National Highways Authority of India

(Ministry of Road, Transport & Highways)

Government of India

Construction of service road as well as introduction of grade

separated structures at specified major junctions for
improvement of corridor efficiency of Pampore-Qazigund
section of NH-44 for a length 46.835 Km on LHS and for a
length 47.530 Km on RHS in the Union Territory of Jammu &
Kashmir on EPC Mode

PATSC MEMO WITH NORMATIVE COST

July, 2025

G-5 & 6, Sector – 10, Dwarka, New Delhi – 110 075

 National Highways Authority of India

Project Appraisal and Technical Scrutiny Committee (PATSC Memo)

1. Project Outline

1.1 Title of the Project

Construction of service road as well as introduction of grade separated

structures at specified major junctions for improvement of corridor efficiency
of Pampore-Qazigund section of NH-44 for a length 46.835 Km on LHS and for
a length 47.530 Km on RHS in the Union Territory of Jammu & Kashmir on EPC
Mode

1.2 Proposed Cost of the Project

Amount (in Rs.

Sl. No Description
Cr.)
A Civil Works 782.32
B Utility shifting 45.49
C Civil work cost including utility shifting 827.81
D ADD 18% GST 149.01
E Cost Of Civil Work Including Taxes (A to D) 976.81
F Contingencies @ 1% of A 8.28
G Escalation Charges @ 5% 41.39
H Agency Charges @3% of (A) 24.83
I Supervision charges @ 3% of (A) 24.83
J Supervision charges for Utility Shifting @ 2.5% 1.14
K Maintenance charges @ 2.5% of (A) for 4 years 20.70
L Total of contingencies 121.17
M Sub Total (E+L) 1097.98
N L.A. COST (Tentative and will be finalized after JMS) 124.17
O Total Project Cost (TPC) (N+O) 1222.15

1.3 Construction period (months): 24 months

1.4 Reports

a) Whether Feasibility Report (FR) and/or Detailed Project Report (DPR) has been
prepared? Please indicate whether it is approved by Competent Authority
(RO/CGM level).

Yes, Detailed Project Report (DPR) has been prepared.

b) Whether FR/DPR has been prepared as per NHAI Circular (Policy Matter -
10.1.16/2017) No. 11014/11/2016-HR-I dated 12.06.2017.

• If yes, enclose checklist Item wise regarding compliance of above circular.

• If not, reasons therefore and whether FR/DPR now updated to account for
the provisions in above circular and check list submitted.
 DPR has been prepared as per latest four laning Manual IRC: SP-84:2019 with
deviation as proposed in schedule-D.

1.5 Whether the proposal is an Original Cost Estimate or a Revised Cost Estimate?

This proposal is based on original cost estimate. The rates for the individual items,
raw materials, Machinery and labour rates have been adopted from the State
Schedule of Rates 2022 published by Public Works (R&B) Department, Govt. of
Jammu & Kashmir w.e.f 04/04/2022. The rates of individual items which are not
available in SOR are adopted from MoRTH standard Databook after applying rate
analysis including appropriate lead-haulage charges

1.6 Whether any land acquisition or pre-investment activity was under-taken or is

contemplated for this Project? Whether the cost of such intervention has been
included in the Project Proposal?

Yes, Land Acquisition is proposed along the project road, as the project is the new
construction of service road within the proposed ROW.

1.7 Project is approved under which head/categories of Bharatmala Pariyojana and

Notification of the NH and entrustment to NHAI.

Project has been proposed on EPC mode under NH(O).

1.8 Approval of Competent Authority for proposed mode of implementation.

Project has been proposed on EPC mode under NH(O).

1.9 Details of the Project.
i) Salient features of the projects: -

Sr. No. Particulars Proposed Remarks

The proposed service road follows
LHS = 46.835 Km
1 Length (Km) the existing alignment within the
RHS = 47.530 Km
proposed ROW.
Design traffic: 50 MSA for main C/w
(i) Reconstruction of main Design traffic: 20 MSA for service
c/w for the approaches of roads
grade separated structures
in a length of 10.750 km (i)Crust composition for main C/w:
with flexible Pavement. BC-40 mm, DBM-105, WMM-250mm,
2 Type of Pavement
GSB-200mm
(ii) construction of service
road in a length of LHS = (ii) Crust composition for Service
46.835 km & RHS = 47.530 roads: BC -40mm, DBM -50mm, AIL
Km with Flexible pavement -100mm, CTB -155mm, GSB -
200mm
There is one minor bridge at Km
Minor Bridges New Proposed – 1 Nos
3 250+315 (18.0 m) – proposed for
(Nos.) (widening).
widening on both sides.
4 RE Wall Nil -

1
 Sr. No. Particulars Proposed Remarks

Reconstruction – 02 Nos.
5 Culverts (Nos.) 170 Nos. New Culvert – 35 Nos.
Widening - 133

RCC drain in a length of Open Drains along the Irrigational

Roadside Drainage 69.145 Km canals side of the project road &
6
(in km) RCC Open Drain in a length RCC Drains on both sides of the
of 18.024 Km project road on built-up locations
Major Junctions 7 Nos. – Y, 1 Nos. – T, 2 Nos. - +
10 nos.
(Nos.) junctions
Minor Junctions 22 Nos. – Y, 17 Nos. – T, 23 Nos. - +,
21 63 nos. 1 Nos. - Staggerred junctions
(Nos.)
22 Traffic in PCU AADT (PCU) – 15485 Base Year (2022)

23 Retaining wall RCC Retaining wall – 1.220 To retain the earth slopes
Km
24 Toe Wall RCC Toe Wall – 0.880 Km To retain the earth slopes
Thrie-beam Single Faced
metal beam crash barriers –
25 Safety Barriers 0.390 Km -
Concrete Crash Barriers –
20.660 Km

ii) Total traffic (No. of PCUs) and the Month & year in which traffic survey
conducted.
Base year (2022) - AADT (PCU) – 15485

iii) Alignment Plan and Longitudinal section showing radius of curvature and
gradient of Highway and approaches to structures (Minor bridge / Major
bridges/ VUPs/ PUPs/ Flyover/ interchanges) to be enclosed.

Alignment plan and longitudinal sections with requisite details are enclosed.

iv) Cross section of main Highway in general and various structures

(culvert/Minor/ Major bridges/VUPs/PUPs/Flyover/interchanges) to be
enclosed.

Typical Cross sections of main highway & GAD of structures are enclosed.

v) Enumerate deviation in Standards in comparison to relevant Manual of

Specification and Standard for 4 Lane/6 Lane I Expressway and relevant
IRC/MoRTH Standards/ Codes referred in relevant Manuals.

Deviations from the Manual IRC: SP – 73-2018 (2-lane Manual)

Sr. Clause No./
Description Deviation
No. Ref
Cl. 2.17 of Typical cross section for 4-
IRC SP-84 Lane Divided Highway on As per TCS drawing attached with
1
2019 Different contour Fig. 2.7 & Schedule-B
Fig. 2.6 of IRC SP-84-2019

2
 Sr. Clause No./
Description Deviation
No. Ref
The width of the Structures is as per
Schedule B & drawing attached.
2 Cl. 7.0 Width of Structure
(Other than Width all specification
shall be as per manual)
Cl. 3.2 of At Grade Intersections Fig. 3.1 to Junction to be developed within
3 IRC SP-73- 3.7 extent of ROW available.
2018
As regard, the work of utility
MoRT&H shifting, relevant specifications,
circular The work of Utility shifting relevant rules, regulations and
4 acts of utility owning
dated
department/Agencies shall be
11.02.21
applicable.

vi) Justification for adopting Standards deviated from relevant Manual and
IRC/MoRTH Standards
As the project is proposed to be developed within the limits of existing ROW & no land
acquisition is proposed. Thus, the deviation is proposed as per the availability of ROW.

vii) Main Carriageway

• No. of lane/Width: -
Four Lane – 2 X 11.0 m Carriageway +2 X 1.5m paved shoulder + 2 X 1.5m
footpaths
Two Lane - 7.25 m Carriageway + 1.5m earthen shoulder for service roads.

• Design life of 20 years (after construction period) has been considered for
flexible pavement design
• Sub grade CBR (for design) has been taken as 10% with minimum traffic of 20
MSAfor service roads & 50 MSA for Main C/w.

• Pavement composition
Pavement Composition is as given below:
i. For Reconstruction and widening of the existing carriageway
BC : 40 mm
DBM : 105 mm
WMM : 250 mm
GSB : 200 mm

ii. For Service roads

BC : 40 mm
DBM : 70 mm
AIL : 100 mm
CTB : 155 mm
GSB : 200 mm

viii) Slip Road & Service Road

Service road has been proposed along the project road for a length of LHS =
46.835 km & RHS = 47.530 Km with Flexible pavement.

3
2. Outcomes and Deliverables

2.1 Stated aims and objectives of the Project

The project road segment of NH, which has been declared as NH 44, is identified for
Construction of service road as well as introduction of grade separated structures at
specified major junctions for improvement of corridor efficiency of Pampore-Qazigund
section of NH-44 for a length 46.835 Km on LHS and for a length 47.530 Km on RHS in
the Union Territory of Jammu & Kashmir on EPC Mode. The project road Pampore
(Srinagar) to Qazigund starts at existing Chainage 279.190 of NH-44 (Design Ch. 279.190)
at the start of Srinagar Ring Road (33°59'59.76"N, 74°54'4.40"E) connecting Lethipora,
Kaichak Kot, Sail, Kishgund, Bonigam, Qazigund, Wangund and finally terminates at
existing Ch. 220.400 of NH-44 (Design Ch. 220.400) near Qazigund Toll plaza
(33°34'23.17"N, 75°11'0.61"E). The proposed design length on the LHS of the service
roads is 46.835 Km and on RHS of the service roads is 47.530 km.

Thus, the development of the section will overall improve the efficiency of the long
route traffic and Freight movement ensuring smooth and safe traffic flow, substantial
reduction in travel time and will ensure that substantial gain is achieved in terms of
reduced Vehicle Operating Cost (VOC). Moreover, implementation of the project would
improve the basic infrastructure in the region, which would ultimately lead to overall
economic development of the region. The project is also important as per the following
reasons: -

❖ Connectivity
➢ Provides direct connectivity to 110 CRPF Battalion headquarters to 163 CRPF
Battalion headquarters.
➢ Provides Direct connectivity between District HQ of Srinagar and District HQ of
➢ Anantnag.
➢ Provides shortest connectivity between District HQ of Srinagar and District HQ of
➢ Jammu via NH-44.
➢ The project road is having existing 4-lane divided carriageway with some
locations of the project road having service roads. But the project road from
➢ Pampore to Qazigund is widely used by Indian army & Indian army moves in the
formation of convoy. Due to which they block the main 4-lane highway for
security reasons which hinders the common traffic over the main highway and
the entire traffic is diverted thorough the service road. Thus, the construction
of service roads becomes necessary for the smooth and hinderance free
movement of common traffic through service road during the conditions of
blockage over main highway. Also, the project road should be upgraded to 4-lane
with service road configuration to provide partial access control.
➢ On route, the project road provides direct connectivity to 16 nos. of villages and
➢ indirect connectivity to 53 nos. of villages.
➢ Thus, the project will certainly bring better transportation in terms of fast,
congestion free movement of traffic and will also ensure improvement in people
to people contact in nearby towns and villages along the project road by
providing easier access to business centres, livestock marketing and industries.

4
 ❖ Industrial Importance
➢ The project road provides direct connectivity to Sericulture mill, polythene
factory, Safforn fields of Lethipora, Forest timber yard & Food corporation of
India warehouse. Besides, on route there are many small scales to medium scale
industries.
➢ The project road provides direct connectivity to 2 stone crusher quarries.

❖ Educational importance
➢ The project road connects Government polytechnic IUST campus, Awantipora
village. Also, the project road provides direct connectivity to Birla open mind
school

❖ Road Network Connectivity

➢ The project road connects 2 National Highways and many other important MDRs
through its length.

❖ Others Importance
➢ In addition, the improved project road is expected to bring positive benefits for
the road users and act as a development stimulant for the state in terms of
overall socio-economic development

2.2 Indicate year-wise outputs/deliverables for the project in a tabular form

Cumulative progress
Financial Phasing (Rs. in Cr.)
Year
Physical Pre Per Year Total
Construction Total
construction Maintenance Maintenance
2024-25 40% 430.91 49.67 480.58
2025-26 60% 646.37 74.50 720.88
2026-27 100% 1201.46 0 0.00 0.00 1201.46
100%+
2027-28 1201.46 0 4.14 4.14 1205.60
maintenance
100%+
2028-29 1201.46 0 4.14 8.28 1209.74
maintenance
100%+
2030-31 1201.46 0 4.14 12.42 1213.88
maintenance
100%+
2031-32 1201.46 0 8.28 20.70 1222.15
maintenance

2.3 Indicate final outcomes for the project in the form of measurable indicators
which can be used for impact assessment/evaluation after the project is
complete. Baseline data or survey against which such outcomes would be
benchmarked should also be mentioned.

Direct benefit accruable from the project cannot be translated into monetary
terms. This is a scheme for improvement of infrastructure facility, which will
automatically bring socio-economic growth in the region.

5
3. Project Cost

3.1 Cost estimates (in the following format) for the project
ORIGINAL CONTRACT
Bill
Description Amount
No. Amount in Rs.
in Cr.
1 Road Work
(i) Site-Clearance 1,61,48,474.00 1.61
(ii) Earthwork, Erosion Control & Drainage 24,54,27,309.00 24.54
(iii) Sub-base, Base Courses & Shoulder 97,94,66,385.00 97.95
(iv) Surface Courses (Bituminous) 71,57,44,048.00 71.57
Traffic Signs, Marking and Other
(v) 8,40,57,746.00 8.41
Appurtenances
(vii) Toe Wall 76,64,490.00 0.77
(viii) Retaining Wall 12,48,65,220.00 12.49
(ix) Lined Canal 17,53,60,578.88 17.54
(x) Junction Improvement 11,94,15,823.08 11.94
(xi) Drainage 60,61,49,634.64 60.61
Under floor Heating Systems for Preventing
(x) 4,94,28,750.00 4.94
Icing on Highways (Lumpsum)
2 Structures
(i) Box Culvert 1,05,49,84,972.00 105.50
(ii) Hume Pipe Culvert 41,57,609.00 0.42
(iii) Minor Bridges 3,66,81,039.00 3.67
(iv) VUP 1,67,27,91,064.00 167.28
(v) Flyover 1,71,90,40,767.00 171.90
(vi) Highway Lighting 14,78,59,484.64 14.79
(vii) Utility Shifting 45,48,97,128.39 45.49
(viii) ATMS 6,39,36,412.00 6.39
A Cost Of Civil Works (Sub Total A) 8,27,80,76,935.00 827.81
Cost Per Km 8,77,24,018.00 8.77
ADD 18% GST 1,49,00,53,848.30 149.01
Cost Of Civil Work Including Taxes (Sub
B 9,76,81,30,783.30 976.81
Total B)
Contingencies @ 1% of A 8,27,80,769.35 8.28
Escalation Charges @ 5% 41,39,03,846.75 41.39
Agency Charges @3% of (A) 24,83,42,308.05 24.83
Supervision charges @ 3% of (A) 24,83,42,308.05 24.83
Supervision charges for Utility Shifting @
1,13,72,428.21 1.14
2.5%
Maintenance charges @ 2.5% of (A) for 4
20,69,51,923.38 20.70
years
C Sub Total (C) 1,21,16,93,583.78 121.17
L.A. COST (Tentative and will be finalized
D 1,24,17,11,540.25 124.17
after JMS)
Total Project Cost (TPC) To Be Borne By
Developer (B+C+D) 12,22,15,35,907.33 1,222.15
Total project Cost Per Km 12,95,13,441.50 12.95

6
 Cost justification with respect to normative cost as per the following format
Normative Cost Comparison
As Per MoRTH Circular no. RW/NH-24036/27/2010-PPP Dated - 25/04/2018
Estimated
Normative
Sl. Estimated Cost per Normative
Description Unit Scope Cost per Difference Remarks
No. Cost (in Unit (in Cost (in
Unit (in (in Cr)
Cr) Cr) Cr)
Cr)
1 Main Carriageway
2 Service/Slip Road
(i) Service Road (7m) Km. 90.810 195.68 2.15 4.19 380.72 185.04 Estimated Cost < Normative Cost
3 Structures
Estimated Cost > Normative Cost
Estimated cost is much higher than the
normative cost as estimated cost is
calculated while considering lead
(i) Minor Bridge Sqm. 324.00 3.67 0.0113213 0.0036037 1.17 -2.50 charges for aggregates and sand, while
there is no change in normative cost for
structures after increasing Lead
distance. Therefore, it is not possible
to compare structure costs.
4 Flyover/Underpasses/Overpasses
(i) Vehicular Underpass (VUP) Sqm. 3,659.20 30.91 0.0084483 0.0036926 13.51 -17.40 Estimated Cost > Normative Cost
Estimated cost is much higher than the
normative cost as estimated cost is
calculated while considering lead
charges for aggregates and sand, while
(ii) Flyover Sqm. 8,700.00 57.97 0.0066629 0.0039124 34.04 -23.93 there is no change in normative cost for
structures after increasing Lead
distance. Therefore, it is not possible
to compare structure costs.
5 Reinforced Earth Wall
(i) Reinforced Earth Wall Sqm. 96,236.35 250.30 0.0026009 0.0027561 265.24 14.93 Estimated Cost < Normative Cost
6 Culverts (Box, Slab & Pipe)
Estimated Cost > Normative Cost. The
Estimated Cost of Box Culvert Includes
(i) Box Culvert RMT 3,874.25 105.50 0.0272307 0.0115288 44.67 -60.83 cost of Retaining Wall and Protection
works also. And there is no such
 Normative Cost Comparison
As Per MoRTH Circular no. RW/NH-24036/27/2010-PPP Dated - 25/04/2018
Estimated
Normative
Sl. Estimated Cost per Normative
Description Unit Scope Cost per Difference Remarks
No. Cost (in Unit (in Cost (in
Unit (in (in Cr)
Cr) Cr) Cr)
Cr)
information whether these are included
in normative cost or not.
(ii) Hume Pipe Culvert RMT 168.50 0.42 0.0024674 0.0025483 0.43 0.01 Estimated Cost > Normative Cost
7 Junction Improvement
(i) Major Nos 10.00 0.8917519
11.94 0.1658553 42.14 30.20 Estimated Cost < Normative Cost
(ii) Minor Nos 62.00 0.5357988
8 Toe Wall RMT 861.50 0.77 0.0008897 0.0025079 2.16 1.39 Estimated Cost < Normative Cost
9 Retaining Wall RMT 1,202.00 12.49 0.0103881 0.0049043 5.89 -6.59 Estimated Cost > Normative Cost
10 Lined Canal & Drainage RMT 78.15 64.89 -13.26 Estimated Cost > Normative Cost
88,356.00 0.0008845 0.0007344
Estimated Cost > Normative Cost
11 Metal Beam Crash Barrier RMT 590.00 0.28 0.0004753 0.0003496 0.21 -0.07 Estimated cost is calculated for Thrie
Beam Crash Barrier
Items with No Provision of Normative Cost in Tool
a Horticulture LS - - - No provision in normative tool.
b Highway Lighting LS 14.79 14.79 - No provision in normative tool.
c Traffic Signages LS 3.83 3.83 - No provision in normative tool.
d ATMS LS 6.39 6.39 - No provision in normative tool.
e Utility Shifting LS 45.49 45.49 - No provision in normative tool.
Under floor Heating Systems for
F LS 4.94 4.94 - No provision in normative tool.
Preventing Icing on Highways
Total Cost 827.81 929.85 102.05 Estimated Cost < Normative Cost
Length of Service Road 94.36 94.36
Per Km Cost 8.77 9.85 1.08 Estimated Cost < Normative Cost
3.3 In case land is to be acquired, the details of land cost, including cost of
rehabilitation / resettlement needs to be provided.

Yes, Land acquisition is proposed along the project road for a cost of 124.95 Cr.

3.4 In case pre-investment activities are required, how much is proposed to be

spent on these, with details activity-wise?

Not Applicable.

3.5 Whether price escalation during the project time cycle has been included in
the cost estimates and at what rates?

The rates for the individual items, raw materials, Machinery and labour rates have
been adopted from the State Schedule of Rates 2022 published by Public Works
(R&B) Department, Govt. of Jammu & Kashmir w.e.f 04/04/2022. The rates of
individual items which are not available in SOR are adopted from MoRTH standard
Databook after applying rate analysis including appropriate lead-haulage charges.
Further, Price escalation @ 5% / year has been taken.

3.6 Whether the Project involves any foreign exchange element, the provision
made or likely impact of exchange rate risks?

Not Applicable.

3.7 In case of the Revised Cost Estimates, a variation analysis along with the Report
of the Revised Cost Committee needs to be attached.

Not Applicable.

4. Project Finance

4.1 Indicate the sources of project finance: budgetary support, internal and extra-
budgetary sources, external aid etc.

Under NH(O).

5. Project Viability

5.1 For projects which have identifiable stream of financial returns, the financial
internal rate of return may be calculated. The hurdle rate will be considered
at 10 percent.

Mode of Project IRR (without LA) IRR with LA

EPC 0.36% Not applicable
5.2 In case of projects with identifiable economic returns, the economic rate of
return may be calculated. In such cases project viability will be determined
by taking both financial and economic returns together.

Mode of Project EIRR

EPC 12.10%

5.3 In case of proposals where both financial and economic returns are not
readily quantifiable, the measurable / outcomes imply may be indicated.

Not Applicable

6. Approvals and Clearances

Utility shifting is involved for which estimates has been obtained from concerned
department and the same has been incorporated in Schedules. No forest/Land
Acquisition/ Environment clearance is required.

7. Monitoring and Evaluation

7.1 Indicate the Project Management Agency (s), if any.

Authority Engineer which will be appointed by National Highways Authority

of India (NHAI).
7.2 Mode of implementation of individual works: Departmental / Item-rate /
Turnkey / EPC / Hybrid Annuity Model etc.

Engineering Procurement and Construction (EPC) mode

7.3 Please indicate timelines of activities in PERT / Bar Chart along with critical
milestones.
Proposed construction period is 730 Days
Project Milestone-I: on 256th day from Appointed Date; 10% of Contract Price
Project Milestone-II: on 438th day from Appointed Date; 35% of Contract Price
Project Milestone-III: on 621th day from Appointed Date; 70% of Contract Price
Project Milestone-IV: on 730th day from Appointed Date; 100% of Contract Price

7.4 Please indicate the monitoring framework, including MIS, and the
arrangements for internal / statutory audit.

Project shall be monitored through PMD, PMIS and prevalent Statutory Audit
system.
7.5 Please indicate what arrangements have been made for impact assessment
after the project is complete?

Impact Assessment is the part of EMP and SIA.

8. Whether the check list is submitted along with the proposal.

Yes.

9. Approval Sought: Recommendation of PATSC is solicited for Construction of

service road as well as introduction of grade separated structures at specified
major junctions for improvement of corridor efficiency of Pampore-Qazigund
section of NH-44 for a length 46.835 Km on LHS and for a length 47.530 Km on RHS
in the Union Territory of Jammu & Kashmir on EPC Mode, having Total Capital Cost
Rs. 1,222.15 Cr.
Item wise checklist regarding compliance as per NHAI Circular (Policy Matter -
10.1.16/2017) No. 11014/11/2016-HR-I dated 12.06.2017
1. ROW / Land and Related aspects:
(i) The Land for any Expressway will be acquired Not Applicable as this stretch falls
with a ROW of 100 mtrs. under the NH category. The
project road is being developed
within the limit of existing ROW of
14 m (average).
(ii) As for the four – lane / Six-lane Highway Road The project road is the
Projects, experience shows that all the existing Construction of service road as
two-lane Roads requiring up gradation to 4/6- well as introduction of grade
lane involve acquisition of Land, shifting of separated structures at
utilities, felling of trees and other statutory specified major junctions for
clearances etc. As such, keeping in view a improvement of corridor
futuristic approach, it has been decided that the efficiency of Pampore-Qazigund
section of NH-44 for a length
land for any 4/6 Lane Highway Road will be
46.835 Km on LHS and for a
acquired with a Row of 60 mtrs irrespective of length 47.530 Km on RHS in the
the width of the carriageway. Union Territory of Jammu &
Kashmir on EPC Mode. Therefore,
the project is being developed
within the limit of Proposed ROW
(iii) Land (Minimum 5 acres, Length and depth Nil
preferably in the ratio of 3:2) shall also be
acquired for establishment of Way-side
amenities at suitable locations at distances
varying between 30 to 50Kms on both sides of
the Highway.
(iv) All efforts shall be made to avoid any road Project road does not cross any
alignment through National Parks and Wildlife national park and wildlife
Sanctuaries, even if it requires taking a longer sanctuaries.
route/ Bypass. However, where it becomes
absolutely unavoidable and necessary to keep
the alignment through such reserve
forest/restricted areas, Land would be acquired
with ROW of not more than 30mtrs. The cross-
section in such areas may be kept as 3.25m,
(Shoulder/Utility Corridor) + 10.5m (Three –
Lane one side Carriageway) + 2.5m (Median) +
10.5m (2nd Three-Lane Carriageway) +3.25m
(Shoulder/Utility Corridor).
(v) Similarly, though it may be difficult, while Not applicable as no bypass is
determining the alignment for any Bypass, being proposed along the project
efforts be made to see if these could be along road.
the revenue boundaries of two revenue estates
thereby minimizing the compulsions of land
owners/farmers for cross-overs to the other
side. In case such an alignment is not found
feasible, it should be ensured that access to
common facilities for the local people (e.g.
Schools, Healthcare facilities etc.) is
 maintained only on one side of the alignment,
thereby minimizing the need for cross-over for
day-to-day life.
(vi) Protection of the acquired Row against any
possible encroachments is extremely important.
Boundary stones be provided at the end of the
Row as per Clause 9.8 of IRC: SP: 84-2014 and
also supplemented as per Circular dated
08.12.2015 issued by NHAI. The boundary pillars
alone, which are subject to removal with
passage of time, may not be enough to save
against encroachments. As such, the typical
cross-section of a Highway Road is being re-
visited separately with the intention of
providing permanent features in the behalf. For
a typical Row of 60 mtrs, starting from one end,
these will require the following;

a. Use barricading of the Row with a. The total width of ROW is

plantation of hedge-like species (Ficus being used no extra ROW
/Poplars) within a 3.0m wide strip area, available for barricading.
dug up to 0.6 to 0.9m, of which 2.0 mtrs
to serve as a Utility Corridor.

b. Provision of a Service Road (along the b. The project has a restriction of

inhabited area) with its drainage slope ROW. The service road is
towards the drain/area reserved for proposed along the project
Strip Plantation, for a width of 9.0 mtrs. road.

c. Earmark width of 1.5 mtrs for c. RCC Drain & RCC Open Drain
construction of a drain so as to be able has been proposed.
to capture the rainwater flow from the
Service Road (wherever provided) and
the main carriageway.

d. Three lane with paved shoulders: Main d. Four Lane – 2 X 11.0m

carriageway – 10.5 mtrs, paved shoulder Carriageway +2 X 1.5m paved
– 1.5 mtr and earthen shoulder – 2.0 mtr shoulder + 2 X 1.5m footpaths
(Total – 14 mtr). for VUP approaches
Two Lane - 7.25 m
Carriageway + 1.5m earthen
shoulder for service roads.

e. Median – 5.0 mtrs (effective width e. Yes, Flush median is provided.

4.0m), and

f. A Mirror Image on the other end. f. NA

2. Approach to the provision and specifications for Structures:
(i) The structures on roads viz. Bridges, ROBs (Road Considered
Over Bridges, and Flyovers), RUBs (Road Under
Bridges) etc. are designed for more than 50
 years. It is difficult to increase the width of the
structures at a later date which may also have
larger financial implications apart from
construction related issues in running traffic.
Therefore, it has been decided to keep provision
for all the structures including approaches
comprising of retaining structures as 6-Lane
(Length of such approaches shall, in no case, be
less than 30m on either side) on all the four –
Lane highways except in the following cases (i)
Reserve Forest (ii) Wild life Areas (iii) Hilly Areas
(iv) Urban Areas where site conditions do not
permit this.
(ii) Wherever elevated sections are designed Not Applicable
through any inhabited areas, these should be
six-Lane structures supported on single piers so
that the road underneath serves as effective
service roads on both sides.
(iii) Highway projects shall be designed for As stated above in point 1 sub
separation of local traffic especially for section (iv). The project road
Vulnerable Road Users (VRUs), for longitudinal doesn’t cross any national park
movements and crossing facilities through and wildlife sanctuaries so, there
viaduct(s) located at convenient walking is no any need of CUP and also, as
distance. Provision of PUPs and CUPs with size per the circular of NHAI regarding
of 7.0m x 3.0m, as specified in Para 2.10 of the PUP/CUP, letter number
IRC specifications, has proved to be insufficient NHAI/PD/PIU-MANDI/NH-
keeping in view the increased use of 20/2017/80-A/647, Dated 24
mechanization in agriculture practices. These June, 2017, it is given in para (iii)
structures do not support the easy passage / that “the provision for Cattle
crossing for the tractors with trolleys so often underpasses (CUPs) and pedestrian
used for agricultural operations. As traffic on underpasses (PUPs) should be
cross roads is increasing day-by-day, it has been stopped forthwith.
decided to substitute the provision of Pedestrian Service roads are also raised above
Underpass (PUP) / Cattle Underpass (CUP) [for the ground levels and further
Para 2.10 of IRC specifies the dimensions of longitudinal gradient is sufficient
7.0m x 3.0m] with a VUP Grade-II with a to drain the water properly.
minimum size of 12 m (lateral clearance) x 4m
(vertical clearance). Out of 12m lateral width,
2.5m width on one side shall be raised for
pedestrian sidewalks with grills to make
pedestrian movement convenient and safe.
These structures shall be located at the most
preferred place of pedestrian/ cattle/day-to-
day crossings. Depending on the site conditions,
feasibility of clubbing the crossing facilities
through shall not be depressed as any such
depression, in the absence of proper drainage
facilities becomes water –logged rendering the
same unusable. Ideally, the bed level of the
crossings should be a bit higher with proper
connectivity to a drain, which could serve the
 drainage requirements of the main carriageway,
the underpass and the service road as well.
(iv) Wherever the alignment of 4-lane Highway road Considered
project is retained in-situ while passing through
inhabited areas (e.g. villages), it should be
ensured that Service Roads are provided on both
sides of the carriageway, connected underneath
with a cross-over structure (VUP/PUP/CUP).
Thus, each habitation should preferably have
crossing facility at the highways with a vertical
clearance of 4 mtrs.
(v) To ensure that bypass once constructed serves Not Applicable
the intended purpose during its Life, all the
bypasses shall be well designed, and access
controlled. The entry/exit from/ to side roads
shall be controlled such that they are grade
separated at major roads or at spacing not less
than 5 kms. Side roads at closer spacing shall be
connected to the service roads on either side
and taken to major roads for provision of grade
separated interchange.
3. Embankments, Drainage and rain-Water harvesting
(i) The provision of embankments shall be kept Considered
minimum so as to save land as well as earth
which are scarce resources. This can be decided
on case basis with due deliberations. However,
economic considerations may also be given due
weight age before deciding the issue.
(ii) The project highway shall be designed to have Considered
well designed efficient drainage system, which
shall be subsurface, as far as possible. While
constructing the underpasses, the finished road
level shall be determined so as to ensure that
the accumulation of rain water does not take
place and run-off flows at the natural ground
level. The drains, wherever provided shall be
constructed with proper gradient and connected
to the existing outlets for final disposal.
(iii) The locations of the culverts should be planned Total 01 Nos of Minor bridge are
in such a way that the proposed culvert covers provided. 170 Nos of RCC box
optimum catchment area & the location shall be culverts are proposed at suitable
decided on the basis of topographical survey, locations on the basis of
local rainfall data, gradient of natural ground topographical survey, local rainfall
and enquiry from the local habitants. Al culverts data, gradient of natural ground to
should preferably be box culverts as pipe covers the catchment area.
culverts get filled up with silt, which is rarely
cleared.
(iv) The rain water harvesting requirements be NA
assessed taking into consideration the ministry
of Environment & Forest Notification
Dt.14.01.1997 (as amended on 13.01.1998,
 05.01.1999 & 06.11.2000). The construction of
rainwater harvesting structure is mandatory in
and around water scarce/crisis areas notified by
the Central Ground Water Board. The provisions
for rainwater harvesting be executed as per the
requirements of IRC: SP:42-2014 (Guidelines for
Road Drainage) and IRC: SP:50-2013 (Guidelines
on Urban Drainage).
(v) All the bridge structures having a length of 100m NA
or less can be used for tapping of water for
serving dual purpose i.e. to cross the water body
and to store water, if technically feasible.
Therefore, such structures should be designed
as bridge cum barrage structures (bridge cum
bandhara). Ministry’s guidelines in this regard
issued vide letter no.RW/NH-34066/59/2015-
S7R (B) dated 18.04.2017 may be referred.
4. Road Safety features, Road markings and signage
(i) Road safety shall be the focus of design. The Considered
roads shall be forgiving, having self-explaining
alignment, safe designed intersections/
interchanges segregation and safe crossing
facilities for VRUs with crash barriers at
hazardous locations.
(ii) Road markings and proper signage constitute Considered
another important aspect of the Road safety.
The DPR shall contain a detailed signage plan,
indicating the places, directions, distances and
other features, duly marked on the chain age
plan. It shall specify the suitable places where
Fobs are to be provided. Road marking and
signage plan shall be included in DPR and shall
be specifically approved by the NHAI.
(iii) As availability of suitable sight distance has a Entire road has been designed for
large effect on road safety, the alignment of all Intermediate Sight distance.
the NHs should be finalized in such a way so as
to have double the stopping sight distance
available to the road users at all locations.
(iv) Advanced Traffic Management System (ATMS) Provision has been made and
shall be in place for all 4/6 lane roads of NHAI incorporated in the Schedule C.
being put to tolling. This would provide real
time information, guidance and emergency
assistance to users. ATMS would include outdoor
equipment including emergency call boxes,
variable message sign systems, meteorological
data system, close circuit TV camera (CCTV)
system in addition to any other equipment
required to meet the objective. Indoor
equipment System, CCTV monitor system and
management of call boxes system with
uninterrupted power supply, all housed in a
 central control centre. In this connection,
NHAI’s policy circular no.11041/218/2007-Admn
dated 15.09.2016 may be referred.
(v) DPR shall undergo the exercise of Road Safety Yes, undergo Road Safety Audit.
Audit through the Road Safety Auditor (Separate
from design team) and recommendations
mentioned be incorporated.
5. Noise Barriers
Provision should be made for Noise Barriers Project does not pass through
wherever (especially where project highway dense habitation. Hence, noise
passes through dense habitation) required as a barriers are not proposed.
mitigation measure against noise pollution and
nuisance. Their Location, dimension, type,
material and shapes should be determined and
defined in environment impact assessment
studies forming part of DPR.
6. Toll Plazas
(i) The minimum number of toll lanes at the toll NA
plazas should be carefully designed taking into
consideration the projected peak hour toll able
traffic, permissible service time, adopted toll
collection system and the capacity of service
lanes. The number of lanes at any toll plaza
would, however, be not less than four times the
number of lanes for which the highway has been
designed. Eventually, all the lanes have to be
designed/ equipped with Electronic Toll
Collection (ETC) systems and one lane at the
extreme outer side for Over Dimensioned
Vehicles (ODV) should be earmarked in each
direction.
(ii) Car lanes and lanes for commercial vehicles NA
shall be earmarked at the toll plaza with outer
lanes earmarked for the commercial vehicles. At
least 50% of the total lanes on each side shall be
equipped with weigh-in-motion facility for
dedicated use by commercial vehicles followed
by a static weigh bridge on either side. Number
of lanes with weigh-in-motion facility may be
suitably increased depending on proportion of
commercial vehicles in total traffic. Provision
should be kept for acquisition and earmarking of
about one acre area for parking of the
overloaded vehicles.
7. Use of Technology
(i) The use of technology, particularly environment Considered
friendly technology viz. Recycling of bituminous
mixes, warm mixes and soil stabilization etc.
Should be adopted wherever feasible. Clause 519
of the “Specifications for Road and Bridge
Works” (Fifth Revision) Covers specifications for
 recycling of existing bituminous pavement
materials to upgrade the pavements. These
provisions notwithstanding, recycling of existing
bituminous materials is yet to be implemented in
most of the NHAI projects. The reclaiming and
reprocessing of pavement materials involve both
design (how the pavement should be designed
using reclaimed materials with the given
properties) and technology (the methods to
reclaim and reprocess, equipment, knowhow and
quality) issues. After addressing these issues, the
recycling of pavements will be environmentally
and economically better option for
rehabilitation, repair or reconstruction
compared to the use of fresh or virgin materials.
Indian Roads Congress has published IRC: 120-
2015 on “recommended practice for recycling of
bituminous pavements” giving a detailed
procedure for its implementation.
(ii) The use of LiDAR, ROMDAS, Drone surveys or NA
similar or any advanced Technologies has to be
built in the DPR for proper monitoring of the
Road maintenance works. The monitoring of
maintenance condition of any road stretch shall
require use of the technology/system at least
twice a year i.e. once in the month of
March/April i.e. before the Monsoons and the
second round being post-monsoon i.e. during the
months of October – November every year.