Final Alignment Report.

Ministry of Road Transport & Highways
(Government of India)
Consultancy Services for Preparation of Feasibility study and

Detailed Project Report for Construction of 4-laning of Masrakh to
Chakia (Km 86 to Km143 of NH-227A) and Chakia to Bhithamore
(Km 0 to Km 104 of old NH-104 (New NH-227)) section of Ram Janki
Marg in the State of Bihar.
Alignment Option Report

m
Jan. 2024
Submitted By
Theme Engineering Services Pvt. Ltd.

B-24 Gokul Vatika, Jawahar Circle, Jaipur – 302018 (Raj)
Ph - +91 141 2724495-97 Fax +91 141 2724491
Email : theme@themeengineering.com
Website : www.themeengineering.com
ALIGNMENT OPTION STUDY
TABLE OF CONTENTS
Chapter
Title Page No.
No.
1 INTRODUCTION 1-1 to 1-3
1.1 Project Background
1.2 Necessity of The Project
2 MASRAKH TO CHAKIA AND CHAKIA TO BHITHA 2-1 to 2-5

MORE SECTION OF RAM JANKI MARG
2.1 Start Point
2.2 End Point
2.3 Climate
2.4 Terrain
2.5 Land Use
2.6 Existing Carriageway Details
2.7 Existing Geometric of the roads
2.8 Settlements
2.9 Major/Minor Junctions
2.10 Existing Major and Minor Bridges and Culverts
3 INDICATIVE DESIGN STANDARDS, 3-1 to 3-23

METHODOLOGIES AND SPECIFICATIONS
3.1 General
3.2 Geometric Designs
3.3 Design of Embankments
3.4 Pavement Design
3.5 Design of Culverts

3.6 Design Standards for Bridges / Structures
3.8 Miscellaneous Items
3.8 Specifications
4 ALIGNMENT OPTION STUDY 4-1 to 4-29
4.1 General
4.2 Existing Development Plan
4.3 Requirement of Bypasses

LIST OF FIGURES
Figure No. Title Page No.
1.1 Key Map of Project Road 1-2
1.2 Traffic Congestion near Kesariya 1-3
2.1 Start point of Project Road 2-1
2.2 End Point of Project Road 2-1
3.1 Typical Cross Section for 4- Lane Highway 3-22

without Service Road (Concentric Widening)
3.2 Typical Cross Section for 4- Lane Highway 3-22
without Service Road (Eccentric Widening-Left)
3.3 Typical Cross Section for 4- Lane Highway with 3-23
Service Road
4.1 Dumersan Bypass 4-5
4.2 Kesariya Bypass 4-4
4.3 Chakia And Madhuban Bypass 4-8
4.4 Naya Gaon (E) Bypass 4-13
4.5 Sheohar Bypass 4-16
4.6 Parsauni Bypass 4-19
4.7 Bathnaha Bypass 4-22
4.8 Sursand Bypass 4-25
4.9 Existing -35.000 Km (Hanuman Nagar) 4-28
4.10 Existing -65.000 Km (Hari Chhhapra) 4-28
4.11 Full Stretch 4-23

Consultancy Services for Preparation of Feasibility study and Detailed Project
Report for Construction of 4-laning of Masrakh to Chakia (Km 86 to Km143 of`NH- Alignment Option
227A) and Chakia to Bhitha more (Km 0 to Km 104 of old NH-104 (New NH-227)) Report
section of Ram Janki Marg in the State of Bihar.
1. INTRODUCTION
Ministry of Road Transport and Highways (MoRTH), Regional office-Patna, Bihar had
invited tenders from eligible Consultancy firms for “Consultancy Services for
Preparation of Feasibility study and Detailed Project Report for Construction of 4-
laning of Masrakh to Chakia (Km 86 to Km 143 of NH-227A) and Chakia to Bhitha
more (Km 0 to Km 104 of old NH-104 (New NH-227)) section of Ram Janki Marg
in the State of Bihar.”
Subsequent to the tender process, M/s Theme Engineering Services Pvt. Ltd. in
Association with Ishita Info Solutions Pvt. Ltd has been appointed as technical
consultants for preparation of feasibility / Detail project report for this work.
The “Letter of Commencement” for the Consultancy service was issued vide letter no.
RW/NH-227A/BR/2023-24/79/PIU Sheohar/79 dated 26.07.2023.
1.1. PROJECT BACKGROUND
The project road starts near Ch. 89.000 of NH-227A at Khishunpura near Masrakh in
Saran Dist., & ends at Bitthamore near India- Nepal International Boarder on NH-227
Km-103.000, In Sitamarhi Dist. of Bihar. This Alignment is passing over three major and
many minor rivers cum nalla therefore major river are as mentioned-
• Gandak River
• Bhri Gandak River
• Bhagmati River
Several village & small towns are getting affected beneficially, this area is a low line area
and flood affect this area every year as per the local inquiry made the project road
connects district- Saran, Gopalganj, East Champaran, Sheohar & Sitamarhi of Bihar State
of India with Patna Capital of Bihar and other state though the National Highway NH-
227A- NH-227. The entire project road section passes through Plain & Rolling terrain.
As per TOR, the main objective of the consultancy service is to establish the technical,
economical, and financial viability of the project and prepare detailed project reports for
construction of Service Road including Junction Improvement/Solar Blinkers/Highway
Lighting from Ch. 90+000 of NH-227-A at Khishunpura near Masrakh in Saran Dist., &
Theme Engineering Services Pvt. Ltd. Page 1-1

Ends at Bitthamore near India- Nepal International Boarder on NH-227 Km-103.000 in

Sitamarhi Dist. of Bihar.
Sr. No. District Length

1 Saran 13+800
2 Gopalganj 11+950
3 East Champaran 53+550
4 Sheohar 21+910
5 Sitamarhi 52+000
Key Map and location Map of the project section is presented in Fig. 1.1.
Fig. No. 1.1 Key Map of Project Road

1.2. NECESSITY OF THE PROJECT
National Highway form Km 86 to Km 143 of NH-227A & (km 0 to Km 104 of old NH

104 (New NH-227) is a National Highway in India. It runs along the states of NH-227A
traverses the states of Bihar and Uttar Pradesh in India and NH-227 starts form chakia
and ends at Naharia in Bihar.
Built-up areas often have a higher population density, with more people living and
working in a limited space. This concentration of individuals leads to more vehicles on
the roads, resulting in traffic congestion. Commercial areas attract a significant number
of people due to offices, shops, and entertainment venues. These areas tend to have a
high volume of commuters and customers, which adds to the traffic congestion during
peak hours.
Fig. 1.2. Traffic Congestion near Kesariya
Road expansion, constructing additional lanes/Service lanes, and improvement of

junctions can help alleviate congestion in built-up areas.
After study of the project alignment, Various options for Junction improvements/Service
Road have been identified which are being examined & discussed with MORTH officials
and a detailed comparison submitted in this report.

Masrakh to Chakia (Km 86 to Km 143 of NH227A) and Chakia to Bhitha more (Km
0 to Km 104 of old NH-104 (New NH-227)) section of Ram Janki Marg in the State
of Bihar
2.1. Start Point

The Project Road Starts at Start point – Masrakh, Saran near Kms- 89.650 on NH-227-
A, Bihar. (Lat – 26.121135°, Lon- 87.803168°).
Fig. No. 2.1 Start point of Project Road

2.2. End Point

• The Project Road ends at End point –Biatthamore, Sitamarhi near Km-103.000 on
NH-227, Bihar. (Lat -26.627566°, Lon- 85.771100°).
Fig. No. 2.2 End Point of Project Road
2.3. Climate
Bihar experiences a subtropical climate with distinct seasons. The state's climate is
characterized by hot summers, a monsoon season, and relatively mild winters. During
the summer months from April to June, Bihar witnesses scorching temperatures, often
exceeding 40°C (104°F) in many parts of the state. This period can be uncomfortable and
dry, with heatwaves being a common occurrence.
The monsoon season, lasting from June to September, brings relief from the intense heat
as the region receives substantial rainfall. The state's agriculture greatly depends on this
monsoon precipitation for its crop yield. However, Bihar is prone to flooding during
heavy rains, which can cause significant damage to infrastructure and agriculture.
Winter in Bihar spans from November to February and is characterized by relatively

cooler temperatures. While winters are milder compared to northern states, they can still
get quite chilly, especially during the evenings and early mornings. This season is
generally considered pleasant and suitable for outdoor activities.

In summary, Bihar's climate features hot and arid summers, a crucial monsoon season,
and milder winters. The monsoon plays a pivotal role in the state's agriculture and overall
ecosystem, but it can also bring challenges like flooding.
2.4. Terrain
The entire project road section passes through both Plain & Rolling terrain. The
geometrics of road need to be improved as per NH standards (as per manual of
specifications for 4- Laning IRC SP 84. The Road section from passes through protected
forest area as well as passing through some habituated areas/ town, for which an
alternative greenfield route is required. The feasibility of such alternative marked on
Google earth maps as per site and accordingly necessary proposal shall be projected.
2.5. Land Use
The land classification along the existing project road section is mostly i.e., 80-90%
Agricultural land in the Plain & Rolling section. Also, the 20-10 % length of project road
section falls in built-up, residential/ commercial areas. around 10-05% section of road is
religious\heritage site like Shanti Stup as Shown Below, and around 5% land is in the
low line area submerged into water. Shanti stup is having the area where the department
is continuing collection evidences related to historical monument is around 3.5 km. on
right side or the existing alignment whereas on the left side of the alignment the boundary
starches about 300m. special permission is to be taken for site activity.
2.6. Hydrology Data-
Bihar’s topography is marked by a number of perennial and non-perennial rivers of

which, those originating from Nepal are known to carry high sediment loads that are then
deposited on the plains of Bihar. A majority of the rainfall in this region is concentrated
in the 3 months of monsoon during which the flow of rivers increases up to 50 times
causing floods in Bihar. 68800 sq km out of a total area of 94160 sq km, an estimated
73% per cent of the total land area in Bihar is vulnerable to flood. Annual flooding in
Bihar accounts for about 30-40% of the flood damages in India; 22.1% of the total flood
affected population in India is reported to be located within the state of Bihar. 28 districts
of Bihar fall under most flood prone and flood prone districts.

Due to its geographical and topographical location, Bihar is prone to floods, droughts,
fire and earthquakes. According to seismic zoning, some parts of the state are in Zone-
IV & Zone-V, which can cause devastation as faced in the Bihar-Nepal earthquake of
1934. Recent major disasters include the Kosi Floods of 2008. Bihar has been taking
active steps to improve disaster management planning and has established significant
institutional systems and taken legislative steps in this regard in recent years.
Due to uncontrolled flow of river from Nepal, rivers are overflow and affected the area
During the survey, local inquires water-logging have been observed at many locations on
the project road. But overtopping has been observed at only few following locations. On
most of the sections the overtopping has been observed because of submerge bridges,
overtopping has been observed because of low embankment height. Due to flood some
structure washed out. The details of overtopped /submerged areas sections have been
presented in table below.
Fig- IRS satellite image showing Fig- IRS satellite image showing the
the pre-flood situation in Bihar flood situation in Bihar (2008)

Table 2.4 Details of Overtopped/Submerged Area
Road Existing Village

Section Chainage/Km Name
S.No. Length Remark
From
To Ch.
Ch.
1 NH-227A 108+060 113+700 5640 Shitalpur Road Flush &
to Submerged area Due
Sattarghat to Gandak river flood.
The new approach
road in Mashrakh side
including structure had
washout in 16th June
2020.
2 NH-227A 122+000 124+850 2850 Kesariya to Water logged area
Rajpur
Kothi
3 NH-227A 134+100 136+100 2000 Brindavan Water logged area
NH-227 Chakia to
Water logged area due
4 2+000 2+850 1850 Maripur
to Burhi Gandak River
Mal
NH-227 Maripur Alignment crossing at
2+850 5+850 3000 Mal to river bund of Hardiya
Ballo Chak River
NH-227 Madhuban Water logged area due
5 20+750 22+200 1450
to Small River
6 NH-227 40+200 40+800 600 Sheohar to Water logged area
Rasidpur
7 NH-227 41+800 42+500 700 Kamrouli Water logged area
8 NH-227 45+000 47+200 2200 Dekuli to Water logged area due
Dhankoul to Baghmati River

Road Existing Village

Section Chainage/Km Name
S.No. Length Remark
From
To Ch.
Ch.
9 NH-227 48+200 48+600 400 Dhankoul Water logged area due
to Manusmara/Triveni
River
10 NH-227 51+500 52+500 1000 Parsouni to Water logged area
Dhodhni
11 NH-227 55+100 55+400 300 Pamra Water logged area
(Existing Bypass)
12 NH-227 55+700 56+200 500 Bhawanpur Water logged area
(Existing Bypass)
13 NH-227 63+000 64+000 1000 Hari Water logged area due
Chhapra to Lakhandei river
(NH-22)
14 NH-227 77+000 77+400 400 Tandaspur Water logged area
15 NH-227 80+200 80+600 400 Bathnaha Water logged area
(Rampur)
16 NH-227 82+000 82+400 400 Bathnaha Water logged area
17 NH-227 83+500 86+000 2500 Bathnaha Water logged area due
to Kumma to Adhwara group
river
18 NH-227 88+300 88+600 300 Suithara Water logged area
19 NH-227 98+600 101+200 2600 Sursand to Water logged area
Gopalpur
2.7. Existing carriageway details

The existing road is mainly Two lane Earthen\Paved Shoulder & Rigid carriageway with
width varying from 7-12 m in entire stretch. It traverses through plain terrain mainly and
Bihar covers a total area of 94,163 km2 (36,357 sq mi), with an average elevation above
sea level of 173 feet (53 m). It is land locked by Nepal in the north, Jharkhand in the
south West Bengal in the east and Uttar Pradesh to the west. The surface of the

carriageway & shoulder is bituminous width of 1.5 m on both the sides and 2m for
Earthen and Rigid Shoulder of the project highway. The roadside drainage network on
the existing road section is adequate.
2.8. Existing Geometric of the road

The entire project road section passes through plain terrain. The existing geometrics of
the road have good geometry and passing through dense/thickly populated settlement
area of as listed below Table 2.1 List, so Bypasses have been proposed at these locations
&. Alignment options of the proposed improvement were submitted in Google Maps, and
the final option has been incorporated in the proposed final alignment. Improvement as
per NH standards is required, as per TOR ‘Service Road where ever required will be
proposed. Service / Slip Road and grade separators have been proposed at these locations
to segregate the through and local traffic. The manual of specifications to be followed is
IRC SP 87 2013 & IRC SP 87 2019.
2.9. Settlements
The Project Road Starts from Km 89+000 of NH-227A near Masrakh and ends at Km
103+000 near Bitthadamode India-Nepal Boarder. The existing road is passing through
different villages and towns.
The important villages falling at different locations on the alignment are given in Table
below.
Table 2.1 Villages on the alignment
S.no Bypass Name Chainage NH
1 Dumarsan Bypass 94+600 NH-227A
2 Kesariya Bypass 121+600 NH-227A
Chakia & Madhuban

3 140+00/01+000 NH-227A/NH-227
Bypass
Naya Gaon (E) & Sheohar 31+000 &
4 NH-227
Bypass 39+000
5 Baithana/Kumma Byass 85+000 NH-227
6 Sursand Bypass 98+000 NH-227

2.10. Major/Minor Junctions
There are 25 major junctions as mentioned below.
Table 2.2 Major Junctions
S. No. Chainage Road Type Side Name of Junction
1 96+910 SH-90 X BHS Dumarsan Golumber
2 101+650 MDR Y RHS Lakhanpur Junction
3 103+000 MDR T LHS Hamidpur Junction
4 118+000 SH-74 T RHS Kesariya Junction
5 121+220 NH-227A Y LHS Thana Chowk Junction
6 139+500 Town Road X BHS Chakiya Circle
7 01+150 NH-27 T LHS Chakiya Bus Stand Junction
8 01+600 NH-27 T LHS Madhuban Mode Junction
9 20+180 MDR T LHS Minapur -Madhuban Junction
10 22+670 Town Road Y LHS Krishna Nagar Chowk Junction
11 23+445 MDR T RHS Kadam Chowk Junction
12 37+000 MDR T RHS Fatehpur Junction
13 39+120 MDR T LHS Babhantol Junction
14 39+630 SH-54 T LHS Sheohar Junction
15 40+165 MDR T RHS Sheohar -Minapur Junction
16 55+400 NH-48 Y LHS Sitamahri Bypass Junction
17 63+810 MDR Y LHS Patna- Sitamarhi Road Junction
Lagma Junction (NH-227 to

18 65+350 NH-227 Y RHS
NH-22)
19 54+460 SH-52 X BHS Kantaa Chowk Junction
20 57+130 NH-22 Y LHS Dostpur Khadauli Junction

S. No. Chainage Road Type Side Name of Junction
21 86+510 MDR Y RHS Kumma Mangla Bajar Junction
Pandit Pahari Parwah marg

22 86+675 NH-227 Y LHS
Junction
23 91+333 MDR T LHS Radhaur More Junction
24 97+110 MDR X BHS Sursand Junction

Maliwara-Bhithamoer Road
25 102+160 Boarder Road T LHS
Junction
2.11. Existing Major and Minor Bridges and Culverts
The number of major bridges across rivers and Nalla (span exceeding 60 m), minor
bridges (span between 6 m to 60 m) and culverts and causeway existing on the project
stretch is given table below:
Table no. 2.3 Existing Structures on the project road
Sr. No. Type No.

1 Major Bridges 12
2 Minor Bridges 47
3 Pipe/Box/Slab Culverts 160
5 VUP 01
6 ROB 03
7 LC 02
8 Causeway 01

Consultancy Services for Preparation of Feasibility study and Detailed
Project Report for Construction of 4-laning of Masrakh to Chakia (Km` 86 Alignment Option
to Km143 of NH-227A) and Chakia to Bhitha more (Km 0 to Km 104 of old Report
NH-104 (New NH-227)) section of Ram Janki Marg in the State of Bihar.
3.1. General
The Design Standards and Specifications for the study are based on Latest IRC publications,
MORT&H standards / specifications and International Standards.
Following items are dealt under this Chapter:
1. Geometric Designs
2. Embankment Design
3. Pavement Design
4. Design of Culverts
5. Bridges & Structures
6. Miscellaneous items
3.2. Geometric Designs
3.2.1. General:
The design of the road geometry for this project is proposed to be based on the following
general principles, which form the basis of all good highway design.
 A uniform application of design standards for any area is essential from the view point
of road safety and the smooth flow of traffic. The selection of optimum design
standards reduces the possibility of accidents.
 Faulty geometric standards, after construction, are difficult to rectify frequently at a
latter date and they are always costly. As such, both horizontal and vertical geometry
would be accorded due importance at the initial design stage itself and selected
standards shall not be compromised without the most careful deliberation.
 The design shall thus be consistent within any area and the standards proposed for the
different elements should be compatible with one another. It is sometimes necessary
to reduce the selected design speed for economic and site constraints reasons but any
abrupt changes in the design speed shall be avoided.
 The selected design shall minimize the total transportation cost, including initial
construction costs, costs for the maintenance of the facility and the costs born by the
road users.
 Safety shall form an integral part of the design elements.

 “Ruling” standards would be followed as a matter of routine. “Minimum” standards

would be followed only where serious restrictions are imposed by technical or
economic considerations.
The detailed design of geometric elements will cover following major aspects:
 Horizontal alignment
 Longitudinal profile
 Cross-sectional elements
 Junction, intersection and interchanges
 Bypasses
 Service road
Design of all above geometric elements shall be carried out keeping the design standards
as laid down for various types of roads with type of terrain.
3.2.2. Design Controls
Terrain Classification
The geometric design of a highway is significantly influenced by the terrain conditions.
Economy dictates a sensible choice of different standards for different types of terrain, but
the previously stated principles are in general to be followed.
The project road lies in plain terrain. The geometric standards relevant to plain terrain as
contained in IRC: SP: 84-2019 For four lanes, would therefore be adopted for the
development of the project as detailed below:
Geometric Design Standards for National Highway in Plain & Hill Terrain
Design Speed
Design Speed
Nature of terrain Cross slope of the ground (km/hr)
Ruling Minimum
Plain and rolling up to 25 percent 100 80
Mountainous and Steep More than 25 percent 60 40
 Lane width of project highway shall be 3.5m

Width of Median
Minimum width of median (m)
Mountainous and
Type of section Plain and Rolling terrain
Steep
Raised Depressed median Raised
Open country with isolated
5 7 2.5
built-up area
Built-up area 2.5 NA 2.5
Approach to grade separated
5 NA 2.5
structure
Width of shoulder in Plain and Rolling terrain

Width of Shoulder
Type of section
Paved Earthen
Open country with isolated built-up area 2.5 1.5
Built-up area 2.5 -
Approach to grade separated structure 2.5 -
Approach to bridge 2.5 1.5
Width of shoulder in mountainous and Steep terrain

Width of Shoulder
Type of section
Paved Earthen
Open country with isolated Hill Side 1.5 -

built-up area Valley Side 1.5 1
0.25+1.5
Built up area and approaches Hill Side -
(Raised)
to grade separated structures/
bridges 0.25+1.5
Valley Side -
(Raised)
 Roadway width depend upon the width of carriageway, shoulders and the median

Extra width of Pavement and Roadway in each carriageway

Radius of curve (m) Extra Width (m)
75-100 0.9
101-300 0.6
Radii of Horizontal Curves

Desirable Minimum Absolute Minimum Radius
Nature of terrain
Radius (m) (m)
Plain and rolling 400 250
Mountainous and
150 75
Steep
Safe Sight Distance

Design Speed Safe Stopping Sight Distance Desirable Minimum
(km/hr) (m) Sight Distance (m)
100 180 360
80 130 260
60 90 180
40 45 90
Gradients
Nature of terrain Ruling Gradient Limiting Gradient
Plain and rolling 2.50% 3.30%
Mountainous 5.00% 6.00%
Steep 6.00% 7.00%
3.2.3. Horizontal Alignment
Uniformity of design standards is one of the essential requirements of any road alignment.
In any given section, there must be consistent application of design criteria to avoid creation
of unexpected situations for the drivers. As a general rule, the horizontal alignment should
be fluent and blend well with the surrounding topography.

The horizontal curves for this project will be designed in accordance with the requirements
stipulated in IRC: 73-1980. Sharp and reverse curves should be avoided. To avoid distortion
in appearance, the horizontal alignment should be co-ordinated carefully with the
longitudinal profile.
The spiral transitions to be ensured that vehicles progress smoothly from the straight to the
circular curve or between curves of different bend or radius. The transition curves also
facilitate the gradual application of super-elevation and any widening of the carriageway,
which may be required for the horizontal curves. The radii of the circular curves will be
calculated from the following formula:
V2
R=
127 (e + f)
Where:
V =design speed (km/hr) e = super elevation ratio (meter/meter)
f = coefficient of side friction between vehicle types and the pavement
R = radius (meters)
The ruling radius corresponding to the ruling design speed of 100 Km/hr is therefore 360m.
For new alignment the largest practicable radius in excess of 360 m. will generally be
provided. Radii less than 360 m based on minimum design speeds will only be considered
if economic considerations or the site conditions so dictate.
In the case of existing road alignment, curves having radii corresponding to the ruling
minimum standard of 360 m, or greater, will not be improved unless it is necessary to realign
the road for some other reason.
The super elevation to be applied on the horizontal curves will be calculated from the
following formula:
V2
e =
225R

Where:
e = super elevation (meter/meter)
V = speed (km/hr)
R = radius (meters)
The super elevation applied to the curves will however be limited to a maximum of 7%, the
value calculated from the above- mentioned formula notwithstanding, the super elevation to
be applied will not in any case be less than the standard cross fall of 2.5%.
The minimum length of the transition curve will be determined from the following two
considerations, the larger of the two values being adopted for design:
0.0215V3
a) Ls =
CR
Where Ls = length of transition in meters, V = design speed in km/hr
R = radius of circular curve in meters
80 (Subject to a maximum of 0.8 and minimum of 0.5)

C =
75+V
b) The super elevation run –off rate will be 1 in 150 and the formula for the minimum
length of transition on this basis is:
2.7 V2
Ls = (For Plain & rolling terrain)
R
For the ruling design speed of 100 Km/hr, no transitions will be provided if the radius of the
circular arc exceeds 2,000 m.
Vehicle safety and comfort is improved if carriageway widening is applied on sharp

horizontal curves. For two lane roads no widening is required if the radius of curve exceeds
300 m. However, should smaller radii prove unavoidable; widening will be provided in
accordance with the criteria stipulated in IRC: 73-1980.

3.2.4. Vertical Alignment
Parabolic vertical curves will be provided at all grade change for satisfactory appearance.
The minimum length should be 60 m for design speed of 100 km ph. In maximum grade
change of 0.5% vertical curve is not required.
The following parameters will be adopted for gradients:

Ruling gradient - 2.5%
Limiting gradient - 3.3%
In special situation such as isolated over- bridges or sections of the road carrying a large
volume of slow-moving traffic, flat gradient of 2% shall be adopted & limiting gradient shall
only be provided where the topography of a place compels this course or where the adoption
of gentle gradient would add a enormous cost.
Summit curves shall be designed for safe stopping sight distance. Overtaking sight distance
shall also be considered in design as it is a Four lane section. Valley curves will be designed
for headlight beam distance. The value of the safe stopping sight distance /headlight sight
distance for the ruling design speed of 100 Km/hr will be 180 m.
The length of the summit curves will be calculated from the following formula:
NS2
L>S, L=
4.4
2S - 4.4
L<S , L=
N
Where L = length of the parabolic vertical curve (m),
S = required sight distance (m)
N = algebraic difference between the two grades (Deviation angle).

The length of valley curves will be calculated as follows:
L>S , NS2
L=
1.50+0.035S
L <S , 1.50+0.35S
L = 2S -
N
3.2.5. Geometric/cross Sectional Elements:
Geometric/Cross-sectional elements such as Carriageway width, median width, paved

shoulders, earthen/gravel shoulders, Service Road, utility corridor, road side drain etc. shall
be followed as per IRC: SP: 84-2019 for four lane road in open & built-up sections.
3.2.6. Intersections
The efficiency, safety, speed, cost of operation and capacity of all highways is influenced
by the design of the intersections. Each intersection involves through or cross traffic
movements on one or more of the roads concerned and turning movements between these
roads may also be involved. These movements may be handled by various means depending
on the type of intersections. However, looking to the traffic Survey data, at-grade junctions
shall require to be developed.
The philosophy which will be adopted for the intersection designs is intended to reduce the
severity of potential conflicts between cars, buses, trucks, bicycles and pedestrians while
facilitating the convenience, ease and comfort of the road users traversing the intersections.
The designs will therefore be fitted to the natural transitional paths and operating
characteristics of the users.
 At – Grade Intersections
 General
At-grade intersections will be designed as per IRC: 41-1997 including other design criteria
given here under, MORT&H – Type Designs for intersection of National Highways 1992
may also be referred.

The following factors will be considered in the design of at-grade intersections:
 Human factors i.e. Driving habits, ability to make decisions, driver expectancy,
decision and reaction time, conformance to natural paths of movement, pedestrian use
and habits, bicycle use and habits.
 Traffic considerations i.e. Design and actual capacities, design hour turning
movements, size and operating characteristics of vehicle, variety of movements
(diverging, merging, weaving and crossing), vehicle speeds, transit involvement,
accident statistics, bicycle movements.
 Physical elements i.e. Character and use of abutting property, vertical alignments, sight
distance, angle of the intersection, conflict area, speed change lanes, geometric
features, traffic control devices, lighting, safety features, bicycle traffic, environmental
factors.
 Economic factors i.e. cost of improvements, effects of controlling or limiting rights-
of-way on abutting residential or commercial properties where canalization restricts or
prohibits vehicular movements, Energy consumption.
 Design Traffic
The growth rate of traffic volume in terms of ADT and PCUs will be at five years intervals
for total period of 20 years for new pavement and for strengthening of existing pavement,
the overlay thicknesses shall be designed for 20 years projected traffic taking into
consideration the capacity augmentation of the project road. Rigid Pavement should be
designed for a min. period of 30 years. The stage instruction shall not be permitted.
 Design Vehicle
The designs will be suitable for unit trucks/ bus chassis and for articulated / semi-
articulated vehicles with wheel base up to 12m.The design speed for auxiliary lanes will
be 60% of the ruling design speed for the highway in open areas. The turning speed for
right angle turns will however be restricted to 20 km / hr and to a maximum of 30 km/hr
for left turns.
 Turning Radius

A minimum turning radius of 15m will be adopted for right turns to permit a turning speed
of 20 km /hr. Maximum radius for left turns will be 30 m which will permit a turning speed
of 30 km/hr. For village and other lower category Roads including any permitted access
connections to adjacent properties, a turning radius of 15 m will be adopted.
 Width and Number of Lanes

The number of lanes is governed by peak hour traffic volume in each direction of travel.
The provisions stipulated in IRC: 64-1990 (Tentative guidelines on Capacity of ‘Roads in
Rural Areas’) and the relevant circulars Issued by MORTH will be observed when
determining the number of lanes.
 Auxiliary Lanes
Right turn storage lanes, acceleration lanes will be provided. Lane Length will be based
on the estimated volume of traffic entering or leaving the main road and on the travel
speeds for the main road and side. The length of storage lanes will be 130 m (including
50m taper).
Acceleration lanes will be provided when the merging traffic from the side road exceeds
400 PCUs / hour. The maximum length of acceleration lane will be 330m (including 80m
taper), which is suitable for a 30 km/hr entrance curve speed and a 75 km/hr main highway
speed.
Deceleration lanes will be provided when turning traffic exceeds 300 PCUs / hour. The
maximum length of deceleration lane will be 150m (including 80 m taper), this being
suitable for a main highway speed of 85km/hr and a turning curve speed of 30 km / hr.
 Directional Islands
The requirements for directional islands will depend on the volume of turning traffic and
the importance of the side road. The minimum size of island will be 4.5m2. The island will
be offset from the normal vehicle path by 0.3 m to 0.6m. Where island is provided, the
paved area will be reduced by the use of compound curves.
 Road marking and signs

Road signs will comply with the provisions stipulated in IRC: 67-2012 and the road
markings provided will satisfy the requirements of IRC: 35-2015. Signalization will be
considered when it warrants as per IRC: 93-1985. To guide the traffic, reflectors in the
form of cat’s eyes, delineators etc. shall be provided in addition to road markings.
 Typical Design Layouts

Typical design layouts to suit a variety of minor / main road configurations, Road widths
and traffic flows would be evolved for use on the National Highway system. Typical
designs for the following configurations will be designed.
 Cross - Road Junction

High speed crossing movements are prevented by limiting the crossing speed and by
requiring the minor road traffic to give way, the major road traffic being permitted to
proceed through the intersection unimpeded. Choice of intersection type depends on the
particular site, the traffic pattern and volumes, the area available for improvement of the
topography, pedestrian movement and the development ultimately planned for the road.
 T and Y – Junctions
Preference will normally be assigned to the through road traffic and traffic on the side road
must give way. The angle of intersection will be kept as 90 degrees wherever possible, but
angles up to 60 degrees are permissible. If the angle of intersection is very acute, traffic
priority can be confusing, driver’s visibility can be restricted and undesirable high-speed
turning is possible. Where these conditions are likely to be encountered, the alignment of
the side road would usually be revised to obtain an intersection angle of 60 to 90 degrees.
Laning and other junction details will be determined from the traffic volumes and the
importance of the side road.
 Rotary Junction
Rotary junctions are appropriate where proportion of right turning traffic is high and the
total traffic volume is beyond the capacity of an un-signalized intersection, and where self
regulated traffic flow and low speed operation are desirable.
3.2.7. Bypasses

The established design philosophy for bypass can be summarized as under:

The carriageway for bypasses shall be placed eccentrically with respect to ROW to facilitate
proper widening to six lanes in future.
The bypass should preferably be access controlled.
The bypass should not become any other town road/street.
The bypass should provide uninterrupted traffic flow.
The bypass should discourage ribbon development.
The bypass should discourage its use for entry by traffic to the town.
With the philosophy in view bypass would be designed with properly designed junctions.
3.2.8. Service Roads

Wherever the alignment passes through the habited / populated area and bypass is not
economically feasible, the local traffic shall be segregated from the through traffic by
providing suitably designed Service roads. The minimum carriage way width for Service
roads shall be kept 7.5 m. The crust composition of Service roads shall not be lower than
that specified in IRC: 37-2012 for 5 MSA design traffic.
3.3. Design Of Embankments
3.3.1. General
The embankment designs shall include maximum utilization of locally available materials.
Use of fly ash shall be economically made as per the availability within 300 km radius from
nearest Thermal Power station. Effort shall be made to balance the cuttings with fillings and
maximum use of excavated soil obtained from widening of pavement in embankment
widening wherever required.
3.3.2. Design Requirements
Following design principles and requirements as under IRC: SP: 84-2019 for four lane
shall be met with while designing the embankment and sub-grade.
 Since the Project Road area is not flood affected, wherever the existing sub-grade level
is 0.6 m above the G.L., the existing embankment height shall be retained.
 For new road, bottom of sub-grade shall be kept 1.0 m above the HFL / Level of water
table if the road has been overtopped in the past.

 Portions forming approaches to the structures shall provide smooth vertical profile.
 Deficiencies in existing vertical profile shall be corrected.
 Construction of embankment, sub-grade and earthen shoulders shall conform to the
requirements of clause 305 of MORT&H specifications.
 Borrow area shall not be located within right of way or along the road.
 The side slopes of embankment shall not be steeper than 2H:1 V unless soil is retained
by suitable soil retaining structures and shall be suitably protected against erosion.
 The type of retaining structures shall be aesthetically pleasing and compatible with the
adjoining structures.
 High embankments (>6 m) in all soils shall be designed from stability considerations
in accordance to IRC : 75-2015.
3.4. Pavement Design
3.4.1.1. General
(a) Design of New pavements:

These design standards will apply to new pavements for additional carriageways, bypasses
and realignment sections, if any and also for overlays over existing pavements.
The flexible pavement for the project road will be designed as per IRC:37-2012, according
to which pavement design shall be designed for a minimum design period of 15 years.
Based on the forecasts of traffic volume and the Vehicle Damage Factors (VDF) of various
types of commercial vehicles, Cumulative Standard Axles (CSA) to which the pavement
will be subjected during the period of design life will be computed for the traffic
homogeneous sections.
IRC: 37-2012 guidelines will be primarily used for the design of flexible pavement,
AASHTO approach will also be studied for designing the periodic strengthening
requirement of the pavement.
(b) Design of Flexible Overlays

Flexible overlays would be designed for the different homogeneous sections of the existing
pavements. Design traffic in terms of MSA for overlay design shall be 15 years projected
traffic taking into consideration the capacity augmentation of road.

The detailed analysis of the FWD test results will be given. Crust details of the existing
pavement for each homogeneous section of the project road will be obtained from
inspection of test pits. The structural number of the existing pavement would be estimated
using the layer and drainage coefficients.
IRC: 81 – 1997 guidelines for strengthening of flexible pavements will be primarily used
for the design of overlays, AASHTO approach would be followed for designing the
periodic strengthening requirement of the pavement.
Form road inventory details it is observed that in certain sections of project road, the height
of existing pavement from ground is quite less. The improvement/strengthening of the
existing pavement is proposed as under:
(a) For the road sections where the existing pavement height is < 60cms from G-L, the
existing bituminous layer shall be removed/scarified and GSB/WMM layer shall be
provided with DBM & BC as per design for new pavement.
(b) Where the height of existing road level is more than 60cms, B.M. layer shall be
provided over existing pavement as profile corrective course and DBM+BC as per design
based on FWD test.
(c) Paved Shoulders

Paved Shoulders shall be integral part of the pavement hence designed as new pavement.
3.4.2. Sub-grade
The sub-grade whether cut or fill shall meet the following requirements:
 The material used for sub-grade construction shall have dry density of not less than
17.5 KN/cum.
 The thickness of sub-grade shall not be less than 500 mm.
 The sub-grade shall be compacted to at least 97% of the maximum dry density.
 The soaked CBR value of remolded sub-grade soil samples at the specified dry density
and moisture content shall not be less than 8% (average of at least 35 specimens)
3.4.3. Pavement Components & Materials

 Sub-base: The sub-base shall be of granular sub-base (GSB) conforming to clause 401
of MORT&H specifications with minimum soaked CBR value of 30%
 Base course: The base course shall be Wet Mix Macadam (WMM) conforming to
IRC: 109-2015
 Bituminous Layers: The thickness of bituminous layers (BM, DBM, BC) shall be
designed in accordance to provisions made in IRC: 37-2012 for design of new
pavements & IRC: 81-1997 for strengthening of existing pavement. The thickness of
bituminous overlay for pavement strengthening shall not be less than 50 mm.
For design of bituminous layers, use of refusal density criterion shall be adopted.
Depending upon the climatic conditions of the project road (hot and arid) modified
bitumen shall be used for wearing course (BC) and VG-30/VG- 40 grade bitumen for BM/
DBM.
3.4.4. Pavement Performance Requirements
 The pavement Structure shall be capable of giving the specified performance for the
designed period.
 The new pavement surface shall satisfy the following standards.
(a) Roughness in each lane measured by calibrated BI should not be more than 2000
mm / Km for each lane.
(b) Rutting, cracking or any other distress should be Nil .
3.5. Design of Culverts

Based on condition surveys carried out for existing culvert and hydraulic investigations, the
culvert shall be retained / rehabilitated / reconstructed / upgraded as per design requirements.
New culverts shall also be proposed to be added as per drainage requirements.
The widening of the existing culvert which is likely to be retained or retained after
rehabilitation shall also be proposed according to scheme of widening on one side, both side
as per the proposed alignment.
The proper choice of the type of culvert shall be considered on functional, technical and
economic basis. However, for design of small bridges & culvert IRC: SP: 13-2004 shall be
used.

3.6. Design Standards for Bridges / Structures

Though there are no existing Bridges / Structures on the Project Road, three new ROBs are
proposed to be constructed at railway crossings. Following design standards shall be
adopted.
Design standards shall be clearly identified and enumerated for evolving a comprehensive
design philosophy, which will cover all aspects of design for various parts of the bridges /
structures viz. superstructure, substructure, Foundations, protection works and repair and
rehabilitation. The design philosophy will be primarily based on relevant IRC codes of
practice (prescribed for design, execution, maintenance and safety during construction and
service), IRC specifications, latest guidelines and circulars of MORT&H and relevant
Bureau of Indian standards, (BIS), for aspects not covered by IRC.
Standards, relevant recommendations of the international standards or sound engineering

practices will be followed after obtaining approval of MORTH authorities. The design
philosophy will include but not be limited to the following: -
 Materials – concrete, steel etc.

 Live loads
 Width of carriageway and number of lanes
 Design speed
 Requirement of footpaths
 Temperature, gradient and climatic data
 Wind effect
 Seismic effect
 Safe bearing capacity and soil parameters
 Differential settlement
 Methodology for analysis and design
 Bearings, expansion joints and wearing coat
 Construction techniques
 Protection works
 Repair / rehabilitation techniques
Span Arrangement

Based on preliminary design, GADs for ROBs will be prepared. GADs will show salient
features of the structures such as overall length, span arrangement, carriageway width,
deck level, foundation level, type of superstructure, substructure and foundations;
bearings, expansion joints, return walls, ground levels, vertical clearance, design loading,
cross and longitudinal profile etc. and to be submitted to NHAI and Railways for approval,
and will be got done.
Standards and code of Practices

Design of all components of structures will be carried out in accordance with the
provisions of the following Standards / Codes of Practices:
(a) Foundation and Sub-structure: design shall conform to IRC: 78-2014
(b) Superstructures: RCC & pre stressed super structure design shall conform to IRC:
112-2011 (June’ 2014 incorporating all amendments upto June’ 2014), IRC: 22-2015
(c) Bearings
IRC:83-2015 Part-I for metallic bearings
IRC: 83-Part-II-2015 for elastomeric bearings
IRC: 83-2002 Part-III for POT/PTFE bearings
The bearing shall be easily accessible for inspection, maintenance and replacement.
(d) Expansion Joints IRC: SP 69-2011
(e) Protection works IRC: 89-1997
(f) Design Loading the Bridges / Structures shall be designed for single lane of IRC
Class 70 R and one lane of Class A loading, or 2-lanes of full road way width
carriageway of Class AA loading, whichever governs.
Footpaths, wherever required, shall be designed for a live load of 5 KN/m2.
(g) Soil Parameters

Soil parameters proposed to be taken for the backfill material behind abutments are:
 =300,  = 200, = 18 kN/m3,  sub = 10 kN/m3

For the design of foundations for the bridges, soil characteristics will be reviewed on
a case-to-case basis, following the results obtained from actual borings to be carried
out at site.
(h) Construction Materials

1. Any type of cement specified in IRC: 112-2011 (with latest amendments upto June’
2014).
2. All fine aggregates shall conform to 1.S:383.
3. Water for use in the works shall conform to IRC: 112-2011 (with latest amendments
upto June’ 2014)
4. Coarse aggregate shall be tested as per the procedure laid down is IS: 2430
5. Steel:
(a) All structural steel shall be in conformation to provisions made under IRC: 24-
2010
(b) The pre-stressing steel shall be any of the following types:
Plain hard drawn indented wire conforming to IS:1785 (Part I & II)
Cold drawn indented wire conforming to IS:6003
High tensile Steel wire conforming to IS:2090
All pre-stressing cables shall have 12/19 Nos. 7 Ply uncoated stress relieved high
tensile stands of 12.7 mm dia. Confirming to class-2 of IS:14268-1995 and having
minimum breaking load of 183.7 KN per stand.
Type of structures
(a) Foundations
Depending upon loading conditions and subsoil founding strata available, open, shallow
or deep foundations will be provided.
(b) Substructure
Abutments: RCC wall type abutments shall be proposed.
Piers : RCC wall type or RCC circular piers shall be proposed depending upon the
site requirement.
(c) Superstructure

Appropriate type of superstructure will be proposed. In general, proposal will be as

follows:
Spans up to 10m in length : Reinforced concrete solid slab.
Spans ranging from 10m to 25m : RCC T-beam and slab.
Spans ranging from 20m to 25m : PSC I beam/slab.
For larger spans : Pre-stressed concrete T-beam and
slab or PSC Box slab or PSC Box.
(d) Bearings
Depending upon the loads, forces and type of superstructure provided the bearings may be
of tar paper, elastomeric or POT/PTFE type.
(e) Crash Barriers

Crash barriers shall be provided over all the bridges in accordance with Para 8 of
MORT&H Circular No. / NH / 33044 / 2188 / S&R (B) Dated 21.10.2009.
(f) Expansion Joints

Suitable expansion joints will be proposed e.g., filler joints, buried joints or strip seal type
(unitary / modular) joints depending upon the span arrangement and type of superstructure
adopted.
(g) Wearing Coat

Asphaltic concrete wearing coat, 65 mm thick as per MORT&H standards, will be
provided.
(h) Approach Slab

Reinforced concrete approach slabs, 3.5m long and 300mm thick, in M30 grade concrete
at either end of the bridge, will be proposed, with one end supported on the reinforced
concrete bracket projecting out from the dirt wall and the other end resting over the soil,
in accordance with the guidelines issued by NHAI.
A leveling course, 15 cm thick, in M 15 grade concrete will be provided under the approach
slab.
(i) Drainage Spouts

Drainage spouts will be proposed in accordance with MORTH standard plans.

(j) Protection Works

Details of protection works provided for the existing bridges will be studied and new
proposals framed, taking into account the behavior of the existing protection works.
3.7. Miscellaneous Items
Several miscellaneous items from point of efficiency, safety, speed, cost of operation, etc.
are required to be proposed on the project highway these are as under:
(a) Parapets, Railing, Edge Stones, and Guard Stones

The parapets, railings, edge stones, guard stones etc. shall be provided on high
embankments and curves as per site requirements.
(b) Drainage System

The road side drainage system shall be designed based on hydrological data collected
from the site, keeping in view the outfall points and natural counters. Separate
drainage system shall be worked out for road sections passing through urban areas.
The design of drains shall be carried out in accordance with IRC: SP: 42-2014 and
IRC: SP-50-2013.
The open drains shall be located sufficiently away from the toe of embankment. The
longitudinal slope shall not be less than 0.5% for line drains and 1.0% for unlined
drains. The side slopes for unlined drains shall not be steeper than 2H:IV.
(c) Traffic Safety Designs, Road Furniture and Road Markings, Telecommunication
Facilities
Suitable traffic safety features and road furniture including traffic signals, signs,
markings, overhead sign boards, crash barriers delineators etc. shall be proposed. All
informatory, regulatory, mandatory, traffic safety signs shall be proposed in
accordance to lay down standards conforming to IRC: 67-2012 “Code of Practice for
Road Signs.” Telecommunication facilities at appropriate locations shall also be
proposed. Road markings shall conform to IRC: 35-2015.
(d) Arboriculture & Landscaping

Appropriate plans for planting of trees (specific type of plantation) horticulture,
floriculture on the surplus land / area of ROW with a view to beautify the highway

and pleasing environment shall be proposed. The existing trees / plants shall be
retained to maximum possible.
(e) Toll Plaza

The location of toll plaza shall be indicated in Schedule ‘C’ of the Concession
Agreement. Their locations shall be decided keeping in view the following factors.
i) Land availability
ii) Stream of traffic on Toll Plaza
iii) Visibility for the approaching traffic
iv) Reasonably away from road intersections and/or rail crossings
v) Free from risk of flooding and submergence, etc.
vi) Preferably on flat land and away from congested urban locations
Adequate land for Toll Plaza shall be acquired to permit the provision of toll lanes for
projected peak hour traffic of 20 years subject to a minimum number of 16 lanes
including all other buildings and structures to be accommodated at the Toll Plaza
location. Land shall be acquired as per provisions of the Concession Agreement.
The width of each toll lane shall be 3.2 m, except for the lane for over dimensioned
vehicles, where it shall be 4.5 m.
Between each toll lane of the toll plaza, traffic islands are required to accommodate
toll booth. These islands shall be of minimum 25 m length and 1.9 m width. Protective
barriers of reinforced concrete and traffic impact attenuators shall be placed at the
front of each island to prevent out of control approaching vehicles crashing into the
toll booth. They would be painted with reflective chevron markings. For toll lane to
be installed with weigh in motion system, the minimum length of islands shall be 35
m where 22.5 m on approach side.
The other constructional Facility details shall be provided as per section 10 of IRC-
SP-84-2019.
(f) Weighing Station, Parking Areas & Rest Areas

Suitable sites for weighing stations (possibly near toll plaza locations), parking areas,
and rest areas with their suitable designs shall be proposed. The common facilities
like petrol pumps, first-aid medical facilities, police office, restaurant, vehicle parking
etc. existing on the project highway shall be integrated and also supplemented by
additional amenities.

(g) Office cum Residential Complex for PIU

Suitable sites shall be selected for office cum residential complex for project
implementation units of NHAI and prepare general layout plan.
(h) Telecommunication facilities and Bus byes

Telecommunication facilities and Bus lay byes / Bus stops shall also be proposed on
the project highway at required locations.
(i) Traffic Management & Safety during Construction

The detailed plan for traffic management and safety during construction shall also be
prepared.
3.8. Specifications
The Codes, Standards and Technical Specifications applicable for the design and
construction of project components are:
3.8.1. Indian Roads Congress (IRC) Codes and Standards.
3.8.2. Specifications for Road and Bridge Works issued by the ministry of Road Transport
& Highways (MORTH) hereinafter referred to as MORTH or Ministry’s
Specifications.
3.8.3. Any other standards referred to in the Manual and any supplement issued with the
bid document.
Latest version of the Codes, Standards, Specifications, etc. notified/published at least 60
days prior to the last date of bid submission shall be considered applicable.

Fig. 3.1: Typical Cross Section for 4- Lane Highway without Service Road (Concentric
Widening)
Fig. 3.2: Typical Cross Section for 4- Lane Highway without Service Road (Eccentric
Widening-Left)

Fig. 3.3: Typical Cross Section for 4- Lane Highway with Service Road

4.1 GENERAL
The RFP document has been studied in detail and scope and the methodology to be adopted for
the said DPR has been enunciated in earlier paragraphs. Apart from this during site visit on
Aug. 2023, documents available with department division was also examined.
4.2 EXISTING DEVELOPMENT PLAN

There is no existing development activity on the Project Site of 160 Km approx. Length Road.
So, there is no development plan activity to be shown in the report. However, there is a major
which has been washes of during the flood past few ever s their development plan has been
collected & attached.
Under construction Bridge at chainage – 109.000 (NH-227A) is under Pul Nirman Nigam,
Bihar. At site the some of the date has been collected related to the development plan of the
Sattarghat bridge at major rive Gandak.
Fig-4.1. Under Construction Bridge
Some other Development activities along the Existing Route also has been mention below.

4.3 DEVELOPMENT ACTIVITY ON THE PROJECT STRECH-

Development activities on the project site are as follow-
• Ram Janki Viral Temple.
• 6 Lane East West Expressway.
• Patna-Bettiah Expressway-NHAI bypass. (Near Chakia- 120km).
4.3.1. Ram Janki Virate Temple

Virat Ramayan Temple is an upcoming temple being built in Jankipur near Chakia-Kesaria
Nagar in East Champa ran, Bihar, which is being built by an organization named Mahavir Sthal
Nyas Samiti (Mahavir Mandir Trust) of Patna. Based on the lines of the structure of Angkor
Wat in Kampuchea, this temple is planned to be twice the height and size of Angkor Wat. There
will be a total of 18 temples of gods in this temple group in which the main deity will be Lord
Ram. Angkor Wat, the main peak of this temple in size (which is 215 feet high), will be 405
feet high. Also, it will be spread over an area of 200 acres. With this size, it will be the largest
religious structure in the world when completed. The total cost of this construction work will
be ₹500 crore.
The Temple is Located at chainage-120 km (NH-227A) (26.364948°, 84.873020°).

Fig-4.2 Ram Janki Virate Temple

Fig-4.3 Ram Janki Virate Temple Plan

4.3.2. 6 Lane East West Expressway

Gorakhpur-Siliguri Expressway
It will cover a distance of around 520 km, stretching across major districts such as Kishanganj,
Saharsa, Sitamani, Madhubani, Muzaffarpur, Chhapra, and Gopalganj. The project is being
developed at the cost of Rs 25,000 crore to promote tourism and trade between the states.
This Expressway will cross ram Janki Marg near Sitamahri. At Existing Chainage-
48.800 to 50.00 on NH-227 (new), NH-104 (Old).
Fig-4.4 -6 Lane East West Expressway
4.3.3. Patna-Bettiah Expressway

The National Highway Authority of India (NHAI) has notified Patna-Bettiah road as National
Highway 139W, setting the state for construction of a high-quality four-lane road between the
two towns that would reduce the distance between them to 167 kilometres from the current
200-odd km and travel time to around 2.5 hours.

This road is passing through Kaesariya on Ram Janki Marg near Around existing
Chainage -118.000 km.(NH-227A).
Fig-4.5 -6 Patna-Bettiah Expressway
4.4 REQUIREMENT OF BYPASSES

After study of the project alignment, it is the considered view that major opposition centre
falling along the project need to be bypassed. Various options for bypasses to the towns were
considered and depending upon the designed considerations the alignments have been proposed
which are explained in subsequent paragraphs. The examination of the project alignment
indicates to the possibility of 6 Bypasses at Dumarsan, Kesariya, Chakia- Madhuban
(Combined), Sheohar- Naya Gaon (E) (Combined), Baithana & Kumma Bypass & Sursand
villages.
Table-1 – Percentage length (%)
Descriptions Length (m) Percentage (%)
RPF Length 160000 -
Actual (Existing) length 143000 -
Total Proposed length 158315 100
Total bypass length (Recommended) 69945 44.18
Remaining length 72287 45.66
Realignment Length 16083 10.16

Dense habitation along the project stretch, one on the main concert for providing the
bypass.
Table-2- Habitation along Project Stretch
Chainage as per KM
S.No. Name of Village Length Side
From To
1 Bangra Gadh 90+450 90+750 300 BHS
2 Bangra 93+250 94+350 1100 BHS
3 Rajapatti 94+350 96+650 2300 BHS
4 Lakhanpur Bazar 101+560 101+860 300 BHS
5 Local Village 102+900 103+100 200 BHS
6 Marwa 103+500 105+060 1560 BHS
7 Karitpura Bazar 105+160 106+160 1000 BHS
8 Faizulahpur 106+160 107+460 1300 BHS
9 Sattarghat Dhekahan Bazar 114+100 115+400 1300 BHS
10 Tajpur 115+730 116+980 1250 BHS
11 Lala Chhapra 117+190 118+190 1000 BHS
12 Kesariya 119+970 122+170 2200 BHS
13 Baisakhawa 123+600 123+900 300 BHS
15 Rajpur 126+200 126+450 250 BHS
17 Kaithwalia 130+460 130+760 300 BHS
18 Bali Belwa 131+370 131+960 590 BHS
19 Chhapra Bali 131+490 131+840 350 BHS
21 Brindhavan 134+475 135+425 950 BHS
22 Chakia 0+000 0+500 500 BHS
23 Chakia 0+900 1+800 900 BHS
24 Bara Gobind 3+600 4+100 500 BHS
25 Local Village 4+250 4+450 200 RHS
26 Bazitpur 5+350 5+800 450 BHS

Chainage as per KM
From To
27 Jogaulia Bazar 6+150 6+250 100 BHS
28 Jogaulia Tola Kharsal 6+500 6+800 300 BHS
29 Rupne Chowk 7+350 8+100 750 BHS
Motihari,Madhuban,
30 9+200 22+000 4000 BHS
Talimpur,Bishunpur Tara
31 Khan Pipra,Madhuban 24+350 25+600 1250 BHS
32 Banjariya 25+750 26+250 500 BHS
33 Bhatha 27+900 28+300 400 BHS
34 Naya Gaon 29+800 31+300 1500 BHS
35 Jahangirpur 33+000 33+400 400 BHS
36 Mathurapur Kahtarwa 35+000 36+100 1100 BHS
37 Fatehpur 36+900 37+100 200 BHS
38 Fatehpur 37+500 38+400 900 BHS
39 Sheohar 38+600 40+800 2200 BHS
40 Parsauni 42+500 43+500 1000 BHS
41 Kamrauli 43+000 43+300 300 BHS
42 Dharampur Dekuli 43+500 43+900 400 BHS
43 Dhankaul 47+900 48+350 450 BHS
Bishunpur Dhodhni,
45 Parsurampur,Bhagwanpur, 52+250 52+500 250 BHS
Dhankaul
46 Dema Dhodhani 53+100 53+200 100 BHS
47 Sitamarhi, Dema 54+700 55+150 450 BHS
48 Bariyarpur 55+850 56+500 650 BHS
49 Bathanaha Pashchimi 80+700 82+900 2200 BHS
50 Sitamarhi 86+150 86+750 600 BHS
51 Islampur 87+250 87+500 250 LHS
52 Adkhani 89+000 90+100 1100 BHS

Chainage as per KM
From To
53 Local Village 90+850 91+250 400 LHS
54 Surgahia 91+200 91+550 350 BHS
55 Laduari 91+750 92+200 450 BHS
56 Harari Dularpur 93+900 94+450 550 BHS
58 Sursand Pashchimi 99+450 99+650 200 RHS
59 Nawahi 101+720 101+920 200 RHS
60 Bhittamore 102+300 103+000 700 BHS
Table-3 Bypass Location List

Bypass Length Existing Length
S.no Name Options
(m) (m)
Option-1 7000 6100
Dumarson Option-2 10000 9300
1
Bypass Option-3 11600 9000
Existing 6100 6100
Option-1 11540 8460
Option-2 9500 8460
2 Kesariya Bypass
Option-3 9470 8460
Existing 8460 8460
Option-1 18370 18100
Chakia & Option-2 24600 23960
3 Madhuban
Existing 18100 18100
Nayagaon & Option-1 14100 14670
4 Sheohar Option-2 14500 13980
Bypass Existing 14670 14670
Option-1 10600 9720
Bathnaha & Option-2 8450 8020
5 Kumma
Existing 9720 9720
Option-1 8335 8155
Sursand
6 Option-2 5576 4870
Bypass
Existing 8160 8160

4.3.1. Site Verification.

Site has been verified with joint visit with department and modification has been made on the
suggestion’s givens accordingly in Green Field Option given.
Some Photographs has been attached in the respective bypasses options.
Fig-4.6 - Traffic Conjunction and Non- availability of EROW.

4.3.2. Dumarsan Bypass
According to Census 2011 information the location code or village code of Dumarsan village
is 232815. Dumarsan village is located in Mashrakh subdivision of Saran district in Bihar,
India. It is situated 10km away from sub-district headquarter Mashrakh (tehsildar office) and
50km away from district headquarter Chhapra. As per 2009 stats, Dumarshan is the gram
panchayat of Dumarsan village.
The total geographical area of village is 126 hectares. Dumarsan has a total population of 4,465
peoples, out of which male population is 2,264 while female population is 2,201. Literacy rate
of dumarsan village is 49.59% out of which 57.51% males and 41.44% females are literate.
There are about 703 houses in dumarsan village.
Dumersan Bypass
S.no Option Color Coordination Length (Tentative)
1 Option-1 7000
2 Option-2 10000
3 Option-3 11600
4 Existing 6100
Fig. 4.7. Dumersan Bypass

Salient Features of Dumarson Bypass Option

Option 4
Option 1 Option 2 Option 3
(Existing
Maxi- (Left Side) (Left Side) (Right Side)
Description Widening)
Score
Score Details Score Details Score Details Score Details
Engineering Aspects
Physical Location
1 0.90 1.61 0.81 2 0.70 2.3 1.00 0
Away from City
Terrain 1 1.00 Plain 1 Plain 1 Plain 1 Plain
Gradient 1 1.00 Flat 1 Flat 1 Flat 1 Flat

Proposed Length
1 0.87 07+000 0.61 10+000 0.53 11+600 1.00 06+100
(Km)
Existing Length
1 1.00 06+100 0.66 09+300 0.68 09+000 1.00 06+100
(km)
Utilization Of
exiting road by
1 1.00 00+000 1.00 00+000 1.00 00+000 0.61 06+100
widening
/stregthening
Road Features
Length of
Service/slip 1 1.00 720 0.50 1440 0.50 1440 0.18 4100
Road
Brown
Green Green Green Field
Filed Filed Filed (Widening
Bypass Bypass Bypass of
Geometric
1 1.00 with 100 1.00 with 100 1.00 with 100 0.60 Existing
Features
Kmph as Kmph as Kmph as Road )60
Design Design Design kmph
Speed Speed Speed Design
Speed
Horizontal
1 1.00 4.00 0.57 7.00 0.44 9.00 0.80 5.00
Curves
VUP's (No's) 1 1.00 1.00 0.50 2.00 0.50 2.00 1.00 1.00
ROB's (No's) 1 1.00 1.00 0.50 2.00 0.50 2.00 0.50 2.00
Existing/Proposed
Structures
Major Bridge 1 0.50 1.00 0.50 1.00 0.25 2.00 1.00 1.00
Minor Bridge 1 1.00 1.00 0.33 3.00 1.00 1.00 1.00 1.00
Sub total 12.27 8.98 9.10 10.69
Socio-Economic Aspects
EROW - - 0.00 - 0.00 - 0.00 - 18.00

ROW
PROW - - 45.00 - 45.00 - 45.00 - 45.00
Land to be
1 0.52 31.50 0.37 45.00 0.32 52.20 1.00 16.47
Acquired (Ha.)
Agriculture Land
1 0.90 90 0.90 90 0.85 85 0.00 50
(%)
Residential Land
Land Acquisition 1 0.00 10 0.00 10 0.00 15 0.00 30
(%)
Commercial Land
1 1.00 0 1.00 0 1.00 0 0.00 20
(%)
Industrial Land
1 1.00 0 1.00 0 1.00 0 1.00 0
(%)

Open/barren
1 1.00 0 1.00 0 1.00 0 1.00 0
Land (%)
Garden/Plantation
1 1.00 0 1.00 0 1.00 0 1.00 0
Land (%)
Forest Land (%) 1 1.00 0 1.00 0 1.00 0 0.00 37
Recreational
Development 1 1.00 0 1.00 0 1.00 0 1.00 0
(%)
Pond/Ditch/Water
1 1.00 1 1.00 1 0.50 2 0.50 2
body
Buildings Buildings Buildings Buildings
Demolition of
1 1.00 affected. 0.58 affected.60 0.35 affected. 0.04 affected.
small type house
35 no. no. 100 no. 800 no.
Cost ofstructure
1 1.00 2.63 0.58 4.50 0.35 7.50 0.04 60.00
Demolished (Cr.)
Demolition of
important 1 1.00 0.00 1.00 0.00 1.00 0.00 0.00 1.00
buildings/ houses
Land Cost (Ha.)
1 1.00 1.10 0.85 1.30 0.85 1.30 0.35 3.10
Land Acquisition in Cr.
Cost Cost of Land
1 1.00 34.65 0.59 58.50 0.51 67.86 0.68 51.06
(Cr.)
Sub total 13.42 11.87 10.72 6.62
Environmental Aspects
Aligment Length 1 0.87 07+000 0.61 10+000 0.53 11+600 1.00 06+100
Cross Road 1 1.00 4.00 0.29 14.00 0.27 15.00 0.44 9.00
Canal/ River
1 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Crossing
Use Of Exisitng
1 1.00 06+100 0.66 09+300 0.68 09+000 1.00 06+100
Road
Damage of
Agricluture Land 1 1.00 100.00 1.00 100.00 1.00 90.00 1.00 70.00
(%)
Damage of
Garden/ 1 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00
Plantation (%)
Environmental Use of
Aspects pond/Ditch/ 1 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00
Barren (%)
Length through
1 1.00 0.00 1.00 0.00 1.00 0.00 1.00 4100.00
Habitation (KM)
Presence of
sensitive 1 - - - -
locations (%)
Reserve
forest/Protect
1 1.00 0.00 1.00 0.00 1.00 0.00 1.00 6.10
forest/ Breeding
centre etc. (Hct)
School, College,
Religious
1 1.00 0.00 1.00 0.00 1.00 0.00 0.50 5.00
structures and
Hospitals
Sub total 9.87 8.55 8.47 8.94
Cost Aspects
Civil Total Civil Cost
1 1.00 212.76 1.00 334.61 1.00 373.88 1.00 206.02
Construction cost (Cr.)

Civil Cost + LA
1 1.00 247.41 0.63 393.11 0.56 441.74 0.96 257.07
Cost (Cr)
Cost per km (Cr.)
1 1.00 35.34 0.90 39.31 0.93 38.08 0.84 42.14
(Cr/Km)
Sub total 3.00 2.53 2.49 2.80
Safety
Geometric
1 1.00 Good 1.00 Good 1.00 Good 0.60 Good
Features
Safety No. of
1 1.00 8.00 0.57 14.00 0.53 15.00 0.89 9.00
Intersections
Road Safety 1 1.00 Safe 1.00 Safe 1.00 Safe 1.00 Safe
Sub total 3.00 2.57 2.53 2.49
Total Score 45 38.57 31.97 30.82 28.74
Fig-4.8-Green field Options- Site verification Photographs

4.3.3. Kesariya Bypass
Kesariya or Kesaria is a town in the district of East Champaran, in the Indian state of Bihar. It
is the site of a stupa built by the Mauryan king Ashoka. Kesariya is an important Buddhist
place. It is a small town located in Champaran which is situated on the banks of river Gandaki.
Kesariya Bypass
1 Option-1 11540
2 Option-2 9500
3 Option-3 9470
4 Existing 8460
Fig. 4.9. Kesariya Bypass

Option 6
Max Option 1 (Left Option 2 Option 3 (Left
(Existing
i- Side) (Right Side) Side)
Description Widening)
Scor
Sco Sco Sco Sco
e Details Details Details Details
re re re re
Engineering Aspects
Physical Location
1 0.90 1.9 0.83 2.3 1.31 1.45 1.00 0
Away From City
Proposed Length
1 0.73 11+540 0.89 09+500 0.89 09+470 1.00 08+460
(Km)
Existing Length
1 1.00 08+460 1.00 08+460 1.00 08+460 1.00 08+460
(km)
Utilization Of
exiting road by
1 1.00 00+000 1.00 00+000 1.00 00+000 0.85 08+460
widening
/stregthening
Road Features Length of
Service/slip 1 1.00 1440 0.67 2160 1.00 1440 0.50 2865
Road
Brown
Green Green
Green Field
Filed Filed
Filed (Wideni
Bypass Bypass
Bypass ng of
with with
with 100 Existing
Geometric Features 1 1.00 100 1.00 1.00 100 0.60
Kmph Road
Kmph Kmph
as )60
as as
Design kmph
Design Design
Speed Design
Speed Speed
Speed
Horizontal Curves 1 1.00 4.00 1.00 4.00 0.80 5.00 0.67 6.00
VUP's (No's) 1 1.00 2 0.67 3 1.00 2 1.00 2
Existing/Prop Major Bridge 1 1.00 0 0.25 2 0.50 1 1.00 0
osed
Structures Minor Bridge 1 0.40 5 1.00 2 0.40 5 0.67 3
Viaduct 1 1.00 0 1.00 0 0.50 1 1.00 0
12.0 11.3 11.4 11.2
Sub total
3 0 0 8
EROW - - 0.00 - 0.00 - 0.00 - 17.00
ROW
PROW - - 45.00 - 45.00 - 45.00 - 45.00
Land to be Acquired
1 0.46 51.93 0.55 42.75 0.56 42.62 1.00 23.69
(Ha.)
Agriculture Land
1 0.90 90 0.90 90 0.85 80 0.00 60
(%)
Residential Land
1 0.00 10 0.00 10 0.00 20 0.00 20
(%)
Commercial Land
Land 1 1.00 0 1.00 0 1.00 0 0.00 20
(%)
Acquisition
Industrial Land (%) 1 1.00 0 1.00 0 1.00 0 1.00 0
Open/barren Land
1 1.00 0 1.00 0 1.00 0 1.00 0
(%)
Garden/Plantation
1 1.00 0 1.00 0 1.00 0 1.00 0
Land (%)
Forest Land (%) 1 1.00 0 1.00 0 1.00 0 0.00 36

Recreational
1 1.00 0 1.00 0 1.00 0 1.00 0
Development (%)
Pond/Ditch/Water
1 1.00 0 0.00 1 0.00 2 0.00 1
body
Buildin Buildin Buildin
Building
gs gs gs
Demolition of small s
1 1.00 affecte 0.83 0.38 affecte 0.02 affected
type house affected.
d. 25 d. 65 . 1200
30 no.
no. no. no.
Cost of structure
1 1.00 1.88 0.83 2.25 0.38 4.88 0.02 90.00
Demolished (Cr.)
Demolition of
important 1 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00
buildings/ houses
Land Land Cost (Ha.) in
1 1.00 1.5 1.00 1.5 0.71 2.1 0.60 2.50
Acquisition Cr.
Cost Cost of Land (Cr.) 1 0.76 77.90 0.92 64.13 0.66 89.49 1.00 59.22
13.1 12.0 10.5
Sub total 7.64
2 4 5
Aligment Length 1 0.73 11+540 0.89 09+500 0.89 09+470 1.00 08+460
Cross Road 1 1.00 14.00 1.00 14.00 0.82 17.00 0.88 16.00
Canal/ River
1 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Crossing
Use Of Exisitng
1 1.00 08+460 1.00 08+460 1.00 08+460 1.00 08+460
Road
Damage of
(%)
Damage of Garden/
1 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00
Plantation (%)
Environmenta
l Aspects Use of pond/Ditch/
1 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00
Barren (%)
Length through
1 1.00 0.00 1.00 0.00 1.00 0.00 1.00 2865.00
Habitation (KM)
Presence of sensitive
1 - - - -
locations (%)
Reserve
forest/Protect forest/
1 1.00 0.00 1.00 0.00 1.00 0.00 0.00 8.46
Breeding centre etc.
(Hct)
School, College,
Religious structures 1 1.00 0.00 1.00 0.00 1.00 0.00 0.00 6.00
and Hospitals
Sub total 9.62 9.69 9.52 7.88
Cost Aspects
Total Civil Cost
1 1.00 339.59 1.00 342.18 1.00 318.61 1.00 249.13
(Cr.)
Civil
Civil Cost + LA
Construction 1 0.74 417.49 0.76 406.31 0.76 408.10 1.00 308.35
Cost (Cr)
cost
Cost per km (Cr.)
1 1.00 36.18 0.85 42.77 0.84 43.09 0.99 36.45
(Cr/Km)
Sub total 2.74 2.60 2.60 2.99
Safety
Geometric Features 1 1.00 Good 1.00 Good 1.00 Good 0.60 Good
Safety No. of Intersections 1 1.00 14.00 1.00 14.00 0.82 17.00 0.88 16.00

Sub total 3.00 3.00 2.82 2.48

40.5 38.6 36.8 32.2
Total Score 45
1 4 9 7
Fig-4.10 Green field Options- Site verification Photographs
4.3.4. Chakia & Madhuban Bypass
Chakia is a town and a subdivision in East Champaran district in the Indian state of Bihar.
Chakia is a sub division of East Champaran district. It is located approximately 48 Kilometers
northwest of Muzaffarpur. 32 kilometers southeast of its District headquarters Motihari. As of
2011 India census,[4] Chakia had a population of 20,686. Males constitute 53% of the
population and females 47%. Chakia has an average literacy rate of 51%, lower than the
national average of 59.5%; with male literacy of 60% and female literacy of 40%. 20% of the
population is under 6 years of age. Madhuban is a Town in Madhuban Block in Purbi
Champaran District of Bihar State, India. It belongs to Tirhut Division. It is located 42 KM
towards East from District headquarters Motihari.

It is a Block head quarter. Madhuban Pin code is 845436 and postal head office is Tetaria
Factory. Madhuban is surrounded by Tetariya Block towards west, Dumari Katsari Block
towards East, Mehsi Block towards South, Phenhara Block towards North.Sheohar, Motipur,
Kanti, Dhaka are the nearby Cities to Madhuban.This Place is in the border of the Purbi
Champaran District and Sheohar District. Sheohar District Dumari Katsari is East towards this
place.
Fig. 4.11. Chakia and Madhuban Bypass
Chakia & Madhuban Bypass

1 Option-1 18370
2 Option-2 24600
3 Option-3 29000
4 Existing 18100

Salient Features of Chakiya & Madhuban Bypass Option

Option 1 Option 2 (Left
Option 3 Option 4
Max (Right Side) Side )
i- (Existin
Description
Scor Sco Sco Sco (Right Sco g
Details Details
e re re re Side) re Wideni
ng)
Engineering Aspects
Physical Location
1 0.90 3.3 0.66 5 0.51 6.5 1.00 0
Away from City
Proposed Length 18+37 29+00
1 0.99 0.74 24+600 0.62 1.00 18+100
(Km) 0 0
Existing Length 18+10 24+54
1 1.00 0.76 23+960 0.74 1.00 18+100
(km) 0 0
Utilization Of
exiting road by 00+00 00+00
1 1.00 1.00 00+000 1.00 0.00 18+100
widening 0 0
/strengthening
Road Length of
Features 10900.0
Service/slip 1 1.00 1440 0.67 2160 1.00 1440 0.13
0
Road
Brown
Green Green
Field
Filed Green Filed
(Wideni
Bypass Filed Bypass
ng of
with Bypass with
Existing
Geometric Features 1 1.00 100 1.00 with 100 1.00 100 0.60
Road
Kmph Kmph as Kmph
)60
as Design as
kmph
Design Speed Design
Design
Speed Speed
Speed
VUP 1 1.00 3 0.75 4 0.80 5 0.6 5
Existing/Prop ROB's (No's) 1 1.00 1 1 1 1 1 1 1
osed
Structures Major Bridge 1 1.00 1 0.5 2 0.67 3 1 1
Minor Bridge 1 0.75 4 0.38 8 0.38 8 1 3
12.6 10.1 10.2
Sub total 9.83
4 1 4
EROW - - 0.00 - 0.00 - 0.00 - 22.50
ROW
PROW - - 45.00 - 45.00 - 45.00 - 45.00
Land to be Acquired
1 0.49 82.67 0.37 110.70 0.31 130.50 1.00 40.73
(Ha.)
Agriculture Land
1 0.90 90 0.00 100 0.90 80 0.00 65
(%)
Residential Land
Land 1 0.00 10 0.00 10 0.00 20 0.00 20
(%)
Acquisition Commercial Land
1 1.00 0 1.00 0 1.00 0 0.00 15
(%)
Industrial Land (%) 1 1.00 0 1.00 0 1.00 0 1.00 0
Open/barren Land
1 1.00 0 1.00 0 1.00 0 1.00 0
(%)

Garden/Plantation
1 1.00 0 1.00 0 1.00 0 1.00 0
Land (%)
Forest Land (%) 1 1.00 0 1.00 0 1.00 0 0.00 44
Recreational
1 1.00 0 1.00 0 1.00 0 1.00 0
Development (%)
Pond/Ditch/Water
1 1.00 0 0.00 1 0.00 2 0.00 1
body
Buildin Buildin
Building Building
gs gs
Demolition of small s s
1 1.00 affecte 0.50 0.83 affecte 0.03
type house affected. affected.
d. 50 d. 60
100 no. 1600 no.
no. no.
Cost of structure
1 1.00 3.75 0.50 7.5 0.83 4.5 0.03 120.00
Demolished (Cr.)
Demolition of
important 1 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00
buildings/ houses
1 1.00 1.5 1.00 1.5 1.00 1.5 0.65 2.30
Acquisition Cr.
13.1 11.3
Sub total 9.93 7.71
5 6
18+37 29+00
Aligment Length 1 0.99 0.74 24+600 0.62 1.00 18+100
0 0
Cross Road 1 1.00 14.00 1.00 14.00 0.82 17.00 0.88 16.00
Canal/ River
1 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Crossing
Use Of Exisitng 18+10 24+54
1 1.00 0.76 23+960 0.74 1.00 18+100
Road 0 0
Damage of
(%)
Damage of Garden/
1 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00
Plantation (%)
Environmenta Use of pond/Ditch/
l Aspects 1 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00
Barren (%)
Length through 10900.0
1 1.00 0.00 1.00 0.00 1.00 0.00 1.00
Habitation (KM) 0
Presence of
sensitive locations 1 - - - -
(%)
Reserve
forest/Protect
1 1.00 0.00 1.00 0.00 1.00 0.00 0.00 18.10
Forest/ Breeding
center etc. (Hct)
School, College,
and Hospitals
Sub total 9.76 9.19 8.89 7.88
Cost Aspects
Total Civil Cost
1 0.94 590.94 0.83 667.86 0.65 845.83 1.00 553.53
(Cr.)
Civil
Civil Cost + LA 1041.5
Construction 1 0.91 714.94 0.78 833.91 0.62 1.00 647.20
Cost (Cr) 8
cost
Cost per km (Cr.)
1 0.87 38.92 1.00 33.90 0.94 35.92 0.95 35.76
(Cr/Km)
Sub total 2.71 2.60 2.22 2.95
Safety

Sub total 3.00 2.74 2.40 2.48
41.2 34.5 35.1 30.8
Total Score 45
6 7 1 4
Fig-4.12. Green field Options- Site verification Photographs.
4.3.5. Nayagaon Bypass-
According to Census 2011 information the location code or village code of Naya Gaon village
is 218871. Naya Gaon village is located in Dumri Katsari subdivision of Sheohar district in
Bihar, India. It is situated 6km away from sub-district headquarter Dumri Katsari (tehsildar

office) and 10km away from district headquarter Sheohar. As per 2009 stats, Naya Gaon W is
the gram panchayat of Naya Gaon village.The total geographical area of village is 680 hectares.
Naya Gaon has a total population of 13,808 peoples, out of which male population is 7,315
while female population is 6,493. Literacy rate of naya gaon village is 41.55% out of which
48.95% males and 33.20% females are literate. There are about 3,149 houses in naya gaon
village. Pincode of naya gaon village locality is 843329.
4.3.6. Sheohar Bypass
Sheohar is a district in the Bihar State of India. Total area of Sheohar is 349 km² including
339.67 km² rural area and 9.33 km² urban area. As per 2011 stats, Sheohar has a population of
6,56,246 peoples, out of which urban population is 28,116 while rural population is 6,28,130.
The district has a population density of 1880 inhabitants per square kilometer. There are about
1,50,144 houses in the district, including 5,858 urban houses and 1,44,286 rural houses. When
it comes to villages, there are about 191 villages in sheohar district. The Sheohar district is
further divided in to Subdivisions / Blocks / PS / Community Development Blocks
(C.D.Blocks) for administrative purposes. In India, the Block or C.D.Block is often the next
level of administrative division after the tehsil. It is important to note that, In some states of
India C.D.Blocks are equal to tehsils.For those who don't know, the C.D.Block is a rural area
earmarked for administration and development in India. The area is administered by a BDO
(Block Development Officer). A C.D. Block covers several gram panchayats, local
administrative unit at the village level. Tariani Chowk is the largest subdivision in sheohar
district by both area and population. Purnahiya is the smallest subdivision in sheohar district
by both area and population. There are 5 subdivisions in Sheohar district. Here is the list of all
Sheohar Subdivisions / Blocks / C.D.Blocks along with area & population information.
Sheohar is known for its greenery and cleanliness. Cadamba and teak are the principal trees of
this district. Nilgai or blue bull is the regional animal of this area. Its name is derived from two
words, Shiva(शिव) and Har(हर), these both are names of Lord Shiva, it is named so due to the
large number of temples in the city. Agriculture is the mainstay. It is one of the most flood-
affected districts in Bihar, due to over flooding of the Bagmati and Budhi Gandak rivers.
Devkuli is a holy place popular for ancient temple of Lord Shiva. As of 2011 it is the second
least populous district of Bihar (out of 39), after Sheikhpura.

Naya Gaon (E) & Sheohar Bypass

1 Option-1 14100
2 Option-2 14500
3 Existing 14670
Fig. 4.13. Naya Gaon (E) & Sheohar Bypass

Salient Features of Naya gaon & Sheohar Bypass Option
Option 3
Option 1 Option 2
Maxi (Existing
(Right Side) (Left Side)
Description - Widening)
Score Scor Scor Scor
Details Details Details
e e e
Engineering Aspects
Physical Location Away
1 0.90 1 0.67 1.5 1.00 0
From City
Terrain 1 1.00 Plain 1 Plain 1 Plain
Gradient 1 1.00 Flat 1 Flat 1 Flat
Proposed Length (Km) 1 1.00 14+100 0.97 14+500 0.96 14+670
Road Features Existing Length (km) 1 0.95 14+670 1.00 13+980 0.95 14+670
Utilization Of exiting
road by widening 1 1.00 00+000 1.00 00+000 0.00 14+670
/stregthening
Length of Service/slip
1 1.00 1440 0.67 2160 0.21 7000
Road

Brown
Green Green Field
Filed Filed (Widenin
Bypass Bypass g of
Geometric Features 1 1.00 with 100 1.00 with 100 0.60 Existing
Kmph as Kmph as Road )60
Design Design kmph
Speed Speed Design
Speed
Horizontal Curves 1 1.00 5.00 0.83 6.00 0.45 11.00
VUP's (No's) 1 1.00 2 0.67 3 0.67 3
Existing/Propose Major Bridge 1 1.00 1 1.00 1 0.50 2
d Structures Minor Bridge 1 1.00 1 0.25 2 0.50 4
Viaduct 1 0.50 2 0.50 2 1.00 0
Sub total 12.35 10.56 8.84
EROW - - 0.00 - 0.00 - 20.00
ROW
PROW - - 45.00 - 45.00 - 45.00
Land to be Acquired
1 0.58 63.45 0.56 65.25 1.00 36.68
(Ha.)
Agriculture Land (%) 1 0.90 90 0.90 90 0.00 65
Residential Land (%) 1 0.00 10 0.00 10 0.00 20
Commercial Land (%) 1 1.00 0 1.00 0 0.00 15
Industrial Land (%) 1 1.00 0 1.00 0 1.00 0
Open/barren Land (%) 1 1.00 0 1.00 0 1.00 0
Garden/Plantation Land
1 1.00 0 1.00 0 1.00 0
(%)
Land Acquisition Forest Land (%) 1 1.00 0 1.00 0 1.00 40

Recreational
1 1.00 0 1.00 0 1.00 0
Development (%)
Pond/Ditch/Water body 1 1.00 0 0.00 1 0.00 1
Building
Buildings Buildings
Demolition of small type s
1 1.00 0.60 affected.5 0.02 affected.
house affected.
0 no. 1300 no.
30 no.
Cost of structure
1 1.00 2.25 0.60 3.75 0.02 97.5
Demolished (Cr.)
Demolition of important
1 1.00 0.00 1.00 0.00 1.00 0.00
buildings/ houses
Land Acquisition Land Cost (Ha.) in Cr. 1 1.00 0.40 1.00 0.40 0.40 1.00
Cost Cost of Land (Cr.) 1 1.45 25.38 1.41 26.10 1.00 36.68
Sub total 13.92 12.07 8.44
Aligment Length 1 1.04 14+100 1.01 14+500 1.00 14+670
Cross Road 1 1.00 13.00 0.81 16.00 0.42 31.00
Environmental Canal/ River Crossing 1 1.00 2.00 1.00 2.00 1.00 2.00
Aspects
Use Of Exisitng Road 1 1.00 14+670 1.05 13+980 1.00 14+670
Damage of Agricluture
1 0.78 90.00 0.70 100.00 1.00 70.00
Land (%)

Damage of Garden/
1 1.00 0.00 1.00 0.00 1.00 0.00
Plantation (%)
Use of pond/Ditch/
1 1.00 0.00 1.00 0.00 0.00 1.00
Barren (%)
Length through
1 1.00 0.00 1.00 0.00 1.00 7000.00
Habitation (KM)
1 - - -
locations (%)
Reserve forest/Protect
forest/ Breeding centre 1 1.00 0.00 1.00 0.00 0.00 14.67
etc. (Hct)
School, College,
Religious structures and 1 1.00 0.00 1.00 0.00 0.00 8.00
Hospitals
Sub total 9.82 9.57 6.42
Cost Aspects
Total Civil Cost (Cr.) 1 1.00 409.96 1.00 455.05 1.00 473.12
Civil Civil Cost + LA Cost (Cr) 1 1.00 435.34 0.90 481.15 0.85 509.80
Construction cost
Cost per km (Cr.)
1 1.00 30.88 0.93 33.18 0.89 34.75
(Cr/Km)
Sub total 3.00 2.84 2.74
Safety
Geometric Features 1 1.00 Good 1.00 Good 0.60 Good
Safety No. of Intersections 1 1.00 13.00 0.81 16.00 0.42 31.00
Road Safety 1 1.00 Safe 1.00 Safe 1.00 Safe
Sub total 3.00 2.81 2.02
Total Score 45 42.09 37.84 28.46

Fig-4.14. Green field Options- Site verification Photographs
4.3.7. Baithania & Kumma Bypass-
According to Census 2011 information the location code or village code of Baithania village is
217331. Baithania village is located in Majhaulia subdivision of Pashchim Champaran district
in Bihar, India. It is situated 15km away from sub-district headquarter Majhaulia (tehsildar
office) and 18km away from district headquarter Bettiah. As per 2009 stats, Baithania
Bhanachak is the gram panchayat of Baithania village. The total geographical area of village
is 396 hectares. Baithania has a total population of 2,248 peoples, out of which male population
is 1,174 while female population is 1,074. Literacy rate of baithania village is 39.86% out of
which 47.79% males and 31.19% females are literate. There are about 398 houses in baithania
village.

Fig. 4.15. Bathnaha Bypass
Baithania & Kumma Bypass

1 Option-1 10600
2 Option-2 8450
3 Option-3 9620
4 Existing 9720
Salient Features of Bathnaha & Kumma Bypass Option

Option4
Max Option 1 Option2
Option 3 (Existing
i- (Left Side) (Right Side)
Description (Right Side) Widening)
Scor
Sco Sco Sco Sco
e Details Details Details Details
re re re re
Engineering Aspects
Physical Location
1 0.86 1.4 0.95 1.2 0.92 1.3 1.00 0
Away From City
Proposed Length
1 0.92 10+600 1.15 08+450 1.01 09+620 1.00 09+720
(Km)
Road Features
Existing Length (km) 1 1.00 09+720 1.21 08+020 1.10 08+800 1.00 09+720
road by widening 1 1.00 00+000 1.00 00+000 1.00 00+000 0.00 09+720
/stregthening
Length of
Service/slip 1 1.00 1440 1.00 1440 0.50 2880 0.36 4000.00
Road

Brown
Green Green Green
Field
Filed Filed Filed
(Wideni
Bypass Bypass Bypass
ng of
with with with
Existing
Geometric Features 1 1.00 100 1.00 100 1.00 100 0.60
Road
Kmph Kmph Kmph
)60
as as as
kmph
Design Design Design
Design
Speed Speed Speed
Speed
VUP's (No's) 1 1.00 2 1.00 2 0.50 4 0.67 3
Existing/Prop Major Bridge 1 1.00 1 0.50 2 1.00 2 0.50 2
osed
Structures Minor Bridge 1 0.67 3 1.00 2 1.00 2 0.29 7
Vaiduct 1 1 0 0.80 2 1.00 0 1.00 0
12.4 12.3 11.7
Sub total 9.04
4 3 5
EROW - - 0.00 - 0.00 - 0.00 - 16.00
ROW
PROW - - 45.00 - 45.00 - 45.00 - 45.00
Land to be Acquired
1 0.59 47.70 0.74 38.03 0.65 43.29 1.00 28.19
(Ha.)
Agriculture Land
1 0.90 90 0.90 90 0.85 80 0.00 65
(%)
Residential Land
1 0.00 10 0.00 10 0.00 20 0.00 20
(%)
Commercial Land
1 1.00 0 1.00 0 1.00 0 0.00 15
(%)
Industrial Land (%) 1 1.00 0 1.00 0 1.00 0 1.00 0
Open/barren Land
1 1.00 0 1.00 0 1.00 0 1.00 0
(%)
Garden/Plantation
1 1.00 0 1.00 0 1.00 0 1.00 0
Land (%)
Land Forest Land (%) 1 1.00 0 1.00 0 1.00 0 0.00 34
Acquisition
Recreational
1 1.00 0 1.00 0 1.00 0 1.00 0
Development (%)
Pond/Ditch/Water
1 1.00 0 0.00 1 0.00 2 0.00 1
body
Buildin Buildin Buildin Buildin
gs gs gs gs
Demolition of small
1 1.00 affecte 0.44 affecte 0.33 affecte 0.02 affected
type house
d. 20 d 45 d. 60 . 1100
no. no. no. no.
Cost of structure
1 1.00 1.50 0.44 3.38 0.33 4.5 0.02 82.50
Demolished (Cr.)
Demolition of
important 1 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00
buildings/ houses
1 1.00 0.45 0.90 0.5 0.90 0.5 0.45 1.00
Acquisition Cr.
13.3 11.4 10.9
Sub total 7.49
8 3 5
Environmenta Aligment Length 1 0.92 10+600 1.15 08+450 1.01 09+620 1.00 09+720
l Aspects Cross Road 1 1.00 14.00 0.93 15.00 0.82 17.00 0.74 19.00

Canal/ River
1 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Crossing
Use Of Exisitng
1 1.00 09+720 1.21 08+020 1.10 08+800 1.00 09+720
Road
Damage of
(%)
Damage of Garden/
1 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00
Plantation (%)
Use of pond/Ditch/
1 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00
Barren (%)
Length through
1 1.00 0.00 1.00 0.00 1.00 0.00 1.00 4000.00
Habitation (KM)
1 - - - -
locations (%)
Reserve
forest/Protect forest/
1 1.00 0.00 1.00 0.00 1.00 0.00 0.00 9.72
Breeding centre etc.
(Hct)
School, College,
and Hospitals
10.0
Sub total 9.69 9.64 7.74
0
Cost Aspects
Total Civil Cost (Cr.) 1 1.00 323.52 1.00 313.09 1.00 351.18 1.00 340.04
Civil Civil Cost + LA Cost
Construction 1 0.96 344.99 1.00 332.10 0.93 372.83 0.94 368.23
(Cr)
cost Cost per km (Cr.)
1 1.00 32.55 0.83 39.30 0.84 38.76 0.86 37.88
(Cr/Km)
Sub total 2.96 2.83 2.77 2.80
Safety
Sub total 3.00 2.93 2.82 2.34
41.4 39.5 37.9 29.3
Total Score 45
7 1 3 9

4.3.8. Sursand Bypass-
Sursand is a Town and Subdivision in Sitamarhi District of Bihar. In India, a subdivision is a

sub-division of a district that is responsible for the administration and revenue collection of a
particular area within the district. It is an important part of the local governance structure, and
plays a crucial role in the development and administration of its local community.
According to census 2011 information the sub-district code of Sursand Block (CD) is 01068.
Total area of sursand subdivision is 151 km². Sursand subdivision has a population of 2,09,945
peoples. Sursand subdivision has a population density of 1394 inhabitants per square kilometre.
There are about 45,274 houses in the sub-district.
When it comes to literacy, 42.38% population of sursand subdivision is literate, out of which
49.24% males and 34.82% females are literate. There are about 52 villages in sursand
subdivision, which you can browse from sursand subdivision villages list (along with gram
panchayat & nearest town information) below.

Sursand is an Indian town in the Mithila region of Bihar near the Indo-Nepal border. It is about
25 kilometers away from Sitamarhi, the district headquarters, and approximately 5 kilometers
away from Bhitthamore.
Fig. 4.17. Sursand Bypass
Sursand Bypass

1 Option-1 8335
2 Option-2 5576
3 Existing 8160
Salient Features of Sursand Bypass Option

Option 3
Option 1 Option 2
Maxi (Exisiting
(Right Side) (Left Side)
Description - Widening)
Score Scor Scor Scor
Details Details Details
e e e
Engineering Aspects
Physical Location Away
1 0.90 1 0.77 1.3 1.00 0
from City
Road Features
Terrain 1 1.00 Plain 1 Plain 1 Plain

Gradient 1 1.00 Flat 1 Flat 1 Flat
Proposed Length (Km) 1 0.98 08+335 1.46 05+576 1.00 08+160
Existing Length (km) 1 1.00 08+155 1.67 04+870 1.00 08+160

road by widening 1 1.00 00+000 1.00 00+000 0.00 08+160
/strengthening
Length of Service/slip
1 1.00 1440 0.67 2160 0.38 3800
Road
Brown
Green Green Field
Filed Filed (Widenin
Bypass Bypass g of
Geometric Features 1 1.00 with 100 1.00 with 100 0.60 Existing
Kmph as Kmph as Road )60
Design Design kmph
Speed Speed Design
Speed
Horizontal Curves 1 1.00 4.00 0.67 6.00 0.50 8.00
VUP's (No's) 1 1.00 0.50 0.33

1 2 3
ROB's (No's) 1 1.00 0 1.00 0 1.00 0
Existing/Propose
d Structures
Major Bridge 1 1.00 0 0.50 1 0.50 1
Minor Bridge 1 0.33 3 1.00 1 0.33 9
Sub total 12.21 12.24 8.65
EROW - - 0.00 - 0.00 - 18.00

ROW
PROW - - 45.00 - 45.00 - 45.00
Land to be Acquired
1 0.59 37.51 0.88 25.09 1.00 22.03
(Ha.)
Agriculture Land (%) 1 0.90 90 0.90 90 0.00 65
Residential Land (%) 1 0.00 10 0.00 10 0.00 20
Commercial Land (%) 1 1.00 0 1.00 0 0.00 15
Industrial Land (%) 1 1.00 0 1.00 0 1.00 0

Land Acquisition
Open/barren Land (%) 1 1.00 0 1.00 0 1.00 0
Garden/Plantation Land
1 1.00 0 1.00 0 1.00 0
(%)
Forest Land (%) 1 1.00 0 1.00 0 1.00 37
Recreational
1 1.00 0 1.00 0 1.00 0
Development (%)
Pond/Ditch/Water body 1 1.00 0 0.00 1 0.00 1

Building
Buildings Buildings
Demolition of small type s
1 1.00 0.84 affected.3 0.03 affected.
house affected.
0 no. 1000 no.
25 no.
Cost of structure
1 1.00 1.88 0.84 2.25 0.03 75
Demolished (Cr.)
Demolition of important
1 1.00 0.00 1.00 0.00 1.00 0.00
buildings/ houses
Land Cost (Ha.) in Cr. 1 1.00 0.40 1.00 0.40 0.67 0.60
Land Acquisition
Cost
Cost of Land (Cr.) 1 0.88 15.00 1.32 10.04 1.00 13.22
Sub total 13.37 12.77 8.72
Alignment Length 1 0.67 08+335 1.00 05+576 0.68 08+160
Cross Road 1 1.00 5.00 0.63 8.00 0.33 15.00
Canal/ River Crossing 1 1.00 1.00 0.80 0.50 0.80 0.50
Use Of Existing Road 1 0.60 08+155 1.00 04+870 0.60 08+160

Damage of Agriculture
1 1.00 90.00 0.70 100.00 1.00 70.00
Land (%)
Damage of Garden/
Environmental 1 1.00 0.00 1.00 0.00 1.00 0.00
Plantation (%)
Aspects Use of pond/Ditch/
1 1.00 0.00 1.00 0.00 0.00 1.00
Barren (%)
Length through
1 1.00 0.00 1.00 0.00 1.00 3800.00
Habitation (KM)
1 - - -
locations (%)
Reserve forest/Protect
Forest/ Breeding center 1 1.00 0.00 1.00 0.00 0.00 8.16
etc. (Hct)
School, College,
Religious structures and 1 1.00 0.00 1.00 0.00 0.00 8.00
Hospitals
Sub total 9.27 9.13 5.41
Cost Aspects
Total Civil Cost (Cr.) 1 1.00 214.48 1.00 187.77 1.00 272.53
Civil
Civil Cost + LA Cost (Cr) 1 0.86 229.48 1.00 197.81 0.69 285.75
Construction cost
Cost per km (Cr.)
1 1.00 27.53 0.78 35.47 0.79 35.02
(Cr/Km)
Sub total 2.86 2.78 2.48
Safety
Geometric Features 1 1.00 Good 1.00 Good 0.60 Good
Safety
No. of Intersections 1 1.00 5.00 0.63 8.00 0.33 15.00
Road Safety 1 1.00 Safe 1.00 Safe 1.00 Safe
Sub total 3.00 2.63 1.93
Total Score 45 40.71 39.54 27.19

4.3.9. Requirement of Realignment –

This stretch has been realigned about length 16.08 Km of project stretch, which is Approx.
10% of the project length.
Fig-4.19. Realignment location

Fig-4.20. Realignment location
4.3.10. Recommended Full stretch –

The full Stretch which included Recommended bypasses with existing stretch and realignment
have Total Length of 144.850 km.
Fig 4.34. Full Stretch which included Recommended bypasses with existing stretch
End Point CH-144+850

Bithamodde
Start Point CH-00+000

Masrakh
Fig 4.21. Full Stretch

Fig 4.22. Elevation Model of Existing Alignment.

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Final Alignment Report.

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Ministry of Road Transport & Highways

Consultancy Services for Preparation of Feasibility study and

Alignment Option Report

Theme Engineering Services Pvt. Ltd.

1.1 Project Background

1.2 Necessity of The Project

2 MASRAKH TO CHAKIA AND CHAKIA TO BHITHA 2-1 to 2-5

2.2 End Point

2.5 Land Use

2.6 Existing Carriageway Details

2.7 Existing Geometric of the roads

2.9 Major/Minor Junctions

2.10 Existing Major and Minor Bridges and Culverts

3 INDICATIVE DESIGN STANDARDS, 3-1 to 3-23

3.2 Geometric Designs

3.3 Design of Embankments

3.4 Pavement Design

3.5 Design of Culverts

3.8 Miscellaneous Items

4 ALIGNMENT OPTION STUDY 4-1 to 4-29

4.2 Existing Development Plan

4.3 Requirement of Bypasses

Figure No. Title Page No.

1.1 Key Map of Project Road 1-2

1.2 Traffic Congestion near Kesariya 1-3

2.1 Start point of Project Road 2-1

2.2 End Point of Project Road 2-1

3.1 Typical Cross Section for 4- Lane Highway 3-22

4.2 Kesariya Bypass 4-4

4.3 Chakia And Madhuban Bypass 4-8

4.4 Naya Gaon (E) Bypass 4-13

4.5 Sheohar Bypass 4-16

4.6 Parsauni Bypass 4-19

4.7 Bathnaha Bypass 4-22

4.8 Sursand Bypass 4-25

4.9 Existing -35.000 Km (Hanuman Nagar) 4-28

4.10 Existing -65.000 Km (Hari Chhhapra) 4-28

4.11 Full Stretch 4-23

1.1. PROJECT BACKGROUND

• Bhri Gandak River

Theme Engineering Services Pvt. Ltd. Page 1-1

Ends at Bitthamore near India- Nepal International Boarder on NH-227 Km-103.000 in

Sr. No. District Length

Fig. No. 1.1 Key Map of Project Road

Theme Engineering Services Pvt. Ltd. Page 1-2

1.2. NECESSITY OF THE PROJECT

National Highway form Km 86 to Km 143 of NH-227A & (km 0 to Km 104 of old NH

Fig. 1.2. Traffic Congestion near Kesariya

Road expansion, constructing additional lanes/Service lanes, and improvement of

Theme Engineering Services Pvt. Ltd. Page 1-3

2.1. Start Point

Fig. No. 2.1 Start point of Project Road

Theme Engineering Services Pvt. Ltd. Page 2-1

2.2. End Point

Fig. No. 2.2 End Point of Project Road

Winter in Bihar spans from November to February and is characterized by relatively

Theme Engineering Services Pvt. Ltd. Page 2-2

2.5. Land Use

2.6. Hydrology Data-

Bihar’s topography is marked by a number of perennial and non-perennial rivers of

Theme Engineering Services Pvt. Ltd. Page 2-3

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Table 2.4 Details of Overtopped/Submerged Area