UTTAR PRADESH EXPRESSWAYS INDUSTRIAL DEVELOPMENT

AUTHORITY

Government of Uttar Pradesh

DEVELOPMENT OF AGRA TO LUCKNOW ACCESS CONTROLLED

EXPRESSWAY (GREEN FIELD) PROJECT IN THE STATE OF UTTAR
PRADESH ON DESIGN, BUILD, FINANCE, OPERATE AND TRANSFER
("DBFOT") BASIS.

INTERNATIONAL COMPETITIVE BIDDING (ICB)

REQUEST FOR PROPOSAL (RFP)

VOLUME - IV

FEASIBILITY REPORT

C-13, 2nd Floor, Paryatan Bhawan,

Vipin Khand, Gomti Nagar,
Lucknow – 226010

September 2013
Assistance to UPEIDA on Technical Studies for Feasibility Report
Agra to Lucknow Access Controlled Expressway Project Description

CONTENTS

Chapter – 1 ........................................................................................................................................... 2
1.1 PROJECT BACKGROUND ............................................................................................................ 2
1.2 SCOPE OF SERVICES ................................................................................................................... 3
1.3 PROJECT DESCRIPTION .............................................................................................................. 3
1.4 KEY TRAFFIC STUDY FINDINGS ................................................................................................... 4
1.4.1 Traffic Forecast ......................................................................................................................... 5
1.5 KEY ENGINEERING SURVEY FINDINGS ........................................................................................ 5
1.6 DESIGN PROPOSALS .................................................................................................................. 5
1.6.1 Preliminary design .................................................................................................................... 6
1.6.2 Service Roads............................................................................................................................ 6
1.6.3 Pavement Design ...................................................................................................................... 6
1.6.4 Toll Plaza .................................................................................................................................. 7
1.6.5 Proposal for Structures.............................................................................................................. 7
1.7 INITIAL ENVIRONMENTAL IMPACT ASSESSMENT........................................................................ 8
1.8 SOCIAL ASSESSMENT ................................................................................................................. 8
1.9 COST ESTIMATION .................................................................................................................... 8
1.10 FINANCIAL EVALUATION ........................................................................................................... 9
1.11 CONCLUSION ............................................................................................................................ 9

LIST OF TABLES

Table 1.1: Summary of AADT (2012-2013) .................................................................................. 4

Table 1.2: Traffic Estimated for Future Years ............................................................................ 5
Table 1.3: Summary of MSA adopted ......................................................................................... 6
Table 1.4: Flexible Pavement Composition for New Construction ......................................... 7
Table 1.5: Flexible Pavement for Service Roads ....................................................................... 7
Table 1.6: Pavement Composition for Rigid Pavement ............................................................ 7
Table 1.7: Project Cost.................................................................................................................. 8

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Assistance to UPEIDA on Technical Studies for Feasibility Report
Agra to Lucknow Access Controlled Expressway Project Description

Chapter – 1

Executive Summary

1.1 PROJECT BACKGROUND

Good transportation systems are lifeline to the area they serve. Roads bring about all-
round development in the region. A good road network helps in the success of all
development activities, be it in the sphere of movement of people and goods, agriculture,
commerce, education, health, and social welfare, or even maintenance of law and order
and security.

To keep pace with the forth coming economic development within the State the Uttar
Pradesh Expressways Industrial Development Authority (UPEIDA) has been entrusted to
develop the access controlled Agra Lucknow Expressway on Public Private Partnership
mode (PPP) by the Government of Uttar Pradesh (GoUP). The Agra-Lucknow
Expressway Project will extend the connectivity of the State Capital with National capital
with High Speed Corridor. The proposed expressway starts on the Agra Ring Road near
village Madra and ends on SH-40 (Lucknow – Mohan- Hasanganj – Rasulabad road)
outskirts of Lucknow. The project also includes the following two link roads:

1. Agra Link Road providing connectivity to proposed Agra Ring Road being under-
taken by Agra development Authority. The proposed Agra Ring Road is being
built on priority basis by Agra Development Authority and would provide linkage
to end point of Yamuna Expressway and NH-2. In case the proposed develop-
ment of ring road does not materialize then in order to provide connectivity with
Yamuna Expressway additional 7 kilometers of link road needs to be build by the
concessionaire which will be a change in scope. The length of this link is approx-
imately 1.5 km with Trumpet Interchange on the Agra Ring Road. The cross-
sectional elements of this link would be exactly same as that of the proposed Ex-
pressway.
2. Firozabad Link Road: the present single lane road will be widened to two lanes
with paved shoulder; the existing bridge on Yamuna is already a 2 lane bridge.
The length of this link is 15km.

3. Kanauj Link Road: the state highway has been converted to national highway
(NH-91A) and hence only paved shoulder will be added as improvement. The
length of this link road is 8 Km.
4. Lucknow Link Road: as there is no timeline set by the Lucknow Development
Authority to develop the outer ring road for Lucknow, this link road is required to
provide connectivity of the expressway form Lucknow city. The end point meets
at SH-40 (Lucknow – Mohan - Hasanganj – Rasulabad road) near Khushalganj.
The length of this link road is 9.6Km and it utilizes the irrigation land available on
the right bank of Sharda Canal (Lucknow branch). The cross-sectional elements
of this link would be exactly same as that of the proposed Expressway, as there
is limited ROW available along the canal service roads on either side would not
be provided. It has been proposed that as and when Lucknow Outer Ring Road is
constructed, concessionaire of the Expressway will provide suitable interchange
which will be a change in scope.
As the cross sectional elements for the Agra and Lucknow link roads are
same hence both these links have been included in the length of Express-
way.
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Assistance to UPEIDA on Technical Studies for Feasibility Report
Agra to Lucknow Access Controlled Expressway Project Description

In view of above the total length of the Expressway from proposed Agra Link
Road (Start point)to end point at Lucknow on SH 40 is 301 Km
The Consultants have undertaken feasibility studies for the project which includes
costing to assess technical, financial & economic viability, and social assessment
studies, their analysis etc. As a part of the study to establish the viability, a Feasibility
Report has been prepared after carrying out Engineering Surveys and appropriate
assessment of a preliminary design considering the engineering conditions, the present
traffic and its growth, the environmental impact assessment as well as the social aspects
along with cost assessment.

This report among other aspects covers the details on finalization of alignment, grade
separator interchanges and structures along the proposed Expressway & Link roads,
digitization of the Khasra maps of ROW and marking of alignment on digitized maps,
identification of Tourist spots, eco-friendly structures, water bodies etc. along the
expressway.

1.2 SCOPE OF SERVICES

As per the Terms of Reference (TOR), the project study consists of preparation of the
following:

Stage 1 - Inception Report

Stage 2 - Feasibility Report

Sets of Drawings

Investigation Reports

Preliminary Designs

Preliminary Costing

Financial Analysis

The Feasibility study will include the following:

Project proposals

Traffic survey, analysis and Report

Utility Relocation Plans

Land Plan Schedules

Stage 2(a) - Environment and Social Impact Assessment Reports and getting For-
est/Wildlife Clearance.

1.3 PROJECT DESCRIPTION

The Uttar Pradesh Expressway and Industrial Development Authority (UPEIDA) is acting
as Nodal Agency for development of said access controlled Agra Lucknow Expressway
along with 2 link roads on Public Private Partnership mode (PPP) to keep pace with the
forthcoming economic development within the project influence area. UPEIDA is
committed for the development of this project and has appointed the Consultants to
expedite the Technical Feasibility Study, Financial Viability Study, and Entire Bid
Process Management etc. conforming to PPP Guide Lines & other State Government
Rules and Regulations.

The proposed expressway starts on the Agra Ring Road near village Madra and travers-
es on the southern side of River Yamuna, running parallel to Fatehabad Road (SH-62).
The alignment then crosses river Yamuna near Fatehabad and South of Shikohabad.
Thereafter, the alignment runs towards the south-east direction passing near Karhal and
maintaining minimum distance of 10 km from Samaan Wild Life Sanctuary. The align-
ment crosses River Ganga near Makanpur and traverses parallel to SH-40 and north of
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Assistance to UPEIDA on Technical Studies for Feasibility Report
Agra to Lucknow Access Controlled Expressway Project Description

Bangarmau, and thereafter move along southern side of Sarda Canal. As there is no
timelines for completion of the proposed Lucknow Ring Road a link road connecting the
end point of the expressway (approximately 5.0 km south of village Kakori) to the City
has been proposed which will utilize the available irrigation land and would terminate on
SH-40 at Lucknow hence providing a link to Amausi Airport and NH-25.

The ROW along the expressway has been proposed as 110m; for the link road an exist-
ing ROW of 18-36m (60-110 feet) is available. The proposed expressway has been de-
signed to be six lanes expandable to eight lanes as and when required from traffic
consideration, towards the 13.5 wide median. The proposed structures are designed for
eight lanes configuration to cater for future widening.

Based on analysis (cost comparison, financial viability etc.) it was concluded that best
alternative is to have proposed six lane expressway expandable to eight lanes with
service road on intermittent basis.

1.4 KEY TRAFFIC STUDY FINDINGS

Various traffic surveys and analysis have been carried out for addressing the objectives
of the project stretch. The surveys conducted include 7 days traffic volume count at 4
locations, 3 days traffic volume count at 5 locations and 1 day origin – destination and
commodity movement survey at 7 locations etc. The study aims at obtaining the existing
traffic and travel characteristics on the project corridor and forecasting for project horizon
year considering various constituent streams and for various scenarios. The results of
analysis will form inputs for designing the pavement, carrying out financial analysis,
decisions regarding grade separators, pedestrian facilities, and wayside amenities along
with design of intersections along the project road.

As Agra Lucknow expressway is new alignment so the survey locations have been
selected at the connecting highway to the project road. The project road is connecting to
NH-2, NH-91, MDR, SH-62, SH-25, SH-21, SH-40 and NH-24. Based on the traffic study,
the potentially divertible traffic from the neighboring highways has been worked out on
the project road. The project road has been divided into 8 homogenous sections based
on traffic flow.

The average daily traffic (ADT) has been converted to average annual daily traffic
(AADT) using seasonal factors. The AADT is the input for various analyses like traffic
forecast, economic and financial analysis, capacity augmentation, pavement design, etc.
The following table provides the AADT in base year 2012-13 at 8 homogeneous
sections.

Table 1.1: Summary of AADT (2012-2013)

S. No. Section AADT in Nos. AADT in PCUs

1 Section 1 (km 0.000 to km 24.000) 10228 24504
2 Section 2 (km 24.000 to km 72.000) 9726 23849
3 Section 3 (km 72.000 to km 87.000) 9080 22591
4 Section 4 (km 87.000 to km 109.000) 9365 23423
5 Section 5 (km 109.000 to km 165.000) 11532 27419
6 Section 6 (km 165.000 to km 196.000) 11027 26570
7 Section 7 (km 196.000 to km 263.000) 9095 22724
8 Section 8 (km 263.000 to km 266.860) 10949 25381

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Agra to Lucknow Access Controlled Expressway Project Description

1.4.1 Traffic Forecast

Traffic demand plays the most important factor in deciding the type of facility
(infrastructure) to be provided. This in turn determines likely benefits and costs to
develop the same. A highway project of this nature calls for significant investment.
Prediction of traffic demand becomes an important task and has to be carried out
accurately. For the design of pavement and to plan for the future maintenance
programme and for economic & financial evaluation, it is necessary to have realistic
estimate of the size of traffic in the design period of 30 years.

Traffic forecasting is made by determining the past trend of traffic flow along the corridor
and by use of economic models developed to co-relate past vehicle registration data and
economic indices such as per capital income (PCI), net state domestic product (NSDP)
and gross domestic product (GDP). By using the elasticity values obtained from the
economic models and the likely rate of growth of indicators, the mode wise growth rates
are obtained. By applying this growth rates, future traffic volume is estimated.

Table 1.2: Traffic Estimated for Future Years

S. No. Section 2013 2018 2023 2028 2033

1 Section 1 24504 40628 59304 76110 98077
2 Section 2 23849 39086 56703 72884 94022
3 Section 3 22591 38690 57427 73162 93683
4 Section 4 23423 40866 61216 77784 99317
5 Section 5 27419 46866 69506 88724 113789
6 Section 6 26570 46327 69379 88230 112797
7 Section 7 22724 40550 61437 77817 99048
8 Section 8 25381 45022 68027 86433 110360
The project road facilities have been designed for level of service ‘B’ for the concession
period of 30 years. For more details please refer to the Chapter 5 (Traffic Survey and
Analysis).

1.5 KEY ENGINEERING SURVEY FINDINGS

The detailed reconnaissance survey has been carried out to identify and plan various
surveys and investigations. Topographic survey has been carried out using differential
global positioning system (DGPS), total station and auto level as per standards
prescribed. Please refer clause 3.6.4 of this report for more details.

The material investigations have been carried out and various quarries / borrow areas
have been identified and tested. The soaked CBR values of from borrow areas varies
from 7.0% to 10%. For pavement design purposes we have adopted 10% CBR. A
detailed Geo-Technical investigation works have been carried out to know about the
subsurface features and soil profiles and relevant soil and rock properties in order to de-
sign the founding structures for the proposed structures along the expressway.

Pavement design has been carried out and pavement composition based design life,
projected traffic, VDF, MSA and CBR values has been determined.

1.6 DESIGN PROPOSALS

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Agra to Lucknow Access Controlled Expressway Project Description

1.6.1 Preliminary design

 Geometric design
The horizontal and vertical design has been carried out for the project as per the
Guidelines for Expressway by Ministry of Road Transport and Highways
(MOSRT&H) and also latest IRC: 38 and IRC SP: 23 for a suitable Design speed
as suggested in inception report. The detailed improvement schemes are
finalized based on the Guidelines for Expressway and latest IRC: SP41,
MOSRT&H Type Design Manual for Intersections on National Highways and
Manual for Safety in Road Design.

 Alignment proposal
After carrying out field investigations and reconnaissance survey of existing /
proposed alignment, the consultants have arrived at alignment proposals. As the
cross-sectional elements are same for Agra and Lucknow link roads and also
they provide connectivity from start to end; their lengths have been included in
the expressway. Hence the total length of the expressway is 301 Km and the total
length of two link roads are 23.0 Km.

 Typical Cross Section

Based on the traffic considerations, geometric standards and existing site
conditions, the typical cross sectional elements are framed for project
expressway and link road.

1.6.2 Service Roads

Two lane service roads of 7.0 m width on intermediate basis has been proposed
throughout the length of the proposed expressway.

1.6.3 Pavement Design

Flexible pavement has been adopted for new carriageways throughout the project length
except at toll plaza locations. In the toll plaza area, rigid pavement has been adopted.

 New Flexible Pavement Design

The pavement design basically aims at determining the total thickness of the pavement
structure as well as thickness of individual structural components. The following
assumptions are considered for the preliminary pavement design. The basic
assumptions considered while designing are as follows:

 Design Life for bituminous layers has been assumed as 10 years after construction.
 For non-bituminous layers design life has been assumed as 30 years .Sub grade
CBR (for design) has been taken as 10%.
 Design life for Cement Concrete pavement has been assumed as 30Years

The project road has been divided into eight traffic homogeneous sections, design for
which are furnished below:

Table 1.3: Summary of MSA adopted

Design Life 10 Yrs

Homogeneous Section
MSA Obtained MSA Adopted

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Agra to Lucknow Access Controlled Expressway Project Description

Start to end of Expressway 29.80 30.00

Firozabad Link Road 8.5 10
Kanauji Link Road 9.5 10

Table 1.4: Flexible Pavement Composition for New Construction

New Crust Composition (mm)

Section Total
BC DBM WMM GSB
Thickness
Start to end of Expressway 40 95 250 200 585
Firozabad Link Road 40 50 250 200 540
Kanauji Link Road 40 50 250 200 540

 Service Roads

Service roads have been designed for 10 MSA for 10% CBR. The crust composition of
service roads is given in Table below.

Table 1.5: Flexible Pavement for Service Roads

Pavement Layer Thickness (mm)

Bituminous Concrete 40
Dense Graded Bituminous Macadam (DBM) 50
Wet Mix Macadam (WMM) 250
Granular Sub-Base (GSB) 200
Total 540

 Toll Plaza

Rigid Pavement has been proposed at the toll plaza locations. 30 years design life has
been assumed for finding out the pavement composition at toll plaza locations. The
proposed composition of rigid pavement is given in Table below:

Table 1.6: Pavement Composition for Rigid Pavement

GSB (mm) DLC (mm) PQC (mm)

150 150 300

1.6.4 Toll Plaza

Two toll plazas are proposed along the project road, with additional right-of-way, service
lanes, toll booths, lighting, weigh-in-motion Weigh Bridge, automatic, semi automatic and
manual toll booths, separate lanes for wide bodied vehicles etc. The two toll plazas are
provided at start and end of the expressway at Ch. 19+000 and at Ch. 269+900.

1.6.5 Proposal for Structures

There are 10 major bridges, 49 minor bridges, 1 overpass, and 9 flyovers, 3 ROB, 1
ROB cum major bridge, 52 VUP and 138 PUPs along the project corridor. The detailed
summary of proposed Major Bridge, ROBs and flyover are mentioned in chapter-4.

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Agra to Lucknow Access Controlled Expressway Project Description

1.7 INITIAL ENVIRONMENTAL IMPACT ASSESSMENT

The Environmental Impact Assessment (EIA) is aimed at determining the environmental

impacts due to the construction and operation of the project road. The major
environmental disciplines in the EIA study include topography and land use, soil and
agriculture, geology and seismicity, water quality, climate and meteorology, air quality,
noise level, terrestrial and aquatic ecology.

Project specific environmental management plan is being prepared for ensuring the
implementation of the proposed measures during construction phase of the project.

The UPEIDA has certain organizational and institutional capacity for satisfactory
implementation of the EMP.

1.8 SOCIAL ASSESSMENT

The main objective of conducting social screening is to provide inputs of social concerns
to be detailed in project design and to avoid or minimize the adverse social impacts with
the best possible engineering solutions at minimum cost in close coordination between
engineering, environmental and social experts during the entire design process. The
social screening exercise is intended to assess the negative impacts (direct, indirect or
cumulative) and to suggest mitigating measures to avoid or at least minimize the adverse
impacts on nearby communities and natural environment, peoples and properties falling
on the direct path of road development, people indirectly affected by the way of
disruption of livelihood, breakage in community linkages, impacts arising from land
acquisition and resettlement, on indigenous people (SC, ST etc.) and on human safety
etc.

1.9 COST ESTIMATION

The cost estimation for the project is extremely important as the viability and implemen-
tation of a project depends on the project cost. Therefore, cost estimates have been car-
ried out with due care. Estimation of preliminary cost, a primary pre-requisite for eco-
nomic and financial evaluation, has been carried out for construction of new bridges,
cross drainage structures, longitudinal drains, junction improvements, road furniture, bus
bays, truck bays, way side amenities, toll plazas, etc. and is presented in Table below.
For major bridges over river Yamuna and Ganga provisions for river training work includ-
ing guide bunds have been taken based on previous experience on these types of
bridges. However Concessionaire is required to carry out Hydraulic Model study to final-
ise Length and shape of Guide Bunds and other river training works.

Table 1.7: Project Cost

SUMMARY OF COST
Sr.
Particulars Amount
No.
1 Bill No. 1: Site clearance and Dismantling 163,571,209
2 Bill No. 2 : Earth Work 19,224,101,904
Bill No. 3 : Grannular Sub Base Courses and Base Courses ( Non-
3 17,549,609,091
Bituminous )
4 Bill No. 4 : Bituminous Courses 17,762,721,962
5 Bill No. 5 : Culverts 573,809,371
6 Bill No. 6A : Minor Bridges 2,663,005,361
7 Bil No. 6B : Major Bridges 4,517,061,706
8 Bill No. 6C :Repair & Rehabilitation (Bridges and Culverts) 8,397,328

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9 Bill No. 6D : FO, ROB 2,366,828,713

10 Bill No. 6E : VUP/PUP 3,046,016,675
11 Bill No. 6F : Re Wall 1,655,437,043
12 Link Road (Structure Cost)
227,047,862.87
13 Bill No. 7 : Drainage & Protective Works 1,865,457,752
Bill No. 8 : Traffic signs, Road markings and other road
14 4,082,621,308
appurtunences
15 Bill No. 9: Toll Plaza 196,836,624
16 Bill No. 10: Wayside Amenities 400,448,264
17 Bill No. 11 : Enviormental Plan
175,035,584.34
18 Bill No. 12 : Miscellaneous Works 757,403,050

Total Civil Cost 77,235,410,809

TPC (25% of Civil Cost) 96,544,263,511

1.10 FINANCIAL EVALUATION

To assess whether the project is a viable / profitable proposition, the return to
concessionaire / investors is measured in terms of the equity IRR, which is estimated on
discounted cash flow technique. The returns expected by investors are function of the
value of equity issued on the Indian stock markets, interest rates on commercial loans,
the risk profile of the investment and alternative investment opportunities. The target
equity IRR, for the project to be done on commercial format / PPP basis, have been
taken as 16 percent. It is concluded that the project is viable on DBFOT (Toll) basis for a
concession period of 30 years.
1.11 CONCLUSION
In order to explore the possibility of financing the project road on DBFOT basis, financial
feasibility analysis has been carried out and is based on traffic study and toll analysis to
ascertain the existence of sustainable project returns.

From the commercial analysis carried out for various alternatives of project facility (Six
lanes expandable to eight lanes for a total length of 301 Km and 23.0 Km of 2 lanes with
paved shoulder for two link roads) it was found that the project is commercially viable
under DBFOT basis.

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Agra to Lucknow Access Controlled Expressway Project Description

CONTENTS

Chapter – 2 ........................................................................................................................................... 2
2.1 INTRODUCTION......................................................................................................................... 2
2.2 STRUCTURE OF FEASIBILITY REPORT .......................................................................................... 2
2.3 REVIEW OF CONCEPT REPORT ................................................................................................... 2
2.4 PROJECT AREA .......................................................................................................................... 3
2.4.1 Location define ......................................................................................................................... 3
2.4.2 Terrain and Land Use ................................................................................................................ 3
2.4.3 Alignment ................................................................................................................................. 4
2.4.4 Existing Road Width .................................................................................................................. 4
2.4.5 Major Intersections ................................................................................................................... 4
2.4.6 Right of Way ............................................................................................................................. 4
2.4.7 Bridges and Cross Drainage Structures ....................................................................................... 4
2.4.8 Utilities ..................................................................................................................................... 4
2.5 EXISTING PROJECT FACILITIES .................................................................................................... 5

LIST OF FIGURES

Figure 2.1: Location Map of Project Road ................................................................................................ 3

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Agra to Lucknow Access Controlled Expressway Project Description

Chapter – 2

Project Description

2.1 INTRODUCTION

The development of the High Speed Corridor between Agra and Lucknow by construction
of Access Controlled Expressway Project will extend the connectivity of the State Capital
with National capital as it would connect to Yamuna Expressway through the proposed
Agra Ring Road being developed by ADA. In case the proposed development of ring road
does not materialize then in order to provide connectivity with Yamuna Expressway addi-
tional 7.0 kilometers of link road needs to be build by the concessionaire which will be
treated as a change in scope of work.

2.2 STRUCTURE OF FEASIBILITY REPORT

The Report starts Chapter-1 Executive Summary and it gives the overall scenario of the
Project stretch, followed by these chapters:

Chapter 1: Executive Summary

Chapter 2: Project Description
Chapter 3: Methodology and Design Standards
Chapter 4: Project Proposals
Chapter 5: Traffic Surveys and Analysis
Chapter 6: Cost Estimates
Chapter 7: Financial Analysis
Chapter 8: Social Screening & Preliminary Assessment
Chapter 9: Environmental Screening & Preliminary Assessment

2.3 REVIEW OF CONCEPT REPORT

The total length of the Expressway and four link roads as given in the concept report are as
under:

The proposed Agra Ring Road is being built on priority basis by Agra Development
Authority and would provide linkage to end point of Yamuna Expressway and NH-2. In case
the proposed development of ring road does not materialize then in order to provide
connectivity with Yamuna Expressway additional 7.0 kilometers of link road needs to be
build by the concessionaire which will be a change in scope. The length of this link is
approximately 1.5 km with Trumpet Interchange on the Agra Ring Road. The cross-
sectional elements of this link would be exactly same as that of the proposed Expressway.

There is no timeline set by the Lucknow Development Authority to develop the outer ring
road for Lucknow, this link road is required to provide connectivity of the expressway form
Lucknow city. The end point meets at SH-40 (Lucknow – Mohan- Hasanganj – Rasulabad
road) at Lucknow. The length of this link road is 9.6 Kms and it utilizes the irrigation land
available on the right bank of Sharda Canal (Lucknow branch). The cross-sectional
elements of this link would be exactly same as that of the proposed Expressway. It has
been proposed that as and when Lucknow Outer Ring Road is constructed, concessionaire
of the Expressway will provide suitable interchange which will be a change in scope.

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Agra to Lucknow Access Controlled Expressway Project Description

After studying the concept report completing the reconnaissance survey and detailed
discussions with the Government Officials it was decided to include the above two link
roads to the Expressway Length. The remaining two links will still be part of the project and
will be developed to the standard of two lanes with paved shoulder.

2.4 PROJECT AREA

2.4.1 Location define

The Project expressway and link roads traverse in the state of Uttar Pradesh, with total
length of 324.00Kms (Approx). The project stretch passes through Agra, Firozabad,
Mainpuri, Etawah, Kanpur, Kannauj, Hardoi, Unnao and Lucknow districts. Index Map given
in Figure 2.1 refers to the location of the Project stretch.

Figure 2.1: Location Map of Project Road

2.4.2 Terrain and Land Use

The terrain on this stretch can be termed as Plain and flat throughout. Important places and

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Agra to Lucknow Access Controlled Expressway Project Description

districts along the project stretch are Agra, Firozabad, Etawah, Mainpuri, Kannauj, Kanpur,
Hardoi, Unnao and Lucknow.

2.4.3 Alignment

The proposed alignment of the Expressway is a Greenfield alignment. The two link roads to
be developed / widened on the existing alignment. Horizontal sharp curves of 2 numbers
are present along the proposed Expressway which have absolute minimum curve radii but
would cater for proposed design speed; adequate traffic management schemes needs to
be provided so as to avoid accident at this location.

The alignment of project link road passes through built up sections. These urban / village
stretches act as bottlenecks to the free flow of traffic due to mixed local and through traffic,
presence of ribbon development on either side and uncontrolled access from side
road/cross roads, lack of traffic segregation and pedestrian facilities.
2.4.4 Existing Road Width

The existing carriageway of the project link road is 3.5m single lane for the Firozabad Link
and 2 lanes (7.0m) for the Kannauj Link road.
2.4.5 Major Intersections

Proposed alignment intersects with 11 major roads along the road across the following
locations:

Agra Ring Road

ODR-Firozabad to Fatehabad
NH-2
SH-83(Etawah –Manpuri)
SH-29 (Kariban-Simra)
NH-92(Kusmara-Etawah)
NH-91A (Sikari-Urmada)
NH-91 (Kannauj-Kanpur)
SH-38 (Ganj Muradabad-Bangermau)
MDR (Sandila to Bangermau)
NH-25A

2.4.6 Right of Way

The ROW has been taken as 110m for the proposed expressway; 18m (60 feet) Firozabad
Link road and 36m (110 feet) for Kanauj Link road.

2.4.7 Bridges and Cross Drainage Structures

There are 10 major bridges, 49 minor bridges, 1 overpass, and 9 flyovers, 3 ROB, 1 ROB
cum major bridge, 52 VUP and 138 PUPs have been proposed along the project corridor.

In addition to above, Firozabad Link road has 1 major bridge, 29 culverts and Kannauj Link
road has 1 major bridge, 3 minor bridge and 38 culverts.
The detailed list of structures is given in chapter 4.

2.4.8 Utilities

As the proposed expressway alignment traverses through agricultural land chances of

having underground utilities for most of the stretch is remote. There are a few existing
electrical poles along the Green field section which would require relocation.

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Agra to Lucknow Access Controlled Expressway Project Description

There are several utility lines like electric, telephones lines, gas pipe line, OFC lines and
irrigation canals which are running parallel to the project link roads and cross at many
locations and may require relocation especially on the Firozabad and Kannauj Link road.

2.5 EXISTING PROJECT FACILITIES

At present there are no pick-up bus stops / shelters, truck lay-byes and Toll Plazas present
along the project link roads. Proposed Expressway alignment is a Green field alignment
with majority of length passing through agricultural/rural land; hence no existing facilities
are present.

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Assistance to UPEIDA on Technical Studies for Feasibility Report
Agra to Lucknow Access Controlled Expressway Methodology and Design Standards

CONTENTS

Chapter – 3 ........................................................................................................................................... 3
3.1 GENERAL ................................................................................................................................... 3
3.2 DESIGN BASIS ............................................................................................................................ 3
3.3 COLLECTIONS AND REVIEW OF EARLIER REPORT ........................................................................ 3
3.4 SOCIO-ECONOMIC PROFILE........................................................................................................ 4
3.5 Traffic Survey, Analysis and Projection ....................................................................................... 4
3.6 ENGINEERING SURVEYS AND INVESTIGATIONS .......................................................................... 5
3.6.1 Reconnaissance Survey of the Project Road ............................................................................... 5
3.6.2 Road Inventory and Pavement Condition for Link Roads............................................................. 5
3.6.2.1 Road Inventory Survey .............................................................................................................. 5
3.6.2.2 Pavement Condition Survey....................................................................................................... 6
3.6.3 Inventory and Condition Survey of Bridges and Structures.......................................................... 7
3.6.4 Topographic Surveys ................................................................................................................. 9
3.6.4.1 Pillar Construction ..................................................................................................................... 9
3.6.4.2 Total Station Traverse ............................................................................................................... 9
3.6.4.3 Bench mark ............................................................................................................................. 10
3.6.4.4 Detailed Survey ....................................................................................................................... 10
3.6.4.5 Data Processing ....................................................................................................................... 10
3.6.4.6 Material Investigations ............................................................................................................ 11
3.6.4.7 Geotechnical Investigations ..................................................................................................... 12
3.6.4.8 Hydrological Investigations ...................................................................................................... 12
3.7 TRAFFIC DESIGN ...................................................................................................................... 12
3.7.1 General ................................................................................................................................... 12
3.7.1.1 Equivalency Factors ................................................................................................................. 12
3.7.1.2 Recommended Design Service Volume for Eight lane Expressway............................................. 16
3.8 ENGINEERING DESIGN ............................................................................................................. 16
3.8.1 Geometric Design of the Alignment ......................................................................................... 16
3.9 CROSS-FALL ............................................................................................................................. 22
3.10 ROADWAY WIDTH AT CROSS-DRAINAGE STRUCTURES ............................................................. 22
3.10.1 Hydrological Design ................................................................................................................. 24
3.10.2 Drainage and Protection Works ............................................................................................... 29
3.10.3 Structural Design ..................................................................................................................... 29
3.10.3.1 General ........................................................................................................................ 29
3.10.3.2 Cross-sectional Elements .............................................................................................. 29
3.10.3.3 Specification for Material .............................................................................................. 30
3.10.3.4 Loads and Forces to be considered in Design ................................................................. 30
3.11 ENVIRONMENTAL AND SOCIAL SCREENING .............................................................................. 33
3.11.1 Environmental Screening ......................................................................................................... 33
3.11.2 Secondary data collection ........................................................................................................ 33
3.11.3 Social Screening ...................................................................................................................... 34
3.11.3.1 Secondary data collection ............................................................................................. 34
3.11.4 Social Impact Screening ........................................................................................................... 34
3.12 SCHEMES FOR DEVELOPMENT AND ASSESSMENT .................................................................... 35
3.13 PRELIMINARY COST ESTIMATES ............................................................................................... 35
3.14 FINANCIAL VIABILITY ............................................................................................................... 36

LIST OF TABLES

Table 3.1: Summary of Land use along the Link Roads ........................................................... 6
Table 3.2: Yardstick considered for the Pavement Condition Survey .................................... 7

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Assistance to UPEIDA on Technical Studies for Feasibility Report
Agra to Lucknow Access Controlled Expressway Methodology and Design Standards

Table 3.3: Summary of Pavement Condition for Fatehabad to Firozabad Link Road ........... 7
Table 3.4: PCU factor for various types of vehicles on rural roads ...................................... 12
Table 3.5: Indicative Design Standards for Main Carriageway .............................................. 17
Table 3.6: Geometric Design Standards for Interchange Elements ...................................... 18
Table 3.7: Length of Speed Change (Acceleration/Deceleration) Lanes .............................. 18
Table 3.8: Design Speed ............................................................................................................. 19
Table 3.9: Safe Stopping Sight Distance .................................................................................. 20
Table 3.10: Radius of Horizontal Curve ...................................................................................... 20

LIST OF FIGURES

Figure 3.1: Method for attaining super-elevation............................................................................. 21

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Assistance to UPEIDA on Technical Studies for Feasibility Report
Agra to Lucknow Access Controlled Expressway Methodology and Design Standards

Chapter – 3

Methodology and Design Standards

3.1 GENERAL

All the services are carried out strictly as per TOR and within the timeframe given for each
activity/ submission. In general, the Specifications and Standards primarily based on the
Guidelines for Expressway by Ministry of Road Transport and Highways (MOSRT&H) have
been followed. Specific Codes and Guidelines of the IRC and publications of the
MOSRT&H including circulars & general/special publications, technical Specifications &
Standards have been kept in view.

For special cases where our guidelines/codes are silent international codes/manual such
as DMRB and AASHTO are referred. All the field activities have been completed in
accordance with the QAP submitted along with the Inception Report and as discussed in
detail with Client.

For Topographic survey latest electronic instruments like Global Positioning System and
Total Station were used. Data was collected as per formats and procedures approved by
the MOSRT&H and analyzed using in-house developed software. MX software for the
highway designs and STADD-proV8i for the structure designs are used. For the pavement
designs standard software/programs developed in-house have been used. Financial
analysis is based on software developed in-house and time tested for various BOT and
Annuity projects.

In depth consultation process with various stakeholders including UPEIDA, ADA, LDA,
MORT&H, Railways, NGOs and other consultants working in project influence area was
held on a regular basis apart from regular discussion between the consultant & UPEIDA on
the progress of the work. As time and quality are the essence of the project, before any
analysis and designs, all the parameters to be used were got approved by the Client during
preparation of draft reports so there is minimum changes later on, i.e. minimum time
requirement in the finalization of final reports without compromising quality.

The idea is to seek prior approval from client through meeting/discussion on

Inception/QAP, alignment finalization, bid evaluation, pre-bid conference etc. Before the
submission of the alignment report the radial link roads were identified and discussed with
UPEIDA for their comments, suggestion and approval. Similarly various traffic scenarios
will be developed and presented to client for discussion and approval.

3.2 DESIGN BASIS

The broad methodology has been generally developed keeping standard practices / IRC
guidelines, with certain additions and modifications as felt necessary and discussed with
Uttar Pradesh Expressway and Industrial Development Authority (UPEIDA) during various
review meetings.

3.3 COLLECTIONS AND REVIEW OF EARLIER REPORT

The Consultants have collected and reviewed the relative study reports to have a better
understanding of the project & also for getting some inputs as a part of the Services. The
study reports thus considered for review are:

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Assistance to UPEIDA on Technical Studies for Feasibility Report
Agra to Lucknow Access Controlled Expressway Methodology and Design Standards

1. Concept Report for Development of Agra – Lucknow Access Controlled Expressway

(Green Field) Project.
2. Road development plan in the region by UPEIDA.
3. Master Plan reports within Project Influence Area especially for Agra and Lucknow
districts.

Any useful details relevant for the project available with the Client/ Other agencies have
been collected. Other details are also collected and collated to form recommendations by
considering the following inputs:

Quarry/Borrow Area details

Soil Test results

Geo-technical investigation reports

Condition and Inventory survey of the existing bridges and culvert situated on
upstream and downstream of the proposed alignment (only on proposed link roads)

Topographic survey details / Bench mark details and other survey information

Existing Utility Services/Utility Plans

Traffic Studies

Tree plantation records

Hydrological and Hydraulic details

Development Plans for major towns and areas along the project road

Availability of construction materials and unit rates for work items

Recent acquisition rates for different types of land/immovable properties

Right of Way Details from Revenue maps

3.4 SOCIO-ECONOMIC PROFILE

Socio-economic profile of the influence area is prepared, after study of data on growth of
population and density, human settlement pattern, land use, sub-profiles of agriculture and
industries, economic base, trends in socio-economic indicators, development scenarios for
various sectors, transport infrastructure and its uses such as use of waterways & rail
transport etc.

The relevant data is collected from the following sources:

• State Statistical Abstracts

• State Year Books
• Census Publications – Districts and State
• Hand Books of Statistics of Districts in the area of influence
• Economic Surveys of the State constituting the zone of influence
• The Bureau of Economics & Statistics of Uttar Pradesh

3.5 Traffic Survey, Analysis and Projection

Traffic surveys will include (only those surveys would be carried out which are required for
correctly forecasting the traffic along the proposed road):

Classified Traffic Volume Counts

Origin - Destination and commodity Movement Surveys

Standard procedures given in IRC Codes have been followed for carrying out Traffic
Surveys. The data arrived from the Surveys has been analysed to determine ADT of
surrounding roads of the proposed project road and Travel characteristics.

Growth of traffic in project road influence area and also on the project road is regarded as
the most important aspect since the whole project design and financial evaluation is based
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Agra to Lucknow Access Controlled Expressway Methodology and Design Standards

on this. To establish the realistic growth rates, road transport data, population growth rates
and socio-economic parameters have been studied and analyzed. The growth rates for
passenger vehicles have been worked out on the basis of annual growth rate of population
and per capita income while the growth rates of freight vehicles have been based on the
rate of growth in agricultural, industrial and tourism sectors and historical traffic data. These
growth rates have been used to arrive at the traffic projections for the design period. After
the development of project corridor to six/eight lane standard configuration, greater amount
of traffic is expected to be diverted from the peripheral road network. Appropriate traffic
diversion models have been used for assessment of diverted traffic to this road. Details on
traffic data & projections have been discussed in Chapter 5 of this Report.

3.6 ENGINEERING SURVEYS AND INVESTIGATIONS

3.6.1 Reconnaissance Survey of the Project Road

Reconnaissance survey has been carried out immediately before the kick off meeting to
examine the general characteristics of the Project Corridor. Consultants have undertaken a
site visit along with the experts in the field of Highway, Pavement and Bridge Engineering.
This has helped in the detailed appreciation of the project corridor in terms of traffic and
other engineering measures and judicious assessment of the following salient factors have
generally been made:

Topography of the area

Terrain and soil conditions
Climate and Rainfall
Drainage Characteristics
Traffic patterns and preliminary identification of traffic homogeneous
sections of road in the area.
Railway lines and other critical utilities/services having impact on road
alignment
Land use (agricultural, build-up, forest land, etc.,)
Environmental factors
Availability of materials
Any other useful information

The findings are documented in this report.

3.6.2 Road Inventory and Pavement Condition for Link Roads

3.6.2.1 Road Inventory Survey

The purpose of the road inventory survey was to characterize and record the essential
elements and features of the project link roads along its existing alignment. The inventory
survey has been carried out from Firozabad Link Road from Ch. 0 + 000 to Ch. 15+000 and
Kannauj Link Road from Ch. 0 + 000 to Ch. 26+000 of NH-91A for collection of existing
road side features at every 200m interval or every change of feature whichever is earlier.
The road inventory has been referenced to the existing kilometre posts established along
the roadside. Road inventory of the project road has been carried out by actual
measurements or visual observations supplemented with measurements using tape etc.
using format as given in the latest IRC-SP 19 covering the following elements.

Terrain
Land Use (Built-Up / Agricultural / Forest / Industrial / Barren)
Village / Town
Carriageway Width (Type / Width / Condition)

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Shoulder (Type / Condition)

Median Width
Service Roads(Type/Width)
General Drainage Condition
Embankment Height (m)
Details of Cross Roads (Location / Road / C.W. Width)
Curves (Horizontal / Vertical)
Bus Stop Locations
Retaining Structures
Location of Water Bodies (Lakes & Reservoir etc.)
Right of Way
Culverts, Bridges And other Structures (Type, Size & Span Arrangement)
Remarks
Terrain - The entire terrain along the project link roads are in plain terrain.

Land Use - The land use patterns along the project road are Built-up, Industrial, Barren
and Agricultural in which predominant land use pattern is Agriculture. There is ribbon
development along the majority of the road with small settlements observed at frequent
intervals. The summary of observed land use along these two link roads are given in Table
3.1.
Table 3.1: Summary of Land use along the Link Roads

LHS RHS
Land Use Type Length (Km) Length (%) Land Use Type Length (Km) Length (%)
Fatehabad to Firozabad Link Road
Agricultural 3.6 20.69 Agricultural 3.6 20.69
Built Up 14.4 82.76 Built Up 14.4 82.76
Kannauj Link Road
Agricultural 11.6 42.34 Agricultural 11.6 66.7
Built Up 15.8 57.66 Built Up 15.8 90.8
Shoulder - The width of earthen shoulder is varying from 1 m to 2 m.

3.6.2.2 Pavement Condition Survey

The survey on general pavement condition was primarily a visual exercise undertaken by
means of slow drive-over survey, and supplemented with measurements where necessary.
Visual assessment was carried out from a vehicle, with speed not exceeding 20 km/hr and
stopping at various locations at suitable intervals and wherever necessary, due to
variations in pavement conditions. At the points of stoppage, simple measurements using
measuring tape and straight edge were carried out to quantify pavement deficiency on a
representative basis. Aspects of pavement conditions assessed include surface defects, rut
depth, cracking, potholes, patched areas, shoulder condition etc. An overall assessment of
performance – serviceability of the road was also done to qualitatively rate the existing
pavement and shoulder condition.

The pavement condition has been recorded under the following sub-heads:

• Shoulder
− Composition / Condition / material Loss
− Riding Quality (Good / Fair / Poor / Very Poor)
• Pavement Condition (surface distress type & extent)
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− Cracking (%)
− Ravelling (%)
− Potholes (%)
− Patching (%)
− Rut depth (mm)
− Pavement edge Drop (mm)
• Embankment Condition (Good / Fair / Poor)
• Road Side Drain (Non Existing / Partially Functional / Functional)
• Drainage condition

The condition of the existing link road intersecting the project road has been visually
inspected with a view to broadly classify the road conditions. Pavement condition survey
carried out visually and the presence of various distresses viz. ravelling, potholes, cracks,
ruts, up-heaving and depression etc. is noted along the existing link road. The yardstick
considered for the pavement condition survey is given in Table 3.2.

Table 3.2: Yardstick considered for the Pavement Condition Survey

Pot holes Cracking Patching Ravelling

Sl. No. Condition Rut (mm)
(%) (%) (%) (%)
1 Excellent Nil ≤5 Nil ≤1.0 ≤5
2 Good ≤0.05 > 5 ≤ 10 ≤ 0.5 >1.0 > 5 ≤10
≤ 2.0
3 Fair >0.05 > 10 ≤ 20 > 0.5 ≤ 2.0 > 2.0 > 10 ≤ 20
≤0.10 ≤ 5.0
4 Poor >0.10 >20 ≤ 30 >2 ≤ 6.0 >5.0 >20
≤0.50 ≤10.0
5 Very poor >0.50 >30 >6.0 >10.0 -

The summary of pavement condition for Fatehabad to Firozabad link road is given in Table
3.3. And pavement condition of the Kannauj link road is in good condition. The detailed
pavement condition survey data for Fatehabad to Firozabad link road is given as Annexure
III.

Table 3.3: Summary of Pavement Condition for Fatehabad to Firozabad Link Road

Sr. Pot holes Cracking Patching Raveling

Condition
No Km (%) Km (%) Km (%) Km (%)
1 Excellent 11.60 64.44 13.00 72.22 17.60 97.78 12.40 68.89
2 Good 0.00 0.00 1.80 10.00 0.00 0.00 0.00 0.00
3 Fair 0.00 0.00 2.20 12.22 0.00 0.00 2.80 15.56
4 Poor 0.00 0.00 0.80 4.44 0.00 0.00 0.80 4.44
5 Very poor 6.40 35.56 0.20 1.11 0.40 2.22 2.00 11.11

From the above summary it has been conclude that 75.83% of link road is in excellent
condition, 2.50%of link road is in good condition, 6.94%of link road is in fair condition,
2.22% of link road is in poor condition and 12.50% of road is in very poor condition.

3.6.3 Inventory and Condition Survey of Bridges and Structures

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Agra to Lucknow Access Controlled Expressway Methodology and Design Standards

Data regarding inventory and condition survey of existing culverts and bridges has been
collected and analyzed to assess the repair / improvement / reconstruction works as also
the widening requirements. The inventory and condition surveys for existing structures in
the project influence area have been carried out as per the parameters given in latest IRC-
SP: 35 “Guidelines for Inspection and Maintenance of Bridges”.
Culverts
a) Location and Type
b) Span / Diameter, and no. of Spans / Pipes
c) Total Width and Skew Angle
d) Type / Material of Wing Walls, Substructures and Super Structures
e) Hydraulic Condition at Inlet and Outlet
f) Improvement Measures Required
Bridges
a) Location, Name of Water Course
b) Span Arrangements and Material of Construction of Structural Components
c) Width of Carriageway and Overall Width
d) Flow Direction and Skew Angle
e) Details of other Bridges on the Same Water Way
f) Condition of the Various Components
g) Improvements Measures Required

The inventories and condition survey for bridges & culverts have been carried out as per
the formats prescribed in latest IRC-SP: 19. The basic purpose is to assess the bridge
conditions so as to decide the further study and remedial measures. Founding strata and
foundation size can’t be decided by Bridge Inventory. This will help in determination of
substructure type for the project structure at a preliminary stage. Inventory & condition of
bridges, culverts and other structures will focus on the following items:

History of the structure with available HFL/LWL, type of structure, structural

configurations and materials used in the construction;

Geometric aspects, including bridge widths and whether the existing structure can
be economically incorporated into the new road geometry;

Condition of each element of the structure viz. foundation, sub-structure, Expansion
joint, bearings, super-structure, railings, drainage spouts, river protection works,
returns and wearing course;

Approach road conditions;

Waterway conditions;

The capability of the structure to meet the proposed design standards for traffic
loading;

Repair needs or the requirement of reconstruction of one element or the complete
structure based on the present distress level.

Ease of maintenance and future maintenance costs;

Visual observations have been carried out during the condition survey will be mainly to
identify degree of distresses. For any distress observed, the extent or the magnitude plays
a vital role, and consequently the extent of the distress needs to be recorded as its
evaluation is of paramount importance. The super-structures and the sub-structures has
been inspected to identify cracks, exposed reinforcement, bulging and loose mortar in
joints. The wing walls and the return walls has been inspected to identify any separation of
these from the abutment. Any unusual differential settlement, which gives rise to cracks in

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Agra to Lucknow Access Controlled Expressway Methodology and Design Standards

the return or wing wall, has been investigated. After carrying out the detailed condition
survey, an assessment about the distress level of the structure has been made.

The site inspection for the adequacy of waterway has been concentrated on the collection
of information of high flood level and marks of scouring at side and bed levels.

3.6.4 Topographic Surveys

Topographic survey has been carried out along the proposed & existing alignments to know
the land use, topography, natural and manmade features present with the proposed ROW
and to assess the existing geometric deficiencies. The survey has been carried out only
after establishing horizontal and vertical control grids. Horizontal grid has been established
through DGPS points and been erected at every 5 km interval. For vertical grid, bench
mark has been erected at every 250m interval and connecting these to the nearest BM of
Survey of India.

Selection of primary Control Points and Observations is as detailed below:

These are located on the edge of the proposed right of way (ROW) at inter-visible
locations at every 5 km.

These are, as far as possible, on either side of 5 km stone so that it can be
identified easily in the field and an arrow has been painted on the existing road
indicating their location. They are recorded in separate field with their three
dimensional locations.

The stations selected are free from obstruction towards sky at an angle of 15° with
horizontal plane.

The horizontal control station is established on nail fixed in centre of RCC (M15)
pillar of size 15 cm x 15 cm x 45 cm embedded in concrete M10 (5 cm all around)
up to a depth of 30 cm and the balance 15 cm above the ground painted yellow.

The Primary Control Stations are fixed using DGPS Trimble make instrument. The
time of observations at Base Stations is observed for a minimum of 30 minutes and
at Reference Stations for 20 minutes or longer if instrument signal is not indicating
sufficient data received, to eliminate the possible projection and time errors in the
signals received from various satellites being observed at respective locations in
order to ensure high accuracy in the positioning of control stations within + 20 mm.

Minimum of 6 satellites are available during observation to ensure high accuracy.

Secondary control stations are established at 2 km intervals using Total Station and
through closed traverse distributed linearly running between two nearest Primary Control
Stations ensuring accuracy in the order of 12√K in mm, where ‘K’ is the distance in
kilometres between two primary control stations. Any errors within permissible limits are
distributed in rational manner to establish the accurate and effective horizontal control grid.
These are established on reference pillars having configuration similar to primary control
station with an arrow painted on the surface of existing road indicating their location.

3.6.4.1 Pillar Construction

Benchmark pillars at every 1000m along the route within the ROW have been constructed.
All these pillars will have to be furnished with X, Y, Z co-ordinates. The pillars are of size
150 x 150 x 600mm long. The pillar is concreted and embedded in a manner that 150mm is
remain above ground. A steel rod has been fixed in the centre for punching the point and
finally these are to be painted yellow.
3.6.4.2 Total Station Traverse

A closed traverse is run for a loop length of 5km. While traversing, station is established
200 to 250mts apart. The pillars constructed along the route are connected. These points

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are further used for detailed survey. The minimum accuracy of this survey is 1:10,000.

3.6.4.3 Bench mark

These are located, as far as possible, along the proposed right of way (ROW) boundaries
at an interval of 250 m with BM No. marked on it with red paint.

Bench Mark pillar is of size 15 cm x 15 cm x 45 cm cast in RCC M15 with a nail

fixed in the centre of the top surface and embedded in concrete M10 (5cm all
around) up to a depth of 30 cm. The balance 15 cm above the ground is painted
yellow.

An arrow indicating the location of the BM is painted on the road with the permanent
yellow paint and recorded in separate field books with its three dimensional location.

The Bench Mark is established using high accuracy Digital Level and Bar coded staff by
way of double run levelling in small circuits of 3 km length ensuring an accuracy in the
order of 12√k mm, where ‘K’ is the distance in kilometres between two Bench Marks
available in the project area, and error, if any, within permissible limits is distributed in
rational manner to establish the accurate and effective vertical control grid.

The topographic survey has been extending up to the proposed Right of Way (ROW).
Wherever necessary, the survey corridor width is further increased to accommodate
situations arising out of encroachments and any other contingencies. The survey areas at
the locations of intersections cover up to a minimum of 500m on the either side of the
centreline and have sufficient width to accommodate improvement measures. Necessary
surveys are also carried out for determining the requirements of service roads for local
traffic, where appropriate.

3.6.4.4 Detailed Survey

Using the horizontal and vertical control points established accurate data in the digital
format in terms of Northing (Y). Easting (X) and Elevation (Z) co-ordinates for all breaks in
terrain such as ridges and ditches are collected perpendicular to the centre line at 50m
intervals in tangent sections and 20-25m in curve sections using Total Stations. Cross
sections are taken for the specified corridor width of 110m; however this corridor width is
increased to 150m on the inside of sharp curves to account for minor adjustments.

All natural and man-made features such as buildings, irrigation channels, drainage
structures, temples, mosques, trees and utility installations etc. are captured during the
survey. Spot level on the existing carriageway are captured at five points namely at
centreline, mid points of both lanes of traffic movement and pavement edges at both ends
to calculate the profile corrective courses more realistically. Trees with girth wise are
captured with areas of plantation. Wherever there are groups of trees/plantations, they are
picked with the areas of plantation. Boundaries of Agricultural Land area have been
surveyed to demarcate the cultivation land limit.

Where existing major roads cross the alignment, the survey has been extended to a
maximum of 500m on either side of the road centreline to allow improvements including
grade separated intersections to be designed. Apart from this, the survey has covered a
maximum of 1000m and 500m on either side of centreline in cases of major and minor
bridges respectively.

3.6.4.5 Data Processing

The field survey data are processed in the office to provide a digital output file for the
design engineers. The data is structured so that the existing vertical profile along the

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proposed alignment can be produced automatically. The format of the resulting data readily
promotes the calculations of earthworks and other quantities required for the evaluation of
cost estimates.

Roadway plans have been produced from the survey data, which identify the available
Right of Way (ROW) along the existing road corridors. In addition, the plans identify all
existing utilities /installations within the corridor/ROW that require re-location by the new
road design. Action Plans for covering the relocation of these obstructing installations and
public utilities are to be prepared on a km to km basis.

3.6.4.6 Material Investigations

The Material Investigation for road construction has been carried out to identify the
potential sources of construction materials and to assess their general availability,
mechanical properties and quantities. This is one of the most important factors for stable,
economic and successful implementation of the road program within the stipulated time for
improvement work as well as for new carriageway / bypass the list of materials includes the
following:

a) Granular material for lower sub-base works.

b) Crushed stone aggregates for upper sub-base, base, surfacing and cement
concrete works.
c) Sand for filter material and cement, concrete works, sub-base and filling material.
d) Borrow material for embankment, sub-grade and filling.
e) Manufactured material like cement, steel, bitumen, geo-textiles etc. for other
related works.

The Information on material sources has been carried out with the following basic
objectives:

Source location, indicating places, kilometerage, availability and the status whether
in operation or new source.

Access to source, indicating the direction and nature of the access road i.e. left / right
of project road, approximate lead distance from the gravity centre and type of access
road.

Ownership of land / quarries, either government or private.

Probable uses indicating the likely use of materials at various stages of construction
work i.e. fill materials, sub-grade, sub-base, base and wearing course and cross
drainage structures.

During the process of investigation, due consideration has been given to the locally
available materials for reducing the cost of construction.

The samples have been collected as described below:

• From quarry sites for aggregate characteristics like, aggregate impact value,
gradation, soundness, flakiness index and elongation, stripping value and water
absorption etc.
• From random pits (farmland) along the proposed alignment for availability of suitable
embankment and sub grade material, and identification of the borrow areas and tested
in line with relevant IRC code. The summary of laboratory test results is given as
Annexure VIII.

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3.6.4.7 Geotechnical Investigations

Sufficient information about the arrangement & behavior of the underlying materials and
their physical properties for adopting and designing the structural foundation is hence
essential. Soil exploration through field investigation and laboratory testing of the substrata
are helpful in arriving at required parameters for designing of safe and economical
foundations. The data obtained from these investigations has been analyzed for safe
design of the foundation. In the geotechnical report’s recommendations has been made for
type of foundations and its safe bearing capacity/load carrying capacity required for the
structure design.

3.6.4.8 Hydrological Investigations

Hydrological investigations have been carried out for the entire project. It has been ensured
that majority of the cross drainage structures are hydrologically adequate to carry the
discharge of the river / streams.

The actual river training works including guide bunds and span arrangement shall be
finalised after conducting hydraulic, mathematical model study for bridges across River
Ganga and Yamuna by the concessionaire.

3.7 TRAFFIC DESIGN

3.7.1 General

The capacity standards for expressway have been adopted as per the “Guidelines for
Expressways”. 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 constructions and improvements.

3.7.1.1 Equivalency Factors

The need of expressing capacity in passenger car units has triggered off many studies for
establishing appropriate passenger car equivalency (PCE) values for different types of
vehicles. Notable among the studies carried out in India are the road user cost studies
(RUCS) by CRRI and the MoSRT&H. It has been recognised that the PCE values vary
under different traffic, roadway conditions and composition for any given type of vehicle.

Equivalency Factor is a factor to convert the mixed flow of traffic in to single unit to express
the capacity of road. The unit generally employed is the passenger car unit (PCU).

The equivalency factors for conversion of different types of vehicles in to equivalent

passenger car units based on their relative interference value are given in Table 3.4 below
(As per IRC: 64 – 1990).
Table 3.4: PCU factor for various types of vehicles on rural roads

S. No. Vehicle type Equivalency factors

Fast moving vehicles
1 Motor cycle or scooter 0.50
2 Passenger car, pick up van or auto-rickshaw 1.00
3 Agricultural tractor, light commercial vehicle 1.50
4 Truck or bus 3.00
5 Truck – trailer, agricultural tractor – trailer 4.50
Slow moving vehicles

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S. No. Vehicle type Equivalency factors

1 Cycle 0.50
2 Cycle rickshaw 2.00
3 Hand cart 3.00
4 Horse drawn vehicle 4.00
5 Bullock cart 8.00

Capacity Analysis for 8-Lane Expressway

As per the Guidelines for Expressways Volume-I: Planning, the capacity of an expressway
is sensitive to the traffic flow characteristics on divided highways.
Free Flow Speed
An important element of the speed – flow curves of the project roads is the free flow speed.
It is the speed at which driver feel comfortable travelling under the physical, environmental
and traffic control conditions on a non-congested section of a multi lane highway, - HCM
(2000). All recent studies suggest that speed on project road is insensitive to flow over a
broad range of flows. Thus free-flow speed can be established on an existing facility by
measuring in the field, the average speed of vehicles when flow rates do not exceed 1300
passenger car per hour per lane (PCPHPL) (HCM 1994). In the absence of traffic flow
speed data on highway in India, the free flow speed is required to be assumed.
Factors affecting the Free Flow Speed (FFS):

The FFS of an expressway depends on the traffic and roadway conditions described below:

Lane width

Lateral Clearance

Number of Lanes

Interchange Density

Geometric design
The basic equation used to calculate the FFS is as given below:
FFS = BFFS-fLW-fLC-fN-fID ----Eq(1)
Where,
BFFS=base free flow speed, kmph
fLW = adjustment factor for lane width
fLC = adjustment factor for right shoulder lateral clearance
fN = adjustment factor for number of lanes
fID = adjustment factor for interchange density

Base Free Flow Speed BFFS is set at 120 kmph for rural facilities.
Adjustment factor for Lane width (fLW) is as given below:

Lane Width (m) Reduction in FFS(kmph)

3.6 0.0
3.5 1.0
3.4 2.1

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3.3 3.1
3.2 5.6
3.1 8.1
3.0 10.6
For the project road, the lane width considered is 3.75, hence, the reduction in FFS =0.0

Adjustment factor for left shoulder clearance (fLC) is given by:

Reduction in FFS (Kmph; fLC)

Left Shoulder
width(m) Number of Lanes in One Direction
2 3 4 >=5
>=1.8 0.0 0.0 0.0 0.0
1.5 1.0 0.6 0.3 0.2
1.2 2.0 1.3 0.6 0.3
For the project road, the left shoulder width is greater than 1.8, hence adjustment factor is
0.0.
Adjustment factor for Number of Lanes (fN):

For rural facilities fN is set as 0.

Adjustment factor for Interchange density (fID)

Since the minimum interchange spacing more than 4 kms, the adjustment factor for
interchange density is set as 0.

The using Equation (1) we get

FFS=120-0-0-0-0
FFS = 120kmph
Calculation of Base Capacity (Base Cap)
The base capacity (pcphpl) of an expressway facility is given by
Base Capacity = 1700+10FFS; for FFS<=112 ---Eq(2)
Base Capacity = 2400; for FFS>112 ---Eq(3)
Since, the FFS is (120kmph)>112kmph, base capacity =240 0pcphpl
Determination of Peak Capacity (Peak Cap)
The peak capacity is given by,
Peak Cap = Base Cap*PHF*N*fHV*fP
Where,
Peak Capacity = Peak capacity, vehicles per hour ( all lanes, one direction)
PHF = Peak Hour Factor
N = Number of lanes in one direction (3 for 6-lane and 4 for 8-lane)
fHV = Adjustment factor for heavy vehicles
fP = Adjustment factor for driver population.
Peak Hour Factor (PHF)

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PHF = (0.9025*V/C) 0.5/0.95

Where,
V = AADT*K-factor*D-factor
C = Peak Capacity
K = Peak hour flow as percentage, 5.2% (0.052) for the project road
D = Proportion of traffic in peak direction, 0.50 for the project road

Assign a final PHF as follows:

Area Type V/C Ratio PHF

<0.7744 0.88
Rural 0.7744<=v/c<=0.9025 Equation(4.04)
>0.9025 0.95
<0.8100 0.90
Urban 0.8100<=v/c<=0.9025 Equation(4.04)
>0.9025 0.95

For the project road the PHF of 0.88 has been considered.

Adjustment factor for Heavy Vehicles (fHV)

The adjustment factor for heavy vehicles is based on calculating passenger car equivalents
for trucks and buses.
fHV = 1/(1+PT(ET-1))
where,
PT= Proportion of trucks and buses in the traffic stream
ET=Passenger car Equivalents
=1.5 for rural expressways in level terrain.
The fHV factor for the expressway using the above equation is 0.7547.
Adjustment factor for Driver Population (fP)
On rural expressways, the factor is set to 0.975 but has been considered as 1 for the
project road.

Thus, the peak capacity for the 8-lane expressway

Peak Capacity = 2400*0.88*4*0.7547*1
Peak Capacity = 6375pcphpl (for 4-lane in one direction)
At LOS-B, the Service Volume=0.55*6520
= 3506 vehicles per hour in one direction (on 4-lanes)
AADT*k*D=PHV
AADT = PHV/ (k*D)
AADT= 3506/ (0.052*0.50) = 134870 vehicles/day
Which is equivalent to
= (134870) / (0.7547) PCUs/day
= 178708 PCUs/ day
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Say 1, 80,000 PCU/day at LOS-B for 8-lane expressway.

3.7.1.2 Recommended Design Service Volume for Eight lane Expressway

Capacity on dual carriageway roads can be affected by factors like kerb shyness on the
median side, vehicle parking etc. A volume of four lane dual roads can be taken up to
180000 PCUs. The capacity value mentioned above relate to LOS B on dual carriageway.

3.8 ENGINEERING DESIGN

3.8.1 Geometric Design of the Alignment

The Preliminary Design has been carried out on the selected alignment so as to have
optimum Construction and Operation & maintenance cost and Vehicle Operation Cost;
minimum Social Impacts and Social Costs and Environmental Impacts and Environmental
Mitigation Costs.

The preferred alignment would definitely have minimum Rehabilitation and Resettlement
i.e. it would utilize to the maximum possible barren / agriculture / government land to
minimize Land Acquisition in villages / habited areas. A thorough consultation with
stakeholders including industries, relevant government agencies, NGOs, project affected
persons (including farmers & people having property) and other consultants working in the
region will be made.

Geometric Design Control

The detailed design for geometric elements covers, but not limited to the following major
aspects:

 Horizontal alignment
 Longitudinal profile
 Cross-sectional elements
 Junctions, intersections and Interchanges
 Service road on either sides of carriageway

Different options for providing grade separated interchanges and at grade intersections
were examined and the geometric design of interchanges has taken into account the site
conditions, turning movement characteristics, level of service, overall economy and
operational safety.

Indicative Design Standards

The indicative design standards for geometric design of road are illustrated in the
Tables 3.5, 3.6 & 3.7 as Indicative design standards for main carriageway, geometric
standards for Interchange elements and Length of speed change lanes. Ruling design
speed is adopted for designing the Project Highway in conformity with the provisions of the
Guidelines for Expressway Manual. The following Design Parameters are used:

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Table 3.5: Indicative Design Standards for Main Carriageway

S.
Description Details for Project road
No.
1 Design Speed 120 Kmph
2 Lane width 3.75 m
Urban 4.5m
3 Raised Median
Rural 12m
4 Median side paved strip (Shy distance) 0.75 m
5 3-Lane carriageway 11.25m
6 Paved Shoulder (Plain and Rolling Terrain) 3m
7 Earthen Shoulder 1.5m
8 C/W & PS 2.50%
Camber
9 Earthen shoulder 3.00%
10 Width of Service Road 7.5 m
11 Utility Corridor 2m
12 Maximum super-elevation 7.00%
13 Minimum Stopping Sight Distance (SSD) 250 m
14 Minimum Intermediate Sight Distance (ISD) 360 m
15 Minimum radius of horizontal curve 670 m
Minimum radius of horizontal curve without
16 4000 m
transition
17 Minimum vertical Gradient 0.375 %

18 Min. vertical gradient for Unlined 1%

Drain
Lined 0.375%
19 Absolute maximum vertical gradient 3%
Maximum grade change not requiring vertical
20 0.50%
curve
21 Minimum length of vertical curve 100 m
Top of Subgrade is
minimum 1.0 m above the
22 Minimum Height of Embankment
High Flood Level/Water
Table/Pond Level.
Vertical clearance.
Vertical clearance for PUP 3.5 m
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Vertical clearance for VUP 5.5 m
Vertical clearance for Rail 6.625 m

K-Value for Sag-curve 50-73

24
K-Value for Hog-curve 102-202
Radius of Horizontal
Min. transition length (m) Super-elevation
curve (m)
25 670 120 7.0
700 120 7.0

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S.
Description Details for Project road
No.
800 120 7.0
900 120 7.0
950 115 6.7
1000 110 6.4
1100 100 5.8
1200 90 5.3
1300 85 4.9
1400 80 4.6
1500 75 4.3
1600 70 4.0
1700 65 3.8
1800 60 3.6
1900 60 3.4
2000 55 3.2
2500 44 2.6
2600 43 2.5
2700 43 2.5
2800 43 2.5
2900 43 2.5
3000 43 2.5
3100 43 2.5

Table 3.6: Geometric Design Standards for Interchange Elements

Ramp way Desired Values

Semi-
Design Elements Unit Direct
Direct Loop
Connection
Connection
Design speed Kmph 80 70 50
Horizontal
alignment

Radius of curvature m 250 185 95

Stopping sight
m 140 105 65
distance
Maximum gradient % 3 3 3 Guidelines
Vertical
Alignm

of
ent

Minimum vertical Expressway

m 70 60 50
curve length
Carriageway width m 7.5 7.5 7.5
Section
Cross

Shoulder width m 2.5 1.5 1.5

Camber % 2.5 2.5 2.5

Table 3.7: Length of Speed Change (Acceleration/Deceleration) Lanes

Speed on Entry/Exit Length including

Type of Lane
curve (Kmph) Taper (m)
Acceleration lane 60 410
Deceleration lane 60 155
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Design Speed

Design speed is the basic parameter, which determines the geometric features of the road.
The proposed design speeds for different terrain categories as per “Guidelines for
Expressway” are as follows:

Table 3.8: Design Speed

Design Speed (kmph)

Terrain Categories
Desirable Minimum
Plain 120 100
Rolling 100 80
Mountainous 80 60
Steep 80 60

In general, the ruling design speed is adopted for geometric design of the highway. Only in
exceptional circumstances, minimum design speed may be adopted where site conditions
are extremely restrictive and adequate land width is not available.

The need for warning signs is carefully considered whenever reduction in design speed
becomes unavoidable.

Cross Sectional Elements

Right of Way (ROW)

As per Guidelines for Expressway the minimum right of way (ROW) for up to 8 lanes
expressways is 90m for plain and rolling terrain. The minimum ROW of 110 m has been
adopted for the proposed expressway in rural section (open areas i.e. green field section)
and 60 m is proposed for link roads. The ROW at toll plaza locations, ROBs and
flyovers/interchange sections may vary depending on their respective layout and
requirement. A 2m wide utility corridor inside the boundary fencing has been taken into
account within the proposed ROW width.

Lane Width

As per Guidelines for Expressway the width of a lane in Plain and Rolling terrains has been
taken as 3.75 m. The kerb shyness of 0.5 m on the outer side (i.e., Embankment side) and
0.75 m shyness on median side has been provided.

Paved Shoulder

Paved shoulders shall be designed as an integral part of the pavement for the main
carriageway. Width of these shoulders has been taken as 3 m. This will provide for better
traffic operation conditions, lower maintenance and facility of directly using these as part of
carriageway when the road is subsequently widened on these sides.

Service Road

Service roads are provided on either side throughout the stretch. Service road width is
taken as 7.5 m.

Sight Distance

Safe stopping sight distance, both in the vertical and horizontal directions will apply in
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design. The sight distance values as per Guidelines of Expressway recommendations are
as follows:
Table 3.9: Safe Stopping Sight Distance

Design Speed (km / h) Safe stopping sight distance (m)

120 250
100 180
80 120
60 80

Horizontal Alignment

Radii of Curve

The horizontal curves on the project road are designed for a minimum radius as per
Guidelines of Expressway manual. Adopting a maximum value of 7% for super elevation
and 0.10 for side friction factor, the minimum radius for horizontal curves works out to be as
follows as per MOSRT&H- Guidelines for Expressways.
Table 3.10: Radius of Horizontal Curve

Radius of horizontal curves (m)

Design Speed (Kmph)
Minimum Desirable
120 670 1000
100 440 700

Super - Elevation

The super elevation at curves is arrived at as per the following equation:

v2 = (e + f) *gR
Where,
v = Vehicle speed in m/sec.
g = Acceleration due to gravity in meters/sec2
e = Super elevation ratio in meter per meter
f = Coefficient of side friction between vehicle tyre and pavement (taken as
0.15)
R = Radius in meters.

The super elevation is calculated keeping in view the horizontal radii and gradient at curves
at different locations.

Method for attaining super-elevation

Dual – inner edge pivot of both carriageways at different chainage is used for attaining
super-elevation. This method pivots the dual carriageway about the inner edge strings of
both carriageways using different chainage, so that the central reservation levels are not
changed. The application of super-elevation to the left and the right carriageways will start
(or end) at different chainage, to ensure that the rate of change remains the same for both.
The method is explained in the following figure:

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Figure 3.1: Method for attaining super-elevation

Transition Curves

The rate of change of super elevation is being considered not steeper than 1 in 200 for
roads in plain and rolling terrain and 1 in 150 for roads in Mountainous terrain. The
following three formulae are used for calculating the transition lengths and the maximum
value is being adopted for design:

Ls = 0.0215 V3/ CR
a) Rate of change of super elevation or runoff.
b) Three seconds time for manipulating the steering. The minimum lengths of transition
curves for this criteria is as in Table 3.10.

The length of transition shall be greater of the three values derived from the above criteria.

Design Speed (km / h) Min Length of transition curve (m)

120 100
100 85
80 70
60 50

Where:
R - Radius of curve in meters
V - Vehicle speed in Km / hour
Ls - Length of transition in meters
C - Rate of change of acceleration.

Vertical Alignment

The vertical alignment of the carriageway is generally compatible with the guidelines given
in the MOSRT&H Guidelines of Expressway.

• At locations of grade break of 0.5%, vertical curves are being provided.

• Desirably, there shall be no change in grade within a distance of 150m
• The length of vertical curve will not be less than 0.6V (kmph)
• Number of PVI will not be more than 4 in one km.

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• At locations of sight deficiency, at least stopping sight distance (SSD) is being

provided.

Vertical Curves

Vertical curves are designed to provide for visibility at least corresponding to the safe
stopping sight distance. More liberal values are adopted wherever this is economically
feasible. Valley curves are designed for headlight sight distance. Maximum vertical gradient
is limited to 3% and 4% in plain and rolling sections and up to 5% in mountainous sections.

Vertical Clearance

The vertical clearances is being adopted as per MOSRT&H Guidelines for Expressways
and Pocket Book for Highway Engineers (Second Revision) published by the IRC, New
Delhi in 2002.

• Vertical clearance at underpasses

Rural areas : 5.0 m minimum

Urban Areas : 5.5 m minimum

• Vertical clearance for railway traction (Broad Gauge)

Electric traction : 6.625 m minimum

It is however mentioned here that the vertical clearance shall be got confirmed from
Railways / other authorities as required.

3.9 CROSS-FALL

Each carriageway will have unidirectional cross fall. The cross-fall for the flexible pavement
and paved shoulders is 2.5%. For earthen shoulders, the corresponding value is 3%.

3.10 ROADWAY WIDTH AT CROSS-DRAINAGE STRUCTURES

Culverts

The culverts are built to the full formation width of the road and have been designed using
latest IRC: SP 13 and IRC: 112.

Embankment Side Slopes

For earthen embankments the side slopes recommended from consideration of safety of
traffic as per IRC: 36 – 1970, are as follows:

Up to 1.5m height - 1: 2 (V: H)

1.5m to 3.0m height - 1: 2.5 (V: H)
3.0m to 4.5m height - 1: 3 (V: H)
4.5m to 6.0m height - 1: 4 (V: H)

However, where costs of construction and land forbid the use of such liberal slopes, the
slope is generally kept as 1V: 2H. This slope is considered adequate from stability point of
view. For design of embankments of more than 6.0 m height, the guide lines of latest IRC:
75 are followed.

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Highway Signs and Marking

The road signs conforming to latest IRC: 67 have been proposed. Location of route marker
signs are as per the latest IRC: 2; the provision for highway kilometre stones and 200 m
stones are as per latest IRC: 8 and latest IRC: 26 respectively. The boundary stones are as
per latest IRC: 25. Road Delineators are as per latest IRC: 79.

All road signs are considered as retro-reflective sheet of high intensity grade with
encapsulated lens fixed over aluminium substratum and conforming to MoSRT&H
Specifications for road and bridge works. Provisions for Road markings have been
considered as latest IRC: 35.

Pavement Design

The project road has been sub divided into eight traffic homogeneous sections; from the
obtained MSA of all the eight homogeneous sections considered the maximum MSA
section for the entire length of the project road. The cumulative Equivalent Standard Axle
has been made available from the traffic forecast model. Vehicle damage factors have
been taken from Table 4.2 of latest IRC: 37-2012.

Flexible pavement is designed by using IRC: 37-2012 and rigid pavement is designed as
per the provisions contained in latest IRC: 58. Besides the above, designs for service
roads, toll plaza, parking bays have been carried out.

Design Life

By considering stage construction, the design life for bituminous layers has been
considered as 10 years and for granular layers (GSB and WMM) 30 years or Operational
Period (higher has been considered) for the flexible pavement design. For rigid pavement a
design life of 30 years has been considered.

Design Traffic

The Design traffic has been estimated in terms of cumulative number of standard axles
(8160kgs) to be carried by the Pavement during the design period.

Any likely change in traffic due to proposed improvement of the facility and/or future
development plans, land use, shall be duly considered in estimating the Design Traffic. The
Growth rates mentioned in the Traffic Studies chapter has been considered while
calculating the Million Standard Axle loads. It is difficult to assess the VDF of divertible
traffic, hence a VDF value of 4.5 (Table 4.2 of IRC: 37) has been considered in pavement
design.

Rigid Pavement Design

Design of Concrete Slab

Once the parameters are decided, actual stresses developed in the concrete slab due to
design wheel load is computed by the Westergaard’s Equation modified by Teller and
Sutherland. The maximum stress occurs in the corner and the minimum in the interior. The
edge load condition gives an intermediate value.

Temperature stresses at the edge are calculated by using Bradbury’s formula. The
temperature stresses in the corner region is negligible as the corners are relatively free to
wrap and may be ignored.

The design wheel load stress and the temperature stress at the edge are then added up
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together and this summation shall be less than 28 days flexural strength of concrete for the
assumed thickness to be adequate from design point of view.

Once the assumed slab thickness is found adequate for the combined stresses developed
due to temperature and design wheel load, its adequacy needs to be checked from the
view point of its consumption of fatigue resistance. In this case also, edge stresses are
computed as discussed earlier for various axle load classes. Then stress ratio (SR) is
calculated as ratio of stress due to wheel load and the 28 days flexural strength of
concrete for all axle load class. Consumption of fatigue resistance is computed for this
stress ratio for each axle load class. Summation of this consumption of fatigue resistance
should not exceed the allowable limit for the assumed thickness to be adequate from the
view point of fatigue consideration.

Design of Joints

Once the concrete slab thickness is designed based on particular spacing and location of
joints, the remaining job is the design of dowel bars and tie bars with the provision of
adequate sealants.

Dowel Bars

The design of dowel bar at joints is carried out on the basis of its load transfer capacity. It
is recommended that 40% of wheel load can be transferred through dowel bar system. It is
observed that failure of dowel bar occurs due to the crushing of concrete below the dowel
bar and hence bearing stress shall be considered for its design.

Generally 500 mm long 32 mm diameter M.S. bar at a spacing of 250 - 300 mm is used as
dowel bar for concrete slab of 200 -350 mm thick. No dowel bar is required for slab
thickness less than 150 mm. However separate calculation has been made for present
situation for dowel bar design.
Tie Bar

Tie bars are provided to prevent the adjoining slabs from separating. Longitudinal joints
are provided with tie bars. It does not increase the structural capacity of the slab and are
not designed as load transferred devices.

3.10.1 Hydrological Design

Design Standards

The hydrological & hydraulic design for cross drainage structure shall conform to the
following codes and reports:

IRC: SP-13 - Guidelines for the design of small bridges and culverts

IRC: 5 - Code of practice for Road Bridges, Section I (General features of Design)

IRC: 78 - Code of Practice for Road Bridges, Section VII (Design of Foundation and
Substructure)

IRC:SP-87 - Manual of Specifications and Standards for Six Laning of Highways through
Public Private Partnership

Flood Estimation Report for Upper Indo-Ganga Plains (subzone – 1e), A joint work of
Central Water Commission (CWC); Research, Designs & Standards Organization (Min. of
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Railway) and India Meteorological Department & Min. of Transport

Flood Estimation Report for Middle Ganga Plains (subzone – 1f), A joint work of Central
Water Commission (CWC); Research, Designs & Standards Organization (Min. of Railway)
and India Meteorological Department & Min. of Transport

Guidelines for Expressways

Design Approach

The hydrological & hydraulic design of bridges is an important aspect to determine the
minimum required waterway; design highest flood level (HFL) and minimum scour levels
of piers & abutments of the bridges proposed on the new alignments. The various design
standards (latest) which h a v e b e e n adopted for the hydrological & hydraulic design of
bridges are g i v e n b e l o w .

Design Parameters

Parameters for design discharge: Flood Estimation Reports for Upper Indo-Ganga Plains
(subzone – 1e) and Middle Ganga Plains (subzone – 1f) have been used for the
determination of design discharges of river bridges whose length is more than 30m, except
bridges on river Ganga & on river Yamuna.

Area of catchment, length of longest stream & parameters for determining equivalent slope
has been obtained from topographical sheets of Survey of India (SOI). All other
parameters, such as, equations for obtaining synthetic unit hydrograph, 100-year 24-hr
point rainfall, conversion factor for 100-year 24-hr point rainfall to design storm duration,
areal reduction factor for finding areal rainfall from point rainfall, time distribution of areal
rainfall, loss rate, base flow, etc. are obtained from flood estimation.

River/stream bridges whose length is less than or equal to 30m, Area-Velocity method have
been adopted. Also, the area-velocity method has been used for the bridges on tributary &
minor canals.

Bridge on River Yamuna: Recorded daily discharge and water level at Poiyaghat gauge-
discharge station, which is 101km upstream of proposed Yamuna Bridge is obtained from
the CWC. Also, the HFL of Yamuna at Etawah, which is 116km downstream of concerned
bridge, is available from CWC publication.

Bridge on River Ganga: Bank-full discharge at Ankinghat gauge-discharge station, which is

1.3km upstream of proposed Ganga Bridge is available from an article named
"Understanding confluence dynamics in the alluvial Ganga-Ramganga valley, India: An
integrated approach using geomorphology and hydrology" by Nanigopal Roy and Rajiv
Sinha, Engineering Geosciences Group, Department of Civil Engineering, Indian Institute of
Technology, Kanpur,. The article is available at
"http://home.iitk.ac.in/~rsinha/PDF's/2007_confluence_geomorphology.pdf”. Also, the HFLs
of Ganga River at Ankinghat and at Kanpur, which is 64.7km downstream of concerned
bridge, is available from CWC publication.

Return Period: 100 years return period has been adopted to calculate the discharge
as per Manual of Specifications and Standards for Six Laning.

Bed Slope: The energy slope has been taken equal to the bed slope, measured
over a reasonably long reach. Bed slope of the river has been obtained from topo
survey data. The longitudinal section of the river has been generated using MX-Road / Civil
3D software.

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Proposed bridges on river Ganga & on river Yamuna, the bed slopes have been compared
with the water surface slopes, which occurred at HFLs of the respective rivers).

Rugosity Coefficient: Rugosity coefficient, n has been taken as per Table 5.1 of latest IRC:
SP-13. However, judgment and experience are also used for selecting proper value of n.

Discharge Computations

Discharge calculations for river bridges whose length is more than 30m (except bridges on
Ganga & on Yamuna) have been done based on Flood Estimation Reports of CWC.

Discharge calculations for river/stream bridges whose length is less than or equal to 30m
and for canal (on tributary/minor) bridges, Area-Velocity method have been used.

Area - Velocity Method: Cross section has been taken at proposed bridge location or at
nearby location. The bed slope of the river/stream/canal has been determined over a
reasonably longer reach. The HFL / FSL at the structure location have been fixed based
on local inquiry. For calculating the discharge the following method has been used.

Manning’s Formula:

Q=AxV
Where:
Q = the discharge in cumec
A = Area of the cross section in sq.m
V = Velocity in m/sec = (1/n)*(R)2/3 *(S)1/2
Where:
R = Hydraulic mean depth = A / P in m.
P = Wetted perimeter in m.
S = Bed-slope of the stream.
n = Roughness co-efficient.

For bridge on Yamuna, the design discharge (Q100) has been determined by using
statistical methods and for Ganga, bank-full discharge value is available (measured yearly
maximum gauge and discharge data is not yet received from CWC). The Q100 for Ganga
has been obtained by considering a 5% increase of bank-full discharge.

Scoured Bed Line: Depth of normal scour has been ascertained. The average scoured bed
line that is likely to prevail during the high flood has been obtained (Refer: Cl. 5.2 of latest
IRC:SP:13) based on normal scour as a guide.

The scoured cross-sections have been used for the hydraulic modelling using HEC-RAS
software for bridges on Ganga & on Yamuna as well as for river/stream bridges whose
length is more than 30m.

Summary of the HEC-RAS modeling for Yamuna Bridge

The HEC-RAS software is used for the modeling of River Yamuna consisting of three cross
sections. The bridge profile was not added in the modeling. The following two case studies
have been done.

Case-I: Calibration with measured peak discharge & measured HFL in 1978 flood –The
major parameters used for the calibration are: measured maximum discharge of 10181
cumec & the corresponding measured HFL of 141.63 m.

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During calibrating, the Manning’s ‘n’ values were adjusted. Originally, the Manning’s ‘n’
values (Left Over Bank = 0.033, Channel = 0.030 and Right Over Bank = 0.033) for all
cross-sections were taken from Table 5.1 of IRC:SP:13-2004. Then, by trial, the ‘n’ value at
Channel was slightly revised from 0.03 to 0.0299 to decrease the water surface level equal
to the measured HFL (141.63 m).

Case-II: HFL (without afflux) corresponding to design discharge – In the Case-I model, run
the model with design discharge (10681 cumec). It provides the HFL (without afflux) of
142.03 m.

Summary of the HEC-RAS modeling for Ganga Bridge

The HEC-RAS software is used for the modeling of River Ganga consisting of eleven cross
sections. The bridge profile was not added in the modeling. The following two case studies
have been done.

Case-I: Calibration with bank full discharge & HFL (during 2010 flood) at proposed bridge
location – The major parameters used for the calibration are: measured maximum
discharge of 9,724 cumec & the corresponding measured HFL of 124.28m.

During calibrating, the Manning’s ‘n’ values were adjusted. Originally, the Manning’s ‘n’
values (Left Over Bank = 0.035, Channel = 0.030 and Right Over Bank = 0.035) for all
cross-sections were taken from Table 5.1 of IRC: SP: 13-2004. Then, by trial, the ‘n’ value
at Channel was slightly revised from 0.030 to 0.0315 to increase the water surface level
equal to the measured HFL (124.28 m).

Case-II: HFL (without afflux) corresponding to design discharge – In the Case-I model, run
the model with design discharge (10210 cumec). It provides the HFL (without afflux) of
124.46 m.

Design HFL

HFLs (without afflux) for river/stream bridges whose length is more than 30m (except
bridges on Ganga & on Yamuna) have been obtained after applying the corresponding
design discharge to the bridge cross-section.

For river/stream bridges whose length is less than or equal to 30m and for canal (on
tributary/minor), HFLs / FSLs have already been obtained from local inquiry.

For bridges on Yamuna and on Ganga, the HFLs at cross-sections on bridge location are
obtained from HEC-RAS modeling.

The HFLs (without afflux) is added with the value of afflux (as given below) for obtaining
Design HFL.

Afflux

Afflux for river/stream bridges whose length is more than 30m have been obtained as per
the following method.

When the waterway area of the opening of a bridge is less than the unobstructed natural
waterway area of the stream, i.e., when bridge contracts the stream, afflux occurs. The
afflux is calculated by using the Orifice formula.

Orifice formula:

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Discharge through the bridge is calculated by,

Q = C0 (2g)0.5 L Dd {h + (1 + e) u2/2g}0.5 (1)
Where:
C0 = a coefficient, to account for losses of head through bridge
g = acceleration due to gravity in m/sec2
L = linear waterway in m
Dd = downstream depth in m
h = afflux in m
e = a coefficient
u = velocity of flow in m/sec
Discharge just upstream of the bridge is calculated by,
Q = W (Dd + h) u (2)
Where:
W = unobstructed width of stream in m
Combining (1) & (2),
[Q / {C0 (2g)0.5 L Dd }]2 - (1 + e) u2/(2g) - Q / (W u) + Dd = 0 (3)
By trial & error, ‘u’ could be obtained from (3), with known values of remaining parameters.
Substituting ‘u’ in equation (2), afflux, h = Q/(W u) - Dd

However, when the value of afflux is more than the one-fourth of average depth at
downstream side of the bridge (Dd), then the Weir formula is used.

Weir formula:

Discharge through the bridge is calculated by,

Q = 1.706 Cw L {Du + u2/2g}(3/2) (4)
Cw = a coefficient, to account for losses in friction
Du = upstream depth in m
Discharge just upstream of the bridge is calculated by,
Q = W Du u (5)
Combining (4) & (5),
[Q / {1.706 Cw L}]2/3 - u2/(2g) - Q / (W u) = 0 (6)
By trial & error, ‘u’ could be obtained from (6), with known values of remaining parameters.
Substituting ‘u’ in equation (5) & deducting Dd from it, afflux, h = Du – Dd = Q/(W u) - Dd

The afflux for river/stream bridges whose length is less than or equal to 30m and for canal
(on tributary/minor), afflux values have suitably been assumed.

Scour Depth

Scour depth can be calculated as per Clause 703.2 of latest IRC: 78 and as explained in
latest IRC: SP 13. The mean depth of scour, d s m below the highest flood level is given
by the following equation:

dsm = 1.34 (Db2/Ksf)1/3

Where, Db = the design discharge for foundation in cumec per meter width. The value of
Db shall be the total design discharge divided by the effective linear waterway width
between abutments.

“Silt Factor” (Ksf) have been assumed based on the silt factor values of the Agra to Etawah
project. As per latest IRC: 78, for the design of piers and abutments located in a straight
reach and having individual foundations without any floor protection works, the maximum
depth of scour from the highest flood level is given by:

For piers: dmax = 2 x dsm

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For abutments: dmax = 1.27 x dsm (having retained approach)

Other details is included Discharge computations for bridges on river Ganga & on river
Yamuna is .calculation sheets

Minimum Founding Level: The foundation has been taken to a level to safeguard against
scour. In case of bridges, where the mean scour depth d s m is calculated by using the
equation given in Clause 703.2 of latest IRC-78, the depth of foundation h a s not been
taken less than that of existing structures in the vicinity.

Conclusions – cum – Suggestions

The hydrological & hydraulic design h a s b e e n d o n e a t F e a s i b i l i t y L e v e l . T h e

o u t c o m e o f v a r i o u s d i m e n s i o n s o f p r o p o s e d bridges would be established by
detailed hydraulic designs. Bridges on Ganga and on Yamuna would require detailed
hydraulic modeling. Bridge on Ganga would also require morphological modeling as well as
physical modeling for the determination of alignment and dimensioning of guide bund and
other protection works for the bridge itself as well as for the roadway length (about 12km)
that are coming in the Ganga flood plain.
3.10.2 Drainage and Protection Works
The drainage requirements for the project road and adjoining areas are assessed through
the DTM prepared from topographical survey data. Pavement internal and external
drainage is ensured by providing drainage layer and camber respectively. Longitudinal
slopes in roadside ditches and central drain are generally equal to generate self cleaning
velocity at the time of storm. Small catchment analysis with project specific unit hydrograph
is undertaken for the hydraulic design of the drain channel. The shape of the channels is
fixed to facilitate easy and economical construction and easy maintenance. Suitable
drainage system is planned for the high embankment, super-elevated carriageway and
other key areas, with a view to ensure easy collection and disposal of storm water. A
network has been conceptualized from runoff till final disposal and its continuity is ensured
at each critical point.

3.10.3 Structural Design

3.10.3.1 General
This section deals with the standards to be adopted in design of vis-à-vis ROBs, flyovers,
bridges, underpasses and culverts. It also provides for the type of materials and their
specifications that had been adopted for the above structures, the loads and forces to be
considered.

It is intended that the project road has accommodate 6 lanes at present and to be widened
to 8 lanes at a later stage if required. However structures are constructed for 8 lanes at
present.
3.10.3.2 Cross-sectional Elements

a) Structural width for bridges / flyovers / road over rail bridges

The overall deck width for all bridges, underpasses & ROBs has been kept same
19.75 m (including 0.5m crash barrier on either side) in each direction of traffic.
Total width of Grade separator considered 27.25m, including 2 lane ramp merging
at structure location. Please refer Volume VI for structure drawing and GADs of
each major/minor structures.

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b) Median width

A median width of 3.0 m is maintained between two outer faces of RCC crash
barriers.

3.10.3.3 Specification for Material

Concrete: The grades of concrete are either equal to or higher than those prescribed in latest IRC:
112.
a) Steel: This conforms to the provisions given in IS: 1786, IS: 432 (Part I).
Reinforcement steel:

High yield strength deformed bars conforming to Fe 500 / TMT.

Mild steel not to be used.

Pre-stressing steel

b) Bearings

Elastomeric bearing has been provided as per latest IRC: 83 (Part II) and shall
conform to clause 2005 of MoSRT&H specification for Road and Bridge Works.

c) Expansion Joints

Elastomeric strip seal type expansion joints are provided on all the bridges and
ROBs as per Clause No. 2607 of MoSRT&H specification for road and bridge works
and interim specifications for expansion joints issued subsequently vide MoSRT&H
letter no. RW/NH-34059/1/96-S&R dated 25.01.2001 and addendum there to
circulated vide letter of even no; dated 30.11.2001.
3.10.3.4 Loads and Forces to be considered in Design

 Vertical Loads
a) Dead Loads

Following unit weights are assumed in the design as per latest IRC Codes.

Pre-stressed Concrete : 2.5 t / m3

Reinforced Concrete : 2.5 t / m3
Plain Cement Concrete : 2.2 t / m3
Structural steel : 7.85 t / m3
Dry Density of Backfill Soil : 2.0 t / m3
Saturated Density of Backfill Soil : 2.0 t / m3

b) Superimposed Dead Loads

Wearing coat: 65mm thick with 40mm Bituminous concrete overlaid + 25mm thick
bituminous mastic layer.

c) Live Loads

Carriageway live loads: The following load combinations are considered in the analysis and
whichever produces the worst effect is considered.

One / Two / Three / Four lanes of IRC Class A

One lane of IRC Class 70R (tracked) with two lane of IRC Class A
One lane of IRC Class 70R (wheeled) with two lane of IRC Class A
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Class 70R for first two lanes with Class 70R on another two lane

Resultant live load stresses are reduced by 20% in case all the four lanes are loaded.
Impact factor is as per latest IRC: 6 for the relevant load combinations. For simplicity in
design, Impact factor for continuous structures is calculated for the smallest span of each
module and used for all the spans of that module.

d) Horizontal Forces

a) Longitudinal Forces due to live load

Following effects are considered in the design

Braking forces as per the provision of latest IRC: 6

Distribution of longitudinal forces due to horizontal deformation of
bearings/frictional resistance offered to the movement of free bearings as per
latest IRC: 6

b) Horizontal forces due to water currents

The portion of bridge, which may be submerged in running water, is designed to

sustain safely the horizontal pressure due to force of water current as per the
stipulations of latest IRC:6

c) Earth load
i. Earth forces are calculated as per the provisions of latest IRC:6 assuming the
following soil properties:
Type of soil assumed for backfilling : As per latest IRC: 112
Angle of Internal Friction : Φ= 30O
Angle of Wall Friction : δ = 20O
Coefficient of Friction ‘µ‘at base : tan (2/3 Φ), while Φ is the angle of
internal friction of substrata
immediately under the foundations.
ii. Live load surcharge are considered as per the provisions of latest IRC: 6.

d) Centrifugal forces

Centrifugal forces are calculated as per the provisions of latest IRC: 6 for a design
speed applicable at horizontal curves.

e) Wind effect

Structures are designed for wind effects as stipulated in latest IRC: 6. the wind
forces are considered in the following two ways and the one producing the worst
effect shall govern design.

f) Seismic Effect

The road stretch is located in Seismic Zone-III as per the revised seismic map of
India (IS: 1893-2002). The seismic forces will be coefficient method as suggested
by the modified clause for the interim measures for seismic provisions in latest IRC:
6.

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e) Other Forces / Effects

Temperature effects: The bridge structure / components i.e. bearings and expansion
joints, are designed for a temperature variation of + 250 C considering extreme climate.
The superstructures are also designed for effects of distribution of temperature across
the deck depth as given in latest IRC: 6, suitably modified for the surfacing thickness.

Temperature effects considered are as follows:

Effects of non-linear profile of temperature combined with 50% live load and full
value of ‘E’ is considered.

Effects of global rise and fall of temperature combined with 100% live load and
full value of ‘E’ is considered.

Differential shrinkage effects: A minimum reinforcement of 0.2% of cross sectional

area in the longitudinal direction of the cast-in-situ slab is provided to cater for
differential shrinkage stresses in superstructures with cast-in-situ slab over precast
girders as per Clause 605.2 of latest IRC: 22.

However, effects due to differential shrinkage and / or differential creep are duly
accounted for in the design.

Construction stage loadings / effects: A uniformly distributed load of 3.6 KN /m2 of

the form area is considered to account for construction stage loadings in the design of
superstructure elements, wherever applicable, as per Cl. 4.2.2.2.2 of IRC: 87 – 1984.

Buoyancy: 100% buoyancy is considered while checking stability of foundations

irrespective of their resting on soil/weathered rock / or hard rock.

f) Load Combinations to be considered in Design

All members are designed to sustain safely the most critical combination of various
loads and forces that can coexist. Various load combinations as relevant with increase
in permissible stresses considered in the design are as per latest IRC: 6.

In addition, the stability of bridge supporting two superstructures (with an expansion

joint) is checked under one span dislodged condition also.

g) Exposure Condition

Moderate exposure conditions are considered while designing various components of

the bridge.

h) Design Codes

The main design criteria adopted is to evolve design of a safe structure having good
durability conforming to the various technical specifications and sound engineering
practices.
i) Load combinations

The various load combinations considered are as per provisions of latest IRC: 6

ROB

The design of ROB will be based on the guidelines of Ministry of Railways. As per the latest
Railways Guidelines, a vertical clearance of 6.625m is being imposed for electrified track.

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CD structures & HO/Grade separators

The GAD of CD structures is based on hydraulic and hydrological studies.

The GAD of flyovers/Grade separator is based on the traffic surveys and guidelines as
contained in relevant IRC codes.

3.11 ENVIRONMENTAL AND SOCIAL SCREENING

3.11.1 Environmental Screening

An Environmental screening study has been undertaken. The preliminary environmental

study focused on identifying the key areas, the need for assessment of key impacts, issues,
including information necessary for proposed development. The following issues were
identified:
• The important environmental issues and concerns;
• The significant effects and factors; and
• The appropriate content and boundaries of an EIA study.

The programme included:

• Field surveys;
• Consultation exercises; identifying existing relevant baseline data;
• Identifying the scope of baseline surveys required;
• Identifying key issues to be addressed within the EIA; and
• Providing a technical brief for the EIA.

To identify any potential environmental conflicts arising out from the construction of the
road, information was collected to arrive at the environmental constraints for the proposed
scheme. The main issues included as appropriate, local settlements and communities,
traffic, agriculture, ecology, land-use and soils, water, archaeological heritage, cultural and
religious sites and planning issues.

This part of the study was undertaken in parallel with the economic and engineering
analyses in order to determine any significant social or environmental issues, which require
further detailed study. The approach and methodology to be adopted for environmental
assessment conforms to the requirement of the Environmental Impact Assessment
Notification, MoEF, 2006 & its amendment.

3.11.2 Secondary data collection

Secondary data collection including relevant maps for all the corridors was made available
from various government agencies regarding:

• Physical resources
• Flora and fauna
• Critical natural habitats
• Built-up areas
• Water bodies
• Other critical environmental indicators
• Policy, legal and administrative framework etc.

The available data has been used for environmental screening. The results of the
preliminary screening lead to identification of the nature and extent of environmental issues
needing more detailed examination, which may be dealt as a full EIA.

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3.11.3 Social Screening

The overall objective of the study is to assess the likely impact on persons/families in the
process of land acquisition needed in the process of construction of project road.

Social assessment would be conducted to broadly assess the extent of impacts due to the
project on persons and properties within the corridor of impact. Both desk research and
identification of major settlements within project area through field survey are conducted.

Social assessment study also aims at identifying the project affected people (PAP) and
project affected families (PAF) analysing their socio-economic status, assessing losses due
to project implementation. Remedial measures are proposed in the RAP to ensure that the
income levels of PAPs, after the project implementation, are improved or at least restored
to the pre-project level.

3.11.3.1 Secondary data collection

Available information is collected from various agencies that have worked in the state. The
information includes constitutional provisions, status of social related legislation and
policies of the central government and the state of Uttar Pradesh, guidelines for entitlement
framework and community, social, ethnic and economic indicators of the population.

3.11.4 Social Impact Screening

During this preliminary screening stage, the consultants made an initial visit to the site in
order to develop a clear understanding of the proposed road changes that may be
undertaken and to identify the impact on housing, business and agricultural activities
expected to arise out of the changes to be adopted. The social impact screening
concentrated on the areas where there is likely to be the greatest impact on the population.

The data is analysed and screening is done initially, through a reconnaissance survey.

The various indicators considered are:

• Community life and economic activities
− Severance of community
− Encroachment on local community facilities
− Encroachment on local economic activities
− Encroachment on the access to and rights of resources
− Cultural heritage / property
− Social structure, institution and customs
− Cultural shock
− Road safety
− Public health
− Waste

• Land acquisition and resettlement

− Expropriation of resources
− Involuntary resettlement
− Conflict between target population and host population
− Indigenous or traditional population

The results of the screening are plotted on maps and tabulated to identify any major
conflicts and extent of conflicts.

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3.12 SCHEMES FOR DEVELOPMENT AND ASSESSMENT

From the existing field data a few scheme alternatives are evolved. This task made use of
available data, site reconnaissance desk studies and preliminary findings. The standards,
codes of practice and other relevant controlling documents are listed thereby establishing
the procedures, design controls and general engineering practice required.

In the review of project alignment due considerations are given to the environmental
implications, land acquisition and impact on project affected people, using information,
provided in the discipline desk study reports undertaken earlier.

A preliminary assessment of the new bridges, ROBs, flyovers is carried out along with that
for rehabilitation of existing bridges and culverts along link roads.

3.13 PRELIMINARY COST ESTIMATES

The rates of materials adopted in the preliminary cost estimate are based on the SoR for
Uttar Pradesh and market rates for major cost items. The basis of rate analysis is the
MOSRT&H Standard Data Book. For the working out of preliminary cost estimate, work
items are split into the following sub-heads:

Site Clearance and earthworks

Granular Pavement Courses
Bituminous Courses
Bridges, Culverts, Retaining Walls and other structures
Kerbs, Drainage and other Protective works
Road Junctions, Service Roads, Bus Stops, Truck Lay-byes
Toll Plaza
Road Furniture and Road Safety Works
Traffic Management and maintenance during construction

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3.14 FINANCIAL VIABILITY

Financial analysis has been carried out for project. The toll rate proposed for using the
project corridor is taken into account for the revenue estimation. Possible revenue from
other sources for this road within the legal framework is assessed.

Based on the projected investment, operation and maintenance expenditure, financing

costs and the estimated revenue cash flow statements are prepared for various scenarios
of toll structure and financing options and for each case financial internal rate of return
(FIRR) and Net Present Value (NPV) is estimated. Based on the analysis, the best
financing option is identified and recommendations have been made to make the project
attractive for entrepreneurs.

Assessment of sensitivity of the project viability with respect to various development

scenarios as also variations in cost, traffic demand, inflation, foreign exchange etc. is
assessed.

The risk assessment is an important activity for any project envisaged on a commercial
format. As a part of the risk assessment, the potential risks are identified and outline the
ways and means to manage and/or mitigate the impact of these risks. We have also
outlined the impact of specific risks on the commercial and financial viability of the project
for the project road.

We have carried out the risk analysis, during the entire project cycle, consisting of Project
Development, Construction and Operation Phase. For the purpose of Risk Analysis, the
risks are categorized based on their occurrence during the project life cycle. Some of the
risks for which a detailed analysis is carried out include:

Risks associated with land acquisition, approvals and clearances, environment and
social clearances etc.

Risks due to time overruns, cost overruns, technology and site characteristics.

Revenue risk from collection of toll, toll leakage, development of alternate facilities,
traffic shortfall etc.

The analysis also includes the sensitivity of each of the identified risk with respect to the
commercial viability of the project, which is incorporated in the risk management
framework. We also identified appropriate security measures to be adopted for the risk
based on their sensitivities. A risk management framework is formulated allocating the risks
for the various stakeholders and allocating the responsibilities to the public and private
sector. A risk-monitoring plan is also formulated to monitor the risks thereby minimizing the
impact of the identified risks on the project viability.

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CONTENTS

Chapter – 4 ........................................................................................................................................... 2
4.1 PROJECT ALTERNATIVES ............................................................................................................ 2
4.2 FEATURES OF PROJECT .............................................................................................................. 2
1. Terrain of the Project Road ........................................................................................................ 2
2. Sections Passing Through Rural Areas ........................................................................................ 2
3. Service Road ............................................................................................................................. 5
4. Pavement design ....................................................................................................................... 6
5. Horizontal Curves ...................................................................................................................... 7
6. Vertical curves .......................................................................................................................... 7
7. Major Bridges............................................................................................................................ 7
8. Minor Bridges ........................................................................................................................... 8
10. Vehicular Underpass ............................................................................................................... 12
11. Pedestrian Underpass.............................................................................................................. 14
12. ROB ........................................................................................................................................ 18
13. Flyovers and Overpass ............................................................................................................. 18

LIST OF TABLES

Table 4.0: Rural areas along project corridor ................................................................................. 2

Table 4.1: Flexible Pavement design for main carriageway along the project corridor as per
IRC: 37-2012 ................................................................................................................. 6
Table 4.2: Flexible Pavement design for service road along the project corridor as per IRC:
37-2012 .......................................................................................................................... 6
Table 4.3: Major Bridges Proposals................................................................................................. 7
Table 4.4: Minor Bridges Proposals ................................................................................................ 8
Table 4.5: List of proposed structure ............................................................................................ 11
Table 4.6: Proposed Vehicular underpass Within ROW the project corridor ........................... 12
Table 4.7: Proposed Pedestrian Underpass within ROW the project corridor ......................... 14
Table 4.8: Proposed ROB within ROW the project corridor ....................................................... 18
Table 4.9: Proposed Flyovers and Overpass................................................................................ 19

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Chapter – 4

Project Proposals

4.1 PROJECT ALTERNATIVES

The project proposals for the project comprises of following:

• Alternative 1:- The Agra Lucknow Expressway is proposed to 6 lanes with median of
13.5 m and eight lanes wide structures. The highway is extendable to eight lanes to-
wards the median side along the project corridor.

4.2 FEATURES OF PROJECT

The project is a Greenfield project with an approximate length of 301 Km and around 23.0
Kms of the existing stretch of link roads (Firozabad & Kannauj Link Roads). The other link
roads of Agra (1.5Km) and Lucknow (9.60Km) has been included as part of the expressway
as they have same cross-sectional elements for the expressway. The Firozabad link road
(15Km) will be developed as a two lane with paved shoulder from the existing single lane
road. The Kannauj Link road which is now NH-91A will have paved shoulders added for
which the cost has been included in the project cost.

1. Terrain of the Project Road

The entire project road passes through plain terrain. The majority of the length of the pro-
ject road passes through agricultural land.

2. Sections Passing Through Rural Areas

The project road is passing through very few following rural areas/ built-up areas as most of
the alignment is Greenfield and uses barren and low fertility/unused land. The alignment
avoids crossing any village and it is proposed to provide proper service roads. Inhabited
sections which are heavily congested (towns and villages), identified in the project corridor
are given in Table 4.0

Table 4.0: Rural areas along project corridor

S No. Chainage (Km) Village name
1 1+000 Ikarta
2 2000 Bighamal
3 3000 Nagla Sitarm
4 6000 Pipra
5 8000 Gurka
6 11000 Nagla netpura
7 12000 Nagura Ramkaran
8 15000 Kotra
9 16000 Sikrara
10 18000 Nagarchand
11 20000 Partappura

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S No. Chainage (Km) Village name

12 21000 Bharatpur
13 22000 Mohanpur
14 24000 Ujhaoli
15 25000 Nagla loya
16 26000 Himaupur
17 27000 Gatpura
18 29000 Babarpur
19 32000 Vikrampur
20 33000 Utangan
21 37000 Chhipani Garhi
22 38000 Sherpur
23 40000 Khareria
24 45000 Sikandarpur
25 46000 Nagla Mahajit
26 49000 Nagla rambaksh
27 50000 Karanpur
28 54000 Gurha
29 58000 Kanhol
30 60000 Dahia
31 62000 Jahanabad
32 63000 Nagla Dhanpal
33 67000 Garhia
34 70000 Nagla Mukuna
35 72000 Nagla Bishun
36 74000 Nagla garhi
37 75000 Gotpur
38 77000 Nagla Atram
39 77500 Aspura
40 79000 Manauna
41 80200 Chanpura
42 82000 Nagla Mir
43 82600 Nagla Ramjit
44 83500 Nagla Bhadauria
45 84100 Lahtoi
46 84700 Daimpur
47 87000 Gopalpur
48 88800 Simrau
49 91000 Nagla Alampur
50 92000 Kirthua
51 93500 Nagla Alai
52 96000 Nagla Dharam
53 97000 Nagla Bhure
54 100800 Harchandpur
55 102800 Larampur
56 104800 Keshopur Beni
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S No. Chainage (Km) Village name

57 106800 Balbhadrapur
58 111800 Chakgubriha
59 114800 Chaupula
60 115800 Sabi ka nagla
61 118800 Todarpur
62 122800 Mehran
63 125800 khuman ki Marhalyan
64 130000 Kudrel
65 132000 Rampura
66 134000 Umrain
67 136000 Harnagarpur
68 139000 Lajpur
69 142500 Sikandarpur
70 145800 Motipur
71 147500 Satempur
72 150000 Husepur
73 151500 Saurikh
74 154000 Majgawan
75 156300 Birbhan
76 159000 Bhikampur Saini
77 160800 Behta
78 164800 Ranwan
79 166000 Musafirpur
80 168000 Talgram
81 172200 Narmau
82 175200 Bhawanipur
83 178800 Sakrahni
84 180000 Goba
85 182500 Alinagar
86 184300 Pachaur
87 186000 Umrao Purwa
88 189500 Nath Purwa
89 191000 Hemnapur
90 193500 Bangar
91 194400 Alampur
92 195000 Himmatpur
93 196400 Karhera
94 197500 Patti
95 198600 Satsar
96 201000 Thatia
97 202500 Holepur
98 205300 Janeri
99 205700 Birampur
100 206500 Piprauli
101 207500 Bahsuia
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S No. Chainage (Km) Village name

102 209800 Raogaon
103 210000 Khanecha
104 211800 Makanpur
105 214800 Baranda
106 217800 Hasimpur
107 220800 Gahir purwa
108 221800 Hariganj
109 224800 Sirdharpur
110 229800 Deokheri
111 231800 Golhuapur
112 237800 Nasirapur Bhikhan
113 240800 Kurmin Purwa
114 242800 Jogikot
115 246800 Dandiya Sataura
116 248800 Sablikhera
117 257800 Zahidpur
118 258800 Dipwal
119 260800 Panchamkhera
120 268800 Kayllakhera
121 270800 Bhaukhera
122 276800 Tonda
123 284800 Matarlya
124 287800 Reori
125 288800 Gahelwara
126 290300 Dona

3. Service Road

Two lane service roads/ Slip road of 7.0 m on intermittent basis on either side of express-
way has been proposed throughout the expressway. Land acquisition is in progress by
UPEIDA as per their latest alignment plan.

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4. Pavement design
The flexible pavement designs for main carriageway and service road for the project corridor have been done as per IRC: 37-2012.
The Pavement design for main carriageway is given in Table: 4.1

Table 4.1: Flexible Pavement design for main carriageway along the project corridor as per IRC: 37-2012

New Crust Composition (mm)

Design
Life
Section (Years) Obtained MSA Adopted MSA Design CBR (%) BC DBM WMM GSB Total Thickness
km 0.000-km 24.000 10 27 30 10 40 95 250 200 585
km 24.000-km 70.000 10 30 30 10 40 95 250 200 585
km 70.000-km 87.000 10 26 30 10 40 95 250 200 585
km 87.000-km109.000 10 23 30 10 40 95 250 200 585
km 109.000-km 165.000 10 30 30 10 40 95 250 200 585
km 165.000-km 196.000 10 30 30 10 40 95 250 200 585
km 196.000-km 263.000 10 26 30 10 40 95 250 200 585
km 263.000-km 269.000 10 23 30 10 40 95 250 200 585

The flexible pavement design for service road along the project corridor is given in Table: 4.2

Table 4.2: Flexible Pavement design for service road along the project corridor as per IRC: 37-2012

New Crust Composition (mm)

Design MSA Design CBR (%)
BC DBM WMM GSB Total Thickness

10 10 40 50 250 200 540

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5. Horizontal Curves

The horizontal geometry varies along the entire stretch however all the curves satisfy the highway requirements.
6. Vertical curves

The vertical geometry varies along the entire stretch however all the curves satisfy the highway requirements.

7. Major Bridges

Ten numbers of major bridges and one number of ROB cum major bridge have been proposed Within ROW the project corridor given in
Table: 4.3.

Table 4.3: Major Bridges Proposals

Proposed Total Length Super Struc- Total

S. No Crossing Span (m) Skew Foundation type
Chainage (Km) (m) ture type Width (m)
PSC Box
1 34+936 Yamuna River 600 12 x 50 0 Girder 2 x 19.750 Well
Pre-cast PSC
2 85+600 Sengar Nadi 60 2 x 30 0 Girder 2 x 19.750 Pile
PSC Box
1 x 60 + 1 Girder + RCC
3 100+834 canal 75 x 15 47 Girder 2 x 19.750 Pile
4 146+030 canal 60 3 x 20.0m 0 RCC Girder 2 x 19.750 Pile
Pre-cast PSC
5 213+200 Isan Nadi 70 2 x 35 0 Girder 2 x 19.750 Pile
PSC Box
6 219+382 Ganga River 750 15x50 0 Girder 2 x 19.750 Well
1 x 60 + 1 Pre-cast PSC
7 222+765 Sharada Canal 75 x 15 35 Girder 2 x 19.750 Pile
Pre-cast PSC
8 256+244 Sai River 70 2 x 35 45 Girder 2 x 19.750 Pile
Pre-cast PSC
9 261+510 Sai River 70 2 x 35 35 Girder 2 x 19.750 Pile

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Proposed Total Length Super Struc- Total

S. No Crossing Span (m) Skew Foundation type
Chainage (Km) (m) ture type Width (m)
Pre-cast PSC
10 265+785 Sai River 70 2 x 35 5 Girder 2 x 19.750 Pile

8. Minor Bridges

Forty Five numbers of minor bridges, two numbers of minor bridge cum VUPs and Seven numbers of minor bridge cum PUP have been
proposed Within ROW the project corridor and given in Table: 4.4.

Table 4.4: Minor Bridges Proposals

Proposed
Total Length Super Total
S.No Chainage Crossing Span (m) Skew Foundation
(m) Structure Width
(Km)
1 10+400 Ghati 10 1 x 10 0 RCC Box 2 x 19.750 Box
Pre-cast
RCC
2 49+561 Canal 15 1 x 15 30 Girder 2 x 19.750 Open
Pre-cast
PSC
3 52+810 Jhirna Nala 30 1 x 30 0 Girder 2 x 19.750 Pile
4 53+971 Canal 6 1 x 6.0m 0 RCC Box 2 x 19.750 Box
Madanpur
5 58+148 Drain 10 1 x 10 - RCC Box 2 x 19.750 Box
Pre-cast
RCC
6 63+978 Patsui Drain 20 1 X 20 - Girder 2 x 19.750 Open
1 x 8.0m
7 67+180 Canal 8 - RCC Box 2 x 19.750 Box
Pre-cast
PSC
8 69+067 Sirsa Nadi 60 2 x 30 - Girder 2 x 19.750 Pile

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Proposed
Total Length Super Total
S.No Chainage Crossing Span (m) Skew Foundation
(m) Structure Width
(Km)
9 82+840 Canal 8 1 x 8.0m - RCC Box 2 x 19.750 Box
10 88+770 Canal 8 1 x 8.0m - RCC Box 2 x 19.750 Box
11 90+400 Canal 17 1 x 10m + 1 x 7.0m - RCC Box 2 x 19.750 Box
12 93+430 Canal 17 1 x 10m + 1 x 7.0m - RCC Box 2 x 19.750 Box
13 95+500 Canal 10 1 x 10.0m - RCC Box 2 x 19.750 Box
14 98+100 Canal 17 1 x 10m + 1 x 7.0m - RCC Box 2 x 19.750 Box
Pre-cast
PSC
15 99+267 Canal 24 1 x 24 0 Girder 2 x 19.750 Pile
Pre-cast
RCC
16 103+270 Canal 18 1 x 18 63 Girder 2 x 19.750 Open
Pre-cast
PSC
17 108+010 Ahneya Nadi 30 1 x 30 41 Girder 2 x 19.750 Pile
Pre-cast
PSC
18 121+705 Puraha Nadi 35 1 x 35 0 Girder 2 x 19.750 Pile
Pre-cast
RCC
19 128+020 Canal 20 1 x 20 35 Girder 2 x 19.750 Open
20 129+080 Canal 10 1 x 10 0 RCC Box 2 x 19.750 Box
21 132+480 Nallah 10 1 x 10 - RCC Box 2 x 19.750 Open
22 135+480 Canal 10 1 x 10.0m 0 RCC Box 2 x 19.750 Box
Pre-cast
136+350 1 x 10m + 1 x 7.0m RCC
23 Nallah 17 0 Girder 2 x 19.750 Pile
24 138+950 Nallah 10 1 x 10.0m 0 RCC Box 2 x 19.750 Open
25 139+360 Nallah 10 1 x 10.0m 0 RCC Box 2 x 19.750 Open
26 140+360 Arind Nadi 10 1 x 10.0m 0 RCC Box 2 x 19.750 Pile
PSC Box
143+590
27 Canal 20 1 x 20 0 Girder 2 x 19.750 Pile

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Proposed
Total Length Super Total
S.No Chainage Crossing Span (m) Skew Foundation
(m) Structure Width
(Km)
PSC Box
145+240
28 Stream 20 1 x 20 0 Girder 2 x 19.750 Box
29 147+680 Canal 10 1 x 10.0m 0 RCC Box 2 x 19.750 Pile
30 148+760 canal 10 1 x 10.0m 0 RCC Box 2 x 19.750 Box
Pre-cast
150+120 RCC
31 Canal 12 1 x 12 0 Girder 2 x 19.750 Open
32 152+380 Canal 10 1 x 10.0m 0 RCC Box 2 x 19.750 Box
33 154+820 Canal 10 1 x 10.0m 0 RCC Box 2 x 19.750 Box
PSC Box
157+380
34 Canal 20 1 x 20 0 Girder 2 x 19.750 Pile
Pre-cast
1 x 10m + 1 x
159+280 Canal RCC
12.0m
35 30 0 Girder 2 x 19.750 Pile
PSC Box
163+480
36 Canal 20 1 x 20 0 Girder 2 x 19.750 Box
37 187+600 Canal 10 1 x 10.0m 0 RCC Box 2 x 19.750 Box
38 191+810 Canal 40 2 x 20.0m 0 RCC Box 2 x 19.750 Box
Pre-cast
194+680 Canal 1 x 10m + 1 x 7.0m RCC
39 17 0 Girder 2 x 19.750 Pile
40 195+560 Canal 10 1 x 10.0m 0 RCC Box 2 x 19.750 Box
Pre-cast
196+160 Canal 1 x 10m + 1 x 7.0m RCC
41 17 0 Girder 2 x 19.750 Pile
Pre-cast
204+660 Canal 1 x 10m + 1 x 7.0m RCC
42 17 0 Girder 2 x 19.750 Pile
43 217+846 Canal 10 1 x 10 0 RCC Box 2 x 19.750 Box
Pre-cast
PSC
44 235+700 Kalyani Nadi 30 1 x 30 0 Girder 2 x 19.750 Pile
45 241+120 Pachnaiya Nadi 10 1 x 10 45 RCC Box 2 x 19.750 Box
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Proposed
Total Length Super Total
S.No Chainage Crossing Span (m) Skew Foundation
(m) Structure Width
(Km)
46 251+800 canal 10 1 x 10 35 RCC Box 2 x 19.750 Box
47 270+765 Drain 10 1 x 10 - RCC Box 2 x 19.750 Box
48 277+525 Drain 10 1 x 10 - RCC Box 2 x 19.750 Box
Pre-cast
Nagwa Nala & RCC
49 287+110 NH-25A 60 2 x 30 - Girder 2 x 27.25 Pile

9. List of Proposed structure Lucknow Link road.

Table 4.5: List of proposed structure

Proposed Total
Structure Span Span Super Struc- Total Foundation
S.No Chainage Crossing Length Skew
type (m) (straight) ture Width type
(Km) (m)

1 8+773 Minor bridge Canal 10 1 x 10 0 - RCC Box 2 x 19.750 Open

Pre-cast PSC
2 0+550 Minor bridge Canal 30 1 X10 0 - 2 X 19.750 Open
Girder

Pre-cast PSC
3 0+930 VUP - - - 0 - 1 x 19.750 Open
Girder
Pre-cast PSC
4 4+264 VUP - - - 0 - 1 x 19.750 Open
Girder
Pre-cast PSC
5 5+590 VUP - - - 0 - 1 x 19.750 Open
Girder

6 2+330 PUP - 1X7.0 - Box 2 X 19.750 Open

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Proposed Total
Structure Span Span Super Struc- Total Foundation
S.No Chainage Crossing Length Skew
type (m) (straight) ture Width type
(Km) (m)

7 - Culvert - - 1x2x2 0 Box

10. Vehicular Underpass

Fifty two number of vehicular underpasses have been proposed Within ROW the project corridor and given Table: 4.6

Table 4.6: Proposed Vehicular underpass Within ROW the project corridor

S. No. Chainage (Km) Type of Structure Span (m) Width

1 4+160 VUP 1 x 12.0m 2x19.75
2 7+775 VUP 1 x 12.0m 2x19.75
3 11+542 VUP 1 x 12.0m 2x19.75
4 15+771 VUP 1 x 12.0m 2x19.75
5 24+800 VUP 1 x 12.0m 2x19.75
6 30+389 VUP 1 x 12.0m 2x19.75
7 36+742 VUP 1 x 12.0m 2x19.75
8 40+682 VUP 1 x 12.0m 2x19.75
9 44+273 VUP 1 x 12.0m 2x19.75
10 50+462 VUP 1 x 12.0m 2x19.75
11 55+013 VUP 1 x 12.0m 2x19.75
12 58+801 VUP 1 x 12.0m 2x19.75
13 62+059 VUP 1 x 12.0m 2x19.75
14 82+300 VUP 1 x 12.0m 2x19.75
15 87+400 VUP 1 x 12.0m 2x19.75
16 92+460 VUP 1 x 12.0m 2x19.75
17 96+570 VUP 1 x 12.0m 2x19.75
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S. No. Chainage (Km) Type of Structure Span (m) Width

18 99+280 VUP 1 x 12.0m 2x19.75
19 109+245 VUP 1 x 12.0m 2x19.75
20 118+290 VUP 1 x 12.0m 2x19.75
21 121+000 VUP 1 x 12.0m 2x19.75
22 125+180 VUP 1 x 12.0m 2x19.75
23 127+060 VUP 1 x 12.0m 2x19.75
24 134+280 VUP 1 x 12.0m 2x19.75
25 142+330 VUP 1 x 12.0m 2x19.75
26 144+380 VUP 1 x 12.0m 2x19.75
27 151+230 VUP 1 x 12.0m 2x19.75
28 155+010 VUP 1 x 12.0m 2x19.75
29 164+700 VUP 1 x 12.0m 2x19.75
30 169+600 VUP 1 x 12.0m 2x19.75
31 173+580 VUP 1 x 12.0m 2x19.75
32 180+080 VUP 1 x 12.0m 2x19.75
33 185+990 VUP 1 x 12.0m 2x19.75
34 195+700 VUP 1 x 12.0m 2x19.75
35 201+500 VUP 1 x 12.0m 2x19.75
36 211+646 VUP 1 x 12.0m 2x19.75
37 212+359 VUP 1 x 12.0m 2x19.75
38 222+715 VUP 1 x 12.0m 2x19.75
39 227+705 VUP 1 x 12.0m 2x19.75
40 231+846 VUP 1 x 12.0m 2x19.75
41 236+715 VUP 1 x 12.0m 2x19.75
42 239+816 VUP 1 x 12.0m 2x19.75
43 244+794 VUP 1 x 12.0m 2x19.75
44 249+640 VUP 1 x 12.0m 2x19.75
45 253+697 VUP 1 x 12.0m 2x19.75
46 256+736 VUP 1 x 12.0m 2x19.75
47 260+760 VUP 1 x 12.0m 2x19.75

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S. No. Chainage (Km) Type of Structure Span (m) Width

48 265+515 VUP 1 x 12.0m 2x19.75
49 269+635 VUP 1 x 12.0m 2x19.75
50 273+820 VUP 1 x 12.0m 2x19.75
51 279+105 VUP 1 x 12.0m 2x19.75
52 282+280 VUP 1 x 12.0m 2x19.75

11. Pedestrian Underpass

One hundred and thirty seven number of PUPs have been provided Within ROW the project corridor to meet the requirement given in
Guidelines for Expressway. The consultant ensured that the location of proposed PUPs suits the agrarian traffic requirements. The list of
proposed PUPs within ROW the project corridor is given in Table: 4.7

Table 4.7: Proposed Pedestrian Underpass within ROW the project corridor
S. No. Chainage (Km) Type of Structure Span (m)
1 1+925 PUP 1 x 7.0m
2 2+952 PUP 1 x 7.0m
3 5+240 PUP 1 x 7.0m
4 6+520 PUP 1 x 7.0m
5 8+789 PUP 1 x 7.0m
6 9+490 PUP 1 x 7.0m
7 12+685 PUP 1 x 7.0m
8 13+200 PUP 1 x 7.0m
9 14+706 PUP 1 x 7.0m
10 16+882 PUP 1 x 7.0m
11 17+508 PUP 1 x 7.0m
12 18+400 PUP 1 x 7.0m
13 20+570 PUP 1 x 7.0m
14 21+500 PUP 1 x 7.0m
15 27+985 PUP 1 x 7.0m
16 37+700 PUP 1 x 7.0m
17 38+921 PUP 1 x 7.0m
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S. No. Chainage (Km) Type of Structure Span (m)

18 42+725 PUP 1 x 7.0m
19 45+710 PUP 1 x 7.0m
20 47+033 PUP 1 x 7.0m
21 48+275 PUP 1 x 7.0m
22 48+990 PUP 1 x 7.0m
23 50+163 PUP 1 x 7.0m
24 51+296 PUP 1 x 7.0m
25 53+820 PUP 1 x 7.0m
26 56+383 PUP 1 x 7.0m
27 57+188 PUP 1 x 7.0m
28 60+215 PUP 1 x 7.0m
29 64+172 PUP 1 x 7.0m
30 65+525 PUP 1 x 7.0m
31 67+200 PUP 1 x 7.0m
32 67+982 PUP 1 x 7.0m
33 68+884 PUP 1 x 7.0m
34 70+900 PUP 1 x 7.0m
35 71+785 PUP 1 x 7.0m
36 76+680 PUP 1 x 7.0m
37 77+230 PUP 1 x 7.0m
38 77+620 PUP 1 x 7.0m
39 78+950 PUP 1 x 7.0m
40 80+180 PUP 1 x 7.0m
41 81+070 PUP 1 x 7.0m
42 84+300 PUP 1 x 7.0m
43 84+950 PUP 1 x 7.0m
44 85+950 PUP 1 x 7.0m
45 91+550 PUP 1 x 7.0m
46 94+620 PUP 1 x 7.0m
47 97+820 PUP 1 x 7.0m
48 102+310 PUP 1 x 7.0m
49 106+053 PUP 1 x 7.0m
50 106+660 PUP 1 x 7.0m
51 107+700 PUP 1 x 7.0m
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S. No. Chainage (Km) Type of Structure Span (m)

52 110+330 PUP 1 x 7.0m
53 112+295 PUP 1 x 7.0m
54 115+952 PUP 1 x 7.0m
55 117+580 PUP 1 x 7.0m
56 119+547 PUP 1 x 7.0m
57 120+289 PUP 1 x 7.0m
58 122+920 PUP 1 x 7.0m
59 123+570 PUP 1 x 7.0m
60 125+752 PUP 1 x 7.0m
61 128+030 PUP 1 x 7.0m
62 128+880 PUP 1 x 7.0m
63 129+830 PUP 1 x 7.0m
64 131+650 PUP 1 x 7.0m
65 133+080 PUP 1 x 7.0m
66 137+070 PUP 1 x 7.0m
67 140+880 PUP 1 x 7.0m
68 143+380 PUP 1 x 7.0m
69 146+360 PUP 1 x 7.0m
70 147+180 PUP 1 x 7.0m
71 148+060 PUP 1 x 7.0m
72 149+980 PUP 1 x 7.0m
73 154+320 PUP 1 x 7.0m
74 157+190 PUP 1 x 7.0m
75 161+030 PUP 1 x 7.0m
76 161+930 PUP 1 x 7.0m
77 162+500 PUP 1 x 7.0m
78 165+740 PUP 1 x 7.0m
79 167+880 PUP 1 x 7.0m
80 171+100 PUP 1 x 7.0m
81 172+220 PUP 1 x 7.0m
82 174+880 PUP 1 x 7.0m
83 177+260 PUP 1 x 7.0m
84 182+220 PUP 1 x 7.0m
85 183+180 PUP 1 x 7.0m
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S. No. Chainage (Km) Type of Structure Span (m)

86 188+380 PUP 1 x 7.0m
87 189+780 PUP 1 x 7.0m
88 192+460 PUP 1 x 7.0m
89 193+160 PUP 1 x 7.0m
90 196+840 PUP 1 x 7.0m
91 198+550 PUP 1 x 7.0m
92 200+380 PUP 1 x 7.0m
93 202+490 PUP 1 x 7.0m
94 203+420 PUP 1 x 7.0m
95 205+290 PUP 1 x 7.0m
96 207+160 PUP 1 x 7.0m
97 208+420 PUP 1 x 7.0m
98 209+762 PUP 1 x 7.0m
99 213+594 PUP 1 x 7.0m
100 214+407 PUP 1 x 7.0m
101 215+445 PUP 1 x 7.0m
102 218+275 PUP 1 x 7.0m
103 221+365 PUP 1 x 7.0m
104 225+065 PUP 1 x 7.0m
105 225+895 PUP 1 x 7.0m
106 228+615 PUP 1 x 7.0m
107 229+345 PUP 1 x 7.0m
108 230+897 PUP 1 x 7.0m
109 233+410 PUP 1 x 7.0m
110 234+430 PUP 1 x 7.0m
111 235+940 PUP 1 x 7.0m
112 238+577 PUP 1 x 7.0m
113 241+000 PUP 1 x 7.0m
114 242+426 PUP 1 x 7.0m
115 243+515 PUP 1 x 7.0m
116 246+281 PUP 1 x 7.0m
117 248+180 PUP 1 x 7.0m
118 252+307 PUP 1 x 7.0m
119 254+725 PUP 1 x 7.0m
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S. No. Chainage (Km) Type of Structure Span (m)

120 257+325 PUP 1 x 7.0m
121 257+898 PUP 1 x 7.0m
122 258+860 PUP 1 x 7.0m
123 259+790 PUP 1 x 7.0m
124 262+091 PUP 1 x 7.0m
125 263+242 PUP 1 x 7.0m
126 266+855 PUP 1 x 7.0m
127 268+810 PUP 1 x 7.0m
128 270+530 PUP 1 x 7.0m
129 271+596 PUP 1 x 7.0m
130 272+910 PUP 1 x 7.0m
131 275+070 PUP 1 x 7.0m
132 276+614 PUP 1 x 7.0m
133 277+792 PUP 1 x 7.0m
134 280+125 PUP 1 x 7.0m
135 281+280 PUP 1 x 7.0m
136 285+965 PUP 1 x 7.0m
137 287+257 PUP 1 x 7.0m

12. ROB

Four numbers of ROBs have been proposed Within ROW the project corridor and given in Table: 4.8

Table 4.8: Proposed ROB within ROW the project corridor

S. No. Chainage (Km) Type of Structure Span (m)
1 67+600 ROB cum Major bridge 4x31.0+1x36.0
2 88+400 ROB 1X36.6
3 216+602 ROB 1X30.0
4 235+683 ROB 1X36.6

13. Flyovers and Overpass

Proposed Flyover and Overpass within ROW the project corridor is given in Table: 4.9.

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Table 4.9: Proposed Flyovers and Overpass

S.No. Chainage (Km) Type of Structure Span (m) Type Superstructure type Foundation Crossing
1 73+400 Flyover 2 x30.0 Half CloverLeaf - Pile NH-91
2 89+020 Flyover 2 x30.0 Full CloverLeaf Pre-cast PSC girder Pile NH-2
3 104+745 Flyover 1 x 30.0 Trumpet Pre-cast PSC girder Pile SH-83
4 113+700 Flyover 1 x 30.0 Dimond Interchange Pre-cast PSC girder Pile SH-29
5 190+645 Flyover 2 x 30.0 Full CloverLeaf Pre-cast PSC girder Pile NH-92
6 216+726 Flyover 1 x 20.0 - Pre-cast RCC girder Pile SH-21
7 235+542 Flyover 1 x 20.0 - Pre-cast RCC girder Pile SH-21
8 241+336 Flyover 1 x 30.0 Half CloverLeaf Pre-cast PSC girder Pile SH
9 283+010 Over Pass 1 x30.0 - Pre-cast PSC BOX girder Pile SH
10 284+342 Flyover 2 x30.0 Trumpet Pre-cast PSC girder Pile NH-25A

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CONTENTS

Chapter – 5 ................................................................................................................................................ 1
5.1. TRAFFIC SURVEYS .......................................................................................................................... 1
5.2. CLASSIFIED TRAFFIC VOLUME COUNTS ........................................................................................... 3
5.3. ORIGIN-DESTINATION SURVEY ....................................................................................................... 3
5.4. ANALYSIS OF SURVEY DATA ........................................................................................................... 4
5.5. ANALYSIS OF O-D SURVEY DATA ...................................................................................................23
5.6. ESTIMATION OF TRAFFIC GROWTH RATES BY ELASTICITY METHOD ................................................31
5.7. TRAFFIC FORECASTING METHODOLOGY ........................................................................................31
5.8. PROJECT INFLUENCE AREA ............................................................................................................32
5.9. GROWTH OF REGISTERED VEHICLES IN PROJECT INFLUENCE AREA .................................................32
5.10. ECONOMIC GROWTH OF THE STATES AND ALL-INDIA ....................................................................33
5.11. TRANSPORT ELASTICITY DEMAND .................................................................................................34
5.12. FUTURE ECONOMIC GROWTH .......................................................................................................37
5.13. DEVELOPMENT TRAFFIC................................................................................................................38
5.14. GENERATED/INDUCED TRAFFIC.....................................................................................................40
5.15. FORECASTED TRAFFIC TOTAL ........................................................................................................40
5.16. TRAFFIC DIVERSION METHODOLOGY ............................................................................................53
5.17. TOLLING STRATEGY ......................................................................................................................63
5.18. TOLLABLE TRAFFIC ........................................................................................................................67
5.19. TOLL REVENUE ESTIMATES............................................................................................................78

LIST OF TABLES
Table 5.1: Traffic Survey Schedule ........................................................................................................ 1
Table 5.2: PCU Factors adopted for the study (IRC 64-1990) .................................................................. 4
Table 5.3: Average Daily Traffic at Various Traffic Locations .................................................................. 5
Table 5.4: Peak hour on Various Count Stations .................................................................................. 12
Table 5.5: Total Traffic Composition at Various Count Stations............................................................ 16
Table 5.6: Tollable Traffic Composition at Various Count Stations ....................................................... 17
Table 5.7: Seasonal Correction Factors ............................................................................................... 22
Table 5.8: Section wise AADT ............................................................................................................. 22
Table 5.9: Percentage of Sample size at Each Location ........................................................................ 24
Table 5.10: Adopted Zoning System for Project Road ............................................................................ 24
Table 5.11: Distribution of Trips in Project Influence Area ..................................................................... 27
Table 5.12: Lead Distribution of Passengers and Freight Vehicles at NH-2 Near Dabrai........................... 27
Table 5.13: Lead Distribution of Passengers and Freight Vehicles at NH-2 Near Nagal Dalap .................. 28
Table 5.14: Lead Dist. of Passenger and Freight Vehicles at NH-91 Near Araul ....................................... 28
Table 5.15: Lead Distribution of Passengers and Freight Vehicles at NH-24 Near Nidhasan..................... 28
Table 5.16: Lead Distribution of Passengers and Freight Vehicles at SH-62 Near Fatehabad ................... 28
Table 5.17: Lead Distribution of Passengers and Freight Vehicles at SH-25 Near Amrapali ...................... 29
Table 5.18: Lead Dist. of Passengers and Freight Vehicles at SH-40 Near Maharajganj............................ 29
Table 5.19: Potential Divertible Traffic ................................................................................................. 30
Table 5.20: Growth of Vehicle Registration in Uttar Pradesh ................................................................. 32
Table 5.21: Growth of Vehicle Registration in Delhi .............................................................................. 32
Table 5.22: Growth of Vehicle Registration of Trucks (All India)............................................................. 33
Table 5.23: Growth in Economic Indices of Uttar Pradesh State (at 2004-05 Prices) ............................... 33
Table 5.24: Growth in Economic Indices of Delhi at 2004-05 Prices ........................................................ 34
Table 5.25: Growth in Economic Indices of All India at 2004-05 Prices ................................................... 34
Table 5.26: Elasticity Values Derived based on Regression Analysis for Uttar Pradesh ............................ 35
Table 5.27: Elasticity Values Derived based on Regression Analysis for Delhi ......................................... 35
Table 5.28: Adopted Elasticity Values of Uttar Pradesh State ................................................................ 36

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Table 5.29: Adopted Elasticity Values of Delhi State.............................................................................. 36

Table 5.30: Adopted Elasticity Values of Rest of India ........................................................................... 37
Table 5.31: Future Growth of Economic Indicators for Uttar Pradesh .................................................... 37
Table 5.32: Future Growth of Economic Indicators for Delhi .................................................................. 37
Table 5.33: Future Growth of Economic Indicators for Rest Of India ...................................................... 37
Table 5.34: Final Traffic Growth Rates (%) ............................................................................................ 37
Table 5.35: Final DevelopmentTraffic ................................................................................................... 39
Table 5.36: Details of Alternate Road via NH-2, NH-91 & SH-40 and Project Road (Expressway) ............ 41
Table 5.37: Percentage of Traffic Diversion from Alternate Road to Proposed Project Road ................... 41
Table 5.38: Details of Alternative Route via NH-2 + NH-25 .................................................................... 42
Table 5.39: Percentage of Traffic Diversion from Alternate Road to Proposed Project Road ................... 42
Table 5.40: Details of Existing Routes and Project Road ........................................................................ 46
Table 5.41: Percentage of Traffic Diversion from Existing Routes to Project Road (Expressway) ............. 46
Table 5.42: Details of Existing Routes and Project Road ........................................................................ 48
Table 5.43: Percentage of Traffic Diversion from Existing Routes to Project Road (Expressway) ............. 48
Table 5.44: Details of Existing Routes and Project Road ........................................................................ 50
Table 5.45: Percentage of Traffic Diversion from Existing Routes to Project Road (Expressway) ............. 50
Table 5.46: Details of Existing Routes and Project Road ........................................................................ 52
Table 5.47: Percentage of Traffic Diversion from Existing Routes to Project Road (Expressway) ............. 52
Table 5.48: Details of Existing Routes and Project Road ........................................................................ 52
Table 5.49: Percentage of Traffic Diversion from Existing Routes to Project Road (Expressway) ............. 53
Table 5.50: Diversion Curve Equation ................................................................................................... 53
Table 5.51: Final Diverted Traffic at Exit of Each Toll Plaza / Toll Booth ................................................. 55
Table 5.52: Section-wise Traffic ............................................................................................................ 56
Table 5.53: Projected Traffic AADT (Vehicles) ....................................................................................... 57
Table 5.54: Projected Traffic AADT (PCU) .............................................................................................. 59
Table 5.55: Traffic Projections (Section wise in PCUs)............................................................................ 61
Table 5.56: Proposed Toll Plaza Locations ............................................................................................. 63
Table 5.57: Fee Levied.......................................................................................................................... 63
Table 5.58: Toll Rates Adopted for Base Year ........................................................................................ 64
Table 5.59: Toll Rates Adopted for Base Year 2013-14 ........................................................................... 65
Table 5.60: Tollable Components of Each Mode of Vehicle at Toll plaza 1 (Km 0.00) .............................. 67
Table 5.61: Tollable Components of Each Mode of Vehicle at Toll Booth-1 (Km 24.000) ......................... 69
Table 5.62: Tollable Components of Each Mode of Vehicle at Toll Booth-2 (Km 72.000) ......................... 70
Table 5.63: Tollable Components of Each Mode of Vehicle at Toll Booth-3 (Km 87.000) ......................... 71
Table 5.64: Tollable Components of Each Mode of Vehicle at Toll Booth-4 (Km 109.000) ...................... 72
Table 5.65: Tollable Components of Each Mode of Vehicle at Toll Booth-5 (Km 164.000) ...................... 73
Table 5.66: Tollable Components of Each Mode of Vehicle at Toll Booth-6 (Km 196.000) ....................... 74
Table 5.67: Tollable Components of Each Mode of Vehicle at Toll Booth-7 (Km 263.000) ....................... 76
Table 5.68: Tollable Components of Each Mode of Vehicle at Main Toll plaza 2 (Km 269.860) ................ 77
Table 5.69: Toll Revenue Estimation (Rs. in Crores) ............................................................................... 79

LIST OF FIGURES

Figure 5.1: Traffic Survey Location Map ................................................................................................. 2

Figure 5.2: Daily Variation of Traffic at Various Count Station............................................................... 11
Figure 5.3: Hourly Variation of Traffic at Various Count Stations........................................................... 16
Figure 5.4: Tollable Traffic Composition at Various Count Stations ....................................................... 21
Figure 5.5: Alternative Routes for Link 1- 9 .......................................................................................... 41
Figure 5.6: Alternative Routes for Link 1 - 7.......................................................................................... 43
Figure 5.7: Alternative Routes for Link 1 - 6.......................................................................................... 43
Figure 5.8: Alternative Routes for Link 1- 5 .......................................................................................... 44

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Figure 5.9: Alternative Routes for Link 1 - 4.......................................................................................... 44

Figure 5.10: Alternative Routes for Link 1 - 3.......................................................................................... 45
Figure 5.11: Alternative Routes for Link 1 - 2.......................................................................................... 45
Figure 5.12: Alternative Routes for Link 3 - 7.......................................................................................... 47
Figure 5.13: Alternative Routes for Link 3 - 9.......................................................................................... 47
Figure 5.14: Alternative Routes for Link 4 - 7.......................................................................................... 49
Figure 5.15: Alternative Routes for Link 4 - 9.......................................................................................... 49
Figure 5.16: Alternative Routes for Link 5 – 6 ......................................................................................... 50
Figure 5.17: Alternative Routes between Link 5 - 7 ................................................................................ 51
Figure 5.18: Alternative Routes between Link 5 and 9 ............................................................................ 51
Figure 5.19: Alternative Routes for Link 7 - 9.......................................................................................... 52
Figure 5.20: Diversion Curves ................................................................................................................ 53

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Chapter – 5

Traffic Survey and Analysis

5.1. TRAFFIC SURVEYS

To achieve the desired objectives, the following surveys were conducted:

Classified traffic volume count at nine (9) locations

Origin-destination surveys for passengers and commodity movements at seven(7) locations
for one-day (24hrs. each direction)

Traffic survey locations for carrying out these surveys were selected after a site reconnaissance
considering following factors:

The locations should cover all the roads from where the traffic is likely to divert to the pro-
posed expressway.

The station should be outside urban influence and

The station is located in a reasonably level terrain with good visibility.

The locations were finalized after the reconnaissance survey and are presented in Figure 5.1. The
survey schedule is given Table 5.1.

Table 5.1: Traffic Survey Schedule

Location Duration
Start Date End Date
Classified Traffic Volume Count (days)
NH-2 near Dabrai between Firozabad & Shikohabad 22/02/2013 28/02/2013 7
NH-2 near Nagal Dalap between Etawah & Auryia 23/02/2013 01/03/2013 7
NH-91 near Araul 04/03/2013 10/03/2013 7
NH-24 near Nidhasan about 2.0km from NH-25A 06/03/2013 12/03/2013 7
SH-62 near Fatehabad 28/02/2013 02/03/2013 3
MDR Firozabad – Fatehabad Road near Yamuna 01/03/2013 03/03/2013 3
SH-21 near Tirwaganj 05/03/2013 07/03/2013 3
SH-25 near Amarpali Cottages(3 km from Malihabad) 08/03/2013 10/03/2013 3
SH-40 near Maharajganj Bridge 10/03/2013 12/03/2013 3
Origin–Destination
NH-2 near Dabrai between Firozabad & Shikohabad 1
NH-2 near Nagal Dalap between Etawah & Auryia 1
NH-91 near Araul 1
NH-24 near Nidhasan about 2.0km from NH-25A 1
SH-62 near Fatehabad 1
SH-25 near Amarpali Cottages(3 km from Malihabad) 1
SH-40 near Maharajganj Bridge (6 Km from Mohan) 1

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Figure 5.1: Traffic Survey Location Map

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5.2. CLASSIFIED TRAFFIC VOLUME COUNTS

The classified volume count survey was carried out at 9 locations, each location being selected
near the point from where the possibility of diversion of traffic on the proposed alignment of the
expressway was observed. For these major roads intersecting the proposed project road were
surveyed continuously for seven or three consecutive days for 24 hours on each day. For carrying
out the counts, the vehicles were grouped under different categories as indicated in Table 5.2.

The identified classified traffic volume count locations for 7 days count are given below:

1 NH-2 near Dabrai between Firozabad & Shikohabad

2 NH-2 near Nagal Dalap between Etawah & Auryia
3 NH-91 near Araul
4 NH-24 near Nidhasan about 2.0km from NH-25A

The identified classified traffic volume count locations for 3 days count are given below:

1 SH-62 near Fatehabad

2 MDR Firozabad – Fatehabad Road near Yamuna
3 SH-21 near Tirwaganj
4 SH-25 near Amarpali Cottages(3 km from Malihabad)
5 SH-40 near Maharajganj Bridge (6 Km from Mohan)

For the purpose of counts, a day was divided into two shifts of 12 hours each and different groups
of enumerators with a supervisor were assigned for each shift. The count data was recorded at 15-
minute intervals for each vehicle group for each direction of travel separately. Trained enumera-
tors were deployed for counting and recording by making tally marks in the five-dash system.
Hourly totals were made at the end of the shift.

These locations are characterized by centers of heavy economic activities, population and are away
from the influence of city areas in order to avoid the local traffic. Also these locations were select-
ed on the basis of possible divertible traffic on proposed expressway so as to capture the entire
relevant traffic movement.

5.3. ORIGIN-DESTINATION SURVEY

The origin-destination survey was carried out with the primary objective of studying the travel
pattern of goods and passenger traffic along the study corridor. The results will also be useful for
assessing the divertible traffic on to the proposed road, identifying the influence area of the
project road, estimating the growth rates of traffic, planning for tolling strategies and identification
of the toll plazas on the project road.

The O-D survey was carried out for one day. Roadside interview method was adopted for the
survey. The vehicles were stopped on random sample basis with the help of police, and trained
information pertaining to origin and destination of the trip, trip length, frequency, return trip
commodity types, loading pattern and trip purpose as applicable for various vehicle types were
recorded. This trip frequency will be used in the estimation of Tollable vehicles. The origin –
destination survey locations was carried out at the following locations;

1 NH-2 near Dabrai between Firozabad & Shikohabad

2 NH-2 near Nagal Dalap between Etawah & Auryia

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3 NH-91 near Araul

4 NH-24 near Nidhasan about 2.0km from NH-25A
5 SH-62 near Fatehabad
6 SH-25 near Amarpali Cottages(3 km from Malihabad)
7 SH-40 near Maharajganj Bridge (6 Km from Mohan)

5.4. ANALYSIS OF SURVEY DATA

5.4.1 Analysis of Traffic Volume Count

The various vehicle types having different sizes and characteristics were converted into a standard
unit called passenger car unit. Passenger Car equivalents for various vehicles are adopted based on
recommendations of Indian Road Congress prescribed in “Guidelines for Capacity of Roads in Rural
areas”, IRC-64-1990. The passenger car unit values (PCU) which were adopted are presented in
Table 5.2. The information derived from the surveys was utilized to obtain traffic intensity, traffic
composition, hourly variation and daily variations and peak hour characteristics.

Table 5.2: PCU Factors adopted for the study (IRC 64-1990)

Fast Vehicles Slow Vehicles

Vehicle Group PCUFactor Vehicle Group PCU Factor
Car, Jeep, Van (Passenger Vehi-
1 Bicycle 0.5
cles)
Auto Rickshaw < 3 1 Cycle Rickshaw 2

Auto Rickshaw > 3, <12 1

Animal / Hand Drawn 4.0*
2 Wheeler 0.5
Taxi 1
Other (HCM/EME) 4.5
Government
School
Mini Bus Private 1.5
Government
School
Standard Bus Private 3
Light Com-
LCV (4 Wheeled)
mercial Ve- 1.5
hicle (LCV) LCV (6 Wheeled)
2 – Axle Truck 3
3 – Axle Truck 3
Multi Axle Truck (4-6 Axle) 4.5
Multi Axle Truck (>6 Axle) 4.5
Agriculture Tractor 1.5
Agriculture Tractor & Trailer (Sin-
4.5
gle Axle)
Agriculture Tractor & Trailer (>
4.5
Single Axle)

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*Animal /Hand drawn PCU factor is calculated by taking average PCU of Horse cart, Bullock cart
and Hand drawn

5.4.2 Average Daily Traffic (ADT)

The Average Daily Traffic (ADT) has been worked out in terms of vehicles per day (VPD) and
Passenger Car Units (PCU) by averaging 7 days volume counts. The following Table 5.3 gives the
average daily traffic at the 6 survey locations based on average of 7 days traffic flow.

Table 5.3: Average Daily Traffic at Various Traffic Locations

Near Araul_NH-91

Near Maharajganj
Near Amarpali Co
Near Fatehabad

Near Tirwaganj
Near Nidhasan

Bridge_SH-40
Near Nangal

tages_SH-25
Dabrai_NH2

Firozabad –
Dalap_NH2

Road_MDR
Fatehabad
_NH 24

_SH21
SH-62
Near

Vehicle Type

Tollable Traffic
ADT
Car / Jeep /
5414 5932 1288 7241 1472 343 823 3563 991
Taxi
Mini Bus 130 139 15 212 139 9 5 308 10
Standard Bus
281 363 312 581 242 6 6 183 12
(Govt.)
Standard Bus
357 284 25 147 57 39 14 91 16
(Pvt.)
LCV (Pass) 920 488 42 367 430 147 144 761 130
LCV (Goods) 1586 755 771 1710 187 69 48 239 613
2-Axle 1559 2423 732 892 137 334 97 697 344
3-Axle 3031 3651 1063 1407 122 85 182 474 505
4 to 6 axle 1592 2067 282 734 67 6 42 163 27
Others 30 33 7 15 46 6 7 14 2
Total
Tollable 14900 16135 4537 13306 2899 1044 1368 6493 2650
(Nos.)
Total
Tollable 32306 37569 10216 23104 4720 2118 2226 10636 4879
(PCUs)
Non – Tollable Traffic
Vehicle Type ADT
Two Wheeler 4724 5458 1589 9566 3784 2467 2605 5295 3734
3 Wheeler 829 461 427 2445 102 109 189 159 627
Tractor 410 380 373 136 341 45 25 98 99
Tractor with
114 59 48 201 33 112 175 22 25
Trailer
Cycle 561 1642 957 2789 728 823 1772 848 1172
Cycle Rick-
12 12 8 91 8 3 10 29 14
shaw
Animal cart 23 14 15 38 28 0 9 3 5

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Near Araul_NH-91

Near Maharajganj
Near Amarpali Co
Near Fatehabad

Near Tirwaganj
Near Nidhasan

Bridge_SH-40
Near Nangal

tages_SH-25
Dabrai_NH2

Firozabad –
Dalap_NH2

Road_MDR
Fatehabad
_NH 24

_SH21
SH-62
Near
Vehicle Type

Hand Cart 0 5 2 7 0 0 0 39 1
Others Slow
Moving 0 0 6 2 2 0 0 2 23
Vehicle
Toll Exempt-
0 0 0 36 0 0 0 0 0
ed Vehicles
Total Non-
Tollable 6673 8031 3425 15311 5026 3559 4785 6495 5700
(Nos.)
Total Non-
Tollable 4762 4970 2594 10216 3204 2332 3277 3672 3425
(PCUs)
Grand Total
21573 24166 7962 28617 7925 4603 6153 12988 8350
(Nos.)
Grand Total
37068 42538 12810 33320 7924 4449 5502 14307 8304
(PCUs)

Maximum ADT was observed at NH 2 near Nangal Dalap (42538 PCU), followed by traffic on NH-2
near Dabrai (37068). However, traffic observed on Firozabad – Fatehabad Road_MDR is the
minimum (4449 PCu).

5.4.3 Daily Variation of Traffic

Daily variation of traffic during different days of week at 9 traffic survey locations in terms of PCUs
were analyzed.

The daily variation of traffic at various count station shown in Figure 5.2 indicates that the traffic is
more or less uniform throughout the week.

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Figure 5.2: Daily Variation of Traffic at Various Count Station

5.4.4 Peak Hour Traffic

The peak hour traffic at classified locations is presented in Table 5.4. The peak hour volume varies
from 377 PCUs at Fatehabad Firozabad road to 2100 PCUs at Nagal Dalap on NH-2. The hourly vari-
ation of traffic at various count stations is shown in Figure 5.3.

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Table 5.4: Peak hour on Various Count Stations

Peak Hour Vol- Peak Hour percent-

Location Time
ume (PCUs) age

NH-2 near Dabrai between

1976 5.33 22:00-23:00
Firozabad & Shikohabad
NH-2 near Nagal Dalap between
2100 4.94 20:00-21:00
Etawah & Auryia
NH-91 near Araul 697 5.43 9:00-10:00
NH-24 near Nidhasan about 2.0km
1875 5.63 17:00-18:00
from NH-25A
SH-62 near Fatehabad 598 7.55 14:00-15:00
MDR Firozabad – Fatehabad Road
377 8.53 17:00-18:00
near Yamuna
SH-21 near Tirwaganj 413 7.53 11:00-12:00
SH-25 near Amarpali Cottages(3 km
967 6.77 10:00-11:00
from Malihabad)
SH-40 near Maharajganj Bridge 569 6.85 10:00-11:00
The peak hour factor for assessment of expressway capacity has been taken as an average of NH-2
and NH-91 which comes out to be 5.2%.

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Figure 5.3: Hourly Variation of Traffic at Various Count Stations

5.4.5 Composition of Traffic

The composition of tollable and total traffic at count locations is presented in Table 5.5, Table 5.6
and Figure 5.4. The share of cars/jeeps varies between 7% and 26% while 3-wheelers vary from
1% to 8%, whereas trucks constitute about 9% to 35% of traffic. The buses constitute 0% to 6% of
traffic.

Table 5.5: Total Traffic Composition at Various Count Stations

Passenger Vehicles Goods Vehicles Slow

Location Moving Tractors
Car 2W 3W Buses LCV Truck Vehicle
Near Dabrai_NH2 24% 22% 4% 4% 12% 29% 3% 2%
Near Nangal Dalap_NH2 24% 22% 2% 3% 5% 35% 7% 2%
Near Araul_NH-91 15% 21% 6% 5% 10% 25% 13% 5%
Near Nidhasan_NH-24 24% 35% 9% 3% 7% 10% 11% 1%
Near Fatehabad_SH-62 17% 49% 1% 6% 7% 5% 10% 5%
Firozabad – Fatehabad
7% 55% 2% 1% 5% 9% 18% 3%
Road_MDR
Near Tirwaganj_SH-21 13% 43% 3% 0% 3% 5% 30% 3%
Near Amarpali
26% 42% 1% 5% 8% 10% 7% 1%
Cottages_SH-25
Near Maharajganj
11% 46% 8% 0% 9% 10% 15% 1%
Bridge_SH-40

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Table 5.6: Tollable Traffic Composition at Various Count Stations

Passenger Vehicles Goods Vehicles

Location LCV Mini Others
Car Buses LCV 2 Axle 3 Axle 4-6 Axle
Pass. Bus
Near Dabrai_NH2 35% 6% 1% 4% 11% 11% 21% 11% 0%
Near Nangal
35% 3% 1% 4% 5% 16% 23% 13% 0%
Dalap_NH2
Near Araul_NH-91 28% 1% 0% 8% 17% 16% 24% 6% 0%
Near Nidhasan_NH-
53% 3% 2% 6% 13% 7% 11% 5% 0%
24
Near Fatehabad_SH-
50% 15% 5% 11% 6% 5% 4% 2% 2%
62
Firozabad –
Fatehabad 32% 14% 1% 5% 6% 32% 8% 1% 1%
Road_MDR
Near Tirwaganj_SH-
59% 11% 0% 2% 4% 7% 13% 3% 1%
21
Near Amarpali Cot-
54% 12% 5% 5% 4% 11% 7% 2% 0%
tages_SH-25
Near Maharajganj
37% 5% 1% 1% 23% 13% 19% 1% 0%
Bridge_SH-40

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Figure 5.4: Tollable Traffic Composition at Various Count Stations

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5.4.6 Annual Average Daily Traffic (AADT)

Seasonal variation factors by vehicle types are required to account for variations in the pattern of
traffic volume on the project road sections over different seasons of the year. These factors are
worked out based on the month wise fuel sales data collected along the roads where the survey
was carried out. The vehicle wise seasonal correction factors adopted are presented in Table 5.7.

Table 5.7: Seasonal Correction Factors

Near Araul_NH-91

Near Maharajganj
Nidhasan_NH-24

Tirwaganj_SH-21

Cottages_SH-25
Fatehabad_SH-

Near Amarpali

Bridge_SH-40
Near Nangal
Dalap_NH2

Road_MDR
Firozabad –
Fatehabad
Dabrai
Mode

Near

Near

Near

Near
62
Petrol
0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Driven
Diesel
0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99
Driven
Bus 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

The seasonality factors presented above are used to convert Average Daily Traffic to Average An-
nual Daily Traffic (AADT) for various homogeneous sections of the project road. Section wise AADT
thus obtained is shown in Table 5.8.

Table 5.8: Section wise AADT

Fatehabad_SH-

Near Amarpali
Nidhasan_NH-

Tirwaganj_SH-

Bridge_SH-40
Cottages_SH-
Araul_NH-91

Maharajganj
Near Nangal
Dabrai_NH2

Firozabad –
Dalap_NH2

Road_MDR
Fatehabad
Near

Near

Near

Near

Near

Near
24

62

21

Vehicle Type 25

Tollable Traffic
AADT
Car / Jeep / Taxi 5143 5813 1172 6589 1340 312 749 3242 444
Mini Bus 130 139 15 212 139 9 5 308 6
Standard Bus
281 363 312 581 242 6 6 183 7
(Govt.)
Standard Bus
357 284 25 147 57 39 14 91 7
(Pvt.)
LCV (Pass) 911 522 39 341 400 137 134 708 65
LCV (Goods) 1570 808 717 1590 174 64 45 222 272
2-Axle 1543 2593 681 830 127 311 90 648 146
3-Axle 3001 3907 989 1309 113 79 169 441 239
4 to 6 axle 1576 2212 262 683 62 6 39 152 8
Others 30 35 7 14 43 6 7 13 2
Total Tollable 125
14542 16676 4219 12296 2697 969 6008 1196
(Nos.)

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Fatehabad_SH-

Near Amarpali
Nidhasan_NH-

Tirwaganj_SH-

Bridge_SH-40
Cottages_SH-
Araul_NH-91

Maharajganj
Near Nangal
Dabrai_NH2

Firozabad –
Dalap_NH2

Road_MDR
Fatehabad
Near

Near

Near

Near

Near

Near
24

62

21

25
Vehicle Type

Total Tollable 205

31788 39517 9550 21520 4435 1977 9911 2198
(PCUs)
Non – Tollable
Traffic
Vehicle Type AADT
Two Wheeler 260
4724 5458 1172 6589 3784 2467 5295 1857
3 Wheeler 829 461 15 212 102 109 189 159 313
Tractor 406 407 312 581 317 42 23 91 45
Tractor with
113 63 25 147 31 104 163 20 13
Trailer
Cycle 177
561 1642 39 341 728 823 848 555
Cycle Rickshaw 12 12 717 1590 8 3 10 29 6
Animal cart 23 14 681 830 28 0 9 3 2
Hand Cart 0 5 989 1309 0 0 0 39 1
Others Slow
0 0 262 683 2 0 0 2 11
Moving Vehicle
Toll Exempted
0 0 7 14 0 0 0 0 0
Vehicles
Total Non-
6668 8062 4219 12296 5000 3548 477 6486 2803
Tollable (Nos.)
Total Non-
4751 5028 9550 21520 3159 2291 322 3652 1683
Tollable (PCUs)
Grand Total
21210 24738 8438 24592 7697 4517 602 1249 3999
(Nos.)
Grand Total
36539 44545 19099 43040 7594 4268 527 1356 3881
(PCUs)

5.5. ANALYSIS OF O-D SURVEY DATA

The origin –destination survey locations was carried out at the following locations;

• NH-2 near Dabrai between Firozabad & Shikohabad

• NH-2 near Nagal Dalap between Etawah & Auryia
• NH-91 near Araul
• NH-24 near Nidhasan about 2.0km from NH-25A
• SH-62 near Fatehabad
• SH-25 near Amarpali Cottages(3 km from Malihabad)
• SH-40 near Maharajganj Bridge (6 Km from Mohan)

The analysis of daily flow of classified volume counts has been the basis for fixing the sample size
of vehicles by type and direction.

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At all the survey stations the number of vehicles interviewed are around 20-30 per cent as sample
size. The expansion factors have been worked out based on the average daily volumes to the
sample size at each location separately. Percentage of OD sample size at each location is shown in
Table 5.9

Table 5.9: Percentage of Sample size at Each Location

Near
Near Near Near Near Near Near
Maharajganj
Vehicle Dabrai Nangal Araul_NH- Nidhasan_NH- Fatehabad Amarpali Cot-
Bridge_SH-
_NH2 Dalap_NH2 91 24 _SH-62 tages_SH-25
40
CAR/Taxi 12% 10% 26% 12% 16% 16% 17%
BUS 20% 41% 84% 69% 35% 89% 81%
LCV 14% 10% 22% 8% 36% 90% 11%
2A 29% 11% 40% 41% 55% 41% 33%
3A 23% 10% 44% 17% 35% 38% 44%
4-6 A 25% 5% 25% 18% 13% 26% 25%

6.5.1 Zoning System

For analysis of O-D data collected from the field, it is required to code it for origin and destination
of trip. The zoning was done at four levels. In first level, all-important towns located along the
proposed project stretch were assigned a zone code. Secondly, immediate influence areas of
project road were considered and nearby areas/towns were defined as zones. In the next level, all
nearby districts were grouped in zones. Finally, states beyond the influence area were aggregated
broadly in terms of direction of project road. In all, total 95 traffic zones were considered for the
project road. The list of traffic zones is presented in Table 5.10.

Table 5.10: Adopted Zoning System for Project Road

S No. Zone Name Remarks

1 Agra
2 Fatehpur Sikri
3 Khairagarh
4 Sadabad
Agra Distt.
5 Khandauli
6 Shamsabad
7 Fatehabad
8 Bah
9 Etmadpur
10 Tundla
11 Firozabad
12 Shikohabad Firozabad Distt
13 Sirsaganj
14 Jasrana
15 Bhadan
16 Jaswant Nagar
17 Etawah Etawah Distt.
18 Chakarnagar

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S No. Zone Name Remarks

19 Bharthana
20 Bidhuna
21 Bela Auraiya Distt.
22 Auraiya
23 Ghiraur
24 Mainpuri
25 Bhongaon
26 Karhal, Niwari
Mainpuri Distt.
27 Azizpur
28 Kishni
29 Kusmara
30 Bewar
31 Chhibramau
32 Sikanderpur
33 Gursahaiganj
Kannauj Distt.
34 Kannauj
35 Tirwaganj
36 Bilhaur
37 Farukhabad
Farukhabad
38 Mohammadabad
Distt.
39 Khudaganj
40 Bangarmau
41 fatehpur Chaurasi
42 Ugu
43 Safipur
44 Asiwan Unnao Distt.
45 Auras
46 Unnao
47 Bighapur
48 Purwa
49 Mohan
50 Malihabad
51 Kakori
52 Dilwarnagar
Lucknow Distt.
53 Banthra
54 Nidhasan
55 Alambhag
56 Lucknow
57 Bilhaur
58 Pukhrayan
Kanpur Distt.
59 Kanpur
60 Ghatampur
61 Sandila
62 Atrauli
63 Hardoi Hardoi Distt.
64 Bilgram
65 Shahabad

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S No. Zone Name Remarks

66 Sitapur
67 Sidhauli Sitapur Distt.
68 Mahmudabad
69 Saharanpur, Muzaffarnagar, Baghpat, Bijnor, Meerut
70 Ghaziabad, Noida, Bulandshahr, Amroha
71 Moradabad, Rampur, Bareilly, Pilibhit
72 Aligarh, Mathura
73 Budaun, Shahjahapur, Lakhimpur Kheri
74 Hathras, Etah
75 Kasganj, patiali, soran
76 Siddharth Nagar, Balrampur, Shrawasti, Bahraich, Maharajganj
Uttar Pradesh
Barabanki, Gonda, Basti, SantKabir Nagar, Kushinagar, Faizabad, Gorakh-
77
pur, Deoria
Rae Bareli, Amethi, Sultanpur, Ambedkar Nagar, Azamgarh, Mau, Ballia,
78
Pratapgarh, Jaunpur, Ghazipur
79 Hamirpur, Mahoba, Banda, Fatehpur, Chitrakut
80 Jalaun, Jhansi, Lalitpur
Kaushambi, Allahabad, Bhadohi, Varanasi, Chandauli, Mirzapur,
81
Sonbhadra
82 Delhi Delhi
83 Haryana, Punjab, Himanchal Pradesh, Chandigarh, Jammu & Kashmir Other State of
84 Uttrakhand India
Bhind, Gwalior, Morena,Sheopur, Shivpuri, Datia, Guna, Ashoknagar,
85
Vidisha, Bhopal
Dewas, Rajgarh, Shajapur, Neemuch, Mandsaur, Ratlam, Ujjain, Indore,
86
Jhabua, Dhar, Alirajpur, Barwani, Burhanpur, Khandwa, Khargone Madhya Pra-
Tikamgarh, Chhatarpur, Panna, Sagar, Damoh, Satna, Raisen,, desh
87
Hoshangabad, Betul, Harda
Rewa, Sidhi, Singrauli, Shahdol, Katni, Jabalpur, Umaria, Dindori, Anuppur,
88
Mandala, Balaghat
Sri Ganganagar, Hanumangarh, Churu, Bikaner, Nagaur, Sikar,
89
Jhunjhunun, Alwar
90 Dausa, Bharatpur, Jaipur, Ajmer, Bhilwara, Chittaurgarh, Udaipur
Rajasthan
Dholpur, Karauli,Tonk, Sawaimadhopur, Bundi, Kota, Baran, Jhalawar,
91
Pratapgarh, Banswara, Dungarpur
92 Jaisalmer, Jodhpur, Barmer, Jalor, Sirohi, Pali, Rajsamand
93 Bihar, Jharkhand, Chattisgarh, West Bengal, Orisa
Meghalaya, Assam, Sikkim, Arunachal Pradesh, Nagaland, Manipur, Other State of
94
Mijoram, Tripura India
95 Gujarat, Maharashtra, Karnataka, Andhra Pradesh, Tamil Nadu, Kerala

6.5.2 Expansion Factors and Development of Origin-Destination Matrices

The origin-destination details were collected from the trip makers during the O-D survey on sample
basis as stopping and interviewing all the vehicles was not possible. The sample size varied for
different survey locations depending upon the quantum of traffic volume moving on the road.
Sampling rate varied with the changes in traffic flow during different parts of the day at the same
location as well. Care had been taken to eliminate any element of bias in the sampling method.

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Since the data was collected on the sample basis expansion factors are required to replicate the
pattern as reflected in the sample to the total number of vehicular trips made during the day.
These expansion factors are calculated separately for each class of vehicle. For Example if “xc “ is
the number of cars interviewed and “Xc“ is the total number of cars counted during the day, then
“Xc/xc“ is the expansion factor for Cars.

OD Matrices are developed to assess the traffic movement pattern. These matrices actually
provide distribution of trips for each zone as various inter-zonal movements. Multiplying the
sample O-D matrix obtained from the survey data with the expansion factor develops the vehicle
wise O-D matrices for each survey locations.
6.5.3 Travel Patter

6.5.3.1 Distribution of trips in project influence area

The share of trips from major areas within the project road are presented in Table 5.11.

Table 5.11: Distribution of Trips in Project Influence Area

Vehicle Type Location

NH-2 Near
NH-2 Near Dabrai NH-91 Near Araul
Nangal dalap
U.P. Delhi ROI U.P. Delhi ROI U.P. Delhi ROI
Car 84.33% 8.15% 7.52% 79.32% 9.89% 10.78% 95.36% 3.69% 0.94%
Bus 84.50% 4.55% 10.94% 79.20% 14.47% 6.33% 71.34% 23.85% 4.81%
LCV 73.60% 10.19% 16.21% 80.97% 9.02% 10.01% 85.26% 8.23% 6.51%
2 Axle Trucks 64.61% 13.18% 22.21% 66.24% 12.72% 21.04% 77.48% 13.25% 9.27%
3 Axle Trucks 51.39% 12.11% 36.50% 55.87% 12.08% 32.05% 65.04% 17.65% 17.31%
4-6 Axle Trucks 42.01% 14.84% 43.15% 48.64% 12.85% 38.51% 76.97% 12.18% 10.84%

From the above tables, it is observed that most of the trips originating or destined are from Uttar
Pradesh followed by Delhi.

6.5.4 Lead Analysis

The O-D survey data has been analyzed to obtain lead and load ranges for various categories of
vehicles. Different categories of freight vehicles viz. LCV, 2/3 axle trucks and multi axle trucks are
distributed on the basis of spectrum developed using various load and lead ranges. The lead
distribution in terms of percentage is also presented in Table 5.12 to Table 5.18.

Table 5.12: Lead Distribution of Passengers and Freight Vehicles at NH-2 Near Dabrai

Vehicle Type Direction 1 Direction 2

0-50 50-100 100-200 200-500 500-1000 >1000 0-50 50-100 100-200 200-500 500-1000 >1000
Car/Jeep/Van 20.90 16.08 14.24 30.31 16.35 2.12 18.44 11.34 13.82 33.33 14.89 8.17
Bus 7.47 19.54 11.49 40.23 19.54 1.72 0.00 12.71 24.86 24.86 37.57 0.00
LCV 6.60 13.69 11.88 29.17 26.77 11.88 13.97 11.99 10.01 25.96 20.02 18.04
2 Axle 8.64 11.07 14.60 22.02 20.44 23.24 4.92 7.07 25.90 25.42 16.19 20.50
3 Axle 3.77 6.78 10.55 20.65 17.14 41.12 2.98 5.96 9.67 20.44 25.67 35.28

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Vehicle Type Direction 1 Direction 2

0-50 50-100 100-200 200-500 500-1000 >1000 0-50 50-100 100-200 200-500 500-1000 >1000
4-6 Axle 2.04 4.07 5.27 16.29 21.68 50.66 1.27 2.55 9.03 16.78 16.78 53.59

Table 5.13: Lead Distribution of Passengers and Freight Vehicles at NH-2 Near Nagal Dalap

Direction 1 Direction 2
Vehicle Type
0-50 50-100 100-200 200-500 500-1000 >1000 0-50 50-100 100-200 200-500 500-1000 >1000
Car/Jeep/Van 7.79 9.33 23.34 31.91 19.06 8.56 5.31 14.29 11.44 41.63 21.21 6.13
Bus 0.00 0.00 0.00 100.00 0.00 0.00 0.00 0.00 6.43 34.29 55.00 4.29
LCV 0.00 24.44 12.08 24.44 9.83 29.21 6.67 8.97 15.63 42.07 20.00 6.67
2 Axle 3.46 8.65 6.31 37.37 25.26 18.94 1.98 2.93 11.64 41.73 30.09 11.64
3 Axle 2.70 8.34 11.55 30.48 18.20 28.73 2.09 2.99 12.77 32.04 19.27 30.85
4-6 Axle 1.83 2.45 7.95 21.92 23.14 42.71 2.15 3.22 10.91 29.34 21.74 32.64

Table 5.14: Lead Dist. of Passenger and Freight Vehicles at NH-91 Near Araul

Direction 1 Direction 2
Vehicle Type
0-50 50-100 100-200 200-500 500-1000 >1000 0-50 50-100 100-200 200-500 500-1000 >1000
Car/Jeep/Van 13.78 30.93 23.88 26.92 4.01 0.48 14.42 42.34 17.34 22.08 2.92 0.91
Bus 0.00 0.00 6.67 93.33 0.00 0.00 0.00 0.00 10.00 50.00 40.00 0.00
LCV 4.30 10.75 22.31 39.25 18.01 5.38 1.73 17.63 16.18 46.82 14.45 3.18
2 Axle 2.68 13.99 16.67 37.20 17.86 11.61 2.03 23.19 15.36 39.71 14.49 5.22
3 Axle 1.75 7.38 11.07 32.04 29.13 18.64 2.32 15.19 6.12 36.29 20.46 19.62
4-6 Axle 2.13 10.64 14.18 32.62 18.44 21.99 8.94 17.89 36.59 36.59 0.00 0.00

Table 5.15: Lead Distribution of Passengers and Freight Vehicles at NH-24 Near Nidhasan

Direction 1 Direction 2
Vehicle Type
0-50 50-100 100-200 200-500 500-1000 >1000 0-50 50-100 100-200 200-500 500-1000 >1000
Car/Jeep/Van 38.37 26.23 24.07 8.91 2.43 0.00 38.78 27.46 17.37 11.59 4.04 0.75
Bus 41.98 24.69 20.99 9.88 2.47 0.00 15.15 62.12 13.64 7.58 1.52 0.00
LCV 53.76 27.50 6.30 8.76 1.23 2.46 60.00 22.26 17.74 0.00 0.00 0.00
2 Axle 16.08 32.16 10.52 27.63 7.63 5.98 22.33 23.95 24.92 13.59 8.74 6.47
3 Axle 7.96 15.92 17.72 26.58 22.97 8.86 8.39 12.99 21.22 18.59 16.61 22.20
4-6 Axle 13.86 19.80 15.84 31.68 9.90 8.91 12.45 12.45 4.03 25.27 4.03 41.76

Table 5.16: Lead Distribution of Passengers and Freight Vehicles at SH-62 Near Fatehabad

Direction 1 Direction 2
Vehicle Type
0-50 50-100 100-200 200-500 500-1000 >1000 0-50 50-100 100-200 200-500 500-1000 >1000
Car/Jeep/Van 74.38 22.99 0.00 2.63 0.00 0.00 72.50 23.55 0.00 3.95 0.00 0.00
Bus 52.03 38.51 1.35 8.11 0.00 0.00 45.58 47.62 2.04 4.76 0.00 0.00
LCV 74.44 22.22 3.33 0.00 0.00 0.00 69.05 22.62 5.95 2.38 0.00 0.00
2 Axle 57.69 34.62 3.85 3.85 0.00 0.00 65.33 24.00 5.33 5.33 0.00 0.00

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Direction 1 Direction 2
Vehicle Type
0-50 50-100 100-200 200-500 500-1000 >1000 0-50 50-100 100-200 200-500 500-1000 >1000
3 Axle 41.46 41.46 12.20 4.88 0.00 0.00 38.46 38.46 13.85 4.62 0.00 4.62
4-6 Axle 50.00 50.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 100.00 0.00 0.00

Table 5.17: Lead Distribution of Passengers and Freight Vehicles at SH-25 Near Amrapali

Direction 1 Direction 2
Vehicle Type
0-50 50-100 100-200 200-500 500-1000 >1000 0-50 50-100 100-200 200-500 500-1000 >1000
Car/Jeep/Van 58.31 41.21 0.48 0.00 0.00 0.00 49.97 3.47 45.85 0.71 0.00 0.00
Bus 39.29 5.36 53.57 0.00 1.79 0.00 20.00 5.71 71.43 2.86 0.00 0.00
LCV 98.21 1.79 0.00 0.00 0.00 0.00 65.71 17.14 17.14 0.00 0.00 0.00
2 Axle 33.51 20.52 35.58 6.23 4.16 0.00 34.29 17.14 42.45 4.49 0.82 0.82
3 Axle 31.60 29.25 24.53 10.38 3.30 0.94 34.67 19.10 35.68 8.04 2.51 0.00
4-6 Axle 20.37 20.37 42.59 0.00 16.67 0.00 35.11 20.21 35.11 9.57 0.00 0.00

Table 5.18: Lead Dist. of Passengers and Freight Vehicles at SH-40 Near Maharajganj

Direction 1 Direction 2
Vehicle Type
0-50 50-100 100-200 200-500 500-1000 >1000 0-50 50-100 100-200 200-500 500-1000 >1000
Car/Jeep/Van 75.85 20.50 3.64 0.00 0.00 0.00 72.93 27.07 0.00 0.00 0.00 0.00
Bus 71.43 14.29 14.29 0.00 0.00 0.00 44.44 11.11 0.00 44.44 0.00 0.00
LCV 97.06 2.94 0.00 0.00 0.00 0.00 39.93 33.22 23.49 3.36 0.00 0.00
2 Axle 28.17 45.07 11.97 11.97 1.41 1.41 17.05 26.14 10.80 36.93 4.55 4.55
3 Axle 25.53 45.53 13.62 13.62 0.85 0.85 13.79 32.76 27.16 22.84 2.59 0.86
4-6 Axle 0.00 87.50 0.00 12.50 0.00 0.00 0.00 0.00 0.00 76.47 23.53 0.00

6.5.5 Methodology Adopted for Study

As the project road has a closed system of tolling, the vehicles entering the project road from one
point will have to pay toll at the exit ramp of the interchange of that point. Thus in order to access
the revenue generated at a particular toll plaza / toll booth, the traffic entering from different
interchange points and exiting at that toll plaza / toll booth has to be worked out. For this purpose
a following strategy has been adopted:

• The directional max of the traffic between the 2 highways has been made from the directional
OD of the 2 highways.

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• The potentially divertible traffic for each category of vehicle has been assessed using this
methodology and is as shown below in Table 5.19.

Table 5.19: Potential Divertible Traffic

Summary (Potential Divertible Traffic)

Vehicle
TP -1 TB-1 TB-2 TB-3 TB-4 TB-5 TB-6 TB-7 TP-2
Type
Car 2961 526 958 249 618 233 1419 957 2299
Bus 391 147 49 23 15 21 64 6 106
LCV 606 86 270 124 110 52 311 294 906
2 Axle 1173 52 206 124 175 102 300 137 964
3 Axle 1672 48 264 164 197 147 534 121 1812
MAV 955 43 126 64 90 47 220 5 798
Total
7759 902 1872 748 1205 602 2847 1519 6885
vehicles
Total
17878 1590 3485 1655 2350 1332 5568 2210 15895
PCUs

• The diversion analysis using Logit Curve method has been done to assess the percentage diver-
sion on the project road, as have been discussed in the proceeding chapters, and applied upon
for traffic moving between various sections in order to work out the actual divertible traffic.
• Development traffic in the year 2017, 2018 and 2019 due to developments along the project
road has been assessed.
• Induced traffic due to new facility starting up has been assumed in the years 2017 and 2018.
• The total traffic including the diverted, development and generated traffic has been projected
using the growth rates adopted for the study.
• Estimation of toll rates and revenue generated from the projected traffic.

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5.6. ESTIMATION OF TRAFFIC GROWTH RATES BY ELASTICITY METHOD

Investment priorities are governed by traffic demand, assessed benefits and cost of the project.
Demand plays the important role, which governs which type of facility / infrastructure to be cre-
ated. This in turn determines likely benefits and costs to develop the same. A highway project of
this nature calls for significant investment. Prediction of traffic demand becomes an important task
and has to be carried out as accurately as possible. Accurate estimation of traffic has direct bearing
on the viability of the project. Recognizing this, efforts need to be made to carefully assess all the
parameters that help in predicting the traffic demand in future, which necessitates realistic estima-
tion of traffic growth rates. Traffic growth on a road facility is generally estimated on the basis of
historical trends. In the present case, traffic growth rates are estimated using elasticity method as
per IRC-108-1996. Demand changes are usually because of shifts in the pattern of economic activi-
ties in the surrounding regions. Hence, future traffic estimation necessitates a preview, however
imprecise, of the probable pattern of future growth of the economy.

In the absence of historical traffic census data on the project road, the future traffic has been fore-
casted using transport demand elasticity approach by regression of registered vehicles of Delhi and
Uttar Pradesh with respect to socio-economic parameters viz., population, PCI, NSDP and GDP as
explained below.

5.7. TRAFFIC FORECASTING METHODOLOGY

The exercise of traffic growth rate estimation has been carried out by us using the elasticity ap-
proach. The elasticity method relates traffic growth to changes in the related economic parame-
ters. According to IRC-108, 1996, elasticity based econometric model for highway projects could be
derived in the following form:

Log e (P) = A0 + A1 Log e (EI)

Where:
P = Traffic volume (of any vehicle type)
EI = Economic Indicator (GDP/NSDP/Population/PCI)
A0 = Regression constant;
A1 = Regression co-efficient (Elasticity Index)

The main steps followed are:

• Defining the Project Influence Area from OD analysis of travel pattern

• Estimating the past elasticity of traffic growth from time series of registered vehicles of in-
fluencing states
• Assessment of future elasticity values for major vehicle groups, namely, cars, buses and
trucks
• Study of past performance and assessment of prospective growth rates of state economies
of influence area

The growth rates are found using the formulae Eqn (a) & (b).

For Passenger vehicles,

G=∑[(R*E*I)UP]……………….Eqn. (a)
Where Ri = Growth in PCI and Population index of Delhi and Uttar Pradesh
E = Elasticity Value

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For commercial vehicles,

G=∑ [(R*E*I) UP, (R*E*I) DL, (R*E*I) RoI]……………...Eqn. (b)

Where,
R = Economic index (NSDP)
E = Elasticity Value
I = Influence factor

5.8. PROJECT INFLUENCE AREA

A study of the socio-economic profiles of the regions comprising the project influence area (PIA)
provides an overview of the factors likely to influence the pattern of economic development, and
hence the flows and volumes of traffic on the proposed highway. The details include population,
per-capita Income, NSDP, GDP and targeted growth rates of the economy. The profiles help to
generate basic inputs for the estimation of future growth in transport demand on the basis of past
scenarios, prospective changes in transport demand elasticity and economic growth rates. From
OD survey analysis along project road, share within Uttar Pradesh, Delhi and Rest of India has been
considered as shown in the table below in estimating the growth rates.

Vehicle Type Uttar Pradesh Delhi Rest of India

Goods Vehicles 60% 12% 28%

5.9. GROWTH OF REGISTERED VEHICLES IN PROJECT INFLUENCE AREA

In order to analyze the vehicle growth in the state, the vehicle registration data of Uttar Pradesh,
Delhi and India have been collected. The Compounded Average Growth Rate (%) of different vehi-
cle types is shown in Table 5.20 to 5.22.

Table 5.20: Growth of Vehicle Registration in Uttar Pradesh

Year Car 2w Bus Truck (UP)

2004-05 633855 5652044 121362 165123
2005-06 757019 6083655 136909 184428
2006-07 777682 7138789 139812 193465
2007-08 864465 7737237 133128 215825
2008-09 944825 8521198 150732 240433
2009-10 1071008 9493677 170570 268617
2010-11 1208699 10563850 199832 307058
CAGR 11.36 10.99 8.67 10.89
Source: MORTH

Table 5.21: Growth of Vehicle Registration in Delhi

Year Car 2w Bus Truck (UP)

2004-05 1445149 2844004 24235 140982
2005-06 1487334 3062536 43500 141996
2006-07 1614830 3299838 46581 149972
2007-08 1760399 3578199 52763 160726

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2008-09 1899442 3797943 55148 175250

2009-10 2058920 4055229 58047 193205
2010-11 2231281 4342403 61471 209370
CAGR 7.60 7.26 14.89 7.17
Source: www.delhi.gov.in

Table 5.22: Growth of Vehicle Registration of Trucks (All India)

Year Trucks (All India)

2004-05 4031000
2005-06 4436000
2006-07 5119000
2007-08 5601000
2008-09 6041000
2009-10 6432000
2010-11 7064000
GR 9.80%
Source: MORTH

5.10. ECONOMIC GROWTH OF THE STATES AND ALL-INDIA

The past performance of the economic indicators for the project influence area (PIA) was also col-
lected for the same period (2004-05), with the objective of establishing elasticity of travel demand
to the different economic indicators. The economic indicators considered for the analysis include:

 Net State Domestic Product and Net National Domestic Product

 Per Capita Income (PCI)
 Population

Table 5.23 to 5.25 gives the growth of Economic indicators for Uttar Pradesh, Delhi and Rest of In-
dia.

Table 5.23: Growth in Economic Indices of Uttar Pradesh State (at 2004-05 Prices)

Year Population PCI (Rs.) NSDP (Billion)

2004-05 178400772 12950 2310.29
2005-06 181862402 13445 2445.14
2006-07 185334597 14241 2639.35
2007-08 188807395 14875 2808.51
2008-09 192319735 15713 3021.92
2009-10 195844021 16374 3206.75
2010-11 199347512 17349 3458.48
CAGR 1.87% 4.99% 6.96%

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Table 5.24: Growth in Economic Indices of Delhi at 2004-05 Prices

Year NSDP (Rs lacs) Population PCI (Rs)

2004-05 9471686 14828000 63877
2005-06 10447341 15113000 69128
2006-07 11744414 15404000 76243
2007-08 13068304 15699000 83243
2008-09 14696123 16001000 91845
2009-10 16316079 16308000 100050
2010-11 18097372 16622000 108876
2011-12 20165273 16941000 119032
CAGR 11.40% 1.92% 9.30%

Table 5.25: Growth in Economic Indices of All India at 2004-05 Prices

Year GDP (Billion Rs.)

2004-05 29714.64
2005-06 32530.73
2006-07 35643.64
2007-08 38966.36
2008-09 41586.76
2009-10 45076.37
2010-11 48859.54
CAGR 8.64%

5.11. TRANSPORT ELASTICITY DEMAND

Description of Regression Analysis

The regression analysis tool performs linear regression analysis by using the "least squares" meth-
od to fit a line through a set of observations. We can analyze how a single dependent variable is af-
fected by the values of one or more independent variables. In the present case, registered vehicles
by type are dependent variables whereas the economic parameters are independent variables.

T-statistic

The t-statistic is a measure of how strongly a particular independent variable explains variations in
the dependent variable. The larger the t-statistic, the better the independent variable’s explanato-
ry power. Next to each t-stat is a P-value. The P-value is used to interpret the t-stat. In short, the
P-value is the probability that the independent variable in question has nothing to do with the de-
pendent variable. Generally, we look for a P-value of less than .05, which means there is a 5%
chance that the dependent variable is unrelated to the dependent variable. If the P-value is higher
than .10, a strong argument can be made for eliminating this particular independent variable from
a model because it “isn’t statistically significant.”

R Square

R Square is another measure of the explanatory power of the model. In theory, R square compares
the amount of the error explained by the model as compared to the amount of error explained by
averages. The higher the R-Square, the better it is.

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Regression analysis has been carried out by creating econometric models as suggested in IRC: 108
– 1996, using past vehicle registration data, and economic indicators such as population and PCI for
passenger vehicles and NSDP for freight vehicles. All India registered trucks are also regressed with
GDP to estimate national level elasticity value for trucks and its growth rate. The elasticity values
obtained for each class of vehicle are given in Table 5.26 to Table 5.27.

Table 5.26: Elasticity Values Derived based on Regression Analysis for Uttar Pradesh

Mode Variable Elasticity R square T-STAT P-VALUE CAGR (REG)

Population 1.40 0.42 0.69
0.997 10.70
PCI 1.62 1.29 0.27
Car
Population 5.68 0.995 31.80 0.00 10.61
PCI 2.15 0.996 37.07 0.00 10.73
Population 10.55 1.52 0.20
0.984 10.06
Two PCI -1.93 -0.74 0.50
wheelers Population 5.45 0.982 16.30 0.00 10.18
PCI 2.05 0.974 13.77 0.00 10.25
Population -5.88 -0.37 0.73
0.855 7.44
PCI 3.69 0.61 0.57
Buses
Population 5.45 0.841 5.14 0.00 10.18
PCI 1.47 0.850 5.31 0.00 7.34
TRUCKS NSDP 1.50 0.988 20.22 0.00 10.42

Table 5.27: Elasticity Values Derived based on Regression Analysis for Delhi

Mode Variable Elasticity R square T-STAT P-VALUE CAGR (REG)

PCI 1.26 0.973 0.38
0.99508 8.13
POP -1.94 -0.317 0.76
Car POP 4.02 0.99415 31.92 0.00 7.72
PCI 0.85 0.99498 34.48 0.00 8.00
NSDP 0.70 0.99862 34.20 0.00 8.08
PCI 0.62 0.24 0.82
0.99864 11.50
Two POP 2.95 1.01 0.36
wheelers POP 3.66 0.74272 65.96 0.00 7.04
PCI 0.78 0.99836 60.48 0.00 7.29
PCI -9.79 -0.65 0.54
0.76299 7.87
POP 51.98 0.74 0.49
Buses
POP 5.78 0.74272 4.16 0.01 11.10
PCI 1.22 0.73734 4.10 0.01 11.46
TRUCKS NSDP 0.68 0.97 14.566 0.00 7.77

Recommended Elasticity values

Vehicle registration data represents all vehicles registered in the state, but does not indicate actual
number of vehicles plying on the road owing to vehicles taken off the road due to lack of fitness
certificate. Consequently, the elasticity values based on registration data are usually higher than
those based on actual traffic. Hence, there is a need to moderate values obtained from registration
data. In order to arrive at realistic future elasticity’s for the project road; various factors relating to

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vehicle technology changes besides character of traffic and travel pattern on the project road have
been considered:

• High elasticity of cars being witnessed now is because of large demand facilitated by financing
schemes and loans. Factors like growth of household incomes (particularly in urban areas),
reduction in the prices of entry-level cars, growth of the used car market, changes in life style,
growing personal incomes, desire to own a vehicle facilitated by availability of loans/financing
schemes on easy terms, etc. have all contributed to the rapid growth in ownership of cars.
However, such trend would slow down and elasticity can be expected to decline. The elasticity
obtained by using registered vehicles is actually an overestimate for the traffic moving on sub-
urban and inter-city routes. In view of all this, combined with the travel pattern of vehicles
moving on the road, elasticity value obtained by using registration data has been moderated
for future years.
• Over the years, there is a change in passenger movement with more and more persons shift-
ing towards personalized modes. Moreover, buses are usually plying on fixed pre-decided
routes and thus elasticity values for buses have been considered accordingly.
• With the changing freight vehicle mix in favor of LCV for short distance traffic and 3-axle/MAV
for long-distance traffic, higher elasticity values for these have been considered as compared
to 2-axle trucks. Considering the ongoing technical advancements in automobile industry,
some of the standard two axle trucks would gradually be replaced by three axle truck and
MAVs, leading to reduction in number of trucks. This shift has already started taking place in
different parts of the country.

Considering the Project Influence Area (PIA) and economic indicators of Uttar Pradesh and Delhi,
the projected elasticity values for various vehicle types are presented in, which have been used to
estimate the growth rates of each vehicle type. The transport demand Table 5.28 to 5.30elasticity
by vehicle type over a period of time tends to decline and approach unity or even less. As the
economy and its various sectors grow, every region tends to become self-sufficient. Moreover,
much of the past growth has been associated with the country’s transition from a largely rural,
subsistence economy to cash based urban economy, dominated by regional and national linkages.
As the transition proceeds, its impact on transport pattern can be expected to become less domi-
nant. Therefore, the demand for different type of vehicles falls, over time, despite greater eco-
nomic development. The same is also clear from the relationships of the economy and transport
demand elasticity over time nationally and internationally.

Table 5.28: Adopted Elasticity Values of Uttar Pradesh State

Vehicle Type Indicator 2013-18 2019-23 Beyond 2023

Car Population 5.00 4.50 4.00
Two wheelers PCI 1.95 1.75 1.55
Buses PCI 1.40 1.30 1.20
TRUCKS NSDP 1.20 1.08 0.97

Table 5.29: Adopted Elasticity Values of Delhi State

Vehicle Type Indicator 2013-18 2019-23 Beyond 2023

Car PCI 0.60 0.50 0.40
Two wheelers PCI 0.70 0.60 0.50
Buses POP 5.50 5.20 4.90
TRUCKS NSDP 0.68 0.61 0.55

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Table 5.30: Adopted Elasticity Values of Rest of India

Vehicle Type Indicator 2013-18 2019-23 Beyond 2023

Trucks NSDP 1.13 1.02 0.92

5.12. FUTURE ECONOMIC GROWTH

Against this background, any agenda for future growth of the state economies has to take into ac-
count past trends, future prospects and the emerging challenges. The growth prospects for the
state have been developed taking into consideration the past performance of the state economies
and the economic growth envisaged for the future. The pace with which the regional economies
grow with the envisaged growth of the state is a major contributing factor in growth of traffic.

The growth of NSDP of Uttar Pradesh from 2004-05 to 2010-11 has been 6.96%. Considering the
future targets of NSDP, a growth of 6 %, 6%, 5.5% is assumed for the three periods. Population
growth rate of 1.8% to 1.6% has been assumed. The growth of PCI has been taken as 4.2 to 3.9%.

The prospective economy growth rate of the PIA states is presented in Table 5.31 to 5.33.

Table 5.31: Future Growth of Economic Indicators for Uttar Pradesh

Indicator 2013-18 2019-23 Beyond 2023

NSDP 6.0 6.0 5.5
POP 1.8 1.7 1.6
PCI 4.2 4.3 3.9

The growth of NSDP of Delhi from 2004-05 to 2010-11 has been 11.4%. Considering the future tar-
gets of NSDP, a growth of 10 %, 10%, 9% is assumed for the three periods. Population growth rate
of 1.8% to 1.6% has been assumed. The growth of PCI has been taken as 8.2 to 7.4%.

Table 5.32: Future Growth of Economic Indicators for Delhi

Indicator 2013-18 2019-23 Beyond 2023

NSDP 10.0 10.0 9.0
POP 1.8 1.7 1.6
PCI 8.2 8.3 7.4

Table 5.33: Future Growth of Economic Indicators for Rest Of India

Indicator 2013-18 2019-23 Beyond 2023

NSDP 6.5 6.0 6.0

The estimated traffic growth rates are arrived at by multiplying elasticity values and growth in eco-
nomic factors, as tabulated in the Table 5.34.

Table 5.34: Final Traffic Growth Rates (%)

Vehicle
2013-18 2019-23 Beyond 2023
Type
Car 9.00 7.65 6.40

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Vehicle
2013-18 2019-23 Beyond 2023
Type
Bus 5.88 5.59 4.68
LCV 7.19 6.33 5.34
2-Axle
5.00 5.00 5.00
Trucks
3-Axle
7.64 6.77 5.68
Trucks
MAV 7.67 6.80 5.66

5.13. DEVELOPMENT TRAFFIC

The land along the proposed alignment of Agra-Lucknow Expressway is having a complete lack of
developments. With the coming of expressway, the development activity in the proximity will
boost up. To take the advantage of the opportunities that comes with the Expressway, suggestions
has been given to develop the growth centres at suitable locations along the Expressway. With this
view, the following growth centers have been identified as per the Concept Report of Agra-
Lucknow Access Controlled Expressway.

Growth
Chainage City Area (Ha.) Type of Indistry Location
Centre
5 Km South of Firozabad
City Along Firozabad-
Km 24.000 Firozabad 2000 Ha. Glass City Glass Product Industry
Fatehabad Road on Left
Bank of River Yamuna
Handloom Industry, Food
Processing Plants, Cold Stor-
Pragati age, Warehouses, Mandies, At Km 93.000 South Side
Km 93.000 Etawah 2300 Ha.
Nagar Dairy Products etc. as well of Expressway
as Institutional and Industri-
al Training Centers
Khushboo At Km 165.000 on Left
Km 165.000 Kannauj 2600 Ha. Perfume and Syrup Industry
City Side of Expressway
Malihabad Food Processing Units,
At Km 263.000 on North
Km 263.000 Malihabad 1980 Ha. Growth Packaging Industry, Mar-
Side of Expressway
Centre ket/Mandi

A. Glass/Ceramic Industrial Institute in Firozabad Growth Centre;

B. Textile/Handloom Industrial Institute at Pragati Nagar Growth Centre;
C. Food Preservation, Dairy Products, Food Processing Industrial Institute in Pragati Nagar
Growth Centre;
D. Perfumery Technological Institute at Kannauj Growth Centre;
E. Food Processing, Packaging and Marketing of Processed Food Training Centre at Malihabad
Growth Centre;

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For the development of growth centers along expressway following assumptions have been con-
sidered for development traffic calculation

A. The construction of all these four growth centres will start in 2015.
B. Only 60 % of each total project area will be constructed and 40 % will be left out.
C. The progress is achieved in the stage of 20 % per year, so as the development will be com-
pleted in 5 years time.
D. From third year onwards, the initial units will be operational, say, 20 % in 2017, additional 30
% in 2018 and the remaining 50 % by 2019.
E. Although Construction activities will be generating traffic related to movement of materials
but the probability of its diversion to expressway is considered as nil.
F. Possibilities of captive railway line and local availability / distribution etc are accounted for.
G. 2019 onwards, the traffic shall increase at the rate of 2.5% per annum.

Table 5.35: Final DevelopmentTraffic

Growth
Vehicle 2017 2018 2019 2017 2018 2019
Centers
Glass CityBetween Link Link 2-1 & 1-2 Link 3-9 & 9-3
LCV 8 12 20 35 53 88
2-Axle Trucks 19 29 48 40 61 101
3-Axle Trucks 10 15 25 26 39 66
MAVs 2 2 4 9 14 23
Total 39 59 98 111 167 278
Pragati Nagar Between Link Link 4-1 & 1-4 Link 4-9 & 9-4
LCV 48 72 119 54 80 134
2-Axle Trucks 34 51 85 40 60 101
3-Axle Trucks 14 21 36 18 27 46
MAVs 5 8 13 7 10 16
Total 102 152 254 119 178 297
Khushboo City Between Link Link 6-1 &1-6 Link 6-9 & 9-6
LCV 59 88 146 110 165 274

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Growth
Vehicle 2017 2018 2019 2017 2018 2019
Centers
2-Axle Trucks 43 64 107 80 120 199
3-Axle Trucks 21 31 52 44 66 110
MAVs 7 11 18 14 21 34
Total 129 194 323 247 370 617
Malihabad Between Link Link 8-1 & 1-8 Link 8-9 & 9-8
LCV 72 108 181 119 179 298
2-Axle Trucks 52 79 131 87 130 217
3-Axle Trucks 28 42 71 48 71 119
MAVs 9 13 22 15 22 37
Total 162 243 405 268 402 670

5.14. GENERATED/INDUCED TRAFFIC

This traffic is likely to come on to the expressway as a result of additional facility being provided
has been considered to be 5% in the year 2018, after the expressway comes in operational.

5.15. FORECASTED TRAFFIC TOTAL

Normal Traffic: The normal traffic is the traffic at present which is likely plying on the proposed
project road.

Diverted Traffic: The diverted traffic is the traffic that may divert to the alternative route when toll
is imposed on the project road due to resultant savings in the generalized cost.

Development Traffic: Generated traffic is the traffic that may be generated due industrial devel-
opments coming up along or in the close vicinity of the project road.

Generated/Induced Traffic: This traffic is likely to come on to the expressway as a result of new fa-
cility being provided.

Total Traffic: The total traffic including diverted traffic, development traffic and generated traffic,
if any.

Diverted Traffic

Diverted traffic has been worked out for the traffic moving between different sections of the pro-
ject road.

There are two existing alternative routes for the traffic moving between Link 1-2 other than Project
Road. These routes are either via NH-2, NH-91 & SH-40 or via NH-2 & NH-25 as is pictorially shown
in Figure 5.5 and explained in detail below.

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A) Alternative route for the Traffic Moving Between Link 1 and Link 9:

Figure 5.5: Alternative Routes for Link 1- 9

Alternative route Via NH-2 + NH-91 + SH-40: Traffic Coming from Agra or beyond Agra and des-
tined to Lucknow, the combination of NH-2, NH-91 & SH-40 as acts as Alternative Road against the
proposed Expressway.

Table 5.36: Details of Alternate Road via NH-2, NH-91 & SH-40 and Project Road
(Expressway)

Alternative Route-1
Length Lane
Existing Route Condition Type of Road
(km) Configuration
NH-2 52.00 6L Excellent NH
NH-91 & SH-40 263.00 2L Good NH & SH
Project Route
Length Lane
Link Condition Type of Road
(km) Configuration
Link 1 to Link 9 269.86 6L Excellent Expressway

Percentage of Traffic Diversion from Alternate Road is as shown in Table 5.37.

Table 5.37: Percentage of Traffic Diversion from Alternate Road to Proposed Project Road

(% Diversion to Project Road) in the Base

Vehicle Type
Year (2013-14)
Cars 73.74
Pvt Bus 91.21
LCV 75.16
2-Axle Trucks 74.65

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(% Diversion to Project Road) in the Base

Vehicle Type
Year (2013-14)
3-Axle Trucks 64.39
MAV 72.43

Alternate Route-2: Via NH-2 + NH-25:

For the traffic coming from Agra side and destined towards Lucknow side, the combination of NH-2
& NH-25 as acts as alternative against the proposed Expressway.

Table 5.38: Details of Alternative Route via NH-2 + NH-25

Alternative Route-2
Lane
Existing Route Length (km) Condition Type of Road
Configuration
NH-2 258.00 6L Excellent NH
NH-25 80.00 4L Good NH
Project Route
Lane
Link Length(km) Condition Type of Road
Configuration
Link 1 to Link 9 269.86 6L Excellent Expressway

Table 5.39: Percentage of Traffic Diversion from Alternate Road to Proposed Project Road

Vehicle Type (% Diversion to Project Road) in the Base Year (2013-14)

Cars 76.56
Pvt Bus 89.33
LCV 85.21
2-Axle Trucks 85.32
3-Axle Trucks 83.88
MAV 84.46

B) Alternative Route Between Link 1 and Other Interchanges:

• Alternate Routes between Link 1 and Other Interchanges: For the traffic moving from Agra or
beyond Agra several routes are serve as alternate routes to the project road as is pictorially
shown in Figure 5.6 to Figure 5.11.

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Figure 5.6: Alternative Routes for Link 1 - 7

Figure 5.7: Alternative Routes for Link 1 - 6

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Figure 5.8: Alternative Routes for Link 1- 5

Figure 5.9: Alternative Routes for Link 1 - 4

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Figure 5.10: Alternative Routes for Link 1 - 3

Figure 5.11: Alternative Routes for Link 1 - 2

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Table 5.40: Details of Existing Routes and Project Road

Length (km) Toll Plaza Nos

Via Project Alternate
Road Type Via Project Alternate Via Project Alternate
Road Road
Road Road Road Road
Agra - Kan- Link 1 – 7
NH-2 252 263 2 5
pur + NH-91
Link 1 - 6 +
Agra - NH-2 +
Kannauj Link 191 214 1 2
Kannauj NH-91
Road (SH-21)
Agra -
Link 1 - 5 + NH-2 +
Farukkhaba 167 164 1 1
NH-92 SH-40
d
Agra - Link 1 - 4 + SH-
NH-2 + SH 120 103 1 1
Mainpuri 83
Link 1 - 3+ SH-62 115 121 2 0
Agra-
Etawah Link
Etawah NH-2 115 110 2 2
Road
Link 1 - 2 +
Agra-
Firozabad Link NH-2 39 30 1 1
Firozabad
Road

Table 5.41: Percentage of Traffic Diversion from Existing Routes to Project Road
(Expressway)

From Existing Routes (% Diversion to Expressway)

Vehicle Link 1-3
Type Link 1-7 Link 1-6 Link 1-5 Link 1-4 Link 1-2
SH-62 NH-2
Cars 60.39 71.38 55.28 43.51 61.42 62.43 41.79
Pvt Bus 57.8 85.71 53.32 34.94 72.81 64.79 23.11
LCV 56.73 70.24 44.87 20.33 51.55 61 14.69
2-Axle
57.73 71.33 43.65 20.72 45.66 57.12 30.23
Trucks
3-Axle
59.05 61.78 34.3 8.9 36.75 47.99 24.10
Trucks
MAV 56.56 68.18 41.03 15.5 50.26 55.69 11.33

C) Alternative Route Between Link 3 and Other Interchanges:

Vehicles coming from/or beyond Link 3 and destined to other Interchange points may prefer sev-
eral routes as alternate routes to the project road as is pictorially shown in Figure 5.12 to Figure
5.13.

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Figure 5.12: Alternative Routes for Link 3 - 7

Figure 5.13: Alternative Routes for Link 3 - 9

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Table 5.42: Details of Existing Routes and Project Road

Length (km) Toll Plaza Nos

Via Pro- Alternate
Road Type Via Project Alternate Via Project Alternate
ject Road Road
Road Road Road Road
NH-2+Link
Shikohabad
3- 7 + NH- NH-2 200 213 2 4
- Kanpur
91
SH+NH-
Shokohaba NH-2+Link 217.86 263 1 1
91+SH-40
d-Lucknow 3-9
NH-2+NH-25 217.86 293 1 5

Table 5.43: Percentage of Traffic Diversion from Existing Routes to Project Road
(Expressway)

From Existing Routes (% Diversion to Expressway)

Vehicle Type Link 3-9
Link 3-7
SH+NH-91+SH-40 NH-2+NH-25
Cars 63.82 78.63 83.14
Pvt Bus 62.72 95.2 95.21
LCV 62.62 82.13 95.06
2-Axle Trucks 65.47 83.16 95.11
3-Axle Trucks 71.05 74.65 95.15
MAV 64.6 80.91 95.09

D) Alternative Route Between Link 4 and Other Interchanges:

Vehicles coming from/or beyond Link 4 and destined to other Interchange points may prefer sev-
eral routes as alternate routes to the project road as is pictorially shown in Figure 5.14 to Figure
5.15.

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Figure 5.14: Alternative Routes for Link 4 - 7

Figure 5.15: Alternative Routes for Link 4 - 9

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Table 5.44: Details of Existing Routes and Project Road

Length (km) Toll Plaza Nos

Road Via Project Alternate
Via Project Alternate Via Pro- Alternate
Type Road Road
Road Road ject Road Road
Mainpuri SH-83+Link 4 - 7
NH-91 190 180 2 2
- Kanpur + NH-91
Mainpuri-
SH-83+Link 4 - 9 NH-91+SH-40 222.86 222 1 1
Lucknow

Table 5.45: Percentage of Traffic Diversion from Existing Routes to Project Road
(Expressway)

From Existing Routes (% Diversion to Expressway)

Vehicle Type
Link 4-7 Link 4-9
Cars 57.39 61.96
Pvt Bus 58.33 71.32
LCV 44.11 51.15
2-Axle Trucks 47.27 52.76
3-Axle Trucks 40.7 43.67
MAV 44.01 50.14

E) Alternative Route Between Link 5 and Other Interchanges:

Vehicles coming from/or beyond Link 5 and destined to other Interchange points may prefer sev-
eral routes as alternate routes to the project road as is pictorially shown in Figure 5.16 to Figure
5.18.

Figure 5.16: Alternative Routes for Link 5 – 6

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Figure 5.17: Alternative Routes between Link 5 - 7

Figure 5.18: Alternative Routes between Link 5 and 9

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Table 5.46: Details of Existing Routes and Project Road

Length (km) Toll Plaza Nos

Road Via Project Alternate
Via Project Alternate Via Project Alternate
Type Road Road
Road Road Road Road
Etawah - NH-92+Link 5
SH-21 107 117 1 0
Kannauj - 6 + SH-21
NH-92+Link 5
NH-2 + NH-91 169 202 2 1
Etawah- -7 +NH-91
Kanpur NH-92+Link 5
NH-2 169 153 2 3
- 7 +NH-91
Etawah- NH-92+Link 5 NH-91+SH-40 185.86 235 1 0
Lucknow -9 NH-2+NH-25 185.86 233 1 4

Table 5.47: Percentage of Traffic Diversion from Existing Routes to Project Road
(Expressway)

From Existing Routes (% Diversion to Expressway)

Vehicle Type Link 5-7 Link 5-7 Link 5-9
Link 5-6
NH-2 + NH-91 NH-2 NH-91+SH-40 NH-2+NH-25
Cars 68.42 77.32 47.92 80.61 76.9
Pvt Bus 78.44 92.67 30.08 95.29 88.22
LCV 65.74 82.36 34.42 87.19 85.92
2-Axle Trucks 66.31 84.73 40.15 86.55 86.8
3-Axle Trucks 60.57 80.04 53.56 78.58 90.86
MAV 64.44 82.35 42.24 85.14 88.2

F) Alternative Route Between Link 5 and Other Interchanges:

Vehicles coming from/or beyond Link 7 and destined to other Interchange points may prefer sev-
eral routes as alternate routes to the project road as is pictorially shown in Figure 5.19

Figure 5.19: Alternative Routes for Link 7 - 9

Table 5.48: Details of Existing Routes and Project Road

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Length (km) Toll Plaza Nos

Road Via Project Alternate
Via Pro- Alternate Via Project Alternate
Type Road Road
ject Road Road Road Road
Kannauj-
NH-91+Link 7 - 9 NH-91+SH-40 93.86 127 1 0
Lucknow

Table 5.49: Percentage of Traffic Diversion from Existing Routes to Project Road
(Expressway)

From Existing Routes (% Diversion to Expressway)

Vehicle Type
Link 7-9
Cars 81.05
Pvt Bus 95.36
LCV 91.06
2-Axle Trucks 86.04
3-Axle Trucks 74.53
MAV 87.14

5.16. TRAFFIC DIVERSION METHODOLOGY

Cost ratio diversion curves have been used for estimating the diverted traffic from/to the project
road. In this approach, traffic likely to be diverted from project road to alternate route is estimated
using diversion curves, which computes the ratio of perceived costs on the competitive/alternative
facilities.

According to the model, the vehicle will shift if the perceived cost on the alternative road is lower
in comparison to project road. The rate of diversion is calculated using the diversion
curve/equations, which is similar to the Logit curve. These equations are presented in Table 5.50.
The diversion curves for various vehicle types are shown in Figure 5.20.

Figure 3.1: Diversion Curves

Figure 5.20: Diversion Curves

Table 5.50: Diversion Curve Equation

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Vehicle Cost Ratio Interval Relationship

Car <0.634 % Div = 98.75 – ((CR/0.634)* 8.125)
0.64 = CR <1.465 % Div= 90.625-((CR-0.634)/0.831)*84.375
1.465 <=CR <= 2.00 %Div = 6.25-((CR-1.465)/0.535))*5.25
Truck & <= 0.75 % Div=100-(CR/0.75)*5
Buses 0.75 <= CR <=1.25 % Div= 95-((CR-0.75)/.5)*90
1.25<=CR <=2.00 % Div= ((2-CR)/0.75)*5

For calculating the cost ratio the generalized cost is considered on the project road (NH) and alter-
native road. The generalized cost consists of three components vehicle operating cost (VOC), value
of time (VOT) and toll cost. Vehicle operating cost is calculated based on the observed speed, traf-
fic, road characteristics using IRC-SP-30. From the observed speed travel times are calculated and
VOT thereby. Toll cost is calculated using per km toll rates. The potential divertible traffic is calcu-
lated using OD matrix for each vehicle type.

Using the above methodology the diverted traffic that may divert to alternative route from the
project road when the toll is imposed on the proposed road are calculated and presented in Table
5.51.

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Table 5.51: Final Diverted Traffic at Exit of Each Toll Plaza / Toll Booth

AT TP-1 AT TB-1 AT TB-2 AT TB-3 AT TB-4 AT TB-5 AT TB-6 AT TB-7 AT TP-2

S. No. Vehicle Type
(CH.00.00) (CH.24.00) (CH.72.00) (CH.87.00) (CH.109.00) (CH.164.00) (CH.196.00) (CH.263.00) (CH.269.86)

1 Car 1860 225 624 131 439 161 975 670 1718

2 Std. Bus 209 35 32 9 12 16 42 4 90

3 LCV 428 22 180 53 87 35 210 206 732

4 2 Axle 845 17 130 56 138 69 213 96 780

5 3 Axle 1246 11 174 59 151 95 356 85 1436

6 MAV 733 11 77 26 70 31 135 3 654

Total Vehicles 5321 322 1217 334 895 406 1930 1063 5410

Total PCUs 12699 500 2247 699 1783 890 3729 1547 12679

• TP - Toll Plaza * TB – Toll Booth

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Section-wise Traffic

Project road has been divided into 8 homogeneous sections since 9 interchange points have been proposed. Section-wise traffic is considered as
traffic which moves in particular section enters from any toll plaza / toll booth and it exits to any toll plaza / toll booth.

Table 5.52: Section-wise Traffic

Section I Section II Section III Section IV Section V Section VI Section VII Section VIII

Vehicle Type Between-CH Between-CH Between-CH Between-CH Between-CH Between-CH Between-CH Between-CH
0.000 -24.000 24.000 -72.000 72.000-87.000 87.000-109.000 109.000-164.000 164.000-196.000 196.000-263.000 263.000-269.860

Car 3483 3049 2679 2685 3897 3546 2478 3667

Std. Bus 361 298 248 243 272 262 178 199
LCV 927 942 924 975 1160 1155 1057 1402
2 Axle 1529 1521 1363 1427 1699 1619 1436 1588
3 Axle 2476 2460 2472 2596 2931 2902 2627 2778
MAV 1451 1456 1395 1439 1572 1543 1319 1315
Vehicles 10228 9726 9080 9365 11532 11027 9095 10949
PCUs 24504 23849 22591 23423 27419 26570 22724 25381

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Projected Traffic

The projected diverted traffic at Exit of the each Toll plazas / toll booth is presented in Table 5.53 and the mode wise projected traffic is presented
in Annexure XI.
Table 5.53: Projected Traffic AADT (Vehicles)

AT TP-1 AT TB-1 AT TB-2 AT TB-3 AT TB-4 AT TB-5 AT TB-6 AT TB-7 AT TP-2

Year
(CH.00.00) (CH.24.00) (CH.72.00) (CH.87.00) (CH.109.00) (CH.164.00) (CH.196.00) (CH.263.00) (CH.269.86)
2013 5321 322 1217 334 895 406 1930 1063 5410
2014 5724 348 1312 360 965 435 2079 1150 5821
2015 6158 378 1418 390 1039 467 2243 1243 6263
2016 6625 410 1532 421 1122 502 2418 1344 6738
2017 7480 483 1762 615 1209 826 2609 1791 7842
2018 8911 599 2146 917 1363 1328 2946 2500 9656
2019 10341 735 2562 1361 1456 2104 3150 3485 11727
2020 10962 777 2711 1417 1557 2183 3367 3651 12388
2021 11625 821 2874 1474 1664 2266 3598 3827 13094
2022 12334 869 3047 1534 1778 2352 3845 4015 13844
2023 13086 919 3233 1599 1900 2441 4112 4212 14643
2024 13777 966 3403 1662 2011 2527 4354 4398 15384
2025 14509 1015 3581 1726 2130 2616 4608 4594 16162
2026 15281 1066 3769 1793 2254 2710 4879 4797 16982
2027 16096 1119 3967 1864 2387 2810 5168 5014 17844
2028 16958 1175 4176 1935 2527 2913 5474 5241 18752
2029 17867 1237 4398 2011 2676 3018 5800 5479 19714
2030 18829 1304 4634 2092 2835 3130 6146 5731 20733
2031 19848 1374 4883 2177 3002 3246 6511 5997 21807
2032 20927 1449 5149 2265 3180 3368 6899 6277 22942
2033 22068 1527 5429 2356 3367 3499 7309 6573 24141
2034 23269 1610 5727 2452 3567 3634 7744 6884 25406

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AT TP-1 AT TB-1 AT TB-2 AT TB-3 AT TB-4 AT TB-5 AT TB-6 AT TB-7 AT TP-2

Year
(CH.00.00) (CH.24.00) (CH.72.00) (CH.87.00) (CH.109.00) (CH.164.00) (CH.196.00) (CH.263.00) (CH.269.86)
2035 24542 1699 6041 2552 3779 3774 8205 7212 26736
2036 25886 1792 6374 2660 4002 3923 8696 7557 28142
2037 27307 1889 6725 2773 4240 4078 9215 7921 29629
2038 28811 1993 7099 2891 4493 4239 9766 8306 31199
2039 30402 2105 7490 3015 4759 4409 10349 8712 32857
2040 32085 2224 7907 3146 5044 4587 10970 9140 34606
2041 33866 2349 8348 3285 5345 4772 11625 9594 36460
2042 35744 2480 8816 3430 5665 4964 12321 10071 38413
2043 37732 2620 9309 3580 6005 5170 13062 10574 40481
2044 39837 2768 9831 3737 6365 5385 13848 11105 42660
2045 42064 2925 10384 3905 6746 5608 14678 11666 44961
• TP - Toll Plaza * TB – Toll Booth

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Table 5.54: Projected Traffic AADT (PCU)

AT TP-1 AT TB-1 AT TB-2 AT TB-3 AT TB-4 AT TB-5 AT TB-6 AT TB-7 AT TP-2

Year
(CH.00.00) (CH.24.00) (CH.72.00) (CH.87.00) (CH.109.00) (CH.164.00) (CH.196.00) (CH.263.00) (CH.269.86)
2013 12699 500 2247 699 1783 890 3729 1547 12679
2014 13615 534 2410 751 1914 949 3997 1667 13599
2015 14592 577 2590 809 2048 1015 4289 1790 14583
2016 15638 621 2784 868 2200 1085 4600 1923 15637
2017 17624 776 3276 1315 2359 1851 4936 2882 18222
2018 20966 1016 4093 2006 2645 3034 5546 4393 22483
2019 24355 1339 5076 3050 2817 4891 5909 6651 27454
2020 25758 1402 5340 3165 3002 5063 6295 6914 28940
2021 27248 1467 5627 3280 3196 5245 6701 7192 30521
2022 28844 1538 5928 3399 3404 5432 7133 7488 32198
2023 30528 1611 6252 3531 3624 5624 7603 7796 33984
2024 32080 1681 6552 3657 3825 5814 8026 8093 35647
2025 33724 1753 6864 3785 4040 6008 8471 8405 37389
2026 35454 1827 7193 3921 4264 6214 8946 8724 39221
2027 37275 1903 7538 4065 4504 6429 9455 9066 41140
2028 39198 1982 7900 4209 4756 6649 9990 9421 43158
2029 41222 2075 8283 4359 5025 6875 10562 9791 45295
2030 43360 2174 8691 4520 5312 7114 11168 10181 47556
2031 45625 2275 9122 4691 5610 7361 11803 10592 49934
2032 48014 2382 9581 4867 5930 7618 12475 11020 52440
2033 50538 2492 10065 5046 6263 7897 13185 11472 55090
2034 53186 2611 10578 5233 6617 8187 13939 11943 57879
2035 55989 2739 11116 5432 6994 8486 14732 12437 60804
2036 58940 2872 11684 5643 7389 8801 15575 12954 63889
2037 62057 3008 12277 5865 7811 9128 16467 13500 67145
2038 65350 3154 12911 6094 8258 9467 17411 14074 70580
2039 68824 3312 13574 6331 8724 9822 18408 14676 74196
2040 72493 3478 14276 6585 9225 10193 19467 15306 78008

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2041 76368 3650 15019 6856 9753 10577 20584 15973 82040
2042 80442 3828 15802 7135 10311 10971 21768 16669 86274
2043 84748 4020 16624 7421 10906 11399 23027 17398 90751
2044 89297 4223 17492 7721 11532 11840 24358 18166 95456
2045 94103 4436 18412 8039 12193 12297 25760 18971 100417
• TP - Toll Plaza * TB – Toll Booth

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Table 5.55: Traffic Projections (Section wise in PCUs)

Section2 Section3 Section5 Section 6 Section7 Section 8

Section1 Section4
Year (km 24- km (km 70 – km (km 109 – km (km 165-km (km 196–km (km 263 – km Average
(km 0 - km 24) (km 87- km109)
70) 87) 165) 196) 263) 269)
2013 24504 23849 22591 23423 27419 26570 22724 25381 24558
2014 26275 25567 24216 25107 29400 28495 24356 27212 26328
2015 28170 27405 25952 26917 31532 30555 26113 29190 28229
2016 30202 29376 27816 28855 33821 32764 27992 31310 30267
2017 34086 32980 31888 33374 38712 37870 32736 36484 34766
2018 40628 39086 38690 40866 46866 46327 40550 45022 42254
2019 47324 45161 46169 49388 55792 55923 49768 54960 50560
2020 50048 47786 48733 52085 58917 58990 52417 57930 53363
2021 52939 50573 51453 54942 62234 62239 55241 61090 56339
2022 56028 53548 54354 57987 65763 65700 58241 64446 59508
2023 59304 56703 57427 61216 69506 69379 61437 68027 62875
2024 62318 59603 60259 64205 72968 72783 64401 71350 65986
2025 65502 62670 63250 67354 76616 76364 67508 74836 69262
2026 68859 65903 66392 70663 80449 80121 70782 78511 72710
2027 72387 69301 69690 74134 84486 84074 74213 82379 76333
2028 76110 72884 73162 77784 88724 88230 77817 86433 80143
2029 80042 76660 76825 81636 93205 92621 81618 90714 84165
2030 84187 80649 80706 85711 97953 97275 85643 95252 88422
2031 88572 84871 84798 90003 102944 102174 89873 100022 92907
2032 93197 89323 89121 94536 108216 107341 94336 105049 97640
2033 98077 94022 93683 99317 113789 112797 99048 110360 102636
2034 103212 98972 98475 104334 119646 118538 104003 115948 107891
2035 108636 104190 103532 109629 125821 124582 109213 121822 113428
2036 114353 109689 108858 115203 132325 130952 114704 128025 119263
2037 120388 115501 114477 121088 139205 137681 120498 134555 125424

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Section2 Section3 Section5 Section 6 Section7 Section 8

Section1 Section4
Year (km 24- km (km 70 – km (km 109 – km (km 165-km (km 196–km (km 263 – km Average
(km 0 - km 24) (km 87- km109)
70) 87) 165) 196) 263) 269)
2038 126766 121640 120411 127306 146474 144782 126610 141455 131930
2039 133502 128125 126670 133855 154125 152258 133043 148712 138786
2040 140615 134977 133284 140773 162220 160148 139822 156361 146025
2041 148122 142206 140253 148063 170755 168485 146993 164454 153666
2042 156018 149809 147582 155722 179729 177250 154522 172958 161698
2043 164365 157850 155332 163821 189225 186507 162469 181946 170189
2044 173173 166334 163504 172345 199223 196265 170822 191405 179134
2045 182478 175291 172119 181334 209773 206551 179627 201371 188568

The capacity of 8 lane expressway as calculated in Design Standards chapter is 1,80,000 PCU at LOS – B. this is achieved in year 2044. Thus,
the concession period for project road is 30 years.

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5.17. TOLLING STRATEGY

Toll Plaza shall be provided Toll Booths at exit of interchanges. “Closed system” of toll collection
shall be adopted and the fee from users shall be collected at the exit location so that the user pays
only for the distance traveled on the Project Highway. The proposed toll plaza and length covered
is tabulated in Table 5.56 as per the Concept Report.

Table 5.56: Proposed Toll Plaza Locations

Type of Toll Plaza / Toll Booth Location of Toll Plaza / Toll Booth
S. No.
(chainage)
1. Toll Plaza Km 0.000
2. Toll Booth Km 24.000
3. Toll Booth Km 72.000
4. Toll Booth Km 87.000
5. Toll Booth Km 109.000
6. Toll Booth Km 164.000
7. Toll Booth Km 196.000
8. Toll Booth Km 263.000
9. Toll Plaza Km 269.860

In addition to the above, the fee levied and collected here under for the Structures specified below
shall be due and payable at the following Toll Plaza:

Table 5.57: Fee Levied

Location of Toll Plaza / Length (in km) for which Fee is payable
S.No Toll Booth Cost (in Rs.
Nature of Stucture Length (Km)
(chainage) Crore)
Km 0.000-
1. Nil - -
Main Toll Plaza
Km 24.000
2. Nil - -
Toll Booth
Km 72.000
3. Yamuna Bridge 0.600 142.20
Toll Booth
Km 87.000
4. Nil - -
Toll Booth
Km 109.000
5. Nil - -
Toll Booth
Km 164.000
6. Nil - -
Toll Booth
Km 196.000
7. Nil - -
Toll Booth
Km 263.000
8. Ganga Bridge 1.500 355.50
Toll Booth
Km 269.860
9. Nil - -
Main Toll Plaza

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5.17.1 Schedule of User Fee

As per Schedule of User Fee (UPEIDA) for the Project, the per km base fee/toll rates as applicable
from 2009-10 are given in Table 5.58.The escalated for 2012-13 rates are also given in Table 5.58.

Table 5.58: Toll Rates Adopted for Base Year

Capping Rate of base fee per Capping Rate of base fee per ve-
Sl.
Category of Vehicle vehicle per one way trip For hicle per one way trip For 2013-
No.
2009-10 (in rupees per km) 14 (in rupees per km)
Car, Jeep, Van or Light
1 0.80 0.913
Motor Vehicle
Light Commercial Ve-
2 hicle, Light Goods Ve- 1.30 1.484
hicle or Mini Bus
3 Bus or Truck (2 Axle) 2.75 3.140
4 3 Axle Vehicle 4.30 4.909
Heavy Construction
Machinery(HCM) or
Earth Moving Equip-
5 4.30 4.909
ment (EME) or Multi
Axle Vehicle (MAV)
(four to six axles)
Oversized Vehicles
6 5.25 5.803
(seven or more axles)
.
The toll rates (2013-14) at Toll Plaza locations are shown below in Table 5.59:

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Table 5.59: Toll Rates Adopted for Base Year 2013-14

Link Car MB LCV BUS 2 axle 3 Axle MAV OSV

1-2 & 2-1 20 35 35 75 75 115 115 140
1-3 & 3-1 95 145 145 305 305 470 470 590
1-4 & 4-1 110 170 170 355 355 550 550 690
1-5 &5-1 125 205 205 425 425 655 655 815
1-6 & 6-1 175 285 285 595 595 920 920 1140
1-7 &7-1 205 330 330 690 690 1070 1070 1320
1-8 & 8-1 260 420 420 885 885 1380 1380 1700
1-9 & 9-1 265 430 430 905 905 1410 1410 1735
2-3 & 3-2 70 110 110 230 230 355 355 450
2-4 &4-2 85 135 135 285 285 435 435 550
2-5 &5-2 105 170 170 350 350 540 540 680
2-6 &6-2 155 250 250 520 520 810 810 1005
2-7 &7-2 185 295 295 615 615 955 955 1185
2-8 & 8-2 240 390 390 815 815 1265 1265 1565
2-9 &9-2 245 395 395 830 830 1295 1295 1600
3-4 & 4-3 15 25 25 50 50 80 80 100
3-5 &5-3 35 55 55 120 120 185 185 225
3-6 & 6-3 85 135 135 290 290 450 450 550
3-7 &7-3 110 180 180 385 385 600 600 730
3-8 & 8-3 170 275 275 580 580 910 910 1110
3-9 & 9-3 175 285 285 600 600 940 940 1145
4-5 & 5-4 20 30 30 65 65 105 105 130
4-6 & 6-4 70 110 110 235 235 370 370 455
4-7 &7-4 95 155 155 330 330 520 520 635
4-8 & 8-4 155 250 250 530 530 830 830 1015
4-9 &9-4 160 260 260 550 550 860 860 1045

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Link Car MB LCV BUS 2 axle 3 Axle MAV OSV

5-6 & 6-5 50 80 80 170 170 265 265 325
5-7 & 7-5 75 125 125 265 265 415 415 505
5-8 & 8-5 135 220 220 465 465 725 725 885
5-9 & 9-5 140 230 230 480 480 755 755 920
6-7 & 7-6 25 45 45 95 95 145 145 180
6-8 & 8-6 85 140 140 295 295 460 460 560
6-9 & 9-6 90 145 145 310 310 485 485 595
7-8 & 8-7 115 180 180 375 375 575 575 730
7-9 & 9-7 120 190 190 390 390 600 600 765
8-9 & 9-8 5 10 10 20 20 30 30 40

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5.18. TOLLABLE TRAFFIC

5.18.1 Discounts

The discounts allowed for frequent users as per UPEIDA are given below.

(1) The executing authority or the concessionaire, as the case may be, shall upon request pro-
vide a pass for multiple journeys to cross a toll plaza within the specified period at the
rates specified in sub-rule (2).

(2) The concessionaire shall, upon request from any person, issue a return pass on payment of
a sum equal to 160% (one hundred and sixty per cent) of the Fee payable for the respec-
tive vehicle if it were to undertake a single one-way trip on the Expressway. Such return
pass shall entitle the specified vehicle to undertake a return journey on the same day as
the outward journey.

Maximum number of one way

Amount Payable Period of Validity
journeys allowed
1.60 times of the fee for
Twenty four hours from the time
one way jour- Two
of payment
neys
80% of the Single jour-
Twenty or More One month from date of payment
ney

(3) The Concessionaire shall, upon request from any person for issue of 20(Twenty)or more
one-way toll tickets, issue such tickets at a discounted rate equivalent to 80% (eighty per-
cent) of the fee payable for the respective particular registered vehicle. Such discounted
tickets shall entitle the specified vehicle to communicate on the expressway by using one
ticket for as single one-way trip at any time during a period of one calendar month or part
thereof.

(4) No pass shall be issued or fee collected from a driver, owner or person in charge of a me-
chanical vehicle that uses part of the section of expressway and does not cross a toll plaza.

Table: 5.60 below gives percentages of various types of tickets they go for at toll plaza location es-
timated from the analysis of OD Survey at the proposed toll plaza locations.

Table 5.60: Tollable Components of Each Mode of Vehicle at Toll plaza 1 (Km 0.00)

Share Share Share Share Share Share Share

Share of
of Ve- of Ve- of Ve- of Ve- of Ve- of Ve- of Ve-
Mode of Catego- Vehicles
hicles hicles hicles hicles hicles hicles hicles
Vehicle ries (%)
(%) (%) (%) (%) (%) (%) (%)
2-1 3-1 4-1 5-1 6-1 7-1 8-1 9-1
Through
31% 0% 0% 0% 0% 0% 0% 0%
Monthly
Through
Cars daily (One 3% 70% 80% 80% 70% 100% 70% 100%
entry)
Through 66% 30% 20% 20% 30% 0% 30% 0%

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Share Share Share Share Share Share Share

Share of
of Ve- of Ve- of Ve- of Ve- of Ve- of Ve- of Ve-
Mode of Catego- Vehicles
hicles hicles hicles hicles hicles hicles hicles
Vehicle ries (%)
(%) (%) (%) (%) (%) (%) (%)
2-1 3-1 4-1 5-1 6-1 7-1 8-1 9-1
daily
(reentry)
Monthly
37% 0% 0% 0% 0% 0% 0% 0%
Pass
Through
Std. Pvt. daily (One 10% 93% 100% 100% 70% 100% 70% 100%
Bus entry)
Through
daily 53% 7% 0% 0% 30% 0% 30% 0%
(reentry)
Through
27% 0% 0% 0% 0% 0% 0% 0%
Monthly
Through
LCV/Ma daily (One 20% 75% 80% 80% 85% 100% 65% 90%
x/Ace entry)
Through
daily 53% 25% 20% 20% 15% 0% 35% 10%
(reentry)
Through
20% 0% 0% 0% 0% 0% 0% 0%
Monthly
Through
2 Axle daily (One 29% 80% 80% 80% 80% 100% 80% 85%
Trucks entry)
Through
daily 51% 20% 20% 20% 20% 0% 20% 15%
(reentry)
Through
0% 0% 0% 0% 0% 0% 0% 0%
Monthly
Through
3 Axle daily (One 45% 95% 90% 90% 90% 100% 90% 100%
Trucks entry)
Through
daily 55% 5% 10% 10% 10% 0% 10% 0%
(reentry)
Through
0% 0% 0% 0% 0% 0% 0% 0%
Monthly
Through
4 to
daily (One 20% 96% 100% 90% 100% 100% 100% 100%
6Axle
entry)
Trucks
Through
daily 80% 4% 0% 10% 0% 0% 0% 0%
(reentry)

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Table 5.61: Tollable Components of Each Mode of Vehicle at Toll Booth-1 (Km 24.000)

Share Share Share Share Share Share Share Share

Mode of of Vehi- of Vehi- of Vehi- of Vehi- of Vehi- of Vehi- of Vehi- of Vehi-
Categories cles (%)
Vehicle cles (%) cles (%) cles (%) cles (%) cles (%) cles (%) cles (%)
1-2 3-2 4-2 5-2 6-2 7-2 8-2 9-2
Through
31% 0% 10% 0% 0% 0% 0% 0%
Monthly
Through
daily (One 3% 33% 50% 60% 63% 72% 83% 100%
Cars
entry)
Through
daily 66% 67% 40% 40% 37% 28% 17% 0%
(reentry)
Monthly
37% 0% 0% 0% 0% 0% 0% 0%
Pass
Through
Std. daily (One 10% 63% 50% 50% 57% 75% 85% 80%
Pvt. Bus entry)
Through
daily 53% 37% 50% 50% 43% 25% 15% 20%
(reentry)
Through
27% 0% 0% 0% 0% 0% 0% 0%
Monthly
Through
LCV/Max daily (One 20% 75% 60% 70% 75% 80% 80% 80%
/Ace entry)
Through
daily 53% 25% 40% 30% 25% 20% 20% 20%
(reentry)
Through
20% 0% 0% 0% 0% 0% 0% 0%
Monthly
Through
2 Axle daily (One 29% 33% 65% 75% 75% 83% 85% 80%
Trucks entry)
Through
daily 51% 67% 35% 25% 25% 17% 15% 20%
(reentry)
Through
0% 0% 0% 0% 0% 0% 0% 0%
Monthly
Through
3 Axle daily (One 45% 80% 80% 85% 85% 90% 90% 100%
Trucks entry)
Through
daily 55% 20% 20% 15% 15% 10% 10% 0%
(reentry)
Through
4 to 0% 0% 0% 0% 0% 0% 0% 0%
Monthly
6Axle
Through
Trucks 20% 90% 90% 90% 100% 100% 100% 100%
daily (One

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Share Share Share Share Share Share Share Share

Mode of of Vehi- of Vehi- of Vehi- of Vehi- of Vehi- of Vehi- of Vehi- of Vehi-
Categories cles (%)
Vehicle cles (%) cles (%) cles (%) cles (%) cles (%) cles (%) cles (%)
1-2 3-2 4-2 5-2 6-2 7-2 8-2 9-2
entry)
Through
daily 80% 10% 10% 10% 0% 0% 0% 0%
(reentry)

Table 5.62: Tollable Components of Each Mode of Vehicle at Toll Booth-2 (Km 72.000)

Share Share Share Share Share Share Share Share

of Ve- of Ve- of Ve- of Ve- of Ve- of Ve- of Ve- of Ve-
Mode of
Categories hicles hicles hicles hicles hicles hicles hicles hicles
Vehicle
(%) (%) (%) (%) (%) (%) (%) (%)
1-3 2-3 4-3 5-3 6-3 7-3 8-3 9-3
Through
0% 0% 20% 10% 0% 0% 0% 0%
Monthly
Through daily
Cars 70% 33% 45% 60% 70% 100% 80% 86%
(One entry)
Through daily
30% 67% 35% 30% 30% 0% 20% 14%
(reentry)
Monthly Pass 0% 0% 0% 0% 0% 0% 0% 0%
Through daily
Std. Pvt. 93% 63% 75% 30% 84% 100% 70% 86%
(One entry)
Bus
Through daily
7% 37% 25% 70% 16% 0% 30% 14%
(reentry)
Through
0% 0% 0% 0% 0% 0% 0% 0%
Monthly
LCV/Ma Through daily
75% 75% 80% 45% 76% 90% 74% 84%
x/Ace (One entry)
Through daily
25% 25% 20% 55% 24% 10% 26% 16%
(reentry)
Through
0% 0% 0% 0% 0% 0% 0% 0%
Monthly
2 Axle Through daily
80% 33% 85% 80% 81% 100% 82% 86%
Trucks (One entry)
Through daily
20% 67% 15% 20% 19% 0% 18% 14%
(reentry)
Through
0% 0% 0% 0% 0% 0% 0% 0%
Monthly
3 Axle Through daily
95% 80% 80% 80% 90% 100% 0% 100%
Trucks (One entry)
Through daily
5% 20% 20% 20% 10% 0% 11% 11%
(reentry)
Through
4 to 0% 0% 0% 0% 0% 0% 0% 0%
Monthly
6Axle
Through daily
Trucks 96% 90% 85% 90% 100% 100% 93% 94%
(One entry)

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Share Share Share Share Share Share Share Share

of Ve- of Ve- of Ve- of Ve- of Ve- of Ve- of Ve- of Ve-
Mode of
Categories hicles hicles hicles hicles hicles hicles hicles hicles
Vehicle
(%) (%) (%) (%) (%) (%) (%) (%)
1-3 2-3 4-3 5-3 6-3 7-3 8-3 9-3
Through daily
4% 10% 15% 10% 0% 0% 7% 6%
(reentry)

Table 5.63: Tollable Components of Each Mode of Vehicle at Toll Booth-3 (Km 87.000)

Share Share
Share Share Share Share Share
Share of of of Ve-
of Ve- of Ve- of Ve- of Ve- of Ve-
Mode of Vehicles Vehi- hicles
Categories hicles hicles hicles hicles hicles
Vehicle (%) cles (%)
(%) (%) (%) (%) (%)
(%)
1-4 2-4 3-4 5-4 6-4 7-4 8-4 9-4
Through
0% 10% 20% 0% 0% 0% 0% 0%
Monthly
Through daily
Cars 80% 50% 45% 67% 65% 100% 100% 83%
(One entry)
Through daily
20% 40% 35% 33% 35% 0% 0% 17%
(reentry)
Monthly Pass 0% 0% 0% 0% 0% 0% 0% 0%
Through daily
Std. Pvt. 100% 50% 75% 0% 60% 60% 100% 100%
(One entry)
Bus
Through daily
0% 50% 25% 100% 40% 40% 0% 0%
(reentry)
Through
0% 0% 0% 0% 0% 0% 0% 0%
Monthly
LCV/Ma Through daily
80% 60% 80% 60% 65% 80% 84% 80%
x/Ace (One entry)
Through daily
20% 40% 20% 40% 35% 20% 16% 20%
(reentry)
Through
0% 0% 0% 0% 0% 0% 0% 0%
Monthly
2 Axle Through daily
80% 65% 85% 67% 80% 80% 87% 85%
Trucks (One entry)
Through daily
20% 35% 15% 33% 20% 20% 13% 15%
(reentry)
Through
0% 0% 0% 0% 0% 0% 0% 0%
Monthly
3 Axle Through daily
90% 80% 80% 74% 84% 90% 92% 100%
Trucks (One entry)
Through daily
10% 20% 20% 26% 16% 10% 8% 0%
(reentry)
Through
0% 0% 0% 0% 0% 0% 0% 0%
Monthly
4 to
Through daily
6Axle 100% 90% 85% 84% 92% 93% 100% 100%
(One entry)
Trucks
Through daily
0% 10% 15% 16% 8% 7% 0% 0%
(reentry)

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Table 5.64: Tollable Components of Each Mode of Vehicle at Toll Booth-4 (Km 109.000)

Share Share Share Share Share Share Share Share

of Ve- of Ve- of Ve- of Ve- of Ve- of Ve- of Ve- of Ve-
Mode of Catego-
hicles hicles hicles hicles hicles hicles hicles hicles
Vehicle ries
(%) (%) (%) (%) (%) (%) (%) (%)
1-5 2-5 3-5 4-5 6-5 7-5 8-5 9-5
Through
0% 0% 10% 0% 0% 0% 0% 0%
Monthly
Through
daily (One 80% 60% 60% 67% 41% 91% 82% 74%
Cars
entry)
Through
daily 20% 40% 30% 33% 59% 9% 18% 26%
(reentry)
Monthly
0% 0% 0% 0% 0% 0% 0% 0%
Pass
Through
Std. Pvt. daily (One 100% 50% 30% 0% 0% 63% 73% 73%
Bus entry)
Through
daily 0% 50% 70% 100% 100% 37% 27% 27%
(reentry)
Through
0% 0% 0% 0% 0% 0% 0% 0%
Monthly
Through
LCV/Ma
daily (One 80% 70% 45% 60% 40% 60% 69% 83%
x
entry)
/Ace
Through
daily 20% 30% 55% 40% 60% 40% 31% 17%
(reentry)
Through
0% 0% 0% 0% 0% 0% 0% 0%
Monthly
Through
2 Axle daily (One 80% 75% 80% 67% 47% 83% 74% 80%
Trucks entry)
Through
daily 20% 25% 20% 33% 53% 17% 26% 20%
(reentry)
Through
0% 0% 0% 0% 0% 0% 0% 0%
Monthly
Through
3 Axle daily (One 90% 85% 80% 74% 57% 97% 88% 85%
Trucks entry)
Through
daily 10% 15% 20% 26% 43% 3% 12% 15%
(reentry)
Through
4 to 0% 0% 0% 0% 0% 0% 0% 0%
Monthly
6Axle
Through
Trucks 90% 90% 90% 84% 61% 82% 95% 94%
daily (One

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Agra to Lucknow Access Controlled Expressway Traffic Survey and Analysis

Share Share Share Share Share Share Share Share

of Ve- of Ve- of Ve- of Ve- of Ve- of Ve- of Ve- of Ve-
Mode of Catego-
hicles hicles hicles hicles hicles hicles hicles hicles
Vehicle ries
(%) (%) (%) (%) (%) (%) (%) (%)
1-5 2-5 3-5 4-5 6-5 7-5 8-5 9-5
entry)
Through
daily 10% 10% 10% 16% 39% 18% 5% 6%
(reentry)

Table 5.65: Tollable Components of Each Mode of Vehicle at Toll Booth-5 (Km 164.000)

Share Share Share Share Share Share Share Share

of Ve- of Ve- of Ve- of Ve- of Ve- of Ve- of Ve- of Ve-
Mode of Catego-
hicles hicles hicles hicles hicles hicles hicles hicles
Vehicle ries
(%) (%) (%) (%) (%) (%) (%) (%)
1-6 2-6 3-6 4-6 5-6 7-6 8-6 9-6
Through
0% 0% 0% 0% 0% 14% 0% 0%
Monthly
Through
daily
70% 63% 70% 65% 41% 37% 64% 76%
Cars (One en-
try)
Through
daily 30% 37% 30% 35% 59% 49% 36% 24%
(reentry)
Monthly
0% 0% 0% 0% 0% 0% 0% 0%
Pass
Through
daily
Std. Pvt. 70% 57% 84% 60% 0% 66% 57% 65%
(One en-
Bus
try)
Through
daily 30% 43% 16% 40% 100% 34% 43% 35%
(reentry)
Through
0% 0% 0% 0% 0% 12% 0% 0%
Monthly
Through
daily
LCV/Max/Ac 85% 75% 76% 65% 40% 46% 63% 75%
(One en-
e
try)
Through
daily 15% 25% 24% 35% 60% 42% 37% 25%
(reentry)
Through
0% 0% 0% 0% 0% 12% 0% 0%
Monthly
2 Axle Through
Trucks daily
80% 75% 81% 80% 47% 53% 74% 80%
(One en-
try)

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Assistance to UPEIDA on Technical Studies for Feasibility Report
Agra to Lucknow Access Controlled Expressway Traffic Survey and Analysis

Share Share Share Share Share Share Share Share

of Ve- of Ve- of Ve- of Ve- of Ve- of Ve- of Ve- of Ve-
Mode of Catego-
hicles hicles hicles hicles hicles hicles hicles hicles
Vehicle ries
(%) (%) (%) (%) (%) (%) (%) (%)
1-6 2-6 3-6 4-6 5-6 7-6 8-6 9-6
Through
daily 20% 25% 19% 20% 53% 35% 26% 20%
(reentry)
Through
0% 0% 0% 0% 0% 0% 0% 0%
Monthly
Through
daily
3 Axle 90% 85% 90% 84% 57% 64% 77% 87%
(One en-
Trucks
try)
Through
daily 10% 15% 10% 16% 43% 36% 23% 13%
(reentry)
Through
0% 0% 0% 0% 0% 0% 0% 0%
Monthly
Through
daily
4 to 6Axle 100% 100% 100% 92% 61% 66% 89% 95%
(One en-
Trucks
try)
Through
daily 0% 0% 0% 8% 39% 34% 11% 5%
(reentry)

Table 5.66: Tollable Components of Each Mode of Vehicle at Toll Booth-6 (Km 196.000)

Share Share Share Share Share Share Share Share

of Ve- of Ve- of Ve- of Ve- of Ve- of Ve- of Ve- of Ve-
Mode of
Categories hicles hicles hicles hicles hicles hicles hicles hicles
Vehicle
(%) (%) (%) (%) (%) (%) (%) (%)
1-7 2-7 3-7 4-7 5-7 6-7 8-7 9-7
Through
0% 0% 0% 0% 0% 14% 0% 0%
Monthly
Through
daily (One 100% 72% 100% 100% 91% 37% 55% 58%
Cars
entry)
Through
daily 0% 28% 0% 0% 9% 49% 45% 42%
(reentry)
Monthly
0% 0% 0% 0% 0% 0% 0% 0%
Pass
Through
Std. Pvt. daily (One 100% 75% 100% 60% 63% 66% 67% 65%
Bus entry)
Through
daily 0% 25% 0% 40% 37% 34% 33% 35%
(reentry)

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Assistance to UPEIDA on Technical Studies for Feasibility Report
Agra to Lucknow Access Controlled Expressway Traffic Survey and Analysis

Share Share Share Share Share Share Share Share

of Ve- of Ve- of Ve- of Ve- of Ve- of Ve- of Ve- of Ve-
Mode of
Categories hicles hicles hicles hicles hicles hicles hicles hicles
Vehicle
(%) (%) (%) (%) (%) (%) (%) (%)
1-7 2-7 3-7 4-7 5-7 6-7 8-7 9-7
Through
0% 0% 0% 0% 0% 12% 0% 0%
Monthly
Through
LCV/Max/Ac daily (One 100% 80% 90% 80% 60% 46% 68% 72%
e entry)
Through
daily 0% 20% 10% 20% 40% 42% 32% 28%
(reentry)
Through
0% 0% 0% 0% 0% 12% 0% 0%
Monthly
Through
2 Axle daily (One 100% 83% 100% 80% 83% 53% 65% 76%
Trucks entry)
Through
daily 0% 17% 0% 20% 17% 35% 35% 24%
(reentry)
Through
0% 0% 0% 0% 0% 0% 0% 0%
Monthly
Through
3 Axle daily (One 100% 90% 100% 90% 97% 64% 75% 79%
Trucks entry)
Through
daily 0% 10% 0% 10% 3% 36% 25% 21%
(reentry)
Through
0% 0% 0% 0% 0% 0% 0% 0%
Monthly
Through
4 to 6Axle daily (One 100% 100% 100% 93% 82% 66% 89% 93%
Trucks entry)
Through
daily 0% 0% 0% 7% 18% 34% 11% 7%
(reentry)

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Table 5.67: Tollable Components of Each Mode of Vehicle at Toll Booth-7 (Km 263.000)

Share of Share of Share of Share of Share of Share of Share of Share of

Mode of Vehicles Vehicles Vehicles Vehicles Vehicles Vehicles Vehicles Vehicles
Categories (%)
Vehicle (%) (%) (%) (%) (%) (%) (%)
1-8 2-8 3-8 4-8 5-8 6-8 7-8 9-8
Through
0% 0% 0% 0% 0% 0% 0% 41%
Monthly
Through dai-
Cars ly (One en- 70% 83% 80% 100% 82% 64% 55% 26%
try)
Through dai-
30% 17% 20% 0% 18% 36% 45% 33%
ly (reentry)
Monthly Pass 0% 0% 0% 0% 0% 0% 0% 12%
Through dai-
Std. Pvt. ly (One en- 70% 85% 70% 100% 73% 57% 67% 23%
Bus try)
Through dai-
30% 15% 30% 0% 27% 43% 33% 65%
ly (reentry)
Through
0% 0% 0% 0% 0% 0% 0% 32%
Monthly
Through dai-
LCV/Max/
ly (One en- 65% 80% 74% 84% 69% 63% 68% 12%
Ace
try)
Through dai-
35% 20% 26% 16% 31% 37% 32% 56%
ly (reentry)
Through
0% 0% 0% 0% 0% 0% 0% 10%
Monthly
Through dai-
2 Axle
ly (One en- 80% 85% 82% 87% 74% 74% 65% 25%
Trucks
try)
Through dai-
20% 15% 18% 13% 26% 26% 35% 65%
ly (reentry)
Through
0% 0% 0% 0% 0% 0% 0% 21%
Monthly
Through dai-
3 Axle
ly (One en- 90% 90% 89% 92% 88% 77% 75% 25%
Trucks
try)
Through dai-
10% 10% 11% 8% 12% 23% 25% 54%
ly (reentry)
Through
0% 0% 0% 0% 0% 0% 0% 0%
Monthly
Through dai-
4 to 6Axle
ly (One en- 100% 100% 93% 100% 95% 89% 89% 33%
Trucks
try)
Through dai-
0% 0% 7% 0% 5% 11% 11% 67%
ly (reentry)

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Table 5.68: Tollable Components of Each Mode of Vehicle at Main Toll plaza 2 (Km 269.860)

Share of Share of Share of Share of Share of Share of Share of Share of

Mode of Vehicles Vehicles Vehicles Vehicles Vehicles Vehicles Vehicles Vehicles
Categories (%)
Vehicle (%) (%) (%) (%) (%) (%) (%)
1-9 2-9 3-9 4-9 5-9 6-9 7-9 8-9
Through
0% 0% 0% 0% 0% 0% 0% 41%
Monthly
Through
daily (One 100% 100% 86% 83% 74% 76% 58% 26%
Cars
entry)
Through
daily 0% 0% 14% 17% 26% 24% 42% 33%
(reentry)
Monthly
0% 0% 0% 0% 0% 0% 0% 12%
Pass
Through
daily (One 100% 80% 86% 100% 73% 65% 65% 23%
Std. Pvt. Bus
entry)
Through
daily 0% 20% 14% 0% 27% 35% 35% 65%
(reentry)
Through
0% 0% 0% 0% 0% 0% 0% 32%
Monthly
Through
daily (One 90% 80% 84% 80% 83% 75% 72% 12%
LCV/Max/Ace
entry)
Through
daily 10% 20% 16% 20% 17% 25% 28% 56%
(reentry)
Through
0% 0% 0% 0% 0% 0% 0% 10%
Monthly
Through
daily (One 85% 80% 86% 85% 80% 80% 76% 25%
2 Axle Trucks
entry)
Through
daily 15% 20% 14% 15% 20% 20% 24% 65%
(reentry)
Through
0% 0% 0% 0% 0% 0% 0% 21%
Monthly
Through
daily (One 100% 100% 89% 100% 85% 87% 79% 25%
3 Axle Trucks
entry)
Through
daily 0% 0% 11% 0% 15% 13% 21% 54%
(reentry)
Through
0% 0% 0% 0% 0% 0% 0% 0%
4 to 6Axle Monthly
Trucks Through
100% 100% 94% 100% 94% 95% 93% 33%
daily (One

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Agra to Lucknow Access Controlled Expressway Traffic Survey and Analysis

Share of Share of Share of Share of Share of Share of Share of Share of

Mode of Vehicles Vehicles Vehicles Vehicles Vehicles Vehicles Vehicles Vehicles
Categories (%)
Vehicle (%) (%) (%) (%) (%) (%) (%)
1-9 2-9 3-9 4-9 5-9 6-9 7-9 8-9
entry)
Through
daily 0% 0% 6% 0% 6% 5% 7% 67%
(reentry)

Percentage of Through monthly, Through daily, Through Daily (Re entry) have been calculated from
trip length, frequency details mentioned in the above table is calculated from the OD Surveys and
presented in the table above.

5.19. TOLL REVENUE ESTIMATES

The Toll Revenue estimated for most likely scenario during and after construction period has been
tabulated in Table 5.69.

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Table 5.69: Toll Revenue Estimation (Rs. in Crores)

At TP-1 At TB-1 At TB-2 At TB-3 At TB-4 At TB-5 At TB-6 At TB-7 At TP-2 Grand
Year
(Km 0.00) (Km 24.00) (Km 72.00) (Km 87.00) (Km 109.00) (Km 164.00) (Km 196.00) (Km 263.00) (Km 269.860) Total

Apr-17 Mar-18 219.79 1.17 20.29 8.68 8.68 8.23 36.77 6.23 199.26 509.11

Apr-18 Mar-19 264.46 1.50 27.51 13.91 13.91 15.64 42.57 14.23 239.66 633.37

Apr-19 Mar-20 309.00 1.87 37.34 22.39 22.39 28.09 46.50 27.96 280.42 775.94

Apr-20 Mar-21 336.43 2.02 40.24 23.76 23.76 29.73 50.98 29.38 305.16 841.47

Apr-21 Mar-22 366.52 2.17 43.24 25.25 25.25 31.48 55.73 30.95 332.65 913.23

Apr-22 Mar-23 400.04 2.42 46.77 26.91 26.91 33.35 61.13 32.97 363.08 993.58

Apr-23 Mar-24 436.95 2.60 50.66 28.71 28.71 35.42 67.25 34.75 396.85 1081.92

Apr-24 Mar-25 472.81 2.79 54.57 30.67 30.67 37.61 72.79 36.81 429.67 1168.40

Apr-25 Mar-26 512.97 2.98 58.51 32.53 32.53 40.03 79.28 38.73 466.13 1263.70

Apr-26 Mar-27 555.73 3.19 62.95 34.78 34.78 42.41 86.50 40.80 505.19 1366.32

Apr-27 Mar-28 603.78 3.40 67.95 37.04 37.04 45.22 94.18 43.33 548.59 1480.53

Apr-28 Mar-29 656.17 3.74 73.35 39.78 39.78 48.11 102.71 45.69 595.80 1605.14

Apr-29 Mar-30 712.88 4.00 79.26 42.42 42.42 51.09 112.19 48.23 647.32 1739.82

Apr-30 Mar-31 776.68 4.24 85.69 45.38 45.38 54.48 122.38 51.17 705.52 1890.93

Apr-31 Mar-32 844.30 4.57 92.49 48.56 48.56 58.12 133.49 54.04 766.77 2050.90

Apr-32 Mar-33 920.04 5.06 100.16 52.04 52.04 61.95 146.07 57.35 835.09 2229.81

Apr-33 Mar-34 1003.26 5.45 108.48 55.82 55.82 66.03 159.76 60.94 910.91 2426.47
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Agra to Lucknow Access Controlled Expressway Traffic Survey and Analysis

At TP-1 At TB-1 At TB-2 At TB-3 At TB-4 At TB-5 At TB-6 At TB-7 At TP-2 Grand
Year
(Km 0.00) (Km 24.00) (Km 72.00) (Km 87.00) (Km 109.00) (Km 164.00) (Km 196.00) (Km 263.00) (Km 269.860) Total

Apr-34 Mar-35 1093.84 5.94 117.66 59.73 59.73 70.74 174.81 64.64 993.15 2640.25

Apr-35 Mar-36 1194.21 6.43 127.92 64.24 64.24 75.54 191.55 68.46 1084.09 2876.69

Apr-36 Mar-37 1303.50 7.05 138.80 68.94 68.94 80.87 209.96 72.75 1183.09 3133.90

Apr-37 Mar-38 1423.06 7.66 150.58 74.20 74.20 86.56 229.92 77.72 1292.76 3416.66

Apr-38 Mar-39 1556.50 8.25 163.93 79.83 79.83 92.37 251.89 82.70 1413.78 3729.07

Apr-39 Mar-40 1700.98 9.14 178.21 86.12 86.12 99.42 276.26 88.13 1544.50 4068.87

Apr-40 Mar-41 1862.70 9.92 194.14 92.78 92.78 106.31 303.49 94.01 1691.41 4447.54

Apr-41 Mar-42 2037.77 10.73 211.76 100.11 100.11 114.32 333.25 100.22 1850.15 4858.42

Apr-42 Mar-43 2230.64 11.82 230.30 108.15 108.15 122.52 364.97 106.63 2025.02 5308.20

Apr-43 Mar-44 2445.40 12.91 251.08 116.65 116.65 131.71 402.22 114.07 2220.09 5810.77

Apr-44 Mar-45 2681.61 14.16 274.19 126.26 126.26 141.51 442.30 121.43 2433.89 6361.62

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CONTENTS

Chapter – 6.............................................................................................................................................. 2
6.1 GENERAL ................................................................................................................................... 2
6.2 METHODOLOGY ........................................................................................................................ 2
6.2.1 Basic rates................................................................................................................................. 2
6.2.2 Quantification of Items / Quantities .......................................................................................... 2
6.2.3 Repairs to Bridges & Culverts..................................................................................................... 3
6.2.4 Summary of Adopted Rates ....................................................................................................... 3
6.3 SPECIFICATIONS ........................................................................................................................ 4
6.4 COST ESTIMATES ....................................................................................................................... 4

LIST OF TABLES
Table 6.1: Item of Works Covered .................................................................................................... 3
Table 6.2: Summary of Rates for Major Construction Items............................................................... 3
Table 6.3: Summary of Cost ............................................................................................................. 4

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Assistance to UPEIDA on Technical Studies for Feasibility Report
Agra to Lucknow Access Controlled Expressway Cost Estimates

Chapter – 6

Cost Estimates

6.1 GENERAL

The cost estimates for the project are extremely important as its entire viability and implementation
depends on the project cost. Therefore, cost estimates and rate analysis of the items have been car-
ried out with due care. The project cost estimates have been prepared considering various items of
works associated with the identified proposals.

6.2 METHODOLOGY

Estimation of Preliminary cost, a primary pre-requisite for Economic and Financial evaluation, has
been carried out. The process involved in the preliminary cost estimation has been described under
the following sections.

6.2.1 Basic rates

The basic rates for each construction items were analyzed on the basis of MOSRT&H Standard Data
Book and Uttar Pradesh PWD (National Highway) Standard Schedule of Rates (2012-2013) for materi-
al and Labour. The basic rates for each construction items are analyzed on the basis of material study
under taken the prices of construction materials collected from various sources and on the anticipat-
ed distance of source to the site of work.

For items where these rates are not available, the rates were adopted as per previous experience of
the consultants / market rates.

6.2.2 Quantification of Items / Quantities

The construction items covered in cost estimates are: site clearance, earthwork in new embankment
subgrade, pavement in carriageways and shoulders, culverts, bridges, drainage and protection works,
parking and lay-byes, resettlements, land acquisition, environmental protection, flyovers, electrifica-
tion, toll plazas and miscellaneous items which includes pavement markings, signs, guard rails, etc.
Special consideration was given for the stretches passing through hazardous conditions.

For estimation of quantities & costs, various work items have been grouped under the following
heads:

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Assistance to UPEIDA on Technical Studies for Feasibility Report
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Table 6.1: Item of Works Covered

Item Detailed Description

Clearing and Grubbing, Removal of stumps of felled trees
Earth excavation
Site Clearance & Earthwork Fill by excavated earth
Sub-grade
Earthen Shoulder
Granular Sub-base
Sub-base & Base Course
Wet Mix Macadam
Prime coat
Tack Coat
Bituminous Courses
Dense Bituminous macadam
Bituminous concrete
Structures on Main Expressway with Service Road and Link
Bridges/FO/VUP/PUP/ROB
Road
Cross Drainage Structures RCC Box Culverts and Pipe Culverts
Drainage & Protective Works Open Drain along with Expressway and Service Road
Km stone, Hectometer stone Guard Stone Gantry Signs &
Road furniture and safety works
Markings Lamp Posts
Toll Plaza Toll Plaza
Miscellaneous Photographic records, Vehicles, wireless systems
Enviormental Plan Including plantation on median

The quantities for the respective cost estimates have been computed as detailed below:

• The earthwork quantities like roadway excavation and embankment have been calculated
by MX software
• The quantities for road pavement, base, sub-base etc. for main carriageway and service
roads have been calculated through applicable typical cross section.

6.2.3 Repairs to Bridges & Culverts

A study of the existing bridges and culverts has been carried out to ascertain the structure to be re-
tained or reconstructed and the cost of the repairs, rehabilitation, and up-gradation for the link
roads has been worked out by experienced bridge engineers and rehabilitation experts. The cost
has been included in the cost estimate under repair of bridges.

6.2.4 Summary of Adopted Rates

Summary of rates for major construction items are presented in Table 6.1.

Table 6.2: Summary of Rates for Major Construction Items

Sl. No. Description Unit Rate in Rs.

1 Embankment cum 276
2 Sub-grade cum 333
3 GSB cum 2216
4 WMM cum 2561

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Sl. No. Description Unit Rate in Rs.

5 Primer coat Sq.m 28
6 Tack coat with 0.275kg/ sqm Sq.m 13
7 Tack coat with 0.225kg/ sqm Sq.m 10
8 DBM cum 9166
9 BC (Grading-l) cum 10887

6.3 SPECIFICATIONS

The Specifications for various items of work have been assumed to follow the Guidelines for Ex-
pressway and Manual of Specifications and Standards for Six-laning of highways through PPP pub-
lished by IRC, Government of India.

6.4 COST ESTIMATES

The Cost Estimates have been estimated for the project expressway and link roads. Cost estimate in-
cludes cost for six lanes expressway with future widening to 8 lanes; the cost of structures has been
adopted for eight lanes. The cost estimate also includes cost for link roads having 2 lanes with paved
shoulder. The summary of cost estimates is given in Table 6.3.

Table 6.3: Summary of Cost

SUMMARY OF COST

Sr. No. Particulars Amount

1 Bill No. 1: Site clearance and Dismantling 163,571,209

2 Bill No. 2 : Earth Work 19,224,101,904
Bill No. 3 : Grannular Sub Base Courses and Base Courses ( Non- Bitu-
3 17,549,609,091
minous )
4 Bill No. 4 : Bituminous Courses 17,762,721,962
5 Bill No. 5 : Culverts 573,809,371
6 Bill No. 6A : Minor Bridges 2,663,005,361
7 Bil No. 6B : Major Bridges 4,517,061,706
8 Bill No. 6C :Repair & Rehabilitation (Bridges and Culverts) 8,397,328
9 Bill No. 6D : FO, ROB 2,366,828,713
10 Bill No. 6E : VUP/PUP 3,046,016,675
11 Bill No. 6F : Re Wall 1,655,437,043
12 Link Road (Structure Cost) 227,047,862.87
13 Bill No. 7 : Drainage & Protective Works 1,865,457,752
14 Bill No. 8 : Traffic signs, Road markings and other road appurtunences 4,082,621,308
15 Bill No. 9: Toll Plaza 196,836,624
16 Bill No. 10: Wayside Amenities 400,448,264
17 Bill No. 11 : Enviormental Plan 175,035,584.34
18 Bill No. 12 : Miscellaneous Works 757,403,050

Total Civil Cost 77,235,410,809

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SUMMARY OF COST

Sr. No. Particulars Amount

TPC (25% of Civil Cost) 96,544,263,511

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Contents

CHAPTER – 7 .......................................................................................................................................... 2
7.1 PROJECT FINANCIALS.................................................................................................................. 2
7.2 KEY ASSUMPTIONS..................................................................................................................... 2

7.3 LANDED COST ............................................................................................................................ 3

7.4 FUNDING ................................................................................................................................... 3
7.5 FINANCIAL INDICATORS.............................................................................................................. 3

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Chapter – 7

Financial Analysis

7.1 PROJECT FINANCIALS

The project financials have been worked out using the traffic, toll rates and other financial assumptions as
presented in the subsequent sections.

7.2 Key Assumptions

The main assumptions made for undertaking the financial analysis are as follows:

i. Project Cost: The project cost for the project has been considered as Rs. 9,654 Crore

ii. An additional cost of Rs. 500 Crores (current cost) has been considered as upgradation cost of 6
Lane expressway to 8 Lane expressway, phased in two years i.e. 2037 -38 (40%) and 2038 – 39
(60%). The cost has been escalated by 5% p.a. to arrive at 2037-38 level.

iii. Project Phasing: The development phasing for the Project has been considered as follows:

Year Starting Apr 1, 14 Apr 1, 15 Apr 1, 16

Year Ending Mar 31, 15 Mar 31, 16 Mar 31, 17
Year 1 2 3
%age of cost incurred 20% 40% 40%

iv. Escalation: A 5% escalation over the EPC cost has been considered during the construction period.

v. A Debt: Equity ratio of 70:30 has been assumed.

vi. Period of Analysis: The construction period for the project has been assumed as three years. The
total concession period considered for the purpose of analysis is 30 Years.

vii. Additional revenue of 2.5% of total revenue has been considered as revenue from other sources
such as advertising etc.

viii. Repayment Period: A term loan repayment period of 12 years has been considered with a
moratorium of 3 years during the operations period. The total door-to-door debt tenure works out
to 18 (3+3+12) years. Structured repayment approach has been considered for amortization of
debt.

ix. Interest on Debt has been assumed at 11.5% pa throughout the debt tenure.

x. Taxation: Tax cost has also been considered to get a picture of the net earnings estimated to accrue
to the project. The tax rates have been taken as follows:

Tax Component Corporate MAT

Base Tax Rate 30.00% 18.50%

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Tax Component Corporate MAT

Surcharge 5.00% 5.00%
Education cess 3.00% 3.00%
Effective Rate 32.45% 20.01%

While estimating the tax liability, whichever is higher of Corporate Tax or MAT, has been considered.

xi. Depreciation: The depreciation on the project components have been calculated using the Straight
Line Method (SLM) for Book Depreciation and Written Down Value (WDV) method for Tax
Depreciation.

xii. Grant of 40% of the project cost has been considered for the analysis.

7.3 Landed Cost

Based on the assumptions as provided in the previous section, the landed cost of the project with 40%
grant from government will be:

Start Date 01-Apr-14 01-Apr-15 01-Apr-16

End Date 31-Mar-15 31-Mar-16 31-Mar-17
Escalation 1.00 1.05 1.10

Project Cost including Escalation & other charges 9,654 1,931 3,862 3,862
IDC 492 3 124 366
Total Project Cost 10,146 1,934 3,985 4,227

7.4 Funding

The funding of the project with 40% grant is as provided in the table below:

Funding Y1 Y2 Y3
Debt 70% 4,262 55 2,041 2,165
Equity 30% 1,826 1,826 - -
Grant 40% 4,059 52 1,944 2,062
Total 10,146 1,934 3,985 4,227

7.5 Financial Indicators

Based on the above stated inputs, the exercise of financial analysis has been carried out for the proposed
project. The indicators estimated in the process are:

i. (Post-Tax) Project - Internal Rate of Return (P-IRR)

IRR indicates the return a project will generate over a period of time. It is that rate of discount, which
makes the Net Present Value equal to zero. Internal Rate of Return on Project is the return on the total
project cashflows.
ii. (Post-Tax) Equity - Internal Rate of Return (E-IRR)

IRR indicates the return a project will generate over a period of time. It is that rate of discount, which
makes the Net Present Value equal to zero. Internal Rate of Return on Equity (E-IRR) is the return that

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accrues on the equity investment. The return for viability depends upon the expectation from the
investment and accounts for taxes, interest, loan repayment, etc.

The financial analysis has been carried out using the inputs as already explained above. The outputs for the
financial indicators are shown in the table below:

Parameter 30 Years
Equity IRR 16.26%
Project IRR 9.58%

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CONTENTS

Chapter – 8.............................................................................................................................................. 2
8.1 INTRODUCTION ......................................................................................................................... 2
8.2 GENERAL ................................................................................................................................... 2
8.3 SCOPE OF WORK ....................................................................................................................... 2
8.4 POLICIES AND LEGAL FRAMEWORK ............................................................................................ 3
8.5 METHODOLOGY ADOPTED FOR SOCIAL SCREENING EXERCISE .................................................... 5
8.6 WEIGHTAGE / RANKING SYSTEM ............................................................................................... 7
8.7 BASELINE SOCIAL PROFILE ......................................................................................................... 8
8.8 ASSESSMENT OF KEY SOCIAL IMPACTS ....................................................................................... 9
8.9 MITIGATION MEASURES ............................................................................................................ 9
8.10 CONCLUSIONS ......................................................................................................................... 12

LIST OF TABLES
Table 8.1: Type of Information and Sources ...................................................................................... 7
Table 8.2: Weight-age and Ranking System Adopted ........................................................................ 7
Table 8.3: Demographic Features of State & PIA ............................................................................... 8
Table 8.4: Workforce Participation in State and PIA .......................................................................... 8
Table 8.5: Entitlement Matrix ........................................................................................................ 11

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Chapter
Chapter – 8

Social Screening & Preliminary Assessment

8.1 INTRODUCTION

Social screening study has been carried out to identify critical issues and areas that would be studied
in detail for impact assessment, mitigation measures and management plan. Findings of the screening
and preliminary assessment are presented in this report. Further details will be taken up during sub-
sequent stages of the project preparation. This report has been prepared based mainly on field survey
and collection of secondary data.

In the screening stage, existing Social set-up of the study corridor in general i.e., the Corridor of Im-
pact (CoI) and the existing Right of Way (RoW) in particular were studied and is described in subse-
quent sections. The entire study was carried out within existing policy, legal and administrative
framework considering the applicable legislation, regulations and guidelines. The screening report
covers the following:

• Baseline Social Scenario

• Probable Social Impact & suggestive mitigations

8.2 GENERAL

Road projects are meant for improving the quality of life of people and developing the country’s
economy. For all positive impacts of the road projects, there may also be some significant detrimental
impact on nearby communities and natural Social. There may be impact on properties of people, their
livelihood and other social components. Similarly there can be direct or indirect impact on Agriculture
and natural resources, land use etc. To account for all these issues, social impact assessment is ut-
most necessary. These concerns for Social and Environment issues in road projects have also become
a part of legal requirements and requirements for obtaining financial support. Social assessment is
therefore of prime importance in road projects.

8.3 SCOPE OF WORK

As defined by in the ToR for preparing a Feasibility Report for Agra Lucknow Expressway, the main ob-
jective is to undertake prepare a Feasibility Report to suit the Authority’s requirement for develop-
ment and construction of the project highway and project facilities. The report shall provide for en-
hance safety and service levels to the road users; superior operation and maintenance minimal ad-
verse impacts on the local populace, road users; environment; minimal additional land acquisition
and phased development of the highway for improving the financial viability.

The scope of the Social Impact Assessment & Resettlement and Rehabilitation as envisaged in the
Terms of Reference (ToR) includes the delivery of a SIA Report, social impact assessment due to the
improvement proposed on the project, especially the persons affected due to the project and requir-
ing resettlement and rehabilitation. The extent policies and guidelines of the govt would be kept in
view while undertaking the assessment. This chapter deals with social screening and preliminary so-
cial assessment for the feasibility report for the project.

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8.4 POLICIES AND LEGAL FRAMEWORK

The screening report of feasibility study for development of Agra Lucknow Expressway in the state of
Uttar Pradesh has been prepared considering the State & Central Government legislation & Acts for
resettlement & rehabilitation. This section describes the principles and approach to be followed in
minimization and mitigation of negative social and economic impacts due to the projects.

8.4.1 The Land Acquisition Act 1894

The Land Acquisition Act (LA Act), legislated in British India in 1894 and amended as late as 1984,
guides the basis of the Indian land acquisition practices.

• Land identified for a project is placed under Section 4 of the LAA. This constitutes notification
with Government’s intension to acquire land. Objections must be made within 30 days to the
District Collector (DC, highest administrative officer of the concerned District).
• The land is then placed under Section 6 of the LAA. This is a declaration made by the Gov-
ernment for acquisition of land for public purpose. The DC is directed to take steps for the
acquisition, and the land is placed under Section 9. Interested parties are then invited to
state their interest in the land and the price. Under Section 11, the DC shall make an award
within one year of the date of publication of the declarations.
• In case of disagreement on the price awarded, within 6 weeks of the award the parties (un-
der Section 18) can request the DC to refer the matter to the Courts to make a final ruling on
the amount of compensation.
• Once the land has been placed under Section 4, no further sales or transfers are allowed.
• Compensation for land and improvements (such as houses, wells, trees, etc.) is paid in cash
by the project proponent to the State government, which in turn compensates landowners.

The above discussion makes it clear that the Indian LA Act has built in safeguard measures to protect
the interests of the common man titleholder of land under normal circumstances. If an “interested
person” is not satisfied with the award or with the measurement of his land to be acquired by the
Government, he is free to approach a court of law for redress of his grievances. Experience and
precedents show, however, that this is a lengthy exercise and takes a long time to resolve.

8.4.2 The Indian National R&R Policy, 2007

The National Rehabilitation and Resettlement Policy, 2007 (NRRP-2007) was adopted by the Govern-
ment of India in 31st October, 2007 to address development-induced resettlement issues. The objec-
tives of the National Rehabilitation and Resettlement Policy are as follows:
• to minimize displacement and to promote, as far as possible, non-displacing or least-
displacing alternatives;
• to ensure adequate rehabilitation package and expeditious implementation of the rehabilita-
tion process with the active participation of the affected families;
• to ensure that special care is taken for protecting the rights of the weaker sections of society,
especially members of the Scheduled Castes and Scheduled
• Tribes, and to create obligations on the State for their treatment with concern and sensitivi-
ty;
• to provide a better standard of living, making concerted efforts for providing sustainable in-
come to the affected families;
• to integrate rehabilitation concerns into the development planning and implementation pro-
cess; and
• Where displacement is on account of land acquisition, to facilitate harmonious relationship
between the requiring body and affected families through mutual cooperation.

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• Some of the salient features of the National Rehabilitation and Resettlement Policy, 2007 are
listed below;

The benefits to be offered to the affected families include; land-for-land, to the extent

• Government land would be available in the resettlement areas; preference for employment
in the project to at least one person from each nuclear family subject to the availability of va-
cancies and suitability of the displaced person; training and capacity building for taking up
suitable jobs and for self-employment; scholarships for education of the eligible persons
from the affected families; preference to groups of cooperatives of the affected persons in
the allotment of contracts and other economic opportunities in or around the project site;
wage employment to the willing affected persons in the construction work in the project;
housing benefits including houses to the landless affected families in both rural and urban
areas; and other benefits.
• Financial support to the affected families for construction of cattle sheds, shops, and working
sheds; transportation costs, temporary and transitional accommodation, and comprehensive
infrastructural facilities and amenities in the resettlement area including education, health
care, drinking water, roads, electricity, sanitation, religious activities, cattle grazing, and oth-
er community resources, etc.
• A special provision has been made for providing life-time monthly pension to the vulnerable
persons, such as the disabled, destitute, orphans, widows, unmarried girls, abandoned wom-
en, or persons above 50 years of age (who are not provided or cannot immediately be pro-
vided with alternative livelihood).
• Special provision for the STs and SCs include preference in land-for-land for STs followed by
SCs; a Tribal Development Plan which will also include a program for development for alter-
nate fuel which will also include a program for development for alternate fuel and non-
timber forest produce resources, consultations with Gram Sabhas and Tribal Advisory Coun-
cils, protection of fishing rights, land free of- cost for community and religious gatherings,
continuation of reservation benefits in resettlement areas, etc.
• A strong grievance redressal mechanism has been prescribed, which includes standing R&R
Committees at the district level, R&R Committees at the project level, and an Ombudsman
duly empowered in this regard. The R&R Committees shall have representatives from the af-
fected families including women, voluntary organizations, Panchayats, local elected repre-
sentatives, etc. Provision has also been made for post-implementation social audits of the
rehabilitation and resettlement schemes and plans.
• For effective monitoring of the progress of implementation of R&R plans, provisions have
been made for a National Monitoring Committee, a National Monitoring Cell, mandatory in-
formation sharing by the States and UTs with the National Monitoring Cell, and Oversight
Committees in the Ministries/Departments concerned for each major project, etc.
• For ensuring transparency, provision has been made for mandatory dissemination of infor-
mation on displacement, rehabilitation and resettlement, with names of the displaced per-
sons and details of the rehabilitation packages. Such information shall be placed in the public
domain on the Internet as well as shared with the concerned Gram Sabhas and Panchayats,
etc. by the project authorities.
• A National Rehabilitation Commission shall be set up by the Central Government, which will
be duly empowered to exercise independent oversight over the rehabilitation and resettle-
ment of the affected families.
• Under the new Policy, no project involving displacement of families beyond defined thresh-
olds2 can be undertaken without a detailed Social Impact Assessment, which among other
things, shall also take into account the impact that the project will have on public and com-
munity properties, assets and infrastructure; and the concerned Government shall have to
specify that the ameliorative measures for addressing the said impact, may not be less than

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what is provided under any scheme or program of the Central or State Government in opera-
tion in the area. The SIA report shall be examined by an independent multidisciplinary expert
group, which will also include social science and rehabilitation experts. Following the condi-
tions of the SIA clearance shall be mandatory for all projects displacing people beyond the
defined thresholds.
• The affected communities shall be duly informed and consulted at each stage, including pub-
lic hearings in the affected areas for social impact assessment, wide dissemination of the de-
tails of the survey to be conducted for R&R plan or scheme, consultations with the Gram
Sabhas and public hearings in areas not having Gram Sabhas, consultations with the affected
families including women, NGOs, Panchayats, and local elected representatives, among oth-
ers.
• The Policy also provides that land acquired for a public purpose cannot be transferred to any
other purpose but a public purpose, and that too, only with prior approval of the Govern-
ment. If land acquired for a public purpose remains un-utilized for the purpose for five years
from the date of taking over the possession, the same shall revert to the Government con-
cerned. When land acquired is transferred for a consideration, eighty per cent of any net un-
earned income so accruing to the transferor, shall be shared with the persons from whom
the lands were acquired, or their heirs, in proportion to the value of the lands acquired.
• The entitled persons shall have the option to take up to twenty per cent of their rehabilita-
tion grant and compensation amount in the form of shares, if the Requiring Body is a compa-
ny authorized to issue shares and debentures; with prior approval of the Government, this
proportion can be as high as fifty per cent of the rehabilitation grant and compensation
amount.

8.4.3 The R&R Guidelines

The Guidelines on Implementation of the National Resettlement and Rehabilitation Policy based on
the NRRP-2007 discussed above. According to the Guidelines, all project affected titleholder families
will receive compensation for land, the value of which is to be determined by the “competent author-
ity” and Rs. 20,000/- as R&R assistance (Refer clause 7.19 of NRRP-2007). This flat amount includes
assistance for lost wages, shifting, rental, etc. Compensation for the loss of structures will be paid to
both the titleholder and non-titleholder families.

As per the Guidelines, the titleholder PAPs will be identified by validating the census data with the
revenue records, such as Khasra, Khatauni, etc. For non-titleholder PAPs, voters’ list of the area, ra-
tion card, or telephone/ electricity bills will be verified to establish their proof of residence. In the ab-
sence of any of this documentary evidence, a certificate from the Gram Pradhan or local government
bodies on a stamp paper will be considered.

8.5 METHODOLOGY ADOPTED FOR SOCIAL SCREENING EXERCISE

8.5.1 Purpose / Objectives of the Social Screening Exercise

Social Impact Assessment starts from the conception of the project and continues till the operation
phase. The steps for assessment are therefore different at different phases. The first step of assess-
ment is screening. It is a preliminary study for identifying major social issues and their mitigation to be
included in the design of the project. This report deals with social screening and preliminary assess-
ment for the feasibility report for the project.

8.5.2 Approaches to Screening Study

For the present study, the scope of work defined in the document prepared by Uttar Pradesh Ex-
pressways and Industrial Development Authority, GoI has been considered. The major issues identi-
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fied in the scope in brief are:

Baseline scenario;

Co-ordination of Social screening with the feasibility study;

Legal and policy framework;

Important Social features along the road alignment;

Assessment of potential impacts; and

Mitigation measures

8.5.3 Steps in Screening Process

Screening process mainly consists of the following types of activities:

8.5.3.1 Study of Background information

 Study of Project Documents: the project documents have been studied to have the understand-
ing of the project objectives, its main components, its boundaries etc.
 Study of Laws and regulations: Laws and regulations enacted by Government of India and Uttar
Pradesh state relevant to road construction and Social were studied.
 Study of Guidelines, Standards etc.: Various documents and publications of the Ministry of
Road Transport and Highways (MoSRT&H) and Indian Road Congress were studied for screen-
ing exercise.

8.5.3.2 Reconnaissance survey of the project impact zone

Social experts carried out reconnaissance survey of the project road. Important components including
Project Affected Families, public utilities, community resources, cultural sites, accident-prone areas
etc. along the corridor of impact zone were identified. Discussions with local people and administra-
tors were also conducted to obtain their opinion about the project.

8.5.3.3 Analysis of data and screening exercise

The data collected through the above steps were compiled to develop the baseline scenario of the
project area and the sensitive components within that. The full road length and COI were put under
screening to identify the hot spot zones. The identification of hot spots in project area would help in
further detailed study and preparation of Social Impact Assessment report for the project at later
phase.

8.5.4 Types and sources of data collection

8.5.4.1 Collection of secondary data

The work on data collection from the secondary sources has been completed. The objective is to
gather information for assessment of regional Social status all along the stretch in respect to physical,
secondary data like population census, literacy rate, income level, workforce participation rate & agri-
culture, land use and socio-economic and also occurrence of related district profile. Following are
some important information available from secondary sources.

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Table 8.1: Type of Information and Sources

Information Source
Demography Census of India, Government of Uttar Pradesh websites
Land use District Census Handbook, Government of Uttar Pradesh websites
District Profile Government of Uttar Pradesh websites
Geological Data Government Uttar Pradesh websites

8.5.4.2 Field Study

Field study shall be carried out to generate and collect primary data in the study corridor, which shall
involve:

• Census survey
• Socio-economic survey
• Common Property Resources

8.6 WEIGHTAGE / RANKING SYSTEM

A weight-age and ranking system has been developed so as to rank / weigh the various social attrib-
utes shall be identified during the reconnaissance survey. The details are as below:

Table 8.2: Weight-age and Ranking System Adopted

Total
Social Attribute Scoring Criteria Score
Weight
10 Km or less 1
Total length of settlement sec- 10 to 20 Km 2
Settlements 5 tions (both towns and villages) 20 to 30 Km 3
abutting the road corridor 30 to 40 Km 4
40 Km or more 5
10 or less 1
Number (total) of sensitive
11 to 20 2
receptors within 50m on either
Sensitive Receptors 5 21 to 30 3
side of the road (such as edu-
31 to 40 4
cational and health facilities)
41 or more 5
Total number of drinking water 10 or less 1
sources (wells, hand pumps, 11 to 20 2
Drinking water sources 4
community water points/taps 21 to 30 3
etc.) within COI 31 or more 4
Number (total) of religious 10 or less 1
structures (temples, shrines, 11 to 20 2
Religious Structures 4
mosque, church, gurudwara) 21 to 30 3
within COI 31 or more 4
Number (total) of cultural 2 or less 1
properties (protected / unpro- 3 to 5 2
Cultural Properties 4 tected archaeological monu- 6 to 8 3
ments) within 500m from the
More than 8 4
road
Number (total) of weekly mar- 5 or less 1
Market Places 4 ket places / haats; grain / fruit 6 to 10 2
/ vegetable / fish market; cat- 11 to 15 3
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Total
Social Attribute Scoring Criteria Score
Weight
tle market within COI 15 or more 4
Common Property Re- Number (total) of CPRs (such 5 or less 1
sources (All CPRs other as pastures / grazing lands; 6 to 10 2
than religious struc- 4 seating areas of the communi- 11 to 15 3
tures, drinking water ty; cremation / burial grounds
15 or more 4
sources and bus stops) etc.) within / along the COI
Total 30 - - -

The final score of the project shall be produced during the final feasibility study.

8.7 BASELINE SOCIAL PROFILE

8.7.1 Settlement

There are a number of small villages / settlements varying in size and populations along the project
corridor.

8.7.2 Land-use

The Road passes through Plain and green field along almost the entire stretch. The abutting land use
along the project road are agricultural and settlement lands.

8.7.3 Socio-Economic Characteristics

The demographic features are given in table below. As per details from Census 2011, Uttar Pradesh
has population of 19.95 Crore, an increase from figure of 16.62 Crore in 2001 census. Total population
of Uttar Pradesh as per 2011 census is 199,581,477 of which male and female are 104,596,415 and
94,985,062 respectively.

Table 8.3: Demographic Features of State & PIA

Population Avg. Density

State/ District Year Literacy Rate
Total Rural Urban (pop./sq.km)
Uttar Pradesh 2011 199581477 155111022 44470455 828 69.72
Agra 2011 4380793 2371296 2009497 1084 69.44
Firozabad 2011 2496761 1644491 832270 1037 74.60
Mainpuri 2011 1847194 1562861 284333 669 78.26
Etawah 2011 1579160 1212850 366310 683 79.99
Auryia 2011 1372287 1138082 234205 681 80.25
Kanauj 2011 1658005 1377419 280586 792 74.01
Kanpur Dehat 2011 1795092 1621654 173438 594 77.52
Unnao 2011 3110115 2577332 533263 682 68.29
Hardoi 2011 4091380 3550389 540991 683 68.89
Lucknow 2011 4588455 1550737 3037718 1815 79.33
Source: Provisional Population Totals, Paper -2 (volume -1) of 2011, Census of India

Table 8.4: Workforce Participation in State and PIA

State/ PIA Year Total Workers Main Marginal Non workers

Uttar Pradesh 2001 53,983,824 39,337,649 14,646,175 112,214,097

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State/ PIA Year Total Workers Main Marginal Non workers

Agra 2001 984305 814102 170203 2636131
Firozabad 2001 558941 455028 103913 1494017
Mainpuri 2001 439198 365115 74083 1157520
Etawah 2001 368609 298612 69997 970262
Auryia 2001 388260 285149 103111 791733
Kanauj 2001 457591 347072 110519 931332
Kanpur Dehat 2001 513211 377230 135981 1050125
Unnao 2001 926335 685498 240837 1773989
Hardoi 2001 1097661 904115 193546 2300645
Lucknow 2001 1086400 900181 186219 2561434
Source: Census 2001

8.7.4 Consultations

The consultation will be conducted during later stage.

8.8 ASSESSMENT OF KEY SOCIAL IMPACTS

This section assesses the nature, type and magnitude of the potential impacts likely on the various
relevant physical and cultural Social components along the project corridor based on the field visits
and the primary surveys of the various Social components carried out. Most of the impacts on the
various Social components shall be perceived during construction and operation phase. The key social
issues that were identified to have a major impact due to the various proposed interventions are as
below:
• Impact of land acquisition & property
• Employment opportunity during civil works
• Location of labour camp and hot mix plant sites
• Resettlement options

8.8.1 Land Acquisition

Since, the project is proposed to be a green field alignment based on that land will be acquired. How-
ever, approximately 2987.215 Hectare of various land use including 66.3651 Hectare forest land will
be acquired along the project highway.

8.8.2 Properties Likely to Be Affected

The details of properties that are going to be affected by the proposed road project have identified
through survey. The most vulnerable stretch, within the entire stretch, is the settlements along the
existing road and within the ROW, spotted at few locations. These properties may include houses,
shops, offices, religious establishments, markets, community halls and other structures. The survey
will be conducted within the proposed project road to identify the impact.

8.9 MITIGATION MEASURES

8.9.1 General

The negative impacts of road projects can be reduced or minimised only if proper safeguards are put
in place during the design and construction stage itself. These can include reducing displacement
from the project activities. An effective mitigation strategy will utilise a combination of both options
to arrive at practically implementable measures. Conscious efforts shall be worked out to minimise
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Agra to Lucknow Access Controlled Expressway Social Screening & Preliminary Assessment

any adverse impacts on the various Social components. Where the impacts on various Social compo-
nents shall be unavoidable, suitable mitigation designs shall be worked out.

8.9.2 Construction related activities

Most of the direct impacts of a road project occur during the construction stage. This stage is also im-
portant since the people living near the sites are inconvenienced without the collateral benefits of a
functional road. Moreover, construction related activities are confined within an identifiable bound-
ary and so is the affected population. It is also the stage of the project when the Authority, can exer-
cise maximum control to ensure that the Social impacts are minimised.

Most of the mitigation measures can be incorporated as good engineering practice during the design
phase itself thus ensuring the mainstreaming of Social concerns early in the project. Adherence to de-
sign drawing and specifications will reduce the adverse impacts during construction to within accept-
able levels. Moreover, continuous supervision of construction activity can also work as a deterrent to
errant behaviour. Therefore, incorporating Social provisions within the construction contracts be-
comes vital to ensure effective implementation of mitigation measures during construction stage of
the project itself.

8.9.3 Road Transportation Issues

Issues related with transportation along improved roads are beyond the control of the proponent, in
most cases. The predicted timeframes are quite long and the mitigation for most impacts is beyond
Authority jurisdiction. They require intervention from agencies such as the revenue authorities, the
motor vehicles department and the police to mitigate encroachment, increased roadside pollution
due to vehicular emissions and accidents etc. The Authority can from its side carry out the mainte-
nance of the roads at specified intervals and act as the co-ordination agency for road transportation
related impacts.

8.9.4 Land Acquisition- Mitigation Measures

Based on the preliminary survey conducted and information on RoW obtained so far, the land re-
quired for widening of the existing road and acquisition to provide a 60/45 m wide RoW for the pro-
ject shall include agricultural, barren / fallow lands, forest & governmental lands. Care shall be taken
to minimise land acquisition. In order to mitigate the ensuing negative impacts of the land acquisition
a resettlement and rehabilitation (R&R) policy shall be prepared based on the National Policy of R&R.
The salient features of the mitigation measures are:
• Wherever possible, displacement shall be reduced or avoided altogether by sensitive design
of civil works (e.g. alternative designs or modification to the design).
• Where displacement is unavoidable, those displaced will have their living standard improved.
• PAPs will be compensated, at replacement cost, for assets lost. Adequate social and physical
infrastructure will be provided.
• PAPs and lost community would be encouraged to participate in the implementation of RAP.
• An entitlement policy shall be worked out as part of the RAP and will deliver a comprehen-
sive package of compensation and assistance to entitled persons, families groups suffering
losses as a result of the project.

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Table 8.5: Entitlement Matrix

Type of Losses Definition of DPs Entitlement Details

1. Loss of Land
a). Replacement land as per the
law or cash compensation at re-
placement cost as determined
according to the formula pro-
posed in Land Acquisition Reset-
Compensation
tlement & Rehabilitation Policy
Loss of agricultural based on re-
Title owners (LARRP) - 2007
land placement cost
b). All fees, stamp duties, taxes
and other charges, as applicable
under the relevant laws, incurred
in the relocation and rehabilita-
tion process, are to be borne by
the EA.
2. Loss Of Income & Income Source
DPs losing strip of land (insignifi-
cant) due to acquisition will be
eligible to set ex-gratia payment
Rehabilitation of Rs. 20,000.
Loss of primary Titleholders losing in-
Assistance for Transitional allowance equivalent
source of income come through agricul-
income restora- 250 days of Minimum Agricultur-
for the titleholders ture
tion al Wage (MAW) in the state at
the time of Section 4 notification
under LA Act in cases where the
loss of
Land is less than 10% of the total land holding or equivalent to 500 Minimum Agriculture Wage in
case where the loss of land is more than 10% of the total land holding.
One-time financial assistance for
transitional allowance equivalent
to 250 days of Minimum Agricul-
tural Wage (MAW) in the state at
the time of Section 4 notification
Loss of primary Non-titleholders name- under LA Act
Training Assis-
source of income ly landless encroachers Income restoration support
tance for income
for the non- title- losing primary source equivalent to Rs. 20,000 per
restoration
holders of income household for undertaking skill
training or investing in income
generating assets
Employment opportunity in the
construction work if so desired
by them.
Compensation for standing crops
Loss due to setting Cash compensa-
and trees as per the market rate
up of transmission Affected household tion for standing
Restoration of land to its previ-
lines and towers crops or trees.
ous or better quality
Advance notice to DPs to harvest
Land Owners
Compensation at crops.
Loss of crops Non title holders
‘market value’ In case of standing crops, cash
compensation for loss of agricul-

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Type of Losses Definition of DPs Entitlement Details

tural crops at current market
value of mature crops based on
average production.
3: Additional Support To Vulnerable
Households catego- a). Additional one-time lump sum
rized as vulnerable assistance of Rs. 10,000 per
Additional assis-
(BPL households, fe- One time Lump household to vulnerable house-
tance to vulnera-
male-headed house- sum assistance holds. This will be over and
ble groups
holds, SC/STs, disabled, above the other assistance/s as
elderly and landless) per this framework.
4: Other Unanticipated Impacts
The contractor shall bear the
cost of any impact on structure
Temporary impact or land due to movement of ma-
during construc- chinery during construction or
tion like damage establishment of construction
Owner / Titleholder /
to adjacent parcel Cash compensa- plant.
traditional rights of the
of land/assets due tion for loss of Compensation for standing crops
affected plot Commu-
to movement of income potential and trees as per the market rate
nity
machinery and Restoration of land to its previ-
plant site for con- ous or better quality
tractor etc The contractor will negotiate a
rental rate with the owner for all
temporary use of land.

8.10 CONCLUSIONS
The initial social assessment report is a step towards preparation of the Social Impact Assessment and
RAP. The initial assessment process as described in previous sections has primarily tried to focus on
the relevant legislations, potential impacts due to the proposed project and to propose mitigation
measures at different phases of the project. Based on the findings during the initial assessment study
some measures have to be considered from the inception of the project, which will reduce the detri-
mental effects of project appreciably.

• Alternative alignments shall be attempted in order to find a suitable alignment that would
have minimum adverse impact on social aspects.
• An amicable solution with regard to shifting of religious structures (if required) shall be ex-
plored in consultation with community leaders, religious leaders and other prominent per-
sons in the local area.
• It will be ensured that the likely affected common properties used by local people are suita-
bly rehabilitated before the start of civil construction work and budgetary provision for the
same shall be made in the project estimates.

With the above approach to design, construction and operation the project will be socially feasible.

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CONTENTS

Chapter – 9.............................................................................................................................................. 1
9.1 INTRODUCTION ......................................................................................................................... 1
9.2 GENERAL ................................................................................................................................... 1
9.3 SCOPE OF WORK ....................................................................................................................... 1
9.4 PURPOSE / OBJECTIVES OF THE ENVIRONMENT SCREENING EXERCISE ........................................ 2
9.5 PROJECT ROAD .......................................................................................................................... 2
9.6 PROJECT INFLUENCE AREA ......................................................................................................... 2
9.7 EXPECTED BENEFITS FROM THE PROJECT ................................................................................... 2
9.8 PROPOSED IMPROVEMENTS...................................................................................................... 3
9.9 METHODOLOGY ........................................................................................................................ 3
9.10 PROPOSED ENVIRONMENTAL ACTION PLANS............................................................................. 8
9.11 ENVIRONMENTAL IMPACT ASSESSMENT.................................................................................... 8
9.12 REGULATORY AND INSTITUTIONAL REGIME ............................................................................... 9
9.13 ENVIRONMENTAL LEGISLATIONS AND THEIR IMPLICATIONS / APPLICATION ............................... 9
9.14 ENVIRONMENTAL CATEGORISATION ....................................................................................... 11
9.15 ENVIRONMENTAL PERMITS / APPROVALS REQUIRED ............................................................... 11
9.16 EXISTING INSTITUTIONAL SET-UP ............................................................................................. 13
9.17 BASELINE ENVIRONMENTAL CONDITIONS ................................................................................ 13
9.18 BIOLOGICAL ENVIRONMENT .................................................................................................... 15
9.19 PHYSICAL AND SOCIO-ECONOMIC ENVIRONMENT ................................................................... 15
9.20 ASSESSMENT OF KEY ENVIRONMENTAL IMPACTS .................................................................... 16
9.21 ASSESSMENT OF POTENTIAL ENVIRONMENTAL ISSUES & IMPACTS .......................................... 16
9.22 MITIGATION AND ENHANCEMENT MEASURES ......................................................................... 19
9.23 CONSTRUCTION RELATED ACTIVITIES ....................................................................................... 21
9.24 ROAD TRANSPORTATION ISSUES ............................................................................................. 21
9.25 HOTSPOT MITIGATION ............................................................................................................ 22
9.26 LAND ACQUISITION- MITIGATION MEASURES .......................................................................... 22
9.27 SAFETY .................................................................................................................................... 22
9.28 ENVIRONMENTAL MITIGATION MEASURES .............................................................................. 22
9.29 ENHANCEMENT OPPORTUNITIES ............................................................................................. 23
9.30 LANDSCAPING AND ARBORICULTURE ...................................................................................... 23
9.31 ENVIRONMENTAL BUDGET ...................................................................................................... 23
9.32 RECOMMENDATIONS & CONCLUSION ..................................................................................... 23

LIST OF TABLES
Table 9.1: Administrative Features of Project Road........................................................................... 2
Table 9.2: Type of Information and Sources ...................................................................................... 4
Table 9.3: Valued Ecosystem Components........................................................................................ 5
Table 9.4: Weight age and Ranking System Adopted......................................................................... 6
Table 9.5: Relevant Environmental Laws & Regulations .................................................................... 9
Table 9.6: Summary of Clearances & NOCs Applicable .................................................................... 12
Table 9.7: Summary of Clearances & NOCs Not Applicable .............................................................. 13
Table 9.8: Demographic Features of State & PIA ............................................................................. 15
Table 9.9: General Impacts on Environment ................................................................................... 17
Table 9.10: Summary of Mitigation .................................................................................................. 19

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Agra to Lucknow Access Controlled Expressway Environmental Screening and Preliminary Assessment

Chapter – 9

Environmental Screening and Preliminary Assessment

9.1 INTRODUCTION

Environmental screening study has been carried out to identify critical issues and areas that would be
studied in detail for impact assessment, mitigation measures and management plan. Findings of the
screening and environmental assessment are presented in this report. Further details will be taken up
during subsequent stages of the project preparation. This report has been prepared based mainly on
field survey and collection of secondary data.

In the screening stage, existing environmental set-up of the study corridor in general i.e., the Corridor
of Impact (CoI) and the existing Right of Way (RoW) in particular were studied and is described in
subsequent sections. The entire EIA study was carried out within existing policy, legal and administra-
tive framework considering the applicable environmental legislation, regulations and guidelines. The
environmental screening report covers the following:

• Baseline Environmental Scenario

• Probable Environmental Impact

9.2 GENERAL

Road projects are meant for improving the quality of life of people and developing the country’s
economy. For all positive impacts of the road projects, there may also be some significant detrimen-
tal impact on nearby communities and natural environment. There may be impact on properties of
people, their livelihood and other social components. Similarly there can be direct or indirect impact
on flora, fauna, water resources, land use etc. To account for all these issues, environmental and so-
cial impact assessment is utmost necessary. These concerns for environmental and social issues in
road projects have also become a part of legal requirements and requirements for obtaining financial
support. Environmental assessment is therefore of prime importance in road projects.

9.3 SCOPE OF WORK

As defined by in the ToR for preparing for development of “Agra to Lucknow Access Controlled Ex-
pressway (Green Field) Project”, the main objective is to undertake feasibility studies and prepare a
Feasibility Report of the Project Expressway for the purpose of firming up the Authority's require-
ments in respect of development and construction of the Project Expressway and Project Facilities.
The report shall provide for enhance safety and service levels to the road users; superior operation
and maintenance minimal adverse impacts on the local populace, road users; environment; minimal
additional land acquisition and phased development of the highway for improving the financial viabil-
ity.

The EIA has been included in project preparation to streamline environmental issues in project de-
sign, constructional and operational stages. The scope of the Environmental Impact Assessment as
envisaged in the Terms of Reference (ToR) includes the delivery of a EIA Report, which assess the im-
pact of the project highway as per provisions of the applicable laws and also identify a package of
measures to reduce / eliminate the adverse impacts identified during the assessment. This chapter
deals with environmental screening and preliminary environmental assessment for the feasibility re-
port for the project. The primary baseline data are being generated for air, water, noise & soil
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9.4 PURPOSE / OBJECTIVES OF THE ENVIRONMENT SCREENING EXERCISE

Environmental assessment is a detailed process, which starts from the conception of the project and
continues till the operation phases. The steps for environmental assessment are therefore different
at different phases. The first steps for environmental assessment are known as screening & scoping.
It is a preliminary study for identifying major environmental issues and their mitigation to be included
in the design of the project. As per EIA Notification, 2006 & its amendment a screening exercise shall
be undertaken by the State level Expert Appraisal Committee (SEAC) based on the Form 1 to classify
Category B projects further to determine the need for a detailed EIA.

This screening exercise is undertaken to identify environmental sensitive features and to attribute
these in the feasibility report and the Form 1.

9.5 PROJECT ROAD

The project road starts from Km. 0.000 and ends at Km 270.000. The project is a Greenfield project
and is an access controlled expressway from Agra to Lucknow. The project starts from Km. 0.000
from the proposed Agra Ring Road in South of River Yamuna, runs parallel to Fatehabad Road, cross-
ing River Yamuna from south to north, passing between Karhal and Saifai, south of Kishni & Saurikh,
crossing River Ganga near Makanpur & north of Bangarmau, along Sarda Canal (Lucknow Br.), meet-
ing proposed Lucknow Ring Road at south of Sarda Canal and south of village Kakori and ending at
Km 270.000

9.6 PROJECT INFLUENCE AREA

The project districts are Agra, Firozabad, Mainpuri, Etawah, Auryia, Kannauj, Kanpur Dehat, Hardoi
and Lucknow in Uttar Pradesh. The proposed Right of Way (RoW) is 110m and the Corridor of Impact
(CoI) is 125m. The project area as per MoEF guidelines is 500 m on either side of the project corridor
i.e., a total of 1 Km.

Table 9.1: Administrative Features of Project Road

Chainage
State District Total
From To
Agra 0.000 34.900 34.900
Firozabad 34.900 82.900 48.000
82.900 85.200 2.300
Mainpuri
86.900 96.00 9.100
85.200 86.900 1.700
Etawah
96.000 137.700 41.700
Uttar Pradesh Auryia 137.700 142.300 4.600
Kanauj 142.300 189.200 46.900
Kanpur Dehat 189.200 199.700 10.500
199.200 236.800 37.100
Unnao
238.700 266.900 28.200
Hardoi 236.800 238.700 1.900
Lucknow 266.900 270.000 3.100
Total Length (Km) 270.000
Source: Primary Survey Data

9.7 EXPECTED BENEFITS FROM THE PROJECT

The major benefits of the project are:

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• Project Road would bring about all-round development activities in the region, such as
movement of people and goods, agriculture, commerce, education, health, and social wel-
fare, or even maintenance of law and order and security
• Fast and safe connectivity resulting in savings in Fuel, Travel time and Total Trans-
portation Cost to Society
• Employment opportunities to people
• Development of local industry like glass, perfume etc., agriculture and handicrafts.
• Development of tourism and pilgrimage
• Transportation, processing and marketing of agricultural products
• Better approach to medical & educational services and quick transportation of perishable
goods like fruits, vegetables and dairy products
• Improved quality of life of people
• Aggressive afforestation policy leading to development of avenue plantation and thus
overall green area.

9.8 PROPOSED IMPROVEMENTS

As per the project development the following improvements are proposed:

• Develop Greenfield access controlled expressway from Agra to Lucknow with 6 lane divided
carriageway (with 8 lanes future expansion) within 110 m ROW
• Service roads of 7.0 m width are provided on either side along the Expressway
• In total length of 270 Km, 11 interchanges, 2 toll plazas, 7 major bridges, 46 minor bridges,
51 vehicular underpasses, 130 PUPs have been provided
• Proper drainage, grade-separation, road furniture, utilities and amenities wherever re-
quired shall be provided

9.9 METHODOLOGY

Approaches to Screening Study

Scoping and screening study has been defined variously in different guidelines. For the present study,
the scope of work defined in the document prepared by UPEIDA has been considered. The major is-
sues identified in the scope in brief are:

i) Baseline scenario;
ii) Co-ordination of environmental screening with the feasibility study;
iii) Legal and policy framework;
iv) Important environmental features along the road alignment;
v) Assessment of potential impacts; and
vi) Mitigation measures

Steps in Screening Process

Screening process mainly consists of the following types of activities:

Study of Background information

Study of Project Documents: the project documents have been studied to have the understanding of
the project objectives, its main components, its boundaries etc.

Study of Laws and regulations: Laws and regulations enacted by Government of India and Uttar
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Pradesh state relevant to road construction and environment were studied.

Study of Guidelines, Standards etc.: Various documents and publications of the Ministry of Environ-
ment and Forest (MoEF) and Indian Road Congress were studied for screening exercise.

Reconnaissance Survey

A team of environmental and social experts shall carry out reconnaissance survey of the project road.
Important environmental components including water bodies, forests, public utilities, community re-
sources, cultural sites, high pollution zone, accident-prone areas etc. along the corridor shall be iden-
tified. On the basis of background information, legal and policy positions etc. a checklist was pre-
pared to conduct screening exercise. Discussions with local people and administrators were also con-
ducted to obtain their opinion about the project.

Analysis of data and screening exercise

The data collected through the above steps shall be compiled to develop the environmental scenario
of the project area and the sensitive components within the project area. The full road length and
COI shall be put under screening to identify the hot spot zones. The identification of hot spots in pro-
ject area would help in further detailed study and preparation of Environmental Impact Assessment
report and Environmental Management Plan for the project at later phase.

Types and Sources of Data Collection

Collection of secondary data

The work on data collection from the secondary sources is in progress. The objective is to gather in-
formation for assessment of regional environmental status all along the stretch in respect to physical
and biological environment, secondary data on geology & topography, soil & agriculture, land use,
hydrology and water use, meteorology, and socio-economy and inventory of flora & fauna and also
occurrence of any endangered species from authentic and published sources. Following are some
important information available from secondary sources.

Table 9.2: Type of Information and Sources

Information Source
Demography Census of India, Government of Uttar Pradesh websites
Land use Survey of India Toposheets, Government of Uttar Pradesh websites
Primary Surveys, Meteorology Department, Government of Uttar Pradesh
Meteorology
websites
Forest Department of Forest, Government of Uttar Pradesh
District Profile Government of Uttar Pradesh websites
Geological Data Government of Uttar Pradesh websites

Field Study / Monitoring / Laboratory Analysis for Generation of Primary Data

Field study / monitoring shall be carried out to generate and collect primary data in the study corri-
dor, which shall involve:

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• Water quality monitoring at identified ground water and surface water locations
• Air quality monitoring at identified locations
• Ambient noise level monitoring at identified locations
• Enumeration of roadside trees

Presently Baseline Ambient Monitoring for air, water, noise & soil are in progress.

Rapid Assessment Survey

Rapid Assessment Survey (RAS) was undertaken to identify the Valued Ecosystem Components (VECs)
in the project corridors. Screening study encompasses identification of “long list” of valued eco-
system components (VECs) in the project study area.

Table 9.3: Valued Ecosystem Components

Sl. No. Environmental Attributes Valued Ecosystem Components

1 Topography Terrain (Hilly to Plain)
Agriculture: (Irrigated, Un-irrigated); Settlements; Forest;
2 Land use Notified Industrial Area / Estate; Grazing; Fallow; No De-
velopment zone etc.
Water bodies like rivers, canals, reservoirs, lakes and
3 Water resources ponds – Crossings as well as water bodies within project
area
• Designated Protected Areas like Biosphere Reserves,
Terrestrial or Marine National Parks, Sanctuaries,
Tiger / Elephant Reserves, Coastal Regulation Zone
etc.) within 15 Km (aerial distances) from the pro-
4 Forests & Wild Life
posed project location boundary
• Migratory route / crossing of wild animals and birds
crossing project road
• Presence of RF, PF other forests within project area
Road side Plantations Green Tunnels, Strip Plantation
5 Settlements Towns and villages abutting the road corridor
Sensitive receptors such as educational and health facili-
6 Sensitive Receptors
ties within COI
Total number of drinking water sources (wells, hand
7 Drinking water sources
pumps, community water points / taps etc.) within COI
Temples, shrines, mosque, church, gurudwara etc. within
8 Religious Structures
COI
Number (total) of cultural properties (protected/ unpro-
10 Cultural Properties tected archaeological monuments) within 500m from the
road
Number (total) of weekly market places / haats; grain /
11 Market Places
fruit / vegetable / fish market; cattle market within COI
CPRs such as pastures / grazing lands; seating areas of the
Common Property Re- community; cremation/burial grounds etc. within / along
12
sources the RoW (All CPRs other than religious structures, drink-
ing water sources and bus stops) within COI
13 Other features Flood Plains; Soil Erosion; stone quarries etc.

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Identification of valued eco-system components (VECs)

By combined local knowledge, scientific evidence and expert opinion, VECs that are termed as eco-
logical, social, economic and cultural was identified. Degree of importance values varies with respect
to significant environmental impacts. An approach of “component-impact” – wise ranking followed
by a modified evaluation shall be adapted for VECs observed within the COI and project area.

After identification and compilation of VEC list, assessment to what extent proposed total road con-
struction would affect each VEC has been made. To arrive at the nature and significant impacts, nu-
merical values were assigned for each VEC and combined them all in a single overall measure of the
impact. This is usually completed by a group of people who is well versed with environmental sci-
ence. There are number of drawbacks in this procedure mainly due to over-simplification. However,
this method gives an idea of wide range of environmental issues that need to be addressed.

Weightage / Ranking System

A weight-age and ranking system has been developed so as to rank / weigh the various VECs identi-
fied during the reconnaissance survey. The details are as below:

Table 9.4: Weight age and Ranking System Adopted

Environmental At- Total

Scoring Criteria Score
tribute Weight
Natural Environment
Plains 1
Rolling terrain 2
Topography 4
Flood plains/coastal belt 3
Hilly/mountainous terrain 4
Vulnerability to natu- Not prone at all 1
ral hazards (such as Rare occurrence 2
floods, cyclones, cloud Prone to natural disasters/risks 3
4
burst, landslide, sub-
sidence, earthquake Highly prone to natural disasters (regular occurrence) 4
etc.)
5 or less 1
Number (average) of water bodies
6 to 10 2
Surface water re- per km crossings as well as water
5 11 to 15 3
sources bodies within 100m on either side
16 to 20 4
of the road
21 or more 5
2 or less 1
Over-topping and / or water log- 3 to 4 2
Drainage Conditions 5 ging within 100m on either side of 5 to 6 3
the existing Centre line 6 to 7 4
7 or more 5
Yes (if the project
falls partially or
Ground water re- Is ground water availability / ex- fully within ‘dark’ 4
4
sources traction an issue in project? or ‘over-exploited’
blocks )
No 0
Within 50 km 1
Materials Availability 4 Availability of stone quarries
50 to 100 km 2
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Environmental At- Total

Scoring Criteria Score
tribute Weight
100 to 200 km 3
More than 200 km 4
Not at all 1
Is soil erosion an issue in / along To some extent 2
Soil Erosion 4
the sub-project road? Critical 3
Very critical 4
Sub Total 30 - - -
Biological Environment
Presence of designated protected Yes 10
Designated Protected
10 areas within 15 Km from the pro-
Areas No 0
posed project location boundary
Occurrences outside designated Within 5 Km 6
protected areas from the pro- 5 To 10 Km 4
Wildlife habitats 6
posed sub-project location bound-
10 km or more 2
ary
Migratory route / Crossing project road or within Yes 6
crossing of wild ani- 6 500 m from the proposed project
No 0
mals and birds location boundary
Presence of RF within 100m from Yes 5
Reserved Forests 5 either side of the existing Centre
No 0
line
Less than 5 Km 1
Length of forests along the road 5 To 10 Km 2
Protected or Other
5 within 100m from either side of 10 To 15 Km 3
Forests
the existing Centre line 15 To 20 Km 4
20 Km or more 5
2 Km or less 1
Length of green tunnel/s within
2 Km To 5 Km 2
Green tunnels 4 30m (on either side) along the
5 Km To 10 Km 3
road
10 Km or more 4
Road side trees Up to 1000 1
(broad estimate, spe- 1000 to 2000 2
cific numbers, girth Number of trees likely to be af- 2000 to 4000 3
4
and species details fected
etc. shall be pre- More than 4000 4
sented)
Total 40 - - -
Social Environment
10 Km or less 1
Total length of settlement sections 10 to 20 Km 2
Settlements 5 (both towns and villages) abutting 20 to 30 Km 3
the road corridor 30 to 40 Km 4
40 Km or more 5
10 or less 1
Number (total) of sensitive recep-
11 to 20 2
tors within 50m on either side of
Sensitive Receptors 5 21 to 30 3
the road (such as educational and
31 to 40 4
health facilities)
41 or more 5
Drinking water 4 Total number of drinking water 10 or less 1

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Environmental At- Total

Scoring Criteria Score
tribute Weight
sources sources (wells, hand pumps, 11 to 20 2
community water points/taps etc.) 21 to 30 3
within COI 31 or more 4
10 or less 1
Number (total) of religious struc-
11 to 20 2
Religious Structures 4 tures (temples, shrines, mosque,
21 to 30 3
church, gurudwara) within COI
31 or more 4
Number (total) of cultural proper- 2 or less 1
ties (protected / unprotected ar- 3 to 5 2
Cultural Properties 4
chaeological monuments) within 6 to 8 3
500m from the road More than 8 4
Number (total) of weekly market 5 or less 1
places / haats; grain / fruit / vege- 6 to 10 2
Market Places 4
table / fish market; cattle market 11 to 15 3
within COI 15 or more 4
Common Property 5 or less 1
Number (total) of CPRs (such as
Resources (All CPRs 6 to 10 2
pastures / grazing lands; seating
other than religious 11 to 15 3
4 areas of the community; crema-
structures, drinking
tion / burial grounds etc.) within /
water sources and bus 15 or more 4
along the COI
stops)
Total 30 - - -
Grand Total 100 - - -

The total score of the project shall be calculated & sensitivity identified

Data gaps / constraints, if any

Data gaps / constraints if any shall be identified and intimated in the final Feasibility report.

9.10 PROPOSED ENVIRONMENTAL ACTION PLANS

There are various activities, which are envisaged to be carried out by the consultants. Relevant envi-
ronmental secondary data was collected to provide the overview and details of the study corridor.
The secondary data will be appropriately supplemented with primary data collection and the re-
quired mitigation devised accordingly.

9.11 ENVIRONMENTAL IMPACT ASSESSMENT

The environmental assessment will be conducted in accordance with the norms and guidelines of the
Government of India. Wherever possible and practicable, a quantitative analysis would be per-
formed. Following aspects will be given due importance during assessment of impact and recom-
mending remedial measures:

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• Alignment of the project road and topographical changes

• Nature and quantum of automobile emissions
• Water requirement during construction and sources
• Noise levels during operation and noise control measures
• Loss of trees and compensatory plantation & afforestation
• Noise level, dust concentration and water logging near construction sites
• Nature quantity and disposal of construction spoils
• Public health & sanitation and occupational health & safety of construction workers
• Population affected including weaker sections

9.12 REGULATORY AND INSTITUTIONAL REGIME

This section elaborates on the various clearance requirements for the project from the State Gov-
ernment and MoEF, GoI. Regulations containing procedures and requirements that directly impact
the project have also been assessed.

9.13 ENVIRONMENTAL LEGISLATIONS AND THEIR IMPLICATIONS / APPLICATION

The Government of India has formulated various policy guidelines; acts and regulations aimed at pro-
tection and enhancement of environmental resources. The following table surmise the existing legis-
lations pertaining to the project, the various clearances required for the project and the status as on
date.
Table 9.5: Relevant Environmental Laws & Regulations

Implementing
Sl. Law / Regulation Applicable Reason for ap-
Relevance / Responsible
No. / Guidelines Yes / No plication
Agency
The Environmen-
tal (Protection) All environmen-
Umbrella Act. Protection and MoEF, State
Act. 1986, and tal notifications,
improvement of the environ- Department of
the Environmen- rules and
1 ment. Establishes the stand- Yes Environment &
tal (Protection) schedules are
ards for emission of noise in Forest, CPCB
Rules, 1987-2002 issued under the
the atmosphere. and SPCB
(various act
amendments)
Identifies expansion of National
highways greater than 30 Km
involving additional ROW
greater than 20m involving
The EIA Notifica-
Land Acquisition and all new
tion, 14th Sep- The project road
state highway projects & state
2 tember 2006 & Yes is a new state MoEF / SEIAA
highways expansion project in
subsequent highway project
hilly terrain (above 1000 MSL)
amendments
and or ecologically sensitive
areas and (item 7 (f) of sched-
ule) as one of the projects re-
quiring prior clearance.
Taj Trapezium Projects falling within the Taj Project passes
3 Yes TTZ Authority
Zone Pollution Trapezium Zone (TTZ) needs to through TTZ ar-

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Implementing
Sl. Law / Regulation Applicable Reason for ap-
Relevance / Responsible
No. / Guidelines Yes / No plication
Agency
(Prevention and obtain permission prior to start ea
Control) Authori- of the work
ty under EP Act
Reuse fly ash discharged from
Thermal Power Station to min-
Panki Thermal
Notification for imise land use for dispersal and
Power stations
use of Fly ash, minimise borrow area material.
4 Yes located in 100 MoEF, SPCB
3rd November The onus shall lie with the im-
Km radius of
2009 plementing authority to use fly
road
ash unless it is not feasible as
per IRC
Central and State Pollution
Control Board to estab- Consent re-
The Water (Pre- lish/enforce water quality and quired for not
vention and Con- effluent standards, monitor polluting ground State Pollution
5 Yes
trol of Pollution) water quality, prosecute of- and surface wa- Control Board
Act, 1974 fenders, and issue licenses for ter during con-
construction/operation of cer- struction
tain facilities.
Consent re-
Empowers SPCB to set and
The Air (Preven- quired for es-
monitor air quality standards State Pollu-
tion and Control tablishing and
6 and to prosecute offenders, Yes tion Control
of Pollution) Act. operation of
excluding vehicular air and Board
1981 plants and
noise emission.
crushers
Construction
Noise Pollution machineries and
(Regulation And Standards for noise emission vehicles to con- State Pollution
7 Yes
Control) Act, for various land uses form to the Control Board
1990 standards for
construction
Conservation and definition of Involvement of
State Forest
Forest (Conser- forest areas. Diversion of forest forest land di-
8 Yes Department,
vation) Act, 1980 land follows the process as laid version for the
MoEF
by the act project
The project area
Coastal Regula- MoEF, State
Protect and manage coastal is not within
9 tory Zone Notifi- No Department of
areas designated
cation, 1991 Environment
coastal zone
No sanctuaries / State Forest
Wild Life Protec- Protection of wild life in sanc-
10 No national park Department,
tion Act, 1972 tuaries and National Park
within 10 Km MoEF
Ancient Monu- Archaeological
No Archaeologi-
ments and Ar- To protect and conserve cul- Survey of In-
cal monument
11 chaeological tural and historical remains No dia, State
along the pro-
sites and Re- found. Dept. of Ar-
ject road
mains Act 1958 chaeology
The Motor Vehi- Empowers State Transport Au- All vehicles used State Motor
12 Yes
cle Act. 1988 thority to enforce standards for for construction Vehicles De-

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Implementing
Sl. Law / Regulation Applicable Reason for ap-
Relevance / Responsible
No. / Guidelines Yes / No plication
Agency
vehicular pollution. From Au- will need to partment
gust 1997 the "Pollution Under comply with the
Control Certificate is issued to provisions of
reduce vehicular emissions. this act.
If new quarrying
Sets out the regulations as to
The Explosives operation is Chief Control-
regards the use of explosives
13 Act (& Rules) Yes started by the ler of Explo-
and precautionary measures
1884 (1983) concessionaire / sives
while blasting & quarrying.
contractor
Hazardous ma-
Public Liability Protection to the general public State Pollu-
terials shall be
14 And Insurance from accidents due to hazard- Yes tion Control
used for road
Act,1991 ous materials Board
construction
Hazardous
Hazardous wastes shall be
Wastes (Man- Protection to the general public generated due State Pollu-
15 agement and against improper handling and Yes to activities like tion Control
Handling) Rules, disposal of hazardous wastes of maintenance Board
1989 and repair work
on vehicles
Handling of haz-
Chemical Acci-
ardous (flam-
dents (Emergen- District & Local
Protection against chemical mable, toxic and
cy Planning, Pre- Crisis Group
16 accident while handling any Yes explosive)
paredness and headed by the
hazardous chemicals resulting chemicals during
Response) Rules, DM and SDM
road construc-
1996
tion
The Building and
Other Construc-
tion Workers
(Regulation of Employing La- District Labour
17 Employing Labour / workers Yes
Employment and bour / workers Commissioner
Conditions of
Service) Act,
1996

9.14 ENVIRONMENTAL CATEGORISATION

This project is a new State Highway project and thus falls under Category ‘B’ project as per the EIA
Notification of September 2006 and its subsequent amendments. The project thus shall obtain Prior
Environmental Clearance from SEIAA.

9.15 ENVIRONMENTAL PERMITS / APPROVALS REQUIRED

The summary table showing time requirements for agency responsible for obtaining clearance, and a
stage at which clearance will be required is given below:

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Table 9.6: Summary of Clearances & NOCs Applicable

Sl. Statutory Au- Time re-

Type of clearance Applicability Project stage Responsibility
No thority quired
Prior Environmental Is a category B Pre construc- 7-12
1 SEIAA UPEIDA
Clearance project tion months
Taj Trapezium
Zone Pollution Projects within
Taj Trapezium Permis- Pre construc- 3-6
2 (Prevention and the Taj Trapezi- UPEIDA
sion tion months
Control) Author- um
ity
Project road
Diversion of Sanctuary
Chief Wild Life passes within Pre construc- 3-36
3 land / Permission for UPEIDA
Warden 10 Km of xxx / tion months
road construction
any sanctuary
State Depart-
ment of Envi- Applicable for
Pre construc- 6-8
4 Forest Clearance ronment and diversion of UPEIDA
tion months
Forest and forest land
MoEF
State Depart-
ment of Envi- Pre construc- Concessionaire /
5 Tree felling permission Felling of trees 15 days
ronment and tion Contractor
Forest
NOC And Consents Un- Construction
State Pollution For establishing 2-3 Concessionaire /
6 der Air , Water, EP Acts (Prior to work
Control Board plants months Contractor
& Noise rules of SPCB initiation)
For operating
NOC And Consents Un- Construction
State Pollution Hot mix plants, 1-2 Concessionaire /
7 der Air , Water, EP Acts (Prior to work
Control Board Crushers and months Contractor
& Noise rules of SPCB initiation)
batching plants
Storage and
Transportation Construction
Permission to store Haz- State Pollution 2-3 Concessionaire /
8 Of Hazardous (Prior to work
ardous Materials Control Board months Contractor
Materials and initiation)
Explosives
Storage of ex- Construction
Chief controller 2-3 Concessionaire /
9 Explosive license plosive materi- (Prior to work
of explosives months Contractor
als initiation)
NOC under Hazardous
Disposal of bi- Construction
Waste (Management State Pollution 2-3 Concessionaire /
10 tuminous (Prior to work
and Handling) Rules, Control Board months Contractor
wastes initiation)
1989
Construction
PUC certificate for use of Department of For all construc- 1-2 Concessionaire /
11 (Prior to work
vehicles for construction Transport tion vehicles months Contractor
initiation)
Quarrying and Construction
Quarry lease deeds and Dept. of Geolo- 2-3 Concessionaire /
12 borrowing op- (Prior to work
license gy and Mines months Contractor
erations initiation)
NOC for water extrac- Construction
Ground Water Ground water 2-3 Concessionaire /
13 tion for construction and (Prior to work
Authority extraction months Contractor
allied works initiation)

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Table 9.7: Summary of Clearances & NOCs Not Applicable

Sl. No Type of clearance Statutory Authority Reason

Archaeological survey of In-
Permission for Activities near No Archaeological structures
1 dia / the state department of
archaeological protected area in the project road
Archaeology
Diversion of Sanctuary land / Project road doesn’t passes
2 Permission for road construc- Wild Life Authorities within 10 Km of any sanctu-
tion ary

9.16 EXISTING INSTITUTIONAL SET-UP

The project has been initiated and is being carried out by the UPEIDA. The primary responsibility of
the project rests with the UPEIDA in providing encumbrance free ROW to the concessionaire and
contractor who shall implement the project.

The main government agencies who uphold the implementation of the various environmental legisla-
tions are:

o Ministry of Environment and Forests, Government of India (MoEF), New Delhi formulates
and regulates all country level legislations besides giving prior environmental clearances
through a committee for category A projects, wild life clearances and forest diversion
clearances
o Central Pollution Control Board (CPCB) monitors and implements pollution related legisla-
tions
o State Pollution Control Board monitors and implements pollution related legislations in the
state besides giving NOC for establishing and operating plants under air and water acts
o State Department of Forests gives permission for forest diversion and felling of trees

9.17 BASELINE ENVIRONMENTAL CONDITIONS

Natural Environment

Climate and Meteorology

Typical humid & sub humid subtropical climate of north India prevails in the project districts and
characterized by hot summer and bracing cold season. After February there is continuous increase in
temperature till May which is generally the hottest month. There are three distinct seasons – first of
which is the monsoon season - hot and humid season from mid- June to September. Second season,
winter, is the cool and dry season from October to March. The third phase, summer, is characterized
by hot and dry weather which prevails from April to mid-June.

o Summer season : April to June

o Monsoon season : June to September
o Winter Season : October to March

The mean daily maximum temperature for Auraiya in May is 41.8°C and the mean daily minimum is
7.4°C in the month of January. May is the hottest month, the mean maximum temperature is 41.8C
and in June temperature may reach over 48°C with onset of the monsoon in June, the day tempera-
ture decreases 5°C to 6°C. In November day and night temperature steadily drops and January is the
coldest month with mean daily minimum temperature of 7.4°C and mean daily maximum tempera-
ture of 22.2°C. The mean monthly maximum temperature is 32.4°C and mean monthly minimum

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temperature is 19.1°C.
Rains in the region are concentrated in the monsoon season. The region receives rainfall mainly un-
der the influence of southwest monsoon from July to September. The average annual rainfall in the
project districts varies from is 715.2 - 966.24 mm. The climate is sub-humid and enjoys a day climate
except during the monsoon season. About 90% of a rainfall takes places from June to September.

During the southwest monsoon season the relative humidity is high and after the withdrawal of the
monsoon humidity decreases. The mean monthly morning relative humidity is 25-62%, and means
monthly evening relative humidity is 41-68 %. Winds are generally very light. During the period May
to September winds often blow between northeast & southeast directions. The mean of wind veloc-
ity is 3.7-11.7 km/hr. The potential evapotranspiration is 121.5-1519 mm.

Topography & Geology

The topography of the project area is almost plain and the general slope is from north west to south
east.
Predominant geological formations in the project districts are quaternary alluvium consisting of
mainly sands of various grades, silts, clays and kankar.

Soils of the project districts are typical of those in the Ganga alluvial plain. The diversity is mainly due
to the influence of various drainage, canals and partially due to the presence of Yamuna & Ganga riv-
ers. The main soil types are Sandy loam and clay, locally classified as Bhur, Matiyar, Dumat & Pillia.
Some part of the project districts are covered by Behar or ravines since the rivers flows through the
winding channel.

Air Quality

Ambient Air Quality for the project is presently being monitored to assess the background levels and
characterise the air quality in the study corridor.

Noise Quality

Ambient noise level monitoring using suitable sound level meter is presently being monitored to as-
sess the background noise levels and characterise the noise environment in the study corridor.

Water availability and quality (both surface and ground water sources)

Due to its location in Gangetic Plains, the underlain aquifers have good groundwater potential. How-
ever, the rapid development and increase in demand for water has put tremendous stress on
groundwater reserves, both in terms of quantity and as well as quality. Secondary data about the
ground water scenario from CGWB is available for Firozabad, Etawah, Auraiya & Lucknow districts
only. Some of the project blocks falls under critical & over exploited blocks as per Central Ground
Water Authority (CGWA). In post-monsoon period depth to water varies from 1.55 to 25.25 mbgl in
Firozabad, 2.22 to 37.75 mbgl in Etawah, 0.08 - 16.0 mbgl in Auraiya & 1.40-31.50 mbgl in Lucknow
districts. Water availability and quality for both surface and ground water monitoring shall be carried
out to assess the baseline water quality in the study area the study corridor.

Soil Monitoring

To assess the impacts of the developmental activities of the project on the soil in the area, the
physiochemical characteristics of soils within the study corridor is presently being examined by ob-
taining soil samples from selected areas and analysing the same for establishing the baseline data.

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9.18 BIOLOGICAL ENVIRONMENT

Protected Natural Habitats

There are no Protected Natural Habitats (Biosphere Reserves; National Parks and Sanctuaries) or for-
est areas in the project area. The Soor Sarovar WL Sannctuary, National Chambal Sanctuary (both in
Agra districts), Samaan WL Sanctuary in Mainpuri district, Lakh Bahosi Bird Sanctuary in Kannauj dis-
trict, Sandi WL Sanctuary in Hardoi district and Nawabganj WL sanctuary in Unnao district are found
in the project districts. However the project road neither passes through nor does any Sanctuary or
National Park fall within 10 Km radius.

Flora & Fauna

The common trees found in the project districts are of Butea monosperma, Emblica offici-
nalis, Terminalia arjuna, Polyalthia longifolia, Terminalia alata, Terminalia bellirica, Ficus bengalen-
sis, Artocarpus lakoocha, Aegle marmelos, Eucalyptus teriticornis, Ficus glomerata, Delonix regia,
Suzygium cumini, Feronia limonia, Artcarpus heterophyllus, Acacia indica, Madhulka indica,
Azadirachata indica, Ficus religiosa, Albizia lebbek, Dalbergia sissoo etc.

The forest department have recorded the presence of reptilian fauna like crocodiles, turtles, tor-
toises, cobra, krait, avifauna like partridge or titar (Francolines pondicerianus), black partridge (F. vul-
garis), gray partridge (F. Pondicerianus), Blue-rock pigeons, water fowls such as teal,
ducks, pochards, sheldrakes, goose, saras (crane), herons & waders, peacocks,
doves, parakeet, sparrows, shrikes, crows, rollers etc.. Mammals like Nilgai (Boselaphus tragocame-
lus), Indian foxes (Vulpes bengalensis), jackals (Canis aureus), porcupines, monkeys, wild cats (Felis
chaus), hares (Lepus ruficandatus) and otters in the project districts.

9.19 PHYSICAL AND SOCIO-ECONOMIC ENVIRONMENT

Settlement

There are a more than 366 settlements varying in size and populations along the project corridor. Out
of these 56 settlements are in Agra district, 55 settlements are in Firozabad district, 13 are in Main-
puri district, 49 settlements in Kannauj district, 44 settlements are in Etawah district, 30 settlements
are in Hardoi district, 30 settlements are in Kanpur Dehat district, 65 in Unnao district and 24 are in
Lucknow district. The details of the settlements shall be provided in the later stages

Land-use

The Road passes through plain and green fields along almost the entire stretch. The abutting land
uses along the project road are agricultural, forest, barren and settlement lands.

Socio-economic characteristics of the project influence area

The demographic features are given in table below. As per details from Census 2011, Uttar Pradesh
has population of 19.95 Crore, an increase from figure of 16.62 Crore in 2001 census. Total popula-
tion of Uttar Pradesh as per 2011 census is 199,581,477 of which male and female are 104,596,415
and 94,985,062 respectively.

Table 9.8: Demographic Features of State & PIA

Population Avg. Density
State/ District Year Literacy Rate
Total Rural Urban (pop./sq.km)

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Uttar Pradesh 2011 199581477 155111022 44470455 828 69.72

Agra 2011 4380793 2371296 2009497 1084 69.44
Firozabad 2011 2496761 1644491 832270 1037 74.60
Mainpuri 2011 1847194 1562861 284333 669 78.26
Etawah 2011 1579160 1212850 366310 683 79.99
Auryia 2011 1372287 1138082 234205 681 80.25
Kanauj 2011 1658005 1377419 280586 792 74.01
Kanpur Dehat 2011 1795092 1621654 173438 594 77.52
Unnao 2011 3110115 2577332 533263 682 68.29
Hardoi 2011 4091380 3550389 540991 683 68.89
Lucknow 2011 4588455 1550737 3037718 1815 79.33
Source: Provisional Population Totals, Paper -2 (volume -1) of 2011, Census of India

9.20 ASSESSMENT OF KEY ENVIRONMENTAL IMPACTS

This section assesses the nature, type and magnitude of the potential impacts likely on the various
relevant physical, biological and cultural environmental components along the project corridor based
on the field visits and the primary surveys of the various environmental components carried out.
Most of the impacts on the various environmental components shall be perceived during construc-
tion and operation phase.

9.21 ASSESSMENT OF POTENTIAL ENVIRONMENTAL ISSUES & IMPACTS

The key environmental, health, safety and social issues that were identified to have a major impact
due to the various proposed interventions are as below:

o Dumping of construction waste

o Air quality
o Water pollution, drinking water sources, water scarcity in non-monsoon months and con-
struction water requirements
o Roadside trees, tree plantation
o Employment opportunity during civil works
o Location of labour camp and hot mix plant sites
o Impact on property and land acquisition
o Resettlement options

The table below shows the general impact on the environmental components due to the project.

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Table 9.9: General Impacts on Environment

Planning and Indirect ef-

Design / Pre fects of Oper-
Construction Phase Road Operation
construction ation or In-
Phase duced Devel-
Env. Com-
Project Activity opment
ponent
Vehicle &
Affected Sanitation
Removal of Earth works Machine
Land acquisi- Removal of Laying of Asphalt & & waste Vehicle opera-
trees and Veg- including quar- Operation -
tion structures Pavement Crusher plants (labour cam- tion
etation rying & mainte-
pus)
nance
Reduced buff-
Dust gen-
ering of air & Noise, soot,
eration Asphalt Noise, dust Noise, dust pol- Other pollu-
Air - noise pollution, Dust generation odour, dust odour/Smoke
during odour pollution lution tion
Hotter, drier pollution
dismantling
microclimate
Reduction
Contamination
of ground Contamination Spill from acci- Change in
Loss of Pro- Generation Erosion and Erosion and by fuel & Contamination
Land water re- compaction of dents Deposi- cropping pat-
ductive Land of Debris loss of top soil loss of top soil lubricants from wastes
charge soil tion of lead tern
compaction
area
Alteration of
drainage, break Spill Contamina-
Contamination
Siltation in continuity of Contamination Contamination tion by fuel, Increased Con-
Loss of water Siltation due to by fuel &
Water due to ditches Silta- - by asphalt from wastes lubricants & tamination of
resources loose earth lubricants
loose earth tion, Stagnant leakage or fuel Overuse washing of vehi- ground water
compaction
water pools in cles
quarries
Noise pollution
Noise pol- Noise pollu-
Noise - due to machin- Noise pollution - Noise pollution - Noise pollution Noise Pollution
lution tion
ery
Impact of pollu-
Lowered Lower produc- tion on vegeta-
Loss of productivity Removal of tivity Felling trees tion Lowered
Flora - - - -
Biomass loss of ground Vegetation Use as for fuel productivity
for vegetation fuel wood Toxicity of vege-
tation
Disturbance Collision with Distorted habi-
Fauna - - Disturbance - Disturbance Disturbance Poaching
habitat loss traffic tat
Loss of Conversion of
Agricultural Change in Loss of land Loss of standing
productive agricultural
land land use economic value crops
land land

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Planning and Indirect ef-

Env. Com- Design / Pre fects of Oper-
Construction Phase Road Operation
ponent construction ation or In-
Affected Phase duced Devel-
Project Activity opment
Loss of struc- Noise vi-
Buildings Change in
tures, Debris bration Noise vibration
and built- Vibration and building use
generation, may cause - damage to
up struc- Noise and character-
noise and air damage to structures
tures istics
pollution structures
Displacement Loss of shade Noise & air
of people psy- and community pollution colli-
Anxiety and Community
People and chological im- trees, loss of Noise & air Odour and sion with pe- Noise pollution, Induced pollu-
fear among clashes with
community pact on people fuel wood and pollution dust destrians live- Risk of accidents tion
community migrant labour
loss of liveli- fodder, loss of stock and vehi-
hood income cles
Noise vi-
Displacement bration Damage from Damage from
Cultural loss of sacred
of structures may cause vibration and vibration and air
assets trees
from Row damage to air pollution pollution
structures
Damage to Pressure on
Utilities & Interruption in
utility and existing amen-
amenities supply
amenities ities
Increase of collision with collision with
Labour's Increase in
stagnant Asphalt odour pedestrians pedestrians
health & communicable
water and and dust livestock and livestock and
safety diseases
diseases vehicles vehicles

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9.22 MITIGATION AND ENHANCEMENT MEASURES

General

The negative impacts of road projects can be reduced or minimised only if proper safeguards are put
in place during the design and construction stage itself. These can include reducing pollutant dis-
charge from the harmful activities at source or protecting the sensitive receptor. An effective mitiga-
tion strategy will utilise a combination of both options to arrive at practically implementable meas-
ures. Conscious efforts shall be worked out to minimise any adverse impacts on the various environ-
mental and social components. Where the impacts on various environmental components shall be
unavoidable, suitable mitigation designs

Table 9.10: Summary of Mitigation

Sl.
Potential impact Mitigation / Enhancement
No
1 Change in Geology • Quarry Development Plan shall be enforced.
• All structures to be checked and complied with the seismological settings
2 Change in Seismology
of the region (Zone)
3 Loss of land • Alignment selected to have maximum exposure of govt. & barren land
4 Generation of Debris • Disposed properly to avoid contamination.
• Embankment protection through stone pitching & Turfing
• Residual spoil need to be disposed properly
5 Soil Erosion
• Silt Fencing need to be provided
• Quarries need to be reclaimed
• Hazardous Wastes (Management and Handling) Rules, 1989 to be en-
forced.
6 Contamination of Soil • Oil Interceptor will be provided for accidental spill of oil and diesel
• Rejected material will be laid as directed by engineer.
• Septic tank will be constructed for waste disposal.
Soil quality monitor- • Measures will be revised & improved to mitigate / enhance environment
7
ing due to any unforeseen impact.
• No scarification involved.
• In case concessionaire decides to scarify then the material to be reused in
the GSB layer.
Scarified Bituminous
8 • Non reusable Bituminous wastes to be dumped in 30cm thick clay lined
Wastes
pits with the top 30cm layer covered with good earth for supporting vege-
tation growth over a period only after obtaining permission of Independ-
ent Consultant.
Scarified Non
9 • Used in the normal GSB layer (not the drainage layer)
Bituminous Material
• Reused as embankment, median & shoulder fill materials
10 Cut material • Excess material to be used for filling up of borrow areas identified by the
concessionaire and approved by the Independent Consultant
Construction debris
• Guidelines for Identification of Debris Disposal Sites & Precautions and
generated from
11 Guidelines for Rehabilitation of Dumpsites, Quarries and Borrow Areas
dismantling of
shall be framed
structures
• An emergency response team to be created. The team shall contain mem-
Soil Contamination
12 bers of the district and police administration and also have specialist in
due to accident spills
remediation. Responsibility of Concessionaire to inform the team to take

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Sl.
Potential impact Mitigation / Enhancement
No
actions. The roles and responsibility of the members of the ram shall be
framed in conjunction with all the parties to address the situation arising
out of the accidental spills resulting in situation like water and soil con-
tamination, health hazards in the vicinity of the accident spot, fire and ex-
plosions etc.
• During construction, the contractor and the concessionaire's described
previously. Fuel storage will be in proper bunded areas.
• All spills and collected petroleum products to be disposed off in accord-
ance with MoEF and SPCB guidelines and as per the directions of the
Emergency Response team.
• Fuel storage and fuelling areas will be located at least 300m from all cross
drainage structures and significant water bodies.
• Improvements of design shall lead to less accidents and hence less spillage
of oil and grease
13 Runoff and drainage
• Silt fencing to be provided
• Recharge well to be provided to compensate the loss of pervious surface
Operation of residen- • Vehicle parking area will be made impervious using 75 mm thick P.C.C.
tial facilities for la- bed over 150 mm thick rammed brick bats. The ground will be uniformly
14
bour camps, Vehicle sloped towards to adjacent edges towards the road. A drain will take all
parking areas the spilled material to the oil interceptor
• Comprehensive afforestation
Meteorological fac-
15 • Avenue plantation
tors and climate
• Shrub plantation in the median / island
• Sprinkling of Water
16 Dust generation • Fine materials to be completely covered, during transport and stocking.
• Plant to be installed in down wind direction from nearby settlement.
• Air pollution Norms will be enforced.
• Labourers will be provided mask.
17 Gaseous pollutants
• Local people will be educated on safety and precaution on access roads,
newly constructed embankment etc.
18 Air quality emissions • Compliance with future statuary regulatory requirements
19 Air quality monitoring • Measures will be revised & improved to mitigate enhance
Alteration of Cross • Widening & construction of bridges, there will be an improvement in the
20
Drainage drainage characteristics of the project area.
• Contractor needs to obtain approvals for taking adequate quantities of
Water requirement water from surface and ground water sources.
21
for project • This is required to avoid depletion of water sources.
• Water harvesting structures to be provided.
Increased sedimenta- • Silt fencing to be provided
22
tion • Guidelines for Sediment Control to be framed
• Hazardous wastes (Management and Handling) Rules, 1989 to be en-
forced.
Contamination of Wa-
23 • Oil Interceptor will be provided for accidental spill of oil and diesel.
ter
• Rejected material will be laid as directed by IC.
• Septic tank will be construction for waste disposal.
Water quality moni- • Measures will be revised and improved to mitigate / enhance environ-
24
toring ment due to any unforeseen impact.
Noise mitigation for • Options for Noise barriers to be analysed
25
Sensitive receptors • No Horn Zone sign Post.
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Assistance to UPEIDA on Technical Studies for Feasibility Report
Agra to Lucknow Access Controlled Expressway Environmental Screening and Preliminary Assessment

Sl.
Potential impact Mitigation / Enhancement
No
Noise Pollution (Pre- • Machinery to be checked and complied with noise pollution regulations.
26
Construction Stage) • Camps to be setup away from the settlements, in the down wind direction
• Camps to be setup away from the settlements, in the down wind direc-
tion.
Noise Pollution (Con-
27 • Noise pollution regulation to be monitored and enforced.
struction Stage)
• Temporary as the work zones will be changing with completion of con-
struction.
Noise Pollution (Op-
28 Will be compensated with the uninterrupted movement of vehicles
eration Stage)
Noise Pollution Moni- Measures will be revised and improved to mitigate / enhance environment
29
toring due to any unforeseen impact.
• Minimum acquisition of land
30 Forest area • Permission for acquisition from forest department as per Forest Act
• Plantation of trees as per Forest Department
• Compulsory tree plantation in the ratio of 1:2.
• Option of compensatory afforestation through Forest Department.
31 Trees Cutting
• Identification of incidental spaces for plantation along corridor, where
ever possible
• Clearing and grubbing will be minimised
• Exposed surface like embankment slopes will be protected with stone
32 Vegetation
pitching and turfing.
• Open land in and around plant will be vegetated.

9.23 CONSTRUCTION RELATED ACTIVITIES

Most of the direct impacts of a road project occur during the construction stage. This stage is also
important since the people living near the sites are inconvenienced without the collateral benefits of
a functional road. Moreover, construction related activities are confined within an identifiable
boundary and so is the affected population. It is also the stage of the project when the UPEIDA, can
exercise maximum control to ensure that the environmental impacts are minimised.

Most of the mitigation measures can be incorporated as good engineering practice during the design
phase itself thus ensuring the mainstreaming of environmental concerns early in the project. Adher-
ence to design drawing and specifications will reduce the adverse impacts during construction to
within acceptable levels. Moreover, continuous supervision of construction activity can also work as a
deterrent to errant behaviour. Therefore, incorporating environmental provisions within the con-
struction contracts becomes vital to ensure effective implementation of mitigation measures during
construction stage of the project itself.

9.24 ROAD TRANSPORTATION ISSUES

Issues related with transportation along improved roads are beyond the control of the proponent, in
most cases. The predicted timeframes are quite long and the mitigation for most impacts is beyond
UPEIDA jurisdiction. They require intervention from agencies such as the revenue authorities, the
motor vehicles department and the police to mitigate encroachment, increased roadside pollution
due to vehicular emissions and accidents etc. The UPEIDA can from its side carry out the maintenance
of the roads at specified intervals and act as the co-ordination agency for road transportation related
impacts.

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Agra to Lucknow Access Controlled Expressway Environmental Screening and Preliminary Assessment

9.25 HOTSPOT MITIGATION

There are several locations where undesirable impacts of the project occur which can be easily dis-
tinguished due to their unique characteristics. These are termed as ‘hotspots’. Targeted interventions
can help reduce the undesirable impacts to within acceptable limits. These can either be built into
designs for road construction as part of good engineering practice or specific mitigation measures can
be detailed and separately implemented. Though the former is always more desirable, it may be diffi-
cult to achieve during project preparation for a variety of reasons. Irrespective of the route adopted,
hotspot mitigation is a definite value-addition to any project and should always form a basis for ‘sell-
ing’ the project to the host communities.

9.26 LAND ACQUISITION- MITIGATION MEASURES

Based on the preliminary survey conducted and information on RoW obtained so far, the land re-
quired for widening of the existing road and acquisition to provide a 60m wide RoW for the project
shall include agricultural, barren / fallow lands & governmental lands. Care shall be taken to minimise
land acquisition. In order to mitigate the ensuing negative impacts of the land acquisition a resettle-
ment and rehabilitation (R&R) policy shall be prepared based on the National Policy of R&R. The sali-
ent features of the mitigation measures are:

o Wherever possible, displacement shall be reduced or avoided altogether by sensitive de-

sign of civil works (e.g. alternative designs or modification to the design).
o Where displacement is unavoidable, those displaced will have their living standard im-
proved.
o PAPs will be compensated, at replacement cost, for assets lost. Adequate social and physi-
cal infrastructure will be provided.
o PAPs and lost community would be encouraged to participate in the implementation of
RAP.
o An entitlement policy shall be worked out as part of the RAP and will deliver a comprehen-
sive package of compensation and assistance to entitled persons, families groups suffering
losses as a result of the project.

9.27 SAFETY

The project design shall take care of safety measures for road users. Safety of pedestrians as well as
of the vehicles plying on the road shall be given highest importance and adequate measures shall be
incorporated in the design of the alignment. Beside the divided carriageway designed for the project,
service roads are also proposed. Signboards indicating construction sites on the road and flags shall
be erected. All the signboards giving caution and barricades for diverting the traffic shall be as per
MOSRT&H / IRC specifications.

9.28 ENVIRONMENTAL MITIGATION MEASURES

The following mitigation measures shall be considered at the detailed design stage:

• Up gradation of existing approach roads to the highway

• Adequate drainage facilities along the road
• Provision of service roads
• Appropriate noise barriers at sensitive locations
• Development of strip plantation on both sides and median shrubs
• Regular monitoring of ambient air quality, noise level and water quality during construction

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Agra to Lucknow Access Controlled Expressway Environmental Screening and Preliminary Assessment

• Grade separation at interchanges

9.29 ENHANCEMENT OPPORTUNITIES

Enhancements specifically refer to these positive actions to be taken up during the implementation
of the project for the benefit of the road users and the communities living close to project road
alignment. The following enhancement opportunities shall be explored as part of the detailed project
report:

• Day-tourism potential along roadsides

• Water storage capacity for settlements
• Bus bay and Truck lay bye
• Wayside amenities
• Road signs, illuminations and pavement markings
• Introduction of ambulance services to transport serious accident cases

The enhancements have been carried out with the following objectives:
• To enhance the appeal and environmental quality of the project road to the users;
• To enhance visual quality along the highway; and
• To generate goodwill amongst the local community towards the project, by the enhance-
ment of common property resources

9.30 LANDSCAPING AND ARBORICULTURE

A proper landscape shall be provided along the highway alignment to fit in with the surroundings for
pleasing appearance reduce headlight glare and adverse environmental effects such as air pollution,
noise pollution and visual intrusion. The proposal for future landscaping shall include the following:

• Treatment of embankment slopes as per IRC: 56 – 1974, depending upon soil type involved
• Turfing of slopes of high embankment for controlling rain and wind erosion
• Planting of low height shrubs on medians for reducing glare effect and visual intrusion
• Planting of trees along ROW as part of compensatory afforestation
• Grading of ground between the embankment toe and ROW and provision of surface drain
along the ROW. This will help in physical delineation of the ROW and avoid encroachment
at later date
• Unlined drain shall be provided taking in to account the ground water recharging arrange-
ment at required locations
• Water harvesting structures shall be provided

9.31 ENVIRONMENTAL BUDGET

The environmental budget for the various environmental management measures proposed in the
EMP is shall be provided in details in the later stages. The rates for the budget shall be worked out on
the basis of market rates and the Schedule of rates.

9.32 RECOMMENDATIONS & CONCLUSION

The screening report is a step towards preparation of environmental impact assessment report. The
screening process as described in previous sections has primarily tried to focus on the potential im-
pacts due to the proposed project, identification of the hotspots and to propose mitigation measures
at different phases of the project. Based on the findings during the screening study some measures
have to be considered from the inception of the project, which will reduce the detrimental effects of

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Assistance to UPEIDA on Technical Studies for Feasibility Report
Agra to Lucknow Access Controlled Expressway Environmental Screening and Preliminary Assessment

project appreciably. These are:

• The project is a Category ‘B’ project and hence Prior Environmental Clearance is required
from SEIAA as per EIA notification of Sept 2006 and its subsequent amendments
• The project road doesn’t falls within 10 Km of any Wild life sanctuary & hence shall not re-
quire any clearance / permissions from the Wild Life Authorities
• A number of trees need to be felled for the project
• There shall be some displacement of the local populace as land has to be acquired
• Some structures including houses and shops shall be affected due to the project
• Environmental considerations shall be included in the project activities from the design
stage
• The proposed alignment has been designed considering the design criteria laid in IRC 38,
1988 & IRC SP 23, 1983
• The alignment tries to avoid schools, temples and other public utilities as far as possible.
Provision of access roads, service roads and noise barrier in the form of compound walls
and plantation to be carried out
• Arrangement for alternative public utilities would be done before impacting them during
construction or operation and this shall be part of project planning
• Attempt shall be made to keep removal of trees to minimum. Re-plantation programme
shall be designed before hand and compensatory afforestation would be simultaneously
carried out
• Construction workers’ camp utilities would be provided to avoid impact on local environ-
ment
• With the above approach to design, construction and operation the project will be envi-
ronmentally feasible.

24