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4-lane of the existing 2 lane road from Parsarma to Araria NH-327E in the State of Bihar

8. ALIGNMENT OPTION STUDY

8.1 GENERAL

Consultant has carried out the detailed study of existing road alignment of the project
corridor, for which consultant’s team visited the project site to identify, the various possible
alignment routes and the finding of the same are presented in this chapter.

Accordingly, it was observed that the existing alignment of Project road have deficient and
sub-standard geometry at many locations. Substantial amount of built up areas with dense
habitation were also observed as the alignment pass through major towns. Ribbon
development along the project road are also observed at many locations.

The existing alignment has been appreciated and studied based on available data,
reconnaissance survey, road and inventory data etc. All these deficiencies are required to
be improved to comply with IRC standards and accordingly improvement options are
discussed herewith in subsequent clauses.

8.2 EXISTING ROAD AND ALIGNMENT DETAILS

The existing road alignment passes through two districts of Bihar namely Supaul and
Araria. The existing length of the project highway based on present development of two
lane/ two lane paved shoulder is about 108 km. The district boundaries of both districts
are: From km 204.00 to km 135.300 at JBC Canal i.e. length 68.7 km in Supaul District
and km 135.300 to km 94 i.e. length 41 km approx. in Araria district. The existing road has
2-Lane/ 2-Lane with paved shoulder in the project stretch.

The road stretch from Araria to Galgalia is also under up-gradation to 4-lane with divided
carriageway.

The Complete project stretch falling in plain terrain.

 Right of Way

As per the details obtained from reconnaissance, the Right of Way varies from 16m to
24m.

 Builtup area and major towns

The project highway traverses rural section as well as urban built-up areas and passes
through important towns of Supaul, Pipra, Tribeniganj, Raniganj and runs through the
districts of Supaul and Araria.

 Railway crossings

There are 2 no. of existing railway crossing present on the project road. ROB construction
for both crossings i.e. in Supaul town and Araria town are under progress.

A new railway line from Supaul to Araria is under construction by Central railways. This
new line is supposed to cross the project road at two locations. These lines cross project
road at Km 151.950 and 176.000.

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 Forest and environment sensitive area

The Project stretch involves protected notified forest along the project within existing ROW
after black top surface for which forest diversion and tree cutting permission shall be
required. The project stretch does not involve any requirement of environment clearance.
No wild life sanctuary affected along the project road and within Eco sensitive zone.

 Utilities

Utilities like telephone cables, O.F.C. lines, water pipelines and electric lines run along and
across the project highway which are required to be relocated.

 Religious sensitive structure

The existing project road having various religious structure along the road and for
widening / upgradation for two lane to four lane, most of these religious structures will
affect. After detail inventory of project stretch, following structure affected in widening of
project road in spite of bypass provision in built up areas.

Table 8.1: Details of Religious Structures

Side
S. Ex. Distance Religious
LH RHS Name of Village
No. Chainage C/L Mtr Structure
S
District Araria
1 97+500 LHS 15.00 Temple Araria markit
2 101+100 RHS 5.50 Temple Araria markit
3 101+250 RHS 7.50 Mosque Rajokhar
4 101+750 LHS 7.00 Mosque Rajokhar
5 102+050 LHS 12.00 Kabristan Rajokhar
6 102+950 LHS 11.00 Mosque Rajokhar
7 104+100 RHS 6.00 Mosque Rupoli
8 105+900 LHS 5.00 Temple Chatiyona
9 106+300 RHS 10.55 Temple Chatiyona
10 106+750 LHS 10.00 Ashram Chatiyona
11 107+100 LHS 5.00 Temple Chatiyona
12 107+950 LHS 5.00 Temple Naranpur
13 107+955 RHS 5.00 Temple Naranpur
14 109+600 RHS 8.50 Temple Kharhar Azad chock
15 109+620 LHS 10.00 Temple Kharhar Azad chock
16 110+500 LHS 4.00 Temple Gidwaas
17 110+650 LHS 15.00 Mosque Gidwaas
18 110+900 LHS 13.00 Temple Gidwaas
19 112+800 LHS 5.00 Temple Hansaa

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Side
S. Ex. Distance Religious
LH RHS Name of Village
No. Chainage C/L Mtr Structure
S
20 113+500 RHS 8.50 Temple Hansaa
21 113+700 LHS 8.70 Temple Hansaa
22 114+600 LHS 7.70 Temple Kamalpur
23 124+400 LHS 5.00 Temple Marhua
24 125+500 RHS 8.10 Temple Bhanulalpatti
25 130+350 LHS 5.20 temple Jamuaan
26 132+400 LHS 6.70 Temple Khojdi
27 135+300 RHS 11.70 Temple Khojdi
District Supaul
28 135+600 LHS 11.00 Temple JBC Canal
29 136+850 RHS 15.50 Mosque Mughalghat
30 138+100 RHS 22.00 Temple Pandey Patti
31 138+250 RHS 11.50 Temple Pandey Patti
32 144+350 LHS 7.50 Temple Bhageli sunder chock
33 146+550 LHS 15.50 Temple Rajeshwari
34 148+400 RHS 4.50 Temple Murliganj road Jadia
35 148+500 RHS 16.70 Temple Jadia
36 149+600 LHS 4.00 Temple Jadia
37 150+300 LHS 25.00 Temple Jadia
38 152+700 RHS 6.50 Temple Kamkulha
39 154+550 LHS 8.00 Temple Laxminea
40 156+330 LHS 7.70 Temple Laxminea Chock
Maa Champa
41 160+150 LHS 11.70 Daparkha
temple
42 162+200 RHS 7.50 Temple Tirveniganj
43 165+150 LHS 15.70 Temple Tirveniganj
44 165+220 LHS 13.50 Temple Tirveniganj
45 168+800 LHS 10.35 Temple Bhuraa
46 168+820 RHS 15.25 Temple Bhuraa
47 169+200 LHS 8.90 Temple Gajhar rahtaa
48 170+235 LHS 4.70 Temple Gajhar rahtaa
49 170+700 LHS 7.70 Temple Gambhirpur
50 170+740 LHS 8.20 Temple Gambhirpur
51 170+850 LHS 19.70 Temple Gambhirpur
52 171+500 RHS 9.00 Temple Gambhirpur
53 174+500 RHS 23.00 Temple Parmana river

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Alignment Option Study

Side
S. Ex. Distance Religious
LH RHS Name of Village
No. Chainage C/L Mtr Structure
S
54 175+200 LHS 15.00 Temple Dinaptti
55 175+900 RHS 7.00 Temple Dinaptti
56 177+300 RHS 8.10 Hanuman Temple Leetmadhi
57 178+220 RHS 20.70 Shiv ji Temple Thumha
58 179+000 LHS 11.50 Hanuman Temple Thumha
59 180+800 LHS 7.20 Hanuman Temple Katheagaon
60 181+020 LHS 6.90 Laxmi Temple Katheagaon
61 181+550 RHS 13.60 Shani dev temple Katia Chock
62 182+380 RHS 6.75 Hanuman Temple Katia
63 182+400 RHS 11.70 Temple katia
64 184+500 LHS 5.00 Laxmi Temple Nirmali
65 184+500 RHS 4.85 Hanuman Temple Nirmali
66 184+850 LHS 8.10 Hanuman Temple Nirmali
67 185+400 RHS 8.00 Temple Nirmali river
68 185+500 LHS 15.10 Temple Nirmali river
69 185+700 RHS 13.20 Mosque Nirmali
70 187+150 LHS 6.60 Shiv ji Temple Pathra
71 187+165 LHS 7.30 Hanuman Temple Pathra Choti Chok
72 187+550 RHS 6.90 Temple Pathra
73 187+800 LHS 9.40 Kabristan Pathra
74 188+750 RHS 8.00 Temple Pathra
75 189+300 RHS 4.50 Temple Badi Chock
76 189+600 RHS 8.00 Temple Goravgadh
77 190+750 LHS 15.50 Sai temple Goravgadh
78 191+450 LHS 8.00 Temple Goravgadh
79 197+800 RHS 13.00 Samadhi Supaul Belahi
80 198+700 LHS 3.90 Temple Karanpur Chok
81 199+350 LHS 5.10 Temple Brahman tola
82 200+450 RHS 7.20 Kali maa Temple Malhani
83 200+700 LHS 7.60 Temple Thakurwadi
Eid gaha &
84 201+000 RHS 14.50 Malhani
Kabristan
85 201+600 RHS 15.65 Temple Malhani
86 202+350 LHS 13.2 Temple Thalha Chok

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 Existing Cross Drainage Structures

There are 7 no. Major Bridges & about 35 no. minor bridges in addition to 20 no. Box
culvert, 38 no. Slab culvert and 67 no. Pipe culvert along the project road.

8.3 ALIGNMENT OPTIONS

The existing road in most of the project section is of 2 lanes without paved shoulder
configuration and carries heavily loaded commercial traffic. To cater that heavy traffic and
future requirements, it is proposed that the project highway to be developed as 4 lane
carriageway.

The Alignment Options have been studied for the proposed road corridor from Parsarma
to Araria section of NH-327E. Details of these options are as follows:

 Widening of Existing road with Bypass Options.

 Greenfield Option.

8.4 EXISITING ROAD WITH BYPASS OPTIONS

Improvements in existing road including geometric and structure improvement have been
explored for upgradation to 4 lane configuration. Bypass options have been explored for
major built up areas i.e Parsarma, Supaul, Thumha, Pipra, Tribeniganj, Jadia, Bhargama,
Raniganj, Araria having poor geometrics and constrained RoW. Such locations/towns are
identified and are listed below. Alignment plan showing these improvements are shown in
Figure 8.1 below.

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Alignment Option Study

Figure 8.1: Alignment Plan Showing Proposed Improvements

8.4.1 Parsarma Bypass

The Existing Road is a 2-lane highway without paved shoulder and passes through Parsarma Town from km 205.900 to km 202.500. The
stretch passing through Parsarma town has poor geometry and dense habitation. NH-527A joins the project road in the middle of the town and
is being upgraded through Bharatmala Pariyojana. Existing road has constrained ROW and hence four lane section cannot be developed
without substantial demolition of structure. Alternative options of bypasses for Parsarma town has been explored and discussed below.

Figure 8.2: Parsarma Bypass Options

Table 8.2: Parsarma Bypass Comparative Statement

S. No. Particulars Existing Alignment Option-I (LHS) Option-II (RHS)

1 Total Length (in Km) 3.4 3.55 3.1
2 Terrain Plain Plain Plain
3 Existing ROW (m) 16-24 0 0
60m at Service road section, 60m at Service road section,
4 Proposed ROW (m) 45
45m at other sections 45m at other sections
5 Geometry of Road Sub Standard Standard Standard
6 Major Bridge (Nos.) Nil Nil Nil
7 Minor Bridge (Nos.) 1 No. 2 Nos. 2 Nos.
8 Railway Crossing/ROB Nil Nil Nil
9 Cross Road 1 No. Internal Urban Road, NH-527A NH-527A 2 Nos. Village Road

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S. No. Particulars Existing Alignment Option-I (LHS) Option-II (RHS)

2 Nos. Village Road 2 Nos. Village Road
10 Grade Separator 1 Nos. VUP 2 Nos. VUP/LVUP 2 Nos. VUP/LVUP
11 Design Speed 40-80kmph 100kmph 100kmph
12 Shifting of Utility Moderate Minimal Minimal
13 Land Use Dense Built-Up Agriculture Agriculture
14 Habitation Affected High Nil Nil
15 Land Acquisition Required 10.75Ha. 21.3 Ha. 18.6 Ha.
16 LA Cost (in Cr.) 74.38 147.37 128.69
17 Civil Cost (in Cr.) 56.3 87.5 80.65

Based on the detail techno-economical comparison above alternatives, Option-I (LHS) seems to be the best suitable option. Widening on
existing road results in high demolition drive due to dense habitation and hence is not feasible. Option-I (LHS) requires acquisition of land
which is generally vacant with isolated buildings. This option also connects with NH-527A and helps avoid traffic to enter the town when not
required. Hence habitat affected will be minimum and highway traffic movement will be better managed.

8.4.2 Supaul Bypass

The Existing Road is a two lane highway and passes through Supaul Town from km 199.150 to km 188.750. The section is completely
built - up and high density of local traffic is observed while reconnaissance survey. The stretch has poor geometry with many substandard
curves. An ROB is under construction on the project road within town section. Alternative bypass options for Supaul town is being explored
towards LHS & RHS. An option of elevated structure along existing road is also explored. Details of these options with comparison is shown
below: -

Figure 8.3: Supaul Bypass Options

Table 8.3: Supaul Bypass Comparative Statement

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Alignment Option Study

S. No. Particulars Option-I (RHS) Option-II (LHS) Option-III Elevated

3.5 km Elevated & 6.9 Existing
1 Total Length (in Km) 9.5 12.4
Carriageway

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S. No. Particulars Option-I (RHS) Option-II (LHS) Option-III Elevated

2 Terrain Plain Plain Plain
3 Existing ROW (m) 0 0 16 to 24 (Tentative)
60m at Service road
60m at Service road section, 35m For Elevated & 60m For Approach
4 Proposed ROW (m) section, 45m at other
45m at other sections area
sections
Standard and merging with under
5 Geometry of Road Standard Standard construction ROB will be a complex
situation and not feasible
6 Major Bridge (Nos.) - 1 Nos. (Length 80m) -
7 Minor Bridge (Nos.) 4 Nos. 4 Nos. 2 Nos.
8 Railway Crossing/ROB 1 Nos. 1 Nos. 1 Nos.
NH-327A
NH-327A
9 Cross Road 4 Nos. Village Road 6 Nos. Village Road
10 Nos. Village Road
10 Nos. Internal Urban Road
10 Grade Separator 3 Nos. VUP/LVUP 3 Nos. VUP/LVUP 3.5 km Elevated Structure
11 Design Speed 100kmph 100kmph 80kmph or less
12 Shifting of Utility Minimal Minimal High
13 Land Use Agriculture Agriculture Dense Built-Up
Throughout Built-up
14 Habitation Affected Nil Low
Approx. 400 building will be affected.
Land Acquisition 3.5 Ha. for Elevated Section & 17.25 Ha.
15 49.5 Ha. 62.55 Ha.
Required For Existing Section
143.56Cr + 25Cr for building demolition
16 LA Cost (in Cr.) 342.48 432.77
compensation
17 Civil Cost (in Cr.) 197.66 240.50 405.59
Based on the detail techno-economical comparison above alternatives, Option-I (RHS) will be best suitable option to avoid substantial
R&R issues. This option requires acquisition of land which is generally vacant with isolated buildings. Hence habitat affected will be minimum
and reducing R & R cost and efforts. Elevated structure option is discarded as unprecedented quantum of R&R issues is expected.
Additionally, geometry will still be substandard and there is Lack of feasibility due to messing with existing ROB.

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Alignment Option Study

8.4.3 Thumha Bypass

The Existing Road is a two lane highway and passes through Thumha Town from km 179.800 to km 177.500. The stretch passes through
habitation of Thumha town where ROW is constrained. Additional LA in this section induces demolition of buildings within busy market place.
Bypass options have been explored towards LHS and RHS and one existing road improvement. Comparison of these options is shown below: -

Figure 8.4: Thumha Bypass Options

Table 8.4: Thumha Bypass Comparative Statement

S. No. Particulars Existing Alignment Option-I (RHS) Option-II (LHS)

1 Total Length (in Km) 3.3 3.3 3.75
2 Terrain Plain Plain Plain
3 Existing ROW(m) 15 0 0
60m at Service road section, 60m at Service road section,
4 Proposed ROW(m) 45
45m at other sections 45m at other sections
5 Geometry of Road Sub Standard Standard Standard
6 Major Bridge (Nos.) - - -
7 Minor Bridge (Nos.) 2 Nos. 2 Nos. 4 Nos.
8 Railway Crossing/ROB Nil Nil Nil
9 Cross Road 4 Nos. Village Road 3 Nos. Village Road 5 Nos. Village Road
10 Grade Separator 1 Nos. VUP/LVUP 1 Nos. VUP/LVUP 1 Nos. VUP/LVUP
11 Design Speed 100 Kmph 100kmph 100kmph
12 Shifting of Utility Required Minimal Minimal
13 Land Use Dense Built-Up Agriculture Agriculture
14 Habitation Affected High Nil Low

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S. No. Particulars Existing Alignment Option-I (RHS) Option-II (LHS)

15 Land Acquisition Required 9.90 Ha. 14.85 Ha. 16.88 Ha.

16 LA Cost (in Cr.) 6.85 10.27 11.68
17 Civil Cost (in Cr.) 60.37 61.79 76.10

Based on the detail techno-economical comparison above alternatives, Option-I (RHS) will be best suitable option to avoid R&R issues.
This option requires acquisition of land which is generally vacant with isolated buildings. Hence habitat affected will be minimum and reducing
R & R cost and efforts.

8.4.4 Pipra Bypass

The Existing Road is a two lane highway and passes through Pipra Town from km 174.850 to km 169.800. A new railway line is under
construction on the RHS side of the existing alignment. The stretch passing through Pipra town has generally poor geometry and dense
habitation so four lane section cannot be developed without substantial demolition of structure. Alternative options for Pipra town has been
explored towards LHS and RHS and one existing road improvement. Details of these options with comparison is shown below: -

Figure 8.5: Pipra Bypass Options

Table 8.5: Pipra Bypass Comparative Statement

S.No
Particulars Existing Alignment Option-I (LHS) Option-II (RHS)
.
1 Total Length (in Km) 6.2 6.2 5.0 km Bypass & 0.9km Existing Carriageway
2 Terrain Plain Plain Plain
3 Existing ROW(m) 16-24 0 16-24m ROW on Existing Carriageway
60m at Service road section, 60m at Service road section, 45m at other
4 Proposed ROW(m) 45
45m at other sections sections

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Alignment Option Study

S.No
Particulars Existing Alignment Option-I (LHS) Option-II (RHS)
.
5 Geometry of Road Sub Standard Standard Standard
6 Major Bridge (Nos.) 2 Nos. 2 Nos. 1 Nos.
7 Minor Bridge (Nos.) 1 Nos. 1 Nos. 3 Nos.
8 Railway Crossing/ROB Nil Nil Nil
NH-131, NH-131, NH-131,
9 Cross Road
5 Nos. Village Road 6 Nos. Village Road 4 Nos. Village Road
10 Grade Separator 2 Nos. VUP/LVUP 3 Nos. VUP/LVUP 3 Nos. VUP/LVUP
11 Design Speed 40-80kmph 100kmph 100kmph
12 Shifting of Utility Moderate Minimal Minimal
13 Land Use Dense Built-Up Agriculture Agriculture
14 Habitation Affected High Nil Low
15 Land Acquisition Required 20Ha 36Ha 29.25Ha
16 LA Cost (in Cr.) 13.84 24.91 20.24
17 Civil Cost (in Cr.) 117.63 150.68 145.92

Based on the detail techno-economical comparison above alternatives, Option-I (LHS) will be best suitable option to avoid substantial
R&R issues and to avoid under construction railway track. This option requires acquisition of land which is generally vacant with isolated
buildings. Hence habitat affected will be minimum and reducing R & R cost and efforts.

8.4.5 Tribeniganj Bypass

The Existing Road is a two lane highway and passes through Tribeniganj Town from km 164.800 to km 159.000. A railway line is under
construction on the right side of the town passing through semi built up area. The road stretch passing through Tribeniganj town has dense
habitation so four lane section cannot be developed without substantial demolition of structure. Alternative options for Tribeniganj town has
been explored towards LHS and RHS and one existing road improvement. Details of these options with comparison is shown below-

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Figure 8.6: Tribeniganj Bypass Options

Table 8.6: Tribeniganj Bypass Comparative Statement

S.
Particulars Existing Alignment Option-I (LHS) Option-II (RHS)
No.
1 Total Length (in Km) 5.80 6.20 7.4 Bypass & 0.8km Existing Carriageway
2 Terrain Plain Plain Plain
3 Existing ROW(m) 16-24 0 16-24m ROW on Existing Carriageway
60m at Service road section, 60m at Service road section, 45m at other
4 Proposed ROW(m) 45
45m at other sections sections
5 Geometry of Road Sub Standard Standard Standard
6 Major Bridge (Nos.) 2 Nos. 2 Nos. 2 Nos.
7 Minor Bridge (Nos.) 4 Nos. 5 Nos. 4 Nos.
8 Railway Crossing/ROB Nil Nil Nil
9 Cross Road 4 Nos. Village Road 5 Nos. Village Road 4 Nos. Village Road
10 Grade Separator 1 Nos. VUP 2 Nos. VUP/LVUP 2 Nos. VUP/LVUP
11 Design Speed 80 kmph 100kmph 100kmph
12 Shifting of Utility Moderate Minimal Minimal
13 Land Use Dense Built-Up Agriculture Agriculture
14 Habitation Affected High Low Nil
15 Land Acquisition Required 16.75 Ha. 32.40 Ha. 41.40 Ha.
16 LA Cost (in Cr.) 8.28 16.01 20.46

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Alignment Option Study

17 Civil Cost (in Cr.) 97.09 141.49 145.46

Based on the detail techno-economical comparison above alternatives, Option-I (LHS) will be best suitable compared to other options. Habitat
affected will be minimum in this option and it will reduce R & R cost and efforts. This option also avoids crossing of new railway line and
requirement of railway crossing structures.

8.4.6 Jadia Town Bypass

The Existing Road is a two lane highway and passes through Jadia Town from km 151.700 to km 147.250. The stretch passing through Jadia
town has poor geometry along with substantial ribbon development is observed along the existing road section. Hence the section direly
needs geometric improvements to improve safety and comfort for the road users. The proposed options include left bypass option and one
existing road improvement. Details of these options with comparison is shown below-

Figure 8.7: Jadia Bypass Options

Table 8.7: Jadia Bypass Comparative Statement

S.
Particulars Existing Alignment Option-I (LHS)
No.
1 Total Length (in Km) 4.40 4.50
2 Terrain Plain Plain
3 Existing ROW(m) 20 0
4 Proposed ROW(m) 45 60m at Service road section, 45m at other sections
5 Geometry of Road Sub Standard Standard
6 Major Bridge (Nos.) Nil Nil
7 Minor Bridge (Nos.) 2 Nos. (Total Length 40m) 2 Nos. (Total Length 40m)
8 Railway Crossing/ROB Nil Nil

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9 Cross Road 3 Nos. Village Road 3 Nos. Village Road

10 Grade Separator 1 Nos. VUP 2 Nos. VUP/LVUP
11 Design Speed 40 - 80 kmph 100kmph
12 Shifting of Utility Moderate Minimal
13 Land Use Dense Built-Up Agriculture/Built-Up
14 Habitation Affected High Minimal
15 Land Acquisition Required 15.2 Ha. 24.75 Ha.
16 LA Cost (in Cr.) 7.51 12.23
17 Civil Cost (in Cr.) 65 95

Based on the detail techno-economical comparison above alternatives, Option-I (LHS) will be best suitable option. This option requires
acquisition of land which is generally vacant with isolated buildings. Hence habitat affected will be minimum and reducing R & R cost and
efforts.

8.4.7 Bhargama Bypass

The Existing Road is a two lane highway and passes through Bhargama Town from km 133.350 to km 129.050. The stretch passing through
Bhargama town has very poor geometry along with hair pin bend (being plain terrain) and average habitation. Hence the section direly needs
geometric improvements to improve safety and comfort for the road users. Also substantial ribbon development is observed along the existing
road section. The proposed options include two bypass options and one existing road improvement. Details of these options with comparison
is shown below-

Figure 8.8: Bhargama Bypass Options

Table 8.8: Bhargama Bypass Comparative Statement

S. No. Particulars Existing Alignment Option-I (LHS) Option-II (RHS)

1 Total Length (in Km) 4.30 3.60 3.80

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Alignment Option Study

2 Terrain Plain Plain Plain

3 Existing ROW (m) 16-24 0 0
60m at Service road section, 60m at Service road section,
4 Proposed ROW (m) 45
45m at other sections 45m at other sections
5 Geometry of Road Sub Standard Standard Standard
6 Major Bridge (Nos.) - - -
7 Minor Bridge (Nos.) 2 Nos. 2 Nos. 2 Nos.
8 Railway Crossing/ROB Nil Nil Nil
4 Nos. Internal Urban Road,
9 Cross Road 4 Nos. Village Road 3 Nos. Village Road
4 Nos. Village Road
10 Grade Separator 1 Nos. VUP 1 No. VUP 1 No. VUP
11 Design Speed 40-80 kmph 100 kmph 100 kmph
12 Shifting of Utility Moderate Minimal Minimal
13 Land Use Dense Built-Up Agriculture Agriculture
14 Habitation Affected High Low Nil
15 Land Acquisition Required 13.0 Ha. 18.45 Ha. 19.35 Ha.
16 LA Cost (in Cr.) 41.12 58.35 61.2
17 Civil Cost (in Cr.) 62.24 59.36 61.11

Based on the detail techno-economical comparison above alternatives, Option-I (LHS) will be best suitable option as it eliminates all
substandard curves and improve geometric deficiencies in road alignment. This option requires acquisition of land which is generally
vacant with isolated buildings. Hence habitat affected will be minimum and reducing R & R cost and efforts.

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8.4.8 Raniganj Bypass

The Existing Road is a two lane highway and passes through Raniganj Town from Km 125.850 to Km 119.250. The stretch passing through
Raniganj town has very poor geometry and dense habitation. Hence section cannot be developed within the existing road section. The
proposed options include two bypasses and one existing road improvement. Details of these options with comparison is shown below-

Figure 8.9: Raniganj Bypass Options

Table 8.9: Raniganj Bypass Comparative Statement

S. No. Particulars Existing Alignment Option-I (LHS) Option-II (RHS)

1 Total Length (in Km) 7.70 6.6 km Bypass and 1.1 km Existing Carriageway 8.10
2 Terrain Plain Plain Plain
3 Existing ROW (m) 16-24 16-24m ROW on Existing Carriageway 0
60m at Service road section, 45m at other 60m at Service road section,
4 Proposed ROW (m) 45
sections 45m at other sections
5 Geometry of Road Sub Standard Standard Standard
6 Major Bridge (Nos.) 2 Nos. 2 Nos. 2 Nos.
7 Minor Bridge (Nos.) 6 Nos. 10 Nos. 6 Nos.
8 Railway Crossing/ROB Nil Nil Nil
SH-77 SH-77 SH-77
9 Cross Road
4 Nos. Village Road 4 Nos. Village Road 4 Nos. Village Road
10 Grade Separator 1 Nos. VUP 2 Nos. VUP/LVUP 2 Nos. VUP/LVUP
11 Design Speed 40-80kmph 100kmph 100kmph
12 Shifting of Utility Moderate Minimal Minimal
13 Land Use Dense Built-Up Agriculture Agriculture
14 Habitation Affected High Low Nil

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Alignment Option Study

S. No. Particulars Existing Alignment Option-I (LHS) Option-II (RHS)

15 Land Acquisition Required 21.5 Ha. 37.85 Ha. 40.95 Ha.

16 LA Cost (in Cr.) 42.5 74.82 80.98
17 Civil Cost (in Cr.) 124.13 162.65 150.01

Based on the detail techno-economical comparison above alternatives, Option-I (LHS) will be best suitable option to avoid substantial
R&R issues and improve the geometry according to codal provisions. This option requires acquisition of land which is generally vacant
with isolated buildings. Hence habitat affected will be minimum and reducing R & R cost and efforts.

8.4.9 Araria Bypass

The Project Road of NH-327E road presently ends at Junction with NH-27 at Km. 257.000 of NH-27 within the town of Araria. The stretch of
NH-327 E continues towards Galgalia from other junction with NH-27 at Km 254.650 of NH-27. The bypass options have been proposed for
Existing Road section from Km 101.500 to Km 94.000 and comparison with existing road is shown below-

Figure 8.10: Araria Bypass Options

Table 8.10: Araria Bypass Comparative Statement

S. No. Particulars Existing Alignment Option-I (RHS) Option-II (RHS)

1 Total Length (in Km) 11.3 Km 10.3 km (3.8 Existing Road +6.5 Bypass) 10.12
2 Terrain Plain Plain Plain
3 Existing ROW (m) 16-24 16-24m ROW on Existing Carriageway -
60m at Service road section, 45m at other 60m at Service road section,
4 Proposed ROW (m) 45
sections 45m at other sections
5 Geometry of Road Sub Standard Standard Standard

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NH-327E in the State of Bihar

S. No. Particulars Existing Alignment Option-I (RHS) Option-II (RHS)

6 Major Bridge (Nos.) Nil Nil Nil
7 Minor Bridge (Nos.) 5 Nos. 5 Nos. 3 Nos.
8 Railway Crossing/ROB 1 No. 1 No. 1 No.
NH - 27 NH - 27
9 Cross Road NH-27
1 Nos. Village Road 1 Nos. Village Road
10 Grade Separator 3 Nos. VUP/LVUP 4 Nos. VUP/LVUP 4 Nos. VUP/LVUP
11 Design Speed 40-100kmph 100kmph 100kmph
12 Shifting of Utility High Minimal Minimal
13 Land Use Dense Built-Up Agriculture +Built-Up Agriculture +Built-Up
14 Habitation Affected High Minimal Minimal
15 Land Acquisition Required 29.0 Ha. 47.8 Ha. 52.3 Ha.
16 LA Cost (in Cr.) 58 95 104
17 Civil Cost (in Cr.) 199 240 237

Based on the detail techno-economical comparison above alternatives, Option-I (RHS) seems to be best suitable option. This option
requires acquisition of land which is generally vacant with isolated buildings. Also habitat affected will be minimum and reducing R & R cost
and efforts for 4-lane highway construction.

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8.4.10 Summary of Feasible Bypass Options

Summary of feasible option for each bypass is shown below:-

Table 8.11: Summary of Feasible Bypass Options

S. No. KM From KM To Length (KM) Bypass Name

1 205+900 202+500 3.55 Parsarma
2 199+150 188+750 9.5 Supaul
3 179+800 177+500 2.4 Thumha
4 174+850 169+800 6.2 Pipra
5 164+800 159+000 6.2 Tribeniganj
6 151+700 147+250 4.5 Jadia
7 133+350 129+050 3.6 Bhargama
8 125+850 118+150 6.6 Raniganj
9 101+500 94+000 6.5 Araria
Total Length 49.05 KM

8.4.11 Geometry Improvements and Realignments

There are numerous locations where existing road has substandard geometry in rural
areas as well. These curves need to be improved for efficient development and safety of
road user. There are few locations where minor realignments are required to avoid R & R
of buildings that exist as a result of ribbon development. Few such improvements are
suggested below.

List of deficient curves where improvements have been proposed, is shown below-

Table 8.12: Summary of Geometric Improvements

S. Existing Km Deficient
Remarks
No. From To Curve Nos.

1 206+040 203+010 10 Parsarma Bypass

2 201+300 201+000 2 Realignment
3 199+070 188+640 6 Supaul Bypass
4 185+600 185+000 1 Realignment
5 180+010 177+470 - Thumha Bypass
6 175+430 169+430 12 Pipra Bypass
7 166+600 165+500 - Realignment Reverse curve & Built-Up
8 164+720 158+930 9 Tribeniganj Bypass
9 155+300 153+900 5 Realignment
10 153+300 151+600 4 Realignment
11 151+600 147+350 3 Jadia Bypass

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S. Existing Km Deficient
Remarks
No. From To Curve Nos.

12 145+300 143+500 5 Realignment

13 143+000 141+600 1 Realignment Sharp Curve
14 140+000 138+350 2 Realignment
15 137+650 137+150 2 Realignment
16 135+550 132+400 3 Realignment
17 131+820 128+020 9 Bhargama Bypass
18 123+685 117+740 14 Raniganj Bypass
19 101+750 97+700 - Araria Bypass

Figure 8.11: Geometry Improvements and Realignments at Km. 185.500 to Km.

185.000

Figure 8.12: Geometry Improvements and Realignments at Km. 155.500 to Km.

154.000

Figure 8.13: Geometry Improvements and Realignments at Km. 153.500 to Km.

152.500

Figure 8.14: Geometry Improvements and Realignments at Km. 145.400 to Km.

143.500

Figure 8.15: Geometry Improvements and Realignments at Km. 143.100 to Km.

142.000

Figure 8.16: Geometry Improvements and Realignments at Km. 140.000 to Km.

138.500

Figure 8.17: Geometry Improvements and Realignments at Km. 137.500 to Km.

137.000

Figure 8.18: Geometry Improvements and Realignments at Km. 134.500 to Km.

134.000

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Table 8.13: Summary of Improvements in Curves

S. Existing HIP Design Existing Proposed

Deficiency Remark
No. Km Chainage Curve Radius Radius
The Broken back curve has been eliminated by
5+300- Brocken Back curve and
1 201+230 190m, 240m 1000m providing single curve with sufficient radius of
5+600 insufficient radius and length
1000m
The reverse has been improved by providing
20+600- Reverse Curve with insufficient single
2 185+520 55m 2000m
21+100 radius curve with sufficient length of curve and also new
Major Bridge has been provided.
39+800- The reverse curve has been improved by
3 168+365 Reverse curve with built-up 400-700 1300m
41+000 providing single curve
Zigzag and Reverse curve with
153+920- 50+600- 4 Nos.-50- The reverse curve has been improved by
4 insufficient radius and built-up 500m
156+330 52+000 250m providing single curve of radius 500m
alongside the road
151+530- 52+600- Broken back curve with 3 Nos.-60- The broken back curve has been improved by
5 1250m
153+320 54+100 insufficient radius 220m providing single curve of radius 1250m
143+480- 60+400- Zigzag curve with insufficient 5 Nos.-50- 450m, The Zigzag curve has been improved by providing
6
145+280 62+300 radius 250m 2000m two curves of radius 450m and 2000m
141+560- 62+900- 400m, Sharp Curve has been improved by providing two
7 Sharp Curve within Junction 24m
142+890 64+000 500m curves of radius 400m and 500m
138+170- 65+200- Broken back curve with 2 Nos. 200m, The broken back curve has been improved by
8 1500m
140+340 66+900 insufficient radius 300m providing single curve of radius 1500m
136+260- 67+300- Broken back curve with 2 nos- 80m, The broken back curve has been improved by
9 1150m
137+770 68+800 insufficient radius 100m providing single curve of radius 1150m
132+320- 69+500- Sharp Curve with insufficient 3 Nos.-90- Sharp Curve has been improved by providing
10 5000m
135+650 72+300 radius and heavy built-up 300m single curve of radius 5000m

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NH-327E in the State of Bihar

Table 8.14: Summary of Improvements in Curves for Bypass Sections

HIP Existing
S. Existing Bypass Proposed
Design Deficiency Curve Remark
No. Km Name Radius
Chainage Radius
11 Nos. of Zigzag Curve and series of 4 Nos.- 15-70m The zigzag curve has been
203+010- 0+000-
1 Parsarma broken back curves with insufficient 5 Nos.- 120-180m 625 improved by providing single
206+040 3+500
radius 2 Nos. 220-900m curve with radius of 625 m
The Broken back curve has been
188+640- 7+400- 6 Nos. of Series of Broken back and 3 Nos-15-90m eliminated by providing three
2 Supaul 4500
199+070 17+500 Reverse Curve 3 Nos-120-190m curves with radius ranging from
1100-4500
177+470- 26+100- Heavy Built-up with few geometrically Due to heavy built-up, Bypass is
3 Thumha 690m 2050
180+010 28+700 deficient curves provided
3 Nos. 1-10m
11 Nos. of Series of Reverse and The Broken back curve has been
169+430- 30+800- 2 Nos.- 50-70m
4 Pipra broken back curve and insufficient 1075 eliminated by providing single
175+430 37+100 5 Nos.-120-190m
length of curve curve with radius 1075 m
2 Nos.- 220-250m
The Broken back curve has been
Series of Reverse and broken back 6 Nos-180-280m
158+930- 41+800- 1025, eliminated by providing two
5 Tribeniganj curve and insufficient 3 Nos.-320-380m
164+720 48+000 5000 curves with radius 1025 and
length of curve 2 Nos.-500-800m
2150m respectively.
Zigzag Curve and series of broken
147+340- 54+100- 3 Nos.-120-250m 1250, Two curves have been provided
6 Jadia
back curves with insufficient radius
151+530 58+400 4 Nos.-400-700m 2500 with sufficient radius
and frequent changes in radius
9 Nos. of Zigzag Curve and series of 2 Nos-1-20m
128+020- 72+800- Single Curve has been provided
7 Bhargama broken back curves with insufficient 3 Nos.- 60-110m 500
131+820 75+800 with radius 500m
radius and frequent changes in radius 4 Nos.-150-250m
3 Nos.-1-10m
14 Nos. of Series of Zigzag curves Two curves have been provided
117+740- 80+000- 6 Nos.-10-100m 1500,
8 Raniganj with insufficient radius and frequent with sufficient radius of 1500 and
123+685 86+100 3 Nos.-100-200m 2050
changes in radius 2050 respectively
2 Nos.-200-250m
1800,
97+700- Heavy Built-up with few geometrically Due to heavy built-up, Bypass is
9 106+150 Araria 1200 2000,
108+440 deficient curves provided
5000

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8.4.12 Improvements Assessed to Project Road

Table 8.15 gives a summary of improvements assessed to existing project road.
Table 8.15: Summary of Improvements

S. No. Particulars Existing Alignment Proposed Improvements

1 Total Length (in Km) 108.00 108.600
2 Terrain Plain Plain
3 Existing ROW (m) 16-24 (Tentative) -
4 Proposed ROW (m) 45 60m at Service road section, 45m at other sections
2-Lane = 94.15 Km length
5 Lane configuration Divided 4-lane carriageway as per IRC: SP: 84-2019.
2lane with Paved shoulder= 12 Km length
6 Geometry of Road Sub Standard with deficient geometry Standard as per IRC provision
7 No of Bypasses - 9 (Proposed)
8 Total length of Bypasses - 49.05 Km (Tentative)
9 Realignments - About 15.32 Km
10 Major Bridge (Nos.) 7 Nos. 6 Nos.
11 Minor Bridge (Nos.) 35 Nos. 44 Nos.
2 Nos. Railway Crossing (2-Lane ROBs at
2 Nos. ROB with 4-Lane configuration
12 Railway Crossing/ROB both locations are under construction)
A New railway line (under construction) from Supaul to Araria, is expected to cross project road.
13 Cross Road NH-527A, NH-327A, NH-131, NH-27, NH-527A, NH-131, NH-27
SH-77, SH-91 SH-77, SH-91
19 Nos. VUP and 10 Nos. LVUP with Service Road
14 Grade Separator -
(Tentative)
12 Nos. SVUP (Tentative)
15 Service Road - Approx., 45 km (both side)
16 Design Speed 40-100kmph 100kmph
17 Shifting of Utility Moderate Minimal
18 Land Use Agricultural, Dense Built-Up Agricultural with isolated Built-up areas
19 Habitation Affected Minimal in rural section, High in built-up Minimal, Mostly in existing section where widening to

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 Consultancy Services for Preparation of DPR cum Feasibility Report for construction of 4-lane of the existing 2 lane road from Parsarma to Araria
NH-327E in the State of Bihar

S. No. Particulars Existing Alignment Proposed Improvements

areas section. be done with in 45m PROW
Figure 8.19: Strip Plan Showing Proposed Improvements

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Alignment Option Study

8.5 GREENFIELD ALIGNMENT OPTION

Considering the substantial bypasses length (More than 50%) and required geometric improvements, a complete green field alignment option
has been explored. In greenfield option the alignment starts from NH-527A at Parsarma village and ends at NH-27 at Araria Village. This
option traverses through green field areas and passes through Gamaharia, Behrari, Ramnagar Mahesh, Chiraiya, Parshahat, Mohni,
Bangama villages areas. The tentative length of this alignment option is 98.500 km.

The detailed comparison of the option is shown in below Table.

Table 8.16: Detailed Comparison of the Options

S. No. Particulars Existing Alignment with Town Bypasses Greenfield Alignment

1 Total Length (in Km) 108.600 98.500
2 Terrain Plain Plain
60m at Service road section,
3 Proposed ROW (m) 60m-70m
45m at other sections
4 Geometry of Road Standard Standard
5 Major Bridge (Nos.) 7 Nos. 8 Nos.
6 Minor Bridge (Nos.) 44 Nos. 46 Nos.
7 Railway Crossing/ROB 2 Nos. ROB with 4-Lane configuration 2 Nos. ROB with 4-Lane configuration
NH-327A, SH-66, NH-131, SH-91, SH-77, SH-66, SH-66, NH-131, SH-91, SH-77,
8 Cross Road
NH-27 NH-27
49 Nos. VUP/LVUP/SVUP
9 Grade Separator 41Nos. VUP/ LVUP/ SVUP
1 No. VOP
10 Service/Slip Road Approx. 45 km Approx. 35 km
11 Design Speed 100kmph 100kmph
12 Shifting of Utility Moderate Minimal

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S. No. Particulars Existing Alignment with Town Bypasses Greenfield Alignment

13 Land Use Agricultural with isolated Builtup areas Agricultural

14 Total no. and length of Bypasses 9No. and 49 Km Length (Tentative) -
15 Realignments 15.3 Km (Tentative) -
Minimal , Mostly in existing section where
16 Habitation Affected Minimal
widening to be done with in 45m PROW
17 Land Acquisition Required 568 Ha 600 Ha
18 LA Cost (in Cr.) 1534 515
19 Civil Cost (in Cr.) 2382.6 2,229.72
20 Per KM Civil Cost 21.9 22.64

Note-Detailed LA cost is given in Annexure 8.1 for greenfield alignment option-1 and Annexure 8.2 for option-2 and Annexure 8.3 for existing
alignment.

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Figure 8.20: Alignment Plan Showing Greenfield Alignment



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