GOVT OF ASSAM

OFFICE OF THE CHIEF ENGICEER, PWD NH WORKS, ASSAM

Chandmari, Guwahati-781003

VOL I: ALIGNMENT REPORT

JUNE 2021

NAME OF PROJECT

Consultancy Services for Feasibility Study and preparation of

Detailed Project Report for the Two laning with paved shoulders
from its junction with Assam/Nagaland border via Sonari and
terminating at its junction with the new NH No 215 near Sapekhati in
the State of Assam
.

CONSULTANT

Alliance Engineers & Consultants

M.R.D Road, Chandmari, Guwahati – 781021
Contact No: +919435553556
Email: [email protected]
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Report for: Consultancy Services for Feasibility Study and preparation of Detailed Feasibility of
Project Report for the Two laning with paved shoulders from its junction with Alignment
Assam/Nagaland border via Sonari and terminating at its junction with the new NH
No 215 near Sapekhati in the State of Assam

Table of Contents
1 FINALIZATION OF ALIGNMENT ........................................................................................................... 2
1.1 INTRODUCTION .......................................................................................................................... 2
1.2 Project at a Glance...................................................................................................................... 8
1.3 Project Location.......................................................................................................................... 8
1.4 Existing features of the proposed road stretch .......................................................................... 12
1.5 Proposed Alignment ................................................................................................................. 12
2 Alignment Design Philosophy ........................................................................................................... 14
3 Traffic Surveys.................................................................................................................................. 14
3.1 Estimation of the traffic growth and forecast ............................................................................ 16
3.2 Capacity Analysis of the Project Road ........................................................................................ 20
3.2.1 SPEED-FLOW RELATIONSHIPS............................................................................................ 20
3.2.2 Level of Service (LOS) ........................................................................................................ 21
3.2.3 CAPACITY AND DESIGN SERVICE VOLUME ......................................................................... 23
3.2.4 Lane requirement of the project road as per capacity analysis and design service volume. 23
4 Factors Controlling Geometric design of the alignment .................................................................... 24
4.1 Details of proposed alignment .................................................................................................. 24
4.2 Salient features of the alignment .............................................................................................. 24
4.3 Improvement Proposals............................................................................................................ 26
4.3.1 Design Standard ................................................................................................................ 26
4.3.2 Geometric Design and General features. ........................................................................... 26
4.3.3 Bridges ............................................................................................................................. 29
4.3.4 Culverts ............................................................................................................................ 33
4.3.5 Junctions: ......................................................................................................................... 35
4.4 Abstract of Cost of the Proposed Alignment.............................................................................. 37
4.5 Land Acquisition Cost and Utility Shifting .................................................................................. 39
4.6 Recommendations.................................................................................................................... 43

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Project Report for the Two laning with paved shoulders from its junction with Alignment
Assam/Nagaland border via Sonari and terminating at its junction with the new NH
No 215 near Sapekhati in the State of Assam

1 FEASIBILITY OF ALIGNMENT

1.1 INTRODUCTION
The Ministry of Road Transport and Highways (MoRT&H), Govt. of India has resolved to take
up the task of improving certain national Highway Corridors by the augmentation of capacity
by safe and efficient movement of traffic. One such set of programs is 10000 KMs of selected
National Highways under the non-NHDP program spread across the country. The APWD is
the executing agency for the implementation of some of the development projects for these
selected stretches/corridors.
The PWD NH, Assam has entrusted M/s Alliance Engineers and Consultants for the work of
“Consultancy Services for Feasibility Study and preparation of Detailed Project Report for the
Two-laning with paved shoulders from its junction with Assam/Nagaland border via Sonari
and terminating at its junction with the new NH No 215 near Sapekhati in the State of Assam.”
For the finalisation of the Alignment, proposal of three Alignment alternatives was submitted
to the Authority. Threadbare discussions were held with the Authority for the finalisation of
the alignment and in a meeting held in the conference hall of Ministry of Road Transport and
Highways, New Delhi on 29.01.2019 under the Chairmanship of ADG (Zone-V), the following
observation was made on the finalisation of the Alignment.
“The alignment options presented by the consultant were considered and after due
deliberations it was suggested to carry out a comprehensive comparative study of the
alignment options considering the following aspects:
1. Lane requirement against the present traffic volume
2. Realignment may be considered for Sonari Town only and requirement of realignment
elsewhere should be critically reviewed.
3. In general bypass shall be considered only if viable with tolling depending on the by
passable traffic.”
The consultant has submitted a report based on the observations of the ministry and the
following is the compliance report of the alignment:
Sl. Observations of the Response of the Consultants
No Ministry
1 Land Requirement The capacity analysis of the project road has been done
against the present in detail in Para 1.6, 1.7 and 1.8 of the Alignment
traffic volume. finalization report submitted.

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Assam/Nagaland border via Sonari and terminating at its junction with the new NH
No 215 near Sapekhati in the State of Assam

Sl. Observations of the Response of the Consultants

No Ministry
The recommended Design Service volume for 2-lane
highway as per IRC : 64 1990 is from 6000 PCU to 15000
PCU in plan terrain where the curvature of the road is
below 50 degrees per KM.
The design Service volume for intermediate lane road is
upto6000 PCU in plain terrain where the curvature of the
road is below 50 degrees per KM.
The capacity analysis of the project road stated that the
projected traffic volume from 2019 onwards is more than
6000 PCU and the projected traffic on the 15th year of
design life considering 3 years construction period is less
than 15000. Hence 2-laning of the road without paved
shoulders is justified in the project stretch of NH 702 from
Namtola to Sapekhati.
2 Re-alignment may be The alignment has been designed along the existing
considered for Sonari road only correcting the road geometrics to the extent
Town only and possible as per IRC guidelines and directed by the
requirement of re- Authority in the meeting referred above.
alignment elsewhere Realignment was only considered near Sonari town as
should be critically per the direction of the Authority during the above
reviewed. referred meeting and therefore, three alternative
realignments of Sonari town has been proposed.
(i) The realignment section of alignment I has been
proposed by following an existing road. This road is
being used by commuters to bypass the thickly
congested Sonari Town. The alignment of this road is
within limit and the design speed in this alignment is 80
Km/hr. Further, being and existing road the land
acquisition and damage compensation will be minimum

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Project Report for the Two laning with paved shoulders from its junction with Alignment
Assam/Nagaland border via Sonari and terminating at its junction with the new NH
No 215 near Sapekhati in the State of Assam

Sl. Observations of the Response of the Consultants

No Ministry
in this alignment and hence will be more acceptable to
the district Authority and local public.
3 In general, by passes The project road follows the existing road in most of the
shall be considered locations except for a small length of 1160 m near Sonari
only if viable with tolling Town. The realignment near the Sonari town is required
depending on the by- for the following reasons:
passable traffic. (i) The Tri-Junction of NH 702 and NH 702(C) in
Sonari town is not feasible for improvement as this will
involve huge land acquisition in Sonari Town.
(ii) To avoid the trijunction of Sonari town,
realignment for this small length has been proposed.
(iii) The realignment along this length follows an
existing single lane road which is being used by the
commuters to bypass the heavily congested Sonari
Town. Therefore, the realignment along this road is most
feasible for construction

The alignment was again presented on the meeting held through VC on 05.06.2020 under
the chairmanship of Chief Engineer (Zone V) MoRTH. The CE (Zone V) directed the
consultant to achieve design speed of 100 Km/hr for realignment near SOnari town and to
design the Junction with NH and SH as per IRC norms. Further the PWD and Consultant are
requested to review the non standard sharp curves in the alignment after the joint site
inspection.
As per the direction of the VC meeting held on 05.06.2020 under the Chairmanship of RO
,MoRT&H, a site visit of the aforesaid project has been carried out on 15.06.2020 to verify
the alignment at site. The following members were present in the site visit :
1. Prasanta Saikia , Executive Engineer, PWD (NH) , Jorhat NH Division
2. Bijoy Shankar Bora, AE , PWD, Jorhat NH Division.
3. Ranjit Kakoti, JE, PWD, Jorhat NH Division.
4. Trideep Changmai , DPR Consultant , Alliance Engineers and Consultants.

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Assam/Nagaland border via Sonari and terminating at its junction with the new NH
No 215 near Sapekhati in the State of Assam

The following were the findings of the Joint Site visit :

1. The Bridge over river Pompa at start, which acts as the border line of Nagaland & Assam
is in depleted condition and reconstruction of the Bridge has been originally considered in
the project. However, on consultation with the DPR consultant (Feedback consultants) of
NH 702, on the Nagaland side , it was informed that the Bridge has been already proposed
for construction under State Government scheme of Nagaland and hence the same has not
been considered for construction under this proposal..
2. All existing bridges are proposed to be retained with the existing configuration as per the
direction of the Ministry. The existing bridges are proposed to be widened to 18 m width in
conformity with the guidelines of IRC SP 73 2019.
3. The re-alignment of Sonari town has been inspected to check the feasibility of the alignment
at 100Kmph speed at this location. After joint inspection the alignment at 100 Kmph speed
is found to be feasible and hence alignment can be modified as per Ministry’s direction.
4. A major junction is to be proposed with SH (Dhoadar Ali) at the end of Realignment of
Sonari town at Banfera village.
5. A rotary junction has been proposed in the junction of NH 702 and NH 702 near Sonari.
However, as junction improvement has been proposed in the DPR of NH 702 C prepared
by another consultant, the same should not been considered in this DPR.
6. A four-legged rotary is to be proposed at the end of the alignment at SapekhetiChariali on
NH-215. The consultant should check the viability of rotary junction based on the present
and projected traffic volume.
7. The Consultant will initiate steps to coordinate with various line departments to prepare the
estimate of utility shifting.

The alignment was again presented with the modifications required as per the direction of
the Ministry on the meeting held through VC on 04.07.2020 under the chairmanship of Chief
Engineer (Zone V) MoRTH.After due deliberations, the following has been directed by
the Ministry
(i) The public consultation for the alignment has to be carried out and clear
recommendations to be obtained from the Deputy commissioner and public for the
proposed alignment.
(ii) The alignment has to be designed along the existing road to the extent possible with
design speed from 80 Kmph to 100 Kmph.

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Project Report for the Two laning with paved shoulders from its junction with Alignment
Assam/Nagaland border via Sonari and terminating at its junction with the new NH
No 215 near Sapekhati in the State of Assam

(iii) The starting point of the alignment is to be proposed in consultation with the
‘Feedback Consultants’, who has been preparing the DPR of NH-702 in the state of
Nagaland.
(iv) The realignment of the Sonari town as proposed by the consultants at 100 Kmph
speed is found acceptable.
(v) A 4-four legged Rotary junction is to be proposed at end in the Junction of NH 702
with SapekhetiChariali.
(vi) All existing bridges which are in good condition are to be retained.

As per the direction of the Ministry, a public consultation meeting was held on 12-11-2020
in which full consent was accorded to the proposed 2 laning NH 702 from Namtola to
Sapekheti.
The resolution of the public consultation was issued by DC Sonari , vide resolution no
CRKG/27/2013 Dtd .12-11-2020.

Photographs of Public consultation

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Project Report for the Two laning with paved shoulders from its junction with Alignment
Assam/Nagaland border via Sonari and terminating at its junction with the new NH
No 215 near Sapekhati in the State of Assam

The proceedings of the public consultation is enclosed an Appendix I of the report.

The instant proposal is submitted as the final alignment report for finalising the most suitable
alignment considering the above factors and directions of the Ministry for the up gradation
and improvement of the said road.

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Project Report for the Two laning with paved shoulders from its junction with Alignment
Assam/Nagaland border via Sonari and terminating at its junction with the new NH
No 215 near Sapekhati in the State of Assam

1.2 Project at a Glance

1. State Assam
2. District CHARAIDEO
3. Department APWD (NH)
Distance of starting
4. 412 KM
point from state capital
Distance from nearest
5. district headquarter 12 KM
(CHARAIDEO)
Distance from
6. 1 KM
Nagaland Border
JUNCTION PT. OF ASSAM NAGALAND
7. Starting Point
BORDER ON NH 702 AT NAMTOLA
JUNCTION WITH NEW NH 215 AT
8. Ending Point
SAPEKHATI
At starting point (LAT : 26d57’ 16.43” N &95d
Coordinates of the
9. 03’ 25.59” E ) and at Ending point( LAT 27d 04’
Project road
53.28” N&LONG 95d 10’ 38.01” E)

1.3 Project Location:

The project road is a part of NH 702 in the District of Sivsagar in the State of Assam. The
starting point of the project is located at 412.00 KMs from the State Capital of Assam, Dispur.
The distance from District head quarter Charaideo to the starting of the proposed road is 12.0
KMKm approximately.

The NH 702 starts fromChangtongya District at the Junction of with NH2 (Old NH 61)in the
State of Nagaland and end atthe junction of NH 215 (Old NH 52 B) at Sapekhaiti.The route

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Assam/Nagaland border via Sonari and terminating at its junction with the new NH
No 215 near Sapekhati in the State of Assam

of NH 702 is ChantongiaLonglengLonhchingMon Lapa TizitNamtola

(Assam-Nagaland Border)SonariSapekhati.
The Project road stretch is under Assam PWD NH Works. The proposed Project road under
study is a part of of NH-702 in the state of Assam with the starting point at 0 km of NH 702 at
Namtola point and ends at 28th Km of Sapekhati point at the junction of NH702 and NH52B
(Trans Arunachal Highway).
The 2 laningofChangtongia-Longleng portion of NH 702 has already been taken up by
NHIDCL for construction. Further, NHIDCL has also taken up the construction of Merankong-
Tamlu-Mon road which will connect the Mon District of Nagaland with many strategically
important areas of Nagaland. With the construction of these roads the traffic intensity on NH
702 is expected to raise manifold. Further NH 702 provides connectivity to the Indo-Myanmar
international border.
Part of the totalvolume of traffic enters from Sapekhati junction from NH 215 (Old NH 52 B)
and moves towards Namtola town and Mon District of Nagaland via the NH702. Similarly a
sizeablepart of traffic volume enters from Sivsagar at Sonari junction point of NH702C
through SimoluguriandmovestowardsNamtola and Mon District of Nagaland via Tawkok
throughNH702 . At present the traffic intensity of the project road is low, however, with the
construction of MerakongTamlu Mon Road and ChangtongyaLongleng portion of NH 702 the
traffic intensity from Nagaland is expected to increase.
The proposed road will provide better connectivity of the strategically important Indo-
Myanmar Border areas in the state of Nagland. It will also provide connectivity to the
backward areas of Sivsagar District and it will provide immense benefit to the local farmers
in transporting their crops and indigenous products to the various places within the Sivsagar
district and that to different places of Assam. Apart from the above, the proposed road will
significantly reduce the traffic intensity in the otherwise congestedSonari Town by bypassing
& directing the vehicular flow of Sapekhati-Sonari-Namtola Road towards the Namtola and
the vice versa. This road is extensively used for communication between Different areas of
Sivsagar District and Mon District of Nagaland for exchanging various resources and
commodities. As the road is of strategic importance, the road once constructed with be used
for defence purpose and military vehicles are expected to ply in this road.Further, as this road
provides connectivity to the Trans-Arunachal Highway, many important places of Assam and
Nagaland will be provided with connectivity to different places of Arunachal Pradesh.
The project road stretch passes through plain and rolling terrain with a few highlands. Land
used along the road is either tea estate, cultivable land, grazing land, private, submerged

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Assam/Nagaland border via Sonari and terminating at its junction with the new NH
No 215 near Sapekhati in the State of Assam

area or government land. The average ground level of the concerned area varies between
103.00M at Sonari to 120.00M at Towkok from the Mean Sea Level.
The location of the Proposed project Road lies between Latitude: 260 57’ 16.43” N to 270
04’ 53.28” N and Longitude: 950 03’ 25.59” E to 950 10’ 38.01” E. The Project Road traverses
from South-West to Northern direction. The altitude of the Project Road area mainly lies
between 103.00 m to 120.00 m above MSL. There is no Railway line in the vicinity of Project
Road.
A line plan showing the location of the project is shown below:

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Project Report for the Two laning with paved shoulders from its junction with Alignment
Assam/Nagaland border via Sonari and terminating at its junction with the new NH
No 215 near Sapekhati in the State of Assam

Fig. 1.2.1: Location Plan

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Assam/Nagaland border via Sonari and terminating at its junction with the new NH
No 215 near Sapekhati in the State of Assam

1.4 Existing features of the proposed road stretch

Sl. No. Item Description
1 Terminal Points of Project Start Point : 0.00 Km of NH-702(Namtola)
stretch End Point : 24.280 Km of NH-702(Sapekhati)
2 Connectivity Namtola to Sapekhati via Sonari.
3 Important Settlements Namtola, Towkok, Joboka, Sonari, Banfera Grant,
Aideobari, Bengenabari, Na Joboka, Barguri,
GariaSingagaon, Sapekhati.
4 Terrain The Project Road passes through Plain and Rolling
terrain.
5 Land use pattern Land used along the road is eithercultivable land,
grazing land,built-up (Both Commercial and
Residential) Tea gardenor government land..
6 Horizontal Geometry Fair from KM 0 to KM 9 and fair from KM 9 to 24

7 Vertical Geometry Fair

8 Pavement Condition Deteriorate bituminous pavement has been observed

from Namtola (Km 0.00) to Sonari (Km. 8.50). From
Sonari onwards bituminous road of fair quality is
observed.
9 Existing Carriageway From 0 Km to 10.0 Km pavement width is 3.75m , 10
km to 12.709 pavement width is 5.5 m from 12.709
Km to end pavement width is 28 km the pavement
width is 7 m
10 Existing Shoulder Earthen shoulders

11 Existing ROW 10m-12m approx.

12 Bridges Minor Bridge 6 Nos.
13 Culverts 36 Nos. (3 nos. Box culvert &33 nos. HP Culvert)
14 ROB Nil

1.5 Proposed Alignment:

The alignment has been proposed as per the direction of the Ministry in various meeting
referred above and other factors as per the IRC specifications.

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Assam/Nagaland border via Sonari and terminating at its junction with the new NH
No 215 near Sapekhati in the State of Assam

As the alignment follows the existing road at most of the locations, only one alignment has
been proposed with geometric improvements in most of the location conforming to the directions
of the Ministry.
Initially,3 options of realignment had been proposed while bypassing the thickly congested
Sonari town. The realignment of Sonari town is necessary for the following reasons.
1. The project road NH 702 forms a trijunction with NH 702 C at Sonari town. As the junction
is in a very thickly populated area the time speed delay because of this junction is very large. This
has affected the overall performance of NH 702 and NH 702 C. Hence, realignment of NH 702 C
bypassing Sonari town is of utmost importance.
2. NH 702, being a strategically important road will be used for defense purpose once
constructed. Hence, plying of the military vehicles through the thickly populated Sonari town will
not be acceptable from the safety point of view.
3. Because of the trijunction, NH 702 does not form a continuous alignment, but forms a
junction with NH 702 C. As the NH 702 C is realigned to connect the NH 702 beyond the town
limits of Sonari town, realignment for a small stretch if 1 KM will be technical and economically
more feasible.

Based on the assessment by the consultant III alignment options were initially proposed to the
MInistry
(i) The realignment section of alignment I has been proposed by following an
existing road. This road is being used by commuters to bypass the thickly
congested Sonari Town. The alignment of this road is within limit and the design
speed in this alignment is 80 Km/hr. Further, being and existing road the land
acquisition and damage compensation will be minimum in this alignment and
hence will be more acceptable to the district Authority and local public.

In view of the above it is found that Alignment I is most feasible both technically and
economically. Hence, Alignment I have been recommended for construction.

Alignment I proposed by the consultant was recommended by the ministry, but it was
directed to the consultant to finalise the alignment with a design speed of 100 KM/hr.
However , at certain stretches to minimize the cost of land acquisition, the speed has
been restricted to ruling speed of 80 Km/hr

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Assam/Nagaland border via Sonari and terminating at its junction with the new NH
No 215 near Sapekhati in the State of Assam

As such a joint site visit was conducted by the Executive Engineer , to access the
feasibility of the proposed realignment of Sonari town along the existing road near
Banfera Tea Garden at a design speed of 100 Km/he. The same was found to be
feasible during the site visit with some additional land acquisition.
As per the direction of the Ministry , the start point of NH 702 has been discussed
with the DPR Consultant of Nagaland Side , M/s Feedback consultants. It was informed
by M/s Feedback consultants that the construction of Poompa Bridge has already been
proposed for construction under state govt scheme and therefore the same has not
been proposed for construction in the DPR submitted by Feedback consultants. As
such, it was decided that the Start point of the Assam portion of the DPR should be
started from the approach of Poompa Bridge. However , as suggested by the Ministry
during various meetings to land acquisition and damage compensation in the thickly
inhabitatedNamtola town area, a curve at 30 KM/hr has been proposed at the start of
the alignment to keep the proposed alignment along the existing road.
The ministry approved the alignment in principle and had directed to conduct public
consultation and submit the Alignment for approval to the ministry with clear
recommendation from the Deputy Commissioner.
The same final alignment is being presented in this report.

2 Alignment Design Philosophy:

Alignment design of the proposed road conforms to IRC:SP:73 2018. The volume capacity
of the project road has been accessed as per the guidelines of IRC:64 1990.
The Traffic census has been done as per the guidelines of IRC 9:1972 and the forecast of
traffic on the project road has been done as per the guidelines of IRC 108:2015

3 Traffic Surveys
An estimation of future traffic on Rural Highways is required for a variety of purposes. The
width of a pavement is decided on the basis of the traffic volume it can efficiently
accommodate. A pavement needs to be widened when the traffic flow exceeds its capacity.
Pavements are designed on the basis of volume of commercial vehicles using the facility,
and more importantly the number of repetitions of standards axle loads during the design
period. The manner in which pavements perform and deteriorate is governed by the volume
of commercial vehicles and the repetitions of standards axles. - The Economic Analysis of a

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Assam/Nagaland border via Sonari and terminating at its junction with the new NH
No 215 near Sapekhati in the State of Assam

highway project relies for its accuracy on the correct prediction of future traffic flows and the
benefits enjoyed by different types of vehicular traffic from highway improvements.
The classified traffic volume count has been carried out at the selected location for period of
24 hours for seven days. The data collected has been analysed with respect to traffic
intensity, hourly variation of traffic and composition. Two homogeneous sections of the
project alignment have been identified and two traffic count stations were established at Km
10+600 and Km 15+400 of NH-215.

Type of Survey Chainage Duration Survey Dates

7 Days CVC Km 10+600 7 days, 24 Hours 17-11-2017 to 23-11-2017
7 Days CVC Km 15+400 7 days, 24Hours 17-11-2017 to 23-11-2017

Traffic flow or volume is measured in terms of number of vehicles per unit time. The common
units of time are day and hour. Thus the flows are measured in terms of vehicles per day or
vehicles per hour. Since Indian traffic is heterogeneous in character, it is common practice to
convert the traffic in terms of passenger car units (PCUs). The values of passenger car
equivalency for different vehicles types are given in IRC :64- 1990,
No. Vehicle Type Equivalency Factor
Fast Vehicles
1 Motor Cycle or Scooter Passenger Car 0.50
2 ,Pick up Van or Autorickshaw 1.00
Agricultural Tractor , Light Commercial
3 Vehicle 1.50
Truck or Bus
4 Truck -trailer , Agricultural Tractor-trailer 3.00
5 4.50
Slow Vehicles
6. Cycle 0.50
7. Cycle-rickshaw 2.00
8. Hand Cart 3.00
9. Horse-drawn Vehicle 4.00
10. Bullock Cart* 8.00

Daily traffic volume is denoted by the term ADT or AADT. ADT (Average Daily Traffic) is the
value when traffic counts are taken for a limited period of say 3-7 days, and the daily average

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Assam/Nagaland border via Sonari and terminating at its junction with the new NH
No 215 near Sapekhati in the State of Assam

determined. AADT (Annual Average Daily Traffic) is the value when traffic counts are taken
for all the 365 days of the year and the daily average determined.
According to the present practice as detailed in IRC:9-1972, Traffic Census on Non-urban
Roads, a repetitive 7-day count is taken twice every year, once during the peak season and
the other during the lean season. The average of the peak and lean season census data can
be approximately taken as the average for the year (ADT). If more accurate values are
needed, the traffic census data obtained during a particular month can be used for estimating
the average for the year by applying seasonal factors.
The ADT of the counting stations are presented as below:

3.1 Estimation of the traffic growth and forecast

Factors Governing Traffic Growth
Traffic growth is governed by several factors such as:
Economic
1. Gross National Product (GNP) or Gross Domestic Product (GDP)
2. Agricultural Output
3. Industrial Output
Demographic

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4. Population
5. Rural/Urban mix of population
If the past data is available on traffic for a number of years and the corresponding data on
some economic indicator such as GNP is also available, then the data can yield an
econometric model of the following type:
Loge P = Ao+ Ai Loge GDP
where P = Traffic Volume
GDP = Gross Domestic Product
Ao = Regression Constant
Ai = Regression Coefficient
The value of Ai is known as the Elasticity Coefficient. The Elasticity Coefficient is the factor
by which the GDP growth rate has to be multiplied to arrive at the growth rate of traffic.
As the main traffic is expected to be generated from Assam and Naglandto access various
locations of Assam and Arunachal Pradesh, the GDP growth of Nagaland is considered to
access the traffic growth rate of the road.
The GDP* of Assam in last six years from the date of traffic survey are as follows:
2011-12 143175 Cr.
2012-13 156864 Cr.
2013-14 177745 Cr.
2014-15 198098 Cr.
2015-16 224234 Cr.
2016-17 254341 Cr.
The GDP* of Nagaland in last six years from the date of traffic survey are as follows:
2011-12 10554 Cr.
2012-13 12318 Cr.
2013-14 14545 Cr.
2014-15 16104 Cr.
2015-16 17368 Cr.
2016-17 18414 Cr.
*Source: Statistical appendix:Ministry of finance, Economic survey 2017-18
The data for the traffic growth rate for the last 7 years are not available. Therefore, an average
growth rate of 7% is assumed in the last 7 years.
Therefore, considering 2017 as the base year of traffic survey, the data required for the
calculation of traffic projection from the previous years are be as follows:

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For Assam:

Year Traffic (P) LogeP GDP LogeGDP

2011-12 3758 8.231642 143175 11.871823
2012-13 4041 8.304247 156864 11.963134
2013-14 4345 8.376781 177745 12.088105
2014-15 4672 8.449343 198098 12.196517
2015-16 5024 8.521982 224234 12.320445
2016-17 5402 8.594525 254341 12.446431

The regression equation obtained either through computer method is:

LogeP = 0.8157 + 0.6254LogeGDP
This shows that
The elasticity coefficient is 0.6264
The expected growth rate of GDP of India in the next 5 years is 12.4 %
Therefore the traffic growth rate from 2018-2022 will be
Traffic growth rate in 2018-2022
= 0.6264 X Rate of growth of GDP
= 7.75%
Similarly, forNagaland:
The data of traffic survey and GDP may be re tabulated as:

Year Traffic (P) LogeP GDP LogeGDP

2011-12 3758 8.231642 10554 9.2642892
2012-13 4041 8.304247 12318 9.4188496
2013-14 4345 8.376781 14545 9.5850168
2014-15 4672 8.449343 16104 9.6868491
2015-16 5024 8.521982 17368 9.7623936
2016-17 5402 8.594525 18414 9.8208665

The regression equation obtained either through computer method is:

LogeP= 2.432 + 0.6237LogeGDP
This shows that
The elasticity coefficient is 0.6237
The expected growth rate of GDP of India in the next 10 years is 9.9 %
Therefore the traffic growth rate from 2018-2022 will be
Traffic growth rate in 2018-2022
= 0.6264 X Rate of growth of GDP
= 7.425%.
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Considering both the cases a traffic growth rate of 7.6% is adopted for analysis.
The projected traffic in the next 15 years will be:
Year Traffic (PCU)
2017 5402
2018 5813
2019 6255
2020 6730
2021 7241
2022 7791
2023 8383
2024 9020
2025 9706
2026 10444
2027 11238
2028 12092
2029 13011
2030 14000
2031 15064

Traffic forecasts have to be modified to take into account possible traffic diversions and
generated traffic.
Traffic diversions include traffic that is likely to be diverted to the facility from other highway
or railway or similar transport corridors, and also traffic likely to be diverted from the facility
to other transport corridors.
The Changtongya – Longleg section of NH 702 is under construction by NHIDCL and the
Merakong-Tamlu Road is also under construction by NHIDCL. Once these roads were
constructed, the traffic intensity in NH 702 will increase as it the nearest connectivity of these
two roads to Assam.
An additional traffic of around 1500 PCU will be generated from each of Changtongya-
Longleng section of NH 702 and Merankong-Tamlu-Mon Road. The construction period of
both the road is 2.5 years and are expected to be completed by end 2021.
Therefore, an additional traffic of around 1500 PCUs are likely to be generated by 2021.
The forecast of traffic for the Project road stretch for the Entire Design life considering 2.5
years design life will be :
Year Traffic (PCU)
2019 6255
2020 6730
2021 10241

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2022 10791
2023 11383
2024 12020
2025 12706
2026 13444
2027 14238
2028 15092
2029 16011
2030 17000
2031 18064
2032 19209
2033 20441
2034 21767

3.2 Capacity Analysis of the Project Road

Capacity analysis is fundamental to the planning, design and operation of roads, and
provides, among other things, the basis for determining the carriageway width to be provided
at any point in a road network with respect to the volume and composition of traffic. Moreover,
it is a valuable tool for evaluation of the investments needed for future road construction and
improvements, and for working out priorities between the competing projects.
3.2.1 SPEED-FLOW RELATIONSHIPS
The idealised relationship between speed, volume and density is expressed in the three basic
diagrams as shown below which are collectively known as the Fundamental Diagram of
Traffic Flow.

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It is seen that the speed-density relationship is a straight line, having maximum speed (free
speed) when traffic is low and having zero speed when vehicles are jammed.
The speed-volume relationship is a parabola, having maximum volume at a value of speed
equal to half the free speed.
The density-volume relationship is a parabola, having a maximum volume at a value of
density equal to half the jamming density.
The following relationship exists :
Q =K.V
where Q = Volume
K = Density, and
V = Speed
Maximum volume that can be accommodated on the road (Qmax, or vehicles per unit time)
is considered to be the road capacity. From the idealised relationship shown in figures, it can
be seen that the maximum volume occurs at half the free speed and half the jamming density,
meaning thereby that

3.2.2 Level of Service (LOS)

1.1. Level of Service is defined as a qualitative measure describing operational conditions
within a traffic stream, and their perception by drivers/passengers.
1.2. Level of Service definition generally describes these conditions in terms of factors such
as speed and travel time, freedom to manoeuvre, traffic interruptions, comfort, convenience
and safety. Six levels of service are recognised commonly, designated from A to F, with Level
of Service A representing the best operating condition (i.e. free flow) and level of service F
the worst (i.e. forced or break-down flow).

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The various levels of service in the form of indicative volume-flow conditions. Each of the
levels can be generally described as follows :
Level of Service A : Represents a condition of free flow. Individual users are virtually
unaffected by the presence of others in the traffic stream. Freedom to select desired speeds
and to manoeuvre within the traffic stream is high. The general level of comfort
and convenience provided to the road users is excellent.
Level of Service B : Represents a zone of stable flow, with the drivers still having
reasonable freedom to select their desired speed and manoeuvre within the traffic stream.
Level of comfort and convenience provided is somewhat less than level of service
A, because the presence of other vehicles in the traffic stream begins to affect individual
behaviour.
Level of Service C : This also is a zone of stable flow, but marks the beginning of the range
of flow in which the operation of individual users becomes significantly affected by
interactions with others in the traffic stream. The selection of speed is now affected by
the presence of others, and manoeuvring within the traffic stream requires substantial
vigilance on the part of the user. The general level of comfort and convenience declines
noticeably at this level.
Level of Service D : Represents the limit of stable flow, with conditions approaching close
to unstable flow Due lo high density, the drivers are severely restricted in their freedom to
select desired speed and manoeuv re within the traffic stream. The general level of comfort
and convenience is poor. Small increases in traffic flow will usually cause operational
problems at this level
Level of Service E : Represents operating conditions when traffic volumes are at or close to
the capacity level. The speeds are reduced to a low, but relatively uniform value. Freedom to
man oeuvre within the traffic stream is extremely difficult, and is generally accomplished by
forcing a vehicle to give way to accommodate such man oeuvres. Comfort and convenience
are extremely poor, and driver frustration is generally high Operations at this level are usually
unstable, because small increases in flow or minor disturbances within the traffic stream will
cause breakdowns
Level of Service F : Represents zone of forced or breakdown flow. This condition occurs
when the amount of traffic approaching a point exceeds the amount which can pass it.
Queues form behind such locations Operations within the queue are characterised
by stop-and-go waves, which are extremely unstable.

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Vehicles may progress at a reasonable speed for several hundred metres and may then be
required to stop in a cyclic fashion. Due to high volumes, break-down occurs, and long
queues and delays result
3.2.3 CAPACITY AND DESIGN SERVICE VOLUME
From the viewpoint of smooth traffic flow, it is not advisable to design the width of road
pavement for a traffic volume equal to its capacity which is available at LOS E. At this level,
the speeds are low (typically half the free speed) and freedom to manoeuvre within the traffic
stream is extremely restricted.Besides, at this level, even a small increase in volume would
lead to forced flow situation and breakdowns within the traffic stream. Even the flow
conditions at LOS C and D involve significant vehicle interaction leading to lower level of
comfort and convenience. In contrast, Level of Service B represents a stable flow zone which
affords reasonable freedom to drivers in terms of speed selection and manoeuvres within the
traffic stream. Under normal circumstances, use of LOS B is considered adequate for the
design of rural highways. At this level, volume of traffic will be around 0.5 times the maximum
capacity and this is taken as the "design service volume" for the purpose of adopting design
values.
The design service volume that should be considered for design/improvement of a road
facility should be the expected volume at the end of the design life. This can be computed by
projecting the present volume at an appropriate traffic growth rate. The traffic growth rate
should be established after careful study of past trends and potential for future growth of the
traffic.
The recommended Design Service volume for 2-lane highway as per IRC: 64 1990 is 15000
PCU in plan terrain where the curvature of the road is below 50 degrees per KM.
The design Service volume for intermediate lane road is 6000 PCU in plain terrain where the
curvature of the road is below 50 degrees per KM.
3.2.4 Lane requirement of the project road as per capacity analysis and design
service volume.
The projected traffic volume from 2019 onwards is more than 6000 PCU and the projected
traffic on the 15th year of design life considering 3 years construction period is less than
15000. Hence 2-laning is justified in the project stretch of NH 702 from Namtola to Sapekhati.

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4 Factors Controlling Geometric design of the alignment:

Geometric design shall conform to IRC: SP:73 2015. While choosing an alignment the
following principles have been considered.
 Alignment should be fluent and it should blend well with the surrounding topography.
 On new roads, the curves should be designed to have largest practical radius,but in no case
less than ruling value corresponding to the ruling design speed.
 As a normal rule, sharp curves should not be introduced at the end of long tangent since
these can be extremely hazardous.
 The curves should be sufficiently long and they should have suitable transitions to provide
pleasing appearance.
 Reverse curves should be avoided as soon as possible. Where unavoidable, sufficient
length between two curves shall be provided for introduction of requisite transition curves.
 Curves in the same direction, separated by short tangents known as broken back curves,
should be avoided as far as possible.
 To avoid distortion in appearance, the horizontal alignment should be coordinated carefully
with the longitudinal profile.

4.1 Details of proposed alignment:

Sl.No Chainage Description

1 0.0 KM to 24.280 Follows the existing alignment by improving geometrics

KM of NH 702 of the existing road to the extent possible as per IRC
guidelines. Realignment has been proposed near
Sonari town. The villages along the proposed
alignment are :
Namtola- Towkok – Joboka - Sonari-Banfera – Grant -
Aideobari-Bengenabari -Na Joboka – Barguri–Garia
Singagaon - Sapekhati

4.2 Salient features of the alignment:

Sl.
Description Option -I
No.
1 General Follows the existing alignment from 0 m to 8250m
and 9170m to 24280 m realignment from 8250m to
9170m
2 Start Chainage (at Namtola – Assam 0+000 m
Nagaland Border)
3 End Chainage (at Juncion of NH 702 24+280 m
with NH-215)
4 Length(in km) 24.280 Km
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Sl.
Description Option -I
No.
5 Route Alignment The realignment near Sonari town follows the
existing road. Limiting speed of 80 KM/hr prevails in
this alignment
6 Terrain Plain and Rolling
7 Land Use Revenue /Agricultural
8 Geometrics Good
9 Forest Land (in hect) Nil
10 Propose Right of Way (ROW) 30 m
11 Resettlement & Rehabilitation Required
12 Major Junctions 1 Rotary on the Junction with NH 702 C (Not
considered as the same has been provisioned in the
DPR by another consultant)
1 Y Junction after Sonari Town at the junction with
old NH 702.
1 Rotary at the junction of NH 215 and Dhudor ali
i) With Namtola Sonari Road Yes (Rotary Considered in another estimate)
Ch.8250.0 m
Lat 270 01’ 17.7” N
Long 950 02’ 29.5” E
ii) With proposed NH - 702(c) Yes (Rotary considered in another estimate)
Ch.8270.0 m
Lat 270 01’ 18.3” N
Long 950 02’29.2” E
iii) With Dhodar Ali Road Yes (Y Junction)
Ch.9280.0 m
Lat 27001’49.9” N
Long 95002’41” E
13 Rotary Yes
Ch.24280.0 m
Lat 270 04’ 53.28” N
Long 95010’38.01” E
14 ROB NIL
15 Major Bridge NIL
16 Minor Bridge 6Nos (retained and are to be widened to a
width of 18.0 m as per IRC SP73 2018 )
17 Box Culvert 36
18 Pipe Culvert NIL
19 HT Line Yes
20 Water Supply Pipe Line Yes
21 Gas/Oil/ONGC Pipeline Yes
22 Civil Construction Cost Rs 124.67 crore

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Sl.
Description Option -I
No.
23 Recommendation YES

4.3 Improvement Proposals

4.3.1 Design Standard :
IRC SP 73 :2018: Manual of Specifications & Standards for Two Lanning of Highways with
Paved Shoulder (Second Revision) is the Design Standard considered for the preparation of
the proposal.
4.3.2 Geometric Design and General features.
4.3.2.1 Design Speed :
A ruling Design speed of 100 Km/Hr and a limiting Design speed of 80 Km.hr has been
considered for the design of the alignment except at two location at the start of the alignment
at Namtola Town where the design speed considered in 30 Km/hr due to ROW constraints
and land acquisition issue and as per the direction of the Ministry.
4.3.2.2 Right of Way:
For the two laning of the project highway, ROW of an overall width of 30 m is proposed for
acquisition. The existing road is single lane of 3.75 m width from KM 1 to KM 9 and double
lane with 7m carriageway width from KM 9 to End. The existing ROW width varies from 10 to
20 m. The detail of Existing and Proposed ROW required for acquisition is in Table No. 2.3.1
below
Table 4.3-1 : Detail of ROW
CHAINAGE Proposed Ext. ROW
Length
Sl No ROW width (Govt Remarks
From To (m)
width (m) land) (m)
1 2 3 4 5 6 12
1 0 946 946 30 10 Builtup area
2 946 1000 54 30 0 Builtup area
3 1000 1355 355 30 10 Builtup area
4 1355 1733 378 30 0 Builtup area
5 1733 1840 107 30 10 Builtup area
6 1840 2000 160 30 0 Open Area
7 2000 2059 59 30 10 Open Area
8 2059 2250 191 35 10 Bus Bay Location
9 2250 2400 150 30 0 Open Area
10 2400 2458 58 30 0 Open Area
11 2458 2800 342 30 10 Open Area
12 2800 3000 200 35 10 Bus Bay Location

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Table 4.3-1 : Detail of ROW

CHAINAGE Proposed Ext. ROW
Length
Sl No ROW width (Govt Remarks
From To (m)
width (m) land) (m)
1 2 3 4 5 6 12
13 3000 3100 100 30 10 Open Area
14 3100 3300 200 30 0 Open Area
15 3300 4500 1200 30 10 Open Area
16 4500 4700 200 30 0 Open Area
17 4700 4900 200 30 10 Open Area
18 4900 5261 361 30 10 Builtup area
19 5261 5500 239 30 0 Builtup area
20 5500 6400 900 30 10 Builtup area
21 6400 7347 947 30 10 Open Area
22 7347 7537 190 35 10 Bus Bay Location
23 7537 7752 215 30 10 Open Area
24 7752 8000 248 30 10 Builtup area
25 8000 8300 300 30 0 Builtup area
26 8300 9000 700 30 10 Open Area
27 9000 9138 138 30 0 Builtup area
28 9138 9253 115 30 10 Builtup area
Truck Laybye
29 9253 9544 291 62 10 location
30 9544 9666 122 30 10 Open Area
31 9666 10700 1034 30 10 Open Area
32 10700 11200 500 30 10 Builtup area
33 11200 11370 170 30 0 Builtup area
34 11370 13000 1630 30 10 Builtup area
35 13000 13300 300 30 0 Builtup area
36 13300 13400 100 30 10 Builtup area
37 13400 13600 200 30 0 Builtup area
38 13600 14500 900 30 10 Builtup area
39 14500 15022 522 30 10 Builtup area
40 15022 16114 1092 30 10 Builtup area
41 16114 16304 190 35 10 Bus Bay Location
42 16304 21583 5279 30 10 Builtup area
Truck Laybye
43 21583 21880 297 58 10 location
44 21880 24180 2300 30 10 Builtup area
50 60 24
Road towards Dibrugarh
50 30 24
Rorary at Km
50 60 24
Road towards Kanubari 24+280
50 30 24
Dhador ali 50 60 15

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Table 4.3-1 : Detail of ROW

CHAINAGE Proposed Ext. ROW
Length
Sl No ROW width (Govt Remarks
From To (m)
width (m) land) (m)
1 2 3 4 5 6 12
50 30 10
Additional land for placing the rotary
Total land =

4.3.2.3 Width of Carriageway :

A carriageway width of 7 m has been proposed as per the requirement of the Traffic volume
capacity of the proposed road.

4.3.2.4 Shoulder :
2.5 m earthen Shoulder has been proposed on either side of the carriageway.

4.3.2.5 Roadway width :

The road has been proposed with an overall width of 12 metres. On horizontal curves with radius
upto 300 m, width of pavement and roadway has been increased as follows :
Radius of curve Extra Widening
40 m 1.2
75-100m 0.9
101-300 0.6

4.3.2.6 Camber or Cross fall:

The cross fall on straight sections of road carriageway is 2.5% whereas in curved sections super
elevation as per the guidelines of IRC SP 73 has been provided.
The Cross fall of the earthen shoulder on straight portion is 3 % and on super elevated
sections, the earthen portion of the shoulder on the outer side of the curve is provided with reverse
cross fall of 0.5 per cent so that the earth does not drain on the carriageway and the storm water
drains out with minimum travel path
4.3.2.7 Geometric Design and Alignment
The Geometry of the alignment has been designed as per IRC 73: 1990 : Geometric Design
Standards for Rural (Non- Urban) Highways.

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Super elevation shall be limited to 7 per cent, if radius of curve is less than the desirable
minimum of 400 m. It is limited to 5 per cent, if the radius is more than desirable minimum of 400
m and also at section where Project Highway passes through an urban section or falls on a major
junction.
The radius of Horizontal curves are kept at above the desirable minimum radius of 400 m
and absolute minimum radius of 240 m except at one location at the start where the radius of curve
is kept at 40 m

The details of horizontal curve radius proposed in the alignment are as follows

Table 4.3.2 Radius of Horizontal curves proposed in the alignment

RADIUS SPEED No of Curve
40 m 30 KM/Hr 1 No
250 m 80 KM/Hr 7 No
360 m 80 KM/Hr 2 No
360 m 100 KM/Hr 4 No
400 m 80 KM/Hr 4 No
400 m 100 KM/Hr 3 No
500 m 80 KM/Hr 2 No
500 m 100 KM/Hr 3 No
700 m 100 KM/Hr 1 No
800 m 100 KM/Hr 2 No
900 m 100 KM/Hr 4 No
1000 m 100 KM/Hr 4 No
1200 m 100 KM/Hr 1 No
2000 m 100 KM/Hr 5 No
Total = 43 No

The vertical alignment has been designed to keep the gradient within the minimum ruling gradient
of 2.5%.
4.3.3 Bridges :
Total 6 bridges are there in the alignment. The roject road stretch has been proposed from the
Assam Side approach of the Poompa Bridge in Assam Naganad Border. The Poompa bridge has
been considered for constructuction under Nagaland package of works of NH 702. The detail of
Bridges are as follows :

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Table 4.3.4 Detail of Bridges

Location EXISTING PROPO Foundation
CHAINAGE WIDTH IMPROVEMENT
SL.NO. / River LENGTH SED
(in KM) PROPOSAL
name WIDTH
1 (2/1) 1+275 Namtola 37.40 8.5 m WIDENING 18m Pile

2 (10/1) 9+960 Maibela 11.40 8.5 m WIDENING 18m Open

3 (13/1) 12+158 Channel 9.70 8.5 m WIDENING 18m Open

Teok 8.5 m WIDENING 18m Pile
4 (13/2) 12+681 Ghat 42.21
Bridge
Nagajan 8.5 m WIDENING 18m Open
5 (18/1) 17+110 16.89
Bridge
6 (20/1) 18+794 Jalaha 16.70 8.5 m WIDENING 18m Open

1. Bridge No. 2/1 -Namtola Bridge : The Namtola Bridge is located at CH: 1+275 on Namtola
river. There is no history of overtopping of the Bridge by flood and the waterway present though
filled with vegetation looks adequate. However , the record of the year of construction of the
bridge is not available with the department.
The with of the existing bridge is 8.5 m with 7.5 m carriageway. The span arrangement is 1
X 35 m and pile foundation has been observed. As the bridge is in good condition it is proposed
to wisen the existing bridge from 8.5 to 18 m as per the guideline of IRC P 73 2018.

Phtograph of Namtola Bridge

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2. Bridge No. 10/1 -Meibela Bridge: The Meibela bridge at CH: 9+960m has an overall with
of 8.5m with span arrangement of 1 X 11 m. The foundation of the existing bridge is open
and considering the good condition of the bridge it is proposed to widen the bridge to 18 m
as per the guidelines of IRC SP 73 2018.

3. Bridge No. 13/1 : Bridge No. 13/1 is at Chainage 12+158 and has been proposed over a
spall channel as a balancer. The foundation of the existing bridge is open having an overall
width of 8.5 m. The condition of the existing bridge is good and it is proposed to widen the
existing bridge to 18 m as per the guidelines of IRC SP 73 2018.

4. Bridge No. 13/2 -Teok Ghat Bridge : The teok ghat bridge is at CH 12+681 having a span
arrangement of 1 X 40m and an overall length of 42.21 m. The foundation of the existing
bridge is pile and the bridge has been constructed in the last five years. As the bridge is in
good condition , it is proposed to widen the existing bridge to 18 m width as per the guideline
of IRC SP 73:2018.

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5. Bridge No. 18/1 : Nagajan Bridge : The Bridge No.18/1 is over river Nagajan with an span
arrangement of 1 X15m. The foundation is open and it is proposed to widen the existing
bridge to 18 m width as the existing bridge is in good condition and structurally stable.

6. Bridge No. 20/1 : The bridge No. 20/1 over river Jalaha is having an overall width of 8.5m
with span arrange ment of 1 X 15m, The foundation of the existing bridge is open. It is
proposed to widen the existing bridge from 8.5m to 18 m.

Table 4.3.5 Detail of existing Bridges

Location EXISTING Foundation
CHAINAGE WIDTH IMPROVEMENT PROPOSED
SL.NO. / River LENGTH
(in KM) PROPOSAL WIDTH
name
1 (2/1) 1+275 Namtola 37.40 8.5 m WIDENING 18m Pile

2 (10/1) 9+960 Maibela 11.40 8.5 m WIDENING 18m Open

3 (13/1) 12+158 Channel 9.70 8.5 m WIDENING 18m Open

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Teok 8.5 m WIDENING 18m Pile

4 (13/2) 12+681 Ghat 42.21
Bridge
Nagajan 8.5 m WIDENING 18m Open
5 (18/1) 17+110 16.89
Bridge
6 (20/1) 18+794 Jalaha 16.70 8.5 m WIDENING 18m Open

4.3.4 Culverts :

Total 36 number of culverts are present in the proposed road stretch. Out of the 36, 32 culverts are
single hume pipe culvert of 1000 dia NP3 pipe, 1 Double HP culvert of 1000 mm dia NP3 pipe and
3 Box culverts. All Hume pipe culverts are proposed to be reconstructed with 2 X 2 Box culverts
and Box culverts are proposed for reconstruction. The HP culverts are choked at many locations
are nor serviceable at present and therefore are proposed to be reconstructed.
Detail of Culverts

Location Type
SL.NO. CH (M) Improvement Size Type
Existing 1000 mm
1 548 Dia NP3 Culvert Reconstruction 2m X 2m Box
Existing 1000 mm Reconstruction 2m X 2m Box
2 613 Dia NP3 Culvert
Existing 1000 mm Reconstruction 2m X 2m Box
3 1396 Dia NP3 Culvert
Existing 1000 mm Reconstruction 2m X 2m Box
4 1600 Dia NP3 Culvert
Existing 1000 mm Reconstruction 2m X 2m Box
5 1660 Dia NP3 Culvert
Existing 1000 mm Reconstruction 2m X 2m Box
6 2560 Dia NP3 Culvert
Existing 1000 mm Reconstruction 2m X 2m Box
7 2777 Dia NP3 Culvert
Existing 1000 mm Reconstruction 2m X 2m Box
8 3047 Dia NP3 Culvert
Existing 1000 mm Reconstruction 2m X 2m Box
9 3208 Dia NP3 Culvert
Existing 1000 mm Reconstruction 2m X 2m Box
10 3450 Dia NP3 Culvert
Existing 1000 mm Reconstruction 2m X 2m Box
11 3730 Dia NP3 Culvert
Existing 1000 mm Reconstruction 2m X 2m Box
12 4055 Dia NP3 Culvert
Existing 1000 mm Reconstruction 2m X 2m Box
13 4168 Dia NP3 Culvert

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Detail of Culverts

Location Type
SL.NO. CH (M) Improvement Size Type
Existing 1000 mm Reconstruction 2m X 2m Box
14 4534 Dia NP3 Culvert
Existing 1000 mm Reconstruction 2m X 2m Box
15 4717 Dia NP3 Culvert
Existing 1000 mm Reconstruction 2m X 2m Box
16 5044 Dia NP3 Culvert
Existing 1000 mm Reconstruction 2m X 2m Box
17 5300 Dia NP3 Culvert
Existing 1000 mm Reconstruction 2m X 2m Box
18 5422 Dia NP3 Culvert
Existing 1000 mm Reconstruction 2m X 2m Box
19 5600 Dia NP3 Culvert
Existing 1000 mm Reconstruction 2m X 2m Box
20 7310 Dia NP3 Culvert
Existing 1000 mm Reconstruction 2m X 2m Box
21 7553 Dia NP3 Culvert
Existing 1000 mm Reconstruction 2m X 2m Box
22 8049 Dia NP3 Culvert
Existing 1000 mm Reconstruction 2m X 2m Box
23 8980 Dia NP3 Culvert
Existing 3X 3 Box Box
24 9164 culvert 3X3 3 m X3 m
Existing 1000 mm 2m X 2m Box
25 11130 Dia NP3 Culvert 1000MM
Existing 1000 mm 2m X 2m Box
26 11580 Dia NP3 Culvert 1000MM
Existing 1000 mm 2m X 2m Box
27 13727 Dia NP3 Culvert 1000MM
Existing 1000 mm 2m X 2m Box
28 14302 Dia NP3 Culvert 1000MM
Existing 1000 mm 2m X 2m Box
29 14517 Dia NP3 Culvert 1000MM
Existing 6X6 Box Box
30 16194 Culvert 6X3 6X3
Existing 2X2 Box Box
31 16596 Culvert 2X2 2X2
Existing 1000 mm Box
Dia NP3 Double
32 20584 HP Culvert 2X1000MM 2m X 2m
Existing 1000 mm 2m X 2m Box
33 21553 Dia NP3 Culvert 1000MM

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Detail of Culverts

Location Type
SL.NO. CH (M) Improvement Size Type
Existing 1000 mm 2m X 2m Box
34 22005 Dia NP3 Culvert 1000MM
Existing 1000 mm 2m X 2m Box
35 22600 Dia NP3 Culvert 1000MM
Existing 1000 mm 2m X 2m Box
36 23560 Dia NP3 Culvert 1000MM
4.3.5 Junctions:
Three Major junctions and 63 minor Junctions are present along the project stretch.
Two major junctions at CH:8200.00 (Junction with NH 702 C) and at CH:24280.00
(Junction with NH 215 and Dhudor Ali) are proposed to be upgraded to rotary. A three-legged
rotary has been proposed at the Junction with 702 C and a four-legged rotary has been
proposed at the junction with NH 215 and Dhudor Ali.
Another major T-Junction has been proposed at CH:9100.00 at the Junction of
Dhudor Ali at the end of Sapekheti work realignment.
Other minor junctions have been proposed as T and Y junction as per the
requirement of site. The detail Schedule of Junctions as follows
MAJOR JUNCTION
SL.NO. CHAINAGE SIDE TYPE VILLAGE NAME
1 8200 ROTARY Jaboka Bagisa
2 9280 LEFT T-JUNCTION Banfera grant
3 24280 ROTARY Sapekhati grant

MINOR JUNCTIONS
SL.NO. CHAINAGE SIDE TYPE VILLAGE NAME
1 19 RIGHT Y-JUNCTION 2no Taukak gaon 10th part
2 200 LEFT T-JUNCTION 2no Taukak gaon 10th part
3 500 LEFT T-JUNCTION 2no Taukak gaon 10th part
4 500 RIGHT Y-JUNCTION 2no Taukak gaon 10th part
5 1000 LEFT Y-JUNCTION 2no Taukak gaon 5th part
6 1580 LEFT Y-JUNCTION 2no Taukak gaon 5th part
7 2350 LEFT Y-JUNCTION 2no Taukak gaon 5th part
8 2400 RIGHT Y-JUNCTION 2no Taukak gaon 5th part
9 3670 LEFT Y-JUNCTION 2no Taukak gaon 1st part
10 3670 RIGHT Y-JUNCTION 2no Taukak gaon 1st part
11 4200 LEFT Y-JUNCTION 2no Taukak gaon 1st part
12 4430 RIGHT Y-JUNCTION 2no Taukak gaon 1st part
13 4905 LEFT T-JUNCTION 2no Taukak gaon 1st part

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MINOR JUNCTIONS
SL.NO. CHAINAGE SIDE TYPE VILLAGE NAME
14 4950 RIGHT T-JUNCTION 2no Taukak gaon 1st part
15 5390 RIGHT Y-JUNCTION 2no Taukak gaon 1st part
16 5533 LEFT Y-JUNCTION 2no Taukak gaon 1st part
17 5800 LEFT T-JUNCTION 2no Taukak gaon 1st part
18 6350 RIGHT T-JUNCTION Jaboka Bagisa
19 7010 LEFT T-JUNCTION Jaboka Bagisa
20 7010 RIGHT T-JUNCTION Jaboka Bagisa
21 7880 LEFT T-JUNCTION Jaboka Bagisa
22 8010 LEFT Y-JUNCTION Jaboka Bagisa
23 8900 RIGHT Y-JUNCTION Banfera bagisa
24 9220 RIGHT Y-JUNCTION Banfera grant
25 10840 LEFT Y-JUNCTION Nakachari
26 11100 LEFT T-JUNCTION Nakachari
27 11100 RIGHT T-JUNCTION Nakachari
28 12485 RIGHT Y-JUNCTION Nakachari
29 12570 LEFT T-JUNCTION Nakachari
30 12620 RIGHT Y-JUNCTION Nakachari
31 12780 LEFT Y-JUNCTION Aideubari bagisa
32 13420 LEFT Y-JUNCTION Aideubari bagisa
33 14785 LEFT T-JUNCTION Aideubari bagisa
34 15610 RIGHT Y-JUNCTION Aideubari bagisa
35 15935 LEFT T-JUNCTION Aideubari bagisa
36 16070 LEFT T-JUNCTION Na jaboka1st
37 16115 RIGHT T-JUNCTION Na jaboka1st
38 16650 LEFT Y-JUNCTION Na jaboka1st
39 18120 RIGHT Y-JUNCTION Na jaboka2nd
40 18415 LEFT Y-JUNCTION Na jaboka2nd
41 18945 LEFT Y-JUNCTION Na jaboka2nd
42 19280 LEFT Y-JUNCTION Na jaboka2nd
43 19280 RIGHT Y-JUNCTION Na jaboka2nd
44 19715 LEFT Y-JUNCTION Na jaboka2nd
45 19820 RIGHT T-JUNCTION Na jaboka2nd
46 20160 RIGHT T-JUNCTION Tairai gaon
47 20200 LEFT Y-JUNCTION Tairai gaon
48 20420 LEFT T-JUNCTION Tairai gaon
49 20455 RIGHT T-JUNCTION Tairai gaon
50 21060 RIGHT Y-JUNCTION Tairai gaon
51 21150 LEFT Y-JUNCTION Tairai gaon
52 21160 RIGHT T-JUNCTION Tairai gaon
53 21340 LEFT T-JUNCTION Tairai gaon
54 21580 LEFT Y-JUNCTION Tairai gaon
55 22160 RIGHT Y-JUNCTION Gariachiga gaon
56 22230 LEFT Y-JUNCTION Gariachiga gaon

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MINOR JUNCTIONS
SL.NO. CHAINAGE SIDE TYPE VILLAGE NAME
57 22410 RIGHT Y-JUNCTION Gariachiga gaon
58 22640 RIGHT Y-JUNCTION Gariachiga gaon
59 22720 LEFT Y-JUNCTION Gariachiga gaon
60 22970 LEFT Y-JUNCTION Gariachiga gaon
61 23100 RIGHT Y-JUNCTION Gariachiga gaon
62 23490 RIGHT Y-JUNCTION Gariachiga gaon
63 23935 RIGHT Y-JUNCTION Sapekhati grant

4.4 Abstract of Cost of the Proposed Alignment:

TOTAL ABSTRACT OF COST

Bill Cost
Item of works and Sub-Heads
No (Rs. lakhs)
1 COST OF CIVIL WORKS 124.67

2 LA COST

(i) Land Cost 240.76

(ii) Zirat Cost 46.30

(iii) Structure Cost 162.05

Sub Total of LA Cost = 449.11

3 UTILITY SHIFTING COST

(i) Power line 8.49

(ii) Water Supply pipe line 0.36

(iii) Gas/Oil/ONGC pipe line 0.49

(iv) Forest operation & Plantation and others 6.07

Sub Total of Utility Shifting Cost = 15.41

4 GRAND TOTAL COST OF PROJECT = 589.20

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No 215 near Sapekhati in the State of Assam

GENERAL ABSTRACT OF COST

Cost
Bill
Item of works and Sub-Heads Unit Quantity (Rs.
No
lakhs)
1 SITE CLEARANCE AND DISMANTLING Km 24.180 39.22
2 EARTH WORK
Excavation in Marshy Soil Cum 2230.00 1.34
Removal of Unserviceable Soil Cum 3320.00 1.79
Embankment Constructionwith Material
Cum 357957.58 745.20
Obtained from Borrow Pit
Construction of Subgrade and Earthen
Cum 81123.90 197.45
Shoulders
Sub Total 945.77
3 BASE & SUB-BASE COURSES (450 mm) Km 24.180 2842.13
4 BITUMINOUS COURSES (165 mm) Km 24.180 2143.97
5 CULVERTS (36 nos.) Nos. 36 743.93
6 BRIDGE (Widening) Nos. 6 513.03
6 DRAINAGE WORKS
a) Longitudinal Drains & covered slab Mtr. 1250 144.29
TRAFFIC SIGNS, MARKINGS AND
7 Km 24.180 125.57
OTHER ROAD APPURTENANCES
8 BUSBAYS Nos. 4 447.76
9 TRUCK LAYBY Nos. 2 178.76
10 MAJOR JUNCTION ROAD Nos. 2 181.81
11 MINOR JUNCTION ROAD Nos. 30 514.40
12 ROTARY (at Sapekhati ) Nos. 1 152.49
13 Footpath Mtr. 740 51.55
14 PROTECTION WORK RM 976 146.45

A. COST OF CIVIL WORKS (in Lakhs) = 9171.14

Deduct 5% VAT on A -458.56
Total Cost of Civil works after
A1. deduction of 5% VAT = 8712.58
Adding 6.45% overall premium of SoR 13-
14 on A1= 561.96
Adding Additional Forest Royalty = 148.99
B. TOTAL OF CIVIL WORKS = 9423.53

B. TOTAL OF CIVIL WORKS = 9423.53

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ADDITIONAL CENTAGES :
Contingency Charges@ 2.8% of (B) 263.86
Quality Control 1% on (B) 94.24
Road Safety 1% on (B) 94.24
GST @12% on (B) 1130.82
Agency Charge 3% on (B) 282.71
Super-vision Charge 6% on (B) 565.41
LabourCess 1% on (B) 94.24
Swachchwa Bharat Cess 0.5% on (B) 47.12
Maintenance Charge on (B)
0.5% for 1st Year 47.12
1% for 2nd Year 94.24
1.5% for 3rd Year 141.35
2% for 4th Year 188.47
C. GRAND TOTAL COST OF CIVIL WORKS = 12467.35
SAY IN CRORES 124.67
4.5 Land Acquisition Cost and Utility Shifting:
The tentative land acquisition cost and structure cost given below for all the three options.
Factors Cost in Crores
Basic Market value of land = Rs. 72.8 Cr.
Amount determined applying multification factor 1.5 of A = Rs. 109.199 Cr.
Value of Structures B = Rs. 76.439 Cr.
value of Zirat C = Rs. 21.84 Cr.
Sub Total = (A+B+C) D = Rs. 207.479 Cr.
Add Solatium @ 100% of (D) E = Rs. 414.957 Cr.
Amount of interest on basic market value @12% of (A) F = Rs. 8.736 Cr.
Total Compensation payable to pattadar (E+F) G = Rs. 423.693 Cr.
Add @5% for Establishment cost of (G) H = Rs. 21.185 Cr.
Add @1% for Contingency cost of (G) I = Rs. 4.237 Cr.
Total Estimated Cost of Land Acquisition (G+H+I) i = Rs. 449.115 Cr.

Utility Shifting cost

(i) Power line/Electricity poles = Rs. 8.493 Cr.
(ii) Water Supply Line = Rs. .364 Cr.
(iii) Gas/Oil/ONGC Pipeline = Rs. .485 Cr.
(iv) Others = Rs. 6.067 Cr.
Total Estimated Cost of Utility Shifting ii Rs. 15.41 Cr.

There is no involvement of forest land and monumental area.

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Statement of Land Acquisition (NH-702)

CHAINAGE Proposed Land Area Existing

Ext. ROW Additional Additional
Length ROW Additional involved Govt
Sl No width (Govt Land area PP Land Remarks
From To (m) width width (m) under land area
land) (m) in hect. area (m2)
(m) alignment (m2)
1 2 3 4 5 6 7 8 9 10 11 12
1 0 946 946 30 10 20 18920 1.892 0.189 1.703 Builtup area
2 946 1000 54 30 0 30 1620 0.162 0.016 0.146 Builtup area
3 1000 1355 355 30 10 20 7100 0.71 0.071 0.639 Builtup area
4 1355 1733 378 30 0 30 11340 1.134 0.113 1.021 Builtup area
5 1733 1840 107 30 10 20 2140 0.214 0.021 0.193 Builtup area
6 1840 2000 160 30 0 30 4800 0.48 0.048 0.432 Open Area
7 2000 2059 59 30 10 20 1180 0.118 0.012 0.106 Open Area
8 2059 2250 191 35 10 25 4775 0.4775 0.048 0.430 Bus Bay Location
9 2250 2400 150 30 0 30 4500 0.45 0.045 0.405 Open Area
10 2400 2458 58 30 0 30 1740 0.174 0.017 0.157 Open Area
11 2458 2800 342 30 10 20 6840 0.684 0.068 0.616 Open Area
12 2800 3000 200 35 10 25 5000 0.5 0.050 0.450 Bus Bay Location
13 3000 3100 100 30 10 20 2000 0.2 0.020 0.180 Open Area
14 3100 3300 200 30 0 30 6000 0.6 0.060 0.540 Open Area
15 3300 4500 1200 30 10 20 24000 2.4 0.240 2.160 Open Area
16 4500 4700 200 30 0 30 6000 0.6 0.060 0.540 Open Area
17 4700 4900 200 30 10 20 4000 0.4 0.040 0.360 Open Area
18 4900 5261 361 30 10 20 7220 0.722 0.072 0.650 Builtup area
19 5261 5500 239 30 0 30 7170 0.717 0.072 0.645 Builtup area
20 5500 6400 900 30 10 20 18000 1.8 0.180 1.620 Builtup area
21 6400 7347 947 30 10 20 18940 1.894 0.189 1.705 Open Area

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Statement of Land Acquisition (NH-702)

CHAINAGE Proposed Land Area Existing

Ext. ROW Additional Additional
Length ROW Additional involved Govt
Sl No width (Govt Land area PP Land Remarks
From To (m) width width (m) under land area
land) (m) in hect. area (m2)
(m) alignment (m2)
1 2 3 4 5 6 7 8 9 10 11 12
22 7347 7537 190 35 10 25 4750 0.475 0.048 0.428 Bus Bay Location
23 7537 7752 215 30 10 20 4300 0.43 0.043 0.387 Open Area
24 7752 8000 248 30 10 20 4960 0.496 0.050 0.446 Builtup area
25 8000 8300 300 30 0 30 9000 0.9 0.090 0.810 Builtup area
26 8300 9000 700 30 10 20 14000 1.4 0.140 1.260 Open Area
27 9000 9138 138 30 0 30 4140 0.414 0.041 0.373 Builtup area
28 9138 9253 115 30 10 20 2300 0.23 0.023 0.207 Builtup area
29 9253 9544 291 62 10 52 15132 1.5132 0.151 1.362 Truck Laybye location
30 9544 9666 122 30 10 20 2440 0.244 0.024 0.220 Open Area
31 9666 10700 1034 30 10 20 20680 2.068 0.207 1.861 Open Area
32 10700 11200 500 30 10 20 10000 1 0.100 0.900 Builtup area
33 11200 11370 170 30 0 30 5100 0.51 0.051 0.459 Builtup area
34 11370 13000 1630 30 10 20 32600 3.26 0.326 2.934 Builtup area
35 13000 13300 300 30 0 30 9000 0.9 0.090 0.810 Builtup area
36 13300 13400 100 30 10 20 2000 0.2 0.020 0.180 Builtup area
37 13400 13600 200 30 0 30 6000 0.6 0.060 0.540 Builtup area
38 13600 14500 900 30 10 20 18000 1.8 0.180 1.620 Builtup area
39 14500 15022 522 30 10 20 10440 1.044 0.104 0.940 Builtup area
40 15022 16114 1092 30 10 20 21840 2.184 0.218 1.966 Builtup area
41 16114 16304 190 35 10 25 4750 0.475 0.048 0.428 Bus Bay Location
42 16304 21583 5279 30 10 20 105580 10.558 1.056 9.502 Builtup area

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Statement of Land Acquisition (NH-702)

CHAINAGE Proposed Land Area Existing

Ext. ROW Additional Additional
Length ROW Additional involved Govt
Sl No width (Govt Land area PP Land Remarks
From To (m) width width (m) under land area
land) (m) in hect. area (m2)
(m) alignment (m2)
1 2 3 4 5 6 7 8 9 10 11 12
43 21583 21880 297 58 10 48 14256 1.4256 0.143 1.283 Truck Laybye location
44 21880 24180 2300 30 10 20 46000 4.6 0.460 4.140 Builtup area
LA for Proposed Rorary at Km 24+180
50 60 24 36 1800 0.18 0.018 0.162
Road towards Dibrugarh
50 30 24 6 300 0.03 0.003 0.027
50 60 24 36 1800 0.18 0.018 0.162
Road towards Kanubari
50 30 24 6 300 0.03 0.003 0.027 Rorary at Km 24+280
50 60 15 45 2250 0.225 0.023 0.203
Dhador ali
50 30 10 20 1000 0.1 0.010 0.090
Additional land for placing the rotary 0.1256 0.013 0.113
Total land = 538003 53.926 5.393 48.533

Total Land Required = 53.926 Hect.

Private Land = 48.533 Hect. @RS. 1.50 Cr per Hec = Rs 72.80 Crore
Govt Land = 5.393 Hect. @Rs.0 per Hec = 0 Crore

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4.6 Recommendations
As per the directions of the Ministry the consultants now submits the final alignment with the
following recommendations:
1. The Total length of the recommended alignment is 24.280 KM
2. The Design speed considered for the alignment is 100 KM/Hr. However , due to land
constraints the design speed has been restricted to 30 KM/hr at the start of the alignment and the
ruling speed of 80 KM/hr at some locations to minimize the LA cost.
3. As per the Design capacity analysis presented in section 1.7 and 1.8 of this report, 2-
lane with earthen shoulders on either side has been recommended for the construction of the
project Highway.
4. The capacity of the Highway has been considered for Level of Service B. However, it is
projected that after 10 years of service the projected traffic will cross the design capacity of LOS
B necessitating the requirement of paved shoulders.
5. The alignment has been designed along the existing road only correcting the road
geometrics to the extent possible as per IRC guidelines and directed by the Authority in the
meeting referred above.
6. Realignment was only considered near Sonari town as per the direction of the Authority
at a design speed of 100 KM/hr following the exiting metalled road along Banfera Tea estate to
the extent possible. This road is being used by commuters to bypass the thickly congested Sonari
Town.
7. The ROW considered for construction is 30 m all along the road.
8. Two rotary junctions have been proposed in the alignment. On in the Junction of NH 702
with NH 702 C near Banfera Tea estate before Sonari town and One at the end of the alignment
at Spaekheti. However , the proposal for roatary at the junction with NH 702 has not been
considered in this proposal as the same has been proposed in the DPR of NH 702 C prepared
by another consultant.
9. 2 truck lay byes have been proposed along the road.
10. Bus stop at 8 locations have been proposed along the road.
11. All 6 existing bridges are in good condition and hence are proposed to be retained and
widened to 18 m configuration as per the guidelines of IRC SP 73 2018.
12. 36 No of culverts have been proposed along the road.
13. The cost of civil works excluding centages for the construction of the road is 88.63 Cr.
14. 53.926Ha of land has been proposed for acquisition out of which 48.533 Ha is private
land and 5.393 Ha is Govt Land.

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15. The tentative cost of land is 240.76 Cr., Cost of Structures is 162.052 Cr, Cost of Zirat
is 46.30 Cr. and cost of utility shifting is 15.409Cr.
16. The overall cost of the project is 589.20 Cr.

3.0 Project Photographs:

Start of 0 Km of NH-702 (Namtola-Sonari-Sapekhati Road) (CH 0+000m)

Namtola Village

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Towkok Grant

Towkok Grant 1

Sonari Town

Banfera Grant

Alliance Engineers and Consultants Page 45

 Consultancy Services for Feasibility Study and preparation of Detailed Project Report on
Report for: Consultancy Services for Feasibility Study and preparation of Detailed Feasibility of
Project Report for the Two laning with paved shoulders from its junction with Alignment
Assam/Nagaland border via Sonari and terminating at its junction with the new NH
No 215 near Sapekhati in the State of Assam

AideoBari Village

Bengenabari Village

Na Joboka Village

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 Consultancy Services for Feasibility Study and preparation of Detailed Project Report on
Report for: Consultancy Services for Feasibility Study and preparation of Detailed Feasibility of
Project Report for the Two laning with paved shoulders from its junction with Alignment
Assam/Nagaland border via Sonari and terminating at its junction with the new NH
No 215 near Sapekhati in the State of Assam

Barguri Village

GariaSinga Gaon

Sapekhati Village

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