones are present along the project road
2.5 Important Settlements along the Project Road
➢ The important settlements in section-3 are Langhin, Sam Teron Gaon, Hati Khuli, Mizo
Teron, Lunse Timung.
In addition, few lower order settlements were also found at many locations along the project
road in scattered manner.
2.6 Connectivity
The project connects the settlements directly. Besides, it connects the following major towns:
• Guwahati through Nh-29 and Nh-129
• Jorhat, Shivasagar, Digboi, Tinsukhia and Dibrugarh through NH-129 and NH-37
• Silchar through NH-29 and NH-54
• Dimapur, Kohima and Imphal through NH-29 and NH-129
2.7 Terrain and Landuse
The project road is passing mainly through plain & rolling terrain. Around 33% of the project
road is passing through settlement areas with residential and commercial activities. Forest
stretch are found at few locations which covers about 37%. Landuse pattern for the balance
stretch is either agricultural or a mixture of agricultural, open and residential/commercial.
Residential and commercial structures along with shops abut only at the settlement areas
mentioned above. Along the project road, schools, health centers ,temples and mosques are
present.
Percentage of different abutting landuse is given in Table 2.2.
Table 2.2 : Abutting Landuse Pattern

Daboka_Manja-Stretch-I
Landuse Pattern Percentage
Agricultural/open 30%
Forest 37%

Daboka_Manja-Stretch-I
Landuse Pattern Percentage
Residential/Commercial 33%
2.8 Existing Right of way (ROW)
As per relevant information from respective PWD, NH Division and revenue maps, the existing
total ROW at built up area and forest area are found to vary between 10.0m-45.0m in total as
mentioned in Table 2.3.
Table 2.3 : Existing Right of Way (ROW) Details
Existing Ch.
Stretch Road Segment Existing Average ROW (m)
From To
Section 3
1 NH-29 66+000 81+000 30.00
2.9 Existing Cross-Sectional Elements
Variable cross-sectional parameters were found for the project roa50d as mentioned in Table
2.4.
Table 2.4 : Existing Cross Sectional Parameters
Ext. Chainage (km) Length Existing Carriageway Existing Shoulder

From To (km) Type Width (m) Type Width (m)
Section 3
66+000 70+000 4000 Bituminous 10 Earthen 0.7-1.1
Presence of roadside drain is not that conspicuous. However, at few built up stretches concrete
drains were observed along both side of road. In general, the project road is predominantly on
embankment varying between 1.0m-1.5m height.
2.10 Geometry
Horizontal Geometry
Horizontal Alignment is found fair to poor along the project roads. However, at few locations
sharp curves are observed with geometric deficiencies with respect to super elevation and sight
distance where geometric improvements are required
Vertical Geometry
The vertical alignment is found mostly fair. However, at few locations inadequate sight distance
is observed and vertical alignment improvements are required.
Specific HFL Data as collected through local enquiry indicates that there is no location of
overtopping.
2.11 Pavement
Status of existing pavement is provided in Table 2.5.
Table 2.5 : Status of Existing Pavement
Existing Chainage Status of Existing

Sections Length(m)
From To Pavement
Section 3 66+000 68+000 2+000 Fair-Poor
68+000 70+000 2+000 Poor-VP
70+000 81+000 11+000 Good
The pavement all along the project road of stretch is provided with paved shoulder except at some
forest stretches.
2.12 Road Intersections/Cross-roads
The project road stretch forms at-grade intersection with cross road(s) at several locations.
There is no existing Major Intersections along this section as presented below:
Section-3: Nil

2.13 ROB/Railway Level Crossing
There is no Railway line crossing across both the project stretches.
2.14 Bridges and Culverts
Total 42 nos. structures are existing at site in this section. All the structures are 2-lane structures
except few bridges which are not having sufficient width. Parapets for most of the structures
were found fair to poor wherever present. Summary of existing structures are presented in
Table 2.8.
Table 2.8 : Summary of Existing Structures
No. of Existing Structures
Sections Road Segment Total
MJB MNB UP ROB Culvert
Km 66+000 (Dokmoka) to Km 81+000 (Loring
Section-3 - 3 - - 39 42
Thepi)
2.15 Other Facilities
Except passenger shelter, shops and vehicle repair center, no major roadside facilities have been
found along the project corridor.
2.16 Existing Utilities
High tension and low-tension electrical lines exist on one or both sides of the project road at
patches. High-tension electric transmission line crosses the project road at few locations.
Indicating pillars of underground optical fiber cables were found at many locations. Oil pipelines
crosses the project road of stretch 2 at one location All necessary efforts shall be made to collect
relevant information from respective departments. Necessary letters for the purpose have been
obtained from client.
2.17 Project Road Deficiencies
At a glance, existing deficiencies of the project road vis-à-vis their possible preventive measures
which needs attention during design stage are listed in Table 2.6.

Table 2.6: Existing Deficiencies and their Possible Preventive Measures
Sl No. Deficiencies Proposals

1. Insufficient ROW Acquisition of land wherever required
2. Poor horizontal geometry at few Geometric improvement
locations
3. Poor vertical geometry at few Improvement of vertical geometry with
locations optimum cut-fill quantity
4. Poor condition of few structures Reconstruction of the same
5. Improper intersection layout, Proper at-grade intersection
resulting in accidents at major improvement
intersections
6. Use of road component (mainly Provision of raised footpath
shoulders) by local people for
household purposes almost at all
built-up areas
7. Absence of roadside drains Provision of unlined drains at rural areas
and covered drains at urban areas
8. Insufficient illumination Provision of illumination
9. Presence of congested settlement Provision of bypasses
with poor geometry at Dockmoka
2.18 Critical Areas Needing Attention
No major critical areas of concern are there for the sections under consideration.
2.19 Field Photographs
Field photographs are presented in Plates 2.1-2.2.

Chapter-3
SOCIO ECONOMIC PROFILE
Chapter 3: Socio Economic Profile
CHAPTER 3
SOCIO ECONOMIC PROFILE
3.0 SOCIO ECONOMIC PROFILE
3.1 Introduction
A detailed accounting of the socio-economic profile of the Project Influence Area (PIA) has been
prepared which traces the PIA's economic performance of the past and establishes the likely
growth prospects of the future. The output of this Chapter is the economic growth prospects of
the PIA with respect to certain selected economic variables and serves as the basis for arriving at
a realistic traffic growth rate, for different vehicle categories.
3.2 Project Influence Area
The project, part of the Nagaon – Dimapur Economic Corridor, have three stretches viz., 1)
Daboka – Manja, passing through the districts of Hojai and East Karbi Anglong, 2) Manja –
Lahorijan, is in East Karbi Anglong district & 3) Numaligarh – Khatkhati, plying through East Karbi
Anglong and Golaghat district. All the project stretches are in Assam state of India. The details of
the project road stretches are presented in Chapter 1 of this report. This report is prepared for
Section 3 of the project corridor of stretch-1 & 2.
The direct influence of the project is identified as the vicinity on both sides of the project road.
The indirect influence area will consist of 1) Hojai district, 2) East Karbi Anglong district. The
project road stretches, situated entirely Assam and the state is considered as the tertiary
influence area.
The socio-economic profile of the project influence area is prepared based on secondary official
sources of information.
3.3 The State of Assam at a Glance
The state of Assam is located in the in northeastern part of India. It is bounded by Bhutan and
Arunachal Pradesh state in the north, Nagaland and Manipur states in the east, Mizoram and
Tripura states in the south and Bangladesh, Meghalaya state and West Bengal state in the west.

The neighboring states of Arunachal Pradesh, Nagaland, Mizoram and Meghalaya are one part
of the Assam. The state capital of Assam, formerly Shillong (now the capital of Meghalaya) was
shifted to Dispur in suburb of Guwahati, in 1972.
Now, Assam has an area of 78,438 sq. km. and has 33 districts, including newly created 6
districts. 214 Urban Centres include Guwahati, one of the 100 fastest growing cities in the world.
Guwahati is the gateway to the North-East India. Silchar, (in the Barak valley) the 2nd most
populous city in Assam and an important centre of business, education and tourism. Other large
cities include Dibrugarh, an oil, natural gas, tea and tourism industry centre, Jorhat, and
Tinsukia.
Assam is shaped roughly like a “Y” laid on its side, is a land of plains and rivers valleys. The state
has three principal physical regions: the Brahmaputra River valley in the north, the Barak River
valley in the south, and the hilly region between Meghalaya (to the west) and Nagaland and
Manipur (to the east) in the south-central part of the state.
Average temperatures in Assam range from 36 °C in August to about 7 °C in January. Although

some rain occurs from March through May, the heaviest precipitation comes with the
southwest monsoon, which arrives in June, stays through September, and often causes
widespread and destructive flooding. Annual rainfall in Assam is not only the highest in the
country but also ranks among the highest in the world; its annual average varies from about
1,800 mm in the west to more than 3,000 mm in the east.
In the early 21st century about one-third of Assam was covered with various types of
woodlands, including tropical evergreen and deciduous forests, broad-leaved hill forests, pine
forests, and swamp forests, as well as grasslands. Assam is home to some 75 species of trees,
many of which have commercial value. Sal (Shorea robusta) and hollong (Dipterocarpus
rhetusus) trees are among the most bountiful of the hardwoods. Bamboo, orchids, and ferns
also are abundant.
Assam has numerous wildlife sanctuaries, the most prominent of which are two UNESCO World
Heritage sites: 1) Kaziranga National Park (designated in 1985), on the bank of the Brahmaputra
River, and 2) Manas Wildlife Sanctuary (designated in 1992), near the border with Bhutan. Both
are refuges for the fast-disappearing Indian one-horned rhinoceros, and the sanctuary at Manas
is known especially for its tigers and leopards. Among the other notable inhabitants of Assam’s
forests are elephants, gaurs (wild oxen), wild pigs, various species of deer, and primates, such as
langurs and hoolock gibbons. Common birds include cormorants, herons, ducks, and other
water birds, as well as warblers, thrushes, owls, and peacocks. Hornbills are characteristic of

Assam, although they are endangered in some areas. The state also has dozens of species of
reptiles, including poisonous snakes, such as kraits, cobras, and vipers; an array of lizards, skinks,
and geckos; and many types of turtles.
As per Census 2011, Assam has a population of 3,12,05,576. The decadal growth rate of
population is 17.07% during 2001 and 2011. Assam has predominantly rural having the share of
84.6%. The population density is 398 persons per square kilometer. The sex ratio is 958 females
per 1000 male population. The SC population is 7.15% and share of ST population is 12.45%, of
which the Bodos constitute the majority with 40% among the ST. The overall literacy rate is
72.19%. The share of BPL families is 31.98%.
Assamese and Bodo are the major indigenous and official languages, while Bengali is the second
most widely spoken languages after Assamese. Bodo is the third most spoken language.
Hinduism is the majority religion in the state at 61.47%, followed by Islam at 34.22% and
Christianity at 3.7%. Other religions are Buddhism, Jainism, Sikhism etc. Many Hindus in Assam
are followers of the Ekasarana Dharma sect of Hinduism, which gave rise to Namghar, designed
to be simpler places of worship than traditional Hindu temples.
Assam's economy is based on agriculture and oil. Assam produces more than half of India's tea.
The Assam-Arakan basin holds about a quarter of the country's oil reserves, and produces about
12% of its total petroleum. The economy of Assam today represents of backwardness amidst
plenty. Despite its rich natural resources, and supplying of up to 25% of India's petroleum needs.
According to the quick estimates of 2016-17, Assam's Gross State Domestic Product (GSDP) is
₹249,801 crores at current prices and per capita income in Assam has reached ₹73,677.
The Agriculture, Forestry and Fishing sectors holds 19.33% of the GSDP, whereas Industrial
Sector accounts for 28.72% and service sector contributes 45.51%.
Assam has four oil refineries in Digboi (Asia's first and world's second refinery), Guwahati,
Bongaigaon and Numaligarh and with a total capacity of 7 million metric tonnes per annum.
There are several other industries, including a chemical fertiliser plant at Namrup, petrochemical
industries at Namrup and Bongaigaon, Paper mills at Jagiroad, Hindustan Paper Corporation Ltd.
Township Area Panchgram and Jogighopa, sugar mills at Barua Bamun Gaon, Chargola, Kampur,
Cement plant at Bokajan and Badarpur, cosmetics plant of Hindustan Unilever (HUL) at Doom
Dooma, etc. Moreover, there are other industries such as jute mill, textile and yarn mills, Assam
silk, and silk mills.

Assam has a rich tradition of crafts, Cane and bamboo craft, bell metal and brass craft, silk and
cotton weaving, toy and mask making, pottery and terracotta work, wood craft, jewellery
making, and musical instruments making have remained as major traditions.
The tourism in Assam in Wildlife, cultural, and historical destinations have attracted visitors.
There are five national parks of 1) Kaziranga National Park, 2) Manas National Park, 3) Orang, 4)
Dibru-saikhowa and 5) Nameri. The Sivasagar consists of historical statues and structures of the
old Ahom Kingdom. The Kamakshya Temple in Nilachal Hills in Guwahati is a special Shaktipitha
of Hindu Religion and attracts a huge number of devotees all the year round.
3.4 District Profile: Hojai
Hojai is a new district in the state of Assam, in India. It was formed on 15 August 2015. Hojai is
the headquarter of the new district. Hojai district is formed with three tehsils of Nagaon district
named Hojai, Doboka and Lanka. The area of Hojai district is 1685 sq. km.
3.4.1 Location
Hojai district is surrounded by districts of Nagaon and East Karbi Anglong in north, East Karbi
Anglong and Dima Hasao in south, East Karbi Anglong in east and West Karbi Anglong and Dima
Hasao in west.
3.4.2 Climate
The climate in Hojai is warm and temperate. The average annual temperature is 24.4 °C.
Precipitation here averages 1562 mm.
3.4.3 Religion
The main religions are Muslim (54%), Hindu (46%) of district population. The other religions are
Christian, Sikh, Buddhist, Jain etc.
3.4.4 Demography
As per Indian census 2011, those three tehsils together had a population of 931,218. So, newly
formed Hojai district had a population of 931,218 in 2011, among them 51% are male and 49%
are female. The sex ratio is 954. The majority of the population, nearly 81% live in Hojai

District rural part and 19% population live in the Hojai District urban part.
3.4.5 Literacy
Hojai has an average literacy rate of 75%, while male literacy is 80%, and female literacy is 70%.
Hojai has 34% (about 3.2 lakh) population engaged in either main or marginal works. 53% male
and 14% female population are working population. 43% of total male population are main (full
time) workers and 10% are marginal (part time) workers. For women 6% of total female
population are main and 8% are marginal workers.
3.5 District Profile: East Karbi Anglong
The East Karbi Anglong district is a new district formed out of the existing Karbi Anglong District
of Assam in 2016. Diphu is the headquarter of the newly formed district. The district is a part of
Karbi Anglong Autonomous Council, Diphu and it is administered according to the Sixth
Scheduled of the Indian Constitution. The total area of the district is 7,399 sq. km.
3.5.1 Location
East Karbi Anglong district is surrounded by districts of Nagaon and Golaghat in north, State of
Nagaland in south, Golghat district in east and Hojai and Dima Hasao districts in west. The
district is with dense tropical forest covered hills and flat plains.
3.5.2 Climate
The district experiences different climate in different parts. January being the coldest with
minimum temperature between 5°C to 6°C. Whereas, the summer temperature reaches as high
as 32°C. Rainfall is heavy during June to September with average rainfall of 2416 mm.
3.5.3 Demography
The population of the district is predominantly tribal. The major tribal ethnic groups of this
district are Karbis, Bodos, Kukis, Dimasas, Hmars, Garos, Rengma Nagas, Tiwas, Man (Tai
Speaking’s). Besides, a large number of non-tribals also live together in this hill region.

The population of the district is 6,60,955 with 85.61% of Rural population and 14.39% of urban.
The males constitute of 51.29% and females are 48.71%. The sex ratio is 950.
The district is basically an agricultural district. Different types of agricultural crops are cultivated
among which paddy is the main crop. Except for the valleys, the people follow the jhum system
of cultivation.
3.5.5 Minerals
There are different kinds of minerals found in this hill district, as Lime stone, China-clay, Feldspar
and Coal
3.5.6 Economy
The district economy depends mainly on the agriculture. The lands are more fertile and that is
the boon to the people by nature, but they still use primitive methods of cultivation and
frequently shifts the area of cultivation through Jhum farming. East Karbi Anglong has
favourable climate for horticulture, however, the horticulture and plantation crops are generally
not grown on commercial scale.
The 1,80,127.5 Hectres of forest in the district offers a big economy not only for the district but
also for the state. The forests are covered with dense bamboo and grasses, valuable trees like
Hollock, Gamari, San, Sonaru, Titasopa, Bonsum, Koroi, Foma etc. are in abundance.
Although the district is abundant in raw materials, but only a few industries have come up. They
are: 1) Bokajan Cement Plant, 2) Karbi Chemical Mini Cement Plant, 3) Food Processing, 4)
Rubber Plantation Industry, 5) Citronella Plantation Industry. There are a number of Tea
Gardens in the district.
The economic development of the area is dependent on land use pattern and efficient uses of
the resources. Although resources are plenty but they are not properly utilized for the economic
benefits.

Table 3.1 : Population Data
Assam East Karbi Anglong

Sl No. Description
2011 2001 2011 2001
Total Population - Gender wise 31205576 26655528 956313 813311
Male 15939443 13777037 490167 422250
1 Female 15266133 12878491 466146 391061
Sex Ratio (No. of females per 1000
958 935 951 926
males)
Total Population (0-6 years) -
4,638,130 4,498,075 138407 150138
Gender wise
Male 2,363,485 2,289,116 70559 76132
2 2,274,645 2,208,959 67848 47106
Female
Sex ratio (No. of females per 1000
962 965 959 973
males)
Total Population (Sector Wise) 31205576 26655528 956313 813311
3 Rural 85.90% 87.10% 88.20% NA
Urban 14.10% 12.90% 11.80% NA

Chapter-4
ENGINEERING SURVEYS AND
INVESTIGATIONS
Chapter 4: Engineering survey and Investigations
CHAPTER 4
ENGINEERING SURVEY AND INVESTIGATIONS
4.0 ENGINEERING SURVEY AND INVESTIGATIONS
4.1 Introduction
The Consultants have conducted different types of field studies, engineering surveys and
investigations to gather data and information necessary for project preparation. The aim of the
investigations was to develop an adequate supportive database for selecting and preparing the
most appropriate proposal to meet the functional and structural efficiency and safety
requirements. The engineering investigations and surveys have been carried out in line with the
specifications laid out in the TOR. The basic data and results of investigation are compiled and
included in Volume-II of this Report.
The following engineering survey and investigations were conducted or yet to be conducted:
a) Reconnaissance Survey
b) Road Inventory
c) Pavement Condition Survey by manual assessment and NSV
d) Inventory and Condition Survey of Existing Bridges, Culverts and Other Structures
e) Alternative Alignment Study for Bypasses
f) Topographic Survey
g) Traffic Survey
h) Axle Load Survey
i) FWD Survey
j) Roughness Survey
k) Pavement Investigation
l) Material Investigation
m) Sub Soil Exploration
4.2 Reconnaissance Survey
This is basically a visual survey of the project road and its environs, and this activity has already
been completed by the concerned key personnel of the Consultant’s team after a study of
available maps of the area. Accordingly, teams for subsequent survey and investigation planned

for mobilization to the site. Consultant has made videography of the entire corridor to have a
general appreciation of the project road. The assessment of important aspects made during
reconnaissance including few problems as perceived is brought out below:
a) Topographical Features of the Area
A preliminary observation of the topographical features in the project road corridor and
surrounding area was made during
reconnaissance survey. The terrain, the roadside
physical features, road alignment, drainage
characteristics, existence of major bridges and
structures, railway crossings, junctions, problems
at site, etc. were noted. This helped in making an
assessment of the nature and complexity of the
project, which in turn, determined the extent of
the various surveys and investigations required
for the project preparation.
b) Widening Scheme
Side of widening has been assessed during this study. Location of roadside settlements,
water bodies, utilities, curvature, forest area, existing ROW etc. were considered to
assess the most suitable widening scheme. Normally attempt shall be made to match
the edge of existing carriageway with respective median edge of proposed road.
Concentric widening shall be followed in built-up locations, forest areas and cut
sections.
c) Realignment Requirements including

Provision of Bypasses/Diversion at
Congested and Critical Locations
The bypass/diversion option will be

considered from the angle of relative
economics/ physical feasibility of the
alternative: (i) to acquire structures
alongside the existing road and carry out
parallel widening and (ii) to go in for bypass/diversion.

d) Preliminary Identification of Improvement Requirements including Treatments and

Measures Needed for the Cross Roads
There are many cross roads along the project road. During reconnaissance survey it was
found that some roads seem to carry very low traffic and there is no prime facie warrant
for grade-separation but for some of cross roads,it appears from first impression that
there is a requirement of grade separator for the crossing of NH & SH’s.
e) Inventory of Major Aspects of Existing Roadway and Bridges/Culverts/Other

Structures
Primary inventory data of road, bridge, culverts, intersections, utility lines, trees,
landuse, roadside features, etc. have alsobeen collected from site. The inventory data
will constitute an important input for the Report.
4.3 Road Inventory
A detailed inventory of the existing road has been prepared through dimensional measurements
and visual inspection to assess the existing status. Features like existing kilometerage, terrain,
landuse, width of pavement and shoulders,
height of embankment, geometric
deficiencies, important road intersections,
utilities, other features etc. were recorded.
Findings of Road Inventory have been
presented in Appendix 4.1-4.9(included in
Volume-II) as mentioned below. The
inventory is essentially included to collect
physical information on the road and its
environment for enabling preliminary
assessment of the project.
Appendix 4.1 : Road Inventory

Appendix 4.2 : Details of Cross Roads
Appendix 4.3A : Schedule of Existing Utilities (Parallel and Across the Project Road)
Appendix 4.3B : Number of Electric Poles
Appendix 4.3C : Summary of Roadside Utilities along the Project Road
Appendix 4.4 : Details of Built-Up Area

Appendix 4.5 : List of Major Features

Appendix 4.6A : Summary of Trees to be Felled (Kilometer wise Details)
Appendix 4.6B : Break up of Approximate Numbers of Trees to be Felled
Appendix 4.7 : List of Items to be Dismantled
Appendix 4.8 : Details of Arboriculture
Appendix 4.9 : Details of Geometric Deficiencies
4.4 Pavement Condition Survey
Pavement condition survey has been carried out for

road and pavement surface conditions covering the
following:
 pavement condition (surface distress type and
extent);
 shoulder condition;
 embankment condition; and
 drainage condition
The survey was conducted through Network Survey

Vehicle (NSV). The NSV Digital Laser Profiler (DLP) is an affordable, portable system that
measures longitudinal profile, macro texture (MPD and SMTD) and roughness (IRI).
A World Bank Class 1 profiler, the NSV DLP measures road profile in one or two wheel-paths
using accelerometers and up to two precision laser sensors to compensate for vehicle body
movement. The DLP is completely portable using a
detachable sensor beam and comes complete with a
tow-bar mounting kit, making it perfect for less
frequent survey demands. An accurate Distance
Measuring Instrument (DMI) and the Heartbeat
module are used to precisely link the data to
distance/chainage. It is used in conjunction with the
Hawkeye Processing Toolkit software, operators to
produce a wide range of reports to review network
condition and performance. This information can
then be simply exported to CSV, or applications such
as HDM-4 and GIS tools.

The NSV is capable of supporting a profiler with up-to three lasers, two digital imagery cameras,
DGPS and a Gipsi-Trac Geometry system
Complete information about condition of existing

pavement and shoulder was collected so that
design parameters related to pavement can be
established.
The information collected consists of the details of

cracking (narrow and wide), rut depth, raveling,
potholing, patching in the form of percentage area
as well as edge break in terms of length and rut
depth in mm. affected of the existing pavement
and paved shoulder material loss, rut depth, corrugation, edge etc. in the case of unpaved
shoulders.
The study shall identify defects and road section with similar characteristics i.e. homogeneous
sections.
Pavement condition survey, using NSV, has been carried out for the stretches of NH-29
Besides, pavement condition survey has been

carried out as per visual investigation with sample
measurements. The existing pavement is of
bituminous type with varying composition and
characteristics. Detailed field study including
pavement condition, shoulder condition,
embankment condition, drainage condition etc.
were carried out by visual means supplemented by
measurements as per the guidelines mentioned in the TOR. The following measurements were
involved:
 % area of fine cracks < 3 mm

 % area of wide cracks > 3 mm
 % area of raveling
 The length of edge failure expressed in meter
 % area of patching

 % area of potholes
Rut depth, measured transversely across the outer wheel paths using 2 meter long straight edge
and graduated wedge. Shoulder and embankment conditions by visual means and the existence
of distress modes and extent thereof were noted. The field data has been recorded at 500m
interval.
4.5 Inventory and Condition Survey of Existing Bridges, Culverts
Inventory and condition survey of the existing

bridges and culverts were carried out to identify
their number, type, condition and hydrological
aspects. Mainly visual inspection and dimensional
measurements have been carried out during this
survey. Data has been collected as per proforma
mentioned in the QAP. Total 85 nos. structures are
present along the corridor among which 13 nos. are
bridges,85 nos. are culverts.
4.6 Alternative Alignment Study for Major Realignments
No Alternative alignment study was conducted in section 3. To maintain the design speed ,
avoid congestion and environmental impact, service roads are proposed in built-up sections.
These improvements are in addition to minor curve improvement proposed at various locations
along the route.
4.7 Topographical Survey
The specific objective of the topographical survey is to delineate accurately the complete
existing natural and man-made features, so as to study and develop the existing road to 4 lane
with paved shoulder, creating an accurate Digital Terrain Model, which is also a fundamental
requirement to design the highway through latest software. The detailed topographical survey
for the new and existing road shall be carried out in consonance with the procedure outlined in
the TOR using LiDAR, Total Station and Auto Level.

The survey shall be performed over 35m (in general)

on either side w.r.t. the proposed centre line or upto
the existing Right-of-Way (ROW) line on either side,
whichever is more. The survey involved the following
sequential steps:
(1) Establishing GPS stations: in order to ensure the

global co-ordinate system, the corridor shall be
framed through GPS survey. A pair of GPS pillars shall
be established at every 5.0km along the corridor.
(2) Establishing Bench Marks : in order to ensure

locational and directional as well as vertical control
along the project road, bench mark pillars (BM) shall
be established at about 250m interval, in general,
depending upon visibility between two pillars. This
bench mark pillars shall be connected to the GPS pillars.
(3) Traversing and Levelling:shall be done to connect the reference BM pillars.
(3) Cross-section Surveying/Detailing: Detailed cross sections shall be surveyed at 25m interval,
in general, using Total Station. The cross sections shall be extended up to the survey limits
mentioned earlier. The main features captured in the cross-sections are:
 Ground level along the proposed corridor

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

The data for each survey point shall be recorded in terms of Northing, Easting, and Elevation. To
ensure standardization of works of different survey teams and to facilitate further CAD works, a
rational coding system shall be developed and used.
The survey data collected in the field shall be downloaded in text file format and converted to
graphic files using suitable software.
4.8 Traffic Survey
Following traffic surveys were conducted at site to assess the present and future traffic on the
project highway:
 Classified directional traffic volume count survey (TVC)

 Origin-Destination (O-D) and commodity movement survey
 Intersection Turning Movement Count Survey (TMC)
Details of traffic survey have been provided in Chapter 5 of this report.
4.9 Axle Load Survey
The survey was carried out at

HawraghatTinali(Km. 85+400 of NH-29)
&Bokajan)Km. 90+900 of NH-129) to
study the traffic load characteristics on
the project road.
The survey was conducted for 24 hours at
suitable time interval in either direction.
Necessary assistance was provided to the
Consultants by the District police at the
survey locations for stopping of the vehicles on sample basis and guiding them to the axle load
pad.
VDF summary is presented in Table 4.1a & 4.1b.

Table 4.1a : VDF Summary: Daboka to Lahorijan (NH 29)
Km. 85+400 of NH-29 (HowraghatTinali)

Directions of Traffic Average Recommended
Type of Vehicles
Diphu to Daboka Daboka to Diphu VDF VDF
2 Axle Truck 2.59 6.93 4.76 6.93
3 Axle Truck 3.52 9.46 6.49 9.46
Multi Axle Vehicles 5.97 13.07 9.52 13.07
LCV 1.17 2.40 1.79 2.40
Bus 1.07 1.92 1.49 1.92
4.10 Falling Weight Deflectometer (FWD) Survey
4.10.1 TOR Requirements
This survey was conducted to obtain the structural strength of existing pavement in accordance
with IRC 115:2014 requirements.
Based on the data collected from condition survey, the road length has been classified into
sections of uniform performance in accordance with the criteria given in the following table.
Table 4.2 : Criteria of Pavement Classification

Classification Pavement Condition
Good Isolated cracks of less than 3.0 mm width in less than 5% area of total paved surface
and average rut depth less than 10 mm
Fair Isolated or interconnected cracks of less than 3.0 mm width in 5 to 20% area of total
paved surface AND/OR average rut depth between 10 to 20 mm
Poor Wide interconnected cracking of more than 3.0 mm width in 5 to 20% area (include
area of patching and raveling in this) of paved area OR cracking of any type in more
than 20% area of paved surface AND/OR average rut depth of more than 20 mm
As it is inexpedient to change the sample size for deflection measurement at frequent intervals,
it is always preferable to keep the length of each uniform section at a minimum of 1 km except
in the case of localized failures or in other situations requiring closer examination where

minimum length of section should be 0.3 km from the consideration of profile correction and
constructability.
Deflection measurement scheme to be adopted is provided in Table 4.3.
Table 4.3 : Pavement Deflection Measurement Scheme

Maximum Spacing for Test Points along
Selected Wheel Path for Pavements of
Type of Carriageway Type of Measurement Scheme
Different Classification
Poor Fair Good
Two Lane Two Way Measure along both outer wheel
60 130 500
Single Carriageway path
Note - The spacing given in the table are with the assumption that the length of uniform section is 1.0
km. The actual spacing to be adopted can be obtained by multiplying the spacing given in the table by
the length of uniform section
4.10.2 Falling Weight Deflectometer (FWD)
FWD is an impulse-loading device in which a transient load

is applied to the pavement and the deflected shape of the
pavement surface is measured. The working principle of a
typical FWD is illustrated below. DO, D1, etc., mentioned in
the figure are surface deflections measured at different
radial distances. Impulse load is applied by means of a
falling mass, which is allowed to drop vertically on a system
of springs placed over a circular loading plate. The
deflected shape of the pavement surface is measured using
displacement sensors which are placed at different radial
distances starting with the center of the load plate. Trailer
mounted as well as vehicle mounted FWD models are
available commercially. The working principle of all these
FWD models is essentially the same. A mass of weights is
dropped from a pre-determined height onto a series of
springs/ buffers placed on top of a loading plate. The
corresponding peak load and peak vertical surface
deflections at different radial locations are measured and
recorded.

Mass
Deflection Sensors
Different magnitudes of impulse load can be obtained by selection of a suitable mass and an
appropriate height of fall. Under the application of the impulse load, the pavement deflects.
Velocity transducers are placed on the pavement surface at different radial locations to measure
surface deflections. Geophones or seismometers are used as displacement transducers. Load
and deflection data are acquired with the help of a data acquisition system.
Typical Falling Weight Deflectometers (FWD) include a circular loading plate of 300 or 450 mm
diameter. In these guidelines 300 mm diameter load plate is recommended. A rubber pad of 5
mm minimum thickness should be glued to the bottom of the loading plate for uniform
distribution of load. Alternatively, segmented loading plates (with two to four segments) can be
used for better load distribution.
A falling mass in the range of 50 to 350 kg is dropped from a height of fall in the range of 100 to
600 mm to produce load pulses of desired peak load and duration. Heavier models use falling
mass in the range of 200 to 700 kg. The target peak load to be applied on bituminous pavements

is 40 kN (+/- 4 kN), which corresponds to the load on one dual wheel set of a 80 kN standard axle
load. The target peak load can be decreased suitably if the peak maximum (central) deflection
measured with 40 kN load exceeds the measuring capacity of the deflection transducer.
Similarly, the load can be increased to produce deflection of at least 10µm at a radial distance of
1.2 m. If it is known from construction records or from coring or from test pits that subgrade is
stiff and hence smaller than 10 pm deflections are expected, testing with increased loads will
not be required. If the applied peak load differs from 40 kN, the measured deflections have to
be normalized to correspond to the standard target load of 40 kN. The normalization of
deflections can be done linearly. For example, if the measured deflection is 0.80 mm for an
applied peak load of 45 kN, the normalized deflection for a standard load of 40 kN is 0.711 mm
(0.80 * (40/45)). The load cells used to measure load pulses produced by FWD should have a
reading resolution of 0.1 kN or better and should give readings accurate to 2 percent of
measured value.
The stiffness of bituminous layers and hence the response of a pavement depends on the pulse
shape of the applied load (COST 336, 2005). Most FWDs have a load rise time (from start of
pulse to peak) of between 5 ms and 30 ms and have a load pulse base width in the interval of 20
ms to 60 ms (COST 336, 2005). The duration of impulse load is maintained approximately equal
to the time needed to traverse the length of a tyre imprint at a speed of about 60 km/h which is
in the range of 20 to 30 ms. The FWDs used for evaluation should be capable of producing load
pulses with loading time in the range of 15 to 50 ms.
Sufficient number of deflection transducers should be used to adequately capture the shape of
deflection bowl. Six to nine velocity transducers (geophones) are generally adequate for
measuring surface deflections of flexible pavements. Deflection sensors are placed on the
surface of pavement at different radial direction aligned in the longitudinal direction. The
deflection transducers used should have a reading resolution of at least 1 µm and 5 should be
accurate to +/- 2 percent of the reading. Typical geophone position configurations (number and
radial distances measured from center of load plate) commonly used for flexible pavement
evaluation are ;- (i) 7 sensors at 0, 300, 600, 900, 1200, 1500 and 1800 mm radial distances (ii) 7
sensors at 0, 200, 300, 450, 600, 900, 1500 mm radial distances (iii) 6 sensors at 0, 300, 600, 900,
1200 and 1500 mm radial distances and (iv) 6 sensors at 0, 200, 300, 600, 900, 1200 mm radial
distances.

4.10.3 Data Verification
The FWD test data collected from different load drops at each test point primarily consist of
peak load, peak deflections at different radial locations. Unrealistic deflection values and
obviously erroneous data must be removed. Some of the checks that should be appliedto the
deflection data are:-
(i) deflections should decrease with increasing distance from the loading plate and
(ii) deflection values should not be more than the capacity of the sensors.
Average values of load and deflections are calculated from the three drop test data collected at
a given location.
The deflections are normalized to correspond to a standard target load of 40 kN as explained in

Clause 4.4.
4.10.4 Identification of Homogeneous Sub-sections
The identification of sections of uniform performance done in Section 4 of these guidelines was
done primarily to select an appropriate sample size for conducting deflection testing. Since the
assessment of the remaining life of existing pavement and the strengthening requirement in
terms of bituminous overlay will be done on the basis of the back calculated moduli of in-service
pavement layers, it is prudent to identify homogeneous sections for the purpose of structural
design primarily based on deflection bowl parameters and other relevant information.
Identification of homogeneous sections is generally done on the basis of the following

parameters :- peak deflections or peak deflection bowl parameters, subgrade strength, design
traffic, layer thicknesses and extent and severity of distress, back calculated surface modulus of
the total bituminous layers, remaining life of pavement and overlay thickness requirement. It is
proposed in these guidelines that one of the deflection bowl parameters, which typically
represent the stiffness of the upper layers along with design traffic and subgrade strength,
should be used for identification of homogeneous sections.
Other parameters as may be deemed suitable can also be considered for this purpose. Surface
Curvature Index (SCI) calculated as the difference between D0 and D3QQ where, D0 and D3QQ are the
peak deflections (mm) measured at the center of loading plate and at a radial distance of 300
mm is a bowl shape parameter, which reflects the contribution of upper layers, is the bowl

shape parameter to be used, along with other parameters, for identification of homogeneous
sections. SCI is expressed in mm here whereas the parameter is used in inches or mils in many
empirical expressions available in literature for empirically estimating moduli of layers.
A statistical technique popularly used for identification of homogeneous sections is the

"Cumulative Difference" approach. This approach is already being used extensively in India in
many highway projects. In this approach, the sequence of actual cumulative sums in a
measurement series is compared with the sums that would have resulted from adding averages.
The difference between these values is termed as cumulative difference. The series of
cumulative differences (zj for the measured sequence of a given variable 'x' (SCI, subgrade
strength, etc.) can be obtained using the following expression.
i=k _
Zk = ∑k (xi – kx)
i=1
For all k = 1,….., n
Where,
_ i=n
∑
X = (1/n) k(xi)
i=1
Wherever the trend changes from positive to negative and vice-versa in the plot of cumulative
difference VS distance (or number of test location), that should be considered as a possible
delineator for identifying homogeneous sections. However, judgment has to be applied for
considering a particular change in trend to be significant enough to suggest the presence of a
delineator there.
Homogeneous sections can be identified with reference to different parameters such as SCI,
traffic, subgrade strength, etc. Delineation carried out based on different parameters will yield a
number of sub-sections. No sub-section should be shorter than 1.0 km in length and each
subsection should have at least twelve deflection test locations. If a subsection has only one or
two test points, it is a case of the pavement in need of localized rehabilitation measures. The
spacing considered for deflection measurement in each subsection can be rounded off to
convenient practical values.

4.10.5 Work Procedure
The following steps have been followed for measuring deflections at each test point. The exact
sequence of operations may be different for different models of FWD.
(i) Mark the test point on the pavement.
(ii) Centre the load plate of the duly calibrated FWD over the test point.
(iii) Lower the loading plate onto the pavement. There should be no standing water (surface
texture completely filled with water) on the pavement surface. The loading plate should
be in proper contact with pavement surface. If a non-segmental plate is used the presence
of rutting at test location should be noted if it affects the contact between plate and
pavement surface. The longitudinal and transverse slope of the pavement should not
exceed 10 percent at the test location for accurate measurement of deflection.
(iv) Lower the frame holding the displacement transducers (geophones) so that the
transducers are in contact with pavement surface
(v) Raise the mass to a pre-determined height required for producing a target load of 40 kN
(vi) Drop one seating load. Load and deflection data for seating load drop need not be
recorded
(vii) Raise the mass and drop. Record load and deflection data into the computer through data
acquisition system. While peak load and peak deflections at different selected radial
positions must be recorded, complete time history of load and deflections can be stored
for each load drop if feasible
(viii) Repeat step at least two more times.
(ix) If, during steps vii and viii, the deflections measured are too large or too small as
discussed in Clause 4.4, the test may be repeated by changing the peak load
(x) Raise the geophone frame and load plate and move to the next test location
(xi) Record air temperature at half hourly interval
(xii) Record pavement surface temperature (optional) if non-contact temperature sensors are
available
(xiii) Measure pavement surface layer temperature at half-hourly intervals by drilling holes of
40 mm depth into the pavement surface layer. Fill the hole with a drop of glycerol. Insert
the thermometer into the hole and record the temperature after three minutes
(xiv) Deflection measurements should not be made when the pavement temperature is more
than 45°C. Guidelines given in Clause 6.4.3 may be followed for deflection measurement
in colder areas and areas of altitude greater than 1000m.
Summary of FWD survey data is provided in Annexure 4.1Roughness Survey

The survey has been carried out to assess the roughness index survey of existing pavement. The
results of the survey will be expressed in terms of BI and IRI, and shall be presented in both
tabular and graphical forms. Based on the data, homogenous segments with respect to surface
roughness has been determined based on cumulative difference method.
The roughness values which represent pavement functional performance are essentially
intended for use in economic/financial analysis, and for checking against the pavement designs
proposed for different sections.
The equipment used for the survey is Network Survey Vehicle (NSV) mounted laser
profilometer. Detailed description of equipment, data capture methodology and type of output
data are already provided in para 4.4 of this chapter.
In addition, the following criteria have been met by the process of defect detection:
 Roughness measurement with outputs of both raw longitudinal profiles and IRI calculation
shall be reported at 100m referenced to the preceding LRP. The roughness must meet
ASTM-E950 (equivalent to Class I road profiler).
 The IRI shall be determined for both wheel-paths over a minimum length of 250m for a
minimum of 6 calibration sites with a roughness range between 2m/km and 8m/km.
Calibration shall be made for speeds of 20, 30, 40, 50, 60 km/hour.
The survey was conducted along the outer wheel paths covering two runs along the wheel paths
for each direction. The data derived from survey have been compared with the data obtained
from the pavement condition survey and assessment of riding over the road.
Roughness survey, using NSV, has been carried out for the stretch of NH-29. Result obtained
from the survey is summarized below:
 BI between 2000 & 3000 mm/km - 29.87% Stretches

 BI > 3000 mm/km - 70.13% Stretches
4.11 Sub grade Investigation
4.11.1 Sub-grade Investigation Methodology (Test Pits)
The basic objective of the investigation was to form a database for characterization of existing

pavement. The investigation was carried out by digging trial pits staggered left/right.
4.11.2 Large Pits (1m x 1m x 1m) and small Pit (0.5m x 0.5m x 0.5m)
Large Trial pits of size 1m x 1m x 1m and small trial pit size 0.5m
x 0.5m x 0.5m were dug at the pavement shoulder interface,
extending through the pavement layers down to the subgrade
level. Pits were at least 300 mm within the carriageway. Pits
were made in such a way that half of the pit remains within the
carriageway and the other half (in the shoulder), ensuring
minimum damage to the original pavement and disruption to
the traffic. Large test pits are done on both sides of the project
road were dug at the pavement shoulder interface extending through the pavement layers
down to the sub-grade level
The following sequence of operation was followed for each large test pit:
• Manual excavation of 1.0 m x 1.0 x1.0 m and 0.5m x 0.5m x 0.5m pit down to subgrade
level .The thickness of the different pavement layers were measured and type of
material examined and logged from three sides.
• Field (in-situ) dry density using sand replacement method as per IS 2720: Part 28 was
carried out at the subgrade level.
• Adequate sample in sealed polythene bag
were collected for classification tests as per
IS: 2720 (relevant parts)
- Field moisture content
- Grain size analysis
- Atterberg limits
One sample of 40 kg was collected from the top

300 mm of subgrade for the following laboratory
tests (as per IS:2720)
- Free swell index

- Moisture-Density test (heavy
compaction)

- CBR (4 days soaked at three energy levels of 10, 35 and 65 blows)
After the completion of field tests and collection of samples, the pits were backfilled with the
excavated materials and compacted suitably so as not to jeopardize the smooth movement of
traffic of the existing road.
The existing pavement structure mostly comprises of three layers, namely bituminous layer,
base course and sub-base course. During the present investigation the surfacing course is
reported, on the whole, as bituminous course (BC). The base course comprises of stone,gravel,
cobble mix with clay mix with sand only and few stretchespresent in WBM mix. The sub-base
course consists mainly occasional presence of sand layer along the stretches.
The total thickness of the pavement varies from 745 mm to 990 mm. The thickness of the
bituminous surfacing layer varies from 20 mm to 110 mm. The thickness of the base layer ranges
from 95 to 270 mm. The thickness of the sub-base layer ranges from 86 to 280 mm.
4.11.3 Existing Pavement Composition
The existing pavement structure mostly comprises of two and three layers, namely bituminous
layer varies from 20mm to 180 mm thick, base course varies from 95mm to 320 mm and sub-
base course varies from 70mm to 280 mm thick. Details of existing pavement composition
(Large Pits) is provided inTable 4.4.
Table 4.4 :Details of Existing Pavement Composition
DABOKA TO MANJA (NH-29)

Crust Composition (mm) Total
Chainage DCPT CBR DCPT CBR
S.NO Side Thickness
(KM) Bituminous BASE COARSE 200mm 400mm
(mm)
1 RHS 38+600 60 270 330 8.39 8.38
2 RHS 43+000 45 230 275 3.60 4.10
3 RHS 49+000 20 270 290 6.01 5.23
4 LHS 53+500 35 270 305 2.08 3.31
5 RHS 57+500 50 270 320 5.03 6.97
6 RHS 65+000 50 420 470 1.68 1.97
7 RHS 70+000 35 210 245 1.80 3.30
8 LHS 75+000 50 340 390 3.32 3.18
9 RHS 80+000 65 250 315 5.26 7.71
10 RHS 85+000 43 400 443 23.66 32.16
DABOKA TO MANJA (NH-29)

S.NO Side Thickness
(mm)
11 RHS 90+000 50 290 340 1.77 2.11
12 RHS 95+000 110 380 490 6.72 7.69
13 RHS 100+000 80 240 320 1.57 2.13
14 RHS 104+000 55 410 465 15.48 16.94
15 LHS 113+000 50 250 300 3.74 3.25
16 RHS 118+000 45 270 315 3.94 4.72
17 RHS 123+000 50 250 300 6.23 8.03
18 RHS 128+000 50 190 240 2.80 5.78
MANJA TO LAHORIJAN (NH-29)

S.NO Side Thickness
(mm)
1 LHS 128+500 20 380 400 2.06 2.10
2 LHS 133+000 50 410 460 7.62 6.65
3 LHS 138+000 80 390 470 2.10 3.55
4 LHS 143+000 70 370 440 8.97 10.15
5 LHS 148+000 30 160 190 4.18 4.66
6 RHS 153+000 50 250 300 6.59 8.55
7 LHS 156+000 45 350 395 3.81 3.99
4.11.4 Laboratory Properties of Sub-grade Soil
The laboratory test results consist of gradation, Atterberg limits, field moisture content, Field
dry density (FDD), compaction characteristics (maximum dry density and optimum moisture
content relationship as per heavy compaction), CBR (soaked) etc. for the subgrade soils
underneath the existing pavement.
4.11.5 Grain Size
The fraction of the materials of the sub-grade soils passing 75 sieve is 13.06% to 15.05 % on an
average,
Stretch I – The soil is CL and SC type soil.

4.11.6 Atterberg Limit
The liquid limits for existing pavement of the soil are NP to plastic. Plasticity index for existing
pavement soils are 7.7 to 11.7.
4.11.7 Moisture Content vs. Dry Unit Weight Relationship (Heavy Compaction)
Soil samples obtained by test pits have been compacted in the laboratory at various moisture
contents to derive moisture content vs. dry unit weight relationship. The method of heavy
compaction in accordance with IS 2720 (Part 8) has been used. The results of heavy compaction
test carried out on sub-grade samples of existing pavement to determine the maximum dry
density (MDD) and optimum moisture content (OMC) relationship.
For existing sub-grade soil the maximum dry density (MDD) of ranges between 18.10 kN/ m3 and
18.78 kN/m3. The optimum moisture content varies between 10.1 % and 12.7 %. The result
indicates that the maximum dry density of existing sub-grade soil is greater than 17.5 kN/ m3 at
all chainages which satisfies the unit weight requirement of sub-grade soil as specified by
MORT&H.
4.11.8 CBR of Existing Sub Grade Soil
California Bearing Ratio (CBR) tests were carried out on the pit samples in the laboratory as per
standard procedures. At optimum moisture content (OMC) soil samples were compacted at
three different energy levels corresponding to 10 blows, 35 blows, 65 blows as per IS:2720 (Part
8). These compacted soils at different compaction levels were tested after immersion in water
for four days. Soaked CBR at 97% maximum dry density (MDD) has been interpolated from CBR-
dry density curve. The Stretch I soil, soaked CBR value at 97% MDU ranges from 7.5 % to 10.9 %.
4.11.9 Field Dry Density

Field dry density, as obtained from laboratory test results, is provided in Table 4.5.
Table 4.5 : Field Dry Density

DABOKA TO MANJA
MOISTURE DRY DENSITY
S.NO. CHAINAGE (KM) SIDE MDD (gm/cc)
CONTENT (%) (gm/cc)
1 38+600 RHS 7.00 1.736 1.846
2 43+000 RHS 6.00 1.715 1.816

DABOKA TO MANJA
MOISTURE DRY DENSITY
S.NO. CHAINAGE (KM) SIDE MDD (gm/cc)
CONTENT (%) (gm/cc)
3 49+000 RHS 8.00 1.695 1.810
4 53+500 LHS 5.00 1.706 1.825
5 57+500 RHS 7.00 1.714 1.840
6 65+000 RHS 4.00 1.738 1.878
7 70+000 RHS 5.00 1.697 1.832
8 75+000 LHS 4.50 1.717 1.827
9 80+000 RHS 5.50 1.734 1.887
10 85+000 RHS 4.50 1.726 1.865
11 90+000 RHS 6.00 1.704 1.835
12 95+000 RHS 5.00 1.719 1.829
13 100+000 RHS 5.50 1.696 1.821
14 104+000 RHS 8.00 1.709 1.844
15 113+000 LHS 9.00 1.735 1.859
16 118+000 RHS 8.00 1.742 1.854
17 123+000 RHS 6.00 1.704 1.831
18 128+000 RHS 4.00 1.714 1.839
MANJA TO LAHORIJAN
1 128+500 LHS 7.00 1.690 1.831
2 133+000 LHS 6.00 1.764 1.883
3 138+000 LHS 8.00 1.704 1.822
4 143+000 LHS 6.00 1.734 1.865
5 148+000 LHS 4.00 1.699 1.809
6 153+000 RHS 5.00 1.732 1.853
7 156+000 LHS 6.00 1.724 1.848
4.11.10 Laboratory Properties of Sub-Grade Soil
Laboratory test results of sub-grade soils are presented in Table 4.6.

Table 4.6 : Test Results of Existing Subgrade Soil
DABOKA TO MANJA
Heavy
Grain size analysis Atterberg Limits
Compaction AT 97 %
Sl. Chainage
SIDE Silt & FSI CBR
No. (Km.) Gravel Sand MDD OMC PL PI
Clay LL (%) Soaked
(%) (%) (gm/cc) (%) (%) (%)
(%)
1 RHS 38+600 3.10 43.80 53.10 1.846 11.10 32.20 21.70 10.50 15.00 10.2
2 RHS 43+000 0.00 22.30 77.70 1.816 12.50 35.20 23.60 11.60 30.00 7.6
3 RHS 49+000 0.00 21.40 78.60 1.810 12.70 35.30 23.70 11.60 30.00 7.5
4 LHS 53+500 0.00 24.20 75.80 1.825 12.30 34.60 23.60 11.00 25.00 8.1
5 RHS 57+500 1.80 40.30 57.90 1.840 11.50 32.70 22.10 10.60 17.50 10.1
6 RHS 65+000 4.70 49.10 46.20 1.878 10.10 30.20 20.90 9.30 7.50 10.9
7 RHS 70+000 0.00 34.30 65.70 1.832 12.10 33.10 22.70 10.40 20.00 9.0
8 LHS 75+000 0.00 26.70 73.30 1.827 12.30 34.20 23.20 11.00 22.50 8.4
9 RHS 80+000 5.30 51.00 43.70 1.887 10.00 29.70 20.60 9.10 7.50 11.1
10 RHS 85+000 4.50 48.00 47.50 1.865 10.30 30.60 21.10 9.50 10.00 10.5
11 RHS 90+000 1.10 35.30 63.60 1.835 12.00 32.90 22.50 10.40 20.00 9.3
12 RHS 95+000 0.00 28.60 71.40 1.829 12.20 33.70 23.10 10.60 22.50 8.7
13 RHS 100+000 0.00 23.50 76.50 1.821 12.40 34.90 23.60 11.30 27.50 7.9
14 RHS 104+000 2.60 41.90 55.50 1.844 11.20 32.50 21.90 10.60 15.00 10.2
15 LHS 113+000 3.60 47.20 49.20 1.859 10.70 31.90 21.30 10.60 12.50 10.4
16 RHS 118+000 4.10 45.00 50.90 1.854 10.80 32.10 21.40 10.70 12.50 10.4
17 RHS 123+000 0.00 30.80 69.20 1.831 12.10 33.50 22.70 10.80 20.00 8.8
18 RHS 128+000 1.40 37.80 60.80 1.839 11.80 32.70 22.20 10.50 17.50 9.7
MANJA TO LAHORIJAN
1 LHS 128+500 1.60 29.80 68.60 1.831 12.00 33.70 23.20 10.50 25.00 8.9
2 LHS 133+000 4.90 49.30 45.80 1.883 10.50 28.20 20.40 7.80 10.00 11.0
3 LHS 138+000 0.00 26.60 73.40 1.822 12.40 34.20 23.60 10.60 27.50 8.3
4 LHS 143+000 4.20 40.50 55.30 1.865 11.00 29.90 21.70 8.20 12.50 10.4
5 LHS 148+000 0.00 20.20 79.80 1.809 12.90 35.60 24.00 11.60 30.00 7.7
6 RHS 153+000 3.50 35.90 60.60 1.853 11.30 31.20 22.40 8.80 17.50 10.2
7 LHS 156+000 2.80 34.00 63.20 1.848 11.60 32.10 22.90 9.20 20.00 9.8

4.12 Material Investigation
4.12.1 Borrow Area Material Survey
The Consultants has conducted necessary

survey to find out the general characteristics
of earth materials available in the area. The
objective of this investigation is mainly to
assess the general availability of soil required
for construction of sub-grade and
embankment as per design CBR
recommended for design of new pavement.
Grain Size
The fraction of the materials of the Borrow area soils passing 75m sieve is 14.05 % on an
average, indicating higher sand and clay content in the borrow area soil and that the soils are
predominantly Gravely sandy Clay. (mix with moorum)
Atterberg Limit
The liquid limit for borrow soil are plastic to NP. Plasticity index for Borrow area soils are 08 to
11.4.
Moisture Content vs. Dry Unit Weight Relationship (Heavy Compaction)
For borrow area soil the maximum dry density (MDD) of ranges between 18.26 kN/ m3and
18.52kN/ m3 .The optimum moisture content varies between 10.40. % and 11.7% . The result
indicates that the maximum dry density of borrow area soil is greater than 17.5 kN/m 3 at all
chainages which satisfies the unit weight requirement of sub-grade soil as specified by
MORT&H.
CBR of Borrow Area Soil
The Stretch I soil, soaked CBR value at 97% MDU ranges from 8.1 % to 9.2 %.

Table 4.7 :Summary of the Laboratory Test Results
DABOKA TO MANJA
AT 97 %SHOAKED
Grain Size Analysis Heavy Compaction Atterberg's Limit
SAMPLE NO.
FSI (%)
SL. No
CBR
Gravel (%)
Silt & Clay
OMC (%)
Sand (%)
(gm/cc)
PL (%)
LL (%)
PI (%)
MDD
(%)
1 BA-1 3.80 37.40 58.80 1.852 10.40 33.10 22.80 10.30 20.00 9.2
2 BA-2 0.00 25.80 74.20 1.826 11.70 35.10 24.10 11.00 27.50 8.1
3 BA-3 2.30 31.70 66.00 1.844 10.60 33.90 23.20 10.70 22.50 8.8
4 BA-4 0.00 18.70 81.30 1.813 12.50 36.10 24.70 11.40 30.00 7.6
5 BA-5 7.60 47.20 45.20 1.891 9.40 29.40 20.30 9.10 10.00 11.9
6 BA-6 2.00 28.70 69.30 1.837 11.40 34.40 23.60 10.80 25.00 8.5
7 BA-7 6.30 44.10 49.60 1.875 9.70 30.30 20.90 9.40 12.50 10.7
8 BA-8 4.70 41.40 53.90 1.856 10.00 32.40 22.10 10.30 15.00 9.6
9 BA-9 1.60 27.00 71.40 1.831 11.90 34.60 23.80 10.80 25.00 8.4
10 BA-10 5.80 43.20 51.00 1.863 9.90 31.80 21.40 10.40 15.00 10.1
11 BA-11 0.00 23.40 76.60 1.818 12.10 35.70 24.30 11.40 30.00 7.9
MANJA TO LAHORIJAN
1 BA-1 4.90 29.50 65.60 1.853 11.10 32.80 22.50 10.30 20.00 9.6
2 BA-2 7.50 32.30 60.20 1.861 10.60 31.30 21.90 9.40 20.00 10.8
4.12.2 Quarry Material Survey
The material
investigation for road
construction has been
carried out to identify the
potential sources of
construction materials
and to assess their
general availability,
engineering properties
and quantities. This is
one of the most important factors for stable, economic and successful implementation of the
road program within the stipulated time. The material investigation is quite representative, but
more exhaustive search may surely be explored by the contractors at the time of construction.

For improvement work as well as for new construction the list of materials includes the
following:
• Granular materials for sub-base works

• Crushed stone aggregates for base, bituminous surfacing and cement concrete works
• Sand for bituminous and cement concrete works, sub-base, filter materials and filling
materials etc.
Borrow earth materials for embankment, sub-grade and filling
Objective
The following are the basic objective to make material investigation:
 Source locations indicating places, kilometerage, availability and the status whether in
operation or new source.
 Access to source, indicating the direction and nature of the access road i.e. left/ right of
project road, approximate lead distance from the gravity center and type of access road.
 Ownership of land/ quarries, either government or private.
 Test results, indicating the quality of materials with respect to their suitability in
construction.
 Probable use indicating the likely use of materials at various stages of construction work
i.e. fill material, sub-grade, sub-base, base, bituminous surfacing and cross drainage
structures.
The potential sources of construction materials were selected from consideration of the
availability and suitability of the materials, easy access to the source and minimum hauling
distance from the source in order to make the construction economical and feasible as far as
possible. The samples from various identified sources have been collected for laboratory
testing as per IRC/MORT&H/BIS standards.
A) Coarse Aggregate
Coarse aggregates such as trap rocks consisting of mainly basalt, black and grey in colour, are
available in the vicinity of the project road. Stone quarries have been primarily identified as
stone aggregate source for construction of various components of road, namely, Bituminous
Concrete, Semi dense Bituminous concrete (SDBC), Dense Bituminous Macadam (DBM), Wet
Mix Macadam (WMM), Granular sub-Base (GSB) as well as for the cement concrete works. The
sources identified including their location details, lead distance and availability of the stones are
tabulated in Table 4.8.

Table 4.8: Details of Coarse and fine Aggregates Quarry Sources

Sl. Sample No Crusher plant Side Lead (km)
No. location/Village Name
1 Coarse Aggregate-1 Samul Basuno, Manja RHS Lead 0.050 Km. from Ext. Chainage
126+000 Km on Daboka to Manja Road
Laboratory Test Results of Coarse Aggregate Samples
Laboratory tests carried out for the abovementioned samples are presented in Table 4.9to
Table 4.10 respectively.
Table 4.9: Test results of Aggregate samples of size 20mm
Description % of passing of Quarry Sample

Passing through 40MM 100
Passing through 20MM 94.60
Passing through 10MM 6.80
Passing through 4.75MM 2.30
Table 4.10: Test results of Aggregate samples of size 10 mm
Description % of passing of Quarry Sample
Passing through 12.5MM 100

Passing through 10 MM 89.50
Laboratory test results summary of coarse aggregates has been presented in Table 4.11

Table 4.11:Summary of Laboratory Test Result of Aggregates-2

Crusher plant AIV LAV FI+EI Water
Specific- Specific Specific-
Sample No location/Village Specification Absorpti
ation Gravity ation
Name on (%)
(%) (%) (%)
Not more than 30%

SAMUL for non- bituminous Not Not
CA-2(20 MM) BASUNO, MANJA 15.7 23.1 work, 27% & 24% 24.6 more 2.698 0.57 more
for DBM and BC than 35% than 2%
work respectively
Not more than 30%

SAMUL for non- bituminous Not Not
CA-2(10 MM) BASUNO, 19.3 24.3 work, 27% & 24% 26.8 more 2.694 0.63 more
MANJA for DBM and BC than 35% than 2%
work respectively
The results from Table 4.11indicate that all the quarry samples are of approved standard and
can be used for Road construction.
B) Fine Aggregate
Many sources have been identified are available in the vicinity of the project road. The quarry
location and approximate lead distance from project is given in Table 4.12
Table 4.12: Details of Fine Aggregate Sources
S. No. Sample No Crusher plant location/Village Name Village Name Side Lead (km)
LEAD 0.050 KM FROM

EXT. CHANAIGE 39+500
1
FA-1 SAMUL BASUNO, MANJA RHS Km ON DABOKA TO
MANJA ROAD
Laboratory Test Results of Fine Aggregate Samples
Laboratory tests were conducted on the sand samples collected from the River and are

summarized below in Table 4.13.
Table 4.13:Gradation of Fine aggregate
Sieve Size % of
Sl. No. FA Zone I FA Zone II FA Zone III FA ZONE IV
(mm) passing
1 10 99.12 100 100 100 100
2 4.75 97.66 90 - 100 90 - 100 90 - 100 95-100
3 2.36 89.42 60 - 95 75 - 100 85 - 100 95-100
4 1.18 68.47 30 - 70 55 - 90 75 - 100 90-100
5 600 mic 43.20 15 - 34 35 - 59 60 - 79 80-100
6 300 mic 13.62 5-20 8-30 12-40 15-50
7 150 mic 2.08 0 - 10 0 - 10 0 - 10 0-15
8 Fineness Modulus (F.M) of FA 2.864
9 Specific Gravity 2.628
10 Water absorption 1.14
Table 4.13 shows that fine medium coarse sand is available from the above river. The grading
zone and fineness modulus of above stone crusher Zone II & Zone II(IS 383 2016) and 2.798 &
2.864 respectively, indicating that it is suitable for road pavement and structural concreting
works.
4.12.3 Gradation of GSB/WMM Samples
Gradation of GSB and WMM sample are provided in Appendix 4.21 and 4.22 respectively.
4.12.4 Manufactured Materials
Cement, bitumen, steel are the manufactured materials. Cement and steel with I.S. certification
are indigenously available in abundance from the manufacturers. Bitumen of VG-10,VG-20,VG-
30&VG-40 viscosity grade and emulsion are available from IOCL Mumbai, within the vicinity of
project road .The regular supply of bitumen and cement can be satisfactorily met by advance
agreements with the manufacturers. The grades of bitumen should be selected as per the
guidelines of the MORT&H Specifications for Road and Bridge Works.
A) Cement

Cement to be used in the construction work shall be any of the following types with the prior
approval of the Engineer:
• Ordinary Portland cement, 33 Grade, conforming to IS: 269

• Rapid Hardening Portland Cement, conforming to IS: 8041
• Sulphate Resistance Cement, Conforming tfo IS: 12330
The chloride content in cement shall in no case exceed 0.05 percent by mass of cement. Also,
total sulphur content calculated as sulphuric anhydride (SO3) shall in no case exceed 2.5 percent
and 3.0 percent when tri-calcium aluminates present by mass is upto 5 or greater than 5
respectively. Good quality Cement is locally available.
B) Steel
For plain and reinforced concrete (PCC and RCC) or pre-stressed concrete (PSC) works, the
reinforcement/un-tensioned steel as the case may be shall consists of the following grades of
reinforcing bars as shown in Table 4.14 are available with local stockists. Before incorporation
into the work, steel shall be got approved by the engineer.
Table4.14: Characteristic Strength of Reinforcement Steel
Grade Bar Type conforming to governing Characteristic Elastic

Designation IS Specification Strength fy( MPa ) Modulus GPa
S 240 IS:432 Part I, Mild Steel Bar 240 200
IS:1786 High Yield Strength
S 415 415 200
Deformed Bars (HYSD)
C) Bitumen
Bitumen of viscosity grade VG-10 and VG-30 is available from IOCL, Haldia within the vicinity of
project road, either in bulk tanker or in drums. It is advised that Polymer Modified Bitumen /
Crumb Rubber Bitumen to be used for construction of bituminous layer.
SlNo. Name of Company Location

1 IOCL Haldia

D) Water
Detailed survey for locating water sources for the use in concrete works and for construction of
road works were carried out in the vicinity of the project road. The most suitable source of
water was which are in close proximity to some points of the alignment of the rivers, along with
numerous nallas and irrigation canals cross the alignment at suitable intervals. However to
facilitate construction works it is always advisable to install wells with due permission from
authority at suitable places for obtaining water for construction purposes.
4.13 Lead Charts
Lead chart for borrow area materials for NH 29 are provided in Figure 4.1. The same quarry
materials are presented in Figure 4.2.

BORROW AREA LOCATION MAP
END POINT CHAINAGE KM

LHS 76+900 OF NH-29, HATHI KHULI RHS
Borrow Area (BA-3)

MOUSOM DAS 2.0 Km Chainage:
9954782808 70.000 Km
Vill: LANGHIN TINALI
Borrow Area (BA-2)

KANG BURA TERANG 0.50 km Chainage
8011517978 57.800 Km
Vill: KULI TERANG
Borrow Area (BA-1)

USHA RAM RONGPI 0.70 km Chainage
7896812488 53.500 Km
Vill: RISO RONGPI
START POINT CHAINAGE KM

38+500 OF NH-29,
DABOKA
Figure 4.1 : Lead Chart for Borrow Area Materials

COARSE & FINE AGGREGATE LOCATION MAP
LHS RHS
COARSE AGGREGATE QUARRY 60.0 km
AREA (CA-1)
Location: LONGNIT
END POINT CHAINAGE KM 76+900

OF NH-29, HATHI KHULI
0.05 km FINE AGGREGATE QUARRY

Chainage AREA (FA-1)
39.500 Km Place Name: DABOKA
SOURCE: JAMUNA RIVER
START POINT CHAINAGE KM

38+500 OF NH-29,
DABOKA
Figure 4.2 :Lead Chart for Quarry Materials

4.14 Sub Soil Exploration
Sub soil investigation has been taken up at bridge locations. The details of sub-soil exploration is
attached in Vol. II – Design Report.
4.15 Hydrological and Hydraulic Study
Preliminary hydraulic and hydrological investigations have been carried out for economical
design of drainage structures. The hydrological and hydraulic study for the project includes:
 Study of available open series maps (OSMs).

 checking the adequacy of existing cross-drainage structures and to determine the additional
number and size of cross-drainage structures, if any, to allow the estimated design flow of
the streams to cross the road safely.
 design of roadside drainage system along the alignment.
During the reconnaissance survey and further data collection/investigations, the Consultants
approached local residents and different Government Organisations concerned to the project
road to identify the high flood conditions on the project road and on structures. So far as local
enquiry is concerned, there is no history of overtopping along the road. Gradual deposition of
transported bed material in the wake of every monsoon at most of the bridge sites and on their
upstream and downstream sides have resulted in partial blockage in the flow area leading to
afflux and reduced clearance under some of the bridges.
Necessary Hydrological and Hydraulic features such as HFL, river bed condition, bank condition,
land use, scouring have been noted for all the cross-drainage structures.
Based upon data availability, detailed hydrological and hydraulic study of the cross-drainage
structures is being carried out. On initial assessment it has been found that number of cross-
drainage structures is inadequate at some stretches. Adequate numbers of new culverts have
been proposed at those stretches. Details of these new culverts have been presented in Chapter
6 of this report. Additional cross drainage structures would be required in bypass reaches also.
4.16 Secondary Data Collection
Besides the primary surveys conducted / arranged so far, the Consultants also endeavored to
collect data and information from secondary sources, as necessary for conducting the study.

Some of the secondary data, especially those related to land records are indeed very important,
as besides the various formalities related to land transfer/acquisition, these aspects sometimes
even dictate the alignments of new/widening proposals.
Consultants prepared a list of secondary data to be collected. Most of the data were collected
and few are in process as these are not under direct control of consultant. List of secondary data
collected is mentioned below:
1. Districts Involved
2. Existing road nomenclature
3. Ownership details of road
4. Survey of India open series maps
5. Forest maps and forest shape files
6. Accident data from concerned police stations
7. Fuel sale data from nearby fuel stations
8. Vehicle registration data from RTO office
9. Statistical handbooks
10. SOR, 2018-19
11. Existing ROW information through discussion with concerned officers/site measurements
12. Future proposal of IWAI
13. IOCL underground pipelines
14. Land and building rates
15. High flood level (through local enquiry)

Chapter-5
Traffic Survey and Analysis
Chapter 5: Traffic Survey and Analysis
CHAPTER 5
TRAFFIC SURVEY AND ANALYSIS
5.0 TRAFFIC SURVEY AND ANALYSIS
5.1 Introduction
Traffic studies and analyses carried out for consultancy services for preparation of detailed
project report for Package II Lot 1 under Bharatmala Pariyojana are presented in this
chapter. The results of analysis will form the inputs for developing capacity augmentation
proposals for the project road, design of intersections, design of the pavement, wayside
amenities and enhancement of other facilities.
5.2 Road Connectivity
NH-29 originates from Nagaon on NH37, connects Daboka, terminating on NH129 at Dimapur.
NH 54 links Silchar, Manipur and Mizoram to NH 29. SH19 links Uttarborbil on NH-29 with
Hojai on NH 54 and Nilbagan. SH36A connects Manja on NH 29 with Diphu. The road network
in the area is shown in Fig 5-1
5.3 Traffic Homogeneous Sections
Based on traffic volume and nature of traffic flow, the project stretch has been divided into
six traffic homogeneous sections as described in Error! Not a valid bookmark self-reference..
Table 5.1 : Traffic Homogeneous Sections
Sl No Homogeneous Description Existing Chainage

Section
1 HS1 Daboka to Howraghat Tinali Km 38.5 of NH-29 to Km 85.4 of NH-29
2 HS2 Howraghat Tinali to Manja Km 85.4 of NH-29 to Km 128.3 of NH-29
3 HS3 Manja to Lahorijan Km 128.3 of NH-29 to Km 157.4 of NH-29
Source: Consultant’s study
5.4 Traffic Survey Schedule
In order to capture the traffic flow characteristics and travel pattern along the project road,
the Consultant’s have conducted the following primary surveys

• Classified Traffic Volume Count

• Origin-Destination Survey
• Speed and Delay Survey
• Turning Movement Survey
• Pedestrian/Animal Crossing Survey
• Truck Parking Survey
• Axle Load Survey
Traffic survey stations were selected by the consultants based on an understanding of the
road network and a consideration of the following aspects:
• to represent homogeneous traffic section

• to be outside urban and local influence area
• to be located at a level with good visibility
• O-D stations to be preferably at some police/forest/sales tax barriers for the convenience
and safety of stopping vehicles for roadside interview.
Traffic survey locations are depicted in Fig Error! No text of specified style in document.-2.
The schedule of survey is given in below.
Table 5.2 : Schedule of Traffic Survey
Period of
Sl No. Type of Survey Date of Survey Location
Survey
27.07.18 to 02.08.18
7 days x
Km 62 of NH-29
(8:00 AM) (8:00 24 hrs
AM)
27.07.18 to 02.08.18
Mid Block Volume 7 days x
1 Km 127 of NH-29
Count (8:00 AM) (8:00 24 hrs
AM)
27.07.18 to 02.08.18
7 days x
Km 138.450 of NH-29
(8:00 AM) (8:00 24 hrs
AM)
29.07.18 to 30.07.18
1 day x 24
2 O-D Survey Km 127 of NH-29
(8:00 AM) (8:00 hrs
AM)

Period of
Sl No. Type of Survey Date of Survey Location
Survey
31.07.18 to 01.08.18
1 day x 24 Daboka junction
(10:00 AM) (10:00 hrs (Km39+500 of NH-29)
AM)
30.07.18 to
Turning Movement 31.07.18 Howraghat Tinali
1 day x 24
3 Count Survey at junction (Km 85+400 of
(10:00 AM) (10:00 hrs
Intersections NH-29)
AM)
31.07.18 to
01.08.18 1 day x 24 Manja junction (Km
(8:00 AM) (8:00 hrs 128+300 of NH-29)
AM)
4 Speed Delay Survey 30.07.18-31.07.18 - project road stretch
29.07.18 to 30.07.18
2 days x
5 Axle load Survey Km 127 of NH 29
(8:00 AM) (8:00 24 hrs
AM)
Source: Consultant’s schedule
5.5 Methodology of Traffic Survey
5.5.1 Classified Traffic Volume Counts
Classified traffic volume count survey was conducted at six mid-block locations. The count
was conducted for a full week spread over 7 consecutive days and 24 hours a day. For
carrying out the traffic survey, vehicle classification, as given in Table was adopted.
The survey was conducted using the Video Image Detection ATCC system. Manual counting
by trained enumerators was conducted on a sampling basis for auditing the raw ATCC data.
Trained supervisors were deployed to supervise the traffic surveys. Trained enumerators
supervised by traffic engineers analysed the video images to record the count data at 15-
minute intervals for each vehicle group in each direction of travel.
Table 5.3 : Vehicle Classification System
Motorized Traffic Non-Motorized Traffic

Motorized Traffic Non-Motorized Traffic

2 wheelers: : Scooters, bikes, motor cycles, mopeds etc Bicycle
Auto Rickshaw/ Tempos/ other three wheelers Cycle Rickshaw/ Rickshaw van
Passenger Car: car, taxi Hand Cart
Bus Mini Bus, Standard Bus Animal Drawn
Truck Light Commercial Vehicle
2 axle Truck
3 – Axle Rigid Truck (HCV)
Multi axle Truck
Agriculture Tractor, Tractor &
Trailer
Other Vehicles Heavy Construction Machinery
5.5.2 Origin-Destination Survey
The primary objective of conducting origin-destination survey was analysing the travel
pattern of freight and passenger traffic along the study corridor. To assess the influence of
states/ regions, located nearby and those at large distances on the project road traffic, 66
traffic zones were delineated. The road network surrounding the project stretch was studied
in detail in order to arrive at a practical zoning system. Origin- Destination zones and
commoditiy types, with respective code numbers, are presented in Appendix. OD survey was
carried out for 24 hours duration. Roadside interview method was adopted for the survey.
The vehicles were stopped on random sample basis with the help of police, and trained
enumerators interviewed the drivers/ occupants collecting the required information/ data.
The survey was conducted under the guidance of traffic engineers and supervisors.
Information pertaining to trip length, trip purpose, occupancy as applicable for various
vehicle types were recorded during the survey.
The results are useful for identifying the influence area of the project road, estimating the
growth rates of traffic, planning tolling strategies and locating toll plazas on the most viable
sections of the project road.

5.5.3 Speed and Delay Survey
The survey was conducted by adopting the Floating car or riding check method. The test
vehicle was driven along the project corridor at the perceptible average speed of traffic
stream. Observers traveling in the test vehicle noted the number of vehicles overtaking the
test vehicle, number of vehicles overtaken by the test vehicle, number of vehicles travelling
in direction opposite to the test vehicle, delay time at different locations, journey time. The
test vehicle run in both directions of the traffic stream.
5.5.4 Turning Movement Survey
Turning movement survey was conducted at six intersections to obtain information on

directional movement of traffic on the project road. The survey was conducted for 24 hours
at a stretch to capture the traffic conditions during day and night. Trained enumerators were
engaged for conducting the survey. Each turning movement at the intersection was
recorded by deploying enumerators at suitable locations.
5.5.5 Axle Load Survey
The survey was carried out at two locations to study the axle load characteristics on the
project road. The survey was conducted in both directions for 48 hours at a stretch. Axle
load pads were installed at the side of the road in both travel directions. Vehicles were
stopped on a sample basis by trained enumerators with the assistance of the District police
and guided to the axle load pad. The vehicle type and wheel loads were recorded in
prescribed format. The survey was monitored by trained supervisors and Engineers.
5.6 Data Analysis
5.6.1 Traffic Volume Count
Data collected from the site were collated, edited and entered into the computer and
analyzed using spread sheet. The various vehicle types having different sizes and
characteristics were converted into a single unit called passenger car unit. Passenger Car
Unit (PCU) values are adopted from Indian Road Congress publication on “Capacity of Roads
in Rural areas”, IRC-64-1990. The PCU values used are presented in Table 5.4.
Table 5.4 : PCU Factors Adopted for the Study
Vehicle Type PCU Vehicle Type PCU

Passenger Car/ Utility Vehicle 1.0 Tractor 1.5
Mini Bus 1.5 Tractor with Trailer 4.5

Vehicle Type PCU Vehicle Type PCU

Standard Bus 3.0 Two Wheeler 0.5
Light Commercial Vehicle
1.5 Auto Rickshaw (Three Wheeler) 1.0
(LCV)
2 Axle Truck (MCV) 3.0 Bullock Cart (small) 6.0
3 Axle Truck (HCV) 3.0 Cycle 0.5
MAV (semi-articulated &
4.5 Cycle Rickshaw/Rickshaw Van 2.0
articulated)
Source: IRC 64-1990
The summary of seven day volume counts, in number and PCU, leading to estimation of
Average Daily Traffic (ADT) is provided in Appendices.
For the TVC locations on NH-29, the directional distribution is given in Table 5.5.
Table 5.5 : Directional Distribution on NH-29
Directional distribution in Vehicle Directional distribution in PCU

Nos
TVC Location
Daboka to Lahorijan : Daboka to Lahorijan :
Lahorijan to Daboka Lahorijan to Daboka
Km 62 of NH-29 50:50 49:51
Km 127 of NH-29 50:50 49:51
Km 138.450 of NH-29 50:50 49:51

Traffic Composition
Composition of traffic as observed at Km 62 of NH-29 is presented in Error! Reference source

not found.. Out of total traffic, share of non-motorized traffic is 16% and that of motorized
traffic is around 84%. Passenger and Freight vehicles contribute about 86% and 14%
respectively in the total motorized traffic.
Tractor Cycle
0.11% 15.5% TRAFFIC COMPOSITION
Animal Drawn Others
Cycle Rickshaw 0.2% 0.03%
MAV 0.1%
Car
1.0% 22.8%
Tractor with Trailer…
3 Axle
1.1%
2 Axle Taxi
LCV 0.5%
2.5%
6.9%
Standard Bus
3.7%
Mini Bus
0.7%
2 Wheeler
3 Wheeler 32.5%
12.2%
Figure 5.3 : Composition of Traffic at km 62 of NH-29
Composition of traffic as observed at Km 127 of NH 29 is presented in Error! Reference source

not found.. Out of total traffic, share of non-motorized traffic is 16% and that of motorized
traffic is around 84%. Passenger and Freight vehicles contribute about 86% and 14%
respectively in the total motorized traffic.

Tractor
0.10% TRAFFIC COMPOSITION
Animal Drawn
Others
Cycle Cycle Rickshaw 0.2%
MAV 0.02%
1.0% 15.4% 0.1%
Car
22.8%
Tractor with Trailer
0.1%
3 Axle
1.2%
Taxi
2 Axle 0.5%
2.6% LCV
6.9%
Standard Bus
3.7%
Mini Bus
0.7%
2 Wheeler
32.5%
3 Wheeler
12.2%
Figure 5.4 : Composition of Traffic at km 127 of NH-29
Composition of traffic as observed at Km 138+450 of NH 29 is presented in Error! Reference

source not found.. Out of total traffic, share of non-motorized traffic is 16% and that of
motorized traffic is around 84%. Passenger and Freight vehicles contribute about 86% and
14% respectively in the total motorized traffic.

Tractor
0.09% TRAFFIC COMPOSITION
Animal Drawn
Others
0.1%
Cycle Cycle Rickshaw 0.03%
15.5% 0.1%
MAV
1.0% Car
22.9%
Tractor with Trailer
0.1%
3 Axle
1.2%
Taxi
2 Axle 0.4%
2.6% LCV
6.9%
Standard Bus
3.7%
Mini Bus
0.6%
2 Wheeler
32.6%
3 Wheeler
12.2%
Figure 5.5 : Composition of Traffic at km 138+450 of NH-29
Average Daily Traffic (ADT)
ADT by vehicle type for Km 62 of NH-29, Km 127 of NH-29 and Km 138+450 of NH-29 are
Table 5.6 : Average Daily Traffic on Project Road at Km 62 of NH-29, Km 127 of NH-29 and
Km 138+450 of NH-29 (in Numbers)
At Km 138+450 of
Vehicle Type At Km 62 of NH-29 At Km 127 of NH-29
NH-29
Car 1454 1571 1212
Taxi 32 33 23
2 Wheeler 2072 2238 1727
3 Wheeler 777 840 647

At Km 138+450 of
Vehicle Type At Km 62 of NH-29 At Km 127 of NH-29
NH-29
Mini Bus 45 48 34
LCV 440 477 368
2 Axle 162 180 135
3 Axle 73 82 62
MAV 65 71 53
Tractor 7 7 5
Cycle 984 1063 820
Others 2 2 2
Total (PCU) 6342 6875 5263
IHMCL data was also collected at a few locations along the project road.
Average Annual Daily Traffic (AADT)
Seasonality factor was determined using the sale of diesel and petrol at petrol pumps
along/near the project road. Seasonality correction factor (SCF) used to calculate the AADT is
Table Error! No text of specified style in document.-1: Seasonality Correction Factor (SCF) on NH-29
Vehicle Shared Two Three Mini Standar

Car Taxi LCV 2-Axle
Type Auto Wheeler Wheeler Bus d Bus
SCF 1.05 1.01 1.10 1.10 1.10 1.01 1.01 1.01 1.01
Tractor
Vehicle Cycle Animal
3-Axle MAV Tractor with Cycle Others
Type Rickshaw cart
Trailer
SCF 1.01 1.01 1.01 1.01 1.00 1.00 1.00 1.00

The AADT obtained for the existing ADT for different vehicle types at Km 62 of NH-29, Km
127 of NH-29, Km 138+450 of NH-29 and are presented in Table 5.8.
Table 5.8 : Average Annual Daily Traffic at Km 62 of NH-29, Km 127 of NH-29 and Km
138+450 of NH-29 (in Numbers)

Vehicle Type At km 62 of NH-29 At km 127 of NH-29 At km 138+450 of NH-29

Car 1533 1657 1278
Taxi 32 34 23
2 Wheeler 2274 2455 1894
3 Wheeler 852 921 710
Mini Bus 46 49 35
LCV 445 483 373
2 Axle 164 182 137
3 Axle 74 83 62
MAV 65 72 54
Tractor 7 7 5
Cycle 984 1063 820
Others 2 2 2
Total (PCU) 6627 7184 5500
Daily Variation of Traffic
The daily variation of traffic in number and PCU at Km 62 of NH-29, Km 127 of NH-29 and Km
138+450 of NH-29 are presented in Figure 5.6-5.8.
The difference between daily traffic and the ADT in PCU expressed as a percentage of ADT at
the above locations are tabulated in Table 5.9-5.11.
Table 5.9 : Variation between Daily Traffic and ADT (in PCU) at km 62 of NH-29 as
Percentage of ADT
Maximum Variation
Location Thu Fri Sat Sun Mon Tue Wed
-ve (%) +ve (%)
Km 62 of NH
3.4% -3.4% -3.9% 1.3% 10.3% -3.1% -4.6% -4.6% 10.3%
29

Table 5.10 : Variation between Daily Traffic and ADT (in PCU) at km 127 of NH-29 as Percentage
of ADT
Maximum Variation
-ve (%) +ve (%)
Km 127 of 3.5% -3.2% -4.1% 1.4% 10.2% -3.2% -4.4% -4.4% 10.2%
NH-29
Table 5.11 : Variation between Daily Traffic and ADT (in PCU) at km 138+450 of NH-29 as Percentage of ADT
Maximum Variation
-ve (%) +ve (%)
Km
138+450 3.9% -3.5% -3.9% 1.3% 10.2% -3.7% -4.3% -4.3% 10.2%
of NH-29

6900
6700
Traffic in Vehicles/PCU
6500
6300
Vehicles
6100 PCU
5900
5700
Day 1
Day 2
Day 3
Day 4
Day 5
Day 6
Day 7
Day
Figure 5.6 : Daily Variation of Traffic at km 62 of NH-29
7800
7600
7400
7200
7000
Vehicles
6800
PCU
6600
6400
6200
Day 1
Day 2
Day 3
Day 4
Day 5
Day 6
Day 7
Day
Figure 5.7 : Daily Variation of Traffic at km 127 of NH-29

5900
5700
5500
5300
Vehicles
5100 PCU
4900
4700
Day 1
Day 2
Day 3
Day 4
Day 5
Day 6
Day 7
Day
Figure 5.8 : Daily Variation of Traffic at km 138+450 of NH-29
5.6.2 Analysis of OD Survey Data
Travel Pattern
The travel pattern of vehicles along the project corridor was studied. The data collected from
the field was subsequently grouped according to origin and destination of vehicles, which led
to development of the zoning system.
Zoning System
Origin-Destination (OD) analysis is required for designation of the PIA in terms of codified
origin and destination zones. It is thus important to code the trips recorded at site for origin
and destination zones. The zoning, emanating from the understanding of the surrounding
road network and the travel pattern of the vehicles by the consultants, was done in four
levels.
In the first level, all-important towns located along the project stretch were assigned zone
code. Secondly, immediate influence areas of project road were considered and nearby
areas/ towns were defined as separate zones. In next level, all nearby district were grouped
in different zones. Finally, states beyond the influence area were aggregated broadly in
terms of direction and entry point to the project road.

Zone list is provided in Appendices in Volume-II.
Commodity Groups
Due consideration was given to include all possible commodities moving along the project
road and to categorize them into homogeneous groups.
Data Coding and Checking
The collected data were coded and computerized. Checking of data for incorrect entries and
coding was carried out by cross checking with original field data sheets. The data were also
checked for inconsistencies. The checking included:
• Code number exceeding highest code

• Matching vehicle type with commodity carried
• Vehicle type with their corresponding lead/load/occupancy for any inconsistencies
Development of Origin-Destination Matrices
After coding of Origin and Destination data, expansion factors were calculated by comparing
the sample size collected for each vehicle type with traffic count data. After calculating
expansion factors, vehicle-wise O-D matrices were developed. On the basis of O-D matrices,
travel pattern of the vehicles moving on the project road was determined.
Commodity Analysis
Commodity movement pattern shows that there is considerable movement of petroleum

products, finished and manufactured products. Significant movement of food grains, other
agricultural products, fruits and vegetables is also observed. A large proportion of empty
vehicles was recorded at the location.
Mode-wise distribution of various commodities observed at km 127 of NH-29 is presented in

Table 5.12.
Table 5.12 : Vehicle wise Commodity Distribution (in Percentage) at km 127 of NH-29
Sl No Commodities LCV MCV HCV MAV

1 Food grains and other agricultural products 3 2 0 0
2 Fruits, vegetables - perishables 2 0 0 0
3 Wood and Forest Products 0 0 1 0
4 Petroleum, oil, gas, lubricants 1 2 0 0

Sl No Commodities LCV MCV HCV MAV

5 Minerals, chemicals, fertilizer 0 0 0 0
6 Iron , Metal, Steel 2 0 0 0
7 Finished and manufactured products 1 1 0 0
8 Parcel Service & Containers 3 2 0 0
9 Building materials 0 0 0 0
10 Mining (Sand, Bajri, Coarse Aggregate) 1 0 0 0
11 Cement 1 2 1 1
Miscellaneous goods ( Livestock, Waste,
12 10 2 1 0
paper etc)
13 Empty vehicles 34 12 6 7
Passenger Vehicle
The analysis of passenger vehicles recorded at Km 127 of NH-29 shows that 23% traffic
circulates within Karbi Anglong district (Assam). Traffic between Karbi Anglong and Rest of
Assam is 30%, between Guwahati and Rest of Assam 11%, between Nagaon and Rest of
Assam 15%. Traffic between Dimapur and Assam is 16%.
Spatial distribution of passenger trips at km 127 of NH-29 is presented in Table 5.13.
Table 5.13 : Major Distribution of Passenger Vehicle at km 127 of NH-29
Between % Share
Between % Share
Within Karbi Anglong 23
Hojai - Rest of Assam 3
Karbi Anglong - Rest of Assam 30
Dimapur - Assam 16
Nagaon - Rest of Assam 15
Guwahati - Rest of Assam 11
Desire line diagram for Passenger vehicles are presented in Figure 5.9.

Figure 5.9 : Desire Line Diagram in Passenger Vehicle, Km 127 of NH-29

Freight Vehicles
Analysis of goods vehicles at km 127 of NH-29 reveals that 25% trips are between Dimapur and
Guwahati and 15% between Diphu and Rest of Assam.
Table 5.14 : Major Distribution of Goods Vehicle at km 127 of NH-29
Between % Share
Within Karbi Anglong 9
Karbi Anglong - Dimapur 6
Karbi Anglong - Guwahati 10
Dimapur - Guwahati 25
Dimapur - Rest of Assam (except Karbi Anglong, Guwahati) 16
Diphu - Rest of Assam 15
Nagaon - Rest of Assam 7
Hojai - Rest of Assam 7
Sonitpur - Rest of Assam 2
Desire line diagram for Goods vehicles are presented in Figure 5.10.

Figure 5.10 : Desire Line Diagram in Goods Vehicle, Km 127 of NH-29

Occupancy and Trip Purpose
Average occupancy for passenger cars and buses at Km 127 of NH 29 is observed as 3 and 38
respectively. At Km 100 of NH 129 average occupancy of cars and buses is 3 and 29.
The distribution of car passengers by trip purpose at the OD location is shown in Table Error! No
text of specified style in document.-
Table Error! No text of specified style in document.-15: Distribution of Car Passengers by Trip
Purpose at Km 127 of NH-29
Trip Purpose Percentage of Car Trips

Work 75
Business 10
Social 3
Others 12
Lead Distribution
The lead distribution of vehicles at the OD survey locations is given in Table 5.16.
Table 5.16 : Trip Lead Distribution at Km 127 of NH 29
Vehicle Type Lead in Km

0-20 20-50 50-100 100-200 200-500 500-1000 >1000 Total
Car 13.5 9.9 34.1 16.4 25.6 0.5 0.0 100.0
Bus 3.9 3.8 32.8 42.2 17.3 0.0 0.0 100.0
LCV 29.2 13.9 22.8 30.0 4.1 0.0 100.0
MCV 8.7 8.5 26.8 47.8 8.2 0.0 100.0
HCV 0.0 21.9 28.1 50.0 0.0 0.0 100.0
MAV 4.0 8.1 39.9 48.1 0.0 0.0 100.0
It is evident that passenger and goods vehicles have different trip characteristics.
5.6.3 Analysis of Turning Movement Count Survey

Turning movement count survey was conducted at six major intersections along the project
road. The 24 Hour Classified Traffic Volume Count, Peak Hour Traffic and flow diagrams are
presented in Appendices. Peak hour, peak hour PCUS and vehicles are separately provided in
given in Table 5.17.
Table 5.17 : Peak Hour Traffic
Peak Hour Peak Hour

Total Traffic
Junction Type Peak Hour Traffic in 2017 Traffic in 2017
(PCU)
(Vehicles) (PCU)
Km39+500 of NH-29 4 Leg 10am - 11am 863 987 12814
Km 85+400 of NH-29 3 Leg 8am - 9am 380 413 4889
Km 128+300 of NH-29 4 Leg 5pm - 6pm 641 664 8533
5.6.4 Analysis of Speed and Delay Survey
The survey was conducted by adopting the Floating car or riding check method. The test vehicle
was driven along the project corridor at the perceptible average speed of traffic stream.
Observers traveling in the test vehicle noted the number of vehicles overtaking the test vehicle,
number of vehicles overtaken by the test vehicle, number of vehicles travelling in direction
opposite to the test vehicle, delay time at different locations, journey time. Analysis of speed-
delay survey data is provided in Appendix-5.1.
5.6.5 Analysis of Axle Load Survey
Summary of VDF as obtained from axle load survey is presented in Chapter 4 of this report.
5.7 Traffic Forecast
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. A highway project of this nature calls for significant investment. Thus prediction
of traffic demand becomes an important task which necessitates realistic estimation of traffic
growth rates. 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. Transport demand changes due to shifts in the pattern of
economic activities in the surrounding regions. Hence, traffic estimation necessitates a preview
of the probable pattern of future growth of the economy. In this project, traffic growth rates
have been estimated using elasticity method as per IRC: 108.

5.7.1 Past Vehicle Registration Details
It is revealed from OD survey that traffic in the project stretch is mainly influenced by Assam and
also by Nagaland to some extent. For establishing traffic growth rates, economic data of Assam
and Nagaland state have been considered. The vehicle registration data of Assam and Nagaland
are presented in Table 5.18.
Table 5.18 : Past Vehicle Registration Data of Assam and Nagaland
Year Car / Jeeps Two Wheelers Bus Commercial Vehicles

Assam
2012-13 49,611 145,010 1,091 222,942
2013-14 48,513 167,602 1,102 243,780
2014-15 57,085 189,102 1,109 282,709
2015-16 28,118 206,135 1,556 188,144
2016-17 63,891 203,413 1,419 252,350
CAGR 6.5 8.8 6.8 3.1
Nagaland
2013-14 128,597 70,873 6,876 108,689
2014-15 134,210 75,158 6,919 114,120
2015-16 146,398 81,482 7,268 139,202
CAGR 6.7 7.2 2.8 13.2
Source: India Stat Organization, Central Statistical Organization and various websites of state governments
5.7.2 Past Growth of the Economy
Growth of traffic on the project road is influenced by the existing development and future
growth prospects of the project influence area (PIA). The time series data of state income NSDP
at constant prices, state population, per-capita income of PIA states have been collected and
analyzed to assess the past performance of the influencing state economies. Table 5.19 and
Table 5.20 depicts these economic indicators.
Table 5.19 : Economic Indices of Assam at Constant Prices (2011-2012)
Indices of Assam
Year
NSDP PCI Population
2012-13 13,251,760 46,247 30,945,000

Indices of Assam
Year
NSDP PCI Population
2013-14 13,872,476 49,339 31,319,000
2014-15 14,931,269 52,601 31,693,000
2015-16 16,072,406 56,003 32,069,000
2016-17 17,892,900 60,126 32,132,440
CAGR 7.8 6.8 0.95
Source: of www.indiastat.com, Office of the Registrar General & Census Commissioner, ministry of statistics and
programme implementation and various websites of state governments
Table 5.20 : Economic Indices of Nagaland at Constant Prices (2004-2005)
Indices of Nagaland
Year
NSDP PCI Population
2013-14 988,690 49,962 2,700,000
2014-15 1,052,220 51,887 2,860,000
2015-16 1,120,253 61,363 2,920,000
CAGR 6.4 10.8 4.0
Source: of www.indiastat.com, Office of the Registrar General & Census Commissioner, ministry of statistics and
programme implementation and various websites of state governments
5.7.3 Transport Demand Elasticity
As discussed earlier, the elasticity approach has been used for determining growth rates of
future traffic. Since time series traffic data on project road is not available, traffic growth rates
and elasticity values are established by using registered vehicles by type as the dependent
variables and economic parameters as independent variables.
5.7.4 Description of Regression Analysis
The Regression Analysis tool performs linear regression analysis by using the "least squares"
method to fit a line through a set of observations. It analyzes how a single dependent variable is
affected by the values of one or more independent variables. In the present case, registered
vehicles by type are the dependent variables whereas the economic parameters are
independent variables. Regression analysis is carried out by creating econometric models

suggested in IRC: 108. The explanatory variable used for different vehicle categories and the
elasticity coefficient for each vehicle class obtained from Regression Analysis are presented in
Table 5.21.
5.7.5 Traffic Forecasting Methodology
Growth rates of a vehicle class ‘a’ in a particular state ‘i' is calculated from Eqn (a).
𝐺𝑎𝑖 = 𝑅𝑖 𝑥𝐸𝑎𝑖 …………………………………………. Eqn (a)
where
𝐺𝑎𝑖 = growth rates of vehicle class ‘a’ in state ‘i'
𝑅𝑖 = growth rate of economic indicator in state ‘i'
𝐸𝑎𝑖 = elasticity coefficient for vehicle class ‘a’ in state ‘i'
Traffic growth rates for Assam and Nagaland calculated from Regression Analysis is presented in
Table 5.21.
Table 5.21 : Traffic Growth Rate for Assam and Nagaland calculated from Regression Analysis
Explanatory Average Growth Growth Rate Correlation

Mode Elasticity
Variable (EV) Rate of EV of Vehicle (%) Coefficient
Assam
Two-Wheeler PCI 6.8 1.35 9.14 0.94
Car PCI 6.8 0.004 0.03 0.001
Bus Population 0.9 8.83 8.36 0.84
Trucks NSDP 7.8 0.002 0.016 0.002
Nagaland
Two-Wheeler PCI 11.06 0.62 6.84 0.97
Car PCI 11.06 0.60 6.60 0.99
Bus Population 4.01 0.58 2.32 0.77
Trucks NSDP 6.45 1.98 12.77 0.94
Growth rate of a vehicle class for the project is given by
𝐺𝑎𝑝 = ∑ 𝐺𝑎𝑖 𝑥𝐼𝑎𝑖

where 𝐺𝑎𝑝 = growth rate of vehicle class ‘a’ for the project
𝐺𝑎𝑖 = growth rates of vehicle class ‘a’ in state ‘i'
𝐼𝑎𝑖 = influence factor for vehicle class ‘a’ in state ‘i'.
The Influence Factor for different states is estimated from OD survey analysis.
5.7.6 Traffic Growth Rates
Based on past trend of economic performance, development potential and development thrust
in the region three traffic growth scenarios are envisaged. Traffic growth rates for the most
likely scenario, optimistic scenario and pessimistic scenario are presented in Table 5.22-5.24.
Table 5.22 : Traffic Growth Rates in Most Likely Scenario
LCV/2 Axle 3 Axle

S.No. Year 2/3 Wheeler Car Bus MAV
Truck Truck
1 2018-2020 8.7 7.7 7.7 7.2 7.0 7.0
2 2021-2025 8.6 7.6 7.5 7.2 6.8 6.8
3 2026-2030 7.8 6.3 5.8 6.2 5.8 5.8
4 Beyond 2030 6.8 5.5 5.2 5.6 4.8 4.8

Table 5.23 : Traffic Growth Rates in Optimistic Scenario
Two Wheeler/Three LCV/2 Axle 3 Axle

S.No. Year Car Bus MAV
Wheeler Truck Truck
1 2018-2020 10.7 9.7 9.7 9.2 9.0 9.0
2 2021-2025 10.6 9.6 9.5 9.2 8.8 8.8
3 2026-2030 9.8 8.3 7.8 8.2 7.8 7.8
4 Beyond 2030 8.8 7.5 7.2 7.6 6.8 6.8
Table 5.24 : Traffic Growth Rates in Pessimistic Scenario
Two Wheeler/Three LCV/2 Axle 3 Axle

S.No. Year Car Bus MAV
Wheeler Truck Truck
1 2018-2020 6.7 5.7 5.7 5.2 5.0 5.0
2 2021-2025 6.6 5.6 5.5 5.2 4.8 4.8
3 2026-2030 5.8 4.3 3.8 4.2 3.8 3.8
Beyond
4 4.8 3.5 3.2 3.6 2.8 2.8
2030
The slow moving vehicles essentially cater to short haul traffic, meeting localised demand for
transportation. Non–motorised traffic will be gradually replaced by motorised vehicles with
economic improvement. Therefore nonmotorized vehicles are expected to decline by a negative
growth rate of -2% per annum. Growth rates of tractors have been considered at 2% per annum.
5.7.7 Diverted Traffic
A study of the road network reveals that diversion of traffic from or to the project road is not
expected.
5.7.8 Generated Traffic
No proposed industrial development is reported in the project area. Hence generated traffic is
not considered.

5.7.9 Total Traffic
Total traffic is the sum of normal, diverted and generated traffic. As explained above diverted
and generated traffic are not considered in this project. Hence Total traffic equals Normal
traffic.
5.7.10 Traffic Projection
Based on the traffic growth rates estimated, the existing traffic volume (expressed in AADT) was
projected for thirty years of operation. The final projected traffic for the project road section for
a particular year is the sum of projected normal traffic using the estimated rate of growth,
diverted traffic and generated traffic. As diverted and generated traffic are not considered in
this project, Total traffic equals Normal traffic.
Table 5.25 presents the total traffic on homogeneous sections for the cardinal years considering
traffic growth rates presented in Table 5.23 (Optimistic Scenario).
Table 5.25 : Total Traffic on Project Road Stretch (in PCU) (Optimistic Scenario)
Year 2018 2020 2025 2030 2035 2040 2045 2050

Year wise projected traffic for optimistic scenario is presented in Appendix.
Table Error! No text of specified style in document.- presents the total traffic on homogeneous
sections for the cardinal years considering traffic growth rates presented in Table 5-24
(Pessimistic Scenario)
Table Error! No text of specified style in document.-26: Total Traffic on Project Road Stretch (in PCU)
(Pessimistic Scenario)
Year 2018 2020 2025 2030 2035 2040 2045 2050

Year wise projected traffic for pessimistic scenario is presented in Appendix.
Table 5-27 presents the total traffic on homogeneous sections for the cardinal years considering
traffic growth rates presented in Table 5-22 (Most Likely Scenario)

Table Error! No text of specified style in document.-27: Total Traffic on Project Road Stretch (in PCU)
(Most Likely Scenario)
Year 2018 2020 2025 2030 2035 2040 2045 2050

5.8 Capacity Analysis
As per IRC SP73-2015, the traffic volume at which upgradation from two lane to four lane will
trigger is presented in Table 5.26.
Table 5.26 : Design Service Volume of Two Lane Highway (PCU/day)
Terrain Design service Volume (PCU/day)

Plain 18,000
Rolling 13,000
Mountainous and Steep 9,000
Source: IRC SP73-2015
However, this has been superseded by MoRT&H Circular No. F.No. RW/NH-
33044/37/2015/S&R(R) dated 26.05.16. As per this circular, the traffic at which the upgradation
from two lane to four lane will trigger has been revised as indicated in Table 5.27.
Table 5.34 : Design Service Volume Standards for Four Lane Facility
Traffic at which upgradation to four lane will trigger (in PCU per Day)
Nature of Terrain
Clause No - 4
Plain 10,000
Rolling 8500
Mountainous /
6000
Steep
Source: MoRT&H Circular
5.9 Recommendation

Based on traffic projection the year in which upgradation to four lane will trigger for the
respective homogeneous sections is presented in Table 5.28.
Table 5.28 : Year in which Upgradation to Four Lane Will Trigger
Year in which
Traffic in Year of
Traffic in Base upgradation to
Homogeneous Section Existing Chainage Opening (2023) in
Year in PCU four lane will
PCU
trigger
Km 39.5 of NH-29 to Km
HS1 6627 8704 2024
85.4 of NH-29
Km 85.4 of NH-29 to Km
HS2 7184 9438 2023
128.3 of NH-29
Km 128.3 of NH-29 to
HS3 5500 7229 2027
Km 157.4 of NH-29
Recommendation for immediate development is provided in Table 5.29.

Table 5.29 : Recommendation for Immediate Development
Road Homogeneous
Existing Chainage Recommendation Remarks
Segment Section
HS1 Km 39.5 to Km 85.4 • Major connectivity from Nagaland, Manipur with Guwahati.
HS2 Km 85.4 to Km 128.3 4-Lane with paved • Traffic of 9438 PCU in the year of opening (2022) is close to
NH-29
shoulder 10000 PCU i.e. Design Service Volume Standards for four
HS3 Km 128.3 to Km 157.4 lane facility.

Chapter – 6
Development Proposals
Chapter 6: Development Proposal
CHAPTER 6
DEVELOPMENT PROPOSALS
6.1 General
The salient proposals for up-gradation and improvement of the project road are classified
into the following engineering aspects:
• In general, in this section of proposed stretch follows existing Sections.

• Widening of the project road based on traffic capacity/requirement.
• Improving the horizontal geometry of the existing road based on the design standards as
per IRC: SP: 84-2019
• Design of new pavement for widening and realignment of the existing road.
• Provision of overlay at strengthening stretches.
• Improvement of all major and minor intersections.
• Rehabilitation and widening of the existing structures including bridges, culverts etc. and
• Provision of comprehensive road furniture for complete road safety measures.
6.2 Geometric Improvement
6.2.1 Codes and Guidelines
The design criteria / method applied for important components of the project are as follows:
Geometric Design : IRC: SP: 84-2019 Manual of Specification & Standards for
Four Laning of Highways with Paved Shoulder
IRC: 73-1980 Geometric design standard for rural highways
IRC and other relevant IRC Codes and guidelines on
geometric design.
Pavement Design : Overlay

- IRC 115-2014 for designing and strengthening
requirements of existing pavement
New Pavement

- IRC 37-2018 for design of flexible pavements

- IRC 58-2015 for design of rigid pavements
Road Furniture & : Related standards of IRC Manual of Specification &

Roadside Facilities MoRT&H publications
The Codes and references as per the following table are followed for the Design of the
structures for the project stretch.
Standard Specification & Code of Practice for Road Bridges, Section I -

IRC:5-2015
General Features of Design (7th Revision)
Standard Specifications & Code of Practice for Road Bridges, Section II -
IRC:6-2017
Loads & Stresses (Fourth Revision)
Standard Specifications & Code of Practice for Road Bridges, Section VII –
IRC:78-2014
(Foundations & Substructure Second Revision)
Standard Specifications & Code of Practice for Road Bridges, (Part II
IRC:83-2015 Section IX – Elastomeric Bearings, Part-III: POT POT-CUM-PTFE, PIN AND
METALLIC GUIDE BEARING)
IRC: 112 -2011 Code of Practice for Concrete Road Bridges
IRC: SP:69-2005 Guidelines & Specifications for Expansion Joints
Specification for Road and Bridge Works – 2013
MORTH
(Ministry of Road Transport & Highways)
IS:1786-1985 High Strength Deformed Steel Bars and Wires for Concrete Reinforcement
IS: 800:2007 General Construction in Steel - Code of Practice
Mild Steel & Medium Tensile Steel Bars and Hard-Drawn Steel Wire for
IS:432-1982
Concrete Reinforcement: Part I – Mild Steel and Medium Tensile Steel Bars
IS:2062-2011 Hot Rolled Medium and High Structural Steel-Specifications.
IS:2911 (Part-I/ Design and Construction of Pile Foundation – Concrete Piles Bored Cast-in-
Sec 2) situ
IS:2911 (Part-IV) Load Test of Piles
Uncoated Stress Relieved Low Relaxation Seven-Ply Strands for Pre-stressed
IS:14268-1995
Concrete
IS:2502-1963 Code of Practice for Bending and Fixing of Bars for Concrete Reinforcement
IS:13920-1993 Ductile Detailing

6.2.2 Design Concept
Following points have been considered during preparation of layout at this stage:
• Minimum curvature as compatible to 100 to 80 kmph design speed, in general at normal

section;
• Safe distance from village limits to avoid acquisition of structures as far as possible;
• Safe distance from religious structures and other sensitive features like schools,
Govt./Pvt. properties etc. as far as possible;
• Safe distance from designated water bodies as far as possible;
• Safe distance from flood prone zones;
• Crossing of rivers, streams with minimum skew angle;
• Safe distance from water logged areas as far as possible;
• Sufficient embankment heights as well as proper protection works like pitching / chutes
have been considered, where it was unavoidable to pass through low lands / submerged
areas. HFL / HWL were enquired from site and accordingly proposals have been framed.
• Efficiency and Comfort in Vehicle Operation
• Access Control
The design philosophy basically involves providing suitable horizontal alignment, longitudinal
section, cross section layout, and safety and access control to cater to the fast and
uninterrupted movement of through traffic.
This project is essentially widening the existing standard/sub-standard 2-lane road to 4-lane
with paved shoulder as the alignment follows predominantly existing roads. The geometric
designs are as per recommendations of IRC: SP: 84-2019. The general design standards for
improvement are enumerated in Table 6.1.
Table 6.1 : Geometric Design Standards for Road Works (Plain/Rolling Terrain)

Design Speed
Plain and Rolling Terrain
1 Ruling: 100 kmph
(Cross slope of the ground upto 25 per
Minimum: 80 kmph
cent)
2 Carriageway Width


Width of Shoulder
Camber
b) Shoulder 3.0%
Maximum limited to 7.0% (for Radius
less than Desirable minimum)
Minimum limited to 5% (for Radius
more than Desirable minimum)
Longitudinal Gradient
9
10
75-100m 0.9m
101-300m 0.6m
The majority of the stretch is proposed with eccentric widening as the 2-lane with paved
shoulder configuration is present almost all along the stretch. The concentric widening is
proposed at the junctions as well as the stretches where the 2-Lane stretch of the bypass is
constructed yet.
6.2.5 Cross-section for Improved Facility
Cross-section for the improved facility should be adequate to cater to the traffic expected
over the design period and offer safe and convenient traffic operation at speeds consistent
with the terrain conditions and functional classification of this road.
The cross-sectional elements (lane/shoulder width etc.) are as per standards specified in
geometric design manual. Eight nos. typical cross sections have been envisaged for the
subject project at this stage as mentioned below. These have been prepared on the basis of
site reconnaissance and design guidelines.

TYPE –1 TYPICAL CROSS SECTION OF 4-LANE DIVIDED CARRIAGEWAY WITH 1.5M

WIDE RAISED MEDIAN IN RURAL AREA (CONCENTRIC WIDENING)
TYPE –1A TYPICAL CROSS SECTION OF 4-LANE DIVIDED CARRIAGEWAY WITH 1.5M
WIDE RAISED MEDIAN IN BYPASS/REALIGNMENT STRETCHES
WIDE RAISED MEDIAN IN RURAL AREA (ECCENTRIC WIDENING)
WIDE RAISED MEDIAN AND WITH SERVICE ROAD ON BOTH SIDES IN BUILT
UP AREA.
Type-4 TYPICAL CROSS SECTION OF 4-LANE DIVIDED CARRIAGEWAY WITH 1.5M
WIDE RAISED MEDIAN IN FOREST AREA (CONCENTRIC WIDENING).
Type-4A TYPICAL CROSS SECTION OF 4-LANE DIVIDED CARRIAGEWAY WITH 1.5M
WIDE RAISED MEDIAN INFOREST AREA (ECCENCENTRIC WIDENING).
Type-5 TYPICAL CROSS SECTION OF APPROACHES OF ELEPHANT UNDERPASSES
(FOREST AREA).
Type-6 TYPICAL CROSS SECTION OF 4-LANE DIVIDED CARRIAGEWAY WITH 1.5M
WIDE RAISED MEDIAN IN FOREST AREA (NEW CONSTRUCTION).
Type-7 TYPICAL CROSS SECTION OF 4-LANE DIVIDED CARRIAGEWAY AT GRADE
SEPARATOR APPROACHES WITH SERVICE ROAD AND RE WALL ON BOTH
SIDES
Typical cross sections for the project road are presented in Annexure 6.1 & 6.6. Summary of
cross sections is shown in Table 6.2.
Table 6.2 : Summary of Cross Sections

For Section-3 (km 65+923 to km 80+930):
Length
TCS Description
(m)
Typical Cross Section of 4-Lane Divided Carriageway with 1.5m Wide
TCS-1 300
Raised Median in Rural Area (Concentric Widening)
TCS-2 10745.3
Raised Median in Rural Area (Eccentric Widening)
TCS-3 3180
Raised Median with SR both side in Built-up area (Concentric Widening)
Toll plaza 700
STR Structure (MNB) 81.7
Total length 15007
6.2.6 Cross-section for Bridges, Culverts and Other Structures
Cross section for bridges, culverts and other structures shall be as per relevant guidelines of

IRC: SP-84-2019. In general, full roadway width will be proposed between the outer to outer
face of crash barrier/ parapet for culverts. General 4 or 6 lane configurations for
bridges/culverts/other structures are provided in Table 6.3.
Table 6.3 : General Structural Configuration
Width of Structural Components for One Direction (m)

Type of Structure Reference
C/W FP CB Railing Overall
Fig. 7.2A of IRC:
4-Lane Bridge 10.5 1.5 2x0.55 0.4 13.5
SP:84-2019
Fig. 7.3 of IRC:
6-Lane Bridge 14.0 1.5 2x0.55 0.4 17.0
SP:84-2019
Fig. 7.8 of IRC:
6-Lane Gr. Separator 14.0 - 2x0.55 - 15.1
SP:84-2019
The overall width of culverts for 4 and 6 lane configurations shall be 2x11.0m+Median and
2x12.05m+Median (as per Fig. 7.1A and Fig. 7.1B of IRC: SP:84-2014).
Thickness of wearing course shall be 65 mm (40 mm BC + 25 mm mastic asphalt).
6.2.7 Horizontal Alignment
The geometric design has been done within the broad framework of design specifications.
The design speed adopted is 80-100kmph as far as possible, with an allowable maximum
super elevation of 5%, in general. While designing, utmost attempt has been made to avoid
acquisition of residential as well as commercial / religious / historic structures. Details of
horizontal curves proposed along project road is given in Annexure 6.2. Design of horizontal
alignment has been done separately for three sections.
Extra widening for horizontal curves with radius <=300m has been considered as clause 2.7.2
of IRC: SP: 84-2019.
6.2.8 Vertical Alignment
The existing vertical geometry is generally good except at few stretches where inadequate
sight distance has been observed. The longitudinal grade of the project road is generally
within the limits, in general it has been kept as it is with necessary corrections/
strengthening/profile corrective courses. However, at the existing submersible bridge
locations, the vertical profile shall be raised as per codal provisions. Longitudinal gradient of
the proposed profile shall be followed as per prevailing standards. The details of the
proposed curves is presented in Annexure-6.3.
6.2.9 Proposal for Built-up Areas

Proposed alignment basically follows the Dokmoka Bypass. Considering this for future
development, TCS Type-3 have been proposed at Built up locations. The details of which are
provided in in Table 6.4.
Table 6.4: Stretches with Footpaths and Covered Drains
Design Chainage (km)

Sl No. Length (m) Village
From To
Daboka – Lahorijan Road (NH 29)
Section 3
1 69+350 71+950 2600 Langhin
2 72+450 72+800 350 Langhin
3 80+700 80+930 230 Loringthepi
6.2.10 Proposal for Forest Areas
Some part of the project road is passing through the reserve forest under Daboka –
Lahorijan section. A list showing the forest stretches is presented in Table 6.5.
Table 6.5: List of Forest Stretches

Sl No. Length (m) Forest Name
From To
Daboka – Lahorijan (NH 29)
Section 3
NIL
6.2.11 Realignments
The proposed alignment is mostly overlapping with the existing with geometric
improvement. Table 6.7 provides the list realignment stretches where the proposed
alignment does not overlap with the existing roads.
Table 6.6: List of Stretches with Realignments

Length (m) TCS Remarks
From To
Section 3
NIL

6.3 Drainage
Due consideration has been given to drainage while preparing the design. The cross-sections
incorporating roadside drains have been proposed at various stretches of the highway taking
into account the existing and natural conditions as well as anticipated situation. At super
elevated sections with raised median, rectangular cross median drains have been considered
@10m interval to facilitate drainage from outer carriageway to the inner carriageway.
Earthen toe drain is considered on both sides of the road for all along the stretch. The details
are provided below:
Total Length including

Type of Drain Side Applicable TCSs
both side (m)
Section-3
Unlined Trapezoidal Drains Both 23490.6 TCS – 1,1A,2,4,4A,5,6
Rectangular RCC Covered Drains Both 6360 TCS – 3, 7
6.4 Bridges, Culverts and Other Structures
Bridge and CD Structures
Bridges and other Cross Drainage (CD) structures are the vital infrastructure elements of a
highway network. Maintaining serviceability of bridges and other CD structures,
consequently retaining their level of reliability during their lifetime therefore deserves high
priority from techno-economic considerations. While bridges and structures are integral to
the envisaged development of the Project Road, a comprehensive inventory and condition
surveys is pivotal for an assessment of functional and operational adequacies of the existing
structures. In turn such an assessment forms the basis for zeroing on to rehabilitation/
widening, reconstruction and new-construction requirements.
A detailed condition survey along with visual inspection of the existing structures has been
carried out by the concerned key professionals to assess and ascertain the existing
condition/ characteristics of the bridges and other CD structures. Inventory of bridges has
been prepared based on the condition survey, which consists of recording relevant technical
data for each bridge, such as name, location, length, type of material, carriageway width,
type of structure etc.
The existing road consists of no major bridges, 18 nos. minor bridges and 130 nos. culverts.
The summary of existing structures is presented in the Table 6.7.

Table 6.7 : Summary of Existing Structures
No. of Existing Structures

Sections Road Segment Total
MJB MNB UP ROB Culvert
Km 66+000 (Dokmoka) to Km 81+000
Section-3 - 3 - - 39 42
(Loring Thepi)
During condition survey of these structures it was observed that all minor bridges are in
good-fair and can be retained. The culverts found are overall in fair condition. Bed
protection is to be provided for the Slab, Box and HP culverts.
Condition Assessment Surveys
Inventory and condition survey report have been prepared with the objective to verify the
form of construction, the dimensions of the structure, the nature and condition of the
structural components, etc. to assess necessary information on which decision would be
made for carrying repairs, strengthening, widening, replacement of the structural part or
rebuilding of the bridge and culverts. Inspection covered not only the condition of individual
components but also the condition of the structure as an entity, especially noting signs of
distress, if any, and its cause to ascertain long-term remedial measures to provide assurance
that the bridge is structurally safe and fit for its designed use.
Inspection was not confined to only searching of defects that are existing, but also included
the range of anticipating problems and recognizing these areas. During and following the
inspection, it was aimed to determine the cause to prevent the repetition and spread of the
deterioration.
Checklist for Visual Inspection

The reasons for deterioration are either physical or chemical process, which cause visible
signs of damage. Therefore, during inspection, the following signs of deterioration were
particularly noted at locations indicated in Table 6.5.
Table 6.8: Signs of Deterioration
Locations Deterioration
All over • General condition of the structure and pre-stressed components in
particular
• Condition of concrete/masonry • Cracks
• Honeycombing • Corrosion signs
• Scaling of concrete • Spalling of concrete

• Efflorescence • Condition of construction joints
Top and bottom • Cracks • De-lamination • Blocking of drainage
of deck slab • Worn out wearing coat • Seepage • Corrosion signs
• Leaching • Scaling
• Damage due to accident or any other causes
Steel girders • Pitting • Painting condition • Loose rivet
• Loss of Camber • Deformation • Cracks and bends in
flanges/webs
Support point of • Whether the seating of girder over bearing is uniform
bearings • Condition of anchor bolts, if any
• Spalling/crushing/cracking around bearing support
Webs of girders • Cracks
• Corrosion signs
Junction of slab • Separation
and girder
Drainage spouts • Whether provided • Clogging • Physical condition
• Adequacy of projection of spout on the underside
Joints in precast • Separation
construction • Physical appearance
Expansion joints • Check whether the expansion joint is free to expand and contract
• Hardening/cracking of bitumen filler
• Condition of sliding plates – check for corrosion, damage of welds, etc.
• Debris in joints
• Alignment checking
• Distortion
Elastomeric • Whether the bearing is free to move/rotate in different directions as
Bearing: envisaged in design
• Whether the bearings are fully and evenly seated
• Whether all the bearings are at same level
• Physical condition • Cleanliness • Flattening of bearings
• Splitting/tearing • Bulging • Oxidation
• Non uniform thickness other than that which may be the result of normal
rotation
• Displacement (longitudinal or lateral) from original position
• Whether correct operation of the bearings is prevented or impaired by
structural members built into abutment or pier.
Piers, Abutments, • Tilting and rotation, in any direction • Rocking
Retaining Walls • Cracking, splitting and spalling • Erosion beneath water level
and • Weathering and material deterioration, including lack of pointing for

Wing Walls masonry
• Growth of vegetation • Lack of effective drainage
• Internal scour, and leaching of fill • Settlement of fill
Waterway • Width of Waterway • Observed Scour Depth
• Crossing Angle • Evidence of Submergence, if any
• Flow Direction • Any obstruction to the free flow
• Vertical clearance
Parapet/ Railing, Wearing coat, Drainage spout, Utility lines, Floor protection, Approach slab and
Embankment slope protection
• Whether provided • Physical condition • Material type
General Recommendations
Recommendation on structure includes widening, repair and reconstruction/ new

construction of bridges and other cross drainage structures depend on its present structural
condition, available width of carriageway, history/ past record of submergence of the
existing structures & highway geometry.
Existing bridges having deck width less than 13.5m but in good condition, are proposed for
widening to 13.5m deck width and those having the width more than 13.5m and in good
condition are proposed to be retained with repair & rehabilitation measures to the existing
bridge.
Since the structures are proposed for 4 lanes with shoulder, total width of 2x11m is
proposed for slab culverts & pipe culverts depending upon road cross-section. However, the
existing railing will be replaced with RCC crash barrier by chipping the edge of deck and
exposing the reinforcement and then casting the RCC crash barrier in case of slab culverts.
Culverts: -
• The culverts proposed to be reconstructed are mainly for very poor structural
condition in case of slab or arch culverts by Box culverts
• For slab culverts widening is to be done up to the overall width of the road with Box
culvert of same span.
• All existing Hume Pipe culverts having vent opening less than 0.9 m shall be replaced
with 1.2m diameter pipes.
• All new construction/reconstruction of Hume Pipe culverts is to be done by 1.2m
diameter pipe.
Rehabilitation Scheme of Existing Structures

Rehabilitation measures for existing bridges have been recommended aiming at improving its
structural adequacy and life span of the bridge. The basic measures taken into repair and
rehabilitation are listed below:
• Repair of existing scour protection/ bed protection or slope protection (wherever

necessary);
• Replacement of wearing coat if needed;
• Providing/repairing of drip course in all existing major and minor bridges;
• Providing/replacing expansion joints in all culverts, minor and major bridges;
• Providing new bearings in structures wherever require;
• Replacement of highly corroded reinforcement;
• Repair of cracks (width  0.5mm) by epoxy injection; Repair of cracks (width  0.5mm)
by PMC mortar.
• General Repair / Rehabilitation recommended are given below:
a) Crack Repairs
For cracks smaller than 0.5 mm, high thermo set monomers such as Monopol of Krishna
Conchem or equivalent are recommended. For crack between 0.5 mm to 1.0 mm, low
viscosity epoxy injects such as ‘KP 250/HP 259 of Krishna Conchem or equivalent is
recommended. For the cracks more than 1 mm, polymer modified cement grout Rendroc –
RG of Fosroc Chemical or equivalent is recommended.
b) Spalling
For minor distress, repair of concrete is carried out with anticorrosive polymer modified
mortar such as ‘Monoband 2000 of Krishna Conchem or equivalent.
c) Guniting
At places where large area of soffit of deck slab (RCC) is distressed and shows spalling of
concrete, corroded and exposed reinforcement, guniting is recommended with the help of
Sicken – Gunit
6.4.1 Major Bridges (MJB)
No Major Bridges are falling within the 2 (Two) sections considered for this report.
6.4.2 Minor Bridges
Total 3 nos. minor bridges have been considered for the project road. In which all 3 nos. are

proposed to be retained with widening and repair. New 2 lane Bridge to be constructed
alongside the existing bridges.
Details of minor bridges are provided in Table 6.9.
Improvement proposals for proposed minor bridges are given in Annexure-6.5.

Table 6.9 : Details of Minor Bridges Proposed

Proposed Span Proposed
Design Width of Proposed Type
Arrang (No. of Total Improvement
Section Details Sl. No. Chainage proposed of Remarks
Span x Span Length Proposal
(km) structure (m) Superstructure
length in m) (m)
New 2 lane
1 67+510 4x5.8 23.20 2x13.5 RCC Box Widened
Bridge
Section -3
New 2 lane Retained &
km.65+923 to 2 69+205 1x35.3 35.30 2x13.5 PSC I Girder
Bridge Repair
km.80+930
New 2 lane
3 72+951 4x5.8 23.20 2x13.5 RCC Box Widened
Bridge

6.4.3 Culverts
Total 45 nos. culverts have been considered for the project road as mentioned below:
Section – 3 : 45 Nos. of Culverts
Retained & Pipe 34

Repair+
Box 4
New 2-Lane
Existing
Structures
Pipe 7
Reconstruction
Box -
Total Culverts
45 Newly Proposed New Pipe -
Structures Construction Box -
Under Under
U/C -
Construction Construction
Improvement schemes for these culverts have been decided on the basis of inventory,
condition survey and proposed geometry. Details of widening and retain & repair for the
culverts are provided in Table 6.10.
Table 6.10 : Details of Culverts with Retain and Repair Plus New 2-Lane
Topo Design Type of Ex. Span Type of Span

Sl. Improvement
Chainage Chainage Existing Arrangement Proposed Arrangement
No. Proposal
(km) (km) Culvert /Dia. (m) Culvert (m)
Section 3
1 27+596 66+120 Pipe Culvert 1x1.2 Pipe Culvert 1x1.2 New 2Lane


Sl. Improvement
Chainage Chainage Existing Arrangement Proposed Arrangement
No. Proposal
(km) (km) Culvert /Dia. (m) Culvert (m)
8 29+829 68+353 Slab Culvert 1x5.6 Box Culvert 1x5.6 New 2Lane

Table 6.11 : Details of Reconstruction/New Construction of Culverts

Sl. Improvement
Chainage Chainage Existing Arrangement/Dia. Proposed Arrangement
No. Proposal
(km) (km) Culvert (m) Culvert (m)
Section 3
6.4.4 Underpasses
No underpasses has been proposed in this section. Details of these underpasses are
provided in Table 6.12.
Table 6.12: Details of Underpasses
Span
Design Total
Sl Type of Arrangement Overall
Chainage Length Structure Type
No. Underpasses (Nos. x Length in Width (m)
(km) (m)
m)
Section 3
Nil
6.4.5 Rail Over Bridge (ROB)
No ROB are proposed for the road sections.
6.4.6 Flyover
No flyover are proposed for the road sections.
6.4.7 Interchanges
No Interchanges are considered for the road sections.

6.5 Intersection Improvement Proposals
The proposed project road will form a no. of intersections with existing roads. 6 nos. of
major intersections shall have to be developed. Improvement of these intersections has
been thought off with minimum of land acquisition. However, proper acceleration and
deceleration lanes have been considered with proper traffic signage. In general, standard
codal provisions have been followed for design of these intersections. Detail layouts are
provided in Drawing Volume. There is no major intersections have been proposed. Besides,
there are 18nos. of minor intersections along the project road which shall be operated as
normal left-in and left-out principle. Improvement proposals of major and minor
intersections are provided in Table 6.13.
Table 6.13a : Improvement Proposals of Major Intersections
Design
Road Type of Improvemen
Sl No. Chainage Type Side Remarks
Segment Intersection t Proposals
(km)
Section-3
NIL
Table 6.13b : Improvement Proposals of Minor Intersections
Design
Type of Improvement
Sl. No. Chainage Type Side
Intersection Proposals
(km)
Section 3
1 68+030 Minor 3 legged Right At Grade
2 68+135 Minor 3 legged Left At Grade
5 71+410 Minor 4 legged Both At Grade
11 75+125 Minor 4 legged Both At Grade

Design
Type of Improvement
Sl. No. Chainage Type Side
Intersection Proposals
(km)
6.6 Pavement Design
6.6.1 General
The pavement existing on the project stretch is flexible in nature. The project envisages new
Two Lane with Paved Shoulder as well as Four Lanes with Paved Shoulder configuration. The
general design Procedure for the flexible pavement for the proposed road as new
construction of whole stretch as per the guidelines of IRC: 37-2018 – “Guidelines for the
design of Flexible Pavements”.
New pavement design is based on the design traffic (MSA) and the subgrade strength
(soaked CBR).
6.6.2 Methodology of Pavement Design
Introduction
The flexible pavements are usually referred as a layered structure comprising generally
bituminous surface like Bituminous Concrete (BC) and Dense Bituminous Macadam (DBM),
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
principally depends 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 should 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 and generally made up of locally available aggregates, satisfying codal
specification/requirements.
The design methodologies widely used for the flexible pavement design are Indian Road
Congress (IRC) method, AASHTO methods and Asphalt Institute Method. For this project
latest IRC (IRC:37-2018) method is used for designing the flexible pavement. The brief about
the method is given below.
IRC: 37-2018 Method of New Flexible Pavement Design
It gives pavement design catalogue for subgrade CBR values ranging from 5% to 15 % and
eight levels of design traffic ranging from 5 to 50 MSA. The pavement compositions given in
the design catalogues are relevant to Indian conditions, materials and specifications. For
higher traffic values, the pavement layer thicknesses are worked out using IITPAVE
software.
IRC: 58-2015 Design of Rigid Pavement
IRC: 58-2015 “Guidelines for the design of plain jointed rigid pavements for highways” gives
the design of rigid pavements and adopted for designing the rigid pavement for
carriageway.
6.6.3 Design of New Flexible Pavement
IRC: 37-2018 method is adopted for the design which is based on the empirical – analytical
approach, and provides catalogues for design of flexible pavements. The design inputs
required for pavement design are explained as follows.
Design Theory
The pavement design method is based on elastic response of the pavement to traffic
stresses (i.e. each of the materials in the pavement structure behaves in an elastic manner).
The materials in the pavement are characterized by parameters whose values are
determined from field and laboratory testing. The method assumes that failure will not
occur as a result of permanent deformation of granular or bound materials (and this
assumption will be valid as long as good construction procedures are followed, and the
pavement is not subjected to very high wheel loads such as can be caused by a very heavily
overloaded vehicle). The method also assumes that loss of pavement serviceability can occur
due to:

• fatigue of bitumen bound or cemented layers due to repetitions of tensile strains at the
bottom of such layers; and/or
• Permanent deformation of the sub-grade due to repeated vertical compressive strains
induced in the sub-grade
The critical locations for pavement failure are therefore the bottom of bitumen bound layers
(where tensile strains occur) and the top of the sub-grade (where compressive strains
occur).
The base course and sub-grade are structural elements of the pavement. In conjunction with
the overlying bituminous surface, their purpose is to distribute traffic wheel loads over the
whole foundation. To perform this function, we build the base course and sub-grade with
the necessary internal strength properties.
Bituminous pavement layers have both tensile and compressive strength to resist internal
stresses. For example, Figure 6.1 shows how wheel load (W) slightly deflects the pavement
structure, causing both tensile and compressive stresses within the pavement.
Figure 6.1: Pavement Deflection Results in Tensile and Compressive Stresses in Pavement Structure
Required total thickness of the pavement layers is determined by engineering design

procedure. Factors considered in the procedure are as follows:
• Traffic to be served initially and over the design service life of the pavement
• Strength and other pertinent properties of the prepared sub-grade
• Strength and other influencing characteristics of the materials available or chosen for
the layers (or courses) in the total pavement structure
• Special factors such free swelling property of existing soil

Design of New Flexible Pavement

Design of new pavement has been carried out based on IRC 37-2018 “Guidelines for the
Design of Flexible Pavements” for design life of 15 years. Procedure for the same is given
below:
Step 1: To find out initial traffic in the year of completion of construction in terms of the
number of the number of commercial vehicles per day (CVPD)
Step 2: To determine traffic growth rate factor by studying the past trends of traffic growth
Step 3: Design life of Pavement
Step 4: To find out Vehicle Damage Factor to convert the number of commercial vehicles of
different axle loads and axle configuration to the number of standard axle load
repetition. It may be obtained by conducting axle load survey at site.
Step 5: To find out lane distribution factor of traffic over the carriageway
Step6: To determine design traffic in cumulative number of standard axles (msa) by the
following formula mentioned below:
N= [365 x {(1+r)n-1]/r}] x A x D x F
Where,
N = Cumulative number of standard axles to be catered for in the design in terms of msa
A = Initial traffic in the year of completion of construction in terms of number of
commercial vehicles per day
D = Lane Distribution Factor
n = Design life in years
r = Annual growth rate of commercial vehicles
F = Vehicle damage factor
Step 7: To determine total pavement thickness and crust composition by charts/graphs with
respect to CBR and cumulative number of standard axles.
Methodology flow chart for the design of new Flexible pavement has been shown in Figure
6.2 below.

INPUT Survey & Investigations
California Bearing Ratio (CBR) Soil Investigation
Initial Traffic & Traffic Growth Rates Traffic Survey
Vehicle Damage Factor (VDF) Axle Load Survey
Design Life
Calculation of Design Traffic in Cumulative number of

Standard Axles
Pavement Design using Design Charts/ IITPAVE –

IRC:37-2018
Determination of Thickness for Pavement Layers
Finalization of Material as per MoRTH Specifications
Figure 6.2 : Methodology Flow Chart for Design of New Flexible Pavement
MSA Calculation
MSA calculation has been presented in Annexure 6.4 for Daboka-Lahorijan section.
Adopted design life for pavement design has been considered for 15 years period.
Lane Distribution Factor
The lane distribution factor adopted for the project road is as given under:
• Dual Two Lane carriageway roads: 75 percent of number of Commercial vehicles in each
direction as per IRC-37-2018.
Vehicle Damage Factor (VDF)
VDF summary is provided below.

Daboka – Lahorijan Road (NH-29)

Type of Vehicle
From Daboka to Lahorijan From Lahorijan to Daboka
2-Axle Trucks 6.93 2.59
3-Axle Trucks 9.46 3.52
MAV 13.07 5.97
LCV 2.40 1.17
Bus 1.92 1.07
Design CBR
The subgrade CBR for design has been considered as 8.0%. Subgrade of 500 mm thickness is
required as an integral part of the pavement structure. Details of msa calculated for flexible
pavement design are provided in Table 6.14for Daboka-Lahorijan Section.
For Daboka – Lahorijan stretch (NH-29)

Axle Load Survey conducted for the road stretch reveals that the Axle Load patterns differ
significantly. Hence the pavement design is done considering different VDF values for the
two carriageways as per Clause 4.5.2 of IRC:37-2012.
VDF values for LHS of the Daboka – Lahorijan stretch for 2-Axle Trucks, 3-Axle Trucks, MAVs,
LCVs and Buses are 6.93, 9.46, 13.07, 2.40 and 1.92 respectively.
VDF values for RHS of the Daboka – Lahorijan stretch for 2-Axle Trucks, 3-Axle Trucks, MAVs,
LCVs and Buses are 2.59, 3.52, 5.97, 1.17 and 1.07 respectively.
Traffic Surveys were conducted at Km. 62, Km. 127 and Km. 138.45 of the Daboka –
Lahorijan road (NH-29) and the total stretch is to be developed as 4-Lane Dual Carriageway
road. The details of the msa calculated are presented below:
Table 6.14A
msa for 4-Lane Dual Carriageway on LHS from Daboka to Lahorijan (NH-29)
Location msa Adopted msa
Km 62 17.21
Km 127 18.95 20 msa
Km 138.45 14.34
As all the calculated msas are below 20, the Design msa is considered as 20.

Table 6.14B
msa for 4-Lane Dual Carriageway on RHS from Daboka to Lahorijan (NH-29)
Km 62 7.59
Km 127 8.34 20 msa
Km 138.45 6.32
As all the calculated msas are below 20, the Design msa is considered as 20.
Pavement layer thicknesses based on inputs mentioned above is given in Table 6.15. The
GSB-II layer will be extended till earthen shoulder to facilitate of proper drainage in the
pavement structure. The design has been carried out as per Plate-6 of IRC:37-2018.
Table 6.15 : Proposed Pavement Thickness
Pavement Layer Thickness in mm

Total Pavement
msa BC DBM WMM GSB
Thickness
20 30 90 250 200 570
6.6.4 Overlay Design
Condition of existing pavement is generally fair to poor.
Overlay design has been carried out based on the results of the FWD Tests. The Summary of
the Analysis and selection of the 15th percentile moduli of in-service layers are presented in
Annexure 4.1 under Chapter 4.
The Analysis is carried out for the stretch. The 15th Percentile Moduli of the in-service layers
and the average existing pavement thicknesses are presented in Table 6.16.
Table 6.16 : 15th Percentile Moduli of the In-Service Layers and Average Existing Pavement
Thicknesses
15th Percentile Moduli of in-service Existing Pavement

Road Sections Pavement Layers (MPa) Layers (mm)
Bituminous Granluar Subgrade Bituminous Granluar
Daboka to Lahorijan 918.5 215.6 98.0 53 311
Considering the above data, the remaining fatigue life and rutting life of the pavement are

obtained from equation 16 and 17 respectively from IRC:115-2014 as presented in Table

6.17.
Table 6.17 : Fatigue Life and Rutting Life of Pavement
Tensile Strain at Vertical Strain at

Fatigue Rutting
Road Sections the Bottom of the the Top of the
Life Life
Bituminous Layer Subgrade
Daboka to Lahorijan 480.6 x 10-6 652.4 x 10-6 1.70 3.90
From the above results it is evident that the existing pavement crust is not sufficient to carry
the corresponding design traffic. Hence considering the bituminous overlay the results
obtained are presented in Table 6.18.
Table 6.18 : Results of FWD Data Analysis and Overlay Thickness
Considered Tensile Strain at Vertical

Fatigue Rutting Design
Bituminous the bottom of Strain at the
Road Sections Life Life Traffic
Overlay (mm) the Bituminous top of the
(msa) (msa) (msa)
Layer subgrade
Daboka to Lahorijan 30mm BC +
250.2 x 10-6 343.1 x 10-6 21.48 71.88 20
70mm DBM
Hence, the bituminous overlay as presented in Table 6.18 above is recommended.
6.7 Protection Works
Various protection works have been considered as per design requirement as well as from
safety point of view as mentioned below:
• Metal Beam Crash Barriers

• Kerb and Kerb with Channel: Kerb has been considered all through except at inner edges
of outer carriageway at super elevated stretches where kerb with channel are
considered.
6.8 Other Highway Facilities
6.8.1 Bus Bays
Several towns, villages and settlements are abutting the project corridor and buses shall be

one of the major mode of passenger traffic movement along the corridor. It is imperative to
provide bus bays in order to eliminate the conflict between buses and other moving vehicles
as well as to ensure safety of passengers boarding and alighting. Proposed bus bays have
been kept sufficiently away from the intersections to avoid traffic congestion. Total 7 nos. of
bus bays have been considered for the section.
6.8.2 Truck Lay Bye
2 location have been identified for proposed truck lay-byes.
6.8.3 Toll Plazas
Toll Plaza is considered at section-3 from Km 77+430 to Km 78+130.
6.8.4 Wayside Amenities
Way side amenities are not considered for this section.
6.8.5 Illumination
Highway illumination shall be considered at various location as per clause 12.3 of IRC: SP: 84-
2014. Details are considered as follows:
A. Double Arm Poles –major intersections, bus bays and truck lay byes
B. High Mast Poles – Considered at major intersections and truck lay byes.
6.8.6 Miscellaneous Provisions for Traffic Guidance and Safety
The objective of a high-speed facility includes providing safe, efficient and economic
movement of motorized through traffic with comfort and pleasing environment during the
journey. This requires certain miscellaneous provisions for traffic guidance and safety.
However, it is evident that after implementation of the project, high speed environment will
make the areas more accident-prone unless proper safety controls are exercised. The
Consultants propose to rectify any geometric and engineering deficiency existing along the
critical stretches. The safety measures and devices as proposed are described below:
• Traffic Guidance, Regulation, Control and Safety Measures

• Pedestrian Facilities
• Speed Breakers
Traffic Guidance, Regulation, Control and Safety Measures

For notification of road features and also for safety and guidance of the road users, the
project road will be provided with all the necessary traffic control and safety devices. These
include:
• Traffic Signs – mandatory, cautionary and informatory Road Markings

• Provision of road studs or similar tools, for carriageway centerline and edge delineation
• Metal Beam Crash Barrier
• Concrete Beam Crash Barrier
• Pedestrian Guard Rail
• Guard Posts
To ensure safety of vehicles, W-Beam type metal beam crash barriers shall be provided on
both edges of the road where embankment height (road height) is equal to or greater than
3m. Suitable reflectors have been proposed to be fixed on the beam @ 3 m centre-to-centre
for proper delineation of the barrier line. The metal beam crash barrier sections shall start
and finish with a parabolic flare away from the carriageway. Concrete guard posts shall be
provided on both side of the carriageway for the balance reaches. Besides, trapezoidal
reflectors have been considered on guard posts at forest stretches.

Pedestrian Facilities
The facilities to be provided for pedestrian safety include:
• Pedestrian crossings at important intersections and urban areas

• Footpaths of adequate width
• Road signs cautioning drivers of Pedestrian Crossings ahead
• Pedestrian signals at intersections
The above will be provided at important intersections.
Speed Breakers
Speed breakers shall be provided on minor cross-roads to alert the drivers and control the
speed of vehicles approaching the project road, forming priority junctions, and these shall be
constructed as per IRC: 99-1988. The speed breaker will be provided at about 10m into the
cross-road from the project road. Another speed breaker will precede this at 100-120m.
Appropriate warning signs “hump ahead” will be provided in advance to caution the drivers.
6.9 Landscaping and Arboriculture
(i) The aim of landscaping will be conservation of existing natural or manmade features
e.g. ponds, historical buildings and scenic vistas along the highway.
(ii) Landscaping will address the issue of drainage to ensure minimum disturbance to
the natural drainage and at the same time ensure protection of natural surfaces
from erosion.
(iii) Proper landscaping will be provided for highway Alignment, to fit-in with
surroundings for pleasing appearance, reducing adverse environmental effects such
as air pollution, noise pollution and visual intrusion.
(iv) Landscaping will include stabilization of embankment by pitching and/or turfing/
plantation. The treatment of embankment slopes along the highway will be as per
recommendations of IRC:56–1974, depending upon soil type involved.
(v) Trees, their spacing and arrangement in different situations will be as per IRC:21–
1979 and IRC:SP:66–1976.
(vi) Compensatory afforestation as per applicable rules.
Proposed ROW of 42m is considered for the road sections in rural area. In built-up area 47m PROW
is considered. In forest area, to minimize the land acquisition, 35.5m PROW and at the approach of
elephant underpasses, 42.5m PROW are considered. In approach of grade separator 60m ROW is
considered.

• For Section 3: 24.34 Ha

Chapter – 7
Environmental Screening
Chapter 7: Environmental Screening
CHAPTER 7
ENVIRONMENTAL SCREENING
7.1 INTRODUCTION
7.1.1 Project Background

through an Act of Parliament for faster, economical and quality Road Construction work throughout
India. The National Highways & Infrastructure Development Corporation Limited (NHIDCL) has been
entrusted with the assignment of preparation of DPR for development of Economic Corridors, Inter
Corridors and Feeder Routes to improve the efficiency of freight movement in India under
Bharatmala Pariyojana.
In view of the above work NHIDCL has appointed M/s Voyants Solutions Pvt. Ltd. to carry out the
Feasibility Studies and Detailed Project Report including field investigations, road inventory,
structure inventory, FWD test, road crust sample (trial pits), material investigation, secondary data
collection and traffic survey (classified traffic volume count, O-D, intersection counts, axle load
survey, animal/pedestrian crossing counts and speed-delay survey). The letter of invitation (LOI) has
been issued vide memo no. NHIDCL/Bharatmala/DPR/Phase-I /Lot-1/2017, dated October 30, 2017,
whereas, the letter of acceptance (LOA) has been issued vide letter no.
NHIDCL/Bharatmala/DPR/Phase-I /Lot-1/Package II/2017/80, dated April 13, 2018..
7.1.2 Project Road Description

The project road comprises 5 stretches as mentioned in the RFP as mentioned below in Table 7.1
Table 7.1 : List of Road Segments as per RFP
As mentioned earlier, the project road has 5 (Five) stretches as below:
i) The Daboka – Manja stretch under Nagaon – Dimapur Economic Corridor starts at
Daboka – Sutargaon More (26o6’56.85”N, 92o52’28.97”E) which is a junction of the
project road i.e. NH-29 (Old NH-36) and Nagaon - Lumding/ Silchar road. The chainage of
the start point is Km 39+500 of NH-29. The stretch runs along South-East direction and
ends at the junction (Manja Market) of the Project Road with Manja – Diphu – Lumding
Road at existing Km 128+300 of NH-29 (25o58’14.79”N, 93o26’14.79”E). The Length of
the stretch is about 88.8 Km.
ii) The Manja – Lahorijan stretch under Nagaon – Dimapur Economic Corridor starts at
existing Km 128+300 (25o58’14.79”N, 93026’14.79”E) and ends at Lahorijan
(25o55’15.60”N, 93043’49.75”E), the outskirts of Dimapur. The end point is about 2 Km
towards North from the City Tower (Junction of NH-29 and NH-129). The stretch passes
mainly forest stretches and partly through the vicinity of Marat Wild Life Sanctuary. The
Length of the stretch is about 40.1 Km.
iii) The Numaligarh – Khatkhati stretch under Numaligarh – Dimapur Economic Corridor
starts at the Junction (26037’51.90”N, 93043’38.58”E) of NH-129 and NH-37 at
Numaligarh and ends at Khatkhati (25057’19.36”N, 93044’8.86”E) about 7 Km towards
North from the City Tower in Dimapur. The Length of the stretch is about 102 Km.
This report includes the road sections as mentioned below from the Stretch -1&2 in Table
7.1.
7.1.3 Project Location
Segment wise variation of lengths from RFP document is provided in Table 7.2 as follows:
Table 7.1: Variation in Lengths of Different Segments from RFP Document
Stretches RFP Ground
Node
as per Description Length Length Remarks
Reference
RFP (km) (Km)
1 A-B Daboka - Manja 90 88.8 -

Variation due to relocation
of project end point from
2 B-C Manja - Lahorijan 38.8 29.3
Dimapur Town to Start of
Dimapur Bypass at Lahorijan
Stretch already included in
Lahorijan -
3 C-D 1 N/A * Dimapur Bypass (Under
Khatkhati
Construction)
Numaligarh –
4 E-D Khatkhati (NH- 99 99 -
129)

Stretches RFP Ground

Node
as per Description Length Length Remarks
Reference
RFP (km) (Km)
Khatkhati – Stretch already included in
5 D-F Chumukedeima 23 N/A * Dimapur Bypass (Under
(Dimapur Bypass) Construction)
Total 251.8 217.1

Figure 7.1: Project Road Index Map

7.2 ENVIRONMENTAL SCREENING
Project screening in EIA is the first step in the initial assessment of the possible environmental
impacts of the proposed project. The purpose of the environmental screening is to identify if the
proposed project requires an EIA through the elimination of irrelevant environmental issues and the
forcing on the attention at the planning stages on potentially significant issues. The scope of the
screening studies includes:
 Consideration of biophysical and socio-economic issues and the relevant legislative
framework
 Consultation with key decision-makers and experts to identify key issues.
The screening process can have one of four outcomes:
i. No further level of EIA is required;
ii. A full and comprehensive EIA is required;

iii. A less detailed/ limited EIA is required; or
iv. Further study is necessary to determine the level of EIA required (often called an
1
Initial Environmental Examination (IEE).
The screening exercise establishes the basis for scoping, which identifies the key impacts to be
studied and establishes terms of reference for an EIA. Typical environmental screening procedure is
illustrated in the Figure 7.2 below:
1 Initial Environmental Examination (IEE) as defined by several multilateral-funding agencies such as The World Bank (WB),
The Asian Development Bank (ADB) and the United States Agency for International Development (USAID) is “a preliminary
attempt to evaluate environmental impacts in order to determine whether a full-scale environmental impact assessment is
needed. Also called Initial Environmental Investigation (IEI), partial EIA or "Preliminary EIA".
In Accordance to USAID “Initial Environmental Examination (IEE) is the first review of the reasonably foreseeable effects of
a proposed action on the environment. Its function is to provide a brief statement of the factual basis for a Threshold
Decision as to whether an Environmental Assessment or an Environmental Impact Statement will be required.” (Reference:
USAID Automated Directives System - ADS - Chapters 200-204)
Source:https://www.usaid.gov/sites/default/files/documents/1865/204.pdf)

Figure 7.2: Typical Environmental Screening Procedure
7.2.1 Scope of Environment Screening
The purpose of the Environmental Screening (ES) is to:
 Categorize the project in terms of potential environmental impact based on Ministry of

Environment, Forests and Climate Change (MoEF&CC) definitions and guidelines detailed in
Environmental Impact Assessment (EIA) Notification, 2006 and its subsequent amendments
 Provide environmental direction early in the project; Alert the proponent and design team of
any potential environmental concerns that must be addressed in detail in the EIA; and
The ES shall identify:

 Required environmental baseline data and analyses to be scoped in or out of the EIA, with
sound justification;
 Potential positive and/or negative environmental impacts during the life cycle of the project,
including construction and operation, that shall be analyzed in detail in the EIA;
 Potential catastrophic pollution releases (e.g., Solid & Hazardous waste, etc.) to be analyzed
in detail in the EIA; and
 The survey methodology and techniques to be used in the EIA process.

 The project’s category according to its likely level of environmental impact
The planned road development for the aforesaid 02 sections of the road stretche-1 under Lot-I of
Package-II in the state of Assam may have adverse environmental impacts on the immediate
surrounding and ambient environment, an Environmental Screening (ES) Report is prepared with a
view to properly categorizing the project and identifying and prioritizing environmental issues to be
scoped in and scoped out during the detailed EIA Stage.
The important environmental component studied during the Environmental Screening Stage are
given in Table 7.3 as follows:
Table 7.2: Important Environment Components

S. No. Environmental Attributes Environmental Components
1 Topography Plain/Rolling
2 Land use Agriculture, settlements, forest, industrial areas, tourism etc.
3 Water resources Rivers, canals and ponds in study area
• Designated Protected Areas like Biosphere Reserves,
National Parks and Sanctuaries etc.) within 10 Km from the
proposed project location boundary
4 Forests & Wild Life
• Presence of Wildlife Corridor along the project stretch
• Presence of Reserve Forests (RF), Protected Forest (PF) and
other forests within study area
5 Road side Plantations Green Tunnels, Strip Plantation
6 Settlements Towns and villages abutting the road corridor
7 Sensitive Receptors Sensitive receptors such as educational and health facilities
8 Drinking water sources Wells, hand pumps, community water points / taps etc.
10 Religious Structures Temples, shrines, mosque, Church, Gurudwara etc.
11 Cultural Properties Protected / unprotected archaeological monuments
Common Property Community recreational areas; cremation / burial grounds
12
Resources etc.
7.3 METHODOLOGY AND WORK PLAN
7.3.1 Approach to Screening and Scoping
Several guideline documents have described screening in different ways. The overall approach for
the environmental screening has taken into account:
 Preparation of baseline;
 Identification & assessment of impacts;
 Policy & Legal Implications;
 Scoping of Work under EIA.

The scoping process is designed to ensure that the environmental studies provide all the relevant
information on:
 The impacts of the project, in particular focusing on the most important impacts;
 The alternatives to the project;
 Time frame for the EIA based on potential impact; and
 Any other matters to be included.
7.3.2 Project Work Plan
The following activities have been carried out:
• Task 1: Mobilization/Orientation of Staff
• Task 2: Literature and Related Policies/Legal Review
• Task 3: Field investigation and data collection for environmental screening and
scoping;
• Task 4: Analysis of Environmental Screening data;
• Task 5: Recommendations; and
• Task 6: Reporting
Task 1: Mobilization and Orientation of Staff

VSPL has mobilized thematic experts experienced in environmental and social impact
assessments to carry out screening surveys for the planned road stretches under Package-II
(Lot-I).
The Project’s EIA have been discussed reviewed and discussed by the VSPL’s thematic
experts. Thereafter methodology and approach for project execution has thoroughly been
discussed.

Task 2: Literature and Policy/Legal Reviews
The project documents (RFP document, project alignment and other relevant documents)
collected from the client have been reviewed to have better understanding of the project
objectives. These documents guided in the impact screening. All the Environmental Rules
and Regulations enacted by MoEF&CC have been reviewed alongside other national and
multilateral funding agency policies formulated by Asian Development Bank and World Bank
safeguard policies relevant to Environmental Impact Assessment. In addition, relevant
baseline data on the physical, biological and social environment have also been reviewed
and findings incorporated into the report.
Task 3: Field Investigation and Data Collection
Field data gathering checklist: Field data gathering checklist (for Air, Noise, Water Soil &
Socio-economic etc.) have been developed by the project team (thematic experts). The data
gathering checklist have been used to capture all relevant information on environmental
features, Environmental Sensitive Locations Wildlife flora and fauna (if any) etc.
Data Entry Team: Date entries into the computers have been done by experienced data
entry personnel and data entered have been re-validated by the thematic experts to ensure
correctness of the data as per the information and data collected during site visit such as
GPS Coordinates, Noise Measurements, nearby commercial and industrial facilities, nearest
settlements, flora and fauna, water sources etc. In the context of the planned project,
important parameters identified in the field are grouped into three categories:
 Physical Environment (Air Quality, Noise Quality, Waste generation and disposal,
Water Resources, Soil Erosion)
 Biological Environment (No. of trees, reserved or protected areas, wetlands, rare

or endangered wildlife and vegetation)-if any
 Social Environment (displaced persons, sacred groves, commercial structures on
Right of Way (ROW), infrastructure etc.)-if any.
The data have been gathered to provide a reliable basis on which to predict effects likely to arise
from the proposed project.
Task 4: Environmental Screening (ES) for Environmental and Social Impact Assessment
The ES identified the types of environmental impacts to be investigated and reported in the
environmental impact assessment. The environmental topics that will be considered within the ES
report are: air quality, noise and vibration, climate & meteorology, hydrology & draining, waste
(solid, liquid & hazardous) management, ecology, soil/land contamination, socioeconomic, cultural
heritage; For each topic, the likelihood of significant effects arising has been considered in terms of

direct and indirect effects during construction and direct and indirect effects during operation and
maintenance. The important Environmental Components considered in the Environmental Screening
7.4 PROJECT DESCRIPTION
At about 23% stretches the alignment passes through green field areas. For the balance reaches,
where the alignment overlaps with the existing roads, eccentric widening has been followed with the
objective to use the existing ROW to the maximum extent possible. At few locations, concentric
widening also proposed to allow use of existing crust. However, minor realignments have been
incorporated at few locations for geometric correction. Attempts have been made to avoid
realignments at built up locations.
This project is essentially widening the existing standard/sub-standard 2-lane road to 4-lane with
paved shoulder as the alignment follows predominantly existing roads. The geometric designs are as
per recommendations of IRC: SP: 84-2019. The general design standards for improvement are
enumerated in Table 7.4.
Table 7.3: Geometric Design Standards for Road Works (Plain/Rolling Terrain)
Design Speed
1 Plain and Rolling Terrain Ruling: 100 kmph
(Cross slope of the ground upto 25per cent) Minimum: 80 kmph
2 Carriageway Width
Width of Shoulder
Camber
b) Shoulder 3.0%
Maximum limited to 7.0% (for Radius less
than Desirable minimum)
Minimum limited to 5% (for Radius more
than Desirable minimum)
9 Longitudinal Gradient


10
75-100m 0.9m
101-300m 0.6m
7.4.2 Project Proponent
The proposed development will be managed by National Highway Infrastructure Development

Corporation Ltd. (NHIDCL), Assam, (MoRTH), Govt. of India.
7.4.3 Need of the Project and benefits associated
• Will provide easy access to commuters
• Will cater the traffic growth on the road
• Will provide easy accessibility for school, medical facilities, etc. for the nearby villages
even in the rainy season
• Project Road would bring about all-round development activities in the region, such as
movement of people and goods, agriculture, commerce, education, health and social
welfare, or even maintenance of law and order and security
The need of the project is to create a 4-lane partially access controlled facility with provision of at
grade intersections, grade separators with/without ramps etc. as appropriate/necessary, within the
stipulated Right-of-Way by improving the existing single/two lane road and/or developing a new 4-
lane road in case of locations with poor geometry and dense settlements to a standard 4-lane road
with paved shoulder. To this end, land to the extent necessary will be acquired. Further, the
development cost may be recouped, to the extent practicable, from collection of tolls from users of
the improved facility. As such, the improvement schemes for the project road should be as
economical as possible consistent with the functional requirements and amenable for quick
implementation without much gestation delays.
7.4.4 Proposed Features of Road
A. Development Proposal
The salient proposals for up-gradation and improvement of the project road are classified
into the following engineering aspects:

• In general, in this section of proposed stretch follows existing Sections except the bypass
proposed (Dokmoka).
• Widening of the project road based on traffic capacity/requirement.
• Improving the horizontal geometry of the existing road based on the design standards as
per IRC: SP: 84-2019
• Design of new pavement for widening and realignment of the existing road.
• Provision of overlay at strengthening stretches.
• Improvement of all major and minor intersections.
• Rehabilitation and widening of the existing structures including bridges, culverts etc. and
• Provision of comprehensive road furniture for complete road safety measures.
B. Bypass and Realignment

The proposed alignment is mostly overlapping with the existing geometric improvement. Table 7.5
provides the list realignment stretches where the proposed alignment does not overlap with the
existing roads.
Table 7.4: List of Stretches with Realignments

Design Chainage (m) Length
TCS Remarks
From To (m)
Section 3
Nil
C. Service Road
Service Road with Footpath have been considered at Major Built up locations & VUP approaches as
mentioned below.
Design Chainage (km) Length

TCS Remarks
From To (m)
Section 3
69+350 71+950 2600 3 Langhin
72+450 72+800 350 3 Langhin
80+700 80+930 230 3 Loring Thepi
D. Cross Drainage Structure
Cross section for bridges, culverts and other structures shall be as per relevant guidelines of IRC:SP-

84-2019. In general, full roadway width will be proposed between the outer to outer face of crash
barrier/ parapet for culverts. General 4 or 6 lane configurations for bridges/culverts/other structures
are provided in Table 7.6.
Table 7.6 : General Structural Configuration

Width of Structural Components for One Direction (m)
Type of Structure Reference
C/W FP CB Railing Overall
Fig. 7.2A of
4-Lane Bridge 10.5 1.5 2x0.55 0.4 13.5
IRC:SP:84-2019
Fig. 7.3 of
6-Lane Bridge 14.0 1.5 2x0.55 0.4 17.0
IRC:SP:84-2019
Fig. 7.8 of
6-Lane Gr. Separator 14.0 - 2x0.55 - 15.1
IRC:SP:84-2019
The overall width of culverts for 4 and 6 lane configuration shall be 2x11.0m+Median and
2x12.05m+Median (as per Fig. 7.1A and Fig. 7.1B of IRC: SP:84-2019).
Thickness of wearing course shall be 65 mm (40 mm BC + 25 mm mastic asphalt)
Due consideration has been given to drainage while preparing the design. The cross-sections
incorporating roadside drains have been proposed at various stretches of the highway taking into
account the existing and natural conditions as well as anticipated situation. In general unlined
trapezoidal drains have been considered on either side of road. Lined rectangular uncovered RCC
drains have been considered for cut section as well as approaches of major bridges. Covered
rectangular drain sections have been proposed in urban stretches as well as approaches of
underpasses. At super elevated sections with raised median, rectangular cross median drains have
been considered. All the drains shall discharge into the nearest outfall. At high embankment
stretches (where embankment height more than 3.0m) chute drains with energy dissipation basins
have been proposed @ 5m interval.
The details are provided below:
Total Length including

Type of Drain Side Applicable TCSs
both side (m)
Section-3
Unlined Trapezoidal Drains Both 23490.6 TCS – 1,1A,2,4,4A,5,6
Rectangular RCC Covered Drains Both 6360 TCS – 3, 7
E. Land Acquisition

considered.
F. Intersection Design
All junctions have been studied thoroughly with respect to traffic volume and geometric design. The
important junctions leading to settlements have been identified and proper junction layouts
(including road marking, and traffic signs) shall be applied as per IRC-SP: 41-1994.
G. Traffic Control and Road Safety Features
Traffic control devices and road safety features, including Traffic Signs, Road Markings, Road lighting
& Crash Barriers are proposed and designed as per relevant IRC codes and standards.
7.5 LEGISLATIVE FRAMEWORK
7.5.1 Introduction
Project road under study is mostly lies in hilly region and has been upgraded for development. Any
developmental activity has both adverse as well as beneficial impact on surrounding environment.
The present report is an effort for scrutinised the applicable environmental laws and legislative
framework under Ministry of Environment Forests & Climate Change, Govt. of India. This section
elaborates on the various clearance requirements for the project from the State Government and
MoEF&CC, GoI.
7.5.2 Environment Legislation- India
The Government of India has formulated various policy guidelines; acts and regulations aimed at
protection and enhancement of environmental resources. The following Table 7.7 surmises the
existing legislations pertaining to the project, the various clearances required for the project.

Table 7.5: Environment Laws and their Applicability

Applicability Implementing /
S. No. Law / Regulation / Guidelines Relevance Reason for Application
Yes / No Responsible Agency
The Environmental (Protection)
MoEF&CC, State
Act. 1986, and the All environmental notifications, rules
Umbrella Act. Protection and Department of
1 Environmental (Protection) Yes and schedules are issued under the
improvement of the environment Environment & Forest,
Rules, 1987-2002 (various act
CPCB and SPCB
amendments)
Identifies expansion of National
Project road from Numaligarh –
highways projects greater than
Khatkhati (NH-129) is an
100 Km involving additional ROW
Upgradation/expansion of greater
and land acquisition greater than
The EIA Notification, 14th than 100 km of road packages.
40m on existing alignments and
2 September 2006 & subsequent Yes Hence the EIA Notification 2006 and MoEF&CC/ SEIAA
60m on re-alignments or by-
amendments its subsequent amendments shall be
passes and All new state highway
applied. For other road stretches EIA
projects & SH expansion projects
Notification shall not be attracted as
in hilly terrain (above 1000 MSL)
the road length is less than 100 km.
and or ecological sensitive areas
Reuse fly ash discharged from The project road is traversing

Notification for use of Fly ash,
Thermal Power Station to through the mountainous region of
3rd November 2009 and
3 minimize land use for dispersal No Assam where No coal based thermal MoEF&CC, SPCB
subsequent amendment in 25th
and minimized borrow area power project in 300 km form the
January 2016
material project road.
The Water (Prevention and Central and State Pollution Consent required for not polluting State Pollution Control
4 Yes
Control of Pollution) Act, 1974 Control Board to establish / ground and surface water during Board

enforce water quality and construction
effluent standards, monitor
water quality, prosecute
offenders, and issue licenses for
construction / operation of
certain facilities.
Empowers SPCB to set and
Consent required for establishing
The Air (Prevention and Control monitor air quality standards and State Pollution Control
5 Yes and operation of batching, hot mix
of Pollution) Act. 1981 to prosecute offenders, excluding Board
plants and crushers
vehicular air and noise emission.
Construction machineries and
Noise Pollution (Regulation And Standards for noise emission for State Pollution Control
6 Yes vehicles to conform to the standards
Control) Act, 1990 various land uses Board
for construction
Conservation and definition of
Part of road packages passes
forest areas. Diversion of forest Forest Department,
7 Forest (Conservation) Act, 1980 Yes through the Daboka, Sildharampur,
land follows the process as laid MoEF&CC
Longhit and Nambor Reserve Forests
by the Forest conservation Act.
The project area is located in MoEF&CC, State
Coastal Regulatory Zone
8 Protect and manage coastal areas No landlocked region and there is no Department of
Notification, 1991
designated coastal zone. Environment
Protection of wild life in NBWL, SBWL & Chief
9 Wild Life Protection Act, 1972 No -
sanctuaries and National Park Wild Life Warden
Ancient Monuments and To protect and conserve cultural No notified archaeological Archaeological Survey
10 No
Archaeological sites & Remains and historical remains found. monument is located in the of India, State Dept. of

Act 1958 proximity of the planned project Archaeology
road
Empowers State Transport All vehicles used for construction
State Motor Vehicles
11 The Motor Vehicle Act, 1988 Authority to enforce standards Yes will need to comply with the
Department
for vehicular pollution. provisions of this act.
Sets out the regulations as to
The Explosives Act (& Rules) regards the use of explosives and New quarrying operation may Chief Controller of
12 Yes
1884 (1983) precautionary measures while require blasting Explosives
blasting & quarrying
Protection to the general public
Public Liability and Insurance Hazardous materials like Bitumen State Pollution Control
13 from accidents due to hazardous Yes
Act,1991 shall be used for road construction Board
materials
Hazardous Wastes Hazardous wastes shall be
Protection to the general public
(Management, Handling and generated due to activities like of State Pollution Control
14 against improper handling and Yes
Trans-boundary Movement) maintenance and repair work of Board
disposal of hazardous wastes
Rules, 2008 vehicles
Chemical Accidents (Emergency Protection against chemical Handling of hazardous (flammable, District & Local Crisis
15 Planning, Preparedness and accident while handling any Yes toxic and explosive) chemicals Group headed by the
Response) Rules, 1996 hazardous chemicals resulting during road construction DM and SDM
Mines &Minerals (Regulation & Permission of Mining of

State Department of
16 Development) Act, 1957 as aggregates and sand from river Yes Mining of sand or aggregates
Mining
amended in 1972 bed & aggregates
17 The Building & Other Employing Lab our / workers Yes Employment of labors District labor

Construction Workers Commissioner
(Regulation of Employment &
Conditions of Service) BOCW
Act, 1996

7.5.3 International Agreements
Key international agreements that India is signatory to and relevant for the project are provided below:
• Convention Relative to the conservation of Flora and Fauna in their Natural State (1933)
• International Plan Protection Convention (1951)
• Convention on Wetlands of International Importance, Especially as Waterfowl Habitat

(Ramsar, 1971)
• Convention concerning the Protection of the World Cultural and Natural Heritage (Paris,
1972)
• Convention in International Trade in Endangered Species of Wild Fauna and Flora

(Washington, 1973)
• Convention on Migratory Species of Wild Animals (Bonn, 1979)
• Convention on the Prior Informed Procedure for Certain Hazardous Chemicals and Pesticides
in International Trade (PIC or Rotterdam, 1990)
• United Nations Framework Convention on Climate Change (Rio De Janeiro, 1992)
• Convention on Biological Diversity (Rio De Janeiro, 1992)
• Protocol to the United Nations Convention on Climate Change (Kyoto, 1997)
• United Nations Convention on the law of sea (Jamaica, 1982)
• Convention concerning the Protection of the World's Cultural and Natural Heritage (1975)
The above list of international conventions served as requirements for the project to comply.
7.5.4 Environment and Social Safeguard Policies
A. ASIAN DEVELOPMENT BANK (ADB) SAFEGUARD POLICIES

Environmental and social safeguards are a cornerstone of ADBs support for environmentally sustainable
economic growth. The Safeguard Policy Statement builds upon the three safeguard policies on the
environment, involuntary resettlement, and indigenous people, and brings them into a consolidated
policy framework to enhance effectiveness and relevance. The Safeguard Policy Statements, lays out
Policy Principles and outlines a set of specific safeguard requirements that ADB supported projects are
expected to meet. The ADB Safeguard Policies cover the following aspects.
• Environmental assessment;
• Environmental planning, and management;
• Information disclosure;
• Consultation and participation;
• Grievance Redress mechanisms;
• Monitoring and Reporting;
• Unanticipated Environment Impacts;
• Biodiversity and sustainable natural resources management;
• Pollution prevention and abatement;
• Health and safety;
• Physical cultural resources; and
• Involuntary resettlement;
• Indigenous peoples
Applicability analysis of the ADBs in reference to proposed project is tabulated below

Table 7.6: Application of ADB Safeguard Policies to the Project
ADB Safeguard Policy Project Information/
Requirements
statement Application
1. Environmental Environmental assessment term is used to The assessment is made in
assessment identify potential direct, indirect, reference to the ADB standard
cumulative, and induced impacts and risks checklist
at an early stage of the project
2. Environmental As per this requirement, borrower should Management and monitoring
planning and prepare an environmental management plan for the project is based on
management plan (EMP) that addresses the potential the Impact Intensity in a
impacts and risks identified by the particular aspect of
environmental assessment. environment. Performance
The EMP should include the proposed Indicators are established for
mitigation measures, environmental post project monitoring.
monitoring and reporting requirements,
emergency response procedures, related


Requirements
institutional or organizational
arrangements, capacity development and
training measures, implementation
schedule, cost estimates, and performance
indicators.
3. Information Under this requirement borrower should Regular interaction with
Disclosure establish regular interaction with the affected population and
affected populations and stakeholders stakeholders are being made.
4. Consultation and The borrower / client should carry out Consultation is a regular practice
Participation meaningful consultation with affected at the project site. NHIDCL
people and other concerned stakeholders, should keep regular interaction
including civil society, and facilitate their with all the stakeholders.
informed participation.
5. Grievance Redress The borrower / client should establish a Grievance Redressal Mechanism
Mechanism mechanism to receive and facilitate of NHIDCL, MoRTH, Govt. of
resolution of affected peoples’ concerns, India shall be followed.
complaints and grievances about the
project’s environmental performance.
6. Monitoring and The borrower / client should monitor and Monitoring plan is defined in
Reporting measure the progress of implementation this report and same shall be
of the EMP. The extent of monitoring followed during operation of the
activities should be commensurate with project.
the project’s risks and impacts.
The borrower / client should prepare
periodic monitoring reports that describe
progress with implementation of the EMP
and compliance issues and corrective
actions, if any.
7. Unanticipated Where unanticipated environmental At this stage no such
Environmental Impacts impacts become apparent during project unanticipated impact is
implementation, the borrower / client expected. However, If any
should update the environmental unforeseen circumstance takes
assessment and EMP or prepare a new place, corrective action shall be
environmental assessment and EMP to taken by NHIDCL.
assess the potential impacts, evaluate the
alternatives, and outline mitigation
measures and resources to address those
impacts.
8. Biodiversity and NHIDCL should follow and need to identify The project road packages are
sustainable natural measures to avoid, minimize, or mitigate traversing through Eco- sensitive


Requirements
resources potentially adverse impacts and risks and, locations such as Daboka,
management; as a last resort, propose compensatory Sildharampur Reserve Forests.
measures, such as biodiversity offsets, to Hence the project requires
achieve no net loss or a net gain of the Forest Clearance from the
affected biodiversity. MoEF&CC under the Forest
(Conservation) Act, 1980 and
Wildlife Clearance from NBWL
under Wildlife (Protection) Act,
1972.
9. Pollution prevention During the design, construction, and NHIDCL shall ensure that any
and abatement; operation of the project the borrower/ pollution during design,
client should apply pollution prevention construction, and operation of
and control technologies and practices the project shall be minimal and
consistent with international good at any cost should not exceed
practice, as reflected in internationally the permissible limit of
recognized standards such as the World CPCB/SPCB.
Bank Group’s Environment, Health and
Safety (EHS) Guidelines.
10. Health and safety; NHIDCL should provide workers with a safe NHIDCL shall abide with
and healthy working environment, taking National and International
into account risks inherent to the particular Safety Standards. Labour laws
sector and specific classes of hazards in the shall be followed in specific
work areas, including physical, chemical, reference to Highways and
biological, and radiological hazards. Infrastructure Development
Borrower / client should take steps to Projects.
prevent accidents, injury, and disease
arising from, associated with, or occurring
during the course of work by (i) identifying
and minimizing, so far as reasonably
practicable, the causes of potential hazards
to workers; (ii) providing preventive and
protective measures, including
modification, substitution, or elimination
of hazardous conditions or substances; (iii)
providing appropriate equipment to
minimize risks and requiring and enforcing
its use; (iv) training workers and providing
them with appropriate incentives to use
and comply with health and safety
procedures and protective equipment; (v)


Requirements
documenting and reporting occupational
accidents, diseases, and incidents; and (vi)
having emergency prevention,
preparedness, and response arrangements
in place.
11. Physical cultural The borrower / client is responsible for NHIDCL shall ensure that the
resources siting and designing the project to avoid project will not have any impact
significant damage to physical cultural on any structure(s) of
resources (Defined as movable or archaeological, paleontological,
immovable objects, sites, structures, historical, architectural,
groups of structures, and natural features religious, aesthetic, or other
and landscapes that have archaeological, cultural significance.
paleontological, historical, architectural,
religious, aesthetic, or other cultural
significance.
12. Involuntary Borrower / client should provide adequate Land for the project shall be
resettlement; and appropriate replacement land and acquired from the public/Govt.
structures or cash compensation at full and local inhabitants following
replacement cost for lost land and the Govt. of India/State of
structures, adequate compensation for Assam and NHIDCL/MoRTH
partially damaged structures, and Guidelines.
relocation assistance.
The rate of compensation for acquired
housing, land and other assets should be
calculated at full replacement costs. The
calculation of full replacement cost should
be based on the following elements: (i) fair
market value; (ii) transaction costs; (iii)
interest accrued, (iv) transitional and
restoration costs; and (v) other applicable
payments.
13. Indigenous Borrower / client should explore to the Land for the project shall be
peoples; maximum extent possible alternative acquired from the public/Govt.
project designs to avoid physical relocation and local inhabitants following
of Indigenous People that shall result in the Govt. of India/State of
adverse impacts on their identity, culture, Assam and NHIDCL/MoRTH
and customary livelihoods. If avoidance is Guidelines.
impossible, in consultation with ADB, a


Requirements
combined Indigenous Peoples plan and
resettlement plan could be formulated to
address both involuntary resettlement and
Indigenous Peoples issues.
B. WORLD BANK (WB) SAFEGUARD POLICIES
The World Bank has 10 operational safeguard policies for the development projects that are funded by
the Bank. The purpose of these policies is to ensure that social and environmental risks are prevented or
at least minimized while increasing socio-economic benefits of approved projects in addition to
preserving the environment.
These policies have been a means to increase the effectiveness and positive impacts of development
projects and programs supported by the Bank.
The Bank’s 10 safeguard policies are:
▪ OP/BP 4.01 Environmental Assessment
▪ OP/BP 4.04 Natural Habitats
▪ OP/BP 4.09 Pest Management
▪ OP/BP 4.10 Indigenous Peoples
▪ OP/BP 4.11 Physical Cultural Resources
▪ OP/BP 4.12 Involuntary Resettlement
▪ OP/BP 4.36 Forests
▪ OP/BP 4.37 Safety of Dams
▪ OP/BP 7.50 Projects on International Waterways
▪ OP/BP 7.60 Projects in Disputed Areas
With respect to this project, three key policies are being triggered. These are Environmental Assessment

(OP/BP 4.01), Involuntary Resettlement (OP/BP 4.12) and Physical Cultural Resources (OP/BP 4.11)
i) OP/BP 4.01 Environmental Assessment
This policy is triggered if a project is likely to have significant adverse environmental impacts in its area
of influence. For Category A projects, such as this project, a comprehensive Environmental and Social
Impact Assessment and the resultant Environmental and Social Management Plan are required, with
emphasis on integrating environmental measures in project planning, design, implementation and
operation, in addition to ensuring the environmental soundness and sustainability of investment
projects.
The project’s ESIA and ESMP take into account the natural environment (air, water, and land); human
health and safety; and social aspects (involuntary resettlement, physical cultural resources, etc.) in
addition to trans-boundary and global environmental aspects. The policy requires consultations with
potentially affected persons and analysis of alternatives as key parts of the process and documentation.
The OP 4.01 is applicable to all components of Bank financed projects.
ii) OP/BP 4.12 Involuntary Resettlement
This policy requires that adverse social impacts of projects it supports be mitigated, including when land
or property is acquired or its use modified under a project so that Project-affected Persons (PAPs) suffer
loss of income, residence, livelihoods or access to resources, either permanent or temporary, whether
the land occupation/use is legal or illegal. Resettlement or relocation of PAPs adversely affected by
project activities must be undertaken in accordance with laws, regulations and guidelines for
Resettlement/Land Acquisition in Govt. of India/State of Assam Resettlement & Rehabilitation Policy
and OP 4.12. If there is a gap between Govt. of India/State of Assam Resettlement & Rehabilitation
Policy and the Bank’s OP 4.12 then the Bank’s provisions must apply.
According to OP 4.12, the main objectives of this policy are:
• Involuntary resettlement should be avoided where feasible, or minimized, exploring all viable
alternative project designs.
• Where it is not feasible to avoid resettlement, resettlement activities should be conceived and
executed as sustainable development programs, providing sufficient investment resources to
enable the persons displaced by the project to share in project benefits.

• Displaced persons should be assisted in their efforts to improve their livelihoods and standards
of living or at least to restore them, in real terms, to pre-displacement levels or to levels
prevailing prior to the beginning of project implementation, whichever is higher.
• This policy covers direct economic and social impacts that both result from Banks assisted
investment projects, and are caused by:
• The Involuntary taking of land resulting in:
o Relocation or loss of shelter
o Loss of assets or access to assets; or
o Loss of income sources or means of livelihood, whether or not the affected persons must
move to another location; or
• The involuntary restriction of access to legally designated parks and protected areas resulting in
adverse impacts on the livelihoods of the displaced persons.
Furthermore, the Bank requires that appropriate and accessible grievance mechanisms are established
for project affected persons. A Resettlement Action Plan (RAP) for the project shall be prepared as a
separate document.
iii) OP/BP 4.11 – Physical Cultural Resources
The Policy triggered if there are physical cultural resources will be affected due to proposed
development. Procedures to deal with such instances in line with the Govt. of India/State of Assam law
and OP 4.11 will need to be integrated into the civil works contract documents, through the ESMP.
iv) Mandatory Policies – BP 17.50 Bank Disclosure Policies
This Bank Policy supports decision making process by the Borrower and Bank through allowing public
access to information on environmental and social aspects of projects. Disclosure of key project
documents, including Executive summaries in English and in the local language, is mandated:
• In Country – prior to project appraisal in the local language and in English
• In the World Bank Info Shop before project appraisal, in English with the Executive Summary in

English and in the local language (documents can be in draft but must meet World Bank
standards).
C. OTHER WB GUIDELINES
Other useful guidelines and manuals that have been considered during the ESIA phase of the
project include:
• The World Bank Participation Source book
• IFC Involuntary Resettlement Guide book
• Safeguards Policy Basics – Red book
• Environmental, Health and Safety (EHS) General Guidelines of the World Bank Group
• Roads and the Environment. A Handbook. World Bank Technical Paper 376.
• Doing Better Business through Effective Public Consultation and Disclosure – A good Practice
Manual, issued by IFC.
• Handbook for Preparing a Resettlement Action Plan, issued by IFC.
7.6 ENVIRONMENT SCREENING
7.6.1 Introduction
The collection of baseline information on biophysical, social and economic aspects of the project area is
the most important reference for conducting environment study. Social and Environment team have
visited the site to collect environment and socio-economic data pertaining to the planned road project.
The outcome of the findings is discussed in this section of the report.
7.6.2 Study Area
Details of affected structures were collected for 22.5 m on either side from the center line of the road.
Details of sensitive receptors, those are located beyond 22.5 m were also collected as the noise and air
pollution may take place beyond direct area (approximately 500 meters) of impact.
7.6.3 Data Collection

Efforts have been made to collect the latest information both at regional as well as local level especially

along the project roads alignment.
A. Secondary Data
Data collection from the secondary sources has been done from various authentic and published
sources. Following are some important information available from secondary sources.
• Project objectives, technical information on existing road features from Contract Document
• Climatic condition & long-term meteorological data from Indian Meteorological Department
and government websites
• Geology, seismicity, soil and topography from government websites & district groundwater
brochure of CGWB
• Land Use from Google Earth and observation during surveys
• Survey of India Topo-sheet, Google Earth & field observation

B. Primary Data
Field study / monitoring have been carried out to generate and collect primary data in the study
corridor, which involves:
• Inventory of road features like drinking water source, water bodies, community structures,
environmentally sensitive locations areas, congested locations etc. from physical surveys
• Enumeration of roadside trees by Contractor
• Biological Diversity Data
• Environment Monitoring
• Forest Data from the concerned forest Department.
7.6.4 Location
A. The State- Assam

Assam is a state in Northeast India, situated south of the eastern Himalayas along the Brahmaputra and
Barak River valleys. Assam covers an area of 78,438 km2 (30,285 sq mi). The state is bordered by Bhutan
and the state of Arunachal Pradesh to the north; Nagaland and Manipur to the east; Meghalaya, Tripura,
Mizoram and Bangladesh to the south; and West Bengal to the west via the Siliguri Corridor, a 22
kilometres (14 mi) strip of land that connects the state to the rest of India.
The indigenous people traditionally include ethnic groups like Assamese Brahmins (including Ganaks),
Koch Rajbongshi, Ahom, Bodo, Mishings, Sonowal Kacharis, Rabha, Hajong , Karbi, Rengma Naga,
Chutias, Kalitas, Keot (Kaibarta), Tiwa, Mech Kachari, Thengal-Kacharis, Sarania Kacharis, Dimasa, Tea
Tribes, Tai Phake and other Tai groups, indigenous ethnic groups of other neighbouring North-East
states, Deoris, Doms/Nadiyals, Assamese Muslims (particularly Goria, Moria, Deshi communities),
Assamese Sikhs and Assamese Christians speaking Assamese or any other tribal dialect of Assam as their
mother tongue.
Assam is known for Assam tea and Assam silk. The state has conserved the one-horned Indian
rhinoceros from near extinction, along with the wild water buffalo, pygmy hog, tiger and various species
of Asiatic birds, and provides one of the last wild habitats for the Asian elephant. The Assamese
economy is aided by wildlife tourism to Kaziranga National Park and Manas National Park, which are
World Heritage Sites. Sal tree forests are found in the state which, as a result of abundant rainfall, look
green all year round. Assam receives more rainfall than most parts of India; this rain feeds the

Brahmaputra River, whose tributaries and oxbow lakes provide the region with a hydro-geomorphic
environment.
A. District of project Road Stretches in Assam

In Assam, the project stretch road stretches under Nagaon – Dimapur Economic Corridor traverses
through Hojai and Karbi Anglong districts.
a. Hojai District: Hojai is a new district in the state of Assam, in India. It was formed on 15 August
2015. Hojai is the headquarter of the new district. Hojai district is formed with three tehsils of
Nagaon district named Hojai, Doboka and Lanka. As per Indian census 2011, those three tehsils
together had a population of 931,218. So, newly formed Hojai district had a population of
931,218 in 2011. Among those 499,565 are Muslim & 424,065 are Hindu. Muslims constitute
53.65% of district population, Hindu constitute 45.53% of district population.
b. Karbi Anglong District: Karbi Anglong district is one of the 33 administrative districts of Assam
state in Northeastern India. The district is bounded by Golaghat district on the east, Morigaon
district on the west, Nagaon and Golaghat districts on the north and Dima Hasao district and
Nagaland state on the south. The district is located between 25º 33′ and 26º 35′ North latitude
and from 92º 10′ to 93º 50′ East longitude. Diphu is the administrative headquarter of the
district. Indigenous tribal communities particularly Karbi people form the majority of the
population. According to the 2011 census Karbi Anglong District has a population of 965,280.
This gives it a ranking of 451st in India (out of a total of 640). The district has a population density
of 93 inhabitants per square kilometre (240/sq mi). Its population growth rate over the decade
2001-2011 was 17.58%. Karbi Anglong has a sex ratio of 951females for every 1000 males and
a literacy rate of 74%. with Male and Female constituting 82% and 65% respectively.
7.6.5 Topography, Geology, Seismicity and Soil
The topography, geology, seismicity and Soil of the project districts is detailed in Table 7.9 as follows:

Table 7.7: Topography, Geology, Seismicity and Soil of the project districts
Assam
Factors Hojai District Karbi Anglong District
Topography Hojai is a newly formed district which The Karbi Anglong district covered total
is carved out from Nagaon district on geographical area of 10434 Sq Km
15th August, 2015. Hojai is located at which
26.0°N 92.87°E. It has an average accounts for 13.3% total geographical
elevation of 59 metres (193 feet). area of Assam State. It is almost
consisting of
undulating and hilly terrain with
numerous rivers and streams. The
altitude of Karbi Anglong district varies
from 600 meters in the North range to
900 meters on south range, while that
of the valley area range from 75
meters to
150 meters.
Geology The geological formations of the Sub- The geological setting of the hill
division as seen from the outcrop districts of Karbi Anglong is a complex
ping rocks are confined mainly to one. The western part of Karbi Anglong
three geological periods viz. Pre- physically attached with Meghalaya
cambrian, Tertiary and quartemeiy lying mainly north of the Mynriang and
ages. Maximum areas of Hojai Sub- Amring rivers. Granite, gneiss and the
division are mostly covered by recent Shillong group of rocks are
alluvium formed by the Brahmaputra predominant.
tributaries.
Seismicity As per the seismic zoning map of As per the seismic zoning map of India,
India, as incorporated in Indian as incorporated in Indian Standard
Standard Criteria for earthquake Criteria for earthquake Resistant
Resistant Design of Structure IS:1893- Design of Structure IS:1893-(Part I)
(Part I) 2002: General Provisions and 2002: General Provisions and Buildings;
Buildings; the entire state of Assam the entire state of Assam has been
has been assigned to seismic zone V, assigned to seismic zone V, which is the
which is the most seismotectonically most seismotectonically active zones
active zones on the map. on the map.
Soil The soil of Hojai district is mainly Two types of soils are mainly observed
alluvium. From physical and chemical in the district. These are (1) Brown to
characteristics, pale brown soil
alluvial soil can be classified into two developed on the top of the hills,
classes, viz., lateritic in places and (2) the alluvial
residual and transported soil. soil, sandy loam or clayey developed

Assam
Factors Hojai District Karbi Anglong District
Residual soils are found on the low lying terrain.
mainly near the foothills of the
districts. Alluvial soil is
the main transported soil in the plain
area.
7.6.6 Climatology
In accordance to 2Köppen–Geiger Climate Classification system, The project districts i.e. Hojai, Karbi
Anglong in Assam falls under3Humid subtropical climate (Cwa).
Proposed Project Region
*Source: Peel, M. C., Finlayson, B. L., and McMahon, T. A. (University of Melbourne) Enhanced, modified,
and vectorized by Ali Zifan. - Hydrology and Earth System Sciences: "Updated world map of the Köppen-
Geiger climate classification"
Figure 7.3: World Map of Köppen–Geiger Climate Classification
2 Köppen-Geiger Climate Classification is one of the most widely used climate classification systems. The system is based on the
concept that native vegetation is the best expression of climate. Thus, climate zone boundaries have been selected with
vegetation distribution in mind. It combines average annual and monthly temperatures and precipitation, and the seasonality
of precipitation.
3A humid subtropical climate is a zone of climate characterized by hot and humid summers, and mild to cool winters. These
climates normally lie on the southeast side of all continents, generally between latitudes 25° and 35° and are located poleward
from adjacent tropical climates.

a) Hojai District: The climate in Hojai is warm and temperate. In winter, there is much less rainfall
in Hojai than in summer. The Köppen-Geiger climate classification is Cwa. In Hojai, the average
annual temperature is 24.4 °C. Precipitation here averages 1562 mm. The driest month is
January, with 9 mm of rain. With an average of 295 mm, the most precipitation falls in July. The
driest month is January, with 9 mm of rain. With an average of 295 mm, the most precipitation
falls in July.
Figure 7.4: Climograph of Hojai District

Figure 7.4: Temperature Graph of Hojai District

*Source: https://en.climate-data.org/location/767206/
b) Karbi Anglong District: The climate is warm and temperate in 4Diphu. When compared with
winter, the summers have much more rainfall. The Köppen-Geiger climate classification is Cwa.
The average temperature in Diphu is 24.0 °C. In a year, the average rainfall is 1453 mm. The
driest month is January, with 17 mm of rainfall. In July, the precipitation reaches its peak, with
an average of 247 mm. The warmest month of the year is July, with an average temperature of
28.6 °C. At 16.5 °C on average, January is the coldest month of the year. The difference in
precipitation between the driest month and the wettest month is 230 mm. The variation in
annual temperature is around 12.1 °C.
4 Diphu is the headquarter of Karbi Anglong district in the state of Assam in India.

Figure 7.5: Climograph of Karbi Anglong District
Figure 7.6: Temperature Graph of Karbi Anglong District

*Source: https://en.climate-data.org/location/24634/
7.6.7 Drainage Pattern
Two main rivers of the Hojai district are Kopili and Jamuna. After entering Assam, the Kopili separates
the Karbi Anglong district from the Dima Hasao North Cachar Hills district and flows into the Nagaon

district in a north-westerly direction. While Jamuna River with a catchment of 3960 km2 flows to the
Kopili at Jamunamukh.The Kopili River finally flows to Kalang, a spill channel of Brahmaputra, near
Hatimukh after traversing a distance of 290 km2. The total catchment of Kopili River is about 16,421km2
The drainage network of Karbi Anglong District forms the upper catchment of Dhansiri river, Jamuna
and Kopili rivers. The drainage pattern is dendritic to sub-parallel and is controlled by structural features
and underlying lithology.
7.6.8 Surface Water Resources in the Project Area

The project road stretches are traversing through various surface water bodies (Ponds/rivers etc.). Table
7.10 as follows:
Table 7.8: List of Major Surface-Water Resources observed in NH-29 (Section 3 in Daboka To Lahorijan
Section)
S.No. Features Existing Chainage (km) Side Dist from C/W edge (m)
1. Pond 70+420 LHS 3.0

2. Pond 70+450 LHS 3.0
3. Pond 70+100 LHS 3.0
7.6.9 Air Quality
Air quality along the project stretch is observed healthy and clean in the study area. No major dust
emitting activities was observed along the project road. Ambient air quality monitoring for various
parameters like PM10, PM2.5, SOx, NOx, CO shall be started at project site and surrounding area.
However, during detailed EIA & EMP study, air quality monitoring will be carried out along the road to
understand the actual baseline condition.
Central and State Pollution Control Board guidelines shall be followed for sampling and analysis. The
data will be compared with the National Ambient Air Quality Standard of CPCB as given in Table 7.11
below.

Table 7.11: National Ambient Air Quality Standards

Concentration in Ambient Air
Ecological
Time Industrial,
S. Sensitive Area
Pollutants Weighted Residential,
No. (notified by Methods of Measurement
Average Rural and
Central
Other areas
Government)
(1) (2) (3) (4) (5) (6)
1. Particulate Annual* 60 60 - Gravimetric
Matter (size - TOEM
less than 10µm) 24 hours** 100 100 - Beta attenuation
or PM10 µg/m3
2. Particulate Annual* 40 40 - Gravimetric
Matter (size - TOEM
less than 24 hours** 60 60 - Beta attenuation
2.5µm) or PM2.5
µg/m3
3. Sulphur Dioxide Annual* 50 20 - Improved West and Gaeke
(SO2), µg/m3 - Ultraviolet Fluorescence
24 hours** 80 80
4. Nitrogen Annual* 40 30 - Modified Jacob
Dioxide (NOx), &Hochheiser (Na-
µg/m3 24 hours** 80 80 Arsenite)
- Chemiluminescence
5. Carbon 8 hours** 02 02 - Non Dispersive Infra-Red
Monoxide (CO), (NDIR)
µg/m3 1 hour** 04 04
*Source: Central Pollution Control Board
Annual Arithmetic mean of minimum 104 measurements in a year at a particular site taken twice
a week 24 hourly at uniform interval.
**24 hourly or 8 hourly or 1 hourly monitored values, as applicable, shall be compiled with 98%
time in a year. 2 % of the time, they may exceed the limits but not on two consecutive days of
monitoring.
7.6.10 Noise Level
The noise level on road side was found low on the stretch except the market area that has some traffic

during day time otherwise the noise level is normal as observed during consultation. Day and night time
ambient noise levels will be determined based on monitored data. Monitoring location shall be finalized
based on the sensitive receptors and source of noise pollution. The data will be compared with Ambient
Noise level standards as given in Table 7.12 below:
Table 7.12: Ambient Noise Monitoring Standards

Noise Level (Leq dB (A))*
Area/Class
Day Time Night Time
Industrial 75 70
Commercial/Mixed 65 55
Residential/Rural 55 45
Sensitive 50 40
Note-:
1. Day time shall mean from 6 a.m. to 10 p.m. and Night time shall mean from 10 p.m. to 6
a.m.
2. Silence Zone is an area comprising not less than 100 meters around hospitals, education
institutions, courts, religious places or any other area, which is declared as such by
Competent Authority.
3. Mixed categories of areas may be declared as one of the four above-mentioned categories
by the Competent Authority.
4. * dB(A) Leq denotes the time weighted average of the level of decibels on scale A which is
related to Human Beings
5. A “decibel” is the unit in which noise is measured
6. “A” in dB (A) Leq, denotes the frequency weighted in the measurement of the noise
corresponds to frequency response characteristics of the human ear.
7. Leq: It is an energy means of the noise level over a specified period.
7.6.11 Forest & Biodiversity

a) Assam
In the “Revised Survey of Forest Types in India”, Champion and Seth categorized as many as fifty-one
different forest types/ sub types for this region. But, the species diversity is so spectacular that it
becomes often difficult to clearly identify separate riche to existing plant formations. However, broadly
speaking the forest in Assam can be described into following types/ sub types.
 Tropical Wet Evergreen Forests.
 Tropical Semi Evergreen Forests.

 Tropical Moist Deciduous Forests.

 Sub-Tropical Broadleaf Hill Forests.
 Sub-Tropical Pine Forests.
 Littoral and Swamp Forests.
 Grassland and Savannahs.
Important Tree Species along the project road: Hollong (Dipterocarpus macrocarpus), Dipterocarpus
terbinatus (Garjan) Michelia glabra (Champ), Palaquium polyanthum (Kathalua) etc. Sal (Shora robusta)
Adina cordifolia (Haldu), Ficus species (Bor, Dimoru, Dhupbor, Bot, Athabor, tengabor, Lotadioru,
Khongaldimoru), Michelia champaca (Teeta champa), Terminalia species (Hilikha, Bhomora, Bohera).
Toona ciliate (Poma) etc. Adina cordifolia (Haldu), Albizia species (Siris, Alstonia scholaris (Satiana),
Dalbergia species (Sissoo, Medelua), Ficus species (Bot, Bor, Dimoru), Aegle marmelos (Bel), Albizia
species (Siris), Cassia fistula (Sonaru), Bombax ciba (Simul), Melia azedarach (Neem), Moringa oleifera
(Sajana) and Terminalia species (Hilikha,Bhomora) etc.
7.6.12 Reserved Forest and Eco sensitive Locations along the Project Road
Some part of the project road is passing through the reserve forest under Daboka – Lahorijan section
and wild life sanctuary under Numaligarh - Khatkhati section. A list showing the forest stretches is
Table 7.13: List of Forest Stretches

Sl No. Length (m) Forest Name
From To
Daboka – Lahorijan (Section 3)
Nil
7.6.13 Social and Cultural Feature
A total of 3.18 km of road stretches are traversing through built-up locations which falls under 2 villages
as detailed in Table 7.14 as follows:
Table 7.14: Built-up locations along the planned project road

From To
Section 3
1 69+350 71+950 2600 Langhin


From To
2 72+450 72+800 350 Langhin
3 80+700 80+930 230 Loringthepi
*Note: These lengths are exclusive of structures
7.6.14 Historical/ Archaeological Sites
No archeological site listed under Archeological Survey of India, has been identified in close vicinity of
the project road.
7.6.15 Educational Facilities
About 5 education facilities are likely to be affected by the proposed improvement. The details of
facilities are given in Table 7.15 below.
Table 7.15: Education facilities along Section-1 to 4 of Daboka To Lahorijan Section of NH-29
S.No. Features Existing Road Side Dist from
Chainage (km) Segment C/W edge
(m)
Section 3
1. Primary School 68+380 NH29 LHS 50.0
2. Langhin Primary School 69+500 NH29 LHS 40.0
3. Langhin H.S School B.W 71+120 NH29 LHS 2.0
4. High School 72+000 NH29 LHS 10.0
5. Pholoni Primary School 73+120 NH29 RHS 17.0
6. Pholoni F.P School 75+600 NH29 LHS 8.0
7.6.16 Medical Facilities
No Hospitals/Health Centers located on (Daboka to Lahorijan) Section 3 of NH-29. Details of these

hospital is given in Table 7.16 below.
Table 7.16: Medical Facilities along Daboka To Lahorijan Section of NH-29

S.No. Existing Road Dist from C/W edge
Features Side
Chainage (km) Segment (m)
Section 3
Nil

7.6.17 Religious & Cultural Structures
1 Religious structure (Temples/Church & Mosque) are likely to be impacted in Section-3 of the stretch
due to the proposed 4-lane widening Daboka to Lahorijan Section of NH-29. Details of these hospitals
are given in Table 7.17 below.
Table 7.17: Religious & Cultural Structures along Daboka To Lahorijan Section of NH-29
S.No. Features Existing Chainage Road Segment Side Dist from C/W edge
(km) (m)
Section 3
1. Temple 75+080 NH29 LHS 2.0
7.7 STAKEHOLDER CONSULTATION
7.7.1 Process and Methodology
As a part of the project preparation and to ensure that the community support is obtained and the
project supports the felt needs of the people; stakeholder consultations were carried out as an integral
component. A continuous involvement of the stakeholders and the affected community was obtained.
Individual interviews, field level observations, transect walk, community consultations & meetings were
used to collect stakeholders input on the project. Meetings with community were conducted in both
ways i.e. formal as well as informal.
Detailed Stakeholder consultation and socio-economic surveys shall be carried out during the EIA stage.
7.8 SCREENING OF POTENITAL ENIVRONMNETAL & SOCIAL IMPACTS
7.8.1 Analysis of Data and Environmental & Social Screening
Based on the collected site data and field investigations, the critical sections have been recognized for
further detailed Environmental Impact Assessment study. For convenience, the road has been divided
into different segments and was screened with respect to sensitive environment features as mentioned
in Table 7.18

Table 7.18: Road Segments with Preliminary Findings

Road Road Section Description
Segment
NH-29 Daboka To Lahorijan Section  Daboka Reserve Forest is located from Km
41+970 to Km 49+270 with a total length of
7.300 km.
 Sildharampur Reserve Forest is located from Km
58+280 to Km 63+550 with a total length of
5.270 km.
 Presence of waterbodies (ponds & rivers) at
several locations as detailed out in Table 7.14.
 Presence of Educational Facilities at several
locations as detailed out in Table 7.15.
 Presence of Medical Facilities at several locations
as detailed out in Table 7.16.
 Presence of religious structures at several
locations as detailed out in Table 7.17.
As the number of environmental features in a particular section increases, the project road section
becomes more sensitive. Special care will be needed for the sensitive zones during designing and
construction phase as well. Formulation of specific mitigation measures has to be done for adverse
impacts in those sections during the detailed environmental assessment study.
7.8.2 Identification of Critical Sections
All the road sections were subjected to screening considering the major environmental indicators within
area of influence, their importance and their presence in the section and their degree of sensitivity.
 Water resources
 Major Settlement/ built-up area
 Religious structures
 Road side tree cutting
 Forest Area
 Environmentally Protected Area
The road sections with more than one environmental feature have been designated as sensitive section.
All the sensitive section shall be carefully analyzed during Environmental Impact Assessment study and
accordingly safeguard measures will be provided in Environmental Management Plan.
7.8.2.1 Water Resources
River/ pond / lake has major environmental significance in the project area as they are being utilized by
the nearby villagers. The details of water resources in the project road are listed in Table 7.14.

7.8.2.2 Settlement / Built-up Areas
The road section with high settlement area has been considered as sensitive zone. The widening process
will involve loss of public properties, resettlement and rehabilitation problem. The people residing at
roadside are exposed to the emissions and are vulnerable to health problems. During construction
phase, they will be directly exposed to additional emissions and noise pollution. The sensitive receptors
are located mainly in the settlement area. Thus, the area without any settlement or low built-up area is
likely to be affected less. Some section of road is passing through populated area along the road. During
detailed study, impacts will be identified on the structures falling within ROW and rehabilitation and
resettlement plan will be prepared as per the requirement. Thus, these sections have importance both
from environmental and social aspects.
7.8.2.3 Religious/ Cultural Features
A number of religious structures are located both sides along the project corridor. These structures are
socially critical issue and hence make the section containing them as high sensitive impact zones. All
these sites are critical and proper attention shall be given during detailed Environmental Impact
Assessment study.
7.8.2.4 Roadside Tree Cutting
Tree cutting is a critical environmental issue but the cutting of roadside trees is inevitable during the
widening process. Road side trees present throughout length of the project road will be counted during
detailed study. Species wise and girth wise details of trees within ROW will be provided in EIA & EMP
report.
7.8.3 Potential Environmental Impacts and Mitigation
Attempt has been made to identify and assess the probable impacts on different environmental
parameters due to planning, construction and the operation of the proposed development. After
studying the existing baseline environmental scenario, initial field surveys, reviewing the process and
related statutory norms, the major impacts can be identified and assessed during the design,
construction and the operation phases.
Road construction related impacts occur at three stages of the project:
i) Design and Pre-construction
ii) Construction
iii) Operation
The major impacts during Planning and designing phase is related with the land acquisition, since
widening needs land area throughout the corridor. The impacts during construction phase, in general,

have adverse influence on all the components of environment. Most of these impacts are short lived
and reversible in nature. A proper care is must to minimize the negative impacts, which can facilitate the
restoration. Operation phase impacts are continuous in nature. To identify these impacts broadly on
physical, ecological and social environment Impact Identification Matrix of potential environmental
impacts due to the project and preliminary mitigation measures has been developed and is presented in
Table 7.19.

Table 7.19: Matrix of Potential Environmental Impacts due to the Project and Preliminary Mitigation Measures
Significance Duration
Environmental Direct/
Impacts (High/ of Mitigation
Components Indirect
Medium/Low) Impacts
Preconstruction Land Acquisition D H L The alignment selection should be in such
manner to minimize the acquisition of land. As
far as possible the productive land area should
be avoided to acquire.
Construction
Physical Resources
Soil Loss of top soil due to site clearance, D H L Top soil should be removed & stored separately
excavation, Hill cutting during excavation.
Re-vegetate the disturbed slope as early as
possible
Soil compaction due to storage of quarry D H L Regulation of movement and parking of vehicles
materials and other heavy equipment’s, and equipment outside ROW. Storage of
movements of heavy vehicles at the site materials should be allowed only at wasteland
or barren area.
Air Quality Reduced buffering of air pollutants, I L L Tree plantation
hotter, drier microclimate due to tree
felling and vegetation loss during site
clearance
Localized increase in pollutants due to D L S Vehicles should be maintained such that
increase in number of construction exhaust emissions are minimum.
vehicles and equipment’s.

Components Indirect
Medium/Low) Impacts
Dust generation due to earth excavation, I L S • Vehicles delivering materials should be
transportation & heavy vehicles covered.
maintenance or operation, Construction • Regular water sprinkling over exposed
of structures and earth works, asphalt & surfaces.
crusher plants
Toxic gas emissions during asphalt D M S • The asphalt mixing plant should be located
preparation, bituminous heating in conformity with the statuary
requirements.
• Consent to Establish and Consent to
Operate from SPCB should be obtained prior
to operation of plant.
Noise Quality Increased noise level due to excavators/ D M S Noise standards of industrial enterprises shall be
machinery etc., operation and strictly enforced. Proper scheduling of the
maintenance of heavy vehicles and operation of these equipment’s.
equipment’s, Asphalt preparation and The stationary noise generating equipment’s
crushing should be installed sufficiently away from
habitation area.
Surface Water Additional pressure on water demand due D M S Alternative water supply system for
to the water requirement for construction construction should be ensured in such a way to
works prevent the additional pressure on public water
supply system
Damage to streams, springs, from D H L Prohibit activities which cause blockage or
excavation, cutting of hill, spoil disposal otherwise impede water flow
Suitable measures should be taken to avoid any
damage to springs.

Components Indirect
Medium/Low) Impacts
Blockage of water flow channels due to D M S Proper excavation and disposal of the extra fill
unmanaged excavation and earth filling material away from stream.
Provision of cross drainage during construction
along the stream and springs.
Contamination of water due to spillage, I M S Strict regulation of traffic flow, waste disposals,
construction wastes bunding around fuel storage site, proper
disposal system at equipment and vehicle
service stations
Impairment of surface water bodies, new I H L Controlled quarrying and borrowing
water bodies due to Quarries/ borrow
pits
Ground water Ground water exploitation for I L S Regulation of ground water extraction
construction works and workforce camp
Surface water should be used for construction
Drainage Interference with natural drainage flow D M S Regulation of dumping of waste materials and
Pattern due to earth excavation dumping, proper care should be taken at the site of
disposal of wastes and surplus earth construction to minimize the wastage. Clean fill
materials, and construction of structures material devoid of soil particles to prevent
and earthworks siltation and deposition on the way of natural
drainage.
Ecological Resources

Components Indirect
Medium/Low) Impacts
Vegetation • Impacts on forests from land take and D/I H L Cut only those trees affected by permanent
loss of trees. works; specify non-timber construction
• Fire risks during vegetation clearance materials
and asphalt preparation I H L Strengthen forest protection and management.
• Encroachment on to forest for
construction camps and loss of forest Camp should be established away from forest
resources due to demands for fuel D/I M L area
woods of workforce and incomers Prohibition of clearing of trees for firewood,
prohibiting on trapping and killing of wild life
Kerosene or gas cylinders should be supplied to
campsite to avoid use of firewood.
Wild Animals Disturbance or hunting of wild animals I H S Control workforce, awareness programme for
the workforce, strict enforcement of Wildlife
(Protection) Act,1972.
No camp site near forest area.
Prohibition of hunting of wild animals
Social Environment
Resettlement Problem of Resettlement and D H L Adjustment in alignment to avoid displacement
and Rehabilitation Early identification and entitlement of the
Rehabilitation project affected people
Early planning of rehabilitation and
resettlement
Livelihood Economic losses as a result of property D M L The alignment selection should be done in a
loss due to land take for widening way to minimize the land acquisition

Components Indirect
Medium/Low) Impacts
Employment Employment on road construction, and D H S Encourage local recruitment
resultant flow
Religious / Impact on religious/ cultural structure D H L Shifting and restoration of structures through
Cultural public consultation.
feature
Health • Health problems to the local people D M S Appropriate siting of plant establishment.
settled near the construction sites Strict adherence to the emission standards laid
because of toxic gaseous emissions due by the Central Pollution Control Board, regular
to asphalt preparation and crushing monitoring of emissions.
• Asphalt odour and dust due to asphalt
and crusher plant and laying of D M S Provision of emergency medical facility.
pavement.
Sanitation Insanitation condition at Campsite D H S Suitable medical facilities for workers
First Aid facilities at camp/ construction site
Safety at Work Accidents at work and on the road D/I M/H S Safe working techniques; safety clothing; proper
site training to workers and drivers
Operational Phase
Natural Long term stability problems along some D M L Provide adequate resources for effective
Resources sections of the road maintenance programme
Air Quality Increase in air quality due to stimulation D L L Providing lateral buffer zones in design, regular
of traffic flow, intense human activity, Regulation of air pollution by legislation and
congestion public awareness
Regulate development activities along the
corridor

Components Indirect
Medium/Low) Impacts
Forests • Increased exposure to anthropogenic D M L Enactment and enforcement of laws regulating
activities due to better access human intrusions, implementation of traffic
• Forest cutting and poaching due to control measures such as low speed limits near
induced development I M the forest
L Better forest management

7.9 ENVIRONMENTAL MANAGEMENT PLAN
A site-specific Environmental Management Plan (EMP) will be prepared for avoiding, mitigating,
checking the adverse impacts envisaged during EIA studies on various environmental components
during construction and operational phase of the project. This Environmental Management Plan will
include brief description about the project, EMP for construction and operation phase, tree
plantation strategy and environmental monitoring plans.
7.10 STRUCTURE OF THE EIA & EMP REPORT
The EIA & EMP report will be prepared as per MoEF&CC EIA Notification 2006 and amendments
thereafter and chapters will also be structured accordingly. Structure of EIA & EMP report is
provided in Table 7.20.
Table 7.20: Structure of EIA & EMP Report
Chapter Report Content Description
No. Structure
1. Introduction  Purpose of the report
 Identification of project & project proponent
 Brief description of nature, size, location of the project and its
importance to the country, region
 Scope of the study – details of regulatory scoping carried out (As per
Terms of Reference)
2. Project  Condensed description of those aspects of the project (based on
Description project feasibility study), likely to cause environmental effects.
Details should be provided to give clear picture of the following:
 Type of project
 Need for the project
 Location (maps showing general location, specific location, project
boundary & project site layout)
 Size or magnitude of operation (incl. Associated activities required by
or for the project
 Proposed schedule for approval and implementation
 Technology and process description
 Project description. Including drawings showing project layout,
components of project etc. Schematic representations of the
feasibility drawings which give information important for EIA purpose
3. Description of  Study area, period, components & methodology
the  Establishment of baseline for valued environmental components, as
Environment identified in the scope
 Base maps of all environmental components
4. Anticipated  Details of Investigated Environmental impacts due to project
Environmental location, possible accidents, project design, project construction,
Impacts & regular operations, final decommissioning or rehabilitation of a
Mitigation completed project

Chapter Report Content Description

No. Structure
Measures  Measures for minimizing and / or offsetting adverse impacts
identified
 Irreversible and Irretrievable commitments of environmental
components
 Assessment of significance of impacts (Criteria for determining
significance, Assigning significance)
 Mitigation measures
5. Environmental  Technical aspects of monitoring the effectiveness of mitigation
Monitoring measures (incl. Measurement methodologies, frequency, location,
Program data analysis, reporting schedules, emergency procedures, detailed
budget & procurement schedules)
6. Additional  Public Consultation
Studies  Risk assessment
 Social Impact Assessment. R&R Action Plans
7. Project  Improvements in the physical infrastructure
Benefits  Improvements in the social infrastructure
 Employment potential –skilled; semi-skilled and unskilled
 Other tangible benefits
8. EMP  Description of the administrative aspects of ensuring that mitigative
measures are implemented and their effectiveness monitored, after
approval of the EIA
9. Summary &  Overall justification for implementation of the project
Conclusion  Explanation of how, adverse effects have been mitigated
10. Disclosure of  The names of the Consultants engaged with their brief profile
Consultants
engaged

ANNEXURE-I: PHOTO-LOG OF THE ENVIRONMENTAL AND SOCIAL SCREENING FIELD VISIT
Daboka Reserve Forest in Daboka to Lahorijan Section Longhit Reserve Forest in Daboka to Lahorijan
of NH-29 Section of NH-29
River at Km 40+100 in Daboka to Lahorijan Section of River at Km 108+800 in Daboka to Lahorijan Section
NH-29 of NH-29
Temple at Km 128+010 in Daboka to Lahorijan Section Forest office on either side of the road at Km
of NH-29 157+300 in Daboka to Lahorijan Section of NH-29

Chapter – 8
Social Impact Assessment
Chapter 8: Preliminary Social Impact Assessment
CHAPTER 8
PRELIMINARY SOCIAL IMPACT ASSESSMENT
8.0 SOCIAL SCREENING
8.1 Introduction
The proposed project of the Nagaon – Dimapur Economic Corridor, have three stretches viz.,
1) Daboka – Manja, 2) Manja – Lahorijan, & 3) Numaligarh – Khatkhati, in the state of Assam
has been specified in Chapter 1. The Section-3 under Daboka-Manja stretch, has the project
influence area (PIA) of the project has been identified in Chapter 3 Socio-economic profile as
(1) Direct PIA as the vicinity on both sides of the project road, (2) Indirect PIA of the districts
of Hojai, East Karbi Anglong and Golaghat and (3) Tertiary PIA as the state of Assam as a
whole.
The socio-economic profile of the indirect and tertiary project influence area has been
prepared based on secondary official sources of information and discussed in Chapter 3
Socio-economic profile. The present chapter provides with a screening report on possible
social impacts of the vicinity of the project based on an initial assessment from the
reconnaissance survey and further field investigations.
8.2 Social Screening
The project is expected to bring quite a few benefits, viz.
• Improved connectivity with Daboka, Manja, Dimapur, Ranjgajan, Silonijan, Sariajan,

Bokajan and Numaligarh
• Take care of traffic from Dimapur side towards north and north-west;
• Connectivity with Dimapur of Nagaland
• The proposed road will share the load of NH37 traffic also;
• Lower transport costs for freight and passengers of motorised and non-motorised
vehicles;
• Improved Road network connectivity to the villages in the vicinity of the road;
• Enhanced traffic facilities and volume in the project road;
• Enhancement in economic opportunities/activities of the local people;
• Enhanced basic amenities to the villages along the proposed road;
• Rural prosperity of the project influence area;
Although such benefits were not quantified, the project is also expected to help alleviate
development constraints in agriculture, commerce, education, health, social welfare, and
public safety and contribute to general expansion and diversification of development

activities.
Preliminary survey activities have been carried out to assess the potential impacts of the
proposed project for the direct influence area. Features and properties along the Corridor of
Impact (COI) and Right of Way (ROW) and distance from the road to habitations and their
distance from the center line were observed, recorded and analyzed and presented.
8.3 Existing Road Width
The average carriageway width of the existing road is 7 - 10 m and the width of the earthen
shoulder varies from 1 m to 2.0 m on both sides. Details of the existing carriageway width is
presented in Appendices Volume (under Volume-IA).
As per investigation with sample measurements at site the existing total ROW at built up
area and forest area are found to vary between 10.0m-45.0m in total. It appears from the
first impression that the improved facility can be accommodated with acquisition of lower
order structures except at Dokmoka and Manja where provision of bypass is thought off.
Existing ROW information needs to be verified upon receipt of revenue maps. The collection
of Revenue Maps for verification of the official record is in process. A statement of existing
ROW is provided in in Chapter-2.
8.5 Terrain and Land Use
The project road is passing mainly through plain & rolling terrain.
Daboka, Sildharampur, Patradisa and Longnit Reserve Forests are involved for Section-1, 2 &
5 of the road stretches.
8.6 Built up Areas
The study identifies 2 numbers of villages and towns along section-3 of the existing road.
The settlements along the existing road is given in Table 8.1 and pictures in Plate 8.1.

Table 8.1: Settlements of Villages/Towns along the Existing Road

Design Chainage (km) Length
TCS Remarks
From To (m)
Section 3
69+350 71+950 2600 3 Langhin
72+450 72+800 350 3 Langhin
80+700 80+930 230 3 Loring Thepi
Source: Reconnaissance Survey by Consultant, July & Aug 2018
Plate 8.1: Roadside Settlements
Start Point of the Road Roadside Settlements
Roadside Settlements Roadside Settlements
Roadside Settlements Roadside Commercial Structures

In addition to the above, a few clusters of habitation were also found at many locations

along the project road in scattered manner. These are mainly comprised of kutcha type
structures.
8.7 Project Impacts
The assessment of potential positive externalities and negative impacts of the project is
identified preliminarily. The assessment of impacts is being covered under following
variables: number of structures likely to be impacted, number of religious structures likely to
be impacted, number of community property and resources likely to be impacted, built up
sections along the corridor etc. The project may trigger the following categories of loss:
• Loss of Agricultural/ homestead Land and other Properties
• Loss of Residential Properties
• Loss of Commercial Properties
• Families losing Residential cum Commercial Structures
• Loss of economic/ livelihoods
The project affected families may be categorized in following three broad categories:
• Titleholders: People who are losing land, land & structures, only part of structures,
which are under legal ownership of the incumbent
• Non-Titleholders: People who are losing structures/ part of structures, which were
erected/ extended on the land not under his legal ownership, and
• Livelihoods Losers: Any person from the previous categories, Kiosks operators, tenants
of the affected structures and employees of the affected Business are likely to be
affected with existing economic/ physical livelihood losses.
The details of land acquisition and quantum of loss under each category will be given in DPR
stage.
8.7.1 Impacts on Land
considered.

8.7.2 Impacts on Structures
The impacts on structures on the both sides of the existing road have been preliminarily
estimated within PROW. All the structures mentioned in the list may not necessarily be
affected. The list of likely affected structures is presented in Table 8.2.
Table 8.2: Likely Affected Structures

No of Likely Affected Structures
Sl. Type of Structure
Pucca Semi-Pucca Katcha Total
Section 3
1 Residential Structure 4 12 13 29
2 Commercial Structure 4 16 13 33
3 Other structure 2 - - 2
Total 10 28 26 64
8.7.3 Impacts on Community Structures
The impacts on community structures on the both sides of the existing road have also been
estimated within PROW. The final design will avoid the community structures as much as
possible. The list of likely affected community structures is presented in Table 8.3 and
pictures in Plate 8.2.
Table 8.3 : Likely Affected Community Structures
No of Likely Affected Structures

Sl. Type of Structure
Section-3
1 Religious Structure 2
2 Schools/ Educational Institutes -
3 Health Centre/ Hospitals -
4 Government Offices -
5 Factory, Godowns etc. -
6 Passenger Shelter -
7 Boundaries -
8 Other Structures -
Total 2
Source: Reconnaissance Survey by Consultant, Aug & Sep 2017

Plate 8.2 : Roadside Community Structures
Road side School Road Side Nursery
Temple and Congestion on the road Roadside Church

8.8 Community Perceptions about the Project
Consultation with Project Affected Persons (PAPs) is the starting point to address involuntary
resettlement issues, concerning land acquisition and rehabilitation. People affected by
resettlement may be apprehensive that they will lose their livelihoods and communities.
Information dissemination of the project is the first principle of consultation. Participation in
planning and managing resettlement helps to reduce their fears and gives PAPs an
opportunity to participate in key decisions that affect their lives.

8.9 Further Detailed Social & Resettlement Assessment
The detailed Social & Resettlement Assessment will be conducted after the road alignment
and development schemes are being finalized. The consultant will undertake census (100%)
and socio-economic surveys (25%) of the affected persons, as per the proposed
development. In addition to the census and socio-economic surveys, public consultations
with the stakeholders including the communities and affected persons will be conducted.
The objective is to establish a base line profile of population which includes data on gender,
ethnicity, social structure, employment and labour patterns, sources of income (including
production and marketing activities), local tenure and property rights arrangements, access
to social services and facilities (including health, education, and agricultural extension and
credit); use of community and natural resources relevant to formulation of development
strategies in order to assist in determining project impacts on the social, economic, cultural,
and livelihood activities of affected communities.
All untitled occupants will be recorded at the initial stages and identify cards will be issued
to ensure there is no further influx of people into the project area. All consultations with
affected persons should be fully documented
The consultant would prepare Resettlement and Rehabilitation Plan; assess feasibility and
effectiveness of income restoration strategies and suitability and availability to relocation
sites as per procedures of NH Act 1956 and the compensation and assistance will be guided
through Right to Fair Compensation and Transparency in Land Acquisition, Rehabilitation
and Resettlement Act, 2013 (RFCTLARR 2013), and/ or guidelines set by Govt. of Assam.
8.10 Conclusions/Recommendations
The people were generally enthusiastic towards the project and believed that it will bring
social and economic development in the region. People believed that the development of
road will improve connectivity for the local people. Agriculture is the main economic activity
in the project area. The farmers believe the road will improve their accessibility with the
nearby market places by reducing the travel time. They anticipate better income as the cost
of travel will be reduced and access to socio-economic facilities will be enhanced. People
wanted that the payment of compensation and other rehabilitation measures be completed
before the start of construction work. People were particularly concerned about the road
safety issues and expressed the need of proper signage, speed breakers and pedestrian
crossings to minimise the risk of accidents. They even demanded facilities like bus stops,
public toilets etc. Apprehensions raised by the community include more accidents, houses
coming closer to the proposed alignment, more noise pollution, agriculture loss, effect on
livelihood, and dug well loss.

The community perceives that the project will help in increasing road safety, promote more
business, better service facilities, and better conveyance and promote local employment
opportunities. They consider that it would lead to increase in land rates and smooth traffic.

Chapter – 9
Cost Estimate
Chapter – 9:Cost Estimates
CHAPTER 9
COST ESTIMATES
9.0 COST ESTIMATES
9.1 General
Cost estimate has been prepared for the total project in section wise considering the various
items of works associated with identified improvement proposals using unit rates prevailing
currently in order to assess the updated cost structures in general.
9.2 Methodology
9.2.1 Estimation of Quantities
Quantities of different items of work have been calculated on the basis of typical existing cross-
sections as developed from the information obtained through inventory/reconnaissance survey
and typical proposed cross-sections. Quantities for other work items have also been computed
based on proposed improvement, road alignment and widening proposals as recommended.
The major items of work considered are:
• Site Clearance and Dismantling

• Earthwork
• Granular Sub Base and Base Courses
• Bituminous Courses (Flexible Pavement)
• Culverts
• Bridges, EUP, VUP
• Drainage and Protection Works
• Junctions
• Traffic Signs, Marking and Appurtenances
• Bus-bay and Truck Lay byes
• Repair and Rehabilitation
• Road Maintenance

9.2.2 Unit Rates of Civil Works
Unit rates are primarily estimated by using the SOR of P.W.D (Roads), Govt. of Assam for State
Highways and Major District Road for 2018-19.Carriage of aggregates for road works from
Quarry to Plant and Plant to Site exceeding the one considered in the SOR are added to the Base
rate to obtain the final rate of the items of works. Unit rates for other items of work were
finalized after considering the current market rates or from information or other major projects
of similar standards.
9.2.3 Civil Cost and TPC
Considering various items of works associated with identified improvements and current unit
rates, cost estimate has been prepared. Summary Civil cost and TPC is provided in Table 9.1.
Table 9.1: Summary of Civil Cost and TPC
Total cost including GST,

Cost for LA, R&R,
Contingency,
Utility and Cost per
Civil Cost Administration, Total Project
Section No. Environment km (Rs.
(Rs.) Supervision, Cost (Rs.)
Mitigation Crore)
Maintenance etc.
(Rs.)
(Rs.)
Sec-3
From Km 65+923
(near Dokmoka) to 1,65,57,20,218 2,04,15,03,029 70,17,02,085 2,74,32,05,114 18.28
Km 80+930 (near
Loring Thepi Village)
9.2.4 Other Costs
Costs against various pre-construction activities (asunder listed below) have been assessed on
the basis of available information and included in Table 9.1 above.
➢ Environmental Monitoring and Mitigation Cost

➢ Land Acquisition Cost
➢ Social Cost (R&R)
➢ Utility Shifting Cost
➢ Forest Diversion Cost

The backup of estimate and detail of rate are provided in cost estimate volume.
Abstract of cost is provided in Table 9.2.
Table 9.2 :Abstract of Cost

BharatmalaPriyojana
ABSTRACT OF COST
BILL# 01 Site Clearance &Dismantling Rs. 30,95,880
BILL# 02 Earthwork Rs. 9,36,71,309
BILL# 03 Base & Sub Base Rs. 33,86,85,205
BILL# 04 Pavement (Flexible) Rs. 43,90,09,710
BILL# 05 Drainage & Protection Rs. 11,09,29,661
BILL# 06 Toll Plaza Rs. 24,43,78,634
BILL# 07 Landscaping Rs. 1,18,54,169
BILL# 08 Junction Rs. 3,33,06,405
BILL# 09 Bus Bay Rs. 89,89,235
BILL# 10 Truck Lay Bye Rs. 52,28,430
BILL# 11 Illumination Rs. 1,14,53,997
BILL# 12 Road Furniture Rs. 7,08,02,293
BILL# 13 Maintenance Rs. 2,33,19,837
A. Civil Cost for Highways Rs. 1,39,47,24,765
Culvert Rs. 3,17,73,238
Bridge (Minor) Rs. 7,87,02,195
B. Civil Cost for Structures Rs. 11,04,75,433
C. Total Civil Cost (A+B) Rs. 1,50,52,00,198
D. Area weightage @10% of civil cost Rs. 15,05,20,020
E. Total Civil Cost including area weightage (D+E) Rs. 1,65,57,20,218
Civil cost per Km (in Cr.) 11.03
F. GST @ 12% of civil cost Rs. 19,86,86,426
G. Contingency Charges @ 2.8% of civil cost Rs. 4,63,60,166
H. Supervision Charges @ 3% of civil cost Rs. 4,96,71,607
I. Administrative charges @3% of civil cost Rs. 4,96,71,607

BharatmalaPriyojana
ABSTRACT OF COST
J. Maintenance charge @ 2.5% of Civil cost Rs. 4,13,93,005
K. Total Cost (C+D+E+F+G) 2,04,15,03,029
L. Cost for Pre Construction Activities
1 Cost of Land Acquisition Rs 39,63,08,758
2 Cost of R&R Rs 3,84,00,000
3 Shifting of Utility Service Rs 20,84,45,527
4 Environment Cost Rs 5,40,23,800
5 Forest Diversion Cost Rs 45,24,000
M. Total Project Cost Rs 2,74,32,05,114
Total project cost per Km (in Cr.) 18.28


Chapter – 10
Economic Analysis
Economic Analysis
CHAPTER 10
ECONOMIC ANALYSIS
10.1 INTRODUCTION
The economic analysis covers the following aspects:
(i) Assess the capacity of existing roads and the effects of capacity constraints on vehicle
operation costs (VOC).
(ii) Calculate VOCs for the existing road situation and those for the project.
(iii) Quantify all economic benefits, including those from reduced congestion, travel distance,
road maintenance cost savings and reduced incidences of road accidents.
(iv) Estimate the economic internal rate of return (EIRR) for the project over 30 year period.
(v) Saving in time value.
The economic evaluation has been carried out within the broad framework of social cost benefit.
The economic analysis has been taken into account all on-going and future road and transport
infrastructure projects and future development plans in the project area.
The objective is to determine the economic viability of the project as well as sections with respect
to proposed improvement schemes that leads to minimizing total transport costs and maximizing
benefits to the road users. The indicators for economic viability analysis are Economic Internal
Rate of Return (EIRR), Net Present Value (NPV) and NPV/Cost Ratio.
The costs considered comprise agency costs and costs to road users as follows.
Road Agency costs:
- Construction Cost
- Maintenance Cost
Costs of Toll Plazas have been excluded from road agency costs.
Road Users Costs:
- Vehicle Operating Cost

- Travel Time Costs
- Congestion Costs
Economic Analysis
- Accident Costs.
The benefits accruing to society from the proposed improvement are as follows:
Road User Benefits:
- Vehicle Operating Cost Savings

- Value of Travel Time Savings
- Value of Savings in Accident Costs
- Savings in Maintenance Costs
Social Benefits:
- Improvements in administration, Law and order

- Improvements in health and education
- Improvements in agriculture, Industry, trade and mining
- Improvements in environmental standards
- Appreciation in value of Land adjacent to roads.
At the present state of knowledge in the country, it is possible to monetarily quantify only the
direct road user benefits. This report, therefore, restricts itself to only the direct road user
benefits.
Road users experience different costs in the “With Project” and “Without Project (Base Option)”
conditions. The benefits to road users are constituted by the savings in costs. Increasing traffic
volumes as a result of the project implies more vehicle kilometres and hence more vehicles
operating costs and, possibly showing more saving in with project conditions viz. benefits as a
result of the project.
Based on traffic, Road network and Socio-economic characteristics of the project road,
improvement option (with project) have been considered by the consultants with proposed up-
gradation / improvement Option (4-Lane) of the project road. The Economic analysis is carried
out for the following improvement options
• “Without project/ Do minimum” - Routine maintenance of the existing road (Base option)
• “With Project”- Four laning of Project Road as per warrant.
The total transport costs for both the Options have been worked out on yearly basis for the
entire analysis period of 30 Years. All costs and benefits considered in the study have been valued
Economic Analysis
in monetary terms and expressed in economic prices for avoiding distortion in the input prices of
labor, materials, equipment and foreign exchange due to market imperfections. The ratio of
Economic and Financial costs is taken as 0.85.
Economic analysis is carried out with help of HDM-4 (version 1.1) developed by the World Bank.
This is the updated version of HDM-III which incorporates up to date State of Art and the
research findings in road user and road deterioration related studies carried out in a number of
developed and developing countries including India over the last few decades. The HDM-4 Road
User Effects (RUE) sub-model uses mechanistic principles for the modeling of fuel and tyre
consumption. The mechanistic forces are comprised of the aerodynamic, gradient, rolling and
inverted resistance. It calculates vehicle speeds and operating costs taking into account of road
roughness and geometry, together with the characteristics of representative vehicles and also
the traffic flow. Although the latest version of HDM III (HDM Manager, 1995) includes congestion
analysis, the HDM IV model more accurately represents the prediction of vehicle operating
components under congested conditions. The HDM-4 also makes use of the CRRI deterioration
models for Indian asphalt mixes such as semi dense carpet and premix carpet and gives accurate
predictions of roughness for various road maintenance work components.
This model provides for calibration of crucial input parameters to suit the local condition and
analysis of a number of alternatives and sections at relatively greater speed than is possible with
HDM III. The Road user cost streams generated by HDM-4 are extracted and Economic Internal
Rate of Return (EIRR), Net Present Value (NPV) and sensitivity analysis have been carried out.
10.2 MEASURES OF PROJECT ANALYSIS
In order to quantify the economic viability of a project or projects three measures can be used.
All of these use a discounting approach. These are:
➢ Net Present Value (NPR)

➢ Benefit Cost Ratio (BCR)
➢ Internal Rate of Return (IRR)
(1) Net Present Value (NPV)
NPV = Discounted Benefit – Discounted Cost

n n
Bi Ci
∑ i ∑
− i
i=1 1 +r i=1 1 +r
Where BI = Benefit in the ith year

Economic Analysis
CI = Cost of the ith year
(2) Benefit Cost Ratio (BCR)
Pr esent Value of benefts

BCR=
Pr esent value of cos ts
n n
Bi Ci
∑ i ∑
÷ i
i=1 1 +r i=1 1 +r
(3) Internal Rate of Return (IRR)
n
Bi − C i
or, ∑ i
= 0
i=1 1 +r
The IRR is that discount rate r which makes NPV = 0
IRR represents average earning power of the money used in the project over the project life.
10.3 DECISION CRITERIA
The formal decision criterion is to accept all projects with a BCR of one or greater than one, NPV
greater than Zero or IRR greater than opportunity cost of capital, since primary tangible returns
are greater than primary tangible costs. If funds are limited, the magnitude of IRR or BCR can be
used in ranking the order of priority of undertaking projects whose ratios are more than one. This
assumes, of course, that the indirect tangible and intangible benefits and costs are of minor
importance or are approximately the same for the various projects under consideration.
Sometimes, however, the indirect tangible and intangible benefits may dictate over direct
tangible benefits and so the projects with even less than one BCR may be selected for the overall
intangible benefits of the society. In practice, there is really no single yardstick to measure the
economic and financial viability of the project.
10.4 PRICE ELASTICITY OF DEMAND AND TRAFFIC FORECASTING
An important benefit of a capacity expansion project is the reduction in travel times for highway
users. Travel time is a major component in overall price or cost to the user, which includes time
as well as out-of-pocket costs. As with most goods and services, a lower price can be expected to
lead to more quantity demanded - in this case, some additional travel.

Economic Analysis
Price elasticity of demand is an economic concept used to summarize how much more or less of
something people will consume if its price changes. From the standpoint of estimating future
traffic levels, elasticity represents how a change in the cost of driving, due to a reduction in travel
time or implementation of a toll, may affect the volume of travel that will take place. These
changes in volume result from some drivers' decisions to make more or fewer trips than they
otherwise would have made.
Elasticity is stated in percentage change terms, e.g., an “X” percent reduction in travel time leads
to a “Y” percent increase in travel Km or trips. An elasticity of zero implies that travel is
unresponsive to a time change, no matter how large, while an infinite elasticity implies that even
a one-second decrease in travel time will cause all capacity to be completely absorbed. While
price elasticity is a generally accepted tool in economics, there are differing opinions about how
to apply it in a transportation context. The transportation economics literature reveals a wide
range of measured elasticity values, reflecting different study methods, data, time periods, and
locations. No studies, however, suggest that travel demand elasticity is either zero or infinite.
When measured on a given facility, observed elasticity includes the effects of both diverted trips,
which represent existing traffic that has simply shifted from other routes or time periods, and
new travel taken as a consequence of the lower user cost. Additional research is needed to
narrow the range of elasticity values that are applicable to a given set of circumstances - whether
facility, corridor, or region - and to develop methods for better incorporating demand elasticity
into traffic forecasting.
10.5 ROAD USER COSTS (RUC) COMPONENTS
RUC consists of following three components:
➢ Vehicle operating costs (VOC), that is, the physical costs of operating a vehicle such as fuel,
spare parts, depreciation, crew costs, etc;
➢ Travel time costs (TTC), that is, the value of time spent in travelling that could be used in
other activities;
➢ Accident costs (ACC), that is, the physical costs of an accident and the value of injuries and
fatalities.
The financial price is the retail market price to the consumer of the product. The economic price
reflects the true value (that is, the real worth) as well as the scarcity premium of the resource to
the economy. In the economic jargon, this is termed as a “shadow” or “accounting” price of the
resource in the economy. The shadow price of unskilled labor, for instance, may well be lower
than the wage to reflect its abundant supply, while that of a skilled professional may be higher
than the salary given to him, if his opportunity cost is considered. The economic price of a factor
Economic Analysis
or a product also excludes all tax elements as they reflect mostly a transfer of resources from one
sector of the economy to another. On the other hand, subsidy elements, if any, are included with
the economic price. Furthermore, market distortion or imperfection and government regulations
or interventions are also taken into consideration while shadow-pricing a factor or a product. In
case of imported inputs, economic costs were based on the border prices plus port handling,
transportation, assembling and retail cost (profit margin) duly shadow priced. Local inputs of
labor and materials were shadow priced using the Standard Conversion Factor of 0.85.
10.6 INPUTS TO THE HDM-4 MODEL
(A) Project Road Inputs
Based on the existing traffic and pavement conditions, the project road has been divided into 3
(three) homogeneous Sections. Details are given in Table 10.1.
Table 10.1: Project Length Details
Section Description Type Length (km) Remarks

From Km 65+923 (near Dokmoka)
3 to Km 80+930 (near Loring Thepi NH-29 15.007
village)
(B) General Inputs
Analysis period - 30 years

Discount rate - 12 %
Construction Period - 2 Years
Construction Beginning Year - 2020
Opening year to Traffic - 2022
Standard Conversion factor - 0.85
Salvage value - 15 %
Construction Phasing - 60% 1st Year
40% 2nd Year
(C) Pavement Characteristics
Road and pavement characteristics obtained from the Road Inventory Survey have been used
as Model input. These include road length, carriageway width, width of paved shoulders,
existing pavement composition, sub-grade CBR, roughness of the existing road (IRI),

Economic Analysis
structural number, FWD and cracking area.
The details of model inputs for road and pavement characteristics are presented in Table
10.2. For the flexible pavement, opening year roughness has been taken as 2.5 IRI.
Table 10.2: Details of Existing Pavement Conditions
S.no. DESCRIPTION Section-3
1 Roughness IRI (m/km) 3.94

2 Area of Cracking (%) 11.52
3 Area of Ravelling (%) 4.48
4 Number of Potholes (no./km) 51
5 Mean Rut Depth (mm) 4
6 Edge Brake area (m/km) 260
Average FWD reading (MPa)
Moduli BT 1114.0
7
Moduli Granular 250.9
Moduli SG 107.4
(D) Traffic Composition and Growth Rates
The classified Traffic Volume data obtained from IHMCL. The estimated ADT has been
converted in to AADT, by applying the seasonal factor as applicable to the area. The traffic
data is given below in Table 10.3.
At km 62 of NH-29 - Motorized = 5,737 nos. and Non-motorized = 1,001 nos.
Table 10.3: Traffic Composition (%) in AADT
Vehicle Type At km 62 of NH-29

Car 1565
2 Wheeler 2274
3 Wheeler 852
Bus 286
LCV 445
2 Axle 164
3 Axle 74
MAV 65
Tractor 7
Economic Analysis
Vehicle Type At km 62 of NH-29

Tractor with Trailer 5
Cycle 984
Cycle Rickshaw 4
Others 13
(E) Road Side Friction
Roadside friction has to be computed for each project road package considering the
following:
• The road width

• Total traffic Volume and its Composition (Slow, Two & Three wheelers Traffic)
• Settlement pattern along the road side
• Percentage of Built-up Area
• Number and location of Dhabas and Fuel Stations
The number of settlements along the roadside and especially the extensive ribbon
development that take place is a major factor influencing road performance. The maximum
friction factor for the existing condition is taken as 0.9 and the minimum 0.8 amongst
different sub projects.
Following the improvements of package the roadside friction factor for the two lanes has to
be taken as 1.0.
Roadside friction factors have been incorporated into VOC as well as vehicle speeds for the
given volumes and composition of traffic. It is considered that the creation of free flow
conditions will be a more important yardstick with which to measure the success of any
project improvement rather than increase in vehicle speeds.
(F) Base Vehicle Characteristics and Utilization Data
Base vehicle characteristics and its utilization data has been obtained from manufacturer’s
literature and various literatures. The same has been used as Vehicle input data for HDM-4.
10.7 CAPITAL COST OF THE PROJECT
The capital costs (financial) of the project road have been converted into economic cost by using
a standard conversion factor of 0.85, as suggested by the World Bank for highway projects in

Economic Analysis
India. The conversion factor of 0.85 has been applied to all cost items except land acquisition cost
and R&R cost. The economic cost excludes the cost of toll plazas. A salvage value of 15% of
capital cost has been considered in the terminal year for flexible pavements. The project costs in
financial and economic terms for different schemes are presented in Table 10.4.
Table 10.4: Summary of Capital Cost
Financial Cost Economic Cost

Section
(Rs. Crores) (Rs. Crores)
From Km 65+923 (near Dokmoka) to Km 80+930

274.32 218.92
(near Loring Thepi village)
10.8 ROUTINE AND PERIODIC MAINTENANCE COST
Routine maintenance, Periodic maintenance costs have been considered as per latest MORT&H
guidelines. The details of the maintenance costs and administration charges are given in Table
10.5.
Table 10.5: Routine and Periodic Maintenance Cost
Sl No. Description Amount (Rs/km)

Routine maintenance in every year cost per km for the
1 93,800
two lane road with unpaved shoulders
Routine maintenance in every year cost per km for the
2 1,14,300
two lane road with paved shoulders
Periodic maintenance in every 5th year cost per km for
3 23,76,000
the two lane road with unpaved shoulders.
Periodic maintenance in every 5th year cost per km for
4 34,32,000
the two lane road with paved shoulders.
10.9 PROJECT BENEFITS
The direct benefits of road improvement considered in the study include vehicle operating cost
(VOC) savings for vehicular traffic using the project road and time savings for passengers and
goods (carried) in transit. The benefit streams have been computed annually over the 30 year
benefit period for all the sections.
VOC Savings
The unit Vehicle Operating Cost (VOC) by vehicle type and VOC savings section-wise has been
computed by the HDM model. The VOC computation takes into account capacity augmentation,
Economic Analysis
pavement characteristics, roughness progression vis-à-vis intervening surface treatment and

strengthening policies, traffic characteristics, geometric conditions and vehicle characteristics.
Time Savings
The HDM Model has generated average speeds in km/hr by vehicle type, in the existing (without
project) and the improved (with project) road conditions. The time savings for passengers and
goods (in transit) vehicles have been derived separately. For computing time saving for
passengers of cars and buses, a weighted average occupancy was used viz. Car – 4 persons and
Bus – 30 persons. The average payloads considered for goods vehicles are: LCV – 6 tonnes, Truck-
16.2 tonnes and MAV – 24 tonnes.
The value of time (VOT) for passengers and goods considered in this analysis has been based on
earlier studies carried out in recent years. For the average car passenger, VOT has been taken as
Rs. 51 per hour, and for the average bus passenger it was Rs. 35 per hour. The value placed on
time is rather on the conservative side. For goods in transit, time value has been worked out
using the inventory cost method, with a 15% interest rate considered as the opportunity cost of
capital. The VOT for goods (Cargo) vehicle worked out to Rs. 2.56 per hour for LCV, Rs. 7.87 per
hour for 2-axle trucks and Rs. 14.72 per hour for multi-axle vehicles. All above said values are
based on Road User Cost Study Report by CRRI.
Accident Cost Savings
A distinction made between main cause of accident and the contributory factors of accident. It is
usually difficult to identify the main cause of accidents; whereas several factors which could have
contributed to accidents can be identified.
Contributory factors of Accidents:
Human Factors: Manner of executions (Deficiency in actions & behavior)

Perceptual errors
Impairment
Lack of Skill
Road Factors: Adverse Road Design
Adverse Environment
Inadequate Furniture or Markings
Obstacles
Vehicle Factors: Tyres

Brakes
Economic Analysis
Other defects due to poor maintenance

Unsuitable Designs
It is possible to predict the reduction in accidents on account of road improvements. The

accidents costs collected from IRC-SP-30 (the values are in the year 1990 and escalated @ 5% per
year to get the values in the year 2020 are given in Table 10.6.
Table Error! No text of specified style in document..6: Accident Cost Savings
Accident Costs 1990 2020

Cost of fatal accident 2,10,000 952,988
Cost of a serious injury accident 32,000 145,217
Cost of a minor injury accident 1,100 4,992
Cost of damages to a car 4,700 21,329
Cost of damages to 2-wheeler 1,100 4,992
Cost of damages to a bus 15,800 71,701
Cost of damages to a trucks 18,100 82,139
*Source SP:30 - 1993
10.10 ECONOMIC VIABILITY
The annual cost and benefit streams are used to derive the net cash flow for the project. The EIRR
and NPV @ 12% discount rate are determined using the discounted cash flow technique for all
the Sections. It is found, after analysis, that the project is economically viable.
10.11 SENSITIVITY ANALYSIS
Sensitivity analysis has been carried out for the below mentioned three variations and compared
with base case results in costs and benefits. The sensitivity scenarios take into account possible
construction delays, construction costs overrun, traffic volume, revenue shortfalls, operating
costs, exchange rate variations, convertibility of foreign exchange, interest rate volatility, non-
compliance or default by contractors, political risks and force majeure.
Scenario-I Base Costs and Base Benefits

Scenario-II Base Costs plus 15% and Base Benefits
Case-III Base Costs and Base Benefits minus 15%
Case-IV Base Costs plus 15% and Base Benefits minus 15%

Economic Analysis
Results of sensitivity analysis also show that the project is economically viable for 30 years
analysis period.
10.12 CONCLUSIONS
The project road is being developed to improve the connectivity of the surrounding area and
connectivity is the guiding factor for developing this section. The surrounding areas of the road
stretches from Daboka to Lahorijan will be improved manifold if the project road is developed.
So it can be concluded that the project of up gradation to Four Lanes is economically viable and
recommended for implementation for Section-3 [from Km 65+923 (near Dokmoka) to Km 80+930
(near Loring Thepi village)].

Chapter – 11
Financial Analysis
Chapter 11: Financial Analysis
CHAPTER 11
11.0 FINANCIAL ANALYSIS
11.1 Background
The main objective of financial analysis is to assess the likely returns to the investors under
realistic conditions. In the present studies the financial viability of the project is assessed on the
basis of project’s financial internal rate of return on investments and Rate of Return on Equity,
which is estimated on the basis of cash flow analysis.
11.2 Approach to Financial Evaluation
The main objective of financial analysis is to examine the viability of implementing the project
on a BOT and if it is not possible on BOT than on any other way of financing the project, in this
case the other alternative we are considering is on ANNUITY basis. The analysis attempts to
ascertain the extent to which the investment can be recovered through toll revenue and if any
gap remains that can be funded through funding from Government of Assam in the form of
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
Project FIRR (Financial Internal Rate of Return (FIRR) on total investment). The FIRR is estimated
on the basis of cash flow analysis, where both costs and revenue have been indexed to take
account of inflation. Financial analysis has been carried out with debt equity ratio of
70:30.Details of the project road are given in Table 1.1.
Table 1.1: Details of Project Road
Sr. No. Description Design Length (Km)

1 Dokmoka to Loring Thepi Village 15.007
11.3 Costof the Project
The total cost of the project includes cost of civil works involved in the widening of the roads,
Flyover. The estimated project cost is considered excluding shifting of utilities, land acquisition,
acquisition of structures, rehabilitation and resettlement and environmental mitigation
measures. The total cost of the Project has been computed based on the 2019-2020 prices and
escalated by 5% for subsequent years. The annual phasing of capital cost is made as per the
Supplementary Inception Report (KD-1) Transportation Roads and Bridges

work schedule. Construction cost is phased over a period of 18 months from Oct 2020 to Mar
2022 as 60% in the first year and 40% in the second year. Cost of civil works is provided in Table
1.2.
Table1.2: Cost of Civil Works (as on 2019-2020)
Description Cost of Civil Works Rs.crore

Project cost for 15.007km 190.08
11.4 Cost Escalation and Total Project Cost
The base costs have been escalated at a rate of 5% per annum to obtain the actual costs in the
year of expenditure. This is in line with long-term inflation rates of major materials utilized for
construction.
However total project cost has been arrived at by adding Cost towards cost of financing,interest
during construction and escalation.
11.5 Toll Rates
Tolls can be set either to maximize revenue or maximize the utilization of the project without
causing congestion. However, in no case, tolls are set at a level higher than the perceived
benefits of using the facility. Toll rates are calculated as per NHAI notification no.
NHAI/11033/CGM(Fin)/2011. This is shown in the Table 1.3. The detailed year wise cost is given
in Annexure 11.1
Table1.3: Toll Rates as per NHAI Notification
Sl No. Description Toll Rates per Vehicle / per km

1. Car, Jeep, Van or Light Motor Vehicle 0.65
Light commercial Vehicle (L.C.V.),
2 1.05
Light Goods Vehicle or Mini Bus
3 Bus or Trucks (2 axle) 2.20

Sl No. Description Toll Rates per Vehicle / per km

Heavy Construction Machinery
(H.C.M.) or Earth Moving Equipment
4 3.45
(E.M.E.) or Multi Axle Vehicles (3 to
6 axles)
Oversized Vehicle (seven or more
5 4.20
axles)
Note: - above mentioned toll rates is for four &six Lane projects. For two laning 60% of the above rates shall be
applicable.
11.6 Traffic
Traffic volume count (TVC) surveys for seven days have been carried out at 1 location along the
project road. For financial analysis atoll plaza is considered. For the BOT analysis, considering all
future growth predicted average toll able traffic counts (AADT) for project road is considered
based on the homogeneity of the road is given inTable 1.4. Traffic projection for financial
analysis is given in Annexure 11.2
Table1.4: AADT (Vehicles) for Financial Analysis (Base year 2018)

Jeep/Van/LMV
Total Vehicles
7 Axle Above
4-Axle and 6
Magic/ LMV
Taxi/ Tata
Chainage
Minibus
Std. Bus
2-Axle
3-Axle
Sl No.
(No.)
Axle
Car/
LCV
1 62 + 000 1533 32 46 240 445 164 74 65 - 2599
11.7 Toll Revenue
The toll revenue is the product of the forecast traffic expected to use the road and the toll fee
for the vehicle category. Toll revenues have been calculated by collected toll at two toll plaza of
the indicative traffic for the project road length. The computed toll revenues for various years
are given below inTable 1.5. Year wise toll revenue is given in Annexure 11.4.

Table1.5: Net Toll Net Revenue for the Various Years
Sr. no. Year Toll Revenue (Rs. crore)

1 Apr2022 to Mar 2023 2.18
2 Apr 2030 to Mar 2031 5.45
3 Apr 2040 to Mar 2041 15.05
4 Apr 2050 to Sep 2050 20.55
11.8 Tax Calculation Module
The tax rate adopted for this study is 25.17% as proposed under Taxation Laws (Amendment)
Act, 2019 with no applicability of MAT.
11.9 Proposed Sources of Finance
In general, the developer shall crystallize the sources of finance by optimizing his equity returns
keeping in view the project cash flows, terms, and conditions of various financing options
available. Further the market standing and financial strength of the Developer would largely
determine the terms and conditions of finance offered to the Developer by various lending
agencies. For the purpose of the study, following sources of finance have been taken:
 Equity: To be provided by the Developer

 Subsidy / Grant for viability of funding, to be provided by Government of Assam.
 Debt: To be arranged by the Developer / Concessionaire
11.10 Expenses
Expenses can broadly be classified based on the phases in which these are incurred, viz.
construction period expenses and operation & maintenance period expenses.
Operation and Maintenance Period Expenses
 Administrative expenses for day-to-day operation.

 Maintenance expenses, which include routine and periodic maintenance.

 Interest expenses incurred for servicing term loans.
 Lighting expenses.
 Patrolling Expenses.
 Insurance.
 Office Expenses.
11.11 Operation and Maintenance Cost
Routine maintenance costs comprise of maintenance of the pavement, collection of litter,

lighting, traffic management (policing), accident repairs and all ancillary works including
beautification.
Routine maintenance/ Periodic maintenance costs have been considered as per new circular of
NHAI (letter No. RW/NH-37044/67/2011/PPP dated 16.11.2011). The details of the maintenance
costs and administration charges are given below inTable 1.6.
Table1.6:Routine & Periodic Maintenance (Base Year 2011-2012)
Sl.No Description Amount

Routine maintenance in every year cost per km for two lanes 2.16
1
with paved shoulder. Lakhs/km/annum
Periodic maintenance in every 6th year cost per km for the
2 37.70 Lakhs/km
two lanes with paved shoulder.
11.12 Resources Mobilization
In the present study, the project is envisaged to be funded through equity and debt
components. Since the Project revenues are not able to sustain the capital structure, option
such as capital grant / subsidy utilization in the developmental charges method of financing shall
be explored.
11.13 Resource Mobilization Schedule

In general, the duration of construction for similar size road projects ranges between 12-24
months. Since the proposed Project is to be implemented on a BOT format, the developer has
an incentive in early completion of the project in order to expedite toll collection. Hence, the
Project implementation period has been taken as 18 months. Based on the implementation
period, the project cost has been phased as mentioned in Table 1.7.
Table1.7:Project Cost Phasing

Description 1st year 2nd year
Percentage of total cost incurred 60% 40%
11.14 Minimum Return Criteria
The minimum return criteria for the B.O.T project is considered as follows: -
The return on project investment (Post Tax FIRR) should be between 12% to 14% while the
return on equity (Post Tax Equity IRR) ranges from 14% - 16%. The minimum average DSCR is
taken as 1.25.
11.15 Financial Viability
The main objective of undertaking this study is to assess whether the project is financially viable
or not. It is important to note that the proposal should be an attractive proposition for private
sector participation under Build, Operate and Transfer (BOT) system. The basic methodology
followed for estimating the financial viability of the project is to calculate the FIRR (Financial
Internal Rate of Return) on the investment for the project.
The following assumptions are taken into consideration for the financial analysis: -
 Debt Equity Ratio – 70:30

 Concession period (Including 18months construction period) – 30 Years
 Escalation – 5%
 Interest on Debt – 10.00% (SBI One Year MCLR Rate + 3% Premium)
 Project Phasing: First year – 60%, Second year – 40%
 Loan Repayment period – 12 years (incl Moratorium Period)

 Moratorium – 1 year
 Depreciation by Straight line method - 100% in 27 years.
 Depreciation by Written down value method – 10%
11.16 Results and Analysis
Based on the project structure, study of all possible sources of revenue, financial feasibility
analysis has been carried out as per the methodology outlined in earlier sections. The objective
of the financial analysis is to ascertain the existence of sustainable project returns, which shall
successfully meet the expectations of its financial investors. The analysis reveals various FIRR
values corresponding to each year of operation.
Financial study is done considering project stretch two lane project of 15.007 Km. The details
following Financial Statements and Analysis is given in
 Profit and Loss

o BOT: Annexure 11.4
o Annuity with Grant: Annexure 11.8
o Annuity without Grant: Annexure 11.12
o HAM: Annexure 11.16
 Balance Sheet
 Cash Flow Statement

 Financial Analysis


11.17.1 Conclusions
(i) The road is divided in a toll section of 15.007 Km

(ii) Concession period of the road project is 30years including 18monthsconstruction
period.
(iv) It is clear from Financial Analysis read with Profit & Loss Statement, Balance Sheet and
Cash Flow Statement that the project is not financially viable under BOT even on 40%
grant with 30years concession period (including the Construction Period of 18 months).
11.17.2 Recommendations
The proposed project roadbeing developed as two lane carriageway configuration for 15.007 Km
is recommended under
 EPC Construction
 Annuity for 28.5 years with Government Grant at INR 22.45 crore per annum
 Annuity for 28.5 years without Government Grant at INR 35.60 crore per annum
 Hybrid Annuity at Bid Project Cost of INR 193.30 crore and First Year O&M Quote of INR
1 crore

Chapter – 12
Road Safety Audit
Chapter 12: Road Safety Audit
CHAPTER 12
ROAD SAFETY AUDIT
12.0 ROAD SAFETY AUDIT
12.1 Introduction
Road safety is now recognized as a major socioeconomic concern in India. Increasing traffic
volumes, the rapid growth in two and three wheeled traffic, higher speeds due to construction
improvement / rehabilitation of roads has increased safety problem. A Road Safety Audit (RSA)
is the safety performance examination of a road section through experienced road safety
expert. It qualitatively estimates and reports on potential road safety issues and identifies
opportunities for improvements in safety for all road users. The road safety audit investigates
general safety conditions, focuses on specific concerns or users. This also includes pedestrian
safety as well as safety of bus users.
12.2 Stages of Road Safety Audit (RSA)
As per the scope of works RSA needs to be performed in the following stages:
• During Feasibility Study Stage (planning stage)

• On completion of Preliminary Design Stage
• On completion of Detailed Design Stage
This chapter is related to safety audit report at detailed design stage. The audit team reviewed
proposed design from road safety perspective and checked the following aspects. RSA related to
construction stage and monitoring existing road stage is not discussed here.
12.3 Aspects to be Checked
Broadly following items have been checked or reviewed during the feasibility study stage based
on site data, existing road and proposed designs.
• Safety and operational implications of proposed alignment and junction strategy with
particular references to expected road users and vehicle types likely to use the road.
• Width options considered for various sections.

• Departures from standards, if any and accordingly actions taken.

• Provisions of pedestrians, cyclists and intermediate transport.
• Safety implications of the schemes beyond its physical limits, i.e., how the scheme fits into
its environs and road hierarchy.
Road Safety Audit is a formal procedure that uses extensive safety engineering knowledge to
identify safety deficiencies in road sections. A broad experience in road, traffic and safety
engineering needs to be acquired to ensure that a Road Safety Auditor has the knowledge and
ability to refer back to the basic principles in road safety, and propose appropriate mitigation
measures. Following points are generally adequately clarified during a road safety audit.
• Confusion or ambiguity due to design layout for road users that could lead to potential road
traffic accidents
• Insufficient information for road users
• Improper visibility, or an obstruction to road views of road users
• Hazards in layout create or obstacles to road users that could contribute to an increased risk
of injuries
In the above cases safety of the scheme may be compromised and remedial measures may be
required to remove this potential or actual deficiency. Road users need to perceive and process
vast amounts of sensory and visual information to negotiate a road layout. On the other hand
role of designer is to provide a safe road environment that should:
• provide adequate information for road users of the layout and conditions ahead;
• provide adequate warning of hazards or unusual layouts ahead;
• provide positive control of road users passage through conflict points or unusual sections;
• provide a road performance that can nullify road user’s errors or inappropriate behavior
Desirable minimum Design Standards should be used wherever possible and advance
information and warning should be used to inform road users of the layout ahead. However,
driver overload must be avoided as it may cause road users to focus too much on the
unimportant data and shed vital information. Conflicting information, an overabundance of road
signs or a lack of delineation can cause overload. Therefore a “safer” road environment can be
defined as a layout that:
• provides clear, concise and phased release of road user information;

• provides a consistent standard of road design and traffic control;

• Provides adequate warning of hazards.
It is important that a road improvement caters for all road users. Often the needs of the
motorist are incorporated within a scheme whilst the needs of the vulnerable user are ignored.
The vulnerable road users that need to be considered are: pedestrians – the old, young and
those with mobility or sight impairment; cyclists – children, commuters and leisure users; and
motorcyclists.
Each vulnerable road user has different needs from the road network. In the habitation
environment the pedestrian is likely to be the principal user and designs must incorporate safe
crossing locations, adequate visibility to and from the crossings and appropriate lighting. In
addition to the needs of vulnerable road users, particular attention should be paid to the needs
of trucks, buses or other specialist vehicles.
Safe road design varies from the urban to the rural road network; and a number of external
factors can create a situation in which a safe road in one location becomes unsafe due to
external factors. These factors can include traffic volumes, population density, noise, or road
user familiarity. The function of a road should be clear to all road users, and a well-planned and
defined road hierarchy can assist in providing a safe road network. The design speed can also be
an important factor in influencing the safety of a road and should be appropriate to the location,
local road users and level of private access control.
One important aspect to the safety of junctions is that layout as well as control method need to
be simple and clear, with defined priorities for all road users. The assumption that ‘straight on’
traffic has priority is widely accepted and it needs to be remembered that alterations to this,
despite reinforcement with signs and lines can still be confusing if visual clues such as fences,
kerbing or lighting remain unchanged. It is important to attempt to make any minor approach
perpendicular to the main road. Y-junctions with acute angles should be avoided. These angled
junctions pose problem for road users, including restriction of forward and side visibility.
Similarly, it is advisable to avoid intersections on the inside of bends as foliage often encroaches
into sight lines after several years. Roundabouts used as a form of junction control have their
own rules and design requirements. One of the primary requirements in good roundabout
design is that the radius is tighter on the entry than the exit. This ensures a slow entry and lower
circulating speed. Visibility is a key requirement for all junction types, all road users need to see
and be seen by others. Care should be taken with fixing street furniture and vegetation within
visibility splays. Vulnerable road users often experience difficulties during crossing at junctions.
It is important that their needs are provided for and that safe crossing places are implemented

where required.
The relationship between cross-sectional elements (carriageway, shoulders, etc.) and safety is
affected by the type and volume of traffic, and also by the surrounding environment. Lane
widths can be critical in affecting safety, where they are too narrow vehicles may collide on
horizontal curves, and there may also be inadequate space for two wheeled vehicles. Where
lane widths are too wide the alignment may encourage excess speed. On high speed links there
is a safety benefit to be gained by the provision of a hard shoulder and central reserve gaps
should be of adequate width, depending on the size of vehicles turning. Vehicles parked on the
carriageway affect the road environment, layout and consequently safety. Safety problems
experienced with parked vehicles are:
• parked vehicles causing physical obstructions which are sideswiped or run into
• parked vehicles causing sudden braking or nose-to-tail shunts
• parked vehicles which deflect oncoming vehicles into adjacent vehicle paths
• parked vehicles blocking visibility for any road user
• parked vehicles between which pedestrians emerge
To reduce the risk of parked vehicles contributing to an accident it is important that designs
should minimize parking in main traffic lanes. Trees and foliage can greatly enhance the
environmental impact of the street scene. However, left un-maintained, they can also restrict
visibility considerably. In addition to this, saplings grow into large trees, which can provide an
unforgiving road hazard in the event of a road traffic accident.
With the above discussions and study / analysis of the project road sections safety issues that
have been conceived are presented below in Table 12.1.

Table 12.1: Road Safety Issues
Observation with respect to Safety

Content Items Remarks
Existing Situation Proposed Situation
A1. General Departure from The existing geometry of the road is The proposed alignment has been The design speed to be
Standards not adequate with presence of sharp designed based on IRC: 73-1980 and reduced based on
curves and steeper gradient in some IRC: SP: 84-2019. restricted site conditions
location and non-availability of
Realignment has been proposed at adequate land
several sharp curve locations to
improve horizontal geometry.
Cross sectional The existing carriageway width is The Proposed carriageway width of Extra widening has been
Variation 10.0m in general the project road is 2 x 7.5m (including provided on the curves
kerb shyness) with 2.5m paved having radius less or equal
shoulder on either sides having a total to 300m
roadway width of 27m as per IRC: SP
84-2019. In built up location footpath
cum RCC drain of 1.0m is to be
provided on both sides along with
7.5m service road on either side.


Drainage Existing drainage condition is poor Efficient drainage system is provided
with improper camber and along the project road including
longitudinal gradient of carriageway structure and outfall facility.
and shoulder and absence of For quick disposal of precipitations,
roadside drain. carriageway and shoulder have the
requisite camber and longitudinal
gradient.
The water from road and adjacent
areas to be intercepted and carried
through roadside drains to natural
outfall.
Mostly in rural areas unlined
trapezoidal drain shall be provided,
whereas in built up stretches
Rectangular Stone Masonry drain is
proposed both side of Project road.


Climatic With the "Tropical Monsoon Rainforest Climate", Assam is temperate (summer HFL and Pond water level
Conditions max. at 35–38 °C and winter min. at 6–8 °C) and experiences heavy rainfall and has been considered to fix
high humidity. The climate is characterized by heavy monsoon downpours road top level
reducing summer temperatures and affecting foggy nights and mornings in
winters, frequent during the afternoons. Spring (Mar–Apr) and autumn (Sept–
Oct) are usually pleasant with moderate rainfall and temperature. Assam's
agriculture usually depends on the south-west monsoon rains
The average annual rainfall is 2818mm. The monsoon starts late in June and
generally lasts up-to September. 90% of the rainfall received from July to
September.


Landscaping Landscaping on the existing road is Proper Road side Plantation is being Trees and vegetations on
not proper due to irregular spacing provided. the site should be properly
of trees, absence of proper turfing Shrubs on median / island are also trimmed and removed if
on embankment slope considered. required so that these
Turfing is being provided on should not interfere with
embankment slope. the overhead services, clear
view of signs and efficiency
of roadway lighting. A
regular program of pruning
of the offending trees shall
be under-taken as a part of
the maintenance operation.
Trees shall be selected
based on the soil,
temperature, rainfall, water
level and should be deep
rooted to avoid any
damage to the pavement
crust.


Service Apparatus Existing utilities like Electric poles, Shifting of existing utilities due to It will be safe during
Transformer, OFC, High Tension Line, widening of road. maintenance.
Tube well etc. are found along the
existing road. Utilities to be relocated at proposed
utility corridor within the proposed
ROW.
Lay-byes No lay-byes are present along the In Section-3, 7 No. of Bus bays and 2
existing road. Nos. of Truck lay byes are proposed
Footpaths In very few locations, footpaths are In built-up areas and major Footpaths are provided for
observed along the existing road intersections footpaths are provided smooth and safe
of width 1.0m movement of pedestrian
Pedestrian No pedestrian crossings are Pedestrian crossings are provided at Installation of proper traffic
Crossings observed along the existing road. major intersections and other sign/ signal near pedestrian
locations like schools, religious crossings is mandatory.
structure etc. where substantial Pedestrian guard rails are
conflicts exist between Vehicular and also required to guide
Pedestrian movement people


Access Existing situation shows maximum Private access should be minimized Private access needs be
access to the private property. As directly from the proposed minimized to maintain the
such there is no access control. carriageway by providing service road design speed of the
in either built up locations. corridor as well safe
passage to traffic and
persons.
Emergency No emergency vehicle have been It is proposed to provide Emergency
vehicles found along the existing corridor. vehicles to operate within a certain
time frame along the project road.
Public Transport Existing traffic survey shows that 2 After improvement of road surface to Traffic report shows
wheeler and car/Jeep/Taxi/Van are 4-lane with paved shoulder public increase in public transport
act major public transport compare transport like bus and minibus will be along the project road
to bus and minibus along the existing increased
track
Future Widening Existing ROW is around 18m to 45m Proposed road is of 4-lane The road section needs to
which can accommodate to four configuration which cannot be be improved to 4-lane with
lanes with land acquisition. accommodated within existing ROW paved shoulder
for the stretches under these Sections. configuration.
Land acquisition is required where
sufficient EROW is not available.
Staging of Length of the project Road section is; Contract for construction can be made
Contracts Section-3: 15.007 Km for these sections separately in
individual packages.

Adjacent Existing shoulders are generally Proposed shoulder on both sides of
Development damaged throughout the road the carriageway can be used for the
movement of slow moving vehicle
Footpaths are not found in the built during emergency as well as parking
up stretches for stalled vehicle.
Footpaths cum RCC drains have been
Insufficient traffic signs observed proposed in built up areas for safe
along the corridor. movement of pedestrians.
Installation of traffic sign (for
example- horn prohibited in front of
school, health centers, religious
structure etc.) is being proposed.
Improvement of roads will help in
development of new industry along
project road


A2. Local Visibility Visibility is not proper in many places For proposed 4-lane roads At only a very few stretches
Alignment as the existing profile of the road not Intermediate Sight distance is being where intermediate sight
does not follow required sight taken throughout. distance is not available the
distances (horizontal as well as profile shall be designed
vertical) with safe stopping sight
distance and overtaking
prohibited traffic shall be
installed in the location.
Safety Aids on No such stretch present NA

hilly terrain
New/ Existing Existing site shows that new/existing New/ Existing road interface is
Road Interface road interface are not smooth with designed with proper geometry and
improper horizontal and vertical vertical profile so that riding quality of
profile the vehicle should be smooth


A3. Junction Minimize Existing junctions are not properly In Section-3, 18 Minor Junctions are to Provide pedestrian guard
potential conflicts developed with insufficient turning be developed with proper turning rail on Footpath, median
radius and absence of road signage radius, signage and markings to for the safety of
as well as markings minimize potential conflict between pedestrians. Pedestrian
pedestrians and vehicles crossings shall be provided
in proper places in the
junctions with signage and
markings.
Layout Layout of the junctions are not Layout of the proposed junctions are These are designed as per
proper to be made with proper turning respective IRC guidelines
radius, acceleration /deceleration and land acquisition to be
lane, island and median etc. kept absolute minimum
Visibility Visibility of the existing junctions are To improve the visibility of the Traffic Sign at junctions
not proper proposed junction’s vertical profile of should informative enough
the road is designed with intermediate
sight distance. If it is not found it
should be taken care that at least
intermediate sight distance should be
available throughout
A4. Non- Adjacent Land Existing Scenario shows Pedestrians, For smooth movement of non
Motorized Cyclists and non motorized vehicles motorized road users, pedestrians and


road users Pedestrians are plying on the existing road due cyclist shoulder having 3.5m width has
provisions to damage road shoulder and been proposed on both side of the
absence of footpath in built-up areas carriageway. Also in built up stretches
Cyclists and causing conflicts with fast 1.0m wide footpath has been
moving vehicles which decrease the proposed for less conflict between
design speed fast moving vehicle and pedestrians,
cyclists etc.
Non motorized
vehicles
Lighting Insufficient Lighting is found in built Lighting shall be provided on major
up areas junctions, bus bays and truck layby
locations
Signs/ Markings Insufficient signs found on existing Traffic Signs and Road Markings are
A5. Signs road. Markings are not found in the provided on the proposed road for
and Lighting existing road except some few safe guidance of traffic
stretches in the forest area


A6. Build-ability Guidelines for safety during construction need to be followed as per IRC: SP-
Construction 55. Traffic control devices have to be provided as per requirements during
and Operational construction time. Few of these are: barricading, signs and delineators.
Operation
Network
Management

Chapter – 13
Conclusions
Chapter 13: Conclusion and Recommendations
CHAPTER 13
CONCLUSIONS AND RECOMMENDATIONS

13.0 CONCLUSIONS AND RECOMMENDATIONS
13.1 Conclusions
(i) The road section is from Dokmoka (Km 65+923) to Loring Thepi Village (KM 80+930).
(ii) Concession period of the road project is 30 yrs including 36 months construction period.
(iv) The project road is being developed to improve the connectivity of the surrounding area
and connectivity is the guiding factor for developing this section. The road stretches
from Daboka to Dimapur via Dokmoka, Bokalia, Manja and Lahoroijan will be improved
manifold if the project road is developed.
13.2 Recommendations
The proposed project road being developed as four lane carriageway configuration for 15.007
Km is not recommended under BOT mode.
The proposed project can, however, be considered under other options as under
➢ EPC Construction
Recommendations for immediate development is provided below:
Recommendation for Immediate Development

Road Section Recommendation Remarks
From Km 65+923 Base year (2020) traffic is 7592 PCU, traffic figure in
(near Dokmoka) to opening year i.e. 2023 is 9328 PCU and in the year 2024
4-Lane with Paved
Km 80+930 (near traffic figure is 10002 PCU which exceeds the design
Shoulder from 2024
Loring Thepi service volume standards of 10000 PCU for four lane
Village) facility. The project is to be taken under EPC mode

Annexures
Annexure 2.1
Page 1 of 1
Annexure 2.1 - GPS Co-ordinates of Various Features

Major Bridges
Existing
Sl No. Road Section Design Chainage Feature List Latitude Longitude
Chainage
Stretch 1 : Daboka to Lahorijan Section
1 NH 29 119+500 Realignment MJB 25.914537° 93.646896°
2 NH 29 127+450 Bypass MJB 26.023667° 93.389747°
Stretch 2 : Numaligarh to Khatkhati Section
3 NH 129 7+500 7+200 MJB 26.581259° 93.760836°
4 NH 129 18+650 17+280 MJB 26.550600° 93.851974°
5 NH 129 46+400 42+830 MJB 26.554680° 93.842391°
Major Junctions
Existing
Sl No. Road Segment Side Lat Long Remarks
Chainage
Daboka to Lahorijan Section
1 39+500 NH 29 Both 26.115736° 92.874705° Daboka Junction
2 85+380 NH 29 RHS 26.090960° 93.139100° To Howraghat
3 128+350 NH 29 RHS 25.970065° 93.436741° To Diphu
Numaligarh to Khatkhati Section
1 9+250 NH 129 LHS 26.571624° 93.768052° To NRL
2 16+400 NH 129 LHS 26.553196° 93.829532° To NRL
3 28+020 NH 129 LHS 26.503455° 93.917874° To Golaghat
4 51+050 NH 129 LHS 26.332086° 93.865281° Silanijan
5 83+620 NH 129 RHS 26.070564° 93.778027° Sariajan
Bokajan Railway
6 89+350 NH 129 LHS 26.024587° 93.763210°
Station
Annexure 2.1
Page 1 of 1
Annexure 2.1 - GPS Co-ordinates of Various Features

Major Bridges
Existing
Sl No. Road Section Design Chainage Feature List Latitude Longitude
Chainage
Stretch 1 : Daboka to Lahorijan Section
NIL
Major Junctions
Existing
Sl No. Road Segment Side Lat Long Remarks
Chainage
Daboka to Lahorijan Section
Section 1
1 38+500 NH 29 Both 26.115736° 92.874705° Daboka Junction
Annexure 4.1
Page 1 of 39
Annexure 4.1 : Data Obtained through Falling Weight Deflectometer (FWD)
Manual Back Calculated Moduli

Road Load Geophone Geophone Geophone Geophone Geophone Geophone Geophone
Sl No. Chainage Side Temp.
Stretch (kN) 1 (mm) 2 (mm) 3 (mm) 4 (mm) 5 (mm) 6 (mm) 7 (mm) BT Granular Subgrade
(°C)
NH 29
1 39500 LHS NH 29 40 0.5325 0.3931 0.1635 0.0775 0.0528 0.0436 0.0168 38.1 1067.7 200.6 111
2 39625 RHS NH 29 40 0.3823 0.2917 0.1453 0.0832 0.0598 0.0476 0.0225 38.6 1064.4 271.1 111
3 39750 LHS NH 29 40 0.5455 0.4403 0.1991 0.0894 0.0449 0.0376 0.0215 38.6 1067.7 207.9 111
4 39875 RHS NH 29 40 0.3279 0.2295 0.1036 0.0606 0.0472 0.0262 0.0103 38.6 1061.8 273.7 111
5 40000 LHS NH 29 40 0.3451 0.2486 0.0966 0.0523 0.0413 0.0338 0.0169 38.6 1041.3 274.5 111
6 40125 RHS NH 29 40 0.6768 0.5196 0.2092 0.1038 0.0699 0.0632 0.0061 37 1027.9 212.2 111
7 40250 LHS NH 29 40 0.4946 0.3803 0.1669 0.0756 0.0382 0.0251 0.0064 37 1017 211.9 111
8 40375 RHS NH 29 40 0.392 0.3097 0.1529 0.0832 0.0586 0.0489 0.0101 37 1040.2 264 112
9 40500 LHS NH 29 40 0.3634 0.2827 0.1682 0.119 0.086 0.0592 0.0317 39.9 989.6 331.7 113
10 40625 RHS NH 29 40 0.2464 0.1825 0.0892 0.075 0.0455 0.0326 0.0182 39.9 989.6 331.7 113
11 40750 LHS NH 29 40 0.2944 0.2076 0.0846 0.0462 0.032 0.0229 0.0117 39.4 997.3 272.4 111
12 41000 RHS NH 29 40 0.4102 0.3084 0.1435 0.0912 0.067 0.0528 0.0311 37.9 1255.533 240.7 96.9
13 41250 LHS NH 29 40 0.279 0.1836 0.0506 0.0334 0.0245 0.0127 0.0095 34.1 1336.242 207.9 94
14 41500 RHS NH 29 40 0.47 0.3503 0.1548 0.0856 0.0635 0.0554 0.0276 37.9 1267.166 239.3 97
15 41750 LHS NH 29 40 0.2828 0.2211 0.1187 0.072 0.054 0.0356 0.0185 37 1219.554 328.6 111
16 42000 RHS NH 29 40 0.3799 0.2369 0.0768 0.0439 0.0318 0.0232 0.0116 34.1 1318.555 211.6 94
17 42125 LHS NH 29 40 0.3938 0.2912 0.1255 0.0846 0.0562 0.0373 0.0143 39.4 1002 271.9 111
18 42250 RHS NH 29 40 0.3611 0.2684 0.1334 0.0768 0.048 0.0394 0.0128 39.4 994.9 215.8 94
19 42375 LHS NH 29 40 0.4761 0.368 0.1784 0.0973 0.0659 0.0558 0.0111 39.4 983.1 213.7 94
20 42500 RHS NH 29 40 0.4285 0.2932 0.156 0.0979 0.056 0.0395 0.0184 39.4 984.3 215.1 94
21 42625 LHS NH 29 40 0.4129 0.3146 0.1372 0.0739 0.0532 0.0264 0.0133 37.9 1073.5 240.7 97
22 42750 RHS NH 29 40 0.4599 0.3748 0.1772 0.1142 0.0805 0.0404 0.014 37.9 895.5 240.7 97
23 42875 LHS NH 29 40 0.3729 0.2988 0.1404 0.0861 0.0533 0.0347 0.0172 37.9 1080 240.6 97
24 43000 RHS NH 29 40 0.455 0.2969 0.1284 0.0908 0.0703 0.0485 0.018 40.7 902.5 240.4 97
25 43125 LHS NH 29 40 0.3922 0.2994 0.1326 0.0787 0.0514 0.0342 0.0149 37.9 1092.3 240.3 97
26 43250 RHS NH 29 40 0.36 0.2733 0.1345 0.0781 0.0568 0.0436 0.0213 37.9 1009.1 240.6 97
27 43375 LHS NH 29 40 0.3443 0.2614 0.1265 0.0736 0.0525 0.0392 0.0135 37.9 1078.5 238.1 97
Annexure 4.1
Page 2 of 39
(°C)
28 43500 RHS NH 29 40 0.3432 0.252 0.1173 0.0643 0.0487 0.039 0.0083 37.9 923.7 239.3 97
29 43625 LHS NH 29 40 0.4071 0.2537 0.0823 0.0474 0.0343 0.0248 0.0124 40.7 907.8 239.2 97
30 43750 RHS NH 29 40 0.5752 0.4129 0.1717 0.0748 0.0538 0.0471 0.0229 40.7 934.7 234.1 110
31 43875 LHS NH 29 40 0.4648 0.3556 0.1727 0.0924 0.0649 0.0512 0.0193 39.5 984.9 270.7 110
32 44000 RHS NH 29 40 0.3358 0.2482 0.1249 0.073 0.0413 0.02 0.01 39.5 933.4 268.5 110
33 44125 LHS NH 29 40 0.2602 0.1857 0.0859 0.0482 0.0377 0.0299 0.007 38.6 988.6 270.6 110
34 44250 RHS NH 29 40 0.3724 0.2736 0.1205 0.0735 0.0548 0.0424 0.0095 39.5 989 268.5 110
35 44375 LHS NH 29 40 0.4963 0.3443 0.1344 0.0693 0.0474 0.0401 0.0184 39.1 999.1 260.2 110
36 44500 RHS NH 29 40 0.3705 0.2627 0.0978 0.0711 0.0335 0.0272 0.0093 39.1 955.9 272.1 110
37 44625 LHS NH 29 40 0.4239 0.2874 0.1168 0.0555 0.0381 0.0298 0.0089 39.1 997.9 258 110
38 44750 RHS NH 29 40 0.2169 0.1404 0.0677 0.0353 0.0248 0.0201 0.0077 39.1 966 270.6 110
39 44875 LHS NH 29 40 0.3346 0.227 0.0864 0.045 0.0275 0.0135 0.0068 40.3 928.4 230.7 110
40 45000 RHS NH 29 40 0.3674 0.2619 0.1064 0.0536 0.0371 0.0285 0.0139 39.1 962.4 271.9 110
41 45125 LHS NH 29 40 0.4079 0.3025 0.1385 0.0697 0.0447 0.0322 0.01 40.3 935.2 271.5 110
42 45250 RHS NH 29 40 0.3636 0.2606 0.118 0.0674 0.0546 0.0484 0.0068 39.1 960.6 271.9 110
43 45375 LHS NH 29 40 0.3612 0.2646 0.1154 0.0599 0.05 0.0373 0.0174 39.1 982.5 272.6 110
44 45500 RHS NH 29 40 0.3569 0.2614 0.1092 0.0538 0.0399 0.0352 0.0099 40.3 926.3 269.7 110
45 45625 LHS NH 29 40 0.3388 0.2561 0.127 0.0717 0.0452 0.0369 0.0123 39.1 994.4 272.1 110
46 45750 RHS NH 29 40 0.3783 0.2953 0.1398 0.0657 0.0426 0.0235 0.0131 40.3 933.7 269.2 110
47 45875 LHS NH 29 40 0.3702 0.2739 0.1415 0.0837 0.0606 0.0499 0.0211 39.1 997.9 271.1 110
48 46000 RHS NH 29 40 0.3428 0.2612 0.1064 0.059 0.0334 0.021 0.0076 40.3 924.2 273 110
49 46125 LHS NH 29 40 0.3342 0.254 0.1162 0.0689 0.0524 0.043 0.0148 39.1 951.2 272.5 110
50 46250 RHS NH 29 40 0.4884 0.334 0.1413 0.0776 0.0589 0.0404 0.0216 40.3 904.6 272.9 110
51 46375 LHS NH 29 40 0.3796 0.2806 0.1242 0.064 0.0533 0.0394 0.0187 40.6 937.9 325.8 115
52 46500 RHS NH 29 40 0.3244 0.2118 0.067 0.0445 0.0338 0.023 0.0114 40.6 909.9 284.8 115
53 46625 LHS NH 29 40 0.5765 0.4151 0.1822 0.1068 0.071 0.0539 0.0269 40.3 893.5 221.9 115
54 46750 RHS NH 29 40 0.5431 0.3923 0.1639 0.0867 0.0547 0.0428 0.0226 40.6 892.5 221.9 115
55 46875 LHS NH 29 40 0.583 0.4696 0.1859 0.0928 0.0655 0.048 0.0243 40.3 917.3 222.6 115
56 47000 RHS NH 29 40 0.3517 0.2662 0.1293 0.0781 0.0427 0.022 0.0108 40.6 917.3 244.6 115
57 47125 LHS NH 29 40 0.4376 0.3141 0.1353 0.0742 0.0444 0.0288 0.0128 40.6 900.9 223.4 115
Annexure 4.1
Page 3 of 39
(°C)
58 47250 RHS NH 29 40 0.4191 0.3202 0.1436 0.0845 0.0551 0.0366 0.0158 40.6 933.7 248.7 115
59 47375 LHS NH 29 40 0.278 0.2098 0.106 0.0629 0.0458 0.0375 0.0184 39.9 984.3 338.5 113
60 47500 RHS NH 29 40 0.3049 0.2455 0.1009 0.056 0.0388 0.0304 0.0084 39.9 1001.5 214 112.9
61 47625 LHS NH 29 40 0.2431 0.1787 0.0877 0.0737 0.0445 0.0314 0.0179 39.9 1001.5 214 112.9
62 47750 RHS NH 29 40 0.3374 0.2546 0.1406 0.0847 0.0597 0.051 0.0251 39.9 1002.6 336.2 113
63 47875 LHS NH 29 40 0.2228 0.1677 0.0927 0.0629 0.044 0.0316 0.0185 39.9 974.8 335.4 113
64 48000 RHS NH 29 40 0.3435 0.2629 0.1276 0.0856 0.063 0.0449 0.0045 39.9 950.6 213 113
65 48125 LHS NH 29 40 0.3153 0.2314 0.1431 0.0743 0.0628 0.035 0.0195 39.9 1000.3 324.2 113
66 48250 RHS NH 29 40 0.3587 0.2747 0.139 0.086 0.068 0.0494 0.0179 39.9 998.5 270.8 113
67 48375 LHS NH 29 40 0.3957 0.3025 0.1644 0.1028 0.0707 0.0495 0.0225 39.9 993.8 268.3 113
68 48500 RHS NH 29 40 0.3554 0.2764 0.1453 0.095 0.0684 0.0484 0.0241 39.9 988.4 337.5 113
69 48625 LHS NH 29 40 0.3004 0.2329 0.1185 0.0738 0.0518 0.0376 0.0161 39.9 1003.8 299.7 113
70 48750 RHS NH 29 40 0.3361 0.2598 0.143 0.0883 0.0613 0.0513 0.0249 39.9 990.2 325.3 113
71 48875 LHS NH 29 40 0.3177 0.2314 0.139 0.0738 0.0611 0.0336 0.0186 39.9 992.6 307.1 113
72 49000 RHS NH 29 40 0.3721 0.2907 0.1459 0.0903 0.0663 0.0476 0.0188 40.4 931.6 238.5 113
73 49125 LHS NH 29 40 0.2757 0.1963 0.0753 0.0524 0.0352 0.0304 0.0158 40.6 909.9 337.5 113
74 49250 RHS NH 29 40 0.272 0.1983 0.0795 0.0527 0.037 0.0305 0.0168 40.6 932.6 302.6 99
75 49375 LHS NH 29 40 0.2824 0.1924 0.1038 0.062 0.0298 0.0219 0.0112 40.6 909.9 198 99
76 49500 RHS NH 29 40 0.2529 0.1869 0.1015 0.0756 0.0552 0.033 0.0176 40.6 938.4 318.7 99
77 49625 LHS NH 29 40 0.317 0.2268 0.1219 0.0891 0.0591 0.045 0.0129 40.6 938.4 200.2 99
78 49750 RHS NH 29 40 0.3534 0.2658 0.1462 0.0949 0.0705 0.0521 0.01 38.4 1027.5 198.4 99
79 49875 LHS NH 29 40 0.2753 0.1963 0.1263 0.067 0.042 0.024 0.0055 38.4 1025.5 198.7 99
80 50000 RHS NH 29 40 0.4018 0.304 0.149 0.0917 0.0663 0.0477 0.023 38.4 1042 199.1 99
81 50125 LHS NH 29 40 0.2857 0.2142 0.1063 0.0634 0.0459 0.0381 0.0189 38.4 1007 199.6 99
82 50250 RHS NH 29 40 0.2193 0.1467 0.0572 0.0406 0.0142 0.0071 0.0035 38.4 1007 199.6 99
83 50375 LHS NH 29 40 0.2969 0.2181 0.1342 0.0883 0.064 0.0544 0.0232 39.5 1002.6 316.3 99
84 50500 RHS NH 29 40 0.1858 0.1454 0.0783 0.0595 0.0448 0.0348 0.0123 39.5 987.3 315.8 101
85 50625 LHS NH 29 40 0.1718 0.1366 0.0747 0.0548 0.041 0.0326 0.0115 39.5 937 316 101
86 50750 RHS NH 29 40 0.2953 0.215 0.1269 0.0772 0.0592 0.0344 0.0124 39.5 997.3 293.4 101
87 50875 LHS NH 29 40 0.293 0.2152 0.119 0.0809 0.0621 0.0462 0.0135 40.6 938.4 200.2 99
Annexure 4.1
Page 4 of 39
(°C)
88 51000 RHS NH 29 40 0.2643 0.2036 0.1197 0.0819 0.059 0.0402 0.0208 40.6 933.1 315.1 101
89 51125 LHS NH 29 40 0.2655 0.1879 0.1103 0.0737 0.0613 0.0366 0.0157 40.6 931 315 101
90 51250 RHS NH 29 40 0.2713 0.1969 0.0961 0.055 0.0463 0.0352 0.013 40.6 931.6 310.2 101
91 51375 LHS NH 29 40 0.2416 0.173 0.1009 0.0671 0.0568 0.0447 0.0183 40.6 927.3 315.3 100.9
92 51500 RHS NH 29 40 0.3441 0.2584 0.1466 0.0907 0.0681 0.0531 0.0275 40.6 928.9 315.2 101
93 51625 LHS NH 29 40 0.2725 0.2038 0.1262 0.0817 0.0596 0.0509 0.0216 40.6 933.7 315.8 101
94 51750 RHS NH 29 40 0.3024 0.2266 0.1132 0.0769 0.0504 0.0375 0.0157 40.6 889.9 313 101
95 51875 LHS NH 29 40 0.258 0.182 0.0875 0.0736 0.0459 0.0329 0.0178 40.6 919.4 315.7 101
96 52000 RHS NH 29 40 0.3096 0.2407 0.1296 0.0924 0.061 0.0478 0.0109 40.6 937.4 245.2 101
97 52125 LHS NH 29 40 0.2459 0.1762 0.0942 0.0712 0.0514 0.0314 0.0164 40.6 912 314.7 101
98 52250 RHS NH 29 40 0.3082 0.2209 0.1158 0.0804 0.0612 0.0456 0.0231 40.6 889.9 315.2 101
99 52375 LHS NH 29 40 0.2869 0.2083 0.1093 0.0754 0.0591 0.0442 0.0216 40.6 930 314.8 101
100 52500 RHS NH 29 40 0.213 0.1508 0.0811 0.0547 0.031 0.0211 0.0116 40.6 930 314.8 101
101 52625 LHS NH 29 40 0.3434 0.2318 0.1241 0.0845 0.0617 0.0364 0.0148 40.6 931.6 276.9 101
102 52750 RHS NH 29 40 0.3167 0.2605 0.1304 0.0871 0.0637 0.0559 0.0279 40.6 930.5 315.4 101
103 52875 LHS NH 29 40 0.6089 0.4571 0.1884 0.0844 0.0502 0.0356 0.0173 40.6 915.7 221.2 115
104 53000 RHS NH 29 40 0.2975 0.2262 0.1148 0.0716 0.0509 0.0372 0.0156 37.9 1101.7 240.7 96.9
105 53250 LHS NH 29 40 0.42 0.3337 0.1638 0.0905 0.0606 0.0456 0.0183 37.9 1050.3 239.5 97
106 53500 RHS NH 29 40 0.3891 0.2839 0.1255 0.0786 0.0596 0.0442 0.0102 35.5 1128.7 243.9 102
107 53750 LHS NH 29 40 0.2291 0.1654 0.0744 0.0463 0.0351 0.0237 0.0089 37.9 1136.4 239.1 97
108 54000 RHS NH 29 40 0.4795 0.3658 0.1599 0.0908 0.0692 0.0451 0.0082 35.5 1271.6 212 102
109 54125 LHS NH 29 40 0.3589 0.2651 0.1197 0.0707 0.0497 0.0326 0.0176 41.6 924.2 238.7 110
110 54250 RHS NH 29 40 0.2583 0.1951 0.0867 0.0498 0.031 0.0274 0.0094 41.6 931 235.9 110
111 54375 LHS NH 29 40 0.2615 0.188 0.0951 0.0589 0.0365 0.0248 0.0093 41.6 930.5 238.3 110
112 54500 RHS NH 29 40 0.461 0.3439 0.1617 0.0877 0.0547 0.0441 0.0224 40.3 932.1 267.3 115
113 54625 LHS NH 29 40 0.539 0.4254 0.179 0.0903 0.0657 0.0445 0.0159 40.6 915.2 222.5 115
114 54750 RHS NH 29 40 0.5196 0.3878 0.1743 0.0909 0.0661 0.0476 0.0123 40.3 911.5 223.2 115
115 54875 LHS NH 29 40 0.2929 0.2134 0.1129 0.085 0.0538 0.041 0.012 40.6 931 297.6 101
116 55000 RHS NH 29 40 0.3722 0.295 0.1458 0.0904 0.0669 0.0465 0.0187 40 931 301.5 101
117 55125 LHS NH 29 40 0.2084 0.1507 0.0855 0.0587 0.0414 0.0296 0.0171 40 934.7 312.6 101
Annexure 4.1
Page 5 of 39
(°C)
118 55250 RHS NH 29 40 0.3443 0.2601 0.1408 0.0922 0.0685 0.0508 0.0098 40 934.7 202 101
119 55375 LHS NH 29 40 0.4017 0.3067 0.155 0.0984 0.0677 0.0573 0.0193 40 936.3 275.3 101
120 55500 RHS NH 29 40 0.2372 0.1504 0.0674 0.041 0.0211 0.0098 0.0032 40 924.2 197.9 101
121 55625 LHS NH 29 40 0.298 0.2322 0.1208 0.0873 0.06 0.0419 0.0193 40 913.6 312.3 101
122 55750 RHS NH 29 40 0.1945 0.1533 0.0988 0.0631 0.0582 0.0389 0.013 40 933.1 316 101
123 55875 LHS NH 29 40 0.458 0.3426 0.1626 0.0945 0.0637 0.051 0.0176 40.6 940 266.8 115
124 56000 RHS NH 29 40 0.229 0.1399 0.0632 0.0429 0.0327 0.0217 0.0057 37.9 1139.3 240.8 97
125 56250 LHS NH 29 40 0.3651 0.2751 0.1161 0.0788 0.0522 0.0346 0.0133 37.9 1009.8 271.8 110
126 56500 RHS NH 29 40 0.375 0.2936 0.1329 0.0765 0.0513 0.0403 0.0104 37.9 1094.4 270.6 110
127 56625 LHS NH 29 40 0.407 0.2946 0.123 0.0708 0.0574 0.043 0.0112 40.6 930 222.5 115
128 56750 RHS NH 29 40 0.4195 0.3253 0.165 0.0903 0.0584 0.0412 0.0138 41.5 934.7 240.9 115
129 56875 LHS NH 29 40 0.2385 0.1705 0.0819 0.069 0.0422 0.0307 0.0169 40 892 314.7 101
130 57000 RHS NH 29 40 0.3053 0.2229 0.125 0.0865 0.0654 0.049 0.0146 40 926.3 310.4 101
131 57125 LHS NH 29 40 0.2872 0.1998 0.118 0.0705 0.0478 0.0357 0.0156 40 928.4 314.3 101
132 57250 RHS NH 29 40 0.2989 0.2242 0.1126 0.0778 0.0623 0.0462 0.0226 40 930.5 313.6 101
133 57375 LHS NH 29 40 0.2332 0.1651 0.0785 0.0501 0.0303 0.0127 0.0058 40.6 934.7 231.6 115
134 57500 RHS NH 29 40 0.4604 0.3508 0.143 0.0825 0.0504 0.0428 0.0077 37.9 1273.78 225.3 110
135 57750 LHS NH 29 40 0.2912 0.2129 0.0944 0.0584 0.045 0.0361 0.0181 37.9 1246.523 271.8 110
136 58000 RHS NH 29 40 0.3788 0.2767 0.1257 0.074 0.058 0.0516 0.0074 37 1177.542 214.4 111
137 58125 LHS NH 29 40 0.433 0.3061 0.1361 0.0717 0.0478 0.0378 0.0136 41.5 913.6 224.7 115
138 58250 RHS NH 29 40 0.5055 0.3868 0.1581 0.0887 0.0586 0.0478 0.0178 41.5 921.5 222.2 115
139 58375 LHS NH 29 40 0.4266 0.34 0.1407 0.0862 0.0456 0.0322 0.0164 41.5 932.6 241.1 115
140 58500 RHS NH 29 40 0.3867 0.3029 0.1434 0.0799 0.0573 0.0479 0.0097 40.6 931 223.6 115
141 58625 LHS NH 29 40 0.4937 0.3852 0.1583 0.0929 0.0604 0.0478 0.0185 41.5 896.7 221.2 115
142 58750 RHS NH 29 40 0.4584 0.3272 0.1419 0.0763 0.05 0.0406 0.0145 41.5 936.8 224.7 115
143 58875 LHS NH 29 40 0.5516 0.4034 0.1872 0.1043 0.0641 0.0508 0.0186 40.7 932.1 221.7 115
144 59000 RHS NH 29 40 0.3529 0.2204 0.0945 0.0532 0.0289 0.0147 0.0038 40.7 920.5 227.5 103
145 59125 LHS NH 29 40 0.6156 0.4386 0.1907 0.1095 0.0744 0.0551 0.0279 42.2 898.3 227.4 103
146 59250 RHS NH 29 40 0.4446 0.3046 0.1457 0.0871 0.0714 0.0542 0.0151 41.2 913.1 228 103
147 59375 LHS NH 29 40 0.652 0.5056 0.2221 0.1123 0.0734 0.0572 0.0194 42.2 912 227.7 103
Annexure 4.1
Page 6 of 39
(°C)
148 59500 RHS NH 29 40 0.6187 0.4399 0.1634 0.0714 0.0493 0.0414 0.0078 41.2 916.2 221.7 103
149 59625 LHS NH 29 40 0.5623 0.4274 0.1422 0.0574 0.0347 0.0216 0.0053 42.2 922.6 226.4 103
150 59750 RHS NH 29 40 0.3748 0.2987 0.1261 0.073 0.0491 0.0274 0.0129 41.2 893.5 228 103
151 59875 LHS NH 29 40 0.3076 0.2282 0.0956 0.0535 0.0385 0.0317 0.0074 42.2 893.5 227.3 103
152 60000 RHS NH 29 40 0.4909 0.3623 0.1746 0.1005 0.0681 0.0546 0.0187 41.2 928.4 227.1 103
153 60125 LHS NH 29 40 0.4682 0.3094 0.1338 0.0624 0.0401 0.0236 0.0114 41.2 932.1 227.4 103
154 60250 RHS NH 29 40 0.3127 0.2034 0.0881 0.0517 0.0429 0.0286 0.013 42.2 905.2 225.9 103
155 60375 LHS NH 29 40 0.6034 0.4566 0.1988 0.1012 0.0664 0.0546 0.0037 42.2 933.1 227.7 103
156 60500 RHS NH 29 40 0.4622 0.3454 0.1765 0.101 0.0597 0.0458 0.0202 42.2 925.7 226.7 103
157 60625 LHS NH 29 40 0.5118 0.4018 0.1597 0.09 0.0593 0.0479 0.0176 41.2 937.4 226.9 103
158 60750 RHS NH 29 40 0.5631 0.4347 0.1902 0.0889 0.047 0.0397 0.0146 42.2 915.7 222.1 103
159 60875 LHS NH 29 40 0.6683 0.5129 0.2158 0.1003 0.0684 0.048 0.0173 41.2 909.9 225.9 103
160 61000 RHS NH 29 40 0.4845 0.365 0.166 0.089 0.0628 0.0457 0.0113 42.2 892.5 224.9 103
161 61125 LHS NH 29 40 0.445 0.3341 0.1581 0.0927 0.0641 0.0522 0.0215 41.2 927.9 227 103
162 61250 RHS NH 29 40 0.4933 0.3876 0.1875 0.1085 0.0604 0.0563 0.0044 42.2 923.6 221.8 103
163 61375 LHS NH 29 40 0.4033 0.3114 0.1514 0.0816 0.0527 0.0359 0.0207 41.2 912.6 227.8 102.9
164 61500 RHS NH 29 40 0.3433 0.2661 0.115 0.0538 0.0348 0.0233 0.0082 42.2 897.8 227.2 103
165 61625 LHS NH 29 40 0.4133 0.2904 0.1355 0.0806 0.0644 0.051 0.0144 42.2 906.7 227.9 103
166 61750 RHS NH 29 40 0.4765 0.3659 0.1559 0.0854 0.0613 0.0342 0.0175 42.2 930 226.7 103
167 61875 LHS NH 29 40 0.2761 0.1742 0.1103 0.0869 0.0456 0.0279 0.0099 40 928.9 250.9 98
168 62000 RHS NH 29 40 0.2815 0.2064 0.1039 0.0626 0.0453 0.0378 0.0183 40 937.9 250.7 98
169 62125 LHS NH 29 40 0.263 0.1786 0.0946 0.0577 0.0276 0.0206 0.0106 40 931.6 249.2 98
170 62250 RHS NH 29 40 0.2313 0.172 0.0886 0.056 0.0368 0.0301 0.0107 40 914.1 247.7 98
171 62375 LHS NH 29 40 0.2701 0.2276 0.1144 0.0819 0.0581 0.0359 0.0191 40 931.6 249.2 98
172 62500 RHS NH 29 40 0.2923 0.217 0.1218 0.0842 0.0608 0.0548 0.0274 40 940 249 98
173 62625 LHS NH 29 40 0.2016 0.1361 0.0747 0.0501 0.0287 0.0192 0.0108 40 939.5 250.4 98
174 62750 RHS NH 29 40 0.1959 0.1372 0.0732 0.0479 0.0416 0.0296 0.0121 40 911 250.2 98
175 62875 LHS NH 29 40 0.2546 0.1885 0.1038 0.0575 0.0424 0.0294 0.0145 40 939.5 249.3 98
176 63000 RHS NH 29 40 0.191 0.1551 0.0978 0.0613 0.0515 0.0398 0.0167 40 935.2 249.4 98
177 63125 LHS NH 29 40 0.428 0.3254 0.1569 0.1 0.0684 0.0576 0.0199 39.5 987.3 249.3 98
Annexure 4.1
Page 7 of 39
(°C)
178 63250 RHS NH 29 40 0.3389 0.2558 0.1389 0.0876 0.0598 0.0506 0.0252 39.5 1000.9 250.3 98
179 63375 LHS NH 29 40 0.2962 0.2423 0.122 0.0811 0.0597 0.0528 0.0263 39.5 972.5 250.9 98
180 63500 RHS NH 29 40 0.2932 0.2178 0.1349 0.0876 0.0629 0.0532 0.023 39.5 977.2 185.7 111.9
181 63625 LHS NH 29 40 0.3552 0.2795 0.146 0.0963 0.0682 0.0478 0.0242 39.5 977.2 185.7 111.9
182 63750 RHS NH 29 40 0.319 0.2261 0.1564 0.1175 0.0886 0.0555 0.0219 39.5 983.1 185.8 112
183 63875 LHS NH 29 40 0.3722 0.2481 0.1303 0.0907 0.0651 0.0388 0.0158 39.5 898 185.9 111.9
184 64000 RHS NH 29 40 0.3301 0.2508 0.1146 0.0729 0.0589 0.0263 0.0131 39.5 973.1 184.1 112
185 64125 LHS NH 29 40 0.3688 0.2333 0.1065 0.0821 0.0592 0.0423 0.0108 39.5 983.1 185.9 112
186 64250 RHS NH 29 40 0.229 0.1759 0.0914 0.0565 0.0477 0.0301 0.0056 39.5 972.5 185.7 112
187 64375 LHS NH 29 40 0.2905 0.2269 0.115 0.0755 0.0557 0.0372 0.0235 39.5 1002.6 185.7 111.9
188 64500 RHS NH 29 40 0.4157 0.316 0.1557 0.0967 0.0694 0.0564 0.0199 39.5 958.3 185.2 112
189 64625 LHS NH 29 40 0.3917 0.2433 0.1102 0.0839 0.0603 0.0434 0.0107 36 1149 223.2 114
190 64750 RHS NH 29 40 0.2238 0.1406 0.0629 0.0383 0.0193 0.0091 0.003 36.4 966.1 212.1 106
191 64875 LHS NH 29 40 0.3556 0.2694 0.1453 0.1011 0.0835 0.0618 0.0125 37.8 991.7 256.7 111
192 65000 RHS NH 29 40 0.2617 0.1988 0.1003 0.0628 0.045 0.0384 0.0081 37.8 1015.6 229 111
193 65125 LHS NH 29 40 0.2918 0.2327 0.117 0.0769 0.0487 0.0368 0.0153 38.5 1046.6 247.8 108
194 65250 RHS NH 29 40 0.3613 0.2753 0.1512 0.0984 0.0788 0.0587 0.0137 38.5 1044.6 249.9 108
195 65375 LHS NH 29 40 0.3142 0.2428 0.1313 0.0812 0.0578 0.0471 0.0234 38.5 1044.6 249.9 108
196 65500 RHS NH 29 40 0.2688 0.1725 0.0747 0.0519 0.0371 0.0236 0.0092 39 1000.9 281 112
197 65625 LHS NH 29 40 0.3161 0.243 0.1256 0.0886 0.0637 0.0499 0.0253 39 1000.9 281 112
198 65750 RHS NH 29 40 0.3207 0.2475 0.1223 0.0787 0.0659 0.0415 0.0162 39 994.9 292.7 112
199 65875 LHS NH 29 40 0.3692 0.2348 0.1056 0.0686 0.0483 0.0293 0.0148 41.2 935.8 226.9 103
200 66000 RHS NH 29 40 0.3113 0.2348 0.1139 0.0642 0.0431 0.0302 0.0139 37.9 1163.156 240.1 97
201 66250 LHS NH 29 40 0.3245 0.2398 0.1105 0.0621 0.0439 0.0356 0.019 37.9 1153.234 240.4 97
202 66500 RHS NH 29 40 0.2102 0.1616 0.0706 0.0385 0.0278 0.0201 0.0059 37.9 1258.84 240.5 97
203 67000 LHS NH 29 40 0.4228 0.2872 0.1217 0.0826 0.064 0.046 0.0167 42.5 938.9 267.1 99
204 67125 RHS NH 29 40 0.4651 0.3467 0.1704 0.0975 0.0612 0.0461 0.0197 42.5 919.4 270.9 99
205 67250 LHS NH 29 40 0.4654 0.3442 0.1542 0.0821 0.0563 0.0439 0.022 42.5 908.9 265.7 99
206 67375 RHS NH 29 40 0.2517 0.1804 0.088 0.0543 0.0476 0.0369 0.0098 41.9 937.4 268.7 99
207 67500 LHS NH 29 40 0.5505 0.4154 0.1677 0.0857 0.0566 0.0437 0.0207 41.9 939.5 222.4 116
Annexure 4.1
Page 8 of 39
(°C)
208 67625 RHS NH 29 40 0.3845 0.2796 0.1272 0.0767 0.0537 0.0426 0.0101 42.9 934.2 273.7 116
209 67750 LHS NH 29 40 0.3485 0.2455 0.096 0.0527 0.0411 0.0338 0.0168 41.9 936.3 274.3 116
210 67875 RHS NH 29 40 0.487 0.3731 0.1798 0.099 0.0707 0.0554 0.0287 42.9 928.9 273.1 116
211 68000 LHS NH 29 40 0.3598 0.2918 0.1675 0.1152 0.0866 0.0565 0.0225 39 977.2 296 112
212 68125 RHS NH 29 40 0.3289 0.2577 0.1387 0.0874 0.0631 0.0496 0.0241 39 980.8 295.4 112
213 68250 LHS NH 29 40 0.4268 0.3384 0.1656 0.1073 0.0756 0.0542 0.0134 39 1004.4 215.8 112
214 68375 RHS NH 29 40 0.3155 0.2256 0.1201 0.0922 0.0575 0.045 0.0132 39 989.6 293.8 112
215 68500 LHS NH 29 40 0.3241 0.247 0.1346 0.0874 0.0646 0.0485 0.0093 39 1000.9 231.5 112
216 68625 RHS NH 29 40 0.2348 0.1797 0.0927 0.0606 0.0411 0.0316 0.0061 39 1000.9 238.1 112
217 68750 LHS NH 29 40 0.2043 0.1628 0.1046 0.0643 0.0544 0.0426 0.018 39 1000.9 238.1 112
218 68875 RHS NH 29 40 0.2729 0.2095 0.1108 0.0776 0.0539 0.0471 0.0171 39 1005 292.2 112
219 69000 LHS NH 29 40 0.4732 0.3608 0.1743 0.0954 0.0686 0.0532 0.0278 41.9 903.6 277.8 116
220 69500 RHS NH 29 40 0.3961 0.2988 0.1313 0.0782 0.0585 0.0451 0.0104 41.9 927.9 274.6 116
221 69625 LHS NH 29 40 0.2956 0.188 0.1166 0.0934 0.0481 0.0291 0.0104 39 995.5 289.3 112
222 69750 RHS NH 29 40 0.3045 0.2288 0.143 0.0726 0.0601 0.0352 0.0194 39 973.7 294.8 112
223 69875 LHS NH 29 40 0.5397 0.4098 0.1863 0.0877 0.0432 0.0361 0.0203 42.9 935.8 229.8 116
224 70000 RHS NH 29 40 0.3825 0.2717 0.1134 0.0648 0.0409 0.033 0.0091 34.1 1335.7 215.6 94
225 70250 LHS NH 29 40 0.4358 0.3073 0.1305 0.0745 0.0604 0.0453 0.0119 32.4 1357.3 221.7 111
226 70500 RHS NH 29 40 0.3764 0.2714 0.109 0.0582 0.0367 0.0253 0.009 34.1 1392.1 216 94
227 70750 LHS NH 29 40 0.4679 0.3462 0.1678 0.0857 0.0536 0.0453 0.0218 37 1127.7 228.4 111
228 71000 RHS NH 29 40 0.4261 0.2808 0.112 0.0632 0.0533 0.034 0.01 34.1 1360 208.1 94
229 71250 LHS NH 29 40 0.4723 0.3776 0.1662 0.073 0.0365 0.0233 0.0062 37 1114.7 213.6 111
230 71500 RHS NH 29 40 0.4143 0.2926 0.128 0.0641 0.0487 0.0312 0.0113 34.1 1325 213.4 94
231 71750 LHS NH 29 40 0.2163 0.1441 0.0517 0.0212 0.0138 0.0071 0.0034 37 1068.4 210 111
232 72000 RHS NH 29 40 0.4152 0.2772 0.1155 0.049 0.0317 0.0178 0.0088 34.1 1382.4 201.3 94
233 72250 LHS NH 29 40 0.5478 0.3819 0.1615 0.0857 0.0549 0.0422 0.0235 37 1098.8 215.3 111
234 72500 RHS NH 29 40 0.4085 0.2685 0.1066 0.0609 0.0508 0.0323 0.0095 34.1 1382.4 203.6 94
235 72750 LHS NH 29 40 0.4852 0.3647 0.1594 0.0767 0.0561 0.0385 0.0096 37 1130.6 238.2 112
236 73000 RHS NH 29 40 0.5877 0.4142 0.1531 0.0806 0.0504 0.0265 0.0152 34.1 1394 199.3 94
237 73250 LHS NH 29 40 0.4267 0.288 0.1131 0.0508 0.0319 0.0176 0.0086 37 1083.6 233.9 112
Annexure 4.1
Page 9 of 39
(°C)
238 73500 RHS NH 29 40 0.4427 0.3034 0.1153 0.0545 0.0435 0.0254 0.012 35.9 1271.6 215.2 94
239 73750 LHS NH 29 40 0.3558 0.264 0.1255 0.0693 0.0438 0.0364 0.01 35.9 1141.6 230.8 93
240 74000 RHS NH 29 40 0.2355 0.1501 0.0695 0.0375 0.0269 0.0216 0.0083 39.9 1002 230.9 93
241 74250 LHS NH 29 40 0.3459 0.2468 0.0965 0.0506 0.0404 0.034 0.0167 37 1103.8 268.6 112
242 74500 RHS NH 29 40 0.3676 0.2813 0.1248 0.0755 0.0562 0.046 0.0159 34.7 1305.5 267.1 112
243 74750 LHS NH 29 40 0.3081 0.2115 0.0918 0.0594 0.0481 0.0346 0.0084 35.9 1220.3 229.2 93
244 75000 RHS NH 29 40 0.2316 0.1648 0.0735 0.0436 0.0324 0.0227 0.0113 35.9 1184.635 230.1 93
245 75250 LHS NH 29 40 0.5877 0.4629 0.1885 0.0989 0.0697 0.0485 0.017 34.7 1375.678 221.1 112
246 75500 RHS NH 29 40 0.3144 0.2108 0.0673 0.0429 0.034 0.0229 0.0113 35.9 1296.01 230.2 93
247 75750 LHS NH 29 40 0.376 0.2646 0.1278 0.0693 0.0523 0.0426 0.009 34.7 1336.302 265.9 112
248 76000 RHS NH 29 40 0.2631 0.2065 0.1104 0.0679 0.0506 0.0338 0.0171 35.9 1210.553 230.6 93
249 76250 LHS NH 29 40 0.4263 0.3259 0.141 0.0831 0.0558 0.0362 0.0161 34.7 1363.243 267.6 112
250 76500 RHS NH 29 40 0.3696 0.2826 0.1252 0.0781 0.061 0.0441 0.0214 35.9 1288.828 229.6 93
251 76750 LHS NH 29 40 0.3205 0.2299 0.0915 0.0483 0.0383 0.0316 0.0156 35.9 1324.426 231 93
252 77000 RHS NH 29 40 0.2124 0.1596 0.0709 0.0431 0.0313 0.0188 0.0094 35.9 1280.813 230.2 93
253 77250 LHS NH 29 40 0.3295 0.2601 0.1416 0.0809 0.0544 0.0415 0.0165 37.9 1154.944 239.8 97
254 77500 RHS NH 29 40 0.4374 0.331 0.1569 0.0876 0.0558 0.0398 0.0141 37.9 1248.12 239.3 97
255 77750 LHS NH 29 40 0.4727 0.3932 0.169 0.0889 0.0595 0.0463 0.0233 37.9 1191.211 240.2 97
256 78000 RHS NH 29 40 0.4306 0.3095 0.1387 0.0703 0.0439 0.0268 0.0127 34.7 1345.973 266 112
257 78125 LHS NH 29 40 0.4466 0.3435 0.1525 0.0863 0.0656 0.0433 0.0075 42.3 934.7 201.1 116
258 78250 RHS NH 29 40 0.3971 0.2709 0.1422 0.0936 0.0538 0.0369 0.0168 42.9 915.7 275.3 116
259 78375 LHS NH 29 40 0.3296 0.2306 0.1033 0.0619 0.047 0.0276 0.0102 42.3 928.4 274.2 116
260 78500 RHS NH 29 40 0.3699 0.2722 0.1287 0.0706 0.0512 0.035 0.0061 42.9 924.7 225.1 116
261 78625 LHS NH 29 40 0.3268 0.2438 0.1217 0.0637 0.0454 0.0238 0.0095 42.3 907.3 276.1 116
262 78750 RHS NH 29 40 0.5168 0.3704 0.1551 0.0814 0.0522 0.0405 0.0211 42.9 935.2 241.9 116
263 78875 LHS NH 29 40 0.234 0.1843 0.07 0.041 0.025 0.0216 0.0079 42.9 927.3 274.4 116
264 79000 RHS NH 29 40 0.391 0.2796 0.1282 0.0736 0.0513 0.0402 0.0177 42.3 932.1 267.9 116
265 79125 LHS NH 29 40 0.5261 0.3528 0.1382 0.0729 0.0508 0.0418 0.0194 42.9 934.2 218.7 116
266 79250 RHS NH 29 40 0.4197 0.3043 0.1199 0.0667 0.0393 0.0266 0.0115 42.3 936.3 250.7 116
267 79375 LHS NH 29 40 0.2708 0.1926 0.0762 0.0526 0.0363 0.0302 0.016 39 981.9 295.8 112
Annexure 4.1
Page 10 of 39
(°C)
268 79500 RHS NH 29 40 0.3656 0.263 0.1547 0.0953 0.0709 0.0569 0.0276 39 1000.3 294.8 112
269 79625 LHS NH 29 40 0.2686 0.1868 0.0715 0.0495 0.0417 0.0311 0.0133 39 980.8 291.2 112
270 79750 RHS NH 29 40 0.4138 0.3006 0.1525 0.0915 0.0668 0.0463 0.0237 39 1002 291.5 112
271 79875 LHS NH 29 40 0.3757 0.3012 0.1454 0.087 0.0654 0.0494 0.0179 39 1005 287 112
272 80000 RHS NH 29 40 0.3113 0.2339 0.1243 0.0911 0.0586 0.0449 0.0127 39.5 1001.5 291.7 112
273 80125 LHS NH 29 40 0.2301 0.1623 0.0857 0.0603 0.0457 0.0378 0.0071 39.5 996.7 279.7 112
274 80250 RHS NH 29 40 0.319 0.2401 0.1121 0.0715 0.0461 0.0425 0.0193 39.5 991.4 295.9 112
275 80375 LHS NH 29 40 0.2363 0.1819 0.1017 0.0679 0.0494 0.0377 0.0134 39.5 953 294.9 112
276 80500 RHS NH 29 40 0.3636 0.2665 0.1535 0.0974 0.0709 0.0566 0.0279 39.5 1001.5 294.8 112
277 80625 LHS NH 29 40 0.3233 0.2418 0.1294 0.0836 0.0555 0.048 0.0165 39.5 1003.8 264.3 116
278 80750 RHS NH 29 40 0.3746 0.2809 0.1441 0.0881 0.0627 0.0442 0.0223 39.5 999.7 230.3 116
279 80875 LHS NH 29 40 0.4626 0.3261 0.1323 0.0885 0.0694 0.0504 0.0182 42.9 929.4 277 116
280 81000 RHS NH 29 40 0.5775 0.4343 0.2008 0.1131 0.0702 0.0548 0.0198 35.2 1278.572 221.5 105
281 81250 LHS NH 29 40 0.3403 0.26 0.0953 0.0567 0.0352 0.0272 0.0177 35.2 1275.142 267.1 105
282 81500 RHS NH 29 40 0.386 0.2762 0.1277 0.0729 0.0442 0.0373 0.0103 35.2 1255.266 263.1 105
283 81750 LHS NH 29 40 0.3418 0.2562 0.1193 0.066 0.0461 0.0389 0.0202 35.2 1225.908 268.8 105
284 82000 RHS NH 29 40 0.3252 0.2485 0.1173 0.0689 0.0449 0.0276 0.0127 35.2 1261.32 266.8 105
285 82250 LHS NH 29 40 0.3686 0.2805 0.1399 0.0795 0.0543 0.0417 0.0146 34.7 1337.289 268.5 112
286 82500 RHS NH 29 40 0.5569 0.4153 0.1624 0.0817 0.0543 0.0408 0.0235 35.2 1281.195 224.7 105
287 82750 LHS NH 29 40 0.2796 0.2 0.0849 0.0507 0.0364 0.0272 0.0101 34.7 1350.71 268.4 112
288 83000 RHS NH 29 40 0.394 0.2895 0.1233 0.0857 0.0566 0.0369 0.0143 39.2 1214.442 268.9 105
289 83250 LHS NH 29 40 0.3558 0.2317 0.062 0.0392 0.0231 0.0127 0.0055 34.7 1370.941 201.2 112
290 83500 RHS NH 29 40 0.3602 0.2498 0.091 0.0554 0.0385 0.0309 0.0072 35.2 1284.625 209 105
291 83750 LHS NH 29 40 0.4138 0.3141 0.1404 0.0843 0.0548 0.0367 0.0158 34.7 1367.092 266.9 112
292 84000 RHS NH 29 40 0.5761 0.4088 0.1701 0.0753 0.0524 0.0462 0.0225 34.7 1364.23 227 112
293 84250 LHS NH 29 40 0.3086 0.237 0.1204 0.0752 0.0543 0.0389 0.0165 35.2 1280.287 241.9 101
294 84500 RHS NH 29 40 0.3232 0.2579 0.1263 0.0792 0.051 0.0416 0.0214 34.5 1360.806 258.1 101
295 84750 LHS NH 29 40 0.3076 0.2276 0.1013 0.0632 0.0482 0.038 0.019 38.5 1257.072 288.5 101
296 85000 RHS NH 29 40 0.3451 0.2647 0.1228 0.0711 0.055 0.0452 0.0155 38.5 1235.372 225.6 96
297 85250 LHS NH 29 40 0.2386 0.1759 0.0804 0.0486 0.0375 0.0255 0.0096 34.5 1348.48 218.3 96
Annexure 4.1
Page 11 of 39
(°C)
298 85500 RHS NH 29 40 0.4843 0.3706 0.1775 0.0958 0.0709 0.0559 0.0281 38.5 1254.726 222.7 96
299 85750 LHS NH 29 40 0.2884 0.2107 0.0797 0.0402 0.0343 0.0276 0.0101 38 1201.473 223.2 96
300 86000 RHS NH 29 40 0.4973 0.3808 0.1825 0.0983 0.0714 0.0553 0.0296 38 1187.838 221.3 96
301 86250 LHS NH 29 40 0.5071 0.4216 0.1839 0.0927 0.0638 0.0494 0.0247 38 1214.306 221.2 96
302 86500 RHS NH 29 40 0.3986 0.3008 0.1451 0.0858 0.0621 0.0481 0.0231 33.2 1173.905 314.2 111
303 86750 LHS NH 29 40 0.3947 0.2915 0.1221 0.0838 0.055 0.0368 0.0144 38 1224.962 248.7 111
304 87000 RHS NH 29 40 0.5618 0.3593 0.094 0.0441 0.031 0.0266 0.0134 38 1230.232 212.4 111
305 87250 LHS NH 29 40 0.4996 0.3736 0.1678 0.0933 0.0685 0.058 0.0299 38 1225.649 260.1 111
306 87500 RHS NH 29 40 0.3617 0.2598 0.1179 0.0711 0.0518 0.0439 0.0164 38 1224.962 309.3 111
307 87750 LHS NH 29 40 0.403 0.3122 0.1498 0.0835 0.0588 0.0506 0.0103 38 1181.88 215.5 111
308 88000 RHS NH 29 40 0.4064 0.2965 0.1297 0.0686 0.0417 0.0265 0.0122 33.2 1307.862 214.9 111
309 88250 LHS NH 29 40 0.3878 0.2734 0.1259 0.0712 0.0584 0.0525 0.0072 38 1165.954 216.9 111
310 88500 RHS NH 29 40 0.2076 0.1326 0.0513 0.0312 0.0181 0.0094 0.0045 38 1186.349 210.4 111
311 88750 LHS NH 29 40 0.4759 0.3654 0.1619 0.0915 0.0704 0.0461 0.0079 38 1188.64 212.3 111
312 89000 RHS NH 29 40 0.2691 0.197 0.0925 0.0531 0.0397 0.0315 0.0073 38 1186.349 245.1 111
313 89250 LHS NH 29 40 0.3298 0.2028 0.0877 0.0496 0.0278 0.0137 0.0036 33.2 1192.025 212.2 111
314 89500 RHS NH 29 40 0.4838 0.3798 0.1615 0.0766 0.0359 0.0282 0.0097 38 1156.1 210.4 111
315 89750 LHS NH 29 40 0.419 0.262 0.083 0.0482 0.0344 0.024 0.0122 38 1207.546 211 111
316 90000 RHS NH 29 40 0.4727 0.3476 0.1746 0.0978 0.0612 0.0463 0.0201 38 1218.889 236.9 111
317 90250 LHS NH 29 40 0.5303 0.4134 0.1771 0.0836 0.0604 0.0218 0.0101 37 1221.961 211.1 111
318 90500 RHS NH 29 40 0.2488 0.1736 0.066 0.0407 0.0265 0.0157 0.0085 34.7 1327.716 264.8 112
319 90625 LHS NH 29 40 0.5306 0.3921 0.1538 0.0782 0.0526 0.0394 0.0227 42.3 930 239.2 116
320 90750 RHS NH 29 40 0.5788 0.4408 0.1926 0.0939 0.0567 0.0388 0.0171 42.3 921 204.7 116
321 90875 LHS NH 29 40 0.3503 0.2795 0.152 0.088 0.0573 0.0441 0.0181 42.3 918.4 277.7 115.9
322 91000 RHS NH 29 40 0.5536 0.389 0.1634 0.0729 0.0508 0.0446 0.0217 42.9 891.4 212.1 116
323 91125 LHS NH 29 40 0.4824 0.3731 0.176 0.0933 0.0664 0.0516 0.0192 42.3 923.1 274.1 116
324 91250 RHS NH 29 40 0.4781 0.3722 0.1803 0.0952 0.0672 0.053 0.02 42.9 933.7 276.9 116
325 91375 LHS NH 29 40 0.389 0.2532 0.0989 0.0597 0.0393 0.0221 0.0089 42.3 927.3 240.6 116
326 91500 RHS NH 29 40 0.3374 0.2648 0.1451 0.0988 0.0782 0.0601 0.0226 39.5 999.7 230.3 116
327 91625 LHS NH 29 40 0.3422 0.2616 0.1411 0.0853 0.0596 0.0507 0.0258 39.5 990.8 299.7 116
Annexure 4.1
Page 12 of 39
(°C)
328 91750 RHS NH 29 40 0.278 0.2157 0.109 0.0711 0.0468 0.0345 0.0147 39.5 1003.2 283.1 116
329 91875 LHS NH 29 40 0.294 0.1852 0.1209 0.0919 0.0486 0.0302 0.0104 39.5 981.3 201.4 116
330 92000 RHS NH 29 40 0.3531 0.2731 0.1481 0.0969 0.0779 0.0558 0.0135 39.5 986.7 200.9 116
331 92125 LHS NH 29 40 0.3834 0.3049 0.1669 0.0953 0.0803 0.042 0.0216 39.5 999.1 198 116
332 92250 RHS NH 29 40 0.362 0.2859 0.1469 0.0955 0.069 0.052 0.0164 39.5 992.6 198.4 116
333 92375 LHS NH 29 40 0.3064 0.2268 0.1306 0.0912 0.065 0.058 0.029 39.5 982.5 306.6 116
334 92500 RHS NH 29 40 0.4772 0.3572 0.1408 0.0649 0.0347 0.0226 0.0113 42.9 933.7 210.4 113
335 93000 LHS NH 29 40 0.3904 0.2786 0.1146 0.0658 0.0456 0.0318 0.0163 38.2 1024.9 244.7 102
336 93125 RHS NH 29 40 0.2723 0.1993 0.0751 0.0376 0.0322 0.0258 0.0095 38.2 1062.5 240.7 102
337 93250 LHS NH 29 40 0.4216 0.3282 0.1348 0.0692 0.0436 0.029 0.0106 38.2 1040 235.9 102
338 93375 RHS NH 29 40 0.3427 0.2413 0.1089 0.0652 0.0456 0.0394 0.0154 38.2 1022.9 244.5 102
339 93500 LHS NH 29 40 0.2883 0.2094 0.1147 0.0796 0.0609 0.0501 0.0177 39.5 994.9 306.8 116
340 93625 RHS NH 29 40 0.305 0.2228 0.1407 0.0722 0.0609 0.0344 0.0196 39.5 1005 298.8 116
341 93750 LHS NH 29 40 0.3392 0.2539 0.1331 0.0929 0.0666 0.0533 0.0271 39.5 988.4 307.9 116
342 93875 RHS NH 29 40 0.3193 0.2492 0.1241 0.0879 0.0609 0.0485 0.0179 39.5 1001.5 330.6 113
343 94000 LHS NH 29 40 0.2819 0.1958 0.0792 0.0432 0.0299 0.0215 0.0109 38.2 1067.1 244.9 102
344 96000 RHS NH 29 40 0.3708 0.28 0.1154 0.0573 0.0416 0.0378 0.0104 38.2 1036.1 227.9 108
345 96125 LHS NH 29 40 0.3715 0.2751 0.1351 0.079 0.0565 0.0414 0.0146 38.2 983.3 228.6 108
346 96250 RHS NH 29 40 0.4199 0.2781 0.0851 0.0382 0.0286 0.0124 0.0039 38.2 1075 210.9 108
347 96375 LHS NH 29 40 0.6811 0.5329 0.2233 0.103 0.069 0.0496 0.0181 39.6 970.7 226.3 108
348 96500 RHS NH 29 40 0.4056 0.3287 0.1419 0.0758 0.0469 0.0364 0.0178 40.3 916.8 226.9 108
349 96625 LHS NH 29 40 0.3486 0.252 0.1021 0.0603 0.0445 0.0389 0.0147 40.3 905.2 228.3 108
350 96750 RHS NH 29 40 0.635 0.4579 0.196 0.1039 0.0752 0.058 0.0095 40.3 937.9 226.3 108
351 96875 LHS NH 29 40 0.4221 0.3121 0.133 0.0724 0.0433 0.0285 0.0128 40.3 927.9 227.3 108
352 97000 RHS NH 29 40 0.3417 0.2464 0.0957 0.0528 0.0416 0.0334 0.0171 40.3 935.8 225.5 108
353 97125 LHS NH 29 40 0.4283 0.2912 0.1226 0.0592 0.0418 0.0232 0.0058 40.3 909.9 228.7 108
354 97250 RHS NH 29 40 0.437 0.3291 0.1533 0.0971 0.0709 0.0563 0.0328 36.5 972.5 297.3 103
355 97375 LHS NH 29 40 0.3801 0.2731 0.103 0.0608 0.0382 0.0293 0.0191 41.5 931.6 245.6 112
356 97500 RHS NH 29 40 0.4508 0.3031 0.1326 0.0604 0.0394 0.0232 0.0111 37.9 1071.3 204.7 112
357 97625 LHS NH 29 40 0.3207 0.213 0.0659 0.0447 0.0332 0.0232 0.0111 41.5 931 234.5 112
Annexure 4.1
Page 13 of 39
(°C)
358 97750 RHS NH 29 40 0.4779 0.3781 0.176 0.094 0.0676 0.0527 0.0198 41.5 939.5 221.9 112
359 97875 LHS NH 29 40 0.4385 0.3104 0.1367 0.068 0.0513 0.0337 0.0121 38.3 1049.3 204 112
360 98000 RHS NH 29 40 0.3117 0.2306 0.1013 0.0625 0.0478 0.038 0.0194 41.5 893 316.8 112
361 98125 LHS NH 29 40 0.4357 0.3248 0.1483 0.0736 0.0479 0.0349 0.0105 38.3 1057.2 203.2 112
362 98250 RHS NH 29 40 0.4624 0.3053 0.1302 0.0605 0.0398 0.0233 0.0112 38.3 995.8 208.5 112
363 98375 LHS NH 29 40 0.5471 0.3993 0.1739 0.0867 0.0589 0.0483 0.0098 41.5 926.8 204.2 112
364 98500 RHS NH 29 40 0.3858 0.2677 0.1139 0.0652 0.0409 0.0331 0.0091 38.3 1072.4 206.3 112
365 98625 LHS NH 29 40 0.4914 0.3669 0.1665 0.0935 0.0688 0.0583 0.0293 38.3 1034.8 230.8 112
366 98750 RHS NH 29 40 0.379 0.2909 0.1438 0.0905 0.067 0.0488 0.0188 39.9 1002 244.9 113
367 98875 LHS NH 29 40 0.3317 0.2391 0.1189 0.0835 0.0541 0.0366 0.0119 39.9 981.3 221.1 113
368 99000 RHS NH 29 40 0.5325 0.3931 0.1635 0.0775 0.0528 0.0436 0.0168 38.1 1067.7 200.6 111
369 99125 LHS NH 29 40 0.3451 0.2486 0.0966 0.0523 0.0413 0.0338 0.0169 38.6 1041.3 274.5 111
370 99250 RHS NH 29 40 0.2944 0.2076 0.0846 0.0462 0.032 0.0229 0.0117 39.4 997.3 272.4 111
371 99375 LHS NH 29 40 0.3938 0.2912 0.1255 0.0846 0.0562 0.0373 0.0143 39.4 1002 271.9 111
372 99500 RHS NH 29 40 0.3611 0.2684 0.1334 0.0768 0.048 0.0394 0.0128 39.4 994.9 215.8 94
373 99625 LHS NH 29 40 0.4761 0.368 0.1784 0.0973 0.0659 0.0558 0.0111 39.4 983.1 213.7 94
374 99750 RHS NH 29 40 0.4091 0.2817 0.1131 0.049 0.0313 0.0176 0.0087 39.4 968.9 212.3 94
375 99875 LHS NH 29 40 0.552 0.3973 0.1751 0.0836 0.0579 0.0478 0.0097 39.4 948.2 211.8 94
376 100000 RHS NH 29 40 0.2989 0.2173 0.0889 0.0547 0.0396 0.0288 0.0106 39.4 997.3 215.1 94
377 100125 LHS NH 29 40 0.4285 0.2932 0.156 0.0979 0.056 0.0395 0.0184 39.4 984.3 215.1 94
378 100250 RHS NH 29 40 0.599 0.465 0.2006 0.0931 0.0501 0.042 0.0157 39.4 969.5 215.8 94
379 100375 LHS NH 29 40 0.4496 0.3451 0.1471 0.075 0.0456 0.0309 0.0111 39.4 965.4 216.8 94
380 100500 RHS NH 29 40 0.3342 0.2282 0.0975 0.0616 0.0517 0.0373 0.0088 39.4 900.9 215 94
381 100625 LHS NH 29 40 0.3949 0.2917 0.1273 0.0782 0.0583 0.0448 0.0102 39.4 970.1 215.9 94
382 100750 RHS NH 29 40 0.398 0.3231 0.1401 0.0738 0.046 0.0358 0.0177 39.4 990.8 216.1 94
383 100875 LHS NH 29 40 0.556 0.3433 0.1538 0.0794 0.0461 0.0316 0.0154 39.4 939.4 216.2 94
384 101000 RHS NH 29 40 0.4821 0.3905 0.1887 0.1179 0.0851 0.0425 0.0145 39.4 980.2 216.1 94
385 101125 LHS NH 29 40 0.2355 0.1501 0.0695 0.0375 0.0269 0.0216 0.0083 39.9 1002 230.9 93
386 101250 RHS NH 29 40 0.4124 0.3232 0.1437 0.0742 0.0472 0.0367 0.0179 39.9 929.3 230.1 93
387 101375 LHS NH 29 40 0.2689 0.1915 0.0945 0.0577 0.0514 0.0393 0.0105 39.9 999.1 230.4 93
Annexure 4.1
Page 14 of 39
(°C)
388 101500 RHS NH 29 40 0.2321 0.1808 0.0697 0.0432 0.0251 0.0219 0.0079 38.3 1005.1 247.4 112
389 102000 LHS NH 29 40 0.3269 0.2486 0.0992 0.0604 0.039 0.0228 0.0081 41.5 904.6 210.3 112
390 102125 RHS NH 29 40 0.2777 0.1896 0.0528 0.0338 0.0241 0.0129 0.0099 38.3 1049.9 203 112
391 102250 LHS NH 29 40 0.4217 0.3175 0.1419 0.0832 0.056 0.0362 0.016 41.5 922.6 228.3 112
392 102375 RHS NH 29 40 0.3673 0.255 0.0935 0.0594 0.0375 0.0249 0.01 38.3 1028.8 206 112
393 102500 LHS NH 29 40 0.6152 0.4754 0.1934 0.0923 0.0584 0.0195 0.0097 41.5 931.6 204.2 112
394 102625 RHS NH 29 40 0.3101 0.2012 0.0847 0.0516 0.0436 0.0296 0.0126 42 918.9 265.4 111
395 102750 LHS NH 29 40 0.4372 0.2863 0.1146 0.0647 0.0544 0.034 0.0103 39.7 976.6 261.5 111
396 102875 RHS NH 29 40 0.3641 0.2796 0.1113 0.0631 0.0367 0.0229 0.008 39.7 996.7 264.2 111
397 103000 LHS NH 29 40 0.3892 0.286 0.1485 0.0863 0.0631 0.0522 0.0221 39.7 996.7 264.9 111
398 103125 RHS NH 29 40 0.2118 0.1345 0.0509 0.0311 0.0183 0.0094 0.0045 42 906.7 264.5 111
399 103250 LHS NH 29 40 0.4046 0.3059 0.1295 0.0731 0.0624 0.0448 0.0116 39.7 940.5 265.2 111
400 103375 RHS NH 29 40 0.4491 0.3085 0.1323 0.086 0.0673 0.0489 0.0182 42 925.7 264.5 111
401 103500 LHS NH 29 40 0.2458 0.1797 0.0788 0.046 0.0348 0.0251 0.0121 39.7 966.6 265.9 111
402 103625 RHS NH 29 40 0.3389 0.2625 0.1241 0.072 0.0479 0.0284 0.014 41.7 926.8 261.3 111
403 103750 LHS NH 29 40 0.3961 0.3083 0.1333 0.0838 0.0669 0.048 0.0228 41.5 939.5 299 108
404 103875 RHS NH 29 40 0.3034 0.2049 0.0861 0.0524 0.0429 0.0278 0.0128 39.7 1004.4 299.9 108
405 104000 LHS NH 29 40 0.3846 0.2829 0.1182 0.0582 0.0427 0.0383 0.0106 40.1 940 246.1 108
406 104125 RHS NH 29 40 0.3471 0.2514 0.1026 0.0593 0.0425 0.0383 0.0145 41.5 937.4 300.3 108
407 104250 LHS NH 29 40 0.3842 0.2708 0.1091 0.0547 0.0377 0.0289 0.0144 39.9 990.8 230.9 93
408 104375 RHS NH 29 40 0.5069 0.421 0.1803 0.093 0.0621 0.0491 0.0248 39.9 997.9 230.8 93
409 104500 LHS NH 29 40 0.3295 0.2601 0.1416 0.0809 0.0544 0.0415 0.0165 37.9 1012.7 239.8 97
410 104625 RHS NH 29 40 0.4727 0.3932 0.169 0.0889 0.0595 0.0463 0.0233 37.9 1044.5 240.2 97
411 104750 LHS NH 29 40 0.3648 0.2774 0.1353 0.0779 0.0573 0.0418 0.0147 40.7 926.3 240 97
412 104875 RHS NH 29 40 0.4599 0.3748 0.1772 0.1142 0.0805 0.0404 0.014 37.9 895.5 240.7 97
413 105000 LHS NH 29 40 0.455 0.2969 0.1284 0.0908 0.0703 0.0485 0.018 40.7 902.5 240.4 97
414 105125 RHS NH 29 40 0.36 0.2733 0.1345 0.0781 0.0568 0.0436 0.0213 37.9 1009.1 240.6 97
415 105250 LHS NH 29 40 0.3567 0.2644 0.1331 0.0674 0.0488 0.0253 0.0101 40.7 934.7 240.6 97
416 105375 RHS NH 29 40 0.3034 0.2126 0.0845 0.0467 0.0315 0.0231 0.0116 40.7 935.2 238.1 97
417 105500 LHS NH 29 40 0.3432 0.252 0.1173 0.0643 0.0487 0.039 0.0083 37.9 923.7 239.3 97
Annexure 4.1
Page 15 of 39
(°C)
418 105625 RHS NH 29 40 0.3113 0.2348 0.1139 0.0642 0.0431 0.0302 0.0139 37.9 1019.9 240.1 97
419 105750 LHS NH 29 40 0.3245 0.2398 0.1105 0.0621 0.0439 0.0356 0.019 37.9 1011.2 240.4 97
420 105875 RHS NH 29 40 0.4071 0.2537 0.0823 0.0474 0.0343 0.0248 0.0124 40.7 907.8 239.2 97
421 106000 LHS NH 29 40 0.3651 0.2751 0.1161 0.0788 0.0522 0.0346 0.0133 37.9 1009.8 271.8 110
422 106125 RHS NH 29 40 0.5752 0.4129 0.1717 0.0748 0.0538 0.0471 0.0229 40.7 934.7 234.1 110
423 106250 LHS NH 29 40 0.4407 0.3311 0.1639 0.0922 0.0567 0.0431 0.0189 37.9 971.5 272.9 110
424 106375 RHS NH 29 40 0.4648 0.3556 0.1727 0.0924 0.0649 0.0512 0.0193 39.5 984.9 270.7 110
425 106500 LHS NH 29 40 0.4025 0.2511 0.1129 0.073 0.0533 0.031 0.016 41.5 933.1 297.6 108
426 107000 RHS NH 29 40 0.4621 0.3273 0.1235 0.0593 0.0467 0.0272 0.0128 40.1 896.2 207.9 108
427 107125 LHS NH 29 40 0.4726 0.3137 0.1362 0.0621 0.041 0.0238 0.0118 40.1 938.4 203.9 108
428 107250 RHS NH 29 40 0.3002 0.2145 0.0897 0.0549 0.0414 0.0288 0.0109 41.5 924.7 300.9 108
429 107375 LHS NH 29 40 0.3794 0.2936 0.1463 0.0835 0.0613 0.0462 0.023 41.5 933.7 300.8 108
430 107500 RHS NH 29 40 0.2119 0.1345 0.0506 0.0312 0.0184 0.0094 0.0045 40.1 934.2 207.7 108
431 107625 LHS NH 29 40 0.2309 0.1484 0.0711 0.0372 0.0265 0.0211 0.0081 40.1 917.3 299.9 108
432 107750 RHS NH 29 40 0.5439 0.4084 0.1731 0.0911 0.0678 0.0465 0.0156 40.1 934.7 206.6 108
433 107875 LHS NH 29 40 0.3101 0.2018 0.0854 0.0511 0.0424 0.0286 0.013 40.1 928.9 297.3 108
434 108000 RHS NH 29 40 0.3202 0.2346 0.1135 0.0642 0.0415 0.032 0.0119 41.1 926.8 264.9 101
435 108125 LHS NH 29 40 0.2729 0.1856 0.1014 0.0626 0.0363 0.0261 0.0127 41.1 917.3 295.3 101
436 108250 RHS NH 29 40 0.2602 0.1857 0.0859 0.0482 0.0377 0.0299 0.007 38.6 988.6 270.6 110
437 108375 LHS NH 29 40 0.3724 0.2736 0.1205 0.0735 0.0548 0.0424 0.0095 39.5 989 268.5 110
438 108500 RHS NH 29 40 0.4963 0.3443 0.1344 0.0693 0.0474 0.0401 0.0184 39.1 999.1 260.2 110
439 108625 LHS NH 29 40 0.3705 0.2627 0.0978 0.0711 0.0335 0.0272 0.0093 39.1 955.9 272.1 110
440 108750 RHS NH 29 40 0.4239 0.2874 0.1168 0.0555 0.0381 0.0298 0.0089 39.1 997.9 258 110
441 108875 LHS NH 29 40 0.2169 0.1404 0.0677 0.0353 0.0248 0.0201 0.0077 39.1 966 270.6 110
442 109000 RHS NH 29 40 0.3346 0.227 0.0864 0.045 0.0275 0.0135 0.0068 40.3 928.4 230.7 110
443 109125 LHS NH 29 40 0.3674 0.2619 0.1064 0.0536 0.0371 0.0285 0.0139 39.1 962.4 271.9 110
444 109250 RHS NH 29 40 0.4079 0.3025 0.1385 0.0697 0.0447 0.0322 0.01 40.3 935.2 271.5 110
445 109375 LHS NH 29 40 0.3636 0.2606 0.118 0.0674 0.0546 0.0484 0.0068 39.1 960.6 271.9 110
446 109500 RHS NH 29 40 0.3854 0.289 0.1403 0.0749 0.0494 0.0367 0.013 41.1 911.5 214.3 101
447 112000 LHS NH 29 40 0.2717 0.2167 0.1133 0.0716 0.041 0.0316 0.0222 40.9 933.1 294.9 100.9
Annexure 4.1
Page 16 of 39
(°C)
448 112125 RHS NH 29 40 0.2512 0.1892 0.0882 0.051 0.035 0.0217 0.0115 40.9 920.5 292.6 101
449 112250 LHS NH 29 40 0.3612 0.2646 0.1154 0.0599 0.05 0.0373 0.0174 39.1 982.5 272.6 110
450 112375 RHS NH 29 40 0.3569 0.2614 0.1092 0.0538 0.0399 0.0352 0.0099 40.3 926.3 269.7 110
451 112500 LHS NH 29 40 0.2736 0.21 0.0955 0.0539 0.0343 0.0304 0.0118 40.9 927.9 293.3 101
452 113000 RHS NH 29 40 0.3624 0.2955 0.1325 0.0707 0.0442 0.0324 0.0118 40.9 920.5 204.5 101
453 113125 LHS NH 29 40 0.2164 0.1465 0.0622 0.0354 0.0216 0.0143 0.0078 40.9 936.3 249.1 101
454 113250 RHS NH 29 40 0.3388 0.2561 0.127 0.0717 0.0452 0.0369 0.0123 39.1 994.4 272.1 110
455 113375 LHS NH 29 40 0.3783 0.2953 0.1398 0.0657 0.0426 0.0235 0.0131 40.3 933.7 269.2 110
456 113500 RHS NH 29 40 0.3387 0.2749 0.1213 0.0846 0.0532 0.0396 0.0309 40.9 940 291.7 101
457 114500 LHS NH 29 40 0.2816 0.2157 0.1104 0.064 0.044 0.0289 0.0081 40.9 930 221.2 101
458 114625 RHS NH 29 40 0.2464 0.1982 0.109 0.0745 0.0566 0.0415 0.0278 40.9 934.7 295.5 101
459 114750 LHS NH 29 40 0.3702 0.2739 0.1415 0.0837 0.0606 0.0499 0.0211 39.1 997.9 271.1 110
460 114875 RHS NH 29 40 0.3428 0.2612 0.1064 0.059 0.0334 0.021 0.0076 40.3 924.2 273 110
461 115000 LHS NH 29 40 0.244 0.1937 0.1053 0.0712 0.042 0.0275 0.0099 40.9 923.6 293.9 101
462 117500 RHS NH 29 40 0.261 0.203 0.1096 0.0637 0.0451 0.0298 0.0189 40.9 909.9 296 101
463 117625 LHS NH 29 40 0.2248 0.1745 0.0908 0.0531 0.0346 0.0242 0.0062 40.9 926.3 221.1 101
464 117750 RHS NH 29 40 0.3342 0.254 0.1162 0.0689 0.0524 0.043 0.0148 39.1 951.2 272.5 110
465 117875 LHS NH 29 40 0.4884 0.334 0.1413 0.0776 0.0589 0.0404 0.0216 40.3 904.6 272.9 110
466 118000 RHS NH 29 40 0.178 0.131 0.0692 0.041 0.0257 0.0176 0.0073 40.9 930.5 291.3 101
467 119000 LHS NH 29 40 0.3162 0.2227 0.113 0.0551 0.035 0.0225 0.0143 40.9 935.2 269.5 101
468 119125 RHS NH 29 40 0.2306 0.1823 0.0841 0.0639 0.0508 0.0347 0.0191 40.9 936.3 346.7 117
469 119250 LHS NH 29 40 0.4463 0.3177 0.1202 0.0842 0.0608 0.0173 0.0026 40.9 914.7 219.4 117
470 119375 RHS NH 29 40 0.2372 0.1902 0.1047 0.0656 0.0513 0.0388 0.0341 40.9 938.9 346.6 116.9
471 119500 LHS NH 29 40 0.1647 0.1161 0.0633 0.0489 0.0263 0.017 0.0079 40.9 925.7 342.5 117
472 119625 RHS NH 29 40 0.1753 0.1232 0.0679 0.0523 0.0279 0.0186 0.0084 40.1 928.4 345.7 117
473 119750 LHS NH 29 40 0.3593 0.2859 0.128 0.086 0.0548 0.039 0.0304 40.1 919.9 338.7 117
474 119875 RHS NH 29 40 0.4053 0.322 0.1213 0.059 0.0393 0.0289 0.0224 40.1 918.9 219.3 117
475 120000 LHS NH 29 40 0.2116 0.1426 0.0712 0.0469 0.0404 0.0203 0.0177 40.1 933.1 346 117
476 120125 RHS NH 29 40 0.203 0.1636 0.0774 0.042 0.0159 0.0082 0.004 40.1 900.4 223 117
477 120250 LHS NH 29 40 0.2289 0.1826 0.0864 0.0524 0.0349 0.027 0.0175 40.1 905.2 346.2 116.9
Annexure 4.1
Page 17 of 39
(°C)
478 120375 RHS NH 29 40 0.281 0.2257 0.1059 0.067 0.0383 0.0227 0.0108 40.1 913.1 260.4 117
479 120500 LHS NH 29 40 0.2517 0.1902 0.1023 0.0581 0.0372 0.0226 0.0054 40.1 931.6 219.9 117
480 120625 RHS NH 29 40 0.2827 0.2086 0.0958 0.0535 0.0371 0.0288 0.0066 40.1 935.8 223 117
481 120750 LHS NH 29 40 0.2581 0.1959 0.1033 0.0578 0.0374 0.023 0.0054 40.1 909.9 219.4 117
482 120875 RHS NH 29 40 0.2463 0.1831 0.0924 0.0556 0.0392 0.0261 0.0071 40.1 936.3 235.1 117
483 121000 LHS NH 29 40 0.2738 0.1997 0.1019 0.0604 0.0429 0.0304 0.0142 40.1 933.7 346.9 117
484 121125 RHS NH 29 40 0.216 0.1496 0.0627 0.033 0.0225 0.0125 0.0062 39.5 973.1 219 117
485 121250 LHS NH 29 40 0.2747 0.2006 0.0927 0.0558 0.0365 0.0255 0.0128 39.5 982.5 311.3 117
486 121375 RHS NH 29 40 0.2573 0.1802 0.0837 0.0488 0.0267 0.018 0.0104 39.5 1003.2 240.8 117
487 121500 LHS NH 29 40 0.2592 0.1739 0.071 0.0416 0.0282 0.0186 0.0072 39.5 1003.2 221.1 117
488 121625 RHS NH 29 40 0.3009 0.2158 0.0865 0.0531 0.041 0.0324 0.0178 39.5 999.1 344.4 117
489 121750 LHS NH 29 40 0.3626 0.2798 0.1342 0.0832 0.0611 0.0486 0.0275 39.5 986.1 242.2 103
490 121875 RHS NH 29 40 0.239 0.1661 0.0805 0.0521 0.039 0.0284 0.0079 39.5 993.2 242.7 103
491 122000 LHS NH 29 40 0.2655 0.1989 0.0959 0.0551 0.0372 0.0232 0.0121 39.5 945.3 242.7 103
492 122125 RHS NH 29 40 0.2596 0.1797 0.0857 0.0599 0.0438 0.0345 0.0172 39.5 967.7 242.8 103
493 122250 LHS NH 29 40 0.2537 0.1915 0.09 0.0453 0.0277 0.0182 0.0119 39.5 930.5 242.5 103
494 122375 RHS NH 29 40 0.1424 0.0965 0.0432 0.0225 0.0152 0.0095 0.0062 39.5 998.5 242.3 103
495 122500 LHS NH 29 40 0.3253 0.2309 0.1045 0.0473 0.0277 0.0183 0.0096 39.5 972.5 240.5 103
496 122625 RHS NH 29 40 0.2527 0.195 0.0933 0.0463 0.0256 0.0126 0.007 39.5 968.3 242.2 103
497 122750 LHS NH 29 40 0.2337 0.1603 0.072 0.0467 0.032 0.0173 0.0088 39.5 930.5 242.9 103
498 122875 RHS NH 29 40 0.2034 0.1303 0.0597 0.0426 0.0342 0.0207 0.009 39.5 966.6 241.3 103
499 123000 LHS NH 29 40 0.2136 0.1351 0.0629 0.0395 0.0307 0.0219 0.0069 39.5 990.2 240.4 103
500 123125 RHS NH 29 40 0.2483 0.193 0.0862 0.0506 0.0314 0.0283 0.0109 39.5 1005 242.1 103
501 123250 LHS NH 29 40 0.2337 0.1785 0.107 0.0688 0.054 0.0413 0.0336 39.5 958.3 243 103
502 123375 RHS NH 29 40 0.1718 0.1326 0.0643 0.0396 0.0334 0.0096 0.0049 36.4 1094.4 256.3 112
503 123500 LHS NH 29 40 0.2593 0.1878 0.094 0.0574 0.0394 0.0246 0.0087 36.4 1004.9 303.1 112
504 123625 RHS NH 29 40 0.2207 0.1673 0.0801 0.0597 0.0468 0.032 0.0178 37.4 1087.2 232.3 96.9
505 123750 LHS NH 29 40 0.2353 0.1784 0.0949 0.0558 0.0439 0.0364 0.0196 37.4 1095.9 232.7 96.9
506 123875 RHS NH 29 40 0.185 0.1471 0.0838 0.0538 0.043 0.0332 0.0227 39.2 1000.9 231.9 96.9
507 124000 LHS NH 29 40 0.1944 0.1508 0.0743 0.0456 0.0325 0.0231 0.0137 39.2 987.3 232.1 97
Annexure 4.1
Page 18 of 39
(°C)
508 124125 RHS NH 29 40 0.1659 0.1302 0.0786 0.0412 0.0338 0.0206 0.0114 39.2 991.4 232.5 97
509 124250 LHS NH 29 40 0.1414 0.0978 0.0511 0.0326 0.0268 0.0166 0.008 39.2 978.4 232.4 97
510 124375 RHS NH 29 40 0.2683 0.2011 0.0937 0.0541 0.0373 0.0231 0.0124 39.2 1005 232.6 96.9
511 124500 LHS NH 29 40 0.1597 0.1147 0.0602 0.0424 0.0368 0.0251 0.0134 39.2 971.3 314.3 105
512 124625 RHS NH 29 40 0.225 0.1648 0.0754 0.0462 0.0243 0.0131 0.0045 39.2 999.7 198.9 105
513 124750 LHS NH 29 40 0.2608 0.199 0.1009 0.0641 0.0473 0.0348 0.0256 39.2 1003.8 314.5 105
514 124875 RHS NH 29 40 0.3038 0.2418 0.1469 0.0947 0.0631 0.0539 0.0145 39.2 996.1 264.2 105
515 125000 LHS NH 29 40 0.3796 0.2806 0.1242 0.064 0.0533 0.0394 0.0187 40.6 937.9 325.8 115
516 125125 RHS NH 29 40 0.3244 0.2118 0.067 0.0445 0.0338 0.023 0.0114 40.6 909.9 284.8 115
517 125250 LHS NH 29 40 0.5765 0.4151 0.1822 0.1068 0.071 0.0539 0.0269 40.3 893.5 221.9 115
518 125375 RHS NH 29 40 0.5431 0.3923 0.1639 0.0867 0.0547 0.0428 0.0226 40.6 892.5 221.9 115
519 125500 LHS NH 29 40 0.583 0.4696 0.1859 0.0928 0.0655 0.048 0.0243 40.3 917.3 222.6 115
520 125625 RHS NH 29 40 0.3517 0.2662 0.1293 0.0781 0.0427 0.022 0.0108 40.6 917.3 244.6 115
521 125750 LHS NH 29 40 0.4376 0.3141 0.1353 0.0742 0.0444 0.0288 0.0128 40.6 900.9 223.4 115
522 125875 RHS NH 29 40 0.4191 0.3202 0.1436 0.0845 0.0551 0.0366 0.0158 40.6 933.7 248.7 115
523 126000 LHS NH 29 40 0.6089 0.4571 0.1884 0.0844 0.0502 0.0356 0.0173 40.6 915.7 221.2 115
524 126125 RHS NH 29 40 0.461 0.3439 0.1617 0.0877 0.0547 0.0441 0.0224 40.3 932.1 267.3 115
525 126250 LHS NH 29 40 0.539 0.4254 0.179 0.0903 0.0657 0.0445 0.0159 40.6 915.2 222.5 115
526 126375 RHS NH 29 40 0.5196 0.3878 0.1743 0.0909 0.0661 0.0476 0.0123 40.3 911.5 223.2 115
527 126500 LHS NH 29 40 0.458 0.3426 0.1626 0.0945 0.0637 0.051 0.0176 40.6 940 266.8 115
528 126625 RHS NH 29 40 0.407 0.2946 0.123 0.0708 0.0574 0.043 0.0112 40.6 930 222.5 115
529 126750 LHS NH 29 40 0.4195 0.3253 0.165 0.0903 0.0584 0.0412 0.0138 41.5 934.7 240.9 115
530 126875 RHS NH 29 40 0.2332 0.1651 0.0785 0.0501 0.0303 0.0127 0.0058 40.6 934.7 231.6 115
531 127000 LHS NH 29 40 0.433 0.3061 0.1361 0.0717 0.0478 0.0378 0.0136 41.5 913.6 224.7 115
532 127125 RHS NH 29 40 0.5055 0.3868 0.1581 0.0887 0.0586 0.0478 0.0178 41.5 921.5 222.2 115
533 127250 LHS NH 29 40 0.4266 0.34 0.1407 0.0862 0.0456 0.0322 0.0164 41.5 932.6 241.1 115
534 127375 RHS NH 29 40 0.3867 0.3029 0.1434 0.0799 0.0573 0.0479 0.0097 40.6 931 223.6 115
535 127500 LHS NH 29 40 0.4937 0.3852 0.1583 0.0929 0.0604 0.0478 0.0185 41.5 896.7 221.2 115
536 127625 RHS NH 29 40 0.4584 0.3272 0.1419 0.0763 0.05 0.0406 0.0145 41.5 936.8 224.7 115
537 127750 LHS NH 29 40 0.5516 0.4034 0.1872 0.1043 0.0641 0.0508 0.0186 40.7 932.1 221.7 115
Annexure 4.1
Page 19 of 39
(°C)
538 127875 RHS NH 29 40 0.3529 0.2204 0.0945 0.0532 0.0289 0.0147 0.0038 40.7 920.5 227.5 103
539 128000 LHS NH 29 40 0.6156 0.4386 0.1907 0.1095 0.0744 0.0551 0.0279 42.2 898.3 227.4 103
540 128125 RHS NH 29 40 0.4446 0.3046 0.1457 0.0871 0.0714 0.0542 0.0151 41.2 913.1 228 103
541 128250 LHS NH 29 40 0.652 0.5056 0.2221 0.1123 0.0734 0.0572 0.0194 42.2 912 227.7 103
542 128375 RHS NH 29 40 0.6187 0.4399 0.1634 0.0714 0.0493 0.0414 0.0078 41.2 916.2 221.7 103
543 128500 LHS NH 29 40 0.5623 0.4274 0.1422 0.0574 0.0347 0.0216 0.0053 42.2 922.6 226.4 103
544 128625 RHS NH 29 40 0.3748 0.2987 0.1261 0.073 0.0491 0.0274 0.0129 41.2 893.5 228 103
545 128750 LHS NH 29 40 0.3076 0.2282 0.0956 0.0535 0.0385 0.0317 0.0074 42.2 893.5 227.3 103
546 128875 RHS NH 29 40 0.4909 0.3623 0.1746 0.1005 0.0681 0.0546 0.0187 41.2 928.4 227.1 103
547 129000 LHS NH 29 40 0.4682 0.3094 0.1338 0.0624 0.0401 0.0236 0.0114 41.2 932.1 227.4 103
548 129125 RHS NH 29 40 0.3127 0.2034 0.0881 0.0517 0.0429 0.0286 0.013 42.2 905.2 225.9 103
549 129250 LHS NH 29 40 0.6034 0.4566 0.1988 0.1012 0.0664 0.0546 0.0037 42.2 933.1 227.7 103
550 129375 RHS NH 29 40 0.4622 0.3454 0.1765 0.101 0.0597 0.0458 0.0202 42.2 925.7 226.7 103
551 129500 LHS NH 29 40 0.5118 0.4018 0.1597 0.09 0.0593 0.0479 0.0176 41.2 937.4 226.9 103
552 129625 RHS NH 29 40 0.5631 0.4347 0.1902 0.0889 0.047 0.0397 0.0146 42.2 915.7 222.1 103
553 129750 LHS NH 29 40 0.6683 0.5129 0.2158 0.1003 0.0684 0.048 0.0173 41.2 909.9 225.9 103
554 129875 RHS NH 29 40 0.4845 0.365 0.166 0.089 0.0628 0.0457 0.0113 42.2 892.5 224.9 103
555 130000 LHS NH 29 40 0.445 0.3341 0.1581 0.0927 0.0641 0.0522 0.0215 41.2 927.9 227 103
556 130125 RHS NH 29 40 0.4933 0.3876 0.1875 0.1085 0.0604 0.0563 0.0044 42.2 923.6 221.8 103
557 130250 LHS NH 29 40 0.4033 0.3114 0.1514 0.0816 0.0527 0.0359 0.0207 41.2 912.6 227.8 102.9
558 130375 RHS NH 29 40 0.3433 0.2661 0.115 0.0538 0.0348 0.0233 0.0082 42.2 897.8 227.2 103
559 130500 LHS NH 29 40 0.4133 0.2904 0.1355 0.0806 0.0644 0.051 0.0144 42.2 906.7 227.9 103
560 130625 RHS NH 29 40 0.4765 0.3659 0.1559 0.0854 0.0613 0.0342 0.0175 42.2 930 226.7 103
561 130750 LHS NH 29 40 0.3692 0.2348 0.1056 0.0686 0.0483 0.0293 0.0148 41.2 935.8 226.9 103
562 130875 RHS NH 29 40 0.4228 0.2872 0.1217 0.0826 0.064 0.046 0.0167 42.5 938.9 267.1 99
563 131000 LHS NH 29 40 0.205 0.1687 0.0972 0.0636 0.0468 0.0338 0.0221 39.2 998.5 312.4 104.9
564 145500 RHS NH 29 40 0.2483 0.1983 0.1083 0.0737 0.0561 0.0428 0.025 39.2 979.6 314.9 104.9
565 145625 LHS NH 29 40 0.1502 0.1117 0.0621 0.0377 0.0231 0.0183 0.0089 39.2 1002 314.3 105
566 145750 RHS NH 29 40 0.4654 0.3442 0.1542 0.0821 0.0563 0.0439 0.022 42.5 908.9 265.7 99
567 145875 LHS NH 29 40 0.2517 0.1804 0.088 0.0543 0.0476 0.0369 0.0098 41.9 937.4 268.7 99
Annexure 4.1
Page 20 of 39
(°C)
568 146000 RHS NH 29 40 0.2604 0.1822 0.0788 0.0423 0.0284 0.0088 0.0045 39.2 981.3 198.5 105
569 150000 LHS NH 29 40 0.2307 0.1773 0.0943 0.058 0.0408 0.0259 0.0151 39.2 1005 313.7 105
570 150125 RHS NH 29 40 0.2204 0.1743 0.0981 0.0591 0.0458 0.0283 0.0087 39.2 1003.2 260.4 105
571 150250 LHS NH 29 40 0.2218 0.1692 0.0994 0.0646 0.0501 0.0388 0.0314 39.2 994.4 312.7 105
572 150375 RHS NH 29 40 0.242 0.1926 0.1078 0.0674 0.0507 0.0394 0.0252 39.2 978.4 313.6 105
573 150500 LHS NH 29 40 0.2668 0.1972 0.0875 0.0532 0.0371 0.0269 0.0111 39.2 999.7 241.9 105
574 150625 RHS NH 29 40 0.1992 0.1483 0.0813 0.0556 0.0395 0.0292 0.0163 39.2 971.9 314.5 105
575 150750 LHS NH 29 40 0.2092 0.1652 0.0622 0.0454 0.0244 0.0126 0.0084 39.2 999.1 206.7 104.9
576 150875 RHS NH 29 40 0.1578 0.1168 0.0657 0.0487 0.036 0.0247 0.0121 39.5 1003.8 313.5 105
577 151000 LHS NH 29 40 0.2201 0.1587 0.0854 0.0428 0.0257 0.0197 0.007 39.5 1000.3 211.4 105
578 151125 RHS NH 29 40 0.1366 0.101 0.0606 0.0451 0.0364 0.0263 0.0167 39.5 1003.2 312.9 104.9
579 151250 LHS NH 29 40 0.2517 0.1657 0.0712 0.0448 0.0275 0.0226 0.0124 39.5 1002.6 298.3 105
580 151375 RHS NH 29 40 0.2234 0.1705 0.0822 0.0545 0.0396 0.0349 0.0277 39.5 999.1 311.1 105
581 151500 LHS NH 29 40 0.1603 0.1209 0.0628 0.0431 0.0313 0.0163 0.0116 39.5 996.1 286.8 99
582 151625 RHS NH 29 40 0.1338 0.0928 0.0522 0.0369 0.0286 0.0166 0.0112 39.5 981.3 285.5 99
583 151750 LHS NH 29 40 0.2831 0.1954 0.0889 0.0638 0.0477 0.0369 0.0185 38.2 1067.7 280.6 105
584 151875 RHS NH 29 40 0.2217 0.1743 0.0903 0.0462 0.027 0.0177 0.0086 39.8 992 231.1 105
585 152000 LHS NH 29 40 0.1933 0.1414 0.081 0.0542 0.036 0.0262 0.0094 39.8 999.7 280.5 105
586 152125 RHS NH 29 40 0.255 0.2059 0.0905 0.0531 0.0337 0.0308 0.0117 39.8 1000.3 282.3 105
587 152250 LHS NH 29 40 0.2389 0.2002 0.1083 0.0634 0.0431 0.029 0.0118 39.8 994.4 282.3 105
588 152375 RHS NH 29 40 0.2552 0.1678 0.0723 0.0444 0.0278 0.0225 0.0122 39.8 999.7 277.2 105
589 152500 LHS NH 29 40 0.1911 0.1493 0.0875 0.0577 0.0472 0.033 0.0246 41.6 919.4 285 104.9
590 152625 RHS NH 29 40 0.2895 0.2293 0.1158 0.0622 0.0442 0.0289 0.0125 41.6 934.2 267.4 105
591 152750 LHS NH 29 40 0.2223 0.1694 0.0959 0.0562 0.041 0.0323 0.0262 41.6 925.7 283.9 105
592 152875 RHS NH 29 40 0.304 0.2323 0.1188 0.0688 0.0525 0.0268 0.0117 41.6 939.5 248.1 105
593 153000 LHS NH 29 40 0.2901 0.2317 0.1205 0.0734 0.0551 0.0416 0.0324 41.6 935.2 283.1 104.9
594 153125 RHS NH 29 40 0.2533 0.1915 0.0953 0.0623 0.0476 0.031 0.0111 41.6 937.4 282.7 105
595 153250 LHS NH 29 40 0.3156 0.223 0.1282 0.0694 0.0432 0.0326 0.01 41.6 934.7 202.8 105
596 153375 RHS NH 29 40 0.243 0.1686 0.074 0.042 0.0319 0.0222 0.0106 41.6 932.6 273.5 105
597 153500 LHS NH 29 40 0.2462 0.1777 0.0736 0.0451 0.0374 0.0235 0.0093 41.6 939.5 255.4 105
Annexure 4.1
Page 21 of 39
(°C)
598 153625 RHS NH 29 40 0.2132 0.1371 0.0643 0.045 0.0363 0.0217 0.0097 41.6 940 284.8 105
599 153750 LHS NH 29 40 0.5505 0.4154 0.1677 0.0857 0.0566 0.0437 0.0207 41.9 939.5 222.4 116
600 153875 RHS NH 29 40 0.3845 0.2796 0.1272 0.0767 0.0537 0.0426 0.0101 42.9 934.2 273.7 116
601 154000 LHS NH 29 40 0.3485 0.2455 0.096 0.0527 0.0411 0.0338 0.0168 41.9 936.3 274.3 116
602 154125 RHS NH 29 40 0.487 0.3731 0.1798 0.099 0.0707 0.0554 0.0287 42.9 928.9 273.1 116
603 154250 LHS NH 29 40 0.4732 0.3608 0.1743 0.0954 0.0686 0.0532 0.0278 41.9 903.6 277.8 116
604 154375 RHS NH 29 40 0.3961 0.2988 0.1313 0.0782 0.0585 0.0451 0.0104 41.9 927.9 274.6 116
605 154500 LHS NH 29 40 0.5397 0.4098 0.1863 0.0877 0.0432 0.0361 0.0203 42.9 935.8 229.8 116
606 154625 RHS NH 29 40 0.3658 0.2626 0.1176 0.0704 0.05 0.042 0.0165 42.9 931.6 276 116
607 154750 LHS NH 29 40 0.4466 0.3435 0.1525 0.0863 0.0656 0.0433 0.0075 42.3 934.7 201.1 116
608 154875 RHS NH 29 40 0.3971 0.2709 0.1422 0.0936 0.0538 0.0369 0.0168 42.9 915.7 275.3 116
609 155000 LHS NH 29 40 0.3296 0.2306 0.1033 0.0619 0.047 0.0276 0.0102 42.3 928.4 274.2 116
610 155125 RHS NH 29 40 0.3699 0.2722 0.1287 0.0706 0.0512 0.035 0.0061 42.9 924.7 225.1 116
611 155250 LHS NH 29 40 0.3268 0.2438 0.1217 0.0637 0.0454 0.0238 0.0095 42.3 907.3 276.1 116
612 155375 RHS NH 29 40 0.5168 0.3704 0.1551 0.0814 0.0522 0.0405 0.0211 42.9 935.2 241.9 116
613 155500 LHS NH 29 40 0.234 0.1843 0.07 0.041 0.025 0.0216 0.0079 42.9 927.3 274.4 116
614 155625 RHS NH 29 40 0.391 0.2796 0.1282 0.0736 0.0513 0.0402 0.0177 42.3 932.1 267.9 116
615 155750 LHS NH 29 40 0.5261 0.3528 0.1382 0.0729 0.0508 0.0418 0.0194 42.9 934.2 218.7 116
616 155875 RHS NH 29 40 0.4197 0.3043 0.1199 0.0667 0.0393 0.0266 0.0115 42.3 936.3 250.7 116
617 156000 LHS NH 29 40 0.4626 0.3261 0.1323 0.0885 0.0694 0.0504 0.0182 42.9 929.4 277 116
618 156125 RHS NH 29 40 0.5306 0.3921 0.1538 0.0782 0.0526 0.0394 0.0227 42.3 930 239.2 116
619 156250 LHS NH 29 40 0.5788 0.4408 0.1926 0.0939 0.0567 0.0388 0.0171 42.3 921 204.7 116
620 156375 RHS NH 29 40 0.3503 0.2795 0.152 0.088 0.0573 0.0441 0.0181 42.3 918.4 277.7 115.9
621 156500 LHS NH 29 40 0.5536 0.389 0.1634 0.0729 0.0508 0.0446 0.0217 42.9 891.4 212.1 116
622 156625 RHS NH 29 40 0.4824 0.3731 0.176 0.0933 0.0664 0.0516 0.0192 42.3 923.1 274.1 116
623 156750 LHS NH 29 40 0.4781 0.3722 0.1803 0.0952 0.0672 0.053 0.02 42.9 933.7 276.9 116
624 156875 RHS NH 29 40 0.389 0.2532 0.0989 0.0597 0.0393 0.0221 0.0089 42.3 927.3 240.6 116
625 157000 LHS NH 29 40 0.4772 0.3572 0.1408 0.0649 0.0347 0.0226 0.0113 42.9 933.7 210.4 113
626 157125 RHS NH 29 40 0.3106 0.2026 0.0877 0.0519 0.0424 0.0288 0.0131 39.2 958.9 268.3 105
627 157250 LHS NH 29 40 0.4348 0.2853 0.1126 0.0644 0.0549 0.0347 0.0101 39.2 993.8 257.2 105
Annexure 4.1
Page 22 of 39
(°C)
628 157375 RHS NH 29 40 0.394 0.2895 0.1233 0.0857 0.0566 0.0369 0.0143 39.2 1001.5 268.9 105
629 157500 LHS NH 29 40 0.2483 0.1881 0.1008 0.062 0.0433 0.0268 0.0162 41.6 928.9 284.8 105
NH 129
1 0 RHS NH 129 40 0.4247 0.3291 0.1592 0.0854 0.0562 0.0374 0.0221 34.1 1324.13 274.4 112
2 250 LHS NH 129 40 0.4234 0.3176 0.1424 0.076 0.0395 0.0304 0.0091 34.1 1313.845 252.8 112
3 500 RHS NH 129 40 0.4024 0.3265 0.1462 0.0735 0.0474 0.0365 0.0181 37 1178.417 277.8 112
4 750 LHS NH 129 40 0.4168 0.3309 0.1583 0.0867 0.0555 0.0375 0.0223 34.1 1276.452 277.4 112
5 1000 RHS NH 129 40 0.4468 0.3563 0.1756 0.0974 0.0653 0.0473 0.0197 37 1241.654 277.8 112
6 1125 LHS NH 129 40 0.3567 0.2656 0.1137 0.0645 0.0345 0.0207 0.0074 41.6 930.5 238.4 110
7 1250 RHS NH 129 40 0.2179 0.1665 0.0761 0.0473 0.025 0.0166 0.0056 41.6 919.9 237.6 110
8 1375 LHS NH 129 40 0.2239 0.1777 0.0872 0.0595 0.0415 0.0347 0.0198 41.6 940 238.1 109.9
9 1500 RHS NH 129 40 0.1338 0.0846 0.055 0.0318 0.0152 0.0068 0.0033 41.6 922.6 236.9 110
10 1625 LHS NH 129 40 0.2606 0.1778 0.0535 0.0323 0.0206 0.008 0.0031 41.6 917.3 238.8 110
11 1750 RHS NH 129 40 0.2417 0.1883 0.1031 0.065 0.0456 0.0343 0.0042 41.6 913.1 237.6 110
12 1875 LHS NH 129 40 0.2273 0.1702 0.0878 0.0538 0.0354 0.025 0.0096 41.6 902.5 237 110
13 2000 RHS NH 129 40 0.2522 0.1973 0.1095 0.0695 0.052 0.0397 0.0256 41.6 938.9 239 109.9
14 2125 LHS NH 129 40 0.2962 0.2144 0.0958 0.0535 0.0331 0.0266 0.0028 42 928.4 230.5 110
15 2250 RHS NH 129 40 0.25 0.1732 0.0676 0.0449 0.0335 0.0161 0.0061 42 930.5 238 110
16 2375 LHS NH 129 40 0.2652 0.2094 0.1128 0.0684 0.0428 0.0372 0.0138 42 912 238.9 109.9
17 2500 RHS NH 129 40 0.3371 0.2282 0.0899 0.0481 0.0339 0.017 0.0083 42 905.2 237.8 110
18 2625 LHS NH 129 40 0.1923 0.1311 0.1003 0.0738 0.0468 0.0236 0.0089 42 919.9 238.7 110
19 2750 RHS NH 129 40 0.2501 0.1944 0.091 0.0546 0.0389 0.0283 0.0109 42 928.4 237.9 109.9
20 2875 LHS NH 129 40 0.3038 0.2173 0.0905 0.0627 0.0517 0.0393 0.0196 42 922.1 239 110
21 3000 RHS NH 129 40 0.2513 0.1845 0.0904 0.0557 0.0351 0.024 0.0089 42 935.8 238.9 110
22 3125 LHS NH 129 40 0.3782 0.2773 0.1277 0.0747 0.0529 0.0348 0.019 42 907.3 238.2 110
23 3250 RHS NH 129 40 0.2137 0.1695 0.0858 0.0487 0.0296 0.0204 0.005 42 915.2 238.9 110
24 3375 LHS NH 129 40 0.1981 0.1547 0.082 0.0533 0.038 0.0261 0.0159 42 933.1 238.9 110
25 3500 RHS NH 129 40 0.2293 0.1811 0.0852 0.048 0.0304 0.0184 0.0079 42 905.2 238.5 110
26 3625 LHS NH 129 40 0.444 0.3267 0.1555 0.0957 0.0706 0.0571 0.0326 39.2 981.3 268.5 104.9
27 3750 RHS NH 129 40 0.3983 0.3037 0.1466 0.0833 0.0596 0.049 0.01 39.2 981.3 267.5 105
Annexure 4.1
Page 23 of 39
(°C)
28 3875 LHS NH 129 40 0.2884 0.2107 0.0797 0.0402 0.0343 0.0276 0.0101 38 1048.6 223.2 96
29 4000 RHS NH 129 40 0.4973 0.3808 0.1825 0.0983 0.0714 0.0553 0.0296 38 1036.7 221.3 96
30 4125 LHS NH 129 40 0.403 0.3122 0.1498 0.0835 0.0588 0.0506 0.0103 38 1031.5 215.5 111
31 4250 RHS NH 129 40 0.3878 0.2734 0.1259 0.0712 0.0584 0.0525 0.0072 38 1017.6 216.9 111
32 4375 LHS NH 129 40 0.2076 0.1326 0.0513 0.0312 0.0181 0.0094 0.0045 38 1035.4 210.4 111
33 4500 RHS NH 129 40 0.4759 0.3654 0.1619 0.0915 0.0704 0.0461 0.0079 38 1037.4 212.3 111
34 4625 LHS NH 129 40 0.2691 0.197 0.0925 0.0531 0.0397 0.0315 0.0073 38 1035.4 245.1 111
35 4750 RHS NH 129 40 0.4838 0.3798 0.1615 0.0766 0.0359 0.0282 0.0097 38 1009 210.4 111
36 4875 LHS NH 129 40 0.5912 0.4092 0.1699 0.0776 0.054 0.0463 0.0228 37 987.4 210 111
37 5000 RHS NH 129 40 0.2907 0.2143 0.0897 0.0502 0.0367 0.0298 0.007 38.2 1038 244.6 102
38 5125 LHS NH 129 40 0.2613 0.1779 0.0498 0.0313 0.0225 0.0123 0.0091 38.2 1047.3 239.1 102
39 5250 RHS NH 129 40 0.3904 0.2786 0.1146 0.0658 0.0456 0.0318 0.0163 38.2 1024.9 244.7 102
40 5375 LHS NH 129 40 0.4216 0.3282 0.1348 0.0692 0.0436 0.029 0.0106 38.2 1040 235.9 102
41 5500 RHS NH 129 40 0.3427 0.2413 0.1089 0.0652 0.0456 0.0394 0.0154 38.2 1022.9 244.5 102
42 5625 LHS NH 129 40 0.3708 0.28 0.1154 0.0573 0.0416 0.0378 0.0104 38.2 1036.1 227.9 108
43 5750 RHS NH 129 40 0.3715 0.2751 0.1351 0.079 0.0565 0.0414 0.0146 38.2 983.3 228.6 108
44 5875 LHS NH 129 40 0.6811 0.5329 0.2233 0.103 0.069 0.0496 0.0181 39.6 970.7 226.3 108
45 6000 RHS NH 129 40 0.4056 0.3287 0.1419 0.0758 0.0469 0.0364 0.0178 40.3 916.8 226.9 108
46 6125 LHS NH 129 40 0.1823 0.1223 0.0675 0.041 0.0323 0.0266 0.0071 42.7 937.4 319.8 107
47 6250 RHS NH 129 40 0.2172 0.1385 0.0628 0.0461 0.0366 0.0224 0.0096 43 921 315.3 107
48 6375 LHS NH 129 40 0.2313 0.1613 0.0676 0.0351 0.024 0.0135 0.0066 42 907.3 237.4 110
49 6500 RHS NH 129 40 0.2087 0.1372 0.0635 0.0338 0.0144 0.007 0.0035 33.1 1127.715 218.4 110
50 6750 LHS NH 129 40 0.303 0.2334 0.1201 0.0694 0.0477 0.0312 0.0087 33.1 1262.109 218.4 110
51 7000 RHS NH 129 40 0.1993 0.1571 0.0903 0.0563 0.0447 0.0363 0.023 34.6 1339.086 341.3 110
52 7125 LHS NH 129 40 0.2413 0.1754 0.0876 0.0538 0.0366 0.0239 0.0082 42 918.4 238 110
53 7250 RHS NH 129 40 0.1315 0.0796 0.0533 0.0313 0.0153 0.0064 0.0032 42 935.2 237.6 110
54 7375 LHS NH 129 40 0.3486 0.252 0.1021 0.0603 0.0445 0.0389 0.0147 40.3 905.2 228.3 108
55 7500 RHS NH 129 40 0.635 0.4579 0.196 0.1039 0.0752 0.058 0.0095 40.3 937.9 226.3 108
56 7625 LHS NH 129 40 0.4221 0.3121 0.133 0.0724 0.0433 0.0285 0.0128 40.3 927.9 227.3 108
57 7750 RHS NH 129 40 0.2574 0.1868 0.0927 0.0528 0.0318 0.0291 0.0103 42 936.8 236.4 110
Annexure 4.1
Page 24 of 39
(°C)
58 8000 LHS NH 129 40 0.3181 0.2586 0.1265 0.073 0.0521 0.0374 0.024 34.6 1331.422 346.4 110
59 8250 RHS NH 129 40 0.1955 0.1556 0.0882 0.0576 0.045 0.0356 0.0242 34.6 1329.555 345.2 110
60 8500 LHS NH 129 40 0.2105 0.1488 0.0703 0.0515 0.0418 0.0328 0.0082 34.6 1349.599 329.1 110
61 8750 RHS NH 129 40 0.3604 0.2639 0.1143 0.0642 0.0342 0.0201 0.0074 34.6 1352.448 218 110
62 9000 LHS NH 129 40 0.3163 0.2659 0.143 0.0882 0.0599 0.0516 0.036 34.6 1354.413 346.7 109.9
63 9125 RHS NH 129 40 0.2786 0.2065 0.1092 0.0664 0.047 0.0336 0.0096 42 938.9 239 110
64 9250 LHS NH 129 40 0.2546 0.1816 0.0872 0.0574 0.0331 0.03 0.0116 42 933.7 237.2 110
65 9375 RHS NH 129 40 0.3417 0.2464 0.0957 0.0528 0.0416 0.0334 0.0171 40.3 935.8 225.5 108
66 9500 LHS NH 129 40 0.4283 0.2912 0.1226 0.0592 0.0418 0.0232 0.0058 40.3 909.9 228.7 108
67 9625 RHS NH 129 40 0.437 0.3291 0.1533 0.0971 0.0709 0.0563 0.0328 36.5 972.5 297.3 103
68 9750 LHS NH 129 40 0.3801 0.2731 0.103 0.0608 0.0382 0.0293 0.0191 41.5 931.6 245.6 112
69 9875 RHS NH 129 40 0.2607 0.2072 0.0962 0.0588 0.0421 0.0301 0.0115 42 917.8 238.2 110
70 10000 LHS NH 129 40 0.2328 0.1767 0.0819 0.0505 0.0268 0.0178 0.006 34.6 1293.202 228.1 110
71 10250 RHS NH 129 40 0.2529 0.2137 0.12 0.0726 0.0564 0.0348 0.0283 34.6 1339.086 345.4 110
72 10500 LHS NH 129 40 0.2923 0.2532 0.131 0.0869 0.0539 0.0415 0.0272 34.6 1334.271 345.9 110
73 10750 RHS NH 129 40 0.2696 0.2222 0.1183 0.0791 0.0526 0.0359 0.0328 34.6 1317.077 346.6 110
74 11000 LHS NH 129 40 0.1986 0.1578 0.0793 0.0555 0.0391 0.0313 0.0064 34.6 1179.523 270.7 110
75 11125 RHS NH 129 40 0.2312 0.1731 0.092 0.0614 0.0431 0.0287 0.0147 42 933.1 234.9 110
76 11250 LHS NH 129 40 0.2397 0.1822 0.0923 0.0538 0.0331 0.0187 0.0067 42 933.7 238.6 110
77 11375 RHS NH 129 40 0.2691 0.1926 0.0886 0.0524 0.038 0.0299 0.0103 42 934.2 239 109.9
78 11500 LHS NH 129 40 0.2118 0.1648 0.0839 0.0521 0.0352 0.0205 0.0075 42.7 902.5 238.4 110
79 11625 RHS NH 129 40 0.241 0.1706 0.0694 0.0435 0.0271 0.0113 0.0055 42.7 931 235.3 110
80 11750 LHS NH 129 40 0.2552 0.1898 0.087 0.0517 0.0351 0.0239 0.0121 42.7 937.4 238 109.8
81 11875 RHS NH 129 40 0.3207 0.213 0.0659 0.0447 0.0332 0.0232 0.0111 41.5 931 234.5 112
82 12000 LHS NH 129 40 0.4779 0.3781 0.176 0.094 0.0676 0.0527 0.0198 41.5 939.5 221.9 112
83 12125 RHS NH 129 40 0.4385 0.3104 0.1367 0.068 0.0513 0.0337 0.0121 38.3 1049.3 204 112
84 12250 LHS NH 129 40 0.3117 0.2306 0.1013 0.0625 0.0478 0.038 0.0194 41.5 893 316.8 112
85 12375 RHS NH 129 40 0.4624 0.3053 0.1302 0.0605 0.0398 0.0233 0.0112 38.3 995.8 208.5 112
86 12500 LHS NH 129 40 0.5471 0.3993 0.1739 0.0867 0.0589 0.0483 0.0098 41.5 926.8 204.2 112
87 12625 RHS NH 129 40 0.4914 0.3669 0.1665 0.0935 0.0688 0.0583 0.0293 38.3 1034.8 230.8 112
Annexure 4.1
Page 25 of 39
(°C)
88 12750 LHS NH 129 40 0.2321 0.1808 0.0697 0.0432 0.0251 0.0219 0.0079 38.3 1005.1 247.4 112
89 12875 RHS NH 129 40 0.2664 0.1994 0.0824 0.0546 0.0366 0.0273 0.0115 42.7 931 238.5 110
90 13000 LHS NH 129 40 0.3517 0.2843 0.1614 0.1023 0.0702 0.0532 0.0352 34.6 1369.642 346.4 109.9
91 13250 RHS NH 129 40 0.2256 0.1716 0.0967 0.0577 0.0412 0.0329 0.0262 34.6 1356.28 344.9 110
92 13500 LHS NH 129 40 0.3418 0.2672 0.118 0.0808 0.0522 0.0377 0.0291 34.6 1367.775 338.8 110
93 13625 RHS NH 129 40 0.3665 0.2653 0.1088 0.0595 0.0447 0.0291 0.0144 42.7 930.5 238.7 110
94 13750 LHS NH 129 40 0.2079 0.1444 0.07 0.0497 0.0405 0.033 0.0081 42.7 937.4 238.9 110
95 13875 RHS NH 129 40 0.2508 0.2029 0.1061 0.0599 0.0393 0.0287 0.0087 42.7 936.8 237.4 110
96 14000 LHS NH 129 40 0.2954 0.2328 0.1138 0.0692 0.0509 0.0394 0.0279 42.7 934.7 238.6 109.7
97 14125 RHS NH 129 40 0.2698 0.2165 0.1139 0.0638 0.0416 0.031 0.0094 42.7 919.4 238.1 109.9
98 14250 LHS NH 129 40 0.3299 0.243 0.1283 0.0714 0.0451 0.0325 0.0162 42.7 930.5 238.4 109.9
99 14375 RHS NH 129 40 0.2114 0.1598 0.0698 0.0375 0.021 0.0107 0.0052 42.7 898.8 238.1 110
100 14500 LHS NH 129 40 0.2749 0.2091 0.0969 0.0584 0.0381 0.0208 0.0099 42.7 928.4 238.9 110
101 14625 RHS NH 129 40 0.1504 0.1122 0.0398 0.0285 0.0207 0.0164 0.0062 42.7 934.2 237.7 110
102 14750 LHS NH 129 40 0.3378 0.265 0.1121 0.0538 0.0341 0.025 0.0122 42.7 910.4 234.8 110
103 14875 RHS NH 129 40 0.2464 0.186 0.0825 0.0474 0.0297 0.0262 0.0089 42.7 902.5 317.4 107
104 15000 LHS NH 129 40 0.296 0.2325 0.1033 0.0551 0.0365 0.0213 0.0102 42.7 910.4 279.5 107
105 15125 RHS NH 129 40 0.3165 0.2201 0.1022 0.0473 0.0273 0.0189 0.0092 42.7 924.2 205.8 107
106 15250 LHS NH 129 40 0.1369 0.0856 0.0567 0.0324 0.0154 0.0068 0.0033 42.7 929.4 216.4 107
107 15375 RHS NH 129 40 0.1778 0.1301 0.0727 0.0502 0.0341 0.0236 0.0088 42.7 911.5 318 107
108 15500 LHS NH 129 40 0.1823 0.1223 0.0675 0.041 0.0323 0.0266 0.0071 42.7 937.4 319.8 107
109 15625 RHS NH 129 40 0.2172 0.1385 0.0628 0.0461 0.0366 0.0224 0.0096 43 921 315.3 107
110 15750 LHS NH 129 40 0.3269 0.2486 0.0992 0.0604 0.039 0.0228 0.0081 41.5 904.6 210.3 112
111 15875 RHS NH 129 40 0.2777 0.1896 0.0528 0.0338 0.0241 0.0129 0.0099 38.3 1049.9 203 112
112 16000 LHS NH 129 40 0.4217 0.3175 0.1419 0.0832 0.056 0.0362 0.016 41.5 922.6 228.3 112
113 16125 RHS NH 129 40 0.3673 0.255 0.0935 0.0594 0.0375 0.0249 0.01 38.3 1028.8 206 112
114 16250 LHS NH 129 40 0.6152 0.4754 0.1934 0.0923 0.0584 0.0195 0.0097 41.5 931.6 204.2 112
115 16375 RHS NH 129 40 0.3101 0.2012 0.0847 0.0516 0.0436 0.0296 0.0126 42 918.9 265.4 111
116 16500 LHS NH 129 40 0.4372 0.2863 0.1146 0.0647 0.0544 0.034 0.0103 39.7 976.6 261.5 111
117 16625 RHS NH 129 40 0.3641 0.2796 0.1113 0.0631 0.0367 0.0229 0.008 39.7 996.7 264.2 111
Annexure 4.1
Page 26 of 39
(°C)
118 16750 LHS NH 129 40 0.3892 0.286 0.1485 0.0863 0.0631 0.0522 0.0221 39.7 996.7 264.9 111
119 16875 RHS NH 129 40 0.2118 0.1345 0.0509 0.0311 0.0183 0.0094 0.0045 42 906.7 264.5 111
120 17000 LHS NH 129 40 0.4046 0.3059 0.1295 0.0731 0.0624 0.0448 0.0116 39.7 940.5 265.2 111
121 17125 RHS NH 129 40 0.4491 0.3085 0.1323 0.086 0.0673 0.0489 0.0182 42 925.7 264.5 111
122 17250 LHS NH 129 40 0.2458 0.1797 0.0788 0.046 0.0348 0.0251 0.0121 39.7 966.6 265.9 111
123 17375 RHS NH 129 40 0.3389 0.2625 0.1241 0.072 0.0479 0.0284 0.014 41.7 926.8 261.3 111
124 17500 LHS NH 129 40 0.3961 0.3083 0.1333 0.0838 0.0669 0.048 0.0228 41.5 939.5 299 108
125 17625 RHS NH 129 40 0.3034 0.2049 0.0861 0.0524 0.0429 0.0278 0.0128 39.7 1004.4 299.9 108
126 17750 LHS NH 129 40 0.3846 0.2829 0.1182 0.0582 0.0427 0.0383 0.0106 40.1 940 246.1 108
127 17875 RHS NH 129 40 0.3471 0.2514 0.1026 0.0593 0.0425 0.0383 0.0145 41.5 937.4 300.3 108
128 18000 LHS NH 129 40 0.2065 0.1652 0.082 0.049 0.0311 0.0256 0.0132 43 909.9 319.4 107
129 18500 RHS NH 129 40 0.2717 0.2329 0.1292 0.0782 0.0597 0.0372 0.0302 43 915.7 318.1 107
130 18625 LHS NH 129 40 0.1658 0.1156 0.058 0.0381 0.0296 0.0152 0.0075 43 937.9 318.4 107
131 18750 RHS NH 129 40 0.4621 0.3273 0.1235 0.0593 0.0467 0.0272 0.0128 40.1 896.2 207.9 108
132 18875 LHS NH 129 40 0.4726 0.3137 0.1362 0.0621 0.041 0.0238 0.0118 40.1 938.4 203.9 108
133 19000 RHS NH 129 40 0.2741 0.2122 0.0982 0.0491 0.027 0.0135 0.0075 43 927.3 206.5 107
134 22000 LHS NH 129 40 0.2876 0.2412 0.1394 0.0824 0.0557 0.0454 0.0311 43 917.3 319.9 107
135 22125 RHS NH 129 40 0.2796 0.232 0.1104 0.0606 0.0501 0.0268 0.0091 43 938.9 273.4 107
136 22250 LHS NH 129 40 0.301 0.2297 0.1364 0.0909 0.0671 0.0501 0.0211 43 924.2 318.8 107
137 22375 RHS NH 129 40 0.2503 0.1764 0.0839 0.0486 0.0349 0.0282 0.0099 43 935.8 282.5 102.9
138 22500 LHS NH 129 40 0.1685 0.1223 0.0638 0.0413 0.0293 0.012 0.0041 43 923.1 273.2 103
139 22625 RHS NH 129 40 0.2663 0.1923 0.0815 0.0488 0.0329 0.0276 0.0134 43 898.8 283.7 103
140 22750 LHS NH 129 40 0.2127 0.1524 0.077 0.052 0.0343 0.026 0.0076 43 932.1 281.1 103
141 22875 RHS NH 129 40 0.2831 0.2091 0.0941 0.055 0.0356 0.025 0.0057 43 921.5 198.4 103
142 23000 LHS NH 129 40 0.2186 0.1543 0.0697 0.0436 0.0292 0.0164 0.0083 43 939.5 283.7 103
143 23125 RHS NH 129 40 0.2261 0.1542 0.0777 0.0516 0.032 0.0164 0.0088 43 918.4 282.8 103
144 23250 LHS NH 129 40 0.2628 0.1912 0.0954 0.0568 0.0404 0.0291 0.0131 43 932.1 283.3 103
145 23375 RHS NH 129 40 0.2385 0.1734 0.098 0.0647 0.0454 0.0316 0.0085 43 931 280.7 103
146 23500 LHS NH 129 40 0.3018 0.2132 0.0963 0.0444 0.0257 0.0174 0.0088 42.9 934.2 212.2 103
147 23625 RHS NH 129 40 0.1945 0.134 0.0662 0.0468 0.0383 0.0304 0.0074 42.9 900.9 282.6 103
Annexure 4.1
Page 27 of 39
(°C)
148 23750 LHS NH 129 40 0.3076 0.2288 0.0933 0.0552 0.0377 0.0282 0.0066 42.9 936.8 215.1 103
149 23875 RHS NH 129 40 0.2324 0.1717 0.0874 0.0534 0.0372 0.0243 0.0067 42.9 914.1 282.5 103
150 24000 LHS NH 129 40 0.2771 0.1954 0.0817 0.0443 0.0306 0.0158 0.0081 42.9 938.9 268 103
151 24125 RHS NH 129 40 0.261 0.1805 0.0931 0.0592 0.0431 0.0345 0.0066 42.9 922.6 281.1 103
152 24250 LHS NH 129 40 0.2674 0.1862 0.0783 0.0469 0.0329 0.022 0.0074 42.9 900.9 275.7 103
153 24375 RHS NH 129 40 0.2005 0.1344 0.0681 0.0449 0.0417 0.0191 0.0168 42.9 918.4 283.7 103
154 24500 LHS NH 129 40 0.2655 0.2063 0.1009 0.0622 0.0348 0.0214 0.01 42.9 927.9 283 109
155 24625 RHS NH 129 40 0.3447 0.2819 0.1353 0.0576 0.0329 0.0261 0.0153 42.9 932.1 280.7 109
156 24750 LHS NH 129 40 0.2019 0.1444 0.0767 0.0522 0.0388 0.0258 0.0084 42.9 915.2 281.8 109
157 24875 RHS NH 129 40 0.2795 0.2016 0.0848 0.0584 0.0475 0.036 0.0182 42.1 925.2 227.7 95
158 25000 LHS NH 129 40 0.2369 0.1493 0.0639 0.0421 0.0302 0.01 0.0053 42.1 911 225.4 95
159 25125 RHS NH 129 40 0.1718 0.1272 0.0667 0.0478 0.0327 0.0177 0.0123 41.5 908.3 226.9 95
160 25250 LHS NH 129 40 0.3063 0.2255 0.117 0.072 0.0507 0.04 0.0282 42.1 898.8 227.7 94.9
161 25375 RHS NH 129 40 0.3167 0.2424 0.1249 0.0722 0.0392 0.0309 0.0099 42.1 937.9 226.5 95
162 25500 LHS NH 129 40 0.1616 0.1172 0.0648 0.0403 0.0244 0.0191 0.0094 41.1 934.2 325.2 114
163 25625 RHS NH 129 40 0.3002 0.2145 0.0897 0.0549 0.0414 0.0288 0.0109 41.5 924.7 300.9 108
164 25750 LHS NH 129 40 0.3794 0.2936 0.1463 0.0835 0.0613 0.0462 0.023 41.5 933.7 300.8 108
165 25875 RHS NH 129 40 0.2119 0.1345 0.0506 0.0312 0.0184 0.0094 0.0045 40.1 934.2 207.7 108
166 26000 LHS NH 129 40 0.2309 0.1484 0.0711 0.0372 0.0265 0.0211 0.0081 40.1 917.3 299.9 108
167 26125 RHS NH 129 40 0.5439 0.4084 0.1731 0.0911 0.0678 0.0465 0.0156 40.1 934.7 206.6 108
168 26250 LHS NH 129 40 0.3101 0.2018 0.0854 0.0511 0.0424 0.0286 0.013 40.1 928.9 297.3 108
169 26375 RHS NH 129 40 0.3202 0.2346 0.1135 0.0642 0.0415 0.032 0.0119 41.1 926.8 264.9 101
170 26500 LHS NH 129 40 0.2729 0.1856 0.1014 0.0626 0.0363 0.0261 0.0127 41.1 917.3 295.3 101
171 26625 RHS NH 129 40 0.3854 0.289 0.1403 0.0749 0.0494 0.0367 0.013 41.1 911.5 214.3 101
172 26750 LHS NH 129 40 0.2717 0.2167 0.1133 0.0716 0.041 0.0316 0.0222 40.9 933.1 294.9 100.9
173 26875 RHS NH 129 40 0.2512 0.1892 0.0882 0.051 0.035 0.0217 0.0115 40.9 920.5 292.6 101
174 27000 LHS NH 129 40 0.2736 0.21 0.0955 0.0539 0.0343 0.0304 0.0118 40.9 927.9 293.3 101
175 27125 RHS NH 129 40 0.3624 0.2955 0.1325 0.0707 0.0442 0.0324 0.0118 40.9 920.5 204.5 101
176 27250 LHS NH 129 40 0.2164 0.1465 0.0622 0.0354 0.0216 0.0143 0.0078 40.9 936.3 249.1 101
177 27375 RHS NH 129 40 0.3387 0.2749 0.1213 0.0846 0.0532 0.0396 0.0309 40.9 940 291.7 101
Annexure 4.1
Page 28 of 39
(°C)
178 27500 LHS NH 129 40 0.2816 0.2157 0.1104 0.064 0.044 0.0289 0.0081 40.9 930 221.2 101
179 27625 RHS NH 129 40 0.2464 0.1982 0.109 0.0745 0.0566 0.0415 0.0278 40.9 934.7 295.5 101
180 27750 LHS NH 129 40 0.244 0.1937 0.1053 0.0712 0.042 0.0275 0.0099 40.9 923.6 293.9 101
181 27875 RHS NH 129 40 0.261 0.203 0.1096 0.0637 0.0451 0.0298 0.0189 40.9 909.9 296 101
182 28000 LHS NH 129 40 0.2248 0.1745 0.0908 0.0531 0.0346 0.0242 0.0062 40.9 926.3 221.1 101
183 28125 RHS NH 129 40 0.178 0.131 0.0692 0.041 0.0257 0.0176 0.0073 40.9 930.5 291.3 101
184 28250 LHS NH 129 40 0.3162 0.2227 0.113 0.0551 0.035 0.0225 0.0143 40.9 935.2 269.5 101
185 28375 RHS NH 129 40 0.2306 0.1823 0.0841 0.0639 0.0508 0.0347 0.0191 40.9 936.3 346.7 117
186 28500 LHS NH 129 40 0.4463 0.3177 0.1202 0.0842 0.0608 0.0173 0.0026 40.9 914.7 219.4 117
187 28625 RHS NH 129 40 0.2372 0.1902 0.1047 0.0656 0.0513 0.0388 0.0341 40.9 938.9 346.6 116.9
188 28750 LHS NH 129 40 0.1647 0.1161 0.0633 0.0489 0.0263 0.017 0.0079 40.9 925.7 342.5 117
189 28875 RHS NH 129 40 0.1753 0.1232 0.0679 0.0523 0.0279 0.0186 0.0084 40.1 928.4 345.7 117
190 29000 LHS NH 129 40 0.3593 0.2859 0.128 0.086 0.0548 0.039 0.0304 40.1 919.9 338.7 117
191 29125 RHS NH 129 40 0.4053 0.322 0.1213 0.059 0.0393 0.0289 0.0224 40.1 918.9 219.3 117
192 29250 LHS NH 129 40 0.2116 0.1426 0.0712 0.0469 0.0404 0.0203 0.0177 40.1 933.1 346 117
193 29375 RHS NH 129 40 0.2564 0.1865 0.0985 0.0646 0.0473 0.0326 0.0109 42.1 931.6 310.6 114
194 29500 LHS NH 129 40 0.2558 0.2097 0.1114 0.0573 0.034 0.0153 0.0077 34.6 1315.21 225.8 110
195 29750 RHS NH 129 40 0.1845 0.1207 0.0658 0.0434 0.0328 0.0259 0.0072 34.6 1314.228 338.8 110
196 30000 LHS NH 129 40 0.2256 0.1542 0.074 0.0559 0.0418 0.0228 0.0068 34.6 1350.3 218.4 110
197 30250 RHS NH 129 40 0.3034 0.2454 0.1337 0.0841 0.0538 0.0408 0.032 34.6 1376.5 346.2 110
198 30500 LHS NH 129 40 0.1217 0.1078 0.0568 0.0289 0.0212 0.0163 0.0053 34.6 1384.3 345.2 110
199 30750 RHS NH 129 40 0.2641 0.1961 0.1079 0.0698 0.0498 0.0335 0.0092 34.6 1246.2 261.6 110
200 31000 LHS NH 129 40 0.1986 0.1579 0.0839 0.0541 0.0379 0.0265 0.0163 34.6 1363.9 346.5 110
201 31250 RHS NH 129 40 0.282 0.2313 0.1096 0.0723 0.0468 0.0322 0.0219 34.6 1369.7 346.1 110
202 31500 LHS NH 129 40 0.2592 0.1958 0.0994 0.0564 0.0351 0.0207 0.0069 34.6 1297.7 224.1 110
203 31625 RHS NH 129 40 0.2934 0.191 0.1092 0.0607 0.0366 0.0263 0.007 41.1 938.4 206.6 114
204 31750 LHS NH 129 40 0.1916 0.1302 0.1002 0.0724 0.0461 0.0237 0.009 41.1 910.4 323.8 114
205 31875 RHS NH 129 40 0.1883 0.1434 0.0717 0.044 0.028 0.0193 0.0077 42.1 934.7 314.6 114
206 32000 LHS NH 129 40 0.2559 0.2107 0.102 0.0634 0.0384 0.0296 0.0148 41.1 923.1 322.8 114
207 32125 RHS NH 129 40 0.2891 0.2106 0.1001 0.0611 0.0329 0.0216 0.0087 42.1 929.4 211.7 114
Annexure 4.1
Page 29 of 39
(°C)
208 32250 LHS NH 129 40 0.2667 0.1883 0.0921 0.0641 0.0457 0.0373 0.0186 41.1 921 325.9 114
209 32375 RHS NH 129 40 0.2845 0.2218 0.0966 0.052 0.0345 0.02 0.0096 42.1 933.1 212.8 114
210 32500 LHS NH 129 40 0.2289 0.1826 0.0864 0.0524 0.0349 0.027 0.0175 40.1 905.2 346.2 116.9
211 32625 RHS NH 129 40 0.281 0.2257 0.1059 0.067 0.0383 0.0227 0.0108 40.1 913.1 260.4 117
212 32750 LHS NH 129 40 0.2517 0.1902 0.1023 0.0581 0.0372 0.0226 0.0054 40.1 931.6 219.9 117
213 32875 RHS NH 129 40 0.2827 0.2086 0.0958 0.0535 0.0371 0.0288 0.0066 40.1 935.8 223 117
214 33000 LHS NH 129 40 0.2581 0.1959 0.1033 0.0578 0.0374 0.023 0.0054 40.1 909.9 219.4 117
215 33125 RHS NH 129 40 0.2463 0.1831 0.0924 0.0556 0.0392 0.0261 0.0071 40.1 936.3 235.1 117
216 33250 LHS NH 129 40 0.2738 0.1997 0.1019 0.0604 0.0429 0.0304 0.0142 40.1 933.7 346.9 117
217 33375 RHS NH 129 40 0.216 0.1496 0.0627 0.033 0.0225 0.0125 0.0062 39.5 973.1 219 117
218 33500 LHS NH 129 40 0.2689 0.2186 0.1105 0.0582 0.0414 0.0277 0.0116 42.1 938.4 268.8 114
219 34000 RHS NH 129 40 0.2973 0.2353 0.1016 0.0549 0.0354 0.0201 0.0098 41.6 933.1 285.2 115
220 34125 LHS NH 129 40 0.2855 0.2159 0.1115 0.0646 0.0497 0.0252 0.011 41.6 916.2 282.4 115
221 34250 RHS NH 129 40 0.2009 0.1623 0.0956 0.0679 0.0417 0.0352 0.0198 41.6 935.8 285.7 114.8
222 34375 LHS NH 129 40 0.3511 0.2569 0.1004 0.0469 0.0313 0.0188 0.0103 41.6 930.5 278.8 115
223 34500 RHS NH 129 40 0.2747 0.2006 0.0927 0.0558 0.0365 0.0255 0.0128 39.5 982.5 311.3 117
224 34625 LHS NH 129 40 0.2573 0.1802 0.0837 0.0488 0.0267 0.018 0.0104 39.5 1003.2 240.8 117
225 34750 RHS NH 129 40 0.2592 0.1739 0.071 0.0416 0.0282 0.0186 0.0072 39.5 1003.2 221.1 117
226 34875 LHS NH 129 40 0.3009 0.2158 0.0865 0.0531 0.041 0.0324 0.0178 39.5 999.1 344.4 117
227 35000 RHS NH 129 40 0.2512 0.1764 0.0757 0.0323 0.0173 0.0117 0.0059 41.6 932.1 272.5 115
228 36000 LHS NH 129 40 0.234 0.1779 0.0833 0.0421 0.0262 0.0169 0.0111 41.6 925.7 279.9 115
229 36125 RHS NH 129 40 0.3287 0.2465 0.0982 0.0604 0.0395 0.0303 0.0108 38.5 1061.8 239.2 106
230 36250 LHS NH 129 40 0.2534 0.1904 0.0864 0.0546 0.0377 0.0256 0.0126 38.5 1053.2 237.9 106
231 36375 RHS NH 129 40 0.2253 0.1609 0.0776 0.054 0.0342 0.0273 0.0105 41.6 937.4 237 106
232 36500 LHS NH 129 40 0.3626 0.2798 0.1342 0.0832 0.0611 0.0486 0.0275 39.5 986.1 242.2 103
233 36625 RHS NH 129 40 0.239 0.1661 0.0805 0.0521 0.039 0.0284 0.0079 39.5 993.2 242.7 103
234 36750 LHS NH 129 40 0.2655 0.1989 0.0959 0.0551 0.0372 0.0232 0.0121 39.5 945.3 242.7 103
235 36875 RHS NH 129 40 0.2596 0.1797 0.0857 0.0599 0.0438 0.0345 0.0172 39.5 967.7 242.8 103
236 37000 LHS NH 129 40 0.2357 0.1697 0.0705 0.042 0.0349 0.0222 0.0087 38.5 1061.8 237.1 106
237 38500 RHS NH 129 40 0.2678 0.2077 0.1048 0.0659 0.0433 0.0379 0.0132 41.6 917.3 238.1 106
Annexure 4.1
Page 30 of 39
(°C)
238 38625 LHS NH 129 40 0.2052 0.1683 0.0851 0.0435 0.0252 0.0165 0.0083 38.5 1048.6 239.7 106
239 38750 RHS NH 129 40 0.2394 0.1773 0.0904 0.0586 0.044 0.0296 0.0103 41.6 930 238.5 106
240 38875 LHS NH 129 40 0.2687 0.1808 0.1004 0.0577 0.035 0.0245 0.0065 38.5 1063.8 236.9 106
241 39000 RHS NH 129 40 0.1888 0.1464 0.0747 0.0521 0.0374 0.029 0.006 41.6 919.4 238.7 106
242 39125 LHS NH 129 40 0.1814 0.1246 0.0651 0.0323 0.0206 0.0118 0.009 38.5 1008.4 238.7 106
243 39250 RHS NH 129 40 0.2537 0.1915 0.09 0.0453 0.0277 0.0182 0.0119 39.5 930.5 242.5 103
244 39375 LHS NH 129 40 0.1424 0.0965 0.0432 0.0225 0.0152 0.0095 0.0062 39.5 998.5 242.3 103
245 39500 RHS NH 129 40 0.3253 0.2309 0.1045 0.0473 0.0277 0.0183 0.0096 39.5 972.5 240.5 103
246 39625 LHS NH 129 40 0.2527 0.195 0.0933 0.0463 0.0256 0.0126 0.007 39.5 968.3 242.2 103
247 39750 RHS NH 129 40 0.2337 0.1603 0.072 0.0467 0.032 0.0173 0.0088 39.5 930.5 242.9 103
248 39875 LHS NH 129 40 0.2034 0.1303 0.0597 0.0426 0.0342 0.0207 0.009 39.5 966.6 241.3 103
249 40000 RHS NH 129 40 0.2356 0.1606 0.0751 0.0455 0.0298 0.0196 0.0096 41.6 900.4 237.9 106
250 46000 LHS NH 129 40 0.2335 0.1629 0.0628 0.0422 0.0314 0.015 0.0057 38.5 1066.4 238.1 106
251 46125 RHS NH 129 40 0.2541 0.176 0.0734 0.0421 0.0287 0.0192 0.0072 41.6 924.2 240 105.9
252 46250 LHS NH 129 40 0.213 0.1525 0.0685 0.0435 0.0226 0.0123 0.0042 38.5 1072.4 239.8 106
253 46375 RHS NH 129 40 0.2728 0.1977 0.1003 0.0582 0.034 0.0308 0.011 41.6 939.5 238 106
254 46500 LHS NH 129 40 0.2502 0.1991 0.097 0.0589 0.0364 0.0284 0.014 41.6 909.9 239.4 106
255 46625 RHS NH 129 40 0.2542 0.1806 0.0986 0.066 0.0468 0.031 0.0159 41.6 902.5 239.2 106
256 46750 LHS NH 129 40 0.2367 0.1552 0.0644 0.0455 0.0339 0.0209 0.0092 41.6 934.2 239.3 106
257 46875 RHS NH 129 40 0.2458 0.1908 0.0951 0.0583 0.0425 0.0284 0.0111 38.5 1061.8 239.5 105.9
258 47000 LHS NH 129 40 0.2051 0.1627 0.0998 0.0694 0.0421 0.0351 0.02 39.9 995.5 239.5 106
259 47125 RHS NH 129 40 0.2871 0.2036 0.0945 0.0536 0.035 0.029 0.0131 39.9 996.7 238.8 106
260 47250 LHS NH 129 40 0.2087 0.1452 0.0722 0.0516 0.0397 0.0215 0.0063 38.5 1074.3 239.7 106
261 47375 RHS NH 129 40 0.3353 0.2501 0.0999 0.0589 0.0392 0.03 0.007 39.9 984.9 236.9 106
262 47500 LHS NH 129 40 0.2504 0.1875 0.0972 0.0603 0.043 0.0325 0.0112 39.9 935.8 240 106
263 47625 RHS NH 129 40 0.2117 0.1632 0.0978 0.0586 0.0431 0.0291 0.0099 39.9 974.2 239.8 106
264 47750 LHS NH 129 40 0.2354 0.1567 0.0774 0.0327 0.0162 0.0079 0.0045 39.9 993.2 238.2 106
265 47875 RHS NH 129 40 0.2354 0.1789 0.094 0.0543 0.0345 0.0209 0.005 38.5 980.6 239.9 106
266 48000 LHS NH 129 40 0.3357 0.2597 0.136 0.0783 0.042 0.033 0.0107 39.9 905.1 239.7 106
267 48125 RHS NH 129 40 0.2893 0.244 0.1276 0.0766 0.0534 0.037 0.0082 39.9 982.5 238.6 106
Annexure 4.1
Page 31 of 39
(°C)
268 48250 LHS NH 129 40 0.2393 0.1852 0.0957 0.0563 0.0365 0.0258 0.0066 39.9 958.9 238.9 106
269 48375 RHS NH 129 40 0.248 0.1655 0.0678 0.0485 0.0361 0.022 0.0099 39.9 915.1 239.5 106
270 48500 LHS NH 129 40 0.2045 0.1488 0.0739 0.0488 0.0313 0.0175 0.0087 38.5 1056.5 240 106
271 48625 RHS NH 129 40 0.1802 0.1225 0.0625 0.036 0.0314 0.0183 0.0103 39.9 1002 237.9 106
272 48750 LHS NH 129 40 0.1718 0.1235 0.0529 0.0344 0.0162 0.0079 0.0039 38.5 1073.7 204.2 105
273 48875 RHS NH 129 40 0.2136 0.1351 0.0629 0.0395 0.0307 0.0219 0.0069 39.5 990.2 240.4 103
274 49000 LHS NH 129 40 0.2483 0.193 0.0862 0.0506 0.0314 0.0283 0.0109 39.5 1005 242.1 103
275 49125 RHS NH 129 40 0.2337 0.1785 0.107 0.0688 0.054 0.0413 0.0336 39.5 958.3 243 103
276 49250 LHS NH 129 40 0.3077 0.2408 0.1448 0.0937 0.063 0.0546 0.0146 36.4 1042.1 324.9 110
277 49375 RHS NH 129 40 0.2593 0.1878 0.094 0.0574 0.0394 0.0246 0.0087 36.4 1004.9 303.1 112
278 49500 LHS NH 129 40 0.2797 0.2073 0.1157 0.0674 0.0481 0.0335 0.0095 37.4 1027.9 232.6 97
279 49625 RHS NH 129 40 0.1203 0.1081 0.0546 0.0299 0.0217 0.016 0.0053 37.4 1025 231.8 97
280 49750 LHS NH 129 40 0.2042 0.1656 0.0891 0.0558 0.0426 0.0283 0.0188 39.2 990.2 232.9 96.9
281 49875 RHS NH 129 40 0.185 0.1471 0.0838 0.0538 0.043 0.0332 0.0227 39.2 1000.9 231.9 96.9
282 50000 LHS NH 129 40 0.1944 0.1508 0.0743 0.0456 0.0325 0.0231 0.0137 39.2 987.3 232.1 97
283 50125 RHS NH 129 40 0.1659 0.1302 0.0786 0.0412 0.0338 0.0206 0.0114 39.2 991.4 232.5 97
284 50250 LHS NH 129 40 0.1414 0.0978 0.0511 0.0326 0.0268 0.0166 0.008 39.2 978.4 232.4 97
285 50375 RHS NH 129 40 0.2683 0.2011 0.0937 0.0541 0.0373 0.0231 0.0124 39.2 1005 232.6 96.9
286 50500 LHS NH 129 40 0.1597 0.1147 0.0602 0.0424 0.0368 0.0251 0.0134 39.2 971.3 314.3 105
287 50625 RHS NH 129 40 0.225 0.1648 0.0754 0.0462 0.0243 0.0131 0.0045 39.2 999.7 198.9 105
288 50750 LHS NH 129 40 0.2608 0.199 0.1009 0.0641 0.0473 0.0348 0.0256 39.2 1003.8 314.5 105
289 50875 RHS NH 129 40 0.3038 0.2418 0.1469 0.0947 0.0631 0.0539 0.0145 39.2 996.1 264.2 105
290 51000 LHS NH 129 40 0.205 0.1687 0.0972 0.0636 0.0468 0.0338 0.0221 39.2 998.5 312.4 104.9
291 51125 RHS NH 129 40 0.2483 0.1983 0.1083 0.0737 0.0561 0.0428 0.025 39.2 979.6 314.9 104.9
292 51250 LHS NH 129 40 0.1502 0.1117 0.0621 0.0377 0.0231 0.0183 0.0089 39.2 1002 314.3 105
293 51375 RHS NH 129 40 0.2604 0.1822 0.0788 0.0423 0.0284 0.0088 0.0045 39.2 981.3 198.5 105
294 51500 LHS NH 129 40 0.2307 0.1773 0.0943 0.058 0.0408 0.0259 0.0151 39.2 1005 313.7 105
295 51625 RHS NH 129 40 0.2204 0.1743 0.0981 0.0591 0.0458 0.0283 0.0087 39.2 1003.2 260.4 105
296 51750 LHS NH 129 40 0.2218 0.1692 0.0994 0.0646 0.0501 0.0388 0.0314 39.2 994.4 312.7 105
297 51875 RHS NH 129 40 0.1798 0.1257 0.0606 0.0382 0.0295 0.0217 0.0053 39.9 992.6 281.7 105
Annexure 4.1
Page 32 of 39
(°C)
298 52000 LHS NH 129 40 0.1517 0.1059 0.0558 0.035 0.0291 0.018 0.0084 34.6 1345.767 342.7 110
299 52250 RHS NH 129 40 0.2691 0.2187 0.1139 0.058 0.0362 0.0159 0.0082 34.6 1354.413 218.3 110
300 52500 LHS NH 129 40 0.2369 0.2005 0.1064 0.0564 0.0349 0.0261 0.0216 36.4 1258.679 346.9 110
301 52750 RHS NH 129 40 0.2545 0.2136 0.1125 0.0614 0.0372 0.0282 0.0225 36.4 1267.089 345.9 110
302 53000 LHS NH 129 40 0.3077 0.2408 0.1448 0.0937 0.063 0.0546 0.0146 36.4 1109.422 324.9 110
303 53250 RHS NH 129 40 0.2375 0.179 0.0848 0.0591 0.0417 0.034 0.0206 36.4 1281.462 344.7 110
304 53500 LHS NH 129 40 0.258 0.2073 0.1127 0.0547 0.0346 0.0155 0.0078 36.4 1246.01 219.9 110
305 53625 RHS NH 129 40 0.274 0.223 0.1056 0.0608 0.0505 0.0298 0.0104 38.5 1062.5 291.6 105
306 53750 LHS NH 129 40 0.1743 0.1159 0.0632 0.039 0.0309 0.0251 0.0068 39.9 1000.9 319.4 105
307 53875 RHS NH 129 40 0.1878 0.1527 0.0715 0.0405 0.0149 0.0076 0.0037 38.5 1059.2 208.8 105
308 54000 LHS NH 129 40 0.1033 0.0718 0.0344 0.0202 0.0136 0.0092 0.004 39.9 947 323.1 105
309 54125 RHS NH 129 40 0.2135 0.1711 0.0847 0.0663 0.0407 0.0305 0.0125 38.5 985.3 322.6 105
310 54250 LHS NH 129 40 0.2668 0.1972 0.0875 0.0532 0.0371 0.0269 0.0111 39.2 999.7 241.9 105
311 54375 RHS NH 129 40 0.1992 0.1483 0.0813 0.0556 0.0395 0.0292 0.0163 39.2 971.9 314.5 105
312 54500 LHS NH 129 40 0.2092 0.1652 0.0622 0.0454 0.0244 0.0126 0.0084 39.2 999.1 206.7 104.9
313 54625 RHS NH 129 40 0.1578 0.1168 0.0657 0.0487 0.036 0.0247 0.0121 39.5 1003.8 313.5 105
314 54750 LHS NH 129 40 0.2201 0.1587 0.0854 0.0428 0.0257 0.0197 0.007 39.5 1000.3 211.4 105
315 54875 RHS NH 129 40 0.1366 0.101 0.0606 0.0451 0.0364 0.0263 0.0167 39.5 1003.2 312.9 104.9
316 55000 LHS NH 129 40 0.1255 0.0781 0.051 0.0296 0.0143 0.0062 0.0031 39.9 993.2 210.5 105
317 60000 RHS NH 129 40 0.1983 0.1375 0.0825 0.0353 0.0207 0.0139 0.0094 38.5 1057.2 311.4 105
318 60125 LHS NH 129 40 0.1415 0.0857 0.0504 0.0225 0.0113 0.0057 0.0029 39.9 1002 209.1 105
319 60250 RHS NH 129 40 0.1124 0.1004 0.0527 0.0276 0.0201 0.015 0.005 38.5 1013 319.3 105
320 60375 LHS NH 129 40 0.1789 0.1219 0.0936 0.0681 0.0435 0.0222 0.0083 39.9 984.3 321.1 105
321 60500 RHS NH 129 40 0.1214 0.0905 0.0443 0.0267 0.017 0.0087 0.0043 38.5 1063.1 318.4 105
322 60625 LHS NH 129 40 0.2178 0.1557 0.0717 0.031 0.0148 0.0072 0.0042 39.9 988.4 206.7 105
323 60750 RHS NH 129 40 0.1296 0.0841 0.0394 0.0281 0.0149 0.0043 0.0026 38.5 1013 205.9 105
324 60875 LHS NH 129 40 0.2517 0.1657 0.0712 0.0448 0.0275 0.0226 0.0124 39.5 1002.6 298.3 105
325 61000 RHS NH 129 40 0.2234 0.1705 0.0822 0.0545 0.0396 0.0349 0.0277 39.5 999.1 311.1 105
326 61125 LHS NH 129 40 0.1603 0.1209 0.0628 0.0431 0.0313 0.0163 0.0116 39.5 996.1 286.8 99
327 61250 RHS NH 129 40 0.1338 0.0928 0.0522 0.0369 0.0286 0.0166 0.0112 39.5 981.3 285.5 99
Annexure 4.1
Page 33 of 39
(°C)
328 61375 LHS NH 129 40 0.2217 0.1743 0.0903 0.0462 0.027 0.0177 0.0086 39.8 992 231.1 105
329 61500 RHS NH 129 40 0.1933 0.1414 0.081 0.0542 0.036 0.0262 0.0094 39.8 999.7 280.5 105
330 61625 LHS NH 129 40 0.255 0.2059 0.0905 0.0531 0.0337 0.0308 0.0117 39.8 1000.3 282.3 105
331 61750 RHS NH 129 40 0.2389 0.2002 0.1083 0.0634 0.0431 0.029 0.0118 39.8 994.4 282.3 105
332 61875 LHS NH 129 40 0.2214 0.1898 0.101 0.0593 0.0399 0.027 0.0111 39.9 955.9 320.6 105
333 62000 RHS NH 129 40 0.5376 0.4185 0.1693 0.0885 0.0646 0.0447 0.0155 34.1 1333.455 244 112
334 62250 LHS NH 129 40 0.4517 0.3469 0.1784 0.0947 0.0711 0.042 0.0204 37 1219.554 277.8 111.9
335 62500 RHS NH 129 40 0.3433 0.2475 0.1018 0.0593 0.0435 0.0384 0.0144 34.1 1340.952 276.4 112
336 62750 LHS NH 129 40 0.4441 0.3017 0.122 0.0575 0.0397 0.0312 0.009 37 1239.356 225.3 112
337 63000 RHS NH 129 40 0.3343 0.2573 0.1271 0.0786 0.05 0.0308 0.016 35.5 1289.602 274.1 112
338 63250 LHS NH 129 40 0.3835 0.2778 0.1192 0.0617 0.0522 0.0394 0.0183 37 1229.072 275.7 112
339 63500 RHS NH 129 40 0.3875 0.2897 0.1515 0.09 0.0643 0.0528 0.0228 35.5 1267.722 277.7 111.9
340 63750 LHS NH 129 40 0.3502 0.2704 0.1278 0.0768 0.0472 0.0297 0.0135 37 1204.456 277.3 112
341 64000 RHS NH 129 40 0.3398 0.2288 0.0869 0.0551 0.0355 0.0233 0.0091 37 1231.37 271.4 112
342 64250 LHS NH 129 40 0.35 0.2558 0.1112 0.0634 0.0485 0.0383 0.0097 38.2 1243.292 245 102
343 64500 RHS NH 129 40 0.4856 0.3727 0.1582 0.0871 0.0624 0.035 0.0178 35.5 1301.871 241.9 102
344 64750 LHS NH 129 40 0.3863 0.2984 0.119 0.0677 0.0312 0.0234 0.0107 38.2 1229.529 240.3 102
345 65000 RHS NH 129 40 0.306 0.204 0.0844 0.0515 0.0427 0.028 0.0127 35.5 1300.951 243.9 102
346 65250 LHS NH 129 40 0.2907 0.2143 0.0897 0.0502 0.0367 0.0298 0.007 38.2 1200.499 244.6 102
347 65500 RHS NH 129 40 0.5915 0.4294 0.1749 0.0816 0.0507 0.0355 0.0166 35.5 1272.118 203.2 102
348 65750 LHS NH 129 40 0.2613 0.1779 0.0498 0.0313 0.0225 0.0123 0.0091 38.2 1211.255 239.1 102
349 66000 RHS NH 129 40 0.5174 0.3858 0.1642 0.0779 0.0522 0.0422 0.0166 35.5 1296.657 227.7 102
350 66250 LHS NH 129 40 0.4111 0.3103 0.1507 0.0771 0.0422 0.0357 0.0057 35.5 1288.784 209.2 102
351 66500 RHS NH 129 40 0.3905 0.277 0.1257 0.0701 0.0571 0.0514 0.0073 35.5 1259.031 240.8 102
352 66750 LHS NH 129 40 0.4026 0.3231 0.1406 0.0732 0.0463 0.0362 0.0178 38.2 1242.482 243.5 102
353 67000 RHS NH 129 40 0.5126 0.3725 0.1642 0.0871 0.0588 0.0472 0.0234 35.5 1292.26 244.4 102
354 67125 LHS NH 129 40 0.2048 0.1583 0.0931 0.0552 0.0402 0.027 0.0094 38.5 1032.8 323.3 105
355 67250 RHS NH 129 40 0.1498 0.1119 0.064 0.0409 0.0301 0.0184 0.0056 39.9 934.6 319.3 105
356 67375 LHS NH 129 40 0.2284 0.1594 0.07 0.0397 0.0298 0.0205 0.0099 38.5 1054.5 324.2 105
357 67500 RHS NH 129 40 0.3917 0.2433 0.1102 0.0839 0.0603 0.0434 0.0107 36 1149 223.2 114
Annexure 4.1
Page 34 of 39
(°C)
358 67625 LHS NH 129 40 0.3197 0.2451 0.1278 0.0846 0.0602 0.0468 0.0181 36 1090.4 324.2 105
359 67750 RHS NH 129 40 0.3119 0.2215 0.1187 0.0912 0.0558 0.0435 0.0127 35.5 1097.1 323.3 105
360 67875 LHS NH 129 40 0.2238 0.1406 0.0629 0.0383 0.0193 0.0091 0.003 36.4 966.1 212.1 106
361 68000 RHS NH 129 40 0.2552 0.1678 0.0723 0.0444 0.0278 0.0225 0.0122 39.8 999.7 277.2 105
362 68125 LHS NH 129 40 0.1911 0.1493 0.0875 0.0577 0.0472 0.033 0.0246 41.6 919.4 285 104.9
363 68250 RHS NH 129 40 0.2895 0.2293 0.1158 0.0622 0.0442 0.0289 0.0125 41.6 934.2 267.4 105
364 68375 LHS NH 129 40 0.2223 0.1694 0.0959 0.0562 0.041 0.0323 0.0262 41.6 925.7 283.9 105
365 68500 RHS NH 129 40 0.304 0.2323 0.1188 0.0688 0.0525 0.0268 0.0117 41.6 939.5 248.1 105
366 68625 LHS NH 129 40 0.2901 0.2317 0.1205 0.0734 0.0551 0.0416 0.0324 41.6 935.2 283.1 104.9
367 68750 RHS NH 129 40 0.2533 0.1915 0.0953 0.0623 0.0476 0.031 0.0111 41.6 937.4 282.7 105
368 68875 LHS NH 129 40 0.3156 0.223 0.1282 0.0694 0.0432 0.0326 0.01 41.6 934.7 202.8 105
369 69000 RHS NH 129 40 0.3374 0.2653 0.1266 0.0931 0.0617 0.0449 0.0063 36.4 1055.6 213.1 106
370 72000 LHS NH 129 40 0.2041 0.1407 0.0558 0.0381 0.0134 0.0068 0.0034 36.4 1072.2 205.8 111
371 72125 RHS NH 129 40 0.3024 0.2302 0.1268 0.0849 0.0661 0.0549 0.0065 36.4 1058 212.7 111
372 72250 LHS NH 129 40 0.3556 0.2694 0.1453 0.1011 0.0835 0.0618 0.0125 37.8 991.7 256.7 111
373 72375 RHS NH 129 40 0.2131 0.1633 0.0849 0.0528 0.0444 0.0277 0.0052 37.8 1071.3 207.2 111
374 72500 LHS NH 129 40 0.243 0.1686 0.074 0.042 0.0319 0.0222 0.0106 41.6 932.6 273.5 105
375 72625 RHS NH 129 40 0.2462 0.1777 0.0736 0.0451 0.0374 0.0235 0.0093 41.6 939.5 255.4 105
376 72750 LHS NH 129 40 0.2132 0.1371 0.0643 0.045 0.0363 0.0217 0.0097 41.6 940 284.8 105
377 72875 RHS NH 129 40 0.2483 0.1881 0.1008 0.062 0.0433 0.0268 0.0162 41.6 928.9 284.8 105
378 73000 LHS NH 129 40 0.2617 0.1988 0.1003 0.0628 0.045 0.0384 0.0081 37.8 1015.6 229 111
379 75000 RHS NH 129 40 0.295 0.2389 0.1216 0.0769 0.0567 0.0378 0.024 38.5 1069.1 274.7 101
380 75125 LHS NH 129 40 0.4008 0.301 0.1523 0.0976 0.0735 0.0526 0.0266 38.5 1051.9 256.4 101
381 75250 RHS NH 129 40 0.3589 0.2651 0.1197 0.0707 0.0497 0.0326 0.0176 41.6 924.2 238.7 110
382 75375 LHS NH 129 40 0.2583 0.1951 0.0867 0.0498 0.031 0.0274 0.0094 41.6 931 235.9 110
383 75500 RHS NH 129 40 0.3441 0.2662 0.1582 0.1121 0.0809 0.0554 0.0294 38.5 1053.9 274.2 101
384 77000 LHS NH 129 40 0.2299 0.1371 0.0778 0.0412 0.0332 0.021 0.0105 38.5 1067.1 274.4 101
385 77125 RHS NH 129 40 0.2918 0.2327 0.117 0.0769 0.0487 0.0368 0.0153 38.5 1046.6 247.8 108
386 77250 LHS NH 129 40 0.2043 0.1481 0.0795 0.0507 0.0425 0.0312 0.0125 38.5 1066.4 249.6 107.9
387 77375 RHS NH 129 40 0.3801 0.2967 0.1426 0.0906 0.0676 0.0484 0.0191 38.5 1063.1 248.3 108
Annexure 4.1
Page 35 of 39
(°C)
388 77500 LHS NH 129 40 0.2615 0.188 0.0951 0.0589 0.0365 0.0248 0.0093 41.6 930.5 238.3 110
389 77625 RHS NH 129 40 0.3567 0.2656 0.1137 0.0645 0.0345 0.0207 0.0074 41.6 930.5 238.4 110
390 77750 LHS NH 129 40 0.2179 0.1665 0.0761 0.0473 0.025 0.0166 0.0056 41.6 919.9 237.6 110
391 77875 RHS NH 129 40 0.2239 0.1777 0.0872 0.0595 0.0415 0.0347 0.0198 41.6 940 238.1 109.9
392 78000 LHS NH 129 40 0.3824 0.2965 0.1448 0.0918 0.0685 0.0488 0.0191 38.5 1057.2 247.5 108
393 79000 RHS NH 129 40 0.2659 0.1875 0.1014 0.0717 0.0509 0.0412 0.0192 38.5 1074.3 247.3 108
394 79125 LHS NH 129 40 0.2859 0.2095 0.1008 0.0576 0.0484 0.0374 0.0134 38.5 1073 249.3 108
395 79250 RHS NH 129 40 0.1338 0.0846 0.055 0.0318 0.0152 0.0068 0.0033 41.6 922.6 236.9 110
396 79375 LHS NH 129 40 0.2606 0.1778 0.0535 0.0323 0.0206 0.008 0.0031 41.6 917.3 238.8 110
397 79500 RHS NH 129 40 0.2657 0.2 0.0919 0.0654 0.0557 0.0419 0.0173 38.5 1067.1 248.1 107.9
398 80000 LHS NH 129 40 0.2436 0.148 0.0822 0.044 0.0359 0.0218 0.0111 38.5 1067.1 249.5 108
399 80125 RHS NH 129 40 0.3007 0.2182 0.1041 0.0658 0.0436 0.0393 0.0181 38.5 1075 248.4 108
400 80250 LHS NH 129 40 0.3101 0.2256 0.1135 0.0731 0.0579 0.0426 0.0158 38.5 1071 249.9 108
401 80375 RHS NH 129 40 0.3613 0.2753 0.1512 0.0984 0.0788 0.0587 0.0137 38.5 1044.6 249.9 108
402 80500 LHS NH 129 40 0.3142 0.2428 0.1313 0.0812 0.0578 0.0471 0.0234 38.5 1044.6 249.9 108
403 80625 RHS NH 129 40 0.2688 0.1725 0.0747 0.0519 0.0371 0.0236 0.0092 39 1000.9 281 112
404 80750 LHS NH 129 40 0.3161 0.243 0.1256 0.0886 0.0637 0.0499 0.0253 39 1000.9 281 112
405 80875 RHS NH 129 40 0.3207 0.2475 0.1223 0.0787 0.0659 0.0415 0.0162 39 994.9 292.7 112
406 81000 LHS NH 129 40 0.3598 0.2918 0.1675 0.1152 0.0866 0.0565 0.0225 39 977.2 296 112
407 81125 RHS NH 129 40 0.3289 0.2577 0.1387 0.0874 0.0631 0.0496 0.0241 39 980.8 295.4 112
408 81250 LHS NH 129 40 0.4268 0.3384 0.1656 0.1073 0.0756 0.0542 0.0134 39 1004.4 215.8 112
409 81375 RHS NH 129 40 0.3155 0.2256 0.1201 0.0922 0.0575 0.045 0.0132 39 989.6 293.8 112
410 81500 LHS NH 129 40 0.3241 0.247 0.1346 0.0874 0.0646 0.0485 0.0093 39 1000.9 231.5 112
411 81625 RHS NH 129 40 0.2348 0.1797 0.0927 0.0606 0.0411 0.0316 0.0061 39 1000.9 238.1 112
412 81750 LHS NH 129 40 0.2043 0.1628 0.1046 0.0643 0.0544 0.0426 0.018 39 1000.9 238.1 112
413 81875 RHS NH 129 40 0.2729 0.2095 0.1108 0.0776 0.0539 0.0471 0.0171 39 1005 292.2 112
414 82000 LHS NH 129 40 0.2956 0.188 0.1166 0.0934 0.0481 0.0291 0.0104 39 995.5 289.3 112
415 82125 RHS NH 129 40 0.3045 0.2288 0.143 0.0726 0.0601 0.0352 0.0194 39 973.7 294.8 112
416 82250 LHS NH 129 40 0.2417 0.1883 0.1031 0.065 0.0456 0.0343 0.0042 41.6 913.1 237.6 110
417 82375 RHS NH 129 40 0.2273 0.1702 0.0878 0.0538 0.0354 0.025 0.0096 41.6 902.5 237 110
Annexure 4.1
Page 36 of 39
(°C)
418 82500 LHS NH 129 40 0.2522 0.1973 0.1095 0.0695 0.052 0.0397 0.0256 41.6 938.9 239 109.9
419 82625 RHS NH 129 40 0.2962 0.2144 0.0958 0.0535 0.0331 0.0266 0.0028 42 928.4 230.5 110
420 82750 LHS NH 129 40 0.25 0.1732 0.0676 0.0449 0.0335 0.0161 0.0061 42 930.5 238 110
421 82875 RHS NH 129 40 0.2652 0.2094 0.1128 0.0684 0.0428 0.0372 0.0138 42 912 238.9 109.9
422 83000 LHS NH 129 40 0.3371 0.2282 0.0899 0.0481 0.0339 0.017 0.0083 42 905.2 237.8 110
423 83125 RHS NH 129 40 0.1923 0.1311 0.1003 0.0738 0.0468 0.0236 0.0089 42 919.9 238.7 110
424 83250 LHS NH 129 40 0.2501 0.1944 0.091 0.0546 0.0389 0.0283 0.0109 42 928.4 237.9 109.9
425 83375 RHS NH 129 40 0.3038 0.2173 0.0905 0.0627 0.0517 0.0393 0.0196 42 922.1 239 110
426 83500 LHS NH 129 40 0.2513 0.1845 0.0904 0.0557 0.0351 0.024 0.0089 42 935.8 238.9 110
427 83625 RHS NH 129 40 0.3782 0.2773 0.1277 0.0747 0.0529 0.0348 0.019 42 907.3 238.2 110
428 83750 LHS NH 129 40 0.2137 0.1695 0.0858 0.0487 0.0296 0.0204 0.005 42 915.2 238.9 110
429 83875 RHS NH 129 40 0.1981 0.1547 0.082 0.0533 0.038 0.0261 0.0159 42 933.1 238.9 110
430 84000 LHS NH 129 40 0.2293 0.1811 0.0852 0.048 0.0304 0.0184 0.0079 42 905.2 238.5 110
431 84125 RHS NH 129 40 0.2313 0.1613 0.0676 0.0351 0.024 0.0135 0.0066 42 907.3 237.4 110
432 84250 LHS NH 129 40 0.2413 0.1754 0.0876 0.0538 0.0366 0.0239 0.0082 42 918.4 238 110
433 84375 RHS NH 129 40 0.1315 0.0796 0.0533 0.0313 0.0153 0.0064 0.0032 42 935.2 237.6 110
434 84500 LHS NH 129 40 0.2708 0.1926 0.0762 0.0526 0.0363 0.0302 0.016 39 981.9 295.8 112
435 85000 RHS NH 129 40 0.3656 0.263 0.1547 0.0953 0.0709 0.0569 0.0276 39 1000.3 294.8 112
436 85125 LHS NH 129 40 0.2686 0.1868 0.0715 0.0495 0.0417 0.0311 0.0133 39 980.8 291.2 112
437 85250 RHS NH 129 40 0.2574 0.1868 0.0927 0.0528 0.0318 0.0291 0.0103 42 936.8 236.4 110
438 85375 LHS NH 129 40 0.2786 0.2065 0.1092 0.0664 0.047 0.0336 0.0096 42 938.9 239 110
439 85500 RHS NH 129 40 0.4138 0.3006 0.1525 0.0915 0.0668 0.0463 0.0237 39 1002 291.5 112
440 87000 LHS NH 129 40 0.3757 0.3012 0.1454 0.087 0.0654 0.0494 0.0179 39 1005 287 112
441 87125 RHS NH 129 40 0.3113 0.2339 0.1243 0.0911 0.0586 0.0449 0.0127 39.5 1001.5 291.7 112
442 87250 LHS NH 129 40 0.2301 0.1623 0.0857 0.0603 0.0457 0.0378 0.0071 39.5 996.7 279.7 112
443 87375 RHS NH 129 40 0.319 0.2401 0.1121 0.0715 0.0461 0.0425 0.0193 39.5 991.4 295.9 112
444 87500 LHS NH 129 40 0.2363 0.1819 0.1017 0.0679 0.0494 0.0377 0.0134 39.5 953 294.9 112
445 87625 RHS NH 129 40 0.3636 0.2665 0.1535 0.0974 0.0709 0.0566 0.0279 39.5 1001.5 294.8 112
446 87750 LHS NH 129 40 0.3233 0.2418 0.1294 0.0836 0.0555 0.048 0.0165 39.5 1003.8 264.3 116
447 87875 RHS NH 129 40 0.3746 0.2809 0.1441 0.0881 0.0627 0.0442 0.0223 39.5 999.7 230.3 116
Annexure 4.1
Page 37 of 39
(°C)
448 88000 LHS NH 129 40 0.3374 0.2648 0.1451 0.0988 0.0782 0.0601 0.0226 39.5 999.7 230.3 116
449 88125 RHS NH 129 40 0.3422 0.2616 0.1411 0.0853 0.0596 0.0507 0.0258 39.5 990.8 299.7 116
450 88250 LHS NH 129 40 0.278 0.2157 0.109 0.0711 0.0468 0.0345 0.0147 39.5 1003.2 283.1 116
451 88375 RHS NH 129 40 0.294 0.1852 0.1209 0.0919 0.0486 0.0302 0.0104 39.5 981.3 201.4 116
452 88500 LHS NH 129 40 0.3531 0.2731 0.1481 0.0969 0.0779 0.0558 0.0135 39.5 986.7 200.9 116
453 88625 RHS NH 129 40 0.3834 0.3049 0.1669 0.0953 0.0803 0.042 0.0216 39.5 999.1 198 116
454 88750 LHS NH 129 40 0.362 0.2859 0.1469 0.0955 0.069 0.052 0.0164 39.5 992.6 198.4 116
455 88875 RHS NH 129 40 0.3064 0.2268 0.1306 0.0912 0.065 0.058 0.029 39.5 982.5 306.6 116
456 89000 LHS NH 129 40 0.3117 0.2256 0.1059 0.062 0.0421 0.0251 0.0071 39.5 1003.8 197.9 116
457 89125 RHS NH 129 40 0.2883 0.2094 0.1147 0.0796 0.0609 0.0501 0.0177 39.5 994.9 306.8 116
458 89250 LHS NH 129 40 0.305 0.2228 0.1407 0.0722 0.0609 0.0344 0.0196 39.5 1005 298.8 116
459 89375 RHS NH 129 40 0.3392 0.2539 0.1331 0.0929 0.0666 0.0533 0.0271 39.5 988.4 307.9 116
460 89500 LHS NH 129 40 0.3193 0.2492 0.1241 0.0879 0.0609 0.0485 0.0179 39.5 1001.5 330.6 113
461 89625 RHS NH 129 40 0.2821 0.1902 0.1027 0.0604 0.0293 0.0217 0.0114 39.5 1001.5 228.1 113
462 89750 LHS NH 129 40 0.379 0.2909 0.1438 0.0905 0.067 0.0488 0.0188 39.9 1002 244.9 113
463 89875 RHS NH 129 40 0.2546 0.1816 0.0872 0.0574 0.0331 0.03 0.0116 42 933.7 237.2 110
464 90000 LHS NH 129 40 0.2607 0.2072 0.0962 0.0588 0.0421 0.0301 0.0115 42 917.8 238.2 110
465 90125 RHS NH 129 40 0.2312 0.1731 0.092 0.0614 0.0431 0.0287 0.0147 42 933.1 234.9 110
466 90250 LHS NH 129 40 0.2397 0.1822 0.0923 0.0538 0.0331 0.0187 0.0067 42 933.7 238.6 110
467 90375 RHS NH 129 40 0.2691 0.1926 0.0886 0.0524 0.038 0.0299 0.0103 42 934.2 239 109.9
468 90500 LHS NH 129 40 0.2118 0.1648 0.0839 0.0521 0.0352 0.0205 0.0075 42.7 902.5 238.4 110
469 90625 RHS NH 129 40 0.241 0.1706 0.0694 0.0435 0.0271 0.0113 0.0055 42.7 931 235.3 110
470 90750 LHS NH 129 40 0.2552 0.1898 0.087 0.0517 0.0351 0.0239 0.0121 42.7 937.4 238 109.8
471 90875 RHS NH 129 40 0.2664 0.1994 0.0824 0.0546 0.0366 0.0273 0.0115 42.7 931 238.5 110
472 91000 LHS NH 129 40 0.3665 0.2653 0.1088 0.0595 0.0447 0.0291 0.0144 42.7 930.5 238.7 110
473 91125 RHS NH 129 40 0.2079 0.1444 0.07 0.0497 0.0405 0.033 0.0081 42.7 937.4 238.9 110
474 91250 LHS NH 129 40 0.2508 0.2029 0.1061 0.0599 0.0393 0.0287 0.0087 42.7 936.8 237.4 110
475 91375 RHS NH 129 40 0.2954 0.2328 0.1138 0.0692 0.0509 0.0394 0.0279 42.7 934.7 238.6 109.7
476 91500 LHS NH 129 40 0.2698 0.2165 0.1139 0.0638 0.0416 0.031 0.0094 42.7 919.4 238.1 109.9
477 91625 RHS NH 129 40 0.3299 0.243 0.1283 0.0714 0.0451 0.0325 0.0162 42.7 930.5 238.4 109.9
Annexure 4.1
Page 38 of 39
(°C)
478 91750 LHS NH 129 40 0.2114 0.1598 0.0698 0.0375 0.021 0.0107 0.0052 42.7 898.8 238.1 110
479 91875 RHS NH 129 40 0.2749 0.2091 0.0969 0.0584 0.0381 0.0208 0.0099 42.7 928.4 238.9 110
480 92000 LHS NH 129 40 0.1504 0.1122 0.0398 0.0285 0.0207 0.0164 0.0062 42.7 934.2 237.7 110
481 92125 RHS NH 129 40 0.3378 0.265 0.1121 0.0538 0.0341 0.025 0.0122 42.7 910.4 234.8 110
482 92250 LHS NH 129 40 0.2464 0.186 0.0825 0.0474 0.0297 0.0262 0.0089 42.7 902.5 317.4 107
483 92375 RHS NH 129 40 0.296 0.2325 0.1033 0.0551 0.0365 0.0213 0.0102 42.7 910.4 279.5 107
484 92500 LHS NH 129 40 0.3165 0.2201 0.1022 0.0473 0.0273 0.0189 0.0092 42.7 924.2 205.8 107
485 92625 RHS NH 129 40 0.1369 0.0856 0.0567 0.0324 0.0154 0.0068 0.0033 42.7 929.4 216.4 107
486 92750 LHS NH 129 40 0.1778 0.1301 0.0727 0.0502 0.0341 0.0236 0.0088 42.7 911.5 318 107
487 92875 RHS NH 129 40 0.3317 0.2391 0.1189 0.0835 0.0541 0.0366 0.0119 39.9 981.3 221.1 113
488 93000 LHS NH 129 40 0.1873 0.1523 0.0939 0.0652 0.0393 0.0326 0.0188 37.4 1263.893 233 96.9
489 93250 RHS NH 129 40 0.17 0.1291 0.079 0.0415 0.0343 0.0206 0.0116 37.4 1226.005 232.1 97
490 93500 LHS NH 129 40 0.2103 0.1558 0.079 0.055 0.0441 0.0382 0.0286 37.4 1253.418 233 97
491 93750 RHS NH 129 40 0.2797 0.2073 0.1157 0.0674 0.0481 0.0335 0.0095 37.4 1145.438 232.6 97
492 94000 LHS NH 129 40 0.1521 0.1216 0.0719 0.0503 0.0375 0.0293 0.0091 37.4 1209.847 232.3 97
493 94250 RHS NH 129 40 0.1203 0.1081 0.0546 0.0299 0.0217 0.016 0.0053 37.4 1142.206 231.8 97
494 94500 LHS NH 129 40 0.1867 0.1453 0.0773 0.0502 0.0352 0.0249 0.0151 37.4 1253.418 232.8 96.9
495 94750 RHS NH 129 40 0.3752 0.278 0.1243 0.0833 0.0569 0.0392 0.0308 37.4 1204.275 232.4 97
496 95000 LHS NH 129 40 0.1663 0.1289 0.0738 0.0486 0.0366 0.0098 0.0049 37.4 1267.904 231.6 97
497 95250 RHS NH 129 40 0.3789 0.2744 0.1044 0.0499 0.0333 0.0201 0.0111 37.4 1219.542 226.8 97
498 95500 LHS NH 129 40 0.2116 0.1678 0.0821 0.0562 0.04 0.0328 0.019 37.4 1268.796 232.9 97
499 95750 RHS NH 129 40 0.2229 0.178 0.0982 0.0612 0.0477 0.0367 0.032 37.4 1265.564 232.7 97
500 96000 LHS NH 129 40 0.3758 0.2815 0.1381 0.0797 0.0552 0.0413 0.0145 34.7 1335.414 267.5 112
501 96250 RHS NH 129 40 0.3719 0.281 0.1164 0.0642 0.0346 0.0221 0.0084 34.7 1365.118 262.2 112
502 96500 LHS NH 129 40 0.3574 0.266 0.13 0.0749 0.0483 0.0393 0.0128 36.4 1267.941 267.6 112
503 96750 RHS NH 129 40 0.2244 0.1735 0.0742 0.0412 0.0292 0.0215 0.0065 36.4 1281.462 266.6 112
504 97000 LHS NH 129 40 0.3541 0.2696 0.1343 0.0751 0.047 0.0395 0.0129 34.1 1328.841 277.7 112
505 97250 RHS NH 129 40 0.4478 0.3541 0.1443 0.0741 0.0469 0.0309 0.0113 36.4 1267.941 258.5 112
506 97500 LHS NH 129 40 0.4462 0.3054 0.1282 0.089 0.0682 0.0485 0.0179 34.1 1256.842 273.8 112
507 97750 RHS NH 129 40 0.3273 0.2278 0.0957 0.0619 0.0498 0.0368 0.0088 36.4 1284.762 277.2 112
Annexure 4.1
Page 39 of 39
(°C)
508 98000 LHS NH 129 40 0.2893 0.1779 0.0777 0.0457 0.0383 0.0251 0.0037 34.1 1332.493 227.1 112
509 98250 RHS NH 129 40 0.2223 0.1722 0.0739 0.0452 0.0338 0.0198 0.0099 36.4 1200.552 276.7 112
510 98500 LHS NH 129 40 0.4424 0.343 0.1452 0.073 0.0458 0.0312 0.0109 34.1 1327.879 263.6 112
511 98750 RHS NH 129 40 0.5866 0.4445 0.1764 0.0831 0.0575 0.0468 0.0164 34.1 1328.841 226.4 112
512 99000 LHS NH 129 40 0.4013 0.3209 0.1407 0.0742 0.0448 0.036 0.0176 34.1 1333.455 275 112
513 99250 RHS NH 129 40 0.4795 0.37 0.1841 0.1019 0.0712 0.0551 0.0289 36.4 1257.827 275.8 112
514 99500 LHS NH 129 40 0.5023 0.3681 0.1643 0.088 0.0604 0.0474 0.0239 36.4 1269.644 276.4 112
515 99750 RHS NH 129 40 0.4227 0.3078 0.1278 0.0662 0.0379 0.0263 0.0116 37 1190.999 269.9 112
516 100000 LHS NH 129 40 0.6458 0.4761 0.1609 0.0828 0.0708 0.0413 0.0218 34.1 1329.706 206.6 112
517 100250 RHS NH 129 40 0.3958 0.3183 0.1514 0.0916 0.0575 0.0371 0.0185 34.1 1331.628 277.2 112
518 100500 LHS NH 129 40 0.3042 0.1983 0.0626 0.0416 0.0313 0.0216 0.0105 37 1240.888 275 112
519 100750 RHS NH 129 40 0.4189 0.3109 0.1365 0.0759 0.0392 0.0299 0.009 34.1 1311.057 249.3 112
520 101000 LHS NH 129 40 0.4033 0.3134 0.1485 0.0847 0.0599 0.0503 0.0101 37 1212.442 271.8 112
521 101250 RHS NH 129 40 0.3384 0.2679 0.1331 0.084 0.0528 0.0454 0.0227 34.1 1266.167 277.4 112
522 101500 LHS NH 129 40 0.3447 0.2608 0.1292 0.0657 0.0476 0.0255 0.0102 37 1171.306 278 112
523 101750 RHS NH 129 40 0.5663 0.399 0.1692 0.0728 0.0521 0.0461 0.0223 34.1 1303.56 232.3 112
524 102000 LHS NH 129 40 0.2945 0.1894 0.0786 0.0465 0.0323 0.0267 0.0132 37 1211.567 275.8 112
Annexure 6.1: Typical Cross Section
Annexure 6.1: Typical Cross Sections (Roads)









Annexure to Main Report Annexure_6.2_Hor. Report_Sec 3
Annexure 6.2: Horizontal Alignment Report

ELEMENT DETAILS Transition Details Horizontal Intersection Point (HIP) Deflectin Angle Extra
Speed
Element ID Start Radius Superelevtion Widening
End Chainage Start Easting Start Northing End Easting End Northing Direction Start Chainage L1 L2 End Chainage Chainage Easting Northing Deg Min Sec (Kmph)
Chainage (m) (m)
Section-3
1 66+041.990 66+070.963 507609.506 2898783.452 507638.089 2898778.719 2000 Right 66056.477 507623.815 2898781.189 0 49 48.075 100 NR -
2 66+075.271 66+102.935 507642.334 2898777.984 507669.625 2898773.456 2000 Left 66089.103 507655.964 2898775.626 0 47 33.108 100 NR -
3 66+287.603 66+386.503 507852.007 2898744.491 507949.26 2898726.57 2000 Right 66337.063 507900.855 2898736.733 2 49 59.858 100 NR -
4 66+392.622 66+494.943 507955.248 2898725.313 508055.88 2898706.858 2000 Left 66443.794 508005.328 2898714.798 2 55 52.627 100 NR -
5 66+717.539 66+763.551 508275.712 2898671.909 508320.768 2898662.597 1000 Right 66+667.539 50 50 66813.551 66740.549 508298.347 2898667.771 2 38 10.612 100 4.4% -
6 67+287.133 67+332.958 508827.939 2898532.551 508872.447 2898521.643 2000 Left 67310.047 508850.131 2898526.842 1 18 46.137 100 NR -
7 67+395.576 67+419.727 508933.299 2898506.891 508956.556 2898500.382 900 Right 67+340.576 55 55 67+474.727 67407.652 508944.971 2898503.793 1 32 15.036 100 4.9% -
8 67+622.698 67+710.662 509149.594 2898437.678 509232.551 2898408.443 2000 Right 67666.688 509191.394 2898423.973 2 31 11.942 100 NR -
9 67+729.475 67+813.381 509250.151 2898401.802 509329.254 2898373.835 2000 Left 67771.434 509289.409 2898386.988 2 24 13.53 100 NR -
10 68+029.813 68+046.652 509534.776 2898305.986 509550.743 2898300.64 2000 Right 68038.233 509542.771 2898303.346 0 28 56.623 100 NR -
11 68+448.766 68+474.191 509932.405 2898174.365 509957.498 2898170.318 300 Left 68+373.766 75 75 68+549.191 68461.486 509944.866 2898171.809 4 51 20.61 80 5.0% 0.6
12 68+835.207 68+925.092 510318.41 2898169.89 510408.248 2898172.58 2000 Left 68880.157 510363.359 2898170.226 2 34 30.09 100 NR -
13 68+928.473 69+024.785 510411.624 2898172.757 510507.888 2898175.485 2000 Right 68976.638 510459.723 2898175.281 2 45 32.882 100 NR -
14 69+107.389 69+123.853 510590.471 2898174.712 510606.853 2898173.098 300 Right 69+062.389 45 45 69+168.853 69115.623 510598.684 2898174.13 3 8 39.356 80 5.0% 0.6
15 69+341.633 69+353.830 510820.818 2898132.816 510832.956 2898131.624 400 Left 69+271.633 70 70 69+423.830 69347.732 510826.878 2898132.127 1 44 49.432 80 5.0% -
16 69+849.872 69+863.100 511328.949 2898131.997 511342.177 2898132.017 2000 Right 69856.486 511335.563 2898132.029 0 22 44.25 100 NR -
17 70+279.298 70+296.038 511758.375 2898131.29 511775.114 2898131.288 5000 Left 70287.668 511766.744 2898131.275 0 11 30.543 100 NR -
18 70+631.829 70+642.864 512110.905 2898131.825 512121.94 2898131.813 2000 Right 70637.347 512116.423 2898131.834 0 18 58.141 100 NR -
19 71+652.643 71+661.071 513131.712 2898127.856 513140.139 2898127.841 2000 Left 71656.857 513135.925 2898127.839 0 14 29.168 100 NR -
20 71+861.725 72+002.136 513340.708 2898125.224 513473.64 2898083.018 350 Right 71+786.725 75 75 72+077.136 71932.888 513411.465 2898117.635 22 59 8.095 80 5.0% -
21 72+400.243 72+548.641 513798.716 2897853.485 513888.362 2897736.473 370 Right 72+325.243 75 75 72+623.641 72475.453 513855.431 2897804.09 22 58 47.738 80 5.0% -
22 72+843.760 72+859.392 513990.023 2897459.609 513992.748 2897444.221 200 Right 72+788.760 55 55 72+914.392 72851.58 513991.686 2897451.968 4 28 41.123 65 5.0% 0.6
23 73+041.876 73+072.110 513994.507 2897261.843 513992.952 2897231.651 800 Right 72+991.876 50 50 73+122.110 73056.994 513994.015 2897246.732 2 9 55.223 100 5.0% -
24 73+490.912 73+622.385 513950.995 2896814.96 513933.373 2896684.697 2000 Right 73556.672 513944.326 2896749.539 3 45 59.155 100 NR -
25 73+654.967 73+785.686 513927.947 2896652.571 513910.401 2896523.057 2000 Left 73720.35 513917.057 2896588.101 3 44 41.456 100 NR -
26 74+031.032 74+035.718 513885.426 2896278.986 513884.955 2896274.325 2000 Left 74033.375 513885.188 2896276.656 0 8 3.218 100 NR -
27 74+796.868 75+011.460 513809.247 2895516.949 513780.287 2895304.366 3000 Right 74904.21 513798.57 2895410.139 4 5 54.28 100 NR -
28 75+311.187 75+376.128 513729.236 2895009.019 513717.759 2894945.1 5000 Right 75343.658 513723.705 2894977.022 0 44 39.025 100 NR -
29 75+974.841 76+090.026 513608.129 2894356.51 513583.789 2894243.942 2000 Right 76032.449 513597.58 2894299.876 3 17 59.261 100 NR -
30 76+165.017 76+193.830 513565.837 2894171.132 513559.141 2894143.108 2000 Left 76179.424 513562.388 2894157.144 0 49 31.507 100 NR -
31 76+328.582 76+574.083 513531.838 2894011.233 513603.937 2893783.674 300 Left 76+253.582 75 75 76+649.083 76458.675 513518.548 2893881.821 46 53 13.949 80 5.0% 0.6
32 76+897.205 76+914.567 513842.698 2893563.388 513854.515 2893550.669 500 Right 76+822.205 75 75 76+989.567 76905.887 513848.717 2893557.131 1 59 22.162 80 5.0% -
33 77+347.620 77+351.202 514120.211 2893208.752 514122.399 2893205.916 2500 Left 77349.411 514121.304 2893207.333 0 4 55.525 100 NR -
34 78+147.434 78+160.615 514604.641 2892572.607 514610.931 2892561.024 400 Right 78+032.434 115 115 78+275.615 78154.025 514607.882 2892566.868 1 53 17.128 100 5.0% -
35 78+617.997 78+642.088 514762.122 2892129.856 514766.04 2892106.09 400 Right 78+502.997 115 115 78+757.088 78630.046 514764.439 2892118.032 3 27 2.805 100 5.0% -
36 79+389.805 79+508.486 514763.716 2891358.594 514765.995 2891239.952 2000 Left 79449.163 514763.095 2891299.239 3 23 59.907 100 NR -
37 80+093.822 80+302.180 514794.589 2890655.315 514793.919 2890447.052 2000 Right 80198.095 514799.683 2890551.166 5 58 8.51 100 NR -
38 80+545.190 80+629.001 514780.485 2890204.414 514774.45 2890120.824 2500 Right 80587.099 514778.168 2890162.568 1 55 14.942 100 NR -
DAB-MAN 1 VSPL
Annexure 6.3A: Vertical Alignment Report (LME)
PVI Grade Chainage(m) Level(m)
Diff. in Type Of
PVI K Value
Chainage Level Curve IN OUT Grade (%) Start of End of Curve
Start of Curve End of Curve
(m) (m) Length (%) (%) Curve Curve
Section-3
1 65+971.466 82.315 60 -0.501 0.323 0.824 65+941.466 66+001.466 82.465 82.412 Sag 72.8
2 66+129.723 82.826 125 0.323 -0.305 -0.628 66+067.223 66+192.223 82.624 82.635 Hog 198.927
3 66+337.266 82.192 120 -0.305 0.33 0.635 66+277.266 66+397.266 82.375 82.39 Sag 188.823
4 66+537.547 82.853 150 0.33 -0.296 -0.626 66+462.547 66+612.547 82.605 82.631 Hog 239.628
5 66+722.385 82.306 120 -0.296 0.301 0.597 66+662.385 66+782.385 82.484 82.487 Sag 201.059
6 66+931.754 82.936 120 0.301 -0.3 -0.601 66+871.754 66+991.754 82.755 82.756 Hog 199.849
7 67+041.252 82.608 90 -0.3 0.315 0.615 66+996.252 67+086.252 82.743 82.75 Sag 146.44
8 67+173.935 83.026 120 0.315 -0.299 -0.614 67+113.935 67+233.935 82.837 82.846 Hog 195.306
9 67+284.830 82.694 90 -0.299 0.677 0.976 67+239.830 67+329.830 82.829 82.999 Sag 92.182
10 67+454.119 83.84 65 0.677 0 -0.677 67+421.619 67+486.619 83.62 83.84 Hog 96.019
11 67+567.646 83.84 65 0 -0.826 -0.826 67+535.146 67+600.146 83.84 83.571 Hog 78.658
12 67+713.708 82.633 105 -0.826 0.3 1.126 67+661.208 67+766.208 83.067 82.791 Sag 93.211
13 68+004.598 83.506 80 0.3 -0.297 -0.597 67+964.598 68+044.598 83.386 83.387 Hog 133.999
14 68+086.442 83.263 80 -0.297 0.302 0.599 68+046.442 68+126.442 83.382 83.384 Sag 133.647
15 68+224.003 83.678 60 0.302 0.377 0.075 68+194.003 68+254.003 83.587 83.791 Sag 801.065
16 68+390.765 84.306 150 0.377 -0.38 -0.757 68+315.765 68+465.765 84.024 84.021 Hog 198.178
17 68+551.686 83.694 80 -0.38 0.83 1.210 68+511.686 68+591.686 83.846 84.026 Sag 66.091
18 68+645.165 84.47 100 0.83 -0.505 -1.335 68+595.165 68+695.165 84.055 84.217 Hog 74.878
19 68+735.000 84.016 70 -0.505 0.872 1.377 68+700.000 68+770.000 84.193 84.321 Sag 50.829
20 68+822.634 84.78 95 0.872 -0.403 -1.275 68+775.134 68+870.134 84.366 84.588 Hog 74.508
21 68+945.145 84.286 60 -0.403 0.314 0.717 68+915.145 68+975.145 84.407 84.38 Sag 83.599
22 69+041.617 84.589 65 0.314 2.05 1.736 69+009.117 69+074.117 84.487 85.256 Sag 37.456
23 69+126.044 86.32 90 2.05 0 -2.050 69+081.044 69+171.044 85.398 86.32 Hog 43.906
24 69+275.313 86.32 75 0 -0.95 -0.950 69+237.813 69+312.813 86.32 85.964 Hog 78.922
25 69+430.000 84.85 95 -0.95 -0.058 0.892 69+382.500 69+477.500 85.301 84.822 Sag 106.502
26 69+588.487 84.758 60 -0.058 0.252 0.310 69+558.487 69+618.487 84.775 84.833 Sag 193.548
27 69+677.292 84.981 60 0.252 0.029 -0.223 69+647.292 69+707.292 84.906 84.99 Hog 269.325
28 69+853.260 85.032 60 0.029 0.106 0.077 69+823.260 69+883.260 85.023 85.064 Sag 773.888
29 70+006.386 85.195 60 0.106 -0.086 -0.192 69+976.386 70+036.386 85.163 85.169 Hog 312.164
30 70+117.162 85.1 60 -0.086 0.323 0.409 70+087.162 70+147.162 85.126 85.197 Sag 146.743
31 70+200.413 85.369 60 0.323 -0.032 -0.355 70+170.413 70+230.413 85.272 85.359 Hog 168.79
32 70+382.778 85.31 60 -0.032 0.233 0.265 70+352.778 70+412.778 85.32 85.38 Sag 226.235
33 70+454.925 85.478 60 0.233 -0.198 -0.431 70+424.925 70+484.925 85.408 85.419 Hog 139.259
34 70+518.392 85.352 60 -0.198 0.4 0.598 70+488.392 70+548.392 85.412 85.472 Sag 100.337
35 70+580.324 85.6 60 0.4 -0.118 -0.518 70+550.324 70+610.324 85.48 85.565 Hog 115.764
36 70+644.633 85.524 60 -0.118 0.108 0.226 70+614.633 70+674.633 85.559 85.556 Sag 264.687
37 70+807.045 85.7 60 0.108 0.267 0.159 70+777.045 70+837.045 85.667 85.78 Sag 378.42
38 70+907.445 85.968 60 0.267 -0.389 -0.656 70+877.445 70+937.445 85.888 85.851 Hog 91.436
39 71+000.184 85.607 60 -0.389 0.032 0.421 70+970.184 71+030.184 85.724 85.616 Sag 142.551
40 71+433.230 85.744 60 0.032 0.524 0.492 71+403.230 71+463.230 85.735 85.901 Sag 121.786
41 71+515.434 86.175 60 0.524 -0.122 -0.646 71+485.434 71+545.434 86.018 86.138 Hog 92.862
42 71+590.136 86.084 60 -0.122 0.425 0.547 71+560.136 71+620.136 86.121 86.211 Sag 109.798
43 71+657.016 86.368 60 0.425 0.262 -0.163 71+627.016 71+687.016 86.241 86.447 Hog 368.933
Diff. in Type Of
PVI K Value
44 71+897.083 86.997 60 0.262 0.559 0.297 71+867.083 71+927.083 86.918 87.165 Sag 202.165
45 71+978.329 87.451 60 0.559 0.348 -0.211 71+948.329 72+008.329 87.283 87.555 Hog 284.526
46 72+314.039 88.619 120 0.348 -0.201 -0.549 72+254.039 72+374.039 88.41 88.498 Hog 218.422
47 72+459.465 88.326 125 -0.201 0.241 0.442 72+396.965 72+521.965 88.452 88.476 Sag 282.756
48 72+786.149 89.112 60 0.241 0.4 0.159 72+756.149 72+816.149 89.04 89.232 Sag 377.269
49 72+888.242 89.52 60 0.4 0 -0.400 72+858.242 72+918.242 89.4 89.52 Hog 150.136
50 73+024.533 89.52 95 0 -0.481 -0.481 72+977.033 73+072.033 89.52 89.292 Hog 197.594
51 73+119.193 89.065 60 -0.481 -0.36 0.121 73+089.193 73+149.193 89.209 88.957 Sag 497.568
52 73+282.961 88.475 70 -0.36 0.302 0.662 73+247.961 73+317.961 88.601 88.581 Sag 105.646
53 73+385.476 88.785 120 0.302 -0.483 -0.785 73+325.476 73+445.476 88.604 88.495 Hog 152.852
54 73+561.163 87.937 60 -0.483 -0.013 0.470 73+531.163 73+591.163 88.082 87.933 Sag 127.833
55 73+831.585 87.901 60 -0.013 -0.241 -0.228 73+801.585 73+861.585 87.905 87.829 Hog 263.903
56 73+931.307 87.661 60 -0.241 0.06 0.301 73+901.307 73+961.307 87.733 87.679 Sag 199.603
57 74+039.772 87.726 60 0.06 -0.266 -0.326 74+009.772 74+069.772 87.708 87.646 Hog 184.347
58 74+174.212 87.369 60 -0.266 0.186 0.452 74+144.212 74+204.212 87.449 87.425 Sag 132.777
59 74+262.760 87.534 60 0.186 -0.027 -0.213 74+232.760 74+292.760 87.478 87.526 Hog 280.646
60 74+885.654 87.363 60 -0.027 0.29 0.317 74+855.654 74+915.654 87.371 87.45 Sag 188.905
61 75+005.585 87.711 60 0.29 -0.048 -0.338 74+975.585 75+035.585 87.624 87.697 Hog 177.439
62 75+120.223 87.656 60 -0.048 0.073 0.121 75+090.223 75+150.223 87.67 87.678 Sag 497.317
63 75+292.233 87.781 60 0.073 0.186 0.113 75+262.233 75+322.233 87.759 87.837 Sag 529.846
64 75+402.501 87.986 60 0.186 0.049 -0.137 75+372.501 75+432.501 87.93 88.001 Hog 438.855
65 75+510.244 88.039 60 0.049 0.254 0.205 75+480.244 75+540.244 88.024 88.115 Sag 292.476
66 75+629.771 88.343 60 0.254 0.641 0.387 75+599.771 75+659.771 88.267 88.535 Sag 155.007
67 75+728.615 88.977 60 0.641 0.302 -0.339 75+698.615 75+758.615 88.785 89.068 Hog 176.743
68 75+794.191 89.175 60 0.302 1.024 0.722 75+764.191 75+824.191 89.084 89.482 Sag 83.055
69 75+924.029 90.505 105 1.024 -0.379 -1.403 75+871.529 75+976.529 89.967 90.306 Hog 74.813
70 76+095.464 89.855 90 -0.379 0.558 0.937 76+050.464 76+140.464 90.026 90.106 Sag 96.003
71 76+207.766 90.482 60 0.558 0 -0.558 76+177.766 76+237.766 90.315 90.482 Hog 107.466
72 76+306.370 90.482 65 0 -0.45 -0.450 76+273.870 76+338.870 90.482 90.336 Hog 144.458
73 76+427.270 89.938 85 -0.45 0.434 0.884 76+384.770 76+469.770 90.129 90.122 Sag 96.165
74 76+543.186 90.441 60 0.434 0.098 -0.336 76+513.186 76+573.186 90.311 90.47 Hog 178.524
75 76+610.639 90.507 60 0.098 0.47 0.372 76+580.639 76+640.639 90.478 90.648 Sag 161.239
76 76+848.631 91.624 40 0.466 0.784 0.318 76+828.631 76+868.631 91.531 91.781 Sag 125.671
77 76+906.474 92.078 60 0.784 -0.418 -1.202 76+876.474 76+936.474 91.843 91.953 Hog 49.922
78 76+970.436 91.811 60 -0.418 0.516 0.934 76+940.436 77+000.436 91.936 91.966 Sag 64.288
79 77+084.289 92.398 100 0.516 0.97 0.454 77+034.289 77+134.289 92.14 92.883 Sag 220.172
80 77+167.454 93.204 60 0.97 0.229 -0.741 77+137.454 77+197.454 92.914 93.273 Hog 80.943
81 77+287.586 93.479 80 0.229 1.009 0.780 77+247.586 77+327.586 93.388 93.883 Sag 102.464
82 77+365.858 94.269 60 1.009 0.403 -0.606 77+335.858 77+395.858 93.966 94.39 Hog 98.986
83 77+495.811 94.793 60 0.403 0.079 -0.324 77+465.811 77+525.811 94.672 94.817 Hog 185.026
84 77+622.563 94.893 70 0.079 0.496 0.417 77+587.563 77+657.563 94.865 95.067 Sag 167.83
85 77+750.691 95.528 80 0.496 -0.032 -0.528 77+710.691 77+790.691 95.33 95.516 Hog 151.498
86 77+860.000 95.493 75 -0.032 0.891 0.923 77+822.562 77+897.438 95.505 95.827 Sag 81.078
87 77+943.152 96.235 85 0.891 0.353 -0.538 77+900.552 77+985.752 95.855 96.385 Hog 158.197
88 78+123.785 96.872 60 0.353 0.739 0.386 78+093.785 78+153.785 96.766 97.094 Sag 155.479
89 78+195.791 97.404 80 0.739 0.366 -0.373 78+155.791 78+235.791 97.108 97.55 Hog 214.458
Diff. in Type Of
PVI K Value
90 78+268.423 97.67 60 0.366 0.704 0.338 78+238.423 78+298.423 97.56 97.881 Sag 177.307
91 78+335.366 98.141 60 0.704 1.075 0.371 78+305.366 78+365.366 97.93 98.463 Sag 161.924
92 78+401.619 98.853 60 1.075 0.607 -0.468 78+371.619 78+431.619 98.531 99.035 Hog 128.167
93 78+514.062 99.535 110 0.607 0.119 -0.488 78+459.109 78+569.015 99.202 99.6 Hog 225.205
94 78+617.856 99.658 70 0.119 0.483 0.364 78+582.856 78+652.856 99.617 99.827 Sag 192.16
95 78+740.064 100.248 70 0.483 0.013 -0.470 78+705.064 78+775.064 100.079 100.253 Hog 149.085
96 78+906.078 100.27 60 0.013 -0.297 -0.310 78+876.078 78+936.078 100.266 100.181 Hog 193.482
97 79+018.190 99.937 80 -0.297 0.156 0.453 78+978.190 79+058.190 100.056 100 Sag 176.743
98 79+328.760 100.421 60 0.156 -0.082 -0.238 79+298.760 79+358.760 100.374 100.396 Hog 251.813
99 79+571.969 100.22 60 -0.082 -0.299 -0.217 79+541.969 79+601.969 100.245 100.131 Hog 277.713
100 79+885.617 99.284 60 -0.299 -0.36 -0.061 79+855.617 79+915.617 99.374 99.176 Hog 969.685
101 80+076.229 98.597 60 -0.36 0.311 0.671 80+046.229 80+106.229 98.705 98.69 Sag 89.363
102 80+254.958 99.153 150 0.311 -0.316 -0.627 80+179.958 80+329.958 98.92 98.916 Hog 239.281
103 80+534.445 98.27 100 -0.316 0.104 0.420 80+484.445 80+584.445 98.428 98.322 Sag 238.191
Annexure 6.3B: Vertical Alignment Report (RME)
Diff. in Type Of
PVI K Value
Section-3
1 65+971.466 82.315 60 -0.501 0.152 0.653 65+941.466 66+001.466 82.465 82.361 Sag 91.886
2 66+115.831 82.534 60 0.152 -0.364 -0.516 66+085.831 66+145.831 82.488 82.425 Hog 116.238
3 66+185.244 82.281 60 -0.364 0.132 0.496 66+155.244 66+215.244 82.39 82.321 Sag 120.757
4 66+260.029 82.38 60 0.132 -0.141 -0.273 66+230.029 66+290.029 82.34 82.338 Hog 219.607
5 66+374.346 82.219 60 -0.141 0.403 0.544 66+344.346 66+404.346 82.261 82.34 Sag 110.27
6 66+504.775 82.745 60 0.403 -0.202 -0.605 66+474.775 66+534.775 82.624 82.684 Hog 99.17
7 66+722.385 82.306 60 -0.202 0.185 0.387 66+692.385 66+752.385 82.367 82.362 Sag 154.99
8 66+960.713 82.748 60 0.185 -0.085 -0.270 66+930.713 66+990.713 82.692 82.722 Hog 221.769
9 67+060.316 82.663 60 -0.085 0.289 0.374 67+030.316 67+090.316 82.689 82.75 Sag 160.558
10 67+147.308 82.914 60 0.289 -0.133 -0.422 67+117.308 67+177.308 82.827 82.874 Hog 142.349
11 67+262.375 82.761 60 -0.133 0.265 0.398 67+232.375 67+292.375 82.801 82.841 Sag 150.764
12 67+374.447 83.058 70 0.265 0.982 0.717 67+339.447 67+409.447 82.965 83.402 Sag 97.695
13 67+454.119 83.84 65 0.982 0 -0.982 67+421.619 67+486.619 83.521 83.84 Hog 66.224
14 67+567.646 83.84 65 0 -0.826 -0.826 67+535.146 67+600.146 83.84 83.571 Hog 78.658
15 67+713.708 82.633 105 -0.826 0.3 1.126 67+661.208 67+766.208 83.067 82.791 Sag 93.209
16 67+849.976 83.042 60 0.3 0.122 -0.178 67+819.976 67+879.976 82.952 83.079 Hog 336.374
17 68+041.319 83.275 60 0.122 0.221 0.099 68+011.319 68+071.319 83.238 83.341 Sag 607.111
18 68+224.003 83.678 60 0.221 0.377 0.156 68+194.003 68+254.003 83.612 83.791 Sag 384.652
19 68+390.765 84.306 105 0.377 -0.38 -0.757 68+338.265 68+443.265 84.108 84.106 Hog 138.725
20 68+551.686 83.694 60 -0.38 0.83 1.210 68+521.686 68+581.686 83.808 83.943 Sag 49.569
21 68+645.165 84.47 100 0.83 -0.505 -1.335 68+595.165 68+695.165 84.055 84.217 Hog 74.878
22 68+735.000 84.016 60 -0.505 0.872 1.377 68+705.000 68+765.000 84.168 84.278 Sag 43.567
23 68+822.634 84.78 95 0.872 -0.403 -1.275 68+775.134 68+870.134 84.366 84.588 Hog 74.508
24 68+945.145 84.286 60 -0.403 0.085 0.488 68+915.145 68+975.145 84.407 84.311 Sag 122.975
25 69+041.985 84.368 65 0.085 2.322 2.237 69+009.485 69+074.485 84.34 85.123 Sag 29.05
26 69+126.044 86.32 90 2.322 0 -2.322 69+081.044 69+171.044 85.275 86.32 Hog 38.757
27 69+275.313 86.32 75 0 -0.95 -0.950 69+237.813 69+312.813 86.32 85.964 Hog 78.922
28 69+430.000 84.85 95 -0.95 -0.058 0.892 69+382.500 69+477.500 85.301 84.822 Sag 106.502
29 69+588.487 84.758 60 -0.058 0.252 0.310 69+558.487 69+618.487 84.775 84.833 Sag 193.548
30 69+677.292 84.981 60 0.252 0.029 -0.223 69+647.292 69+707.292 84.906 84.99 Hog 269.325
31 69+853.260 85.032 60 0.029 0.106 0.077 69+823.260 69+883.260 85.023 85.064 Sag 773.888
32 70+006.386 85.195 60 0.106 -0.086 -0.192 69+976.386 70+036.386 85.163 85.169 Hog 312.164
33 70+117.162 85.1 60 -0.086 0.323 0.409 70+087.162 70+147.162 85.126 85.197 Sag 146.743
34 70+200.413 85.369 60 0.323 -0.032 -0.355 70+170.413 70+230.413 85.272 85.359 Hog 168.79
35 70+382.778 85.31 60 -0.032 0.233 0.265 70+352.778 70+412.778 85.32 85.38 Sag 226.235
36 70+454.925 85.478 60 0.233 -0.198 -0.431 70+424.925 70+484.925 85.408 85.419 Hog 139.259
37 70+518.392 85.352 60 -0.198 0.4 0.598 70+488.392 70+548.392 85.412 85.472 Sag 100.337
38 70+580.324 85.6 60 0.4 -0.118 -0.518 70+550.324 70+610.324 85.48 85.565 Hog 115.764
39 70+644.633 85.524 60 -0.118 0.108 0.226 70+614.633 70+674.633 85.559 85.556 Sag 264.687
40 70+807.045 85.7 60 0.108 0.267 0.159 70+777.045 70+837.045 85.667 85.78 Sag 378.42
41 70+907.445 85.968 60 0.267 -0.389 -0.656 70+877.445 70+937.445 85.888 85.851 Hog 91.436
42 71+000.184 85.607 60 -0.389 0.032 0.421 70+970.184 71+030.184 85.724 85.616 Sag 142.551
43 71+433.230 85.744 60 0.032 0.524 0.492 71+403.230 71+463.230 85.735 85.901 Sag 121.786
Diff. in Type Of
PVI K Value
44 71+515.434 86.175 60 0.524 -0.122 -0.646 71+485.434 71+545.434 86.018 86.138 Hog 92.862
45 71+590.136 86.084 60 -0.122 0.425 0.547 71+560.136 71+620.136 86.121 86.211 Sag 109.798
46 71+657.016 86.368 60 0.425 0.262 -0.163 71+627.016 71+687.016 86.241 86.447 Hog 368.933
47 71+897.083 86.997 60 0.262 0.559 0.297 71+867.083 71+927.083 86.918 87.165 Sag 202.165
48 71+978.329 87.451 60 0.559 0.089 -0.470 71+948.329 72+008.329 87.283 87.478 Hog 127.605
49 72+057.340 87.521 60 0.089 0.521 0.432 72+027.340 72+087.340 87.494 87.677 Sag 138.904
50 72+196.040 88.243 75 0.521 -0.029 -0.550 72+158.540 72+233.540 88.048 88.232 Hog 136.446
51 72+302.489 88.212 60 -0.029 0.426 0.455 72+272.489 72+332.489 88.221 88.34 Sag 131.848
52 72+371.042 88.504 60 0.426 -0.201 -0.627 72+341.042 72+401.042 88.376 88.444 Hog 95.655
53 72+459.465 88.326 60 -0.201 0.241 0.442 72+429.465 72+489.465 88.386 88.398 Sag 135.776
54 72+786.149 89.112 60 0.241 0.4 0.159 72+756.149 72+816.149 89.04 89.232 Sag 377.269
55 72+888.242 89.52 60 0.4 0 -0.400 72+858.242 72+918.242 89.4 89.52 Hog 150.136
56 73+024.533 89.52 95 0 -0.679 -0.679 72+977.033 73+072.033 89.52 89.198 Hog 139.994
57 73+124.592 88.841 60 -0.679 -0.084 0.595 73+094.592 73+154.592 89.045 88.816 Sag 100.915
58 73+203.125 88.775 60 -0.084 -0.377 -0.293 73+173.125 73+233.125 88.8 88.662 Hog 205.021
59 73+276.394 88.499 60 -0.377 0.045 0.422 73+246.394 73+306.394 88.612 88.512 Sag 142.351
60 73+430.413 88.568 60 0.045 -0.482 -0.527 73+400.413 73+460.413 88.555 88.423 Hog 113.789
61 73+570.311 87.893 90 -0.482 0.303 0.785 73+525.311 73+615.311 88.11 88.029 Sag 114.644
62 73+795.731 88.575 250 0.303 -0.319 -0.622 73+670.731 73+920.731 88.197 88.177 Hog 402.404
63 74+184.474 87.336 140 -0.319 0.306 0.625 74+114.474 74+254.474 87.559 87.55 Sag 224.134
64 74+436.512 88.107 150 0.306 -0.349 -0.655 74+361.512 74+511.512 87.878 87.845 Hog 229.03
65 74+626.181 87.445 150 -0.349 0.296 0.645 74+551.181 74+701.181 87.707 87.667 Sag 232.5
66 74+864.926 88.152 150 0.296 -0.194 -0.490 74+789.926 74+939.926 87.93 88.006 Hog 305.863
67 75+120.223 87.656 120 -0.194 0.306 0.500 75+060.223 75+180.223 87.773 87.84 Sag 239.736
68 75+418.981 88.571 140 0.306 -0.304 -0.610 75+348.981 75+488.981 88.357 88.358 Hog 229.434
69 75+579.544 88.083 120 -0.304 0.588 0.892 75+519.544 75+639.544 88.265 88.436 Sag 134.499
70 75+734.573 88.995 60 0.588 0.797 0.209 75+704.573 75+764.573 88.819 89.234 Sag 287.418
71 75+924.029 90.505 105 0.797 -0.379 -1.176 75+871.529 75+976.529 90.087 90.306 Hog 89.272
72 76+095.464 89.855 90 -0.379 0.558 0.937 76+050.464 76+140.464 90.026 90.106 Sag 96.003
73 76+207.766 90.482 60 0.558 0 -0.558 76+177.766 76+237.766 90.315 90.482 Hog 107.466
74 76+306.370 90.482 65 0 -0.45 -0.450 76+273.870 76+338.870 90.482 90.336 Hog 144.458
75 76+427.270 89.938 85 -0.45 0.434 0.884 76+384.770 76+469.770 90.129 90.122 Sag 96.165
76 76+531.786 90.392 60 0.434 0.3 -0.134 76+501.786 76+561.786 90.261 90.482 Hog 447.611
77 76+681.787 90.841 60 0.3 0.47 0.170 76+651.787 76+711.787 90.751 90.982 Sag 352.79
78 76+848.631 91.624 40 0.466 0.784 0.318 76+828.631 76+868.631 91.531 91.781 Sag 125.671
79 76+906.474 92.078 60 0.784 -0.418 -1.202 76+876.474 76+936.474 91.843 91.953 Hog 49.922
80 76+970.436 91.811 60 -0.418 0.516 0.934 76+940.436 77+000.436 91.936 91.966 Sag 64.288
81 77+084.289 92.398 100 0.516 0.97 0.454 77+034.289 77+134.289 92.14 92.883 Sag 220.172
82 77+167.454 93.204 60 0.97 0.302 -0.668 77+137.454 77+197.454 92.914 93.295 Hog 89.901
83 77+300.139 93.606 80 0.302 1.009 0.707 77+260.139 77+340.139 93.485 94.009 Sag 113.171
84 77+383.043 94.443 60 1.009 0.344 -0.665 77+353.043 77+413.043 94.14 94.546 Hog 90.179
85 77+754.349 95.72 80 0.344 -0.303 -0.647 77+714.349 77+794.349 95.582 95.599 Hog 123.666
86 77+852.151 95.423 75 -0.303 0.891 1.194 77+814.714 77+889.589 95.537 95.757 Sag 62.691
87 77+943.152 96.235 85 0.891 0.353 -0.538 77+900.552 77+985.752 95.855 96.385 Hog 158.197
88 78+123.785 96.872 60 0.353 0.739 0.386 78+093.785 78+153.785 96.766 97.094 Sag 155.479
89 78+195.791 97.404 80 0.739 0.366 -0.373 78+155.791 78+235.791 97.108 97.55 Hog 214.458
Diff. in Type Of
PVI K Value
90 78+268.423 97.67 60 0.366 0.704 0.338 78+238.423 78+298.423 97.56 97.881 Sag 177.307
91 78+335.366 98.141 60 0.704 1.075 0.371 78+305.366 78+365.366 97.93 98.463 Sag 161.924
92 78+401.619 98.853 60 1.075 0.607 -0.468 78+371.619 78+431.619 98.531 99.035 Hog 128.167
93 78+514.062 99.535 110 0.607 0.299 -0.308 78+459.109 78+569.015 99.202 99.699 Hog 357.626
94 78+832.568 100.488 100 0.299 -0.297 -0.596 78+782.568 78+882.568 100.338 100.34 Hog 167.8
95 79+018.190 99.937 80 -0.297 0.3 0.597 78+978.190 79+058.190 100.056 100.057 Sag 134.036
96 79+341.667 100.908 250 0.3 -0.299 -0.599 79+216.667 79+466.667 100.533 100.535 Hog 417.59
97 79+885.617 99.284 60 -0.299 -0.36 -0.061 79+855.617 79+915.617 99.374 99.176 Hog 969.912
98 80+068.525 98.625 60 -0.36 -0.07 0.290 80+038.525 80+098.525 98.733 98.604 Sag 206.807
99 80+320.000 98.448 90 -0.07 0.159 0.229 80+275.000 80+365.000 98.48 98.519 Sag 392.821
100 80+450.131 98.655 100 0.159 -0.047 -0.206 80+400.131 80+500.131 98.575 98.631 Hog 485.731
101 80+749.086 98.514 80 -0.047 0.096 0.143 80+709.086 80+789.086 98.533 98.553 Sag 557.727
Annexure 6.4
Page 1 of 7
Summary of msa Calculations
Stretch - NH-29 (Daboka - Lahorijan)
For 4-Lane Dual Carriageway

Km 62 17.21
Km 127 18.95 18.95 Say, 20 msa
Km 138.45 14.34
For 4-Lane Dual Carriageway (on LHS from Daboka to Lahorijan)

Km 62 17.21
Km 127 18.95 18.95 Say, 20 msa
Km 138.45 14.34
For 4-Lane Dual Carriageway (on RHS from Daboka to Lahorijan)

Km 62 7.59
Km 127 8.34 8.34 Say, 20 msa
Km 138.45 6.32
Annexure 6.4
Page 2 of 7
Equivalent Single Axle Load Calculation

Station- 62 Km For 4-Lane Dual Carriageway
Year Bus LCV 2 Axle 3 Axle MAV Total yearly Cummulative Yearly Cummulative Design
MSA
CVs (nos.) yearly CVs (nos.) Design ESA Design ESA year
VDF 1.92 2.40 6.93 9.46 13.07
2018 263 451 164 74 65
2019 283 483 176 79 70
2020 305 517 189 85 75
2021 328 554 202 91 80 4,57,827 4,57,827 7,20,016 7,20,016 0.72 1
2022 352 594 217 97 85 4,90,793 9,48,620 7,70,978 14,90,994 1.49 2
2023 379 636 232 103 91 5,26,140 14,74,761 8,25,556 23,16,550 2.32 3
2024 407 682 249 110 97 5,64,041 20,38,801 8,84,007 32,00,557 3.20 4
2025 437 731 267 118 104 6,04,680 26,43,481 9,46,606 41,47,163 4.15 5
2026 463 776 284 125 110 6,41,114 32,84,595 10,03,397 51,50,559 5.15 6
2027 490 823 301 132 116 6,79,748 39,64,343 10,63,602 62,14,161 6.21 7
2028 518 874 320 139 123 7,20,718 46,85,061 11,27,427 73,41,588 7.34 8
2029 548 928 340 148 130 7,64,162 54,49,223 11,95,090 85,36,678 8.54 9
2030 580 985 361 156 138 8,10,233 62,59,456 12,66,821 98,03,500 9.80 10
2031 610 1040 381 164 144 8,53,812 71,13,267 13,33,484 1,11,36,984 11.14 11
2032 642 1098 402 171 151 8,99,744 80,13,012 14,03,675 1,25,40,659 12.54 12
2033 675 1160 425 180 159 9,48,158 89,61,169 14,77,580 1,40,18,239 14.02 13
2034 710 1224 448 188 166 9,99,186 99,60,356 15,55,399 1,55,73,638 15.57 14
2035 747 1293 474 197 174 10,52,972 1,10,13,328 16,37,338 1,72,10,976 17.21 15
2036 786 1365 500 207 183 11,09,664 1,21,22,992 17,23,618 1,89,34,594 18.93 16
2037 827 1441 528 217 191 11,69,421 1,32,92,413 18,14,469 2,07,49,062 20.75 17
2038 870 1521 558 227 201 12,32,407 1,45,24,820 19,10,134 2,26,59,196 22.66 18
2039 915 1606 589 238 210 12,98,799 1,58,23,618 20,10,870 2,46,70,067 24.67 19
2040 963 1696 622 249 220 13,68,780 1,71,92,398 21,16,948 2,67,87,015 26.79 20
2041 1013 1790 657 261 231 14,42,546 1,86,34,944 22,28,651 2,90,15,666 29.02 21
2042 1065 1890 693 274 242 15,20,302 2,01,55,246 23,46,280 3,13,61,946 31.36 22
2043 1121 1996 732 287 253 16,02,264 2,17,57,510 24,70,150 3,38,32,096 33.83 23
2044 1179 2107 773 301 266 16,88,660 2,34,46,170 26,00,594 3,64,32,690 36.43 24
2045 1240 2225 817 315 278 17,79,731 2,52,25,901 27,37,963 3,91,70,653 39.17 25
2046 1305 2349 862 331 292 18,75,732 2,71,01,633 28,82,625 4,20,53,278 42.05 26
2047 1373 2481 911 346 306 19,76,928 2,90,78,561 30,34,971 4,50,88,249 45.09 27
2048 1444 2619 962 363 320 20,83,602 3,11,62,163 31,95,410 4,82,83,659 48.28 28
2049 1519 2766 1015 380 336 21,96,053 3,33,58,216 33,64,374 5,16,48,033 51.65 29
2050 1598 2920 1072 399 352 23,14,592 3,56,72,808 35,42,318 5,51,90,351 55.19 30
Annexure 6.4
Page 3 of 7

Station- 127 Km For 4-Lane Dual Carriageway
MSA
VDF 1.92 2.40 6.93 9.46 13.07
2018 284 488 182 83 72
2019 306 523 195 89 77
2020 329 560 209 96 83
2021 354 601 224 102 88 4,99,558 4,99,558 7,92,665 7,92,665 0.79 1
2022 380 643 240 109 94 5,35,528 10,35,086 8,48,759 16,41,424 1.64 2
2023 409 690 257 116 101 5,74,096 16,09,182 9,08,832 25,50,256 2.55 3
2024 440 739 276 124 107 6,15,450 22,24,632 9,73,167 35,23,423 3.52 4
2025 473 792 296 133 115 6,59,791 28,84,422 10,42,067 45,65,490 4.57 5
2026 500 841 314 140 121 6,99,553 35,83,975 11,04,585 56,70,075 5.67 6
2027 529 892 334 149 128 7,41,717 43,25,692 11,70,861 68,40,935 6.84 7
2028 560 947 354 157 136 7,86,428 51,12,120 12,41,121 80,82,056 8.08 8
2029 592 1006 376 166 144 8,33,842 59,45,962 13,15,606 93,97,662 9.40 9
2030 626 1068 400 176 152 8,84,121 68,30,082 13,94,569 1,07,92,232 10.79 10
2031 659 1128 422 184 159 9,31,670 77,61,752 14,67,927 1,22,60,158 12.26 11
2032 693 1190 446 193 167 9,81,786 87,43,539 15,45,164 1,38,05,323 13.81 12
2033 729 1257 471 202 175 10,34,609 97,78,148 16,26,489 1,54,31,811 15.43 13
2034 767 1327 497 212 184 10,90,285 1,08,68,433 17,12,116 1,71,43,927 17.14 14
2035 807 1401 525 222 192 11,48,969 1,20,17,402 18,02,277 1,89,46,204 18.95 15
2036 849 1479 554 233 202 12,10,824 1,32,28,226 18,97,211 2,08,43,416 20.84 16
2037 893 1562 585 244 211 12,76,020 1,45,04,246 19,97,173 2,28,40,589 22.84 17
2038 940 1649 618 256 221 13,44,741 1,58,48,987 21,02,430 2,49,43,019 24.94 18
2039 989 1741 653 268 232 14,17,176 1,72,66,163 22,13,265 2,71,56,284 27.16 19
2040 1040 1838 689 281 243 14,93,527 1,87,59,690 23,29,974 2,94,86,258 29.49 20
2041 1094 1941 728 295 255 15,74,007 2,03,33,697 24,52,869 3,19,39,127 31.94 21
2042 1151 2049 769 309 267 16,58,838 2,19,92,535 25,82,281 3,45,21,408 34.52 22
2043 1211 2164 812 324 280 17,48,258 2,37,40,794 27,18,557 3,72,39,965 37.24 23
2044 1274 2285 857 339 293 18,42,516 2,55,83,309 28,62,062 4,01,02,027 40.10 24
2045 1340 2412 905 355 307 19,41,872 2,75,25,182 30,13,183 4,31,15,210 43.12 25
2046 1410 2547 956 372 322 20,46,605 2,95,71,787 31,72,324 4,62,87,534 46.29 26
2047 1483 2689 1009 390 338 21,57,006 3,17,28,793 33,39,914 4,96,27,447 49.63 27
2048 1560 2840 1066 409 354 22,73,383 3,40,02,177 35,16,403 5,31,43,850 53.14 28
2049 1641 2998 1126 429 371 23,96,060 3,63,98,236 37,02,266 5,68,46,116 56.85 29
2050 1727 3166 1189 449 389 25,25,378 3,89,23,615 38,98,003 6,07,44,119 60.74 30
Annexure 6.4
Page 4 of 7

Station- 138.45 Km For 4-Lane Dual Carriageway
MSA
VDF 1.92 2.40 6.93 9.46 13.07
2018 217 376 137 62 54
2019 234 403 147 67 58
2020 252 432 157 71 62
2021 271 463 168 76 66 3,81,275 3,81,275 5,99,741 5,99,741 0.60 1
2022 291 496 181 81 70 4,08,740 7,90,015 6,42,201 12,41,942 1.24 2
2023 313 532 194 87 75 4,38,190 12,28,205 6,87,674 19,29,616 1.93 3
2024 336 570 208 93 80 4,69,766 16,97,971 7,36,374 26,65,991 2.67 4
2025 362 611 223 99 86 5,03,625 22,01,596 7,88,531 34,54,521 3.45 5
2026 383 648 236 105 91 5,33,985 27,35,582 8,35,853 42,90,374 4.29 6
2027 405 688 251 111 96 5,66,181 33,01,763 8,86,020 51,76,394 5.18 7
2028 428 731 267 117 102 6,00,322 39,02,084 9,39,204 61,15,598 6.12 8
2029 453 776 283 124 107 6,36,526 45,38,611 9,95,586 71,11,183 7.11 9
2030 480 824 301 131 114 6,74,919 52,13,530 10,55,359 81,66,542 8.17 10
2031 504 870 317 138 119 7,11,236 59,24,766 11,10,910 92,77,452 9.28 11
2032 531 918 335 144 125 7,49,515 66,74,281 11,69,401 1,04,46,853 10.45 12
2033 558 970 354 151 131 7,89,862 74,64,143 12,30,988 1,16,77,841 11.68 13
2034 587 1024 374 159 137 8,32,389 82,96,532 12,95,837 1,29,73,678 12.97 14
2035 618 1081 395 166 144 8,77,214 91,73,746 13,64,120 1,43,37,798 14.34 15
2036 650 1141 417 174 151 9,24,462 1,00,98,207 14,36,021 1,57,73,818 15.77 16
2037 684 1205 440 182 158 9,74,264 1,10,72,471 15,11,732 1,72,85,550 17.29 17
2038 719 1272 465 191 165 10,26,759 1,20,99,230 15,91,455 1,88,77,006 18.88 18
2039 757 1343 491 200 173 10,82,092 1,31,81,321 16,75,406 2,05,52,412 20.55 19
2040 796 1418 518 210 182 11,40,418 1,43,21,739 17,63,808 2,23,16,220 22.32 20
2041 837 1498 547 220 190 12,01,899 1,55,23,638 18,56,900 2,41,73,120 24.17 21
2042 881 1581 578 231 200 12,66,706 1,67,90,344 19,54,930 2,61,28,050 26.13 22
2043 927 1669 610 242 209 13,35,019 1,81,25,363 20,58,163 2,81,86,212 28.19 23
2044 975 1763 645 253 219 14,07,029 1,95,32,392 21,66,875 3,03,53,087 30.35 24
2045 1026 1861 681 265 230 14,82,937 2,10,15,329 22,81,359 3,26,34,446 32.63 25
2046 1079 1965 719 278 241 15,62,954 2,25,78,283 24,01,923 3,50,36,369 35.04 26
2047 1135 2075 759 292 252 16,47,302 2,42,25,585 25,28,891 3,75,65,259 37.57 27
2048 1194 2191 802 306 264 17,36,218 2,59,61,803 26,62,605 4,02,27,864 40.23 28
2049 1256 2313 846 320 277 18,29,948 2,77,91,751 28,03,425 4,30,31,289 43.03 29
2050 1322 2443 894 336 290 19,28,756 2,97,20,507 29,51,730 4,59,83,019 45.98 30
Annexure 6.4
Page 5 of 7

Station- 62 Km For 4-Lane Dual Carriageway (on RHS Carriageway)
MSA
VDF 1.07 1.17 2.59 3.52 5.97
2018 263 451 164 74 65
2019 283 483 176 79 70
2020 305 517 189 85 75
2021 328 554 202 91 80 4,57,827 4,57,827 3,17,285 3,17,285 0.32 1
2022 352 594 217 97 85 4,90,793 9,48,620 3,39,791 6,57,076 0.66 2
2023 379 636 232 103 91 5,26,140 14,74,761 3,63,897 10,20,973 1.02 3
2024 407 682 249 110 97 5,64,041 20,38,801 3,89,718 14,10,691 1.41 4
2025 437 731 267 118 104 6,04,680 26,43,481 4,17,376 18,28,067 1.83 5
2026 463 776 284 125 110 6,41,114 32,84,595 4,42,389 22,70,455 2.27 6
2027 490 823 301 132 116 6,79,748 39,64,343 4,68,904 27,39,359 2.74 7
2028 518 874 320 139 123 7,20,718 46,85,061 4,97,012 32,36,371 3.24 8
2029 548 928 340 148 130 7,64,162 54,49,223 5,26,808 37,63,179 3.76 9
2030 580 985 361 156 138 8,10,233 62,59,456 5,58,394 43,21,573 4.32 10
2031 610 1040 381 164 144 8,53,812 71,13,267 5,87,783 49,09,356 4.91 11
2032 642 1098 402 171 151 8,99,744 80,13,012 6,18,727 55,28,082 5.53 12
2033 675 1160 425 180 159 9,48,158 89,61,169 6,51,309 61,79,391 6.18 13
2034 710 1224 448 188 166 9,99,186 99,60,356 6,85,615 68,65,006 6.87 14
2035 747 1293 474 197 174 10,52,972 1,10,13,328 7,21,739 75,86,745 7.59 15
2036 786 1365 500 207 183 11,09,664 1,21,22,992 7,59,776 83,46,521 8.35 16
2037 827 1441 528 217 191 11,69,421 1,32,92,413 7,99,828 91,46,350 9.15 17
2038 870 1521 558 227 201 12,32,407 1,45,24,820 8,42,003 99,88,353 9.99 18
2039 915 1606 589 238 210 12,98,799 1,58,23,618 8,86,414 1,08,74,766 10.87 19
2040 963 1696 622 249 220 13,68,780 1,71,92,398 9,33,179 1,18,07,945 11.81 20
2041 1013 1790 657 261 231 14,42,546 1,86,34,944 9,82,424 1,27,90,369 12.79 21
2042 1065 1890 693 274 242 15,20,302 2,01,55,246 10,34,281 1,38,24,650 13.82 22
2043 1121 1996 732 287 253 16,02,264 2,17,57,510 10,88,890 1,49,13,540 14.91 23
2044 1179 2107 773 301 266 16,88,660 2,34,46,170 11,46,397 1,60,59,937 16.06 24
2045 1240 2225 817 315 278 17,79,731 2,52,25,901 12,06,956 1,72,66,893 17.27 25
2046 1305 2349 862 331 292 18,75,732 2,71,01,633 12,70,731 1,85,37,623 18.54 26
2047 1373 2481 911 346 306 19,76,928 2,90,78,561 13,37,892 1,98,75,515 19.88 27
2048 1444 2619 962 363 320 20,83,602 3,11,62,163 14,08,621 2,12,84,136 21.28 28
2049 1519 2766 1015 380 336 21,96,053 3,33,58,216 14,83,108 2,27,67,244 22.77 29
2050 1598 2920 1072 399 352 23,14,592 3,56,72,808 15,61,553 2,43,28,797 24.33 30
Annexure 6.4
Page 6 of 7

Station- 127 Km For 4-Lane Dual Carriageway (on RHS Carriageway)
MSA
VDF 1.07 1.17 2.59 3.52 5.97
2018 284 488 182 83 72
2019 306 523 195 89 77
2020 329 560 209 96 83
2021 354 601 224 102 88 4,99,558 4,99,558 3,48,646 3,48,646 0.35 1
2022 380 643 240 109 94 5,35,528 10,35,086 3,73,372 7,22,019 0.72 2
2023 409 690 257 116 101 5,74,096 16,09,182 3,99,856 11,21,875 1.12 3
2024 440 739 276 124 107 6,15,450 22,24,632 4,28,223 15,50,098 1.55 4
2025 473 792 296 133 115 6,59,791 28,84,422 4,58,608 20,08,706 2.01 5
2026 500 841 314 140 121 6,99,553 35,83,975 4,86,092 24,94,798 2.49 6
2027 529 892 334 149 128 7,41,717 43,25,692 5,15,227 30,10,026 3.01 7
2028 560 947 354 157 136 7,86,428 51,12,120 5,46,113 35,56,138 3.56 8
2029 592 1006 376 166 144 8,33,842 59,45,962 5,78,853 41,34,991 4.13 9
2030 626 1068 400 176 152 8,84,121 68,30,082 6,13,559 47,48,550 4.75 10
2031 659 1128 422 184 159 9,31,670 77,61,752 6,45,840 53,94,390 5.39 11
2032 693 1190 446 193 167 9,81,786 87,43,539 6,79,828 60,74,219 6.07 12
2033 729 1257 471 202 175 10,34,609 97,78,148 7,15,615 67,89,833 6.79 13
2034 767 1327 497 212 184 10,90,285 1,08,68,433 7,53,295 75,43,129 7.54 14
2035 807 1401 525 222 192 11,48,969 1,20,17,402 7,92,970 83,36,099 8.34 15
2036 849 1479 554 233 202 12,10,824 1,32,28,226 8,34,746 91,70,845 9.17 16
2037 893 1562 585 244 211 12,76,020 1,45,04,246 8,78,735 1,00,49,580 10.05 17
2038 940 1649 618 256 221 13,44,741 1,58,48,987 9,25,053 1,09,74,633 10.97 18
2039 989 1741 653 268 232 14,17,176 1,72,66,163 9,73,826 1,19,48,459 11.95 19
2040 1040 1838 689 281 243 14,93,527 1,87,59,690 10,25,184 1,29,73,643 12.97 20
2041 1094 1941 728 295 255 15,74,007 2,03,33,697 10,79,264 1,40,52,907 14.05 21
2042 1151 2049 769 309 267 16,58,838 2,19,92,535 11,36,212 1,51,89,119 15.19 22
2043 1211 2164 812 324 280 17,48,258 2,37,40,794 11,96,180 1,63,85,299 16.39 23
2044 1274 2285 857 339 293 18,42,516 2,55,83,309 12,59,330 1,76,44,628 17.64 24
2045 1340 2412 905 355 307 19,41,872 2,75,25,182 13,25,830 1,89,70,458 18.97 25
2046 1410 2547 956 372 322 20,46,605 2,95,71,787 13,95,859 2,03,66,317 20.37 26
2047 1483 2689 1009 390 338 21,57,006 3,17,28,793 14,69,607 2,18,35,924 21.84 27
2048 1560 2840 1066 409 354 22,73,383 3,40,02,177 15,47,270 2,33,83,194 23.38 28
2049 1641 2998 1126 429 371 23,96,060 3,63,98,236 16,29,057 2,50,12,251 25.01 29
2050 1727 3166 1189 449 389 25,25,378 3,89,23,615 17,15,190 2,67,27,441 26.73 30
Annexure 6.4
Page 7 of 7

Station- 138.45 Km For 4-Lane Dual Carriageway (on RHS Carriageway)
MSA
VDF 1.07 1.17 2.59 3.52 5.97
2018 217 376 137 62 54
2019 234 403 147 67 58
2020 252 432 157 71 62
2021 271 463 168 76 66 3,81,275 3,81,275 2,64,151 2,64,151 0.26 1
2022 291 496 181 81 70 4,08,740 7,90,015 2,82,893 5,47,044 0.55 2
2023 313 532 194 87 75 4,38,190 12,28,205 3,02,968 8,50,012 0.85 3
2024 336 570 208 93 80 4,69,766 16,97,971 3,24,472 11,74,484 1.17 4
2025 362 611 223 99 86 5,03,625 22,01,596 3,47,505 15,21,989 1.52 5
2026 383 648 236 105 91 5,33,985 27,35,582 3,68,338 18,90,327 1.89 6
2027 405 688 251 111 96 5,66,181 33,01,763 3,90,422 22,80,749 2.28 7
2028 428 731 267 117 102 6,00,322 39,02,084 4,13,833 26,94,583 2.69 8
2029 453 776 283 124 107 6,36,526 45,38,611 4,38,651 31,33,234 3.13 9
2030 480 824 301 131 114 6,74,919 52,13,530 4,64,960 35,98,193 3.60 10
2031 504 870 317 138 119 7,11,236 59,24,766 4,89,439 40,87,632 4.09 11
2032 531 918 335 144 125 7,49,515 66,74,281 5,15,214 46,02,847 4.60 12
2033 558 970 354 151 131 7,89,862 74,64,143 5,42,354 51,45,201 5.15 13
2034 587 1024 374 159 137 8,32,389 82,96,532 5,70,931 57,16,132 5.72 14
2035 618 1081 395 166 144 8,77,214 91,73,746 6,01,022 63,17,154 6.32 15
2036 650 1141 417 174 151 9,24,462 1,00,98,207 6,32,707 69,49,860 6.95 16
2037 684 1205 440 182 158 9,74,264 1,10,72,471 6,66,070 76,15,931 7.62 17
2038 719 1272 465 191 165 10,26,759 1,20,99,230 7,01,203 83,17,133 8.32 18
2039 757 1343 491 200 173 10,82,092 1,31,81,321 7,38,198 90,55,331 9.06 19
2040 796 1418 518 210 182 11,40,418 1,43,21,739 7,77,155 98,32,486 9.83 20
2041 837 1498 547 220 190 12,01,899 1,55,23,638 8,18,178 1,06,50,664 10.65 21
2042 881 1581 578 231 200 12,66,706 1,67,90,344 8,61,378 1,15,12,042 11.51 22
2043 927 1669 610 242 209 13,35,019 1,81,25,363 9,06,870 1,24,18,913 12.42 23
2044 975 1763 645 253 219 14,07,029 1,95,32,392 9,54,777 1,33,73,690 13.37 24
2045 1026 1861 681 265 230 14,82,937 2,10,15,329 10,05,228 1,43,78,918 14.38 25
2046 1079 1965 719 278 241 15,62,954 2,25,78,283 10,58,358 1,54,37,276 15.44 26
2047 1135 2075 759 292 252 16,47,302 2,42,25,585 11,14,309 1,65,51,585 16.55 27
2048 1194 2191 802 306 264 17,36,218 2,59,61,803 11,73,234 1,77,24,819 17.72 28
2049 1256 2313 846 320 277 18,29,948 2,77,91,751 12,35,290 1,89,60,108 18.96 29
2050 1322 2443 894 336 290 19,28,756 2,97,20,507 13,00,644 2,02,60,752 20.26 30
Annexure 6.5 : Improvement Proposal of Bridges and Underpass (NH-29)
Existing Details Proposal Details
Existing Span Existing Existing Proposed Span Proposed Proposed
Existing Existing Design Width of
No's of Arrang. (No. of Total Total Improvement Arrang (No. of Proposed Total Type of
Sl No Chainage Type of Remarks Chainage proposed Section Details
Span Span x Span Length Width Proposal Span x Span Category Length Superstructu
(km) Bridge (km) structure (m)
length in m) (m) (m) length in m) (m) re
1 67+700 Solid Slab 4 4x5.8 23.20 8.2 Widened New 2 lane Bridge 67+510 4x5.8 MNBR 23.20 2x13.5 RCC Box
Section-3
Solid Slab & km.65+923 to
2 69+300 3 1x5.8+1x23.7+1x5.8 35.30 8.3 Retained & Repair New 2 lane Bridge 69+205 1x35.3 MNBR 35.30 2x13.5 PSC I Girder
RCC T Girder km.80+930
Length-15.007km
3 73+000 Solid Slab 4 4x5.8 23.20 8.1 Widened New 2 lane Bridge 72+951 4x5.8 MNBR 23.20 2x13.5 RCC Box
Annexure 11.1 - Toll Rate
Location: Total Tollable 15.007
Length (Km):
Car/Jeep/
Year Inflation (5%) Minibus LCV Bus 2- Axle 3 - Axle 4-6 Axle >= 7 Axle
Van
1.00 0.39 0.63 0.63 1.32 2.07 2.07 2.07 2.52
01/Apr/2011 31/Mar/2012 2012 1.05 0.41 0.66 0.66 1.39 2.17 2.17 2.17 2.65
01/Apr/2012 31/Mar/2013 2013 1.10 0.43 0.69 0.69 1.46 2.28 2.28 2.28 2.78
01/Apr/2013 31/Mar/2014 2014 1.16 0.45 0.73 0.73 1.53 2.40 2.40 2.40 2.92
01/Apr/2014 31/Mar/2015 2015 1.22 0.47 0.77 0.77 1.60 2.52 2.52 2.52 3.06
01/Apr/2015 31/Mar/2016 2016 1.28 0.50 0.80 0.80 1.68 2.64 2.64 2.64 3.22
01/Apr/2016 31/Mar/2017 2017 1.34 0.52 0.84 0.84 1.77 2.77 2.77 2.77 3.38
01/Apr/2017 31/Mar/2018 2018 1.41 0.55 0.89 0.89 1.86 2.91 2.91 2.91 3.55
01/Apr/2018 31/Mar/2019 2019 1.48 0.58 0.93 0.93 1.95 3.06 3.06 3.06 3.72
01/Apr/2019 31/Mar/2020 2020 1.55 0.61 0.98 0.98 2.05 3.21 3.21 3.21 3.91
01/Apr/2020 31/Mar/2021 2021 1.63 0.64 1.03 1.03 2.15 3.37 3.37 3.37 4.10
01/Apr/2021 31/Mar/2022 2022 1.71 0.67 1.08 1.08 2.26 3.54 3.54 3.54 4.31
01/Apr/2022 31/Mar/2023 2023 1.80 0.70 1.13 1.13 2.37 3.72 3.72 3.72 4.53
01/Apr/2023 31/Mar/2024 2024 1.89 0.74 1.19 1.19 2.49 3.90 3.90 3.90 4.75
01/Apr/2024 31/Mar/2025 2025 1.98 0.77 1.25 1.25 2.61 4.10 4.10 4.10 4.99
01/Apr/2025 31/Mar/2026 2026 2.08 0.81 1.31 1.31 2.74 4.30 4.30 4.30 5.24
01/Apr/2026 31/Mar/2027 2027 2.18 0.85 1.38 1.38 2.88 4.52 4.52 4.52 5.50
01/Apr/2027 31/Mar/2028 2028 2.29 0.89 1.44 1.44 3.03 4.74 4.74 4.74 5.78
01/Apr/2028 31/Mar/2029 2029 2.41 0.94 1.52 1.52 3.18 4.98 4.98 4.98 6.06
01/Apr/2029 31/Mar/2030 2030 2.53 0.99 1.59 1.59 3.34 5.23 5.23 5.23 6.37
01/Apr/2030 31/Mar/2031 2031 2.65 1.03 1.67 1.67 3.50 5.49 5.49 5.49 6.69
01/Apr/2031 31/Mar/2032 2032 2.79 1.09 1.76 1.76 3.68 5.77 5.77 5.77 7.02
01/Apr/2032 31/Mar/2033 2033 2.93 1.14 1.84 1.84 3.86 6.06 6.06 6.06 7.37
01/Apr/2033 31/Mar/2034 2034 3.07 1.20 1.94 1.94 4.05 6.36 6.36 6.36 7.74
01/Apr/2034 31/Mar/2035 2035 3.23 1.26 2.03 2.03 4.26 6.68 6.68 6.68 8.13
01/Apr/2035 31/Mar/2036 2036 3.39 1.32 2.13 2.13 4.47 7.01 7.01 7.01 8.53
01/Apr/2036 31/Mar/2037 2037 3.56 1.39 2.24 2.24 4.69 7.36 7.36 7.36 8.96
01/Apr/2037 31/Mar/2038 2038 3.73 1.46 2.35 2.35 4.93 7.73 7.73 7.73 9.41
01/Apr/2038 31/Mar/2039 2039 3.92 1.53 2.47 2.47 5.17 8.11 8.11 8.11 9.88
01/Apr/2039 31/Mar/2040 2040 4.12 1.61 2.59 2.59 5.43 8.52 8.52 8.52 10.37
01/Apr/2040 31/Mar/2041 2041 4.32 1.69 2.72 2.72 5.70 8.95 8.95 8.95 10.89
01/Apr/2041 31/Mar/2042 2042 4.54 1.77 2.86 2.86 5.99 9.39 9.39 9.39 11.44
01/Apr/2042 31/Mar/2043 2043 4.76 1.86 3.00 3.00 6.29 9.86 9.86 9.86 12.01
01/Apr/2043 31/Mar/2044 2044 5.00 1.95 3.15 3.15 6.60 10.36 10.36 10.36 12.61
01/Apr/2044 31/Mar/2045 2045 5.25 2.05 3.31 3.31 6.93 10.87 10.87 10.87 13.24
01/Apr/2045 31/Mar/2046 2046 5.52 2.15 3.48 3.48 7.28 11.42 11.42 11.42 13.90
01/Apr/2046 31/Mar/2047 2047 5.79 2.26 3.65 3.65 7.65 11.99 11.99 11.99 14.60
01/Apr/2047 31/Mar/2048 2048 6.08 2.37 3.83 3.83 8.03 12.59 12.59 12.59 15.33
01/Apr/2048 31/Mar/2049 2049 6.39 2.49 4.02 4.02 8.43 13.22 13.22 13.22 16.09
01/Apr/2049 31/Mar/2050 2050 6.70 2.61 4.22 4.22 8.85 13.88 13.88 13.88 16.90
Annexure 11.2 - Base Traffic
Year Traffic Car/ Taxi/ Tata Minibus Std. Bus LCV 2-Axle 3-Axle 4-Axle 7 Axle Total Total
Increase Jeep/Van/ Magic / LMV and Above Tollable Traffic
LMV 6 Axle
2018 1,533 32 46 240 445 164 74 65 - 2,599 -
2019 1,651 35 49 258 477 176 79 70 - 2,795 -
2020 1,778 37 53 278 512 189 85 75 - 3,006 -
2021 1,913 40 57 299 549 202 91 80 - 3,230 -
2022 2,059 43 61 321 588 217 97 85 - 3,471 -
2023 2,215 47 66 346 630 232 103 91 - 3,730 -
2024 2,383 50 71 372 676 249 110 97 - 4,008 -
2025 2,564 54 76 399 724 267 118 104 - 4,307 -
2026 2,726 57 80 423 769 284 125 110 - 4,574 -
2027 2,898 61 85 447 817 301 132 116 - 4,857 -
2028 3,080 65 90 473 868 320 139 123 - 5,158 -
2029 3,274 69 95 500 921 340 148 130 - 5,478 -
2030 3,481 73 101 529 979 361 156 138 - 5,817 -
2031 3,672 77 106 557 1,033 381 164 144 - 6,135 -
2032 3,874 81 112 586 1,091 402 171 151 - 6,469 -
2033 4,087 86 117 616 1,152 425 180 159 - 6,822 -
2034 4,312 91 124 648 1,217 448 188 166 - 7,194 -
2035 4,549 96 130 682 1,285 474 197 174 - 7,587 -
2036 4,799 101 137 718 1,357 500 207 183 - 8,001 -
2037 5,063 106 144 755 1,433 528 217 191 - 8,438 -
2038 5,342 112 151 794 1,513 558 227 201 - 8,898 -
2039 5,635 119 159 836 1,598 589 238 210 - 9,384 -
2040 5,945 125 167 879 1,688 622 249 220 - 9,896 -
2041 6,272 132 176 925 1,782 657 261 231 - 10,436 -
2042 6,617 139 185 973 1,882 693 274 242 - 11,006 -
2043 6,981 147 195 1,023 1,987 732 287 253 - 11,607 -
2044 7,365 155 205 1,077 2,099 773 301 266 - 12,240 -
2045 7,770 163 216 1,133 2,216 817 315 278 - 12,909 -
2046 8,198 172 227 1,191 2,340 862 331 292 - 13,613 -
2047 8,649 182 239 1,253 2,471 911 346 306 - 14,357 -
2048 9,124 192 251 1,319 2,610 962 363 320 - 15,141 -
2049 9,626 202 264 1,387 2,756 1,015 380 336 - 15,967 -
2050 10,156 214 278 1,459 2,910 1,072 399 352 - 16,839 -
2051 10,714 225 292 1,535 3,073 1,132 418 369 - 17,759 -
Annexure 11.3 - Toll Revenue
01/Apr/2022 01/Apr/2023 01/Apr/2024 01/Apr/2025 01/Apr/2026 01/Apr/2027 01/Apr/2028 01/Apr/2029 01/Apr/2030 01/Apr/2031 01/Apr/2032 01/Apr/2033 01/Apr/2034 01/Apr/2035
31/Mar/2023 31/Mar/2024 31/Mar/2025 31/Mar/2026 31/Mar/2027 31/Mar/2028 31/Mar/2029 31/Mar/2030 31/Mar/2031 31/Mar/2032 31/Mar/2033 31/Mar/2034 31/Mar/2035 31/Mar/2036
Units
365 365 365 365 365 365 365 365 365 365 365 365 365 365
2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036
Toll Revenue
Car/Jeep/Van/ LMV INR Crore 0.67 0.72 0.78 0.83 1.33 1.42 1.51 1.61 1.71 1.80 1.91 2.57 2.72 2.88
Taxi/ TataMagic / LMV INR Crore 0.01 0.01 0.02 0.02 0.03 0.03 0.03 0.03 0.04 0.04 0.04 0.05 0.06 0.06
Minibus INR Crore 0.03 0.05 0.05 0.05 0.06 0.06 0.08 0.08 0.09 0.09 0.12 0.12 0.13 0.13
Std. Bus INR Crore 0.34 0.37 0.45 0.48 0.57 0.61 0.71 0.75 0.87 0.92 1.04 1.10 1.26 1.32
LCV INR Crore 0.33 0.47 0.50 0.53 0.56 0.60 0.80 0.85 0.90 0.95 1.19 1.26 1.33 1.41
2-Axle INR Crore 0.43 0.50 0.53 0.61 0.70 0.74 0.85 0.96 1.01 1.14 1.27 1.42 1.57 1.75
3-Axle INR Crore 0.20 0.23 0.24 0.28 0.32 0.34 0.38 0.43 0.45 0.51 0.56 0.62 0.68 0.75
4-Axle and6 Axle INR Crore 0.17 0.20 0.21 0.24 0.28 0.29 0.33 0.38 0.39 0.44 0.49 0.54 0.59 0.65
7 AxleAbove INR Crore - - - - - - - - - - - - - -
Total Toll Revenue INR Crore 2.18 2.54 2.78 3.05 3.85 4.09 4.69 5.09 5.45 5.88 6.62 7.69 8.35 8.96
Adjusted Toll Revenue INR Crore 2.18 2.54 2.78 3.05 3.85 4.09 4.69 5.09 5.45 5.88 6.62 7.69 8.35 8.96
01/Apr/2036 01/Apr/2037 01/Apr/2038 01/Apr/2039 01/Apr/2040 01/Apr/2041 01/Apr/2042 01/Apr/2043 01/Apr/2044 01/Apr/2045 01/Apr/2046 01/Apr/2047 01/Apr/2048
31/Mar/2037 31/Mar/2038 31/Mar/2039 31/Mar/2040 31/Mar/2041 31/Mar/2042 31/Mar/2043 31/Mar/2044 31/Mar/2045 31/Mar/2046 31/Mar/2047 31/Mar/2048 31/Mar/2049
Units
365 365 365 365 365 365 365 365 365 365 365 365 365
2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047 2048 2049
Toll Revenue
Car/Jeep/Van/ LMV INR Crore 3.04 3.22 4.28 4.53 4.79 5.07 6.26 6.62 7.01 7.41 9.18 9.71 10.28
Taxi/ TataMagic / LMV INR Crore 0.06 0.07 0.09 0.10 0.10 0.11 0.13 0.14 0.15 0.15 0.19 0.20 0.21
Minibus INR Crore 0.17 0.18 0.18 0.22 0.23 0.28 0.29 0.31 0.35 0.37 0.43 0.46 0.52
Std. Bus INR Crore 1.49 1.69 1.89 1.98 2.23 2.47 2.75 3.04 3.37 3.70 4.08 4.47 4.91
LCV INR Crore 1.74 1.83 1.94 2.33 2.46 2.93 3.10 3.27 3.83 4.04 4.70 4.97 5.71
2-Axle INR Crore 1.93 2.14 2.35 2.69 2.95 3.23 3.65 3.99 4.48 4.87 5.45 6.07 6.75
3-Axle INR Crore 0.83 0.91 0.99 1.12 1.23 1.33 1.49 1.62 1.81 1.95 2.16 2.39 2.64
4-Axle and6 Axle INR Crore 0.72 0.79 0.86 0.97 1.06 1.15 1.29 1.40 1.57 1.69 1.87 2.07 2.29
7 AxleAbove INR Crore - - - - - - - - - - - - -
Total Toll Revenue INR Crore 9.98 10.82 12.58 13.95 15.05 16.57 18.97 20.38 22.56 24.19 28.07 30.34 33.30
Adjusted Toll Revenue INR Crore 9.98 10.82 12.58 13.95 15.05 16.57 18.97 20.38 22.56 24.19 28.07 30.34 33.30
Annexure 11.4 - Profit & Loss Statement
1 2 3 4 5 6 7 8 9 10 11 12 13 14
INR Crore 31/Mar/2023 31/Mar/2024 31/Mar/2025 31/Mar/2026 31/Mar/2027 31/Mar/2028 31/Mar/2029 31/Mar/2030 31/Mar/2031 31/Mar/2032 31/Mar/2033 31/Mar/2034 31/Mar/2035 31/Mar/2036
365 365 365 365 365 365 365 365 365 365 365 365 365 365
2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036
Revenue 2.18 2.54 2.78 3.05 3.85 4.09 4.69 5.09 5.45 5.88 6.62 7.69 8.35 8.96
Maintenance Cost 0.55 0.58 0.61 0.64 0.67 13.06 0.74 0.78 0.82 0.86 0.90 17.50 1.00 1.05
EBITDA 1.63 1.96 2.17 2.41 3.17 -8.97 3.95 4.31 4.64 5.02 5.72 -9.81 7.35 7.91
EBITDA Margin 74.6% 77.1% 78.0% 78.9% 82.5% -219.4% 84.2% 84.7% 85.0% 85.4% 86.4% -127.7% 88.1% 88.3%
Depreciation 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88
Interest 9.74 9.33 8.42 7.53 6.64 5.77 4.87 3.99 3.10 2.22 1.33 0.44 - -
PBT -13.00 -12.25 -11.13 -10.01 -8.35 -19.63 -5.80 -4.56 -3.35 -2.08 -0.50 -15.14 2.47 3.03
Tax - - - - - - - - - - - - - -
PAT -13.00 -12.25 -11.13 -10.01 -8.35 -19.63 -5.80 -4.56 -3.35 -2.08 -0.50 -15.14 2.47 3.03
PAT Margin -596% -482% -400% -328% -217% -480% -124% -90% -61% -35% -8% -197% 30% 34%
15 16 17 18 19 20 21 22 23 24 25 26 27
INR Crore 31/Mar/2037 31/Mar/2038 31/Mar/2039 31/Mar/2040 31/Mar/2041 31/Mar/2042 31/Mar/2043 31/Mar/2044 31/Mar/2045 31/Mar/2046 31/Mar/2047 31/Mar/2048 31/Mar/2049
365 365 365 365 365 365 365 365 365 365 365 365 365
2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047 2048 2049
Revenue 9.98 10.82 12.58 13.95 15.05 16.57 18.97 20.38 22.56 24.19 28.07 30.34 33.30
Maintenance Cost 1.10 1.15 1.21 23.45 1.33 1.40 1.47 1.54 1.62 31.42 1.79 1.88 1.97
EBITDA 8.88 9.66 11.37 -9.50 13.72 15.17 17.50 18.84 20.93 -7.24 26.29 28.46 31.33
EBITDA Margin 89.0% 89.3% 90.4% -68.1% 91.1% 91.5% 92.2% 92.4% 92.8% -29.9% 93.6% 93.8% 94.1%
Depreciation 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88
Interest - - - - - - - - - - - - -
PBT 4.00 4.78 6.48 -14.39 8.83 10.28 12.61 13.96 16.05 -12.12 21.40 23.58 26.45
Tax - - - - - - - - - - - - 5.64
PAT 4.00 4.78 6.48 -14.39 8.83 10.28 12.61 13.96 16.05 -12.12 21.40 23.58 20.81
PAT Margin 40% 44% 52% -103% 59% 62% 66% 68% 71% -50% 76% 78% 62%
Annexure 11.5 - Balance Sheet
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
01/Oct/2020 01/Apr/2021 01/Apr/2022 01/Apr/2023 01/Apr/2024 01/Apr/2025 01/Apr/2026 01/Apr/2027 01/Apr/2028 01/Apr/2029 01/Apr/2030 01/Apr/2031 01/Apr/2032 01/Apr/2033 01/Apr/2034
INR Crore 31/Mar/2021 31/Mar/2022 31/Mar/2023 31/Mar/2024 31/Mar/2025 31/Mar/2026 31/Mar/2027 31/Mar/2028 31/Mar/2029 31/Mar/2030 31/Mar/2031 31/Mar/2032 31/Mar/2033 31/Mar/2034 31/Mar/2035
182 365 365 365 365 365 365 365 365 365 365 365 365 365 365
2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035
Share Capital 11.76 41.76 41.76 41.76 41.76 41.76 41.76 41.76 41.76 41.76 41.76 41.76 41.76 41.76 41.76
Reserves - - -13.00 -25.25 -36.37 -46.38 -54.73 -74.36 -80.16 -84.72 -88.07 -90.16 -90.65 -105.79 -103.33
Shareholder's Fund 11.76 41.76 28.76 16.51 5.38 -4.62 -12.98 -32.60 -38.41 -42.97 -46.32 -48.40 -48.90 -64.04 -61.57
Loan Fund 27.44 97.43 97.43 88.57 79.71 70.86 62.00 53.14 44.29 35.43 26.57 17.71 8.86 -0.00 -0.00
Source of Fund 39.21 139.18 126.19 105.08 85.10 66.23 49.02 20.54 5.88 -7.54 -19.75 -30.69 -40.04 -64.04 -61.57
Gross Block 39.21 139.18 139.18 139.18 139.18 139.18 139.18 139.18 139.18 139.18 139.18 139.18 139.18 139.18 139.18
Accumulated Depreciation - - 4.88 9.77 14.65 19.53 24.42 29.30 34.19 39.07 43.95 48.84 53.72 58.60 63.49
Net Block 39.21 139.18 134.30 129.42 124.53 119.65 114.77 109.88 105.00 100.11 95.23 90.35 85.46 80.58 75.70
Cash & Bank - - -8.11 -24.34 -39.44 -53.42 -65.74 -89.34 -99.12 -107.65 -114.98 -121.03 -125.50 -144.62 -137.27
Application of Fund 39.21 139.18 126.19 105.08 85.10 66.23 49.02 20.54 5.88 -7.54 -19.75 -30.69 -40.04 -64.04 -61.57
16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
01/Apr/2035 01/Apr/2036 01/Apr/2037 01/Apr/2038 01/Apr/2039 01/Apr/2040 01/Apr/2041 01/Apr/2042 01/Apr/2043 01/Apr/2044 01/Apr/2045 01/Apr/2046 01/Apr/2047 01/Apr/2048 01/Apr/2049
365 365 365 365 365 365 365 365 365 365 365 365 365 365 365
2036 2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047 2048 2049 2050
Share Capital 41.76 41.76 41.76 41.76 41.76 41.76 41.76 41.76 41.76 41.76 41.76 41.76 41.76 41.76 41.76
Reserves -100.30 -96.30 -91.52 -85.03 -99.42 -90.59 -80.30 -67.69 -53.73 -37.68 -49.80 -28.40 -4.82 15.99 38.24
Shareholder's Fund -58.54 -54.54 -49.76 -43.28 -57.66 -48.83 -38.55 -25.94 -11.98 4.07 -8.05 13.35 36.94 57.75 79.99
Loan Fund -0.00 -0.00 -0.00 -0.00 -0.00 -0.00 -0.00 -0.00 -0.00 -0.00 -0.00 -0.00 -0.00 -0.00 -0.00
Source of Fund -58.54 -54.54 -49.76 -43.28 -57.66 -48.83 -38.55 -25.94 -11.98 4.07 -8.05 13.35 36.94 57.75 79.99
Gross Block 139.18 139.18 139.18 139.18 139.18 139.18 139.18 139.18 139.18 139.18 139.18 139.18 139.18 139.18 139.18
Accumulated Depreciation 68.37 73.25 78.14 83.02 87.91 92.79 97.67 102.56 107.44 112.32 117.21 122.09 126.97 131.86 136.74
Net Block 70.81 65.93 61.05 56.16 51.28 46.39 41.51 36.63 31.74 26.86 21.98 17.09 12.21 7.33 2.44
Cash & Bank -129.35 -120.47 -110.81 -99.44 -108.94 -95.22 -80.06 -62.56 -43.72 -22.79 -30.02 -3.74 24.73 50.42 77.55
Application of Fund -58.54 -54.54 -49.76 -43.28 -57.66 -48.83 -38.55 -25.94 -11.98 4.07 -8.05 13.35 36.94 57.75 79.99
Annexure 11.6 - Cash Flow Statement
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
182 365 365 365 365 365 365 365 365 365 365 365 365 365 365
2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035
PAT - - -13.00 -12.25 -11.13 -10.01 -8.35 -19.63 -5.80 -4.56 -3.35 -2.08 -0.50 -15.14 2.47
Depreciation - - 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88
Interest - - 9.74 9.33 8.42 7.53 6.64 5.77 4.87 3.99 3.10 2.22 1.33 0.44 -
Change in Working Capital
Cash Flow from Operating Activities - - 1.63 1.96 2.17 2.41 3.17 -8.97 3.95 4.31 4.64 5.02 5.72 -9.81 7.35
Capex -64.82 -162.46 - - - - - - - - - - - - -

Cash Flow from Investing Activities -64.82 -162.46 - - - - - - - - - - - - -
Equity 11.76 29.99 - - - - - - - - - - - - -

Term Loan Raised 27.44 69.98 - - - - - - - - - - - - -
Term Loan Repayed - - - -8.86 -8.86 -8.86 -8.86 -8.86 -8.86 -8.86 -8.86 -8.86 -8.86 -8.86 -
Grant 25.61 62.48 - - - - - - - - - - - - -
Interest Paid - - -9.74 -9.33 -8.42 -7.53 -6.64 -5.77 -4.87 -3.99 -3.10 -2.22 -1.33 -0.44 -
Cash Flow from Financing Activities 64.82 162.46 -9.74 -18.18 -17.27 -16.39 -15.50 -14.63 -13.73 -12.84 -11.96 -11.08 -10.19 -9.30 -
Net Cash Flow - - -8.11 -16.22 -15.10 -13.98 -12.33 -23.60 -9.78 -8.53 -7.32 -6.06 -4.47 -19.11 7.35
Opening Cash Balance - - -8.11 -24.34 -39.44 -53.42 -65.74 -89.34 -99.12 -107.65 -114.98 -121.03 -125.50 -144.62
Closing Cash Balance - - -8.11 -24.34 -39.44 -53.42 -65.74 -89.34 -99.12 -107.65 -114.98 -121.03 -125.50 -144.62 -137.27
16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
365 365 365 365 365 365 365 365 365 365 365 365 365 365 365
2036 2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047 2048 2049 2050
PAT 3.03 4.00 4.78 6.48 -14.39 8.83 10.28 12.61 13.96 16.05 -12.12 21.40 23.58 20.81 22.25
Depreciation 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88
Interest - - - - - - - - - - - - - - -
Cash Flow from Operating Activities 7.91 8.88 9.66 11.37 -9.50 13.72 15.17 17.50 18.84 20.93 -7.24 26.29 28.46 25.69 27.13
Capex - - - - - - - - - - - - - - -
Cash Flow from Investing Activities - - - - - - - - - - - - - - -
Equity - - - - - - - - - - - - - - -
Term Loan Raised - - - - - - - - - - - - - - -
Term Loan Repayed - - - - - - - - - - - - - - -
Grant - - - - - - - - - - - - - - -
Interest Paid - - - - - - - - - - - - - - -
Cash Flow from Financing Activities - - - - - - - - - - - - - - -
Net Cash Flow 7.91 8.88 9.66 11.37 -9.50 13.72 15.17 17.50 18.84 20.93 -7.24 26.29 28.46 25.69 27.13
Opening Cash Balance -137.27 -129.35 -120.47 -110.81 -99.44 -108.94 -95.22 -80.06 -62.56 -43.72 -22.79 -30.02 -3.74 24.73 50.42
Closing Cash Balance -129.35 -120.47 -110.81 -99.44 -108.94 -95.22 -80.06 -62.56 -43.72 -22.79 -30.02 -3.74 24.73 50.42 77.55
Annexure 11.7 - Financial Analysis
31/Mar/2021 31/Mar/2022 31/Mar/2023 31/Mar/2024 31/Mar/2025 31/Mar/2026 31/Mar/2027 31/Mar/2028 31/Mar/2029 31/Mar/2030 31/Mar/2031 31/Mar/2032 31/Mar/2033 31/Mar/2034 31/Mar/2035
INR Crore
182 365 365 365 365 365 365 365 365 365 365 365 365 365 365
2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035
Project Cash Flow -39.21 -99.98 1.63 1.96 2.17 2.41 3.17 -8.97 3.95 4.31 4.64 5.02 5.72 -9.81 7.35
Equity Cash Flow -11.76 -29.99 -8.11 -16.22 -15.10 -13.98 -12.33 -23.60 -9.78 -8.53 -7.32 -6.06 -4.47 -19.11 7.35
DSCR - - 0.17 0.11 0.13 0.15 0.20 -0.61 0.29 0.34 0.39 0.45 0.56 -1.05 -
INR Crore
365 365 365 365 365 365 365 365 365 365 365 365 365 365 365
2036 2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047 2048 2049 2050
Project Cash Flow 7.91 8.88 9.66 11.37 -9.50 13.72 15.17 17.50 18.84 20.93 -7.24 26.29 28.46 25.69 27.13
Equity Cash Flow 7.91 8.88 9.66 11.37 -9.50 13.72 15.17 17.50 18.84 20.93 -7.24 26.29 28.46 25.69 27.13
DSCR - - - - - - - - - - - - - - -
Project IRR 2.8%

Equity IRR 1.3%
Avg DSCR 0.09
Min DSCR -1.05
1 2 3 4 5 6 7 8 9 10 11 12 13 14
365 365 365 365 365 365 365 365 365 365 365 365 365 365
2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036
Revenue 22.45 22.45 22.45 22.45 22.45 22.45 22.45 22.45 22.45 22.45 22.45 22.45 22.45 22.45
EBITDA 21.90 21.87 21.84 21.81 21.78 9.39 21.71 21.67 21.63 21.59 21.55 4.95 21.45 21.40
EBITDA Margin 97.5% 97.4% 97.3% 97.1% 97.0% 41.8% 96.7% 96.5% 96.4% 96.2% 96.0% 22.1% 95.6% 95.3%
Depreciation 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88
Interest 9.74 9.33 8.42 7.53 6.64 5.77 4.87 3.99 3.10 2.22 1.33 0.44 - -
PBT 7.27 7.66 8.54 9.39 10.25 -1.26 11.95 12.80 13.65 14.49 15.33 -0.38 16.57 16.52
Tax - - 0.10 1.04 1.51 - 2.38 2.78 3.16 3.52 3.87 0.04 4.41 4.50
PAT 7.27 7.66 8.44 8.35 8.74 -1.26 9.58 10.02 10.49 10.97 11.47 -0.41 12.16 12.02
PAT Margin 32% 34% 38% 37% 39% -6% 43% 45% 47% 49% 51% -2% 54% 54%
15 16 17 18 19 20 21 22 23 24 25 26 27
365 365 365 365 365 365 365 365 365 365 365 365 365
2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047 2048 2049
Revenue 22.45 22.45 22.45 22.45 22.45 22.45 22.45 22.45 22.45 22.45 22.45 22.45 22.45
EBITDA 21.35 21.30 21.24 -1.00 21.12 21.05 20.98 20.91 20.83 -8.97 20.66 20.57 20.48
EBITDA Margin 95.1% 94.9% 94.6% -4.5% 94.1% 93.8% 93.4% 93.1% 92.8% -40.0% 92.0% 91.6% 91.2%
Depreciation 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88
Interest - - - - - - - - - - - - -
PBT 16.47 16.41 16.36 -5.88 16.23 16.17 16.10 16.02 15.94 -13.86 15.78 15.69 15.60
Tax 4.57 4.64 4.70 - 4.79 4.82 4.85 4.88 4.90 - 4.92 4.93 4.93
PAT 11.90 11.77 11.66 -5.88 11.44 11.34 11.24 11.14 11.05 -13.86 10.86 10.76 10.67
PAT Margin 53% 52% 52% -26% 51% 51% 50% 50% 49% -62% 48% 48% 48%
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
182 365 365 365 365 365 365 365 365 365 365 365 365 365 365
2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035
Share Capital 11.76 41.76 41.76 41.76 41.76 41.76 41.76 41.76 41.76 41.76 41.76 41.76 41.76 41.76 41.76
Reserves - - 7.27 14.93 23.37 31.72 40.46 39.20 48.77 58.80 69.29 80.25 91.72 91.31 103.47
Shareholder's Fund 11.76 41.76 49.02 56.68 65.12 73.48 82.22 80.95 90.53 100.55 111.04 122.01 133.48 133.07 145.23
Loan Fund 27.44 97.43 97.43 88.57 79.71 70.86 62.00 53.14 44.29 35.43 26.57 17.71 8.86 -0.00 -0.00
Source of Fund 39.21 139.18 146.45 145.25 144.84 144.33 144.22 134.09 134.81 135.98 137.61 139.72 142.33 133.07 145.23
Gross Block 39.21 139.18 139.18 139.18 139.18 139.18 139.18 139.18 139.18 139.18 139.18 139.18 139.18 139.18 139.18
Net Block 39.21 139.18 134.30 129.42 124.53 119.65 114.77 109.88 105.00 100.11 95.23 90.35 85.46 80.58 75.70
Cash & Bank - - 12.15 15.84 20.30 24.68 29.45 24.21 29.81 35.86 42.38 49.38 56.87 52.48 69.53
Application of Fund 39.21 139.18 146.45 145.25 144.84 144.33 144.22 134.09 134.81 135.98 137.61 139.72 142.33 133.07 145.23
16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
365 365 365 365 365 365 365 365 365 365 365 365 365 365 365
2036 2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047 2048 2049 2050
Share Capital 41.76 41.76 41.76 41.76 41.76 41.76 41.76 41.76 41.76 41.76 41.76 41.76 41.76 41.76 41.76
Reserves 115.49 127.39 139.17 150.83 144.94 156.39 167.73 178.97 190.11 201.16 187.30 198.16 208.92 219.59 230.16
Loan Fund -0.00 -0.00 -0.00 -0.00 -0.00 -0.00 -0.00 -0.00 -0.00 -0.00 -0.00 -0.00 -0.00 -0.00 -0.00
Source of Fund 157.25 169.15 180.92 192.58 186.70 198.14 209.48 220.72 231.87 242.91 229.06 239.91 250.68 261.34 271.91
Gross Block 139.18 139.18 139.18 139.18 139.18 139.18 139.18 139.18 139.18 139.18 139.18 139.18 139.18 139.18 139.18
Net Block 70.81 65.93 61.05 56.16 51.28 46.39 41.51 36.63 31.74 26.86 21.98 17.09 12.21 7.33 2.44
Cash & Bank 86.44 103.22 119.88 136.42 135.42 151.75 167.97 184.10 200.12 216.05 207.08 222.82 238.47 254.02 269.47
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
182 365 365 365 365 365 365 365 365 365 365 365 365 365 365
2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035
PAT - - 7.27 7.66 8.44 8.35 8.74 -1.26 9.58 10.02 10.49 10.97 11.47 -0.41 12.16
Depreciation - - 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88
Interest - - 9.74 9.33 8.42 7.53 6.64 5.77 4.87 3.99 3.10 2.22 1.33 0.44 -
Cash Flow from Operating Activities - - 21.90 21.87 21.74 20.77 20.27 9.39 19.33 18.89 18.48 18.07 17.68 4.92 17.04
Capex -64.82 -162.46 - - - - - - - - - - - - -

Equity 11.76 29.99 - - - - - - - - - - - - -

Term Loan Raised 27.44 69.98 - - - - - - - - - - - - -
Grant 25.61 62.48 - - - - - - - - - - - - -
Interest Paid - - -9.74 -9.33 -8.42 -7.53 -6.64 -5.77 -4.87 -3.99 -3.10 -2.22 -1.33 -0.44 -
Net Cash Flow - - 12.15 3.69 4.47 4.38 4.76 -5.24 5.60 6.05 6.52 6.99 7.49 -4.38 17.04
Opening Cash Balance - - 12.15 15.84 20.30 24.68 29.45 24.21 29.81 35.86 42.38 49.38 56.87 52.48
Closing Cash Balance - - 12.15 15.84 20.30 24.68 29.45 24.21 29.81 35.86 42.38 49.38 56.87 52.48 69.53
16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
365 365 365 365 365 365 365 365 365 365 365 365 365 365 365
2036 2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047 2048 2049 2050
PAT 12.02 11.90 11.77 11.66 -5.88 11.44 11.34 11.24 11.14 11.05 -13.86 10.86 10.76 10.67 10.57
Depreciation 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88 4.88
Interest - - - - - - - - - - - - - - -
Cash Flow from Operating Activities 16.91 16.78 16.66 16.54 -1.00 16.33 16.22 16.12 16.03 15.93 -8.97 15.74 15.65 15.55 15.45
Capex - - - - - - - - - - - - - - -
Equity - - - - - - - - - - - - - - -
Term Loan Raised - - - - - - - - - - - - - - -
Grant - - - - - - - - - - - - - - -
Interest Paid - - - - - - - - - - - - - - -
Net Cash Flow 16.91 16.78 16.66 16.54 -1.00 16.33 16.22 16.12 16.03 15.93 -8.97 15.74 15.65 15.55 15.45
Opening Cash Balance 69.53 86.44 103.22 119.88 136.42 135.42 151.75 167.97 184.10 200.12 216.05 207.08 222.82 238.47 254.02
Closing Cash Balance 86.44 103.22 119.88 136.42 135.42 151.75 167.97 184.10 200.12 216.05 207.08 222.82 238.47 254.02 269.47
INR Crore
182 365 365 365 365 365 365 365 365 365 365 365 365 365 365
2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035
Project Cash Flow -39.21 -99.98 21.90 21.87 21.74 20.77 20.27 9.39 19.33 18.89 18.48 18.07 17.68 4.92 17.04
Equity Cash Flow -11.76 -29.99 12.15 3.69 4.47 4.38 4.76 -5.24 5.60 6.05 6.52 6.99 7.49 -4.38 17.04
DSCR - - 2.25 1.20 1.26 1.27 1.31 0.64 1.41 1.47 1.54 1.63 1.74 0.53 -
INR Crore
365 365 365 365 365 365 365 365 365 365 365 365 365 365 365
2036 2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047 2048 2049 2050
Project Cash Flow 16.91 16.78 16.66 16.54 -1.00 16.33 16.22 16.12 16.03 15.93 -8.97 15.74 15.65 15.55 15.45
Equity Cash Flow 16.91 16.78 16.66 16.54 -1.00 16.33 16.22 16.12 16.03 15.93 -8.97 15.74 15.65 15.55 15.45
DSCR - - - - - - - - - - - - - - -
Project IRR 11.9%

Equity IRR 15.0%
Avg DSCR 1.35
Min DSCR 0.53
1 2 3 4 5 6 7 8 9 10 11 12 13 14
365 365 365 365 365 365 365 365 365 365 365 365 365 365
2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036
Revenue 35.60 35.60 35.60 35.60 35.60 35.60 35.60 35.60 35.60 35.60 35.60 35.60 35.60 35.60
EBITDA 35.05 35.02 34.99 34.96 34.93 22.54 34.86 34.82 34.78 34.74 34.70 18.10 34.60 34.55
EBITDA Margin 98.4% 98.4% 98.3% 98.2% 98.1% 63.3% 97.9% 97.8% 97.7% 97.6% 97.5% 50.8% 97.2% 97.1%
Depreciation 8.14 8.14 8.14 8.14 8.14 8.14 8.14 8.14 8.14 8.14 8.14 8.14 8.14 8.14
Interest 16.24 15.54 14.03 12.55 11.07 9.62 8.12 6.64 5.17 3.70 2.22 0.74 - -
PBT 10.67 11.34 12.82 14.27 15.71 4.78 18.60 20.04 21.47 22.90 24.34 9.22 26.46 26.42
Tax - - - 0.47 2.17 - 3.63 4.30 4.94 5.55 6.14 2.54 7.06 7.21
PAT 10.67 11.34 12.82 13.80 13.54 4.78 14.97 15.74 16.53 17.35 18.20 6.68 19.40 19.20
PAT Margin 30% 32% 36% 39% 38% 13% 42% 44% 46% 49% 51% 19% 55% 54%
15 16 17 18 19 20 21 22 23 24 25 26 27
365 365 365 365 365 365 365 365 365 365 365 365 365
2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047 2048 2049
Revenue 35.60 35.60 35.60 35.60 35.60 35.60 35.60 35.60 35.60 35.60 35.60 35.60 35.60
EBITDA 34.50 34.45 34.39 12.15 34.27 34.20 34.13 34.06 33.98 4.18 33.81 33.72 33.63
EBITDA Margin 96.9% 96.8% 96.6% 34.1% 96.3% 96.1% 95.9% 95.7% 95.4% 11.7% 95.0% 94.7% 94.5%
Depreciation 8.14 8.14 8.14 8.14 8.14 8.14 8.14 8.14 8.14 8.14 8.14 8.14 8.14
Interest - - - - - - - - - - - - -
PBT 26.36 26.31 26.25 4.01 26.13 26.06 25.99 25.92 25.84 -3.96 25.67 25.58 25.49
Tax 7.35 7.47 7.57 2.08 7.75 7.82 7.88 7.93 7.98 0.53 8.04 8.07 8.09
PAT 19.01 18.84 18.68 1.93 18.38 18.24 18.11 17.98 17.86 -4.50 17.63 17.52 17.40
PAT Margin 53% 53% 52% 5% 52% 51% 51% 51% 50% -13% 50% 49% 49%
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
182 365 365 365 365 365 365 365 365 365 365 365 365 365 365
2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035
Share Capital 19.60 69.59 69.59 69.59 69.59 69.59 69.59 69.59 69.59 69.59 69.59 69.59 69.59 69.59 69.59
Reserves - - 10.67 22.00 34.83 48.62 62.16 66.95 81.92 97.65 114.19 131.54 149.74 156.42 175.83
Loan Fund 45.74 162.38 162.38 147.62 132.86 118.10 103.33 88.57 73.81 59.05 44.29 29.52 14.76 0.00 0.00
Source of Fund 65.34 231.97 242.64 239.21 237.28 236.31 235.09 225.11 225.32 226.29 228.06 230.65 234.09 226.02 245.42
Gross Block 65.34 231.97 231.97 231.97 231.97 231.97 231.97 231.97 231.97 231.97 231.97 231.97 231.97 231.97 231.97
Net Block 65.34 231.97 223.83 215.69 207.55 199.42 191.28 183.14 175.00 166.86 158.72 150.58 142.44 134.30 126.16
Cash & Bank - - 18.81 23.52 29.72 36.90 43.81 41.97 50.32 59.44 69.35 80.07 91.65 91.72 119.26
16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
365 365 365 365 365 365 365 365 365 365 365 365 365 365 365
2036 2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047 2048 2049 2050
Share Capital 69.59 69.59 69.59 69.59 69.59 69.59 69.59 69.59 69.59 69.59 69.59 69.59 69.59 69.59 69.59
Reserves 195.03 214.05 232.89 251.56 253.49 271.87 290.11 308.22 326.20 344.07 339.57 357.20 374.71 392.11 409.41
Loan Fund 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Source of Fund 264.62 283.64 302.48 321.15 323.08 341.46 359.70 377.81 395.79 413.66 409.16 426.79 444.30 461.71 479.00
Gross Block 231.97 231.97 231.97 231.97 231.97 231.97 231.97 231.97 231.97 231.97 231.97 231.97 231.97 231.97 231.97
Net Block 118.02 109.88 101.74 93.60 85.46 77.32 69.18 61.05 52.91 44.77 36.63 28.49 20.35 12.21 4.07
Cash & Bank 146.60 173.76 200.74 227.55 237.62 264.14 290.52 316.77 342.89 368.89 372.53 398.30 423.95 449.50 474.93
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
182 365 365 365 365 365 365 365 365 365 365 365 365 365 365
2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035
PAT - - 10.67 11.34 12.82 13.80 13.54 4.78 14.97 15.74 16.53 17.35 18.20 6.68 19.40
Depreciation - - 8.14 8.14 8.14 8.14 8.14 8.14 8.14 8.14 8.14 8.14 8.14 8.14 8.14
Interest - - 16.24 15.54 14.03 12.55 11.07 9.62 8.12 6.64 5.17 3.70 2.22 0.74 -
Capex -65.34 -166.63 - - - - - - - - - - - - -

Equity 19.60 49.99 - - - - - - - - - - - - -

Term Loan Raised 45.74 116.64 - - - - - - - - - - - - -
Grant - - - - - - - - - - - - - - -
Interest Paid - - -16.24 -15.54 -14.03 -12.55 -11.07 -9.62 -8.12 -6.64 -5.17 -3.70 -2.22 -0.74 -
Net Cash Flow - - 18.81 4.71 6.20 7.17 6.92 -1.84 8.35 9.11 9.91 10.73 11.58 0.06 27.54
Opening Cash Balance - - 18.81 23.52 29.72 36.90 43.81 41.97 50.32 59.44 69.35 80.07 91.65 91.72
Closing Cash Balance - - 18.81 23.52 29.72 36.90 43.81 41.97 50.32 59.44 69.35 80.07 91.65 91.72 119.26
16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
365 365 365 365 365 365 365 365 365 365 365 365 365 365 365
2036 2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047 2048 2049 2050
PAT 19.20 19.01 18.84 18.68 1.93 18.38 18.24 18.11 17.98 17.86 -4.50 17.63 17.52 17.40 17.29
Depreciation 8.14 8.14 8.14 8.14 8.14 8.14 8.14 8.14 8.14 8.14 8.14 8.14 8.14 8.14 8.14
Interest - - - - - - - - - - - - - - -
Cash Flow from Operating Activities 27.34 27.15 26.98 26.82 10.07 26.52 26.38 26.25 26.12 26.00 3.64 25.77 25.65 25.54 25.43
Capex - - - - - - - - - - - - - - -
Equity - - - - - - - - - - - - - - -
Term Loan Raised - - - - - - - - - - - - - - -
Grant - - - - - - - - - - - - - - -
Interest Paid - - - - - - - - - - - - - - -
Net Cash Flow 27.34 27.15 26.98 26.82 10.07 26.52 26.38 26.25 26.12 26.00 3.64 25.77 25.65 25.54 25.43
Opening Cash Balance 119.26 146.60 173.76 200.74 227.55 237.62 264.14 290.52 316.77 342.89 368.89 372.53 398.30 423.95 449.50
INR Crore
182 365 365 365 365 365 365 365 365 365 365 365 365 365 365
2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035
Equity Cash Flow -19.60 -49.99 18.81 4.71 6.20 7.17 6.92 -1.84 8.35 9.11 9.91 10.73 11.58 0.06 27.54
DSCR - - 2.16 1.16 1.22 1.26 1.27 0.92 1.36 1.43 1.50 1.58 1.68 1.00 -
INR Crore
365 365 365 365 365 365 365 365 365 365 365 365 365 365 365
2036 2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047 2048 2049 2050
Project Cash Flow 27.34 27.15 26.98 26.82 10.07 26.52 26.38 26.25 26.12 26.00 3.64 25.77 25.65 25.54 25.43
Equity Cash Flow 27.34 27.15 26.98 26.82 10.07 26.52 26.38 26.25 26.12 26.00 3.64 25.77 25.65 25.54 25.43
DSCR - - - - - - - - - - - - - - -
Project IRR 12.0%

Equity IRR 15.0%
Avg DSCR 1.38
Min DSCR 0.92
1 2 3 4 5 6 7 8 9 10 11 12 13 14
365 365 365 365 365 365 365 365 365 365 365 365 365 365
2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036
Annuity 8.39 8.39 8.39 8.39 8.39 8.39 8.39 8.39 8.39 8.39 8.39 8.39 8.39 8.39
Interest 8.82 8.21 7.60 6.99 6.39 5.78 5.17 4.56 3.95 3.35 2.74 2.13 1.52 0.91
O&M 1.16 1.22 1.28 1.34 1.41 1.48 1.55 1.63 1.71 1.80 1.89 1.98 2.08 2.18
Total Revenue 18.37 17.82 17.27 16.72 16.18 15.65 15.11 14.58 14.05 13.53 13.01 12.50 11.99 11.48
O&M Cost 0.55 0.58 0.61 0.64 0.67 13.06 0.74 0.78 0.82 0.86 0.90 17.50 1.00 1.05
EBITDA 17.81 17.23 16.66 16.08 15.51 2.59 14.37 13.80 13.23 12.67 12.11 (5.00) 10.99 10.44
EBITDA Margin 97.0% 96.7% 96.5% 96.2% 95.8% 16.5% 95.1% 94.6% 94.2% 93.6% 93.1% -40.0% 91.7% 90.9%
Interest 10.07 9.64 8.70 7.78 6.87 5.97 5.04 4.12 3.21 2.30 1.37 0.46 - -
PBT 7.74 7.59 7.96 8.30 8.64 (3.38) 9.33 9.68 10.03 10.38 10.73 (5.46) 10.99 10.44
Tax 1.95 1.91 0.72 1.17 1.58 - 2.31 2.63 2.94 3.22 3.48 - 3.84 3.83
PAT 5.79 5.68 7.24 7.13 7.06 (3.38) 7.02 7.04 7.09 7.16 7.26 (5.46) 7.15 6.61
PAT Margin 31.5% 31.9% 41.9% 42.7% 43.6% -21.6% 46.5% 48.3% 50.5% 52.9% 55.8% -43.7% 59.7% 57.6%
15 16 17 18 19 20 21 22 23 24 25 26 27
01/Apr/2036 01/Apr/2037 01/Oct/2037 01/Oct/2037 01/Oct/2037 01/Oct/2037 01/Oct/2037 01/Oct/2037 01/Oct/2037 01/Oct/2037 01/Oct/2037 01/Oct/2037 01/Oct/2037
INR Crore 31/Mar/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037
365 183 0 0 0 0 0 0 0 0 0 0 0
2037 2038 2038 2038 2038 2038 2038 2038 2038 2038 2038 2038 2038
Annuity 8.39 - - - - - - - - - - - - -
Interest 0.30 - - - - - - - - - - - - -
O&M 2.29 - - - - - - - - - - - - -
Total Revenue 10.99 - - - 0 0 0 0 0 0 0 0 0 0
O&M Cost 1.10 - - - - - - - - - - - - -
EBITDA 9.89 - - - - - - - - - - - - -
EBITDA Margin 90.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%
Interest - - - - 0 0 0 0 0 0 0 0 0 0
PBT 9.89 - - - 0 0 0 0 0 0 0 0 0 0
Tax 3.80 - - - 0 0 0 0 0 0 0 0 0 0
PAT 6.09 - - - 0% 0% 0% 0% 0% 0% 0% 0% 0% 0%
PAT Margin 55.4% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
182 365 365 365 365 365 365 365 365 365 365 365 365 365 365
2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035
Share Capital 12.12 43.16 43.16 43.16 43.16 43.16 43.16 43.16 43.16 43.16 43.16 43.16 43.16 43.16 43.16
Reserves - - 5.79 11.48 18.72 25.85 32.91 29.53 36.55 43.60 50.69 57.85 65.11 59.65 66.80
Term Loan Fund 28.29 100.71 100.71 91.56 82.40 73.25 64.09 54.94 45.78 36.62 27.47 18.31 9.16 - -
Source of Fund 40.41 143.88 149.67 146.20 144.28 142.26 140.17 127.63 125.50 123.39 121.32 119.33 117.43 102.81 109.96
Gross Block 37.96 143.88 143.88 143.88 143.88 143.88 143.88 143.88 143.88 143.88 143.88 143.88 143.88 143.88 143.88
Net Block 37.96 143.88 134.60 125.31 116.03 106.75 97.47 88.18 78.90 69.62 60.34 51.05 41.77 32.49 23.21
Cash & Bank 2.45 0.00 15.07 20.88 28.25 35.51 42.70 39.45 46.60 53.77 60.99 68.27 75.65 70.32 86.76
16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
01/Apr/2035 01/Apr/2036 01/Apr/2037 01/Oct/2037 01/Oct/2037 01/Oct/2037 01/Oct/2037 01/Oct/2037 01/Oct/2037 01/Oct/2037 01/Oct/2037 01/Oct/2037 01/Oct/2037 01/Oct/2037 01/Oct/2037
INR Crore 31/Mar/2036 31/Mar/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037
365 365 183 0 0 0 0 0 0 0 0 0 0 0 0
2036 2037 2038 2038 2038 2038 2038 2038 2038 2038 2038 2038 2038 2038 2038
Share Capital 43.16 43.16 43.16 - - - - - - - - - - - -

Reserves 73.41 79.50 79.50 - - - - - - - - - - - -
Shareholder's Fund 116.58 122.66 122.66 - - - - - - - - - - - -
Term Loan Fund - - - - - - - - - - - - - - -
Source of Fund 116.58 122.66 122.66 - - - - - - - - - - - -
Gross Block 143.88 143.88 143.88 - - - - - - - - - - - -

Accumulated Depreciation 129.95 139.24 139.24 - - - - - - - - - - - -
Net Block 13.92 4.64 4.64 - - - - - - - - - - - -
Cash & Bank 102.65 118.02 118.02 - - - - - - - - - - - -
Application of Fund 116.58 122.66 122.66 - - - - - - - - - - - -

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
182 365 365 365 365 365 365 365 365 365 365 365 365 365 365
2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035
PAT - - 5.79 5.68 7.24 7.13 7.06 (3.38) 7.02 7.04 7.09 7.16 7.26 (5.46) 7.15
Depreciation - - 9.28 9.28 9.28 9.28 9.28 9.28 9.28 9.28 9.28 9.28 9.28 9.28 9.28
Interest - - 10.07 9.64 8.70 7.78 6.87 5.97 5.04 4.12 3.21 2.30 1.37 0.46 -
Capital Expenditure (37.96) (105.92) - - - - - - - - - - - - -

Cash Flow from Investing Activities (37.96) (105.92) - - - - - - - - - - - - -
Equity 12.12 31.04 - - - - - - - - - - - - -

Loan Raised 28.29 72.43 - - - - - - - - - - - - -
Loan Repayed - - - (9.16) (9.16) (9.16) (9.16) (9.16) (9.16) (9.16) (9.16) (9.16) (9.16) (9.16) -
Interest Paid - - (10.07) (9.64) (8.70) (7.78) (6.87) (5.97) (5.04) (4.12) (3.21) (2.30) (1.37) (0.46) -
Cash Flow from Financing Activities 40.41 103.47 (10.07) (18.80) (17.86) (16.94) (16.02) (15.12) (14.19) (13.28) (12.36) (11.45) (10.53) (9.61) -
Net Cash Flow 2.45 (2.45) 15.07 5.81 7.37 7.26 7.19 (3.25) 7.15 7.17 7.22 7.29 7.38 (5.33) 16.44
Opening Cash Balance - 2.45 0.00 15.07 20.88 28.25 35.51 42.70 39.45 46.60 53.77 60.99 68.27 75.65 70.32
16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
INR Crore 31/Mar/2036 31/Mar/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037
365 365 183 0 0 0 0 0 0 0 0 0 0 0 0
2036 2037 2038 2038 2038 2038 2038 2038 2038 2038 2038 2038 2038 2038 2038
PAT 6.61 6.09 - - - - - - - - - - - - -

Depreciation 9.28 9.28 - - - - - - - - - - - - -
Interest - - - - - - - - - - - - - - -
Cash Flow from Operating Activities 15.89 15.37 - - - - - - - - - - - - -
Capital Expenditure - - - - - - - - - - - - - - -
Equity - - - - - - - - - - - - - - -
Loan Raised - - - - - - - - - - - - - - -
Loan Repayed - - - - - - - - - - - - - - -
Interest Paid - - - - - - - - - - - - - - -
Net Cash Flow 15.89 15.37 - - - - - - - - - - - - -
Opening Cash Balance 86.76 102.65 118.02 - - - - - - - - - - - -

Closing Cash Balance 102.65 118.02 118.02 - - - - - - - - - - - -
INR Crore
182 365 365 365 365 365 365 365 365 365 365 365 365 365 365
2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035
Equity Cash Flow -12.12 -31.04 15.07 5.81 7.37 7.26 7.19 -3.25 7.15 7.17 7.22 7.29 7.38 -5.33 16.44
DSCR - - 2.50 1.31 1.41 1.43 1.45 0.78 1.50 1.54 1.58 1.64 1.70 0.45 -
31/Mar/2036 31/Mar/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037 30/Sep/2037
INR Crore
365 365 183 0 0 0 0 0 0 0 0 0 0 0 0
2036 2037 2038 2038 2038 2038 2038 2038 2038 2038 2038 2038 2038 2038 2038
Project Cash Flow 15.89 15.37 - - - - - - - - - - - - -
Equity Cash Flow 15.89 15.37 - - - - - - - - - - - - -
DSCR - - - - - - - - - - - - - - -
Project IRR 11.0%

Equity IRR 15.0%
Avg DSCR 1.48
Min DSCR 0.78

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NATIONAL HIGHWAYS AND INFRASTRUCTURE DEVELOPMENT CORPORTION LIMITED

Voyants Solutions Pvt. Ltd

LIST OF VOLUMES (DETAILEDPROJECT REPORT)

Volume-I - Main Report

0.0 EXECUTIVE SUMMARY

0.1 Project Background

1.1 Project Background

Detailed Project Report Page 1 of 8

1.7 Stages of Submission

2.0 EXISTING CHARACTERISTICS OF THE PROJECT ROAD

3.0 SOCIO ECONOMIC PROFILE

Detailed Project Report Page 2 of 8

4.0 ENGINEERING SURVEYS AND INVESTIGATIONS

5.0 TRAFFIC SURVEY AND ANALYSIS

Detailed Project Report Page 3 of 8

5.2 Road Connectivity

6.0 DEVELOPMENT PROPOSALS

Detailed Project Report Page 4 of 8

6.2.8 Vertical Alignment

7.0 ENVIRONMENTAL SCREENING

Detailed Project Report Page 5 of 8

7.3.3 Project Proponent

8.0 PRELIMINARY SOCIAL IMPACT ASSESSMENT

Detailed Project Report Page 6 of 8

8.4 Existing Right of Way (ROW)

9.0 PRELIMINARY COST ESTIMATES

10.0 ECONOMIC ANALYSIS

11.0 FINANCIAL ANALYSIS

Detailed Project Report Page 7 of 8

11.3 Cost of the Project

12.0 ROAD SAFETY AUDIT

13.0 CONCLUSIONS AND RECOMMENDATIONS

Detailed Project Report Page 8 of 8

0.1 Project Background

0.2 Project Road Description

Detailed Project Report Page 1 of 16

Different road segments are schematically presented in Figure 1.3.

0.3 Existing Characteristics of the Project Road

Detailed Project Report Page 2 of 16

Table 0.2 :SalientFeatures of the Existing Project Road

Detailed Project Report Page 3 of 16

Detailed Project Report Page 4 of 16

Table0.3:Average Daily Traffic on Project Road at Km 62 of NH-29, Km 127 of NH-29 and Km

Table0.4:Projected Total Traffic AADT

Year 2018 2020 2025 2030 2035 2040 2045 2050

Detailed Project Report Page 5 of 16

0.5 Survey and Investigations

0.6 Development Proposals

Detailed Project Report Page 6 of 16

Where Proposed Alignment Overlaps with Existing Roads

Detailed Project Report Page 7 of 16

Sl No. Attributes Geometric Design Standards

Details of Cross Sections are presented in Chapter 6 of this Report.

Detailed Project Report Page 8 of 16

The improvement proposals for the sections are presented below:

Table 0.6 : Summary of Structures

Detailed Project Report Page 9 of 16