Agra Lko Expressway Feasibility Report

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

Feasibility Report

Assistance to UPEIDA on Technical Studies for 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: Table 1.2: Table 1.3: Table 1.4: Table 1.5: Table 1.6: Table 1.7:

Summary of AADT (2012-2013) .................................................................................. 4 Traffic Estimated for Future Years ............................................................................ 5 Summary of MSA adopted ......................................................................................... 6 Flexible Pavement Composition for New Construction ......................................... 7 Flexible Pavement for Service Roads ....................................................................... 7 Pavement Composition for Rigid Pavement ............................................................ 7 Project Cost.................................................................................................................. 8

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Feasibility Report Project Description

Chapter – 1 Executive Summary 1.1

PROJECT BACKGROUND Good transportation systems are lifeline to the area they serve. Roads bring about allround 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 undertaken 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 development 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 approximately 1.5 km with Trumpet Interchange on the Agra Ring Road. The crosssectional elements of this link would be exactly same as that of the proposed Expressway. 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 Expressway. 2



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 Forest/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 traverses 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 alignment crosses River Ganga near Makanpur and traverses parallel to SH-40 and north of 3

Feasibility Report


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 existing ROW of 18-36m (60-110 feet) is available. The proposed expressway has been designed 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 7 8

Section 6 (km 165.000 to km 196.000) Section 7 (km 196.000 to km 263.000) Section 8 (km 263.000 to km 266.860)

11027 9095

26570 22724

10949

25381 4

Feasibility Report


1.4.1

Project Description

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 design 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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Feasibility Report


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 Homogeneous Section

Design Life 10 Yrs MSA Obtained

MSA Adopted 6

Feasibility Report


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

BC

DBM

WMM

GSB

Total 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

1.6.4

GSB (mm)

DLC (mm)

PQC (mm)

150 Toll Plaza

150

300

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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Feasibility Report


1.7

Project Description

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 implementation of a project depends on the project cost. Therefore, cost estimates have been carried out with due care. Estimation of preliminary cost, a primary pre-requisite for economic 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 including 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 finalise Length and shape of Guide Bunds and other river training works. Table 1.7: Project Cost SUMMARY OF COST

Sr. No. 1 2 3 4 5 6 7 8

Particulars Bill No. 1: Site clearance and Dismantling Bill No. 2 : Earth Work Bill No. 3 : Grannular Sub Base Courses and Base Courses ( NonBituminous ) Bill No. 4 : Bituminous Courses Bill No. 5 : Culverts Bill No. 6A : Minor Bridges Bil No. 6B : Major Bridges Bill No. 6C :Repair & Rehabilitation (Bridges and Culverts)

Amount 163,571,209 19,224,101,904 17,549,609,091 17,762,721,962 573,809,371 2,663,005,361 4,517,061,706 8,397,328 8

Feasibility Report


Project Description

9 10 11

Bill No. 6D : FO, ROB Bill No. 6E : VUP/PUP Bill No. 6F : Re Wall

12

Link Road (Structure Cost)

13

15 16

Bill No. 7 : Drainage & Protective Works Bill No. 8 : Traffic signs, Road markings and other road appurtunences Bill No. 9: Toll Plaza Bill No. 10: Wayside Amenities

17

Bill No. 11 : Enviormental Plan

18

Bill No. 12 : Miscellaneous Works

14

1.10

2,366,828,713 3,046,016,675 1,655,437,043 227,047,862.87 1,865,457,752 4,082,621,308 196,836,624 400,448,264 175,035,584.34 757,403,050 Total Civil Cost

77,235,410,809

TPC (25% of Civil Cost)

96,544,263,511

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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Feasibility Report


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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Feasibility Report


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 additional 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: Chapter 2: Chapter 3: Chapter 4: Chapter 5: Chapter 6: Chapter 7: Chapter 8: Chapter 9:

2.3

Executive Summary Project Description Methodology and Design Standards Project Proposals Traffic Surveys and Analysis Cost Estimates Financial Analysis Social Screening & Preliminary Assessment Environmental Screening & Preliminary Assessment

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 crosssectional 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. 2



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 3



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. 4



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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Feasibility Report


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: Table 3.2:

Summary of Land use along the Link Roads ........................................................... 6 Yardstick considered for the Pavement Condition Survey .................................... 7 1

Feasibility Report


Table 3.3: Table 3.4: Table 3.5: Table 3.6: Table 3.7: Table 3.8: Table 3.9: Table 3.10:


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

LIST OF FIGURES Figure 3.1:

Method for attaining super-elevation............................................................................. 21

2

Feasibility Report



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: 3


Feasibility Report 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: 3.4

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

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: • • • • • •

3.5

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

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 4



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) 5

Feasibility Report



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 Land Use Type

Length (Km)

RHS 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

Agricultural Agricultural 11.6 42.34 11.6 Built Up Built Up 15.8 57.66 15.8 Shoulder - The width of earthen shoulder is varying from 1 m to 2 m.

66.7

Kannauj Link Road 90.8

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) 6

Feasibility Report


• • •


− 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 Sl. No.

Condition

1

Excellent Good

2 3 4 5

Cracking (%)

Patching (%)

Ravelling

(%) Nil

≤5

Nil

≤0.05

> 5 ≤ 10

≤ 0.5

≤1.0 >1.0

> 5 ≤10

> 0.5 ≤ 2.0

≤ 2.0 > 2.0

> 10 ≤ 20 >20 -

Pot holes

(%)

Fair

>0.05

Poor

≤0.10 >0.10

>20 ≤ 30

>2 ≤ 6.0

≤ 5.0 >5.0

Very poor

≤0.50 >0.50

>30

>6.0

≤10.0 >10.0

> 10 ≤ 20

Rut (mm) ≤5

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. No

Condition

1 2 3 4 5

Excellent Good Fair Poor Very poor

Pot holes Km (%) 11.60 64.44 0.00 0.00 0.00 0.00 0.00 0.00 6.40 35.56

Cracking Km (%) 13.00 72.22 1.80 10.00 2.20 12.22 0.80 4.44 0.20 1.11

Patching Km (%) 17.60 97.78 0.00 0.00 0.00 0.00 0.00 0.00 0.40 2.22

Raveling Km (%) 12.40 68.89 0.00 0.00 2.80 15.56 0.80 4.44 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

7



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 IRCSP: 35 “Guidelines for Inspection and Maintenance of Bridges”. Culverts a) b) c) d) e) f)

Location and Type Span / Diameter, and no. of Spans / Pipes Total Width and Skew Angle Type / Material of Wing Walls, Substructures and Super Structures Hydraulic Condition at Inlet and Outlet Improvement Measures Required

a) b) c) d) e) f) g)

Location, Name of Water Course Span Arrangements and Material of Construction of Structural Components Width of Carriageway and Overall Width Flow Direction and Skew Angle Details of other Bridges on the Same Water Way Condition of the Various Components Improvements Measures Required

Bridges

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 8



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 9



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 10



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. 11



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

Equivalency factors 0.50 1.00 1.50 3.00 4.50 12

Feasibility Report


S. No. 1 2 3 4 5


Vehicle type Cycle Cycle rickshaw Hand cart Horse drawn vehicle Bullock cart

Equivalency factors 0.50 2.00 3.00 4.00 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 3.5 3.4

0.0 1.0 2.1 13

Feasibility Report



3.3 3.2 3.1 3.0

3.1 5.6 8.1 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:

Left Shoulder width(m) >=1.8 1.5 1.2

2 0.0 1.0 2.0

Reduction in FFS (Kmph; fLC) Number of Lanes in One Direction 3 4 0.0 0.0 0.6 0.3 1.3 0.6

>=5 0.0 0.2 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) 14

Feasibility Report



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 Rural Urban

V/C Ratio

PHF

<0.7744 0.7744<=v/c<=0.9025 >0.9025 <0.8100 0.8100<=v/c<=0.9025 >0.9025

0.88 Equation(4.04) 0.95 0.90 Equation(4.04) 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 15



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:

16

Feasibility Report



Table 3.5: Indicative Design Standards for Main Carriageway S. No. 1 2

Description

Details for Project road

Design Speed Lane width Urban Rural

120 Kmph 3.75 m 4.5m 12m

3

Raised Median

4

Median side paved strip (Shy distance)

0.75 m

5 6 7 8 9 10 11 12

3-Lane carriageway Paved Shoulder (Plain and Rolling Terrain) Earthen Shoulder C/W & PS Camber Earthen shoulder Width of Service Road Utility Corridor Maximum super-elevation

11.25m 3m 1.5m 2.50% 3.00% 7.5 m 2m 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

16

Minimum radius of horizontal curve without transition

4000 m

17

Minimum vertical Gradient

0.375 %

18

Min. vertical gradient for Drain

Unlined Lined

1% 0.375%

19

Absolute maximum vertical gradient

20

Maximum grade change not requiring vertical curve

0.50%

21

Minimum length of vertical curve

100 m

Minimum Height of Embankment

Top of Subgrade is minimum 1.0 m above the High Flood Level/Water Table/Pond Level.

22

3%

Vertical clearance. 23

24

25

Vertical clearance for PUP

3.5 m

Vertical clearance for VUP

5.5 m

Vertical clearance for Rail

6.625 m

K-Value for Sag-curve

50-73

K-Value for Hog-curve

102-202

Radius of Horizontal curve (m)

Min. transition length (m)

670

120

7.0

700

120

7.0

Super-elevation

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Feasibility Report


S. No.


Description

Details for Project road

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

80

70

50

Radius of curvature

m

250

185

95

Stopping distance

m

140

105

65

Maximum gradient

%

3

3

3

Minimum vertical curve length

m

70

60

50

Carriageway width

m

7.5

7.5

7.5

Shoulder width

m

2.5

1.5

1.5

Camber

%

2.5

2.5

2.5

Horizontal alignment

Kmph

Vertical Alignm ent

Unit

Cross Section

Design Elements Design speed

Ramp way Desired Values SemiDirect Direct Loop Connection Connection

sight

Guidelines of Expressway

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

Speed on Entry/Exit curve (Kmph) 60 60

Length including Taper (m) 410 155 18

Feasibility Report



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 Terrain Categories

Design Speed (kmph) 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 19

Feasibility Report



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) 120 100 80 60

Safe stopping sight distance (m) 250 180 120 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

Design Speed (Kmph) 120 100

Radius of horizontal curves (m) Minimum Desirable 670 1000 440 700

Super - Elevation The super elevation at curves is arrived at as per the following equation: v2 = (e + f) *gR Where, v g e f

= = = =

R

=

Vehicle speed in m/sec. Acceleration due to gravity in meters/sec2 Super elevation ratio in meter per meter Coefficient of side friction between vehicle tyre and pavement (taken as 0.15) 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:

20

Feasibility Report


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) 120 100 80 60

Min Length of transition curve (m) 100 85 70 50

Where: R V Ls C

-

Radius of curve in meters Vehicle speed in Km / hour Length of transition in meters 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. 21

Feasibility Report


•


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 Urban Areas

•

: 5.0 m minimum : 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 1.5m to 3.0m height 3.0m to 4.5m height 4.5m to 6.0m height

-

1: 2 (V: H) 1: 2.5 (V: H) 1: 3 (V: H) 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.

22



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 23



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 24



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 gaugedischarge 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. 25



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.

26



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: 27



Discharge through the bridge is calculated by, (1) Q = C0 (2g)0.5 L Dd {h + (1 + e) u2/2g}0.5 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, (2) Q = W (Dd + h) u Where: W = unobstructed width of stream in m Combining (1) & (2), (3) [Q / {C0 (2g)0.5 L Dd }]2 - (1 + e) u2/(2g) - Q / (W u) + Dd = 0 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, (4) Q = 1.706 Cw L {Du + u2/2g}(3/2) Cw = a coefficient, to account for losses in friction Du = upstream depth in m Discharge just upstream of the bridge is calculated by, (5) Q = W Du u 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 28



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 a)

Cross-sectional Elements

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. 29

Feasibility Report


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 Reinforced Concrete Plain Cement Concrete Structural steel Dry Density of Backfill Soil Saturated Density of Backfill Soil b)

: 2.5 t / m3 : 2.5 t / m3 : 2.2 t / m3 : 7.85 t / m3 : 2.0 t / m3 : 2.0 t / m3

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 30



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.

31


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

i)

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. 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. 32



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.

33



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. 34


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

35


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.

36

Feasibility Report


Project Proposals

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

1


Feasibility Report Project Proposals

Chapter – 4 Project Proposals 4.1

PROJECT ALTERNATIVES The project proposals for the project comprises of following: •

4.2

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 towards the median side along the project corridor.

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 project 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

S No. 1 2 3 4 5 6 7 8 9 10 11

Table 4.0: Rural areas along project corridor Chainage (Km) Village name 1+000 Ikarta 2000 Bighamal 3000 Nagla Sitarm 6000 Pipra 8000 Gurka 11000 Nagla netpura 12000 Nagura Ramkaran 15000 Kotra 16000 Sikrara 18000 Nagarchand 20000 Partappura 2

Feasibility Report


S No. 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56

Project Proposals

Chainage (Km) 21000 22000 24000 25000 26000 27000 29000 32000 33000 37000 38000 40000 45000 46000 49000 50000 54000 58000 60000 62000 63000 67000 70000 72000 74000 75000 77000 77500 79000 80200 82000 82600 83500 84100 84700 87000 88800 91000 92000 93500 96000 97000 100800 102800 104800

Village name Bharatpur Mohanpur Ujhaoli Nagla loya Himaupur Gatpura Babarpur Vikrampur Utangan Chhipani Garhi Sherpur Khareria Sikandarpur Nagla Mahajit Nagla rambaksh Karanpur Gurha Kanhol Dahia Jahanabad Nagla Dhanpal Garhia Nagla Mukuna Nagla Bishun Nagla garhi Gotpur Nagla Atram Aspura Manauna Chanpura Nagla Mir Nagla Ramjit Nagla Bhadauria Lahtoi Daimpur Gopalpur Simrau Nagla Alampur Kirthua Nagla Alai Nagla Dharam Nagla Bhure Harchandpur Larampur Keshopur Beni 3

Feasibility Report


S No. 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101

Project Proposals

Chainage (Km) 106800 111800 114800 115800 118800 122800 125800 130000 132000 134000 136000 139000 142500 145800 147500 150000 151500 154000 156300 159000 160800 164800 166000 168000 172200 175200 178800 180000 182500 184300 186000 189500 191000 193500 194400 195000 196400 197500 198600 201000 202500 205300 205700 206500 207500

Village name Balbhadrapur Chakgubriha Chaupula Sabi ka nagla Todarpur Mehran khuman ki Marhalyan Kudrel Rampura Umrain Harnagarpur Lajpur Sikandarpur Motipur Satempur Husepur Saurikh Majgawan Birbhan Bhikampur Saini Behta Ranwan Musafirpur Talgram Narmau Bhawanipur Sakrahni Goba Alinagar Pachaur Umrao Purwa Nath Purwa Hemnapur Bangar Alampur Himmatpur Karhera Patti Satsar Thatia Holepur Janeri Birampur Piprauli Bahsuia 4

Feasibility Report


S No. 102 103 104 105 106 107 108 109 110 111 112 113 114 115 116 117 118 119 120 121 122 123 124 125 126

3.

Project Proposals

Chainage (Km) 209800 210000 211800 214800 217800 220800 221800 224800 229800 231800 237800 240800 242800 246800 248800 257800 258800 260800 268800 270800 276800 284800 287800 288800 290300

Village name Raogaon Khanecha Makanpur Baranda Hasimpur Gahir purwa Hariganj Sirdharpur Deokheri Golhuapur Nasirapur Bhikhan Kurmin Purwa Jogikot Dandiya Sataura Sablikhera Zahidpur Dipwal Panchamkhera Kayllakhera Bhaukhera Tonda Matarlya Reori Gahelwara Dona

Service Road

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

5

Feasibility Report


Project Proposals

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)

Section km 0.000-km 24.000 km 24.000-km 70.000 km 70.000-km 87.000 km 87.000-km109.000 km 109.000-km 165.000 km 165.000-km 196.000 km 196.000-km 263.000 km 263.000-km 269.000

Design Life (Years) 10 10 10 10 10 10 10 10

Obtained MSA 27 30 26 23 30 30 26 23

Adopted MSA 30 30 30 30 30 30 30 30

Design CBR (%) 10 10 10 10 10 10 10 10

BC 40 40 40 40 40 40 40 40

DBM 95 95 95 95 95 95 95 95

WMM 250 250 250 250 250 250 250 250

GSB 200 200 200 200 200 200 200 200

Total Thickness 585 585 585 585 585 585 585 585

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 (%)

10

10

BC

DBM

WMM

GSB

Total Thickness

40

50

250

200

540

6

Feasibility Report


5.

Project Proposals

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

S. No

Proposed Chainage (Km)

Crossing

Total Length (m)

Span (m)

Skew

1

34+936

Yamuna River

600

12 x 50

0

2

85+600

Sengar Nadi

60

2 x 30

0

47 0

3 4

100+834 146+030

canal canal

75 60

1 x 60 + 1 x 15 3 x 20.0m

5

213+200

Isan Nadi

70

2 x 35

0

6

219+382

Ganga River

750

0

7

222+765

Sharada Canal

75

15x50 1 x 60 + 1 x 15

35

8

256+244

Sai River

70

2 x 35

45

9

261+510

Sai River

70

2 x 35

35

Super Structure type PSC Box Girder Pre-cast PSC Girder PSC Box Girder + RCC Girder RCC Girder Pre-cast PSC Girder PSC Box Girder Pre-cast PSC Girder Pre-cast PSC Girder Pre-cast PSC Girder

Total Width (m)

Foundation type

2 x 19.750

Well

2 x 19.750

Pile

2 x 19.750 2 x 19.750

Pile Pile

2 x 19.750

Pile

2 x 19.750

Well

2 x 19.750

Pile

2 x 19.750

Pile

2 x 19.750

Pile 7

Feasibility Report


Project Proposals

S. No


Crossing

Total Length (m)

Span (m)

Skew

10

265+785

Sai River

70

2 x 35

5

Super Structure type

Total Width (m)

Foundation type

Pre-cast PSC 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

1

Proposed Chainage (Km) 10+400

2

49+561

Canal

15

1 x 15

30

3 4

52+810 53+971

30 6

1 x 30 1 x 6.0m

0 0

5

58+148

Jhirna Nala Canal Madanpur Drain

10

1 x 10

-

6

63+978

Patsui Drain

20

1 X 20

-

7

67+180

Canal

8

8

69+067

Sirsa Nadi

60

S.No

Crossing

Total Length (m)

Span (m)

Skew

Ghati

10

1 x 10

0

1 x 8.0m

2 x 30

-

-

Super Structure

Total Width

Foundation

RCC Box Pre-cast RCC Girder Pre-cast PSC Girder RCC Box

2 x 19.750

Box

2 x 19.750

Open

2 x 19.750 2 x 19.750

Pile Box

RCC Box Pre-cast RCC Girder

2 x 19.750

Box

2 x 19.750

Open

RCC Box Pre-cast PSC Girder

2 x 19.750

Box

2 x 19.750

Pile 8

Feasibility Report


Project Proposals

9 10 11 12 13 14

Proposed Chainage (Km) 82+840 88+770 90+400 93+430 95+500 98+100

15

99+267

Canal

24

1 x 24

0

16

103+270

Canal

18

1 x 18

63

17

108+010

Ahneya Nadi

30

1 x 30

41

18

121+705

Puraha Nadi

35

1 x 35

0

19 20 21 22

128+020 129+080 132+480 135+480

Canal Canal Nallah Canal

20 10 10 10

1 x 20 1 x 10 1 x 10 1 x 10.0m

35 0 0

Nallah Nallah Nallah Arind Nadi

17 10 10 10

1 x 10.0m 1 x 10.0m 1 x 10.0m

0 0 0 0

Canal

20

1 x 20

0

S.No

Crossing

Total Length (m)

Span (m)

Skew

Canal Canal Canal Canal Canal Canal

8 8 17 17 10 17

1 x 8.0m 1 x 8.0m 1 x 10m + 1 x 7.0m 1 x 10m + 1 x 7.0m 1 x 10.0m 1 x 10m + 1 x 7.0m

-

136+350 23 24 25 26 27

138+950 139+360 140+360 143+590

1 x 10m + 1 x 7.0m

Super Structure

Total Width

Foundation

RCC Box RCC Box RCC Box RCC Box RCC Box RCC Box Pre-cast PSC Girder Pre-cast RCC Girder Pre-cast PSC Girder Pre-cast PSC Girder Pre-cast RCC Girder RCC Box RCC Box RCC Box Pre-cast RCC Girder RCC Box RCC Box RCC Box PSC Box Girder

2 x 19.750 2 x 19.750 2 x 19.750 2 x 19.750 2 x 19.750 2 x 19.750

Box Box Box Box Box Box

2 x 19.750

Pile

2 x 19.750

Open

2 x 19.750

Pile

2 x 19.750

Pile

2 x 19.750 2 x 19.750 2 x 19.750 2 x 19.750

Open Box Open Box

2 x 19.750 2 x 19.750 2 x 19.750 2 x 19.750

Pile Open Open Pile

2 x 19.750

Pile 9

Feasibility Report


S.No 28 29 30

Proposed Chainage (Km) 145+240 147+680 148+760

Project Proposals

Crossing

Total Length (m)

Span (m)

Skew

Stream Canal canal

20 10 10

1 x 20 1 x 10.0m 1 x 10.0m

0 0 0

Canal Canal Canal

12 10 10

1 x 12 1 x 10.0m 1 x 10.0m

0 0 0

Canal

20

1 x 20

0

150+120 31 32 33 34

152+380 154+820 157+380 159+280

Canal

35 36 37 38

39 40

30 163+480 187+600 191+810

Canal Canal Canal

194+680

Canal

195+560

Canal

196+160

Canal

41

20 10 40

1 x 10m + 1 x 12.0m 1 x 20 1 x 10.0m 2 x 20.0m

204+660 217+846

44 45

235+700 241+120

0 0 0

1 x 10m + 1 x 7.0m 17 10

1 x 10.0m

0 0

1 x 10m + 1 x 7.0m 17

42 43

0

Canal

0 1 x 10m + 1 x 7.0m

Canal

17 10

1 x 10

0 0

Kalyani Nadi Pachnaiya Nadi

30 10

1 x 30 1 x 10

0 45

Super Structure PSC Box Girder RCC Box RCC Box Pre-cast RCC Girder RCC Box RCC Box PSC Box Girder Pre-cast RCC Girder PSC Box Girder RCC Box RCC Box Pre-cast RCC Girder RCC Box Pre-cast RCC Girder Pre-cast RCC Girder RCC Box Pre-cast PSC Girder RCC Box

Total Width

Foundation

2 x 19.750 2 x 19.750 2 x 19.750

Box Pile Box

2 x 19.750 2 x 19.750 2 x 19.750

Open Box Box

2 x 19.750

Pile

2 x 19.750

Pile

2 x 19.750 2 x 19.750 2 x 19.750

Box Box Box

2 x 19.750 2 x 19.750

Pile Box

2 x 19.750

Pile

2 x 19.750 2 x 19.750

Pile Box

2 x 19.750 2 x 19.750

Pile Box 10

Feasibility Report


46 47 48

Proposed Chainage (Km) 251+800 270+765 277+525

49

287+110

S.No

Project Proposals

Crossing

Total Length (m)

Span (m)

Skew

canal Drain Drain

10 10 10

1 x 10 1 x 10 1 x 10

35 -

Nagwa Nala & NH-25A

60

2 x 30

-

Super Structure

Total Width

Foundation

RCC Box RCC Box RCC Box Pre-cast RCC Girder

2 x 19.750 2 x 19.750 2 x 19.750

Box Box Box

2 x 27.25

Pile

9. List of Proposed structure Lucknow Link road. Table 4.5: List of proposed structure

S.No


Structure type

Crossing

Total Length (m)

Span (m)

Skew

Span (straight)

Super Structure

Total Width

Foundation type

1

8+773

Minor bridge

Canal

10

1 x 10

0

-

RCC Box

2 x 19.750

Open

2

0+550

Minor bridge

Canal

30

1 X10

0

-

Pre-cast PSC Girder

2 X 19.750

Open

3

0+930

VUP

-

-

-

0

-

1 x 19.750

Open

4

4+264

VUP

-

-

-

0

-

1 x 19.750

Open

5

5+590

VUP

-

-

-

0

-

1 x 19.750

Open

6

2+330

PUP

-

1X7.0

-

2 X 19.750

Open

Pre-cast PSC Girder Pre-cast PSC Girder Pre-cast PSC Girder Box

11

Feasibility Report


Project Proposals

S.No


Structure type

Crossing

Total Length (m)

Span (m)

Skew

7

-

Culvert

-

-

1x2x2

0

Span (straight)

Super Structure

Total Width

Foundation type

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)

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17

4+160 7+775 11+542 15+771 24+800 30+389 36+742 40+682 44+273 50+462 55+013 58+801 62+059 82+300 87+400 92+460 96+570

VUP VUP VUP VUP VUP VUP VUP VUP VUP VUP VUP VUP VUP VUP VUP VUP VUP

1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m

Width 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 12

Feasibility Report


Project Proposals

S. No.

Chainage (Km)

Type of Structure

Span (m)

18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47

99+280 109+245 118+290 121+000 125+180 127+060 134+280 142+330 144+380 151+230 155+010 164+700 169+600 173+580 180+080 185+990 195+700 201+500 211+646 212+359 222+715 227+705 231+846 236+715 239+816 244+794 249+640 253+697 256+736 260+760

VUP VUP VUP VUP VUP VUP VUP VUP VUP VUP VUP VUP VUP VUP VUP VUP VUP VUP VUP VUP VUP VUP VUP VUP VUP VUP VUP VUP VUP VUP

1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m

Width 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 2x19.75 13

Feasibility Report


Project Proposals

S. No.

Chainage (Km)

Type of Structure

Span (m)

48 49 50 51 52

265+515 269+635 273+820 279+105 282+280

VUP VUP VUP VUP VUP

1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m 1 x 12.0m

Width 2x19.75 2x19.75 2x19.75 2x19.75 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

S. No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17

Table 4.7: Proposed Pedestrian Underpass within ROW the project corridor Chainage (Km) Type of Structure 1+925 2+952 5+240 6+520 8+789 9+490 12+685 13+200 14+706 16+882 17+508 18+400 20+570 21+500 27+985 37+700 38+921

PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP

Span (m) 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 14

Feasibility Report


Project Proposals

S. No.

Chainage (Km)

Type of Structure

Span (m)

18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51

42+725 45+710 47+033 48+275 48+990 50+163 51+296 53+820 56+383 57+188 60+215 64+172 65+525 67+200 67+982 68+884 70+900 71+785 76+680 77+230 77+620 78+950 80+180 81+070 84+300 84+950 85+950 91+550 94+620 97+820 102+310 106+053 106+660 107+700

PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP

1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 15

Feasibility Report


Project Proposals

S. No.

Chainage (Km)

Type of Structure

Span (m)

52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85

110+330 112+295 115+952 117+580 119+547 120+289 122+920 123+570 125+752 128+030 128+880 129+830 131+650 133+080 137+070 140+880 143+380 146+360 147+180 148+060 149+980 154+320 157+190 161+030 161+930 162+500 165+740 167+880 171+100 172+220 174+880 177+260 182+220 183+180



Feasibility Report


Project Proposals

S. No.

Chainage (Km)

Type of Structure

Span (m)

86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101 102 103 104 105 106 107 108 109 110 111 112 113 114 115 116 117 118 119

188+380 189+780 192+460 193+160 196+840 198+550 200+380 202+490 203+420 205+290 207+160 208+420 209+762 213+594 214+407 215+445 218+275 221+365 225+065 225+895 228+615 229+345 230+897 233+410 234+430 235+940 238+577 241+000 242+426 243+515 246+281 248+180 252+307 254+725



Feasibility Report


Project Proposals

S. No.

Chainage (Km)

Type of Structure

Span (m)

120 121 122 123 124 125 126 127 128 129 130 131 132 133 134 135 136 137

257+325 257+898 258+860 259+790 262+091 263+242 266+855 268+810 270+530 271+596 272+910 275+070 276+614 277+792 280+125 281+280 285+965 287+257

PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP PUP

1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 1 x 7.0m 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. 1 2 3 4

Chainage (Km) 67+600 88+400 216+602 235+683

Type of Structure ROB cum Major bridge ROB ROB ROB

Span (m) 4x31.0+1x36.0 1X36.6 1X30.0 1X36.6

13.

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

18

Feasibility Report


Project Proposals

Table 4.9: Proposed Flyovers and Overpass S.No. 1 2 3 4 5 6 7 8 9 10

Chainage (Km) 73+400 89+020 104+745 113+700 190+645 216+726 235+542 241+336 283+010 284+342

Type of Structure Flyover Flyover Flyover Flyover Flyover Flyover Flyover Flyover Over Pass Flyover

Span (m) 2 x30.0 2 x30.0 1 x 30.0 1 x 30.0 2 x 30.0 1 x 20.0 1 x 20.0 1 x 30.0 1 x30.0 2 x30.0

Type Half CloverLeaf Full CloverLeaf Trumpet Dimond Interchange Full CloverLeaf Half CloverLeaf Trumpet

Superstructure type Pre-cast PSC girder Pre-cast PSC girder Pre-cast PSC girder Pre-cast PSC girder Pre-cast RCC girder Pre-cast RCC girder Pre-cast PSC girder Pre-cast PSC BOX girder Pre-cast PSC girder

Foundation Pile Pile Pile Pile Pile Pile Pile Pile Pile Pile

Crossing NH-91 NH-2 SH-83 SH-29 NH-92 SH-21 SH-21 SH SH NH-25A

19

Feasibility Report


Traffic Survey and Analysis

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

Table 5.1: Table 5.2: Table 5.3: Table 5.4: Table 5.5: Table 5.6: Table 5.7: Table 5.8: Table 5.9: Table 5.10: Table 5.11: Table 5.12: Table 5.13: Table 5.14: Table 5.15: Table 5.16: Table 5.17: Table 5.18: Table 5.19: Table 5.20: Table 5.21: Table 5.22: Table 5.23: Table 5.24: Table 5.25: Table 5.26: Table 5.27: Table 5.28:

LIST OF TABLES Traffic Survey Schedule ........................................................................................................ 1 PCU Factors adopted for the study (IRC 64-1990) .................................................................. 4 Average Daily Traffic at Various Traffic Locations .................................................................. 5 Peak hour on Various Count Stations .................................................................................. 12 Total Traffic Composition at Various Count Stations............................................................ 16 Tollable Traffic Composition at Various Count Stations ....................................................... 17 Seasonal Correction Factors ............................................................................................... 22 Section wise AADT ............................................................................................................. 22 Percentage of Sample size at Each Location ........................................................................ 24 Adopted Zoning System for Project Road ............................................................................ 24 Distribution of Trips in Project Influence Area ..................................................................... 27 Lead Distribution of Passengers and Freight Vehicles at NH-2 Near Dabrai........................... 27 Lead Distribution of Passengers and Freight Vehicles at NH-2 Near Nagal Dalap .................. 28 Lead Dist. of Passenger and Freight Vehicles at NH-91 Near Araul ....................................... 28 Lead Distribution of Passengers and Freight Vehicles at NH-24 Near Nidhasan..................... 28 Lead Distribution of Passengers and Freight Vehicles at SH-62 Near Fatehabad ................... 28 Lead Distribution of Passengers and Freight Vehicles at SH-25 Near Amrapali ...................... 29 Lead Dist. of Passengers and Freight Vehicles at SH-40 Near Maharajganj............................ 29 Potential Divertible Traffic ................................................................................................. 30 Growth of Vehicle Registration in Uttar Pradesh ................................................................. 32 Growth of Vehicle Registration in Delhi .............................................................................. 32 Growth of Vehicle Registration of Trucks (All India)............................................................. 33 Growth in Economic Indices of Uttar Pradesh State (at 2004-05 Prices) ............................... 33 Growth in Economic Indices of Delhi at 2004-05 Prices ........................................................ 34 Growth in Economic Indices of All India at 2004-05 Prices ................................................... 34 Elasticity Values Derived based on Regression Analysis for Uttar Pradesh ............................ 35 Elasticity Values Derived based on Regression Analysis for Delhi ......................................... 35 Adopted Elasticity Values of Uttar Pradesh State ................................................................ 36 i

Feasibility Report


Table 5.29: Table 5.30: Table 5.31: Table 5.32: Table 5.33: Table 5.34: Table 5.35: Table 5.36: Table 5.37: Table 5.38: Table 5.39: Table 5.40: Table 5.41: Table 5.42: Table 5.43: Table 5.44: Table 5.45: Table 5.46: Table 5.47: Table 5.48: Table 5.49: Table 5.50: Table 5.51: Table 5.52: Table 5.53: Table 5.54: Table 5.55: Table 5.56: Table 5.57: Table 5.58: Table 5.59: Table 5.60: Table 5.61: Table 5.62: Table 5.63: Table 5.64: Table 5.65: Table 5.66: Table 5.67: Table 5.68: Table 5.69:


Adopted Elasticity Values of Delhi State.............................................................................. 36 Adopted Elasticity Values of Rest of India ........................................................................... 37 Future Growth of Economic Indicators for Uttar Pradesh .................................................... 37 Future Growth of Economic Indicators for Delhi .................................................................. 37 Future Growth of Economic Indicators for Rest Of India ...................................................... 37 Final Traffic Growth Rates (%) ............................................................................................ 37 Final DevelopmentTraffic ................................................................................................... 39 Details of Alternate Road via NH-2, NH-91 & SH-40 and Project Road (Expressway) ............ 41 Percentage of Traffic Diversion from Alternate Road to Proposed Project Road ................... 41 Details of Alternative Route via NH-2 + NH-25 .................................................................... 42 Percentage of Traffic Diversion from Alternate Road to Proposed Project Road ................... 42 Details of Existing Routes and Project Road ........................................................................ 46 Percentage of Traffic Diversion from Existing Routes to Project Road (Expressway) ............. 46 Details of Existing Routes and Project Road ........................................................................ 48 Percentage of Traffic Diversion from Existing Routes to Project Road (Expressway) ............. 48 Details of Existing Routes and Project Road ........................................................................ 50 Percentage of Traffic Diversion from Existing Routes to Project Road (Expressway) ............. 50 Details of Existing Routes and Project Road ........................................................................ 52 Percentage of Traffic Diversion from Existing Routes to Project Road (Expressway) ............. 52 Details of Existing Routes and Project Road ........................................................................ 52 Percentage of Traffic Diversion from Existing Routes to Project Road (Expressway) ............. 53 Diversion Curve Equation ................................................................................................... 53 Final Diverted Traffic at Exit of Each Toll Plaza / Toll Booth ................................................. 55 Section-wise Traffic ............................................................................................................ 56 Projected Traffic AADT (Vehicles) ....................................................................................... 57 Projected Traffic AADT (PCU) .............................................................................................. 59 Traffic Projections (Section wise in PCUs)............................................................................ 61 Proposed Toll Plaza Locations ............................................................................................. 63 Fee Levied.......................................................................................................................... 63 Toll Rates Adopted for Base Year ........................................................................................ 64 Toll Rates Adopted for Base Year 2013-14 ........................................................................... 65 Tollable Components of Each Mode of Vehicle at Toll plaza 1 (Km 0.00) .............................. 67 Tollable Components of Each Mode of Vehicle at Toll Booth-1 (Km 24.000) ......................... 69 Tollable Components of Each Mode of Vehicle at Toll Booth-2 (Km 72.000) ......................... 70 Tollable Components of Each Mode of Vehicle at Toll Booth-3 (Km 87.000) ......................... 71 Tollable Components of Each Mode of Vehicle at Toll Booth-4 (Km 109.000) ...................... 72 Tollable Components of Each Mode of Vehicle at Toll Booth-5 (Km 164.000) ...................... 73 Tollable Components of Each Mode of Vehicle at Toll Booth-6 (Km 196.000) ....................... 74 Tollable Components of Each Mode of Vehicle at Toll Booth-7 (Km 263.000) ....................... 76 Tollable Components of Each Mode of Vehicle at Main Toll plaza 2 (Km 269.860) ................ 77 Toll Revenue Estimation (Rs. in Crores) ............................................................................... 79 LIST OF FIGURES

Figure 5.1: Figure 5.2: Figure 5.3: Figure 5.4: Figure 5.5: Figure 5.6: Figure 5.7: Figure 5.8:

Traffic Survey Location Map ................................................................................................. 2 Daily Variation of Traffic at Various Count Station............................................................... 11 Hourly Variation of Traffic at Various Count Stations........................................................... 16 Tollable Traffic Composition at Various Count Stations ....................................................... 21 Alternative Routes for Link 1- 9 .......................................................................................... 41 Alternative Routes for Link 1 - 7.......................................................................................... 43 Alternative Routes for Link 1 - 6.......................................................................................... 43 Alternative Routes for Link 1- 5 .......................................................................................... 44 ii


Figure 5.9: Figure 5.10: Figure 5.11: Figure 5.12: Figure 5.13: Figure 5.14: Figure 5.15: Figure 5.16: Figure 5.17: Figure 5.18: Figure 5.19: Figure 5.20:

Feasibility Report Traffic Survey and Analysis

Alternative Routes for Link 1 - 4.......................................................................................... 44 Alternative Routes for Link 1 - 3.......................................................................................... 45 Alternative Routes for Link 1 - 2.......................................................................................... 45 Alternative Routes for Link 3 - 7.......................................................................................... 47 Alternative Routes for Link 3 - 9.......................................................................................... 47 Alternative Routes for Link 4 - 7.......................................................................................... 49 Alternative Routes for Link 4 - 9.......................................................................................... 49 Alternative Routes for Link 5 – 6 ......................................................................................... 50 Alternative Routes between Link 5 - 7 ................................................................................ 51 Alternative Routes between Link 5 and 9 ............................................................................ 51 Alternative Routes for Link 7 - 9.......................................................................................... 52 Diversion Curves ................................................................................................................ 53

iii

Feasibility Report



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 proposed 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 Classified Traffic Volume Count 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 MDR Firozabad – Fatehabad Road near Yamuna SH-21 near Tirwaganj SH-25 near Amarpali Cottages(3 km from Malihabad) SH-40 near Maharajganj Bridge

Start Date

End Date

Duration (days)

22/02/2013 23/02/2013 04/03/2013 06/03/2013 28/02/2013 01/03/2013 05/03/2013 08/03/2013 10/03/2013

28/02/2013 01/03/2013 10/03/2013 12/03/2013 02/03/2013 03/03/2013 07/03/2013 10/03/2013 12/03/2013

7 7 7 7 3 3 3 3 3

Origin–Destination 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)

1 1 1 1 1 1 1

1

Feasibility Report



Figure 5.1:

Traffic Survey Location Map

2


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 2 3 4

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

The identified classified traffic volume count locations for 3 days count are given below: 1 2 3 4 5

SH-62 near Fatehabad MDR Firozabad – Fatehabad Road near Yamuna SH-21 near Tirwaganj SH-25 near Amarpali Cottages(3 km from Malihabad) 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 15minute intervals for each vehicle group for each direction of travel separately. Trained enumerators 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 selected 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 2

NH-2 near Dabrai between Firozabad & Shikohabad NH-2 near Nagal Dalap between Etawah & Auryia

3

Feasibility Report


3 4 5 6 7 5.4.


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)

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 Vehicle Group Car, Jeep, Van (Passenger Vehicles) Auto Rickshaw < 3

PCUFactor

Bicycle

0.5

1

Cycle Rickshaw

2

Animal / Hand Drawn

4.0*

Other (HCM/EME)

4.5

1

2 Wheeler

0.5

Taxi

1

Mini Bus

Standard Bus Light ComLCV (4 Wheeled) mercial Vehicle (LCV) LCV (6 Wheeled) 2 – Axle Truck 3 – Axle Truck Multi Axle Truck (4-6 Axle) Multi Axle Truck (>6 Axle) Agriculture Tractor Agriculture Tractor & Trailer (Single Axle) Agriculture Tractor & Trailer (> Single Axle)

PCU Factor

1

Auto Rickshaw > 3, <12

Government School Private Government School Private

Slow Vehicles Vehicle Group

1.5

3 1.5 3 3 4.5 4.5 1.5 4.5 4.5

4

Feasibility Report



*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.

Firozabad – Fatehabad Road_MDR

Near Tirwaganj _SH21

Near Amarpali Co tages_SH-25

Near Maharajganj Bridge_SH-40

7241

1472

343

823

3563

991

130

139

15

212

139

9

5

308

10

281

363

312

581

242

6

6

183

12

357

284

25

147

57

39

14

91

16

920 1586 1559 3031 1592 30

488 755 2423 3651 2067 33

42 771 732 1063 282 7

367 1710 892 1407 734 15

430 187 137 122 67 46

147 69 334 85 6 6

144 48 97 182 42 7

761 239 697 474 163 14

130 613 344 505 27 2

14900

16135

4537

13306

2899

1044

1368

6493

2650

32306

37569

10216

23104

4720

2118

2226

10636

4879

4724 829 410

5458 461 380

Non – Tollable Traffic ADT 1589 9566 3784 427 2445 102 373 136 341

2467 109 45

2605 189 25

5295 159 98

3734 627 99

114

59

48

201

33

112

175

22

25

561

1642

957

2789

728

823

1772

848

1172

12

12

8

91

8

3

10

29

14

23

14

15

38

28

0

9

3

5

Near Fatehabad SH-62

1288

Near Nidhasan _NH 24

5932

Near Nangal Dalap_NH2

5414

Near Dabrai_NH2

Vehicle Type

Average Daily Traffic at Various Traffic Locations Near Araul_NH-91

Table 5.3:

Tollable Traffic ADT Car / Jeep / Taxi Mini Bus Standard Bus (Govt.) Standard Bus (Pvt.) LCV (Pass) LCV (Goods) 2-Axle 3-Axle 4 to 6 axle Others Total Tollable (Nos.) Total Tollable (PCUs) Vehicle Type Two Wheeler 3 Wheeler Tractor Tractor with Trailer Cycle Cycle Rickshaw Animal cart

5

Feasibility Report



Near Araul_NH-91

Near Nidhasan _NH 24

Near Fatehabad SH-62


Near Tirwaganj _SH21

Near Amarpali Co tages_SH-25


Hand Cart Others Slow Moving Vehicle Toll Exempted Vehicles Total NonTollable (Nos.) Total NonTollable (PCUs) Grand Total (Nos.) Grand Total (PCUs)

Near Dabrai_NH2

Vehicle Type


0

5

2

7

0

0

0

39

1

0

0

6

2

2

0

0

2

23

0

0

0

36

0

0

0

0

0

6673

8031

3425

15311

5026

3559

4785

6495

5700

4762

4970

2594

10216

3204

2332

3277

3672

3425

21573

24166

7962

28617

7925

4603

6153

12988

8350

37068

42538

12810

33320

7924

4449

5502

14307

8304

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.

6



7



8



9



10



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 variation of traffic at various count stations is shown in Figure 5.3.

11

Feasibility Report


Table 5.4:

Location


Peak hour on Various Count Stations Peak Hour Volume (PCUs)

Peak Hour percentage

Time

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%.

12



13



14



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Feasibility Report


Figure 5.3: 5.4.5


Hourly Variation of Traffic at Various Count Stations

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

Location

Slow Moving Tractors Vehicle

Car

2W

3W

Buses

LCV

Truck

Near Dabrai_NH2

24%

22%

4%

4%

12%

29%

3%

2%


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%


7%

55%

2%

1%

5%

9%

18%

3%

Near Tirwaganj_SH-21

13%

43%

3%

0%

3%

5%

30%

3%

26%

42%

1%

5%

8%

10%

7%

1%

11%

46%

8%

0%

9%

10%

15%

1%

Near Amarpali Cottages_SH-25 Near Maharajganj Bridge_SH-40

16

Feasibility Report


Table 5.6:


Tollable Traffic Composition at Various Count Stations Passenger Vehicles

Location

Goods Vehicles Others

Car

LCV Pass.

Mini Bus

Buses

LCV

Near Dabrai_NH2

35%

6%

1%

4%

11%

11%

21%

11%

0%


35%

3%

1%

4%

5%

16%

23%

13%

0%

Near Araul_NH-91

28%

1%

0%

8%

17%

16%

24%

6%

0%

53%

3%

2%

6%

13%

7%

11%

5%

0%

50%

15%

5%

11%

6%

5%

4%

2%

2%

32%

14%

1%

5%

6%

32%

8%

1%

1%

59%

11%

0%

2%

4%

7%

13%

3%

1%

54%

12%

5%

5%

4%

11%

7%

2%

0%

37%

5%

1%

1%

23%

13%

19%

1%

0%

Near Nidhasan_NH24 Near Fatehabad_SH62 Firozabad – Fatehabad Road_MDR Near Tirwaganj_SH21 Near Amarpali Cottages_SH-25 Near Maharajganj Bridge_SH-40

2 Axle 3 Axle 4-6 Axle

17



18



19



20


Figure 5.4:


Tollable Traffic Composition at Various Count Stations

21

Feasibility Report


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.


Near Araul_NH-91

Near Nidhasan_NH-24

Near Fatehabad_SH62


Near Tirwaganj_SH-21

Near Amarpali Cottages_SH-25


Petrol Driven Diesel Driven Bus

Seasonal Correction Factors

Near Dabrai

Mode

Table 5.7:

0.95

0.95

0.95

0.95

0.95

0.95

0.95

0.95

0.95

0.99

0.99

0.99

0.99

0.99

0.99

0.99

0.99

0.99

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 Annual Daily Traffic (AADT) for various homogeneous sections of the project road. Section wise AADT thus obtained is shown in Table 5.8.

Near Nidhasan_NH24 Near Fatehabad_SH62 Firozabad – Fatehabad Road_MDR Near Tirwaganj_SH21 Near Amarpali Cottages_SH25 Near Maharajganj Bridge_SH-40

Near Araul_NH-91

Tollable Traffic AADT Car / Jeep / Taxi Mini Bus Standard Bus (Govt.) Standard Bus (Pvt.) LCV (Pass) LCV (Goods) 2-Axle 3-Axle 4 to 6 axle Others Total Tollable (Nos.)


Vehicle Type

Section wise AADT

Near Dabrai_NH2

Table 5.8:

5143 130

5813 139

1172 15

6589 212

1340 139

312 9

749 5

3242 308

444 6

281

363

312

581

242

6

6

183

7

357

284

25

147

57

39

14

91

7

911 1570 1543 3001 1576 30

522 808 2593 3907 2212 35

39 717 681 989 262 7

341 1590 830 1309 683 14

400 174 127 113 62 43

137 64 311 79 6 6

708 222 648 441 152 13

65 272 146 239 8 2

14542

16676

4219

12296

2697

969

134 45 90 169 39 7 125

6008

1196

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Cycle Rickshaw Animal cart Hand Cart Others Slow Moving Vehicle Toll Exempted Vehicles Total NonTollable (Nos.) Total NonTollable (PCUs) Grand Total (Nos.) Grand Total (PCUs) 5.5.

Near Nidhasan_NH24 Near Fatehabad_SH62 Firozabad – Fatehabad Road_MDR Near Tirwaganj_SH21 Near Amarpali Cottages_SH25 Near Maharajganj Bridge_SH-40

Near Araul_NH-91

3 Wheeler Tractor Tractor with Trailer Cycle


Total Tollable (PCUs) Non – Tollable Traffic Vehicle Type Two Wheeler

Near Dabrai_NH2

Vehicle Type


31788

39517

9550

21520

4435

1977

4724

5458

1172

6589

3784

2467

829 406

461 407

15 312

212 581

102 317

109 42

113

63

25

147

31

104

561

1642

39

341

728

823

12 23 0

12 14 5

717 681 989

1590 830 1309

8 28 0

3 0 0

0

0

262

683

2

0

0

7

14

6668

8062

4219

4751

5028

21210 36539

205

9911

2198

5295

1857

189 23

159 91

313 45

163

20

13

848

555

10 9 0

29 3 39

6 2 1

0

0

2

11

0

0

0

0

0

12296

5000

3548

477

6486

2803

9550

21520

3159

2291

322

3652

1683

24738

8438

24592

7697

4517

602

1249

3999

44545

19099

43040

7594

4268

527

1356

3881

AADT 260

177

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.

23

Feasibility Report



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 CotBridge_SH91 24 _SH-62 tages_SH-25 _NH2 Dalap_NH2 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: S No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18

Adopted Zoning System for Project Road Zone Name

Agra Fatehpur Sikri Khairagarh Sadabad Khandauli Shamsabad Fatehabad Bah Etmadpur Tundla Firozabad Shikohabad Sirsaganj Jasrana Bhadan Jaswant Nagar Etawah Chakarnagar

Remarks

Agra Distt.

Firozabad Distt

Etawah Distt.

24

Feasibility Report


S No.


Zone Name

19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37

Bharthana Bidhuna Bela Auraiya Ghiraur Mainpuri Bhongaon Karhal, Niwari Azizpur Kishni Kusmara Bewar Chhibramau Sikanderpur Gursahaiganj Kannauj Tirwaganj Bilhaur Farukhabad

38

Mohammadabad

39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64

Khudaganj Bangarmau fatehpur Chaurasi Ugu Safipur Asiwan Auras Unnao Bighapur Purwa Mohan Malihabad Kakori Dilwarnagar Banthra Nidhasan Alambhag Lucknow Bilhaur Pukhrayan Kanpur Ghatampur Sandila Atrauli Hardoi Bilgram

65

Shahabad

Remarks

Auraiya Distt.

Mainpuri Distt.

Kannauj Distt.

Farukhabad Distt.

Unnao Distt.

Lucknow Distt.

Kanpur Distt.

Hardoi Distt.

25

Feasibility Report



S No.

Zone Name

66 67 68 69 70 71 72 73 74 75 76

Sitapur Sidhauli Mahmudabad Saharanpur, Muzaffarnagar, Baghpat, Bijnor, Meerut Ghaziabad, Noida, Bulandshahr, Amroha Moradabad, Rampur, Bareilly, Pilibhit Aligarh, Mathura Budaun, Shahjahapur, Lakhimpur Kheri Hathras, Etah Kasganj, patiali, soran Siddharth Nagar, Balrampur, Shrawasti, Bahraich, Maharajganj Barabanki, Gonda, Basti, SantKabir Nagar, Kushinagar, Faizabad, Gorakhpur, Deoria Rae Bareli, Amethi, Sultanpur, Ambedkar Nagar, Azamgarh, Mau, Ballia, Pratapgarh, Jaunpur, Ghazipur Hamirpur, Mahoba, Banda, Fatehpur, Chitrakut Jalaun, Jhansi, Lalitpur Kaushambi, Allahabad, Bhadohi, Varanasi, Chandauli, Mirzapur, Sonbhadra Delhi Haryana, Punjab, Himanchal Pradesh, Chandigarh, Jammu & Kashmir Uttrakhand Bhind, Gwalior, Morena,Sheopur, Shivpuri, Datia, Guna, Ashoknagar, Vidisha, Bhopal Dewas, Rajgarh, Shajapur, Neemuch, Mandsaur, Ratlam, Ujjain, Indore, Jhabua, Dhar, Alirajpur, Barwani, Burhanpur, Khandwa, Khargone Tikamgarh, Chhatarpur, Panna, Sagar, Damoh, Satna, Raisen,, Hoshangabad, Betul, Harda Rewa, Sidhi, Singrauli, Shahdol, Katni, Jabalpur, Umaria, Dindori, Anuppur, Mandala, Balaghat Sri Ganganagar, Hanumangarh, Churu, Bikaner, Nagaur, Sikar, Jhunjhunun, Alwar Dausa, Bharatpur, Jaipur, Ajmer, Bhilwara, Chittaurgarh, Udaipur Dholpur, Karauli,Tonk, Sawaimadhopur, Bundi, Kota, Baran, Jhalawar, Pratapgarh, Banswara, Dungarpur Jaisalmer, Jodhpur, Barmer, Jalor, Sirohi, Pali, Rajsamand Bihar, Jharkhand, Chattisgarh, West Bengal, Orisa Meghalaya, Assam, Sikkim, Arunachal Pradesh, Nagaland, Manipur, Mijoram, Tripura Gujarat, Maharashtra, Karnataka, Andhra Pradesh, Tamil Nadu, Kerala

77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 6.5.2

Remarks Sitapur Distt.

Uttar Pradesh

Delhi Other State of India

Madhya Pradesh

Rajasthan

Other State of India

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. 26

Feasibility Report



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 NH-2 Near Dabrai

Location NH-2 Near Nangal dalap U.P. Delhi ROI

NH-91 Near Araul

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

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 Vehicle Type

27


Vehicle Type 4-6 Axle


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 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 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 Vehicle Type

Table 5.14:

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


Table 5.15:

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


Table 5.16:

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

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 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 Vehicle Type

28


Vehicle Type 3 Axle 4-6 Axle


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 41.46 41.46 12.20 4.88 0.00 0.00 38.46 38.46 13.85 4.62 0.00 4.62 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


Table 5.18:

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


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.

29

Feasibility Report


•


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 Type Car Bus LCV 2 Axle 3 Axle MAV Total vehicles Total PCUs •

• • • •

TP -1

TB-1

TB-2

TB-3

TB-4

TB-5

TB-6

TB-7

TP-2

2961 391 606 1173 1672 955

526 147 86 52 48 43

958 49 270 206 264 126

249 23 124 124 164 64

618 15 110 175 197 90

233 21 52 102 147 47

1419 64 311 300 534 220

957 6 294 137 121 5

2299 106 906 964 1812 798

7759

902

1872

748

1205

602

2847

1519

6885

17878

1590

3485

1655

2350

1332

5568

2210

15895

The diversion analysis using Logit Curve method has been done to assess the percentage diversion 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.

30


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 created. 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 estimation 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 activities 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 forecasted 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 approach. The elasticity method relates traffic growth to changes in the related economic parameters. 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 influencing 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 31

Feasibility Report



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 Goods Vehicles

5.9.

Uttar Pradesh 60%

Delhi 12%

Rest of India 28%

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 vehicle types is shown in Table 5.20 to 5.22. Table 5.20: Year 2004-05 2005-06 2006-07 2007-08 2008-09 2009-10 2010-11 CAGR

Growth of Vehicle Registration in Uttar Pradesh

Car 633855 757019 777682 864465 944825 1071008 1208699

2w 5652044 6083655 7138789 7737237 8521198 9493677 10563850

Bus 121362 136909 139812 133128 150732 170570 199832

Truck (UP) 165123 184428 193465 215825 240433 268617 307058

11.36

10.99

8.67

10.89

Source: MORTH Table 5.21: Year 2004-05 2005-06 2006-07 2007-08

Car 1445149 1487334 1614830 1760399

Growth of Vehicle Registration in Delhi 2w 2844004 3062536 3299838 3578199

Bus 24235 43500 46581 52763

Truck (UP) 140982 141996 149972 160726 32

Feasibility Report



2008-09 1899442 2009-10 2058920 2010-11 2231281 CAGR 7.60 Source: www.delhi.gov.in Table 5.22:

3797943 4055229 4342403 7.26

55148 58047 61471 14.89

175250 193205 209370 7.17

Growth of Vehicle Registration of Trucks (All India)

Year 2004-05 2005-06 2006-07 2007-08 2008-09 2009-10 2010-11 GR

Trucks (All India) 4031000 4436000 5119000 5601000 6041000 6432000 7064000 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 collected 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 India. Table 5.23: Year 2004-05 2005-06 2006-07 2007-08 2008-09 2009-10 2010-11 CAGR

Growth in Economic Indices of Uttar Pradesh State (at 2004-05 Prices) Population 178400772 181862402 185334597 188807395 192319735 195844021 199347512 1.87%

PCI (Rs.) 12950 13445 14241 14875 15713 16374 17349 4.99%

NSDP (Billion) 2310.29 2445.14 2639.35 2808.51 3021.92 3206.75 3458.48 6.96%

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Feasibility Report


Table 5.24: Year 2004-05 2005-06 2006-07 2007-08 2008-09 2009-10 2010-11 2011-12 CAGR

Growth in Economic Indices of Delhi at 2004-05 Prices NSDP (Rs lacs) 9471686 10447341 11744414 13068304 14696123 16316079 18097372 20165273 11.40%

Table 5.25:

Population 14828000 15113000 15404000 15699000 16001000 16308000 16622000 16941000 1.92%

PCI (Rs) 63877 69128 76243 83243 91845 100050 108876 119032 9.30%

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

Year 2004-05 2005-06 2006-07 2007-08 2008-09 2009-10 2010-11 CAGR 5.11.


GDP (Billion Rs.) 29714.64 32530.73 35643.64 38966.36 41586.76 45076.37 48859.54 8.64%

TRANSPORT ELASTICITY DEMAND Description of Regression Analysis The regression analysis tool performs linear regression analysis by using the "least squares" method to fit a line through a set of observations. We can analyze how a single dependent variable is affected 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 explanatory 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 dependent 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. 34

Feasibility Report



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: Mode Car

Two wheelers

Buses TRUCKS

Elasticity Values Derived based on Regression Analysis for Uttar Pradesh Variable Population PCI Population PCI Population PCI Population PCI Population PCI Population PCI NSDP

Table 5.27: Mode

Car

Two wheelers

Buses TRUCKS

Elasticity 1.40 1.62 5.68 2.15 10.55 -1.93 5.45 2.05 -5.88 3.69 5.45 1.47 1.50

R square 0.997 0.995 0.996 0.984 0.982 0.974 0.855 0.841 0.850 0.988

T-STAT 0.42 1.29 31.80 37.07 1.52 -0.74 16.30 13.77 -0.37 0.61 5.14 5.31 20.22

P-VALUE 0.69 0.27 0.00 0.00 0.20 0.50 0.00 0.00 0.73 0.57 0.00 0.00 0.00

CAGR (REG) 10.70 10.61 10.73 10.06 10.18 10.25 7.44 10.18 7.34 10.42

Elasticity Values Derived based on Regression Analysis for Delhi

Variable PCI POP POP PCI NSDP PCI POP POP PCI PCI POP POP PCI NSDP

Elasticity 1.26 -1.94 4.02 0.85 0.70 0.62 2.95 3.66 0.78 -9.79 51.98 5.78 1.22 0.68

R square 0.99508 0.99415 0.99498 0.99862 0.99864 0.74272 0.99836 0.76299 0.74272 0.73734 0.97

T-STAT 0.973 -0.317 31.92 34.48 34.20 0.24 1.01 65.96 60.48 -0.65 0.74 4.16 4.10 14.566

P-VALUE 0.38 0.76 0.00 0.00 0.00 0.82 0.36 0.00 0.00 0.54 0.49 0.01 0.01 0.00

CAGR (REG) 8.13 7.72 8.00 8.08 11.50 7.04 7.29 7.87 11.10 11.46 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 suburban 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 shifting 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 dominant. Therefore, the demand for different type of vehicles falls, over time, despite greater economic development. The same is also clear from the relationships of the economy and transport demand elasticity over time nationally and internationally. Table 5.28: Vehicle Type Car Two wheelers Buses TRUCKS Table 5.29: Vehicle Type Car Two wheelers Buses TRUCKS

Adopted Elasticity Values of Uttar Pradesh State Indicator Population PCI PCI NSDP

2013-18 5.00 1.95 1.40 1.20

2019-23 4.50 1.75 1.30 1.08

Beyond 2023 4.00 1.55 1.20 0.97

Adopted Elasticity Values of Delhi State Indicator PCI PCI POP NSDP

2013-18 0.60 0.70 5.50 0.68

2019-23 0.50 0.60 5.20 0.61

Beyond 2023 0.40 0.50 4.90 0.55 36

Feasibility Report



Table 5.30:

5.12.

Adopted Elasticity Values of Rest of India

Vehicle Type

Indicator

2013-18

2019-23

Beyond 2023

Trucks

NSDP

1.13

1.02

0.92

FUTURE ECONOMIC GROWTH Against this background, any agenda for future growth of the state economies has to take into account 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 NSDP POP PCI

2013-18 6.0 1.8 4.2

2019-23 6.0 1.7 4.3

Beyond 2023 5.5 1.6 3.9

The growth of NSDP of Delhi from 2004-05 to 2010-11 has been 11.4%. Considering the future targets 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 NSDP POP PCI Table 5.33:

2013-18 10.0 1.8 8.2

2019-23 10.0 1.7 8.3

Beyond 2023 9.0 1.6 7.4

Future Growth of Economic Indicators for Rest Of India

Indicator NSDP

2013-18 6.5

2019-23 6.0

Beyond 2023 6.0

The estimated traffic growth rates are arrived at by multiplying elasticity values and growth in economic factors, as tabulated in the Table 5.34. Table 5.34: Vehicle Type Car

Final Traffic Growth Rates (%)

2013-18

2019-23

Beyond 2023

9.00

7.65

6.40 37

Feasibility Report


Vehicle Type Bus LCV 2-Axle Trucks 3-Axle Trucks MAV 5.13.


2013-18

2019-23

Beyond 2023

5.88

5.59

4.68

7.19

6.33

5.34

5.00

5.00

5.00

7.64

6.77

5.68

7.67

6.80

5.66

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 AgraLucknow Access Controlled Expressway.

Chainage

Km 24.000

City

Firozabad

Km 93.000

Etawah

Km 165.000

Kannauj

Km 263.000 Malihabad

A. B. C. D. E.

Area (Ha.)

2000 Ha.

Growth Centre

Glass City

Type of Indistry

Location

Glass Product Industry

5 Km South of Firozabad City Along FirozabadFatehabad Road on Left Bank of River Yamuna

Handloom Industry, Food Processing Plants, Cold StorPragati age, Warehouses, Mandies, At Km 93.000 South Side 2300 Ha. Nagar of Expressway Dairy Products etc. as well as Institutional and Industrial Training Centers Khushboo At Km 165.000 on Left 2600 Ha. Perfume and Syrup Industry City Side of Expressway Malihabad Food Processing Units, At Km 263.000 on North 1980 Ha. Growth Packaging Industry, MarSide of Expressway Centre ket/Mandi

Glass/Ceramic Industrial Institute in Firozabad Growth Centre; Textile/Handloom Industrial Institute at Pragati Nagar Growth Centre; Food Preservation, Dairy Products, Food Processing Industrial Institute in Pragati Nagar Growth Centre; Perfumery Technological Institute at Kannauj Growth Centre; 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 considered for development traffic calculation A. B. C. D. E. F. G.

The construction of all these four growth centres will start in 2015. Only 60 % of each total project area will be constructed and 40 % will be left out. The progress is achieved in the stage of 20 % per year, so as the development will be completed in 5 years time. From third year onwards, the initial units will be operational, say, 20 % in 2017, additional 30 % in 2018 and the remaining 50 % by 2019. Although Construction activities will be generating traffic related to movement of materials but the probability of its diversion to expressway is considered as nil. Possibilities of captive railway line and local availability / distribution etc are accounted for. 2019 onwards, the traffic shall increase at the rate of 2.5% per annum. Table 5.35: Growth Centers Glass City

Vehicle

Between Link LCV 2-Axle Trucks 3-Axle Trucks MAVs Total Pragati Nagar Between Link LCV 2-Axle Trucks 3-Axle Trucks MAVs Total Khushboo City Between Link LCV

Final DevelopmentTraffic 2017

2018

Link 2-1 & 1-2 8 12 19 29 10 15 2 2 39 59 Link 4-1 & 1-4 48 72 34 51 14 21 5 8 102 152 Link 6-1 &1-6 59 88

2019

2017

20 48 25 4 98

35 40 26 9 111

119 85 36 13 254

54 40 18 7 119

146

110

2018 Link 3-9 & 9-3 53 61 39 14 167 Link 4-9 & 9-4 80 60 27 10 178 Link 6-9 & 9-6 165

2019

88 101 66 23 278 134 101 46 16 297 274 39

Feasibility Report


Growth Centers

Vehicle

2-Axle Trucks 3-Axle Trucks MAVs Total Malihabad Between Link LCV 2-Axle Trucks 3-Axle Trucks MAVs Total 5.14.


2017 43 21 7 129

2018

64 31 11 194 Link 8-1 & 1-8 72 108 52 79 28 42 9 13 162 243

2019

2017

107 52 18 323

80 44 14 247

181 131 71 22 405

2018

120 66 21 370 Link 8-9 & 9-8 119 179 87 130 48 71 15 22 268 402

2019 199 110 34 617 298 217 119 37 670

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 developments 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 facility 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 project 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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Feasibility Report


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 destined 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

Existing Route

Length (km)

Lane Configuration

NH-2 NH-91 & SH-40

52.00 263.00

Link

Length (km)

Lane Configuration

Condition

Type of Road

Link 1 to Link 9

269.86

6L

Excellent

Expressway

Condition

6L Excellent 2L Good Project Route

Type of Road NH NH & SH

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 Vehicle Type Cars Pvt Bus LCV 2-Axle Trucks

(% Diversion to Project Road) in the Base Year (2013-14) 73.74 91.21 75.16 74.65 41

Feasibility Report



(% Diversion to Project Road) in the Base Year (2013-14) 64.39 72.43

Vehicle Type 3-Axle Trucks MAV 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:

Existing Route

Length (km)

NH-2 NH-25

258.00 80.00

Link

Length(km)

Link 1 to Link 9

269.86

Table 5.39:

•

Alternative Route-2 Lane Configuration 6L 4L Project Route Lane Configuration 6L

Condition

Type of Road

Excellent Good

NH NH

Condition

Type of Road

Excellent

Expressway

Percentage of Traffic Diversion from Alternate Road to Proposed Project Road

Vehicle Type Cars Pvt Bus LCV 2-Axle Trucks 3-Axle Trucks MAV B)

Details of Alternative Route via NH-2 + NH-25

(% Diversion to Project Road) in the Base Year (2013-14) 76.56 89.33 85.21 85.32 83.88 84.46

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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Feasibility Report



Figure 5.6:

Alternative Routes for Link 1 - 7

Figure 5.7:


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Feasibility Report



Figure 5.8:

Alternative Routes for Link 1- 5

Figure 5.9:


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Feasibility Report



Figure 5.10:


Figure 5.11:


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Feasibility Report


Table 5.40:

Road Type Agra - Kanpur Agra Kannauj Agra Farukkhaba d Agra Mainpuri AgraEtawah AgraFirozabad

Via Project Road Link 1 – 7 + NH-91 Link 1 - 6 + Kannauj Link Road (SH-21) Link 1 - 5 + NH-92 Link 1 - 4 + SH83 Link 1 - 3+ Etawah Link Road Link 1 - 2 + Firozabad Link Road

Table 5.41:

Vehicle Type Cars Pvt Bus LCV 2-Axle Trucks 3-Axle Trucks MAV C)

Link 1-7


Details of Existing Routes and Project Road Alternate Road

Length (km) Via Project Alternate Road Road

Toll Plaza Nos Via Project Alternate Road Road

NH-2

252

263

2

5

NH-2 + NH-91

191

214

1

2

NH-2 + SH-40

167

164

1

1

NH-2 + SH

120

103

1

1

SH-62

115

121

2

0

NH-2

115

110

2

2

NH-2

39

30

1

1

Percentage of Traffic Diversion from Existing Routes to Project Road (Expressway) From Existing Routes (% Diversion to Expressway) Link 1-3 Link 1-6 Link 1-5 Link 1-4 SH-62 NH-2

Link 1-2

60.39 57.8 56.73

71.38 85.71 70.24

55.28 53.32 44.87

43.51 34.94 20.33

61.42 72.81 51.55

62.43 64.79 61

41.79 23.11 14.69

57.73

71.33

43.65

20.72

45.66

57.12

30.23

59.05

61.78

34.3

8.9

36.75

47.99

24.10

56.56

68.18

41.03

15.5

50.26

55.69

11.33

Alternative Route Between Link 3 and Other Interchanges:

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

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Feasibility Report



Figure 5.12:


Figure 5.13:


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Feasibility Report



Table 5.42:

Details of Existing Routes and Project Road

Road Type

Via Project Road

Alternate Road

Shikohabad - Kanpur

NH-2+Link 3- 7 + NH91

NH-2

Shokohaba d-Lucknow

NH-2+Link 3-9

SH+NH91+SH-40 NH-2+NH-25

Table 5.43:

Vehicle Type Cars Pvt Bus LCV 2-Axle Trucks

D)

Length (km) Via Project Alternate Road Road

Toll Plaza Nos Via Project Alternate Road Road

200

213

2

4

217.86

263

1

1

217.86

293

1

5

Percentage of Traffic Diversion from Existing Routes to Project Road (Expressway) From Existing Routes (% Diversion to Expressway) Link 3-9 Link 3-7 SH+NH-91+SH-40 NH-2+NH-25 63.82 78.63 83.14 62.72 95.2 95.21 62.62 82.13 95.06 65.47 83.16 95.11

3-Axle Trucks

71.05

74.65

95.15

MAV

64.6

80.91

95.09



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Feasibility Report



Figure 5.14:


Figure 5.15:


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Feasibility Report



Table 5.44:

Details of Existing Routes and Project Road Length (km) Via Project Alternate Road Road

Toll Plaza Nos Via ProAlternate ject Road Road

Road Type

Via Project Road

Alternate Road

Mainpuri - Kanpur MainpuriLucknow

SH-83+Link 4 - 7 + NH-91

NH-91

190

180

2

2

SH-83+Link 4 - 9

NH-91+SH-40

222.86

222

1

1

Table 5.45:

Percentage of Traffic Diversion from Existing Routes to Project Road (Expressway) From Existing Routes (% Diversion to Expressway) Link 4-7 Link 4-9 57.39 61.96 58.33 71.32 44.11 51.15 47.27 52.76 40.7 43.67 44.01 50.14

Vehicle Type Cars Pvt Bus LCV 2-Axle Trucks 3-Axle Trucks MAV E)



Figure 5.16:

Alternative Routes for Link 5 – 6

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Feasibility Report


Figure 5.17:

Figure 5.18:


Alternative Routes between Link 5 - 7

Alternative Routes between Link 5 and 9

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Feasibility Report



Table 5.46:

Details of Existing Routes and Project Road Length (km)

Road Type

Via Project Road

Etawah Kannauj

NH-92+Link 5 - 6 + SH-21 NH-92+Link 5 -7 +NH-91 NH-92+Link 5 - 7 +NH-91 NH-92+Link 5 -9

EtawahKanpur EtawahLucknow

Table 5.47:

Vehicle Type Cars Pvt Bus LCV 2-Axle Trucks 3-Axle Trucks MAV F)

Alternate Road

Toll Plaza Nos

Via Project Road

Alternate Road

Via Project Road

Alternate Road

SH-21

107

117

1

0

NH-2 + NH-91

169

202

2

1

NH-2

169

153

2

3

NH-91+SH-40 NH-2+NH-25

185.86 185.86

235 233

1 1

0 4

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

Link 5-6 68.42 78.44 65.74 66.31 60.57 64.44

From Existing Routes (% Diversion to Expressway) Link 5-7 Link 5-7 Link 5-9 NH-2 + NH-91 NH-2 NH-91+SH-40 NH-2+NH-25 77.32 47.92 80.61 76.9 92.67 30.08 95.29 88.22 82.36 34.42 87.19 85.92 84.73 40.15 86.55 86.8 80.04 53.56 78.58 90.86 82.35 42.24 85.14 88.2


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

Figure 5.19: Table 5.48:

Alternative Routes for Link 7 - 9 Details of Existing Routes and Project Road 52

Feasibility Report



Via Project Road

Alternate Road

KannaujLucknow

NH-91+Link 7 - 9

NH-91+SH-40

Table 5.49:

93.86

127

Toll Plaza Nos Via Project Alternate Road Road 1

0

Percentage of Traffic Diversion from Existing Routes to Project Road (Expressway) From Existing Routes

Vehicle Type Cars Pvt Bus LCV 2-Axle Trucks 3-Axle Trucks MAV 5.16.

Length (km) Via ProAlternate ject Road Road

Road Type

(% Diversion to Expressway) Link 7-9 81.05 95.36 91.06 86.04 74.53 87.14

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: Table 5.50:

Diversion Curves Diversion Curve Equation 53

Feasibility Report


Vehicle Car

Truck & Buses

Cost Ratio Interval <0.634 0.64 = CR <1.465 1.465 <=CR <= 2.00 <= 0.75 0.75 <= CR <=1.25 1.25<=CR <=2.00


Relationship % Div = 98.75 – ((CR/0.634)* 8.125) % Div= 90.625-((CR-0.634)/0.831)*84.375 %Div = 6.25-((CR-1.465)/0.535))*5.25 % Div=100-(CR/0.75)*5 % Div= 95-((CR-0.75)/.5)*90 % Div= ((2-CR)/0.75)*5

For calculating the cost ratio the generalized cost is considered on the project road (NH) and alternative 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, traffic, 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 calculated 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

S. No.

Vehicle Type

AT TP-1 (CH.00.00)

AT TB-1 (CH.24.00)

AT TB-2 (CH.72.00)

AT TB-3 (CH.87.00)

AT TB-4 (CH.109.00)

AT TB-5 (CH.164.00)

AT TB-6 (CH.196.00)

AT TB-7 (CH.263.00)

AT TP-2 (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

55

Feasibility Report



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 0.000 -24.000

Between-CH 24.000 -72.000

Between-CH 72.000-87.000

Between-CH 87.000-109.000

Between-CH 109.000-164.000

Between-CH 164.000-196.000

Between-CH 196.000-263.000

Between-CH 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

56

Feasibility Report



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) Year 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034

AT TP-1 (CH.00.00) 5321 5724 6158 6625 7480 8911 10341 10962 11625 12334 13086 13777 14509 15281 16096 16958 17867 18829 19848 20927 22068 23269

AT TB-1 (CH.24.00) 322 348 378 410 483 599 735 777 821 869 919 966 1015 1066 1119 1175 1237 1304 1374 1449 1527 1610

AT TB-2 (CH.72.00) 1217 1312 1418 1532 1762 2146 2562 2711 2874 3047 3233 3403 3581 3769 3967 4176 4398 4634 4883 5149 5429 5727

AT TB-3 (CH.87.00) 334 360 390 421 615 917 1361 1417 1474 1534 1599 1662 1726 1793 1864 1935 2011 2092 2177 2265 2356 2452

AT TB-4 (CH.109.00) 895 965 1039 1122 1209 1363 1456 1557 1664 1778 1900 2011 2130 2254 2387 2527 2676 2835 3002 3180 3367 3567

AT TB-5 (CH.164.00) 406 435 467 502 826 1328 2104 2183 2266 2352 2441 2527 2616 2710 2810 2913 3018 3130 3246 3368 3499 3634

AT TB-6 (CH.196.00) 1930 2079 2243 2418 2609 2946 3150 3367 3598 3845 4112 4354 4608 4879 5168 5474 5800 6146 6511 6899 7309 7744

AT TB-7 (CH.263.00) 1063 1150 1243 1344 1791 2500 3485 3651 3827 4015 4212 4398 4594 4797 5014 5241 5479 5731 5997 6277 6573 6884

AT TP-2 (CH.269.86) 5410 5821 6263 6738 7842 9656 11727 12388 13094 13844 14643 15384 16162 16982 17844 18752 19714 20733 21807 22942 24141 25406 57

Feasibility Report


Year 2035 2036 2037 2038 2039 2040 2041 2042 2043 2044 2045 •

AT TP-1 AT TB-1 AT TB-2 (CH.00.00) (CH.24.00) (CH.72.00) 24542 1699 6041 25886 1792 6374 27307 1889 6725 28811 1993 7099 30402 2105 7490 32085 2224 7907 33866 2349 8348 35744 2480 8816 37732 2620 9309 39837 2768 9831 42064 2925 10384 TP - Toll Plaza * TB – Toll Booth


AT TB-3 (CH.87.00) 2552 2660 2773 2891 3015 3146 3285 3430 3580 3737 3905

AT TB-4 (CH.109.00) 3779 4002 4240 4493 4759 5044 5345 5665 6005 6365 6746

AT TB-5 (CH.164.00) 3774 3923 4078 4239 4409 4587 4772 4964 5170 5385 5608

AT TB-6 (CH.196.00) 8205 8696 9215 9766 10349 10970 11625 12321 13062 13848 14678

AT TB-7 (CH.263.00) 7212 7557 7921 8306 8712 9140 9594 10071 10574 11105 11666

AT TP-2 (CH.269.86) 26736 28142 29629 31199 32857 34606 36460 38413 40481 42660 44961

58

Feasibility Report



Table 5.54:

Year 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040

AT TP-1 (CH.00.00) 12699 13615 14592 15638 17624 20966 24355 25758 27248 28844 30528 32080 33724 35454 37275 39198 41222 43360 45625 48014 50538 53186 55989 58940 62057 65350 68824 72493

AT TB-1 (CH.24.00) 500 534 577 621 776 1016 1339 1402 1467 1538 1611 1681 1753 1827 1903 1982 2075 2174 2275 2382 2492 2611 2739 2872 3008 3154 3312 3478

AT TB-2 (CH.72.00) 2247 2410 2590 2784 3276 4093 5076 5340 5627 5928 6252 6552 6864 7193 7538 7900 8283 8691 9122 9581 10065 10578 11116 11684 12277 12911 13574 14276

AT TB-3 (CH.87.00) 699 751 809 868 1315 2006 3050 3165 3280 3399 3531 3657 3785 3921 4065 4209 4359 4520 4691 4867 5046 5233 5432 5643 5865 6094 6331 6585

Projected Traffic AADT (PCU) AT TB-4 (CH.109.00) 1783 1914 2048 2200 2359 2645 2817 3002 3196 3404 3624 3825 4040 4264 4504 4756 5025 5312 5610 5930 6263 6617 6994 7389 7811 8258 8724 9225

AT TB-5 (CH.164.00) 890 949 1015 1085 1851 3034 4891 5063 5245 5432 5624 5814 6008 6214 6429 6649 6875 7114 7361 7618 7897 8187 8486 8801 9128 9467 9822 10193

AT TB-6 (CH.196.00) 3729 3997 4289 4600 4936 5546 5909 6295 6701 7133 7603 8026 8471 8946 9455 9990 10562 11168 11803 12475 13185 13939 14732 15575 16467 17411 18408 19467

AT TB-7 (CH.263.00) 1547 1667 1790 1923 2882 4393 6651 6914 7192 7488 7796 8093 8405 8724 9066 9421 9791 10181 10592 11020 11472 11943 12437 12954 13500 14074 14676 15306

AT TP-2 (CH.269.86) 12679 13599 14583 15637 18222 22483 27454 28940 30521 32198 33984 35647 37389 39221 41140 43158 45295 47556 49934 52440 55090 57879 60804 63889 67145 70580 74196 78008 59

Feasibility Report


2041 76368 3650 2042 80442 3828 2043 84748 4020 2044 89297 4223 2045 94103 4436 • TP - Toll Plaza * TB – Toll Booth


15019 15802 16624 17492 18412

6856 7135 7421 7721 8039

9753 10311 10906 11532 12193

10577 10971 11399 11840 12297

20584 21768 23027 24358 25760

15973 16669 17398 18166 18971

82040 86274 90751 95456 100417

60

Feasibility Report



Table 5.55:

Year

Section1 (km 0 - km 24)

2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037

24504 26275 28170 30202 34086 40628 47324 50048 52939 56028 59304 62318 65502 68859 72387 76110 80042 84187 88572 93197 98077 103212 108636 114353 120388

Section2 (km 24- km 70) 23849 25567 27405 29376 32980 39086 45161 47786 50573 53548 56703 59603 62670 65903 69301 72884 76660 80649 84871 89323 94022 98972 104190 109689 115501

Section3 (km 70 – km 87) 22591 24216 25952 27816 31888 38690 46169 48733 51453 54354 57427 60259 63250 66392 69690 73162 76825 80706 84798 89121 93683 98475 103532 108858 114477

Traffic Projections (Section wise in PCUs)

Section4 (km 87- km109) 23423 25107 26917 28855 33374 40866 49388 52085 54942 57987 61216 64205 67354 70663 74134 77784 81636 85711 90003 94536 99317 104334 109629 115203 121088

Section5 (km 109 – km 165) 27419 29400 31532 33821 38712 46866 55792 58917 62234 65763 69506 72968 76616 80449 84486 88724 93205 97953 102944 108216 113789 119646 125821 132325 139205

Section 6 (km 165-km 196) 26570 28495 30555 32764 37870 46327 55923 58990 62239 65700 69379 72783 76364 80121 84074 88230 92621 97275 102174 107341 112797 118538 124582 130952 137681

Section7 (km 196–km 263) 22724 24356 26113 27992 32736 40550 49768 52417 55241 58241 61437 64401 67508 70782 74213 77817 81618 85643 89873 94336 99048 104003 109213 114704 120498

Section 8 (km 263 – km 269) 25381 27212 29190 31310 36484 45022 54960 57930 61090 64446 68027 71350 74836 78511 82379 86433 90714 95252 100022 105049 110360 115948 121822 128025 134555

Average 24558 26328 28229 30267 34766 42254 50560 53363 56339 59508 62875 65986 69262 72710 76333 80143 84165 88422 92907 97640 102636 107891 113428 119263 125424 61

Feasibility Report


Year

Section1 (km 0 - km 24)

2038 2039 2040 2041 2042 2043 2044 2045

126766 133502 140615 148122 156018 164365 173173 182478

Section2 (km 24- km 70) 121640 128125 134977 142206 149809 157850 166334 175291


Section3 (km 70 – km 87) 120411 126670 133284 140253 147582 155332 163504 172119

Section4 (km 87- km109) 127306 133855 140773 148063 155722 163821 172345 181334

Section5 (km 109 – km 165) 146474 154125 162220 170755 179729 189225 199223 209773

Section 6 (km 165-km 196) 144782 152258 160148 168485 177250 186507 196265 206551

Section7 (km 196–km 263) 126610 133043 139822 146993 154522 162469 170822 179627

Section 8 (km 263 – km 269) 141455 148712 156361 164454 172958 181946 191405 201371

Average 131930 138786 146025 153666 161698 170189 179134 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.

62

Feasibility Report


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: S. No. 1. 2. 3. 4. 5. 6. 7. 8. 9.

Proposed Toll Plaza Locations

Type of Toll Plaza / Toll Booth

Location of Toll Plaza / Toll Booth (chainage) Km 0.000 Km 24.000 Km 72.000 Km 87.000 Km 109.000 Km 164.000 Km 196.000 Km 263.000 Km 269.860

Toll Plaza Toll Booth Toll Booth Toll Booth Toll Booth Toll Booth Toll Booth Toll Booth Toll Plaza

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:

S.No 1. 2. 3. 4. 5. 6. 7. 8. 9.

Location of Toll Plaza / Toll Booth (chainage) Km 0.000Main Toll Plaza Km 24.000 Toll Booth Km 72.000 Toll Booth Km 87.000 Toll Booth Km 109.000 Toll Booth Km 164.000 Toll Booth Km 196.000 Toll Booth Km 263.000 Toll Booth Km 269.860 Main Toll Plaza

Fee Levied

Length (in km) for which Fee is payable Cost (in Rs. Nature of Stucture Length (Km) Crore) Nil

-

-

Nil

-

-

Yamuna Bridge

0.600

142.20

Nil

-

-

Nil

-

-

Nil

-

-

Nil

-

-

Ganga Bridge

1.500

355.50

Nil

-

-

63

Feasibility Report


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: Sl. Category of Vehicle No. 1 2 3 4

5

6

Car, Jeep, Van or Light Motor Vehicle Light Commercial Vehicle, Light Goods Vehicle or Mini Bus Bus or Truck (2 Axle) 3 Axle Vehicle Heavy Construction Machinery(HCM) or Earth Moving Equipment (EME) or Multi Axle Vehicle (MAV) (four to six axles) Oversized Vehicles (seven or more axles)

Toll Rates Adopted for Base Year

Capping Rate of base fee per vehicle per one way trip For 2009-10 (in rupees per km)

Capping Rate of base fee per vehicle per one way trip For 201314 (in rupees per km)

0.80

0.913

1.30

1.484

2.75 4.30

3.140 4.909

4.30

4.909

5.25

5.803

. The toll rates (2013-14) at Toll Plaza locations are shown below in Table 5.59:

64

Feasibility Report



Table 5.59: Link 1-2 & 2-1 1-3 & 3-1 1-4 & 4-1 1-5 &5-1 1-6 & 6-1 1-7 &7-1 1-8 & 8-1 1-9 & 9-1 2-3 & 3-2 2-4 &4-2 2-5 &5-2 2-6 &6-2 2-7 &7-2 2-8 & 8-2 2-9 &9-2 3-4 & 4-3 3-5 &5-3 3-6 & 6-3 3-7 &7-3 3-8 & 8-3 3-9 & 9-3 4-5 & 5-4 4-6 & 6-4 4-7 &7-4 4-8 & 8-4 4-9 &9-4

Car 20 95 110 125 175 205 260 265 70 85 105 155 185 240 245 15 35 85 110 170 175 20 70 95 155 160

MB 35 145 170 205 285 330 420 430 110 135 170 250 295 390 395 25 55 135 180 275 285 30 110 155 250 260

LCV 35 145 170 205 285 330 420 430 110 135 170 250 295 390 395 25 55 135 180 275 285 30 110 155 250 260

Toll Rates Adopted for Base Year 2013-14 BUS 75 305 355 425 595 690 885 905 230 285 350 520 615 815 830 50 120 290 385 580 600 65 235 330 530 550

2 axle 75 305 355 425 595 690 885 905 230 285 350 520 615 815 830 50 120 290 385 580 600 65 235 330 530 550

3 Axle 115 470 550 655 920 1070 1380 1410 355 435 540 810 955 1265 1295 80 185 450 600 910 940 105 370 520 830 860

MAV 115 470 550 655 920 1070 1380 1410 355 435 540 810 955 1265 1295 80 185 450 600 910 940 105 370 520 830 860

OSV 140 590 690 815 1140 1320 1700 1735 450 550 680 1005 1185 1565 1600 100 225 550 730 1110 1145 130 455 635 1015 1045 65

Feasibility Report


Link 5-6 & 6-5 5-7 & 7-5 5-8 & 8-5 5-9 & 9-5 6-7 & 7-6 6-8 & 8-6 6-9 & 9-6 7-8 & 8-7 7-9 & 9-7 8-9 & 9-8

Car 50 75 135 140 25 85 90 115 120 5


MB 80 125 220 230 45 140 145 180 190 10

LCV 80 125 220 230 45 140 145 180 190 10

BUS 170 265 465 480 95 295 310 375 390 20

2 axle 170 265 465 480 95 295 310 375 390 20

3 Axle 265 415 725 755 145 460 485 575 600 30

MAV 265 415 725 755 145 460 485 575 600 30

OSV 325 505 885 920 180 560 595 730 765 40

66

Feasibility Report


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 provide 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 respective 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. Amount Payable

Maximum number of one way journeys allowed

Period of Validity

1.60 times of the fee for one way journeys

Two

Twenty four hours from the time of payment

80% of the Single journey

Twenty or More

One month from date of payment

(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 percent) 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 mechanical 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 estimated from the analysis of OD Survey at the proposed toll plaza locations. Table 5.60:

Mode of Vehicle

Cars

Categories Through Monthly Through daily (One entry) Through

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

2-1

Share of Vehicles (%) 3-1







31%

0%

0%

0%

0%

0%

0%

0%

3%

70%

80%

80%

70%

100%

70%

100%

66%

30%

20%

20%

30%

0%

30%

0%

Share of Vehicles (%)

67

Feasibility Report


Mode of Vehicle

Std. Pvt. Bus

LCV/Ma x/Ace

2 Axle Trucks

3 Axle Trucks

4 to 6Axle Trucks

Categories daily (reentry) Monthly Pass Through daily (One entry) Through daily (reentry) Through Monthly Through daily (One entry) Through daily (reentry) Through Monthly Through daily (One entry) Through daily (reentry) Through Monthly Through daily (One entry) Through daily (reentry) Through Monthly Through daily (One entry) Through daily (reentry)


2-1








37%

0%

0%

0%

0%

0%

0%

0%

10%

93%

100%

100%

70%

100%

70%

100%

53%

7%

0%

0%

30%

0%

30%

0%

27%

0%

0%

0%

0%

0%

0%

0%

20%

75%

80%

80%

85%

100%

65%

90%

53%

25%

20%

20%

15%

0%

35%

10%

20%

0%

0%

0%

0%

0%

0%

0%

29%

80%

80%

80%

80%

100%

80%

85%

51%

20%

20%

20%

20%

0%

20%

15%

0%

0%

0%

0%

0%

0%

0%

0%

45%

95%

90%

90%

90%

100%

90%

100%

55%

5%

10%

10%

10%

0%

10%

0%

0%

0%

0%

0%

0%

0%

0%

0%

20%

96%

100%

90%

100%

100%

100%

100%

80%

4%

0%

10%

0%

0%

0%

0%


68

Feasibility Report


Table 5.61:

Mode of Vehicle

Cars

Std. Pvt. Bus

LCV/Max /Ace

2 Axle Trucks

3 Axle Trucks

4 to 6Axle Trucks

Categories Through Monthly Through daily (One entry) Through daily (reentry) Monthly Pass Through daily (One entry) Through daily (reentry) Through Monthly Through daily (One entry) Through daily (reentry) Through Monthly Through daily (One entry) Through daily (reentry) Through Monthly Through daily (One entry) Through daily (reentry) Through Monthly Through daily (One


Tollable Components of Each Mode of Vehicle at Toll Booth-1 (Km 24.000) Share of Vehicles (%) 1-2








31%

0%

10%

0%

0%

0%

0%

0%

3%

33%

50%

60%

63%

72%

83%

100%

66%

67%

40%

40%

37%

28%

17%

0%

37%

0%

0%

0%

0%

0%

0%

0%

10%

63%

50%

50%

57%

75%

85%

80%

53%

37%

50%

50%

43%

25%

15%

20%

27%

0%

0%

0%

0%

0%

0%

0%

20%

75%

60%

70%

75%

80%

80%

80%

53%

25%

40%

30%

25%

20%

20%

20%

20%

0%

0%

0%

0%

0%

0%

0%

29%

33%

65%

75%

75%

83%

85%

80%

51%

67%

35%

25%

25%

17%

15%

20%

0%

0%

0%

0%

0%

0%

0%

0%

45%

80%

80%

85%

85%

90%

90%

100%

55%

20%

20%

15%

15%

10%

10%

0%

0%

0%

0%

0%

0%

0%

0%

0%

20%

90%

90%

90%

100%

100%

100%

100%

9-2

69

Feasibility Report


Mode of Vehicle

Categories










80%

10%

10%

10%

0%

0%

0%

0%

9-2

entry) Through daily (reentry) Table 5.62:

Mode of Vehicle

Cars

Std. Pvt. Bus

LCV/Ma x/Ace

2 Axle Trucks

3 Axle Trucks

4 to 6Axle Trucks

Categories

Through Monthly Through daily (One entry) Through daily (reentry) Monthly Pass Through daily (One entry) Through daily (reentry) Through Monthly Through daily (One entry) Through daily (reentry) Through Monthly Through daily (One entry) Through daily (reentry) Through Monthly Through daily (One entry) Through daily (reentry) Through Monthly Through daily (One entry)









0%

0%

20%

10%

0%

0%

0%

0%

70%

33%

45%

60%

70%

100%

80%

86%

30%

67%

35%

30%

30%

0%

20%

14%

0%

0%

0%

0%

0%

0%

0%

0%

93%

63%

75%

30%

84%

100%

70%

86%

7%

37%

25%

70%

16%

0%

30%

14%

0%

0%

0%

0%

0%

0%

0%

0%

75%

75%

80%

45%

76%

90%

74%

84%

25%

25%

20%

55%

24%

10%

26%

16%

0%

0%

0%

0%

0%

0%

0%

0%

80%

33%

85%

80%

81%

100%

82%

86%

20%

67%

15%

20%

19%

0%

18%

14%

0%

0%

0%

0%

0%

0%

0%

0%

95%

80%

80%

80%

90%

100%

0%

100%

5%

20%

20%

20%

10%

0%

11%

11%

0%

0%

0%

0%

0%

0%

0%

0%

96%

90%

85%

90%

100%

100%

93%

94%

70

Feasibility Report


Mode of Vehicle

Categories









Through daily (reentry)

4%

10%

15%

10%

0%

0%

7%

6%

Table 5.63:

Mode of Vehicle


Categories

Through Monthly Through daily Cars (One entry) Through daily (reentry) Monthly Pass Through daily Std. Pvt. (One entry) Bus Through daily (reentry) Through Monthly LCV/Ma Through daily (One entry) x/Ace Through daily (reentry) Through Monthly 2 Axle Through daily Trucks (One entry) Through daily (reentry) Through Monthly 3 Axle Through daily (One entry) Trucks Through daily (reentry) Through Monthly 4 to Through daily 6Axle (One entry) Trucks Through daily (reentry)

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

1-4


0%

10%

20%

0%

0%

0%

0%

0%

80%

50%

45%

67%

65%

100%

100%

83%

20%

40%

35%

33%

35%

0%

0%

17%

0%

0%

0%

0%

0%

0%

0%

0%

100%

50%

75%

0%

60%

60%

100%

100%

0%

50%

25%

100%

40%

40%

0%

0%

0%

0%

0%

0%

0%

0%

0%

0%

80%

60%

80%

60%

65%

80%

84%

80%

20%

40%

20%

40%

35%

20%

16%

20%

0%

0%

0%

0%

0%

0%

0%

0%

80%

65%

85%

67%

80%

80%

87%

85%

20%

35%

15%

33%

20%

20%

13%

15%

0%

0%

0%

0%

0%

0%

0%

0%

90%

80%

80%

74%

84%

90%

92%

100%

10%

20%

20%

26%

16%

10%

8%

0%

0%

0%

0%

0%

0%

0%

0%

0%

100%

90%

85%

84%

92%

93%

100%

100%

0%

10%

15%

16%

8%

7%

0%

0%








3-4

5-4

6-4

7-4

8-4

9-4

71

Feasibility Report


Table 5.64:

Mode of Vehicle

Cars

Std. Pvt. Bus

LCV/Ma x /Ace

2 Axle Trucks

3 Axle Trucks

4 to 6Axle Trucks

Categories Through Monthly Through daily (One entry) Through daily (reentry) Monthly Pass Through daily (One entry) Through daily (reentry) Through Monthly Through daily (One entry) Through daily (reentry) Through Monthly Through daily (One entry) Through daily (reentry) Through Monthly Through daily (One entry) Through daily (reentry) Through Monthly Through daily (One










0%

0%

10%

0%

0%

0%

0%

0%

80%

60%

60%

67%

41%

91%

82%

74%

20%

40%

30%

33%

59%

9%

18%

26%

0%

0%

0%

0%

0%

0%

0%

0%

100%

50%

30%

0%

0%

63%

73%

73%

0%

50%

70%

100%

100%

37%

27%

27%

0%

0%

0%

0%

0%

0%

0%

0%

80%

70%

45%

60%

40%

60%

69%

83%

20%

30%

55%

40%

60%

40%

31%

17%

0%

0%

0%

0%

0%

0%

0%

0%

80%

75%

80%

67%

47%

83%

74%

80%

20%

25%

20%

33%

53%

17%

26%

20%

0%

0%

0%

0%

0%

0%

0%

0%

90%

85%

80%

74%

57%

97%

88%

85%

10%

15%

20%

26%

43%

3%

12%

15%

0%

0%

0%

0%

0%

0%

0%

0%

90%

90%

90%

84%

61%

82%

95%

94% 72

Feasibility Report


Mode of Vehicle

Categories










10%

10%

10%

16%

39%

18%

5%

6%

entry) Through daily (reentry) Table 5.65:

Mode of Vehicle

Cars

Std. Pvt. Bus

LCV/Max/Ac e

2 Axle Trucks

Categories Through Monthly Through daily (One entry) Through daily (reentry) Monthly Pass Through daily (One entry) Through daily (reentry) Through Monthly Through daily (One entry) Through daily (reentry) Through Monthly Through daily (One entry)









0%

0%

0%

0%

0%

14%

0%

0%

70%

63%

70%

65%

41%

37%

64%

76%

30%

37%

30%

35%

59%

49%

36%

24%

0%

0%

0%

0%

0%

0%

0%

0%

70%

57%

84%

60%

0%

66%

57%

65%

30%

43%

16%

40%

100%

34%

43%

35%

0%

0%

0%

0%

0%

12%

0%

0%

85%

75%

76%

65%

40%

46%

63%

75%

15%

25%

24%

35%

60%

42%

37%

25%

0%

0%

0%

0%

0%

12%

0%

0%

80%

75%

81%

80%

47%

53%

74%

80%

73

Feasibility Report


Mode of Vehicle

Categories

3 Axle Trucks

4 to 6Axle Trucks

Through daily (reentry) Through Monthly Through daily (One entry) Through daily (reentry) Through Monthly Through daily (One entry) Through daily (reentry)

Table 5.66:

Mode of Vehicle

Cars

Std. Pvt. Bus

Categories

Through Monthly Through daily (One entry) Through daily (reentry) Monthly Pass Through daily (One entry) Through daily (reentry)










20%

25%

19%

20%

53%

35%

26%

20%

0%

0%

0%

0%

0%

0%

0%

0%

90%

85%

90%

84%

57%

64%

77%

87%

10%

15%

10%

16%

43%

36%

23%

13%

0%

0%

0%

0%

0%

0%

0%

0%

100%

100%

100%

92%

61%

66%

89%

95%

0%

0%

0%

8%

39%

34%

11%

5%









0%

0%

0%

0%

0%

14%

0%

0%

100%

72%

100%

100%

91%

37%

55%

58%

0%

28%

0%

0%

9%

49%

45%

42%

0%

0%

0%

0%

0%

0%

0%

0%

100%

75%

100%

60%

63%

66%

67%

65%

0%

25%

0%

40%

37%

34%

33%

35%

74

Feasibility Report


Mode of Vehicle

LCV/Max/Ac e

2 Axle Trucks

3 Axle Trucks

4 to 6Axle Trucks

Categories

Through Monthly Through daily (One entry) Through daily (reentry) Through Monthly Through daily (One entry) Through daily (reentry) Through Monthly Through daily (One entry) Through daily (reentry) Through Monthly Through daily (One entry) Through daily (reentry)










0%

0%

0%

0%

0%

12%

0%

0%

100%

80%

90%

80%

60%

46%

68%

72%

0%

20%

10%

20%

40%

42%

32%

28%

0%

0%

0%

0%

0%

12%

0%

0%

100%

83%

100%

80%

83%

53%

65%

76%

0%

17%

0%

20%

17%

35%

35%

24%

0%

0%

0%

0%

0%

0%

0%

0%

100%

90%

100%

90%

97%

64%

75%

79%

0%

10%

0%

10%

3%

36%

25%

21%

0%

0%

0%

0%

0%

0%

0%

0%

100%

100%

100%

93%

82%

66%

89%

93%

0%

0%

0%

7%

18%

34%

11%

7%

75

Feasibility Report


Table 5.67:

Mode of Vehicle

Cars

Std. Pvt. Bus

LCV/Max/ Ace

2 Axle Trucks

3 Axle Trucks

4 to 6Axle Trucks

Categories Through Monthly Through daily (One entry) Through daily (reentry) Monthly Pass Through daily (One entry) Through daily (reentry) Through Monthly Through daily (One entry) Through daily (reentry) Through Monthly Through daily (One entry) Through daily (reentry) Through Monthly Through daily (One entry) Through daily (reentry) Through Monthly Through daily (One entry) Through daily (reentry)


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 Vehicles Vehicles Vehicles Vehicles Vehicles Vehicles Vehicles Vehicles (%) (%) (%) (%) (%) (%) (%) (%) 9-8 1-8 2-8 3-8 4-8 5-8 6-8 7-8 0%

0%

0%

0%

0%

0%

0%

41%

70%

83%

80%

100%

82%

64%

55%

26%

30%

17%

20%

0%

18%

36%

45%

33%

0%

0%

0%

0%

0%

0%

0%

12%

70%

85%

70%

100%

73%

57%

67%

23%

30%

15%

30%

0%

27%

43%

33%

65%

0%

0%

0%

0%

0%

0%

0%

32%

65%

80%

74%

84%

69%

63%

68%

12%

35%

20%

26%

16%

31%

37%

32%

56%

0%

0%

0%

0%

0%

0%

0%

10%

80%

85%

82%

87%

74%

74%

65%

25%

20%

15%

18%

13%

26%

26%

35%

65%

0%

0%

0%

0%

0%

0%

0%

21%

90%

90%

89%

92%

88%

77%

75%

25%

10%

10%

11%

8%

12%

23%

25%

54%

0%

0%

0%

0%

0%

0%

0%

0%

100%

100%

93%

100%

95%

89%

89%

33%

0%

0%

7%

0%

5%

11%

11%

67%

76


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 Vehicles Vehicles Vehicles Vehicles Vehicles Vehicles Vehicles Vehicles Mode of Categories (%) (%) (%) (%) (%) (%) (%) (%) Vehicle 8-9 1-9 2-9 3-9 4-9 5-9 6-9 7-9 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% Monthly 4 to 6Axle Trucks Through 100% 100% 94% 100% 94% 95% 93% 33% daily (One

77

Feasibility Report


Mode of Vehicle


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

0%

0%

6%

0%

6%

5%

7%

67%

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.

78

Feasibility Report



Table 5.69:

Toll Revenue Estimation (Rs. in Crores)

Year

At TP-1 (Km 0.00)

At TB-1 (Km 24.00)

At TB-2 (Km 72.00)

At TB-3 (Km 87.00)

At TB-4 (Km 109.00)

At TB-5 (Km 164.00)

At TB-6 (Km 196.00)

At TB-7 (Km 263.00)

At TP-2 (Km 269.860)

Grand 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 79

Feasibility Report



Year

At TP-1 (Km 0.00)

At TB-1 (Km 24.00)

At TB-2 (Km 72.00)

At TB-3 (Km 87.00)

At TB-4 (Km 109.00)

At TB-5 (Km 164.00)

At TB-6 (Km 196.00)

At TB-7 (Km 263.00)

At TP-2 (Km 269.860)

Grand 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

80

Feasibility Report


Cost Estimates

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

Table 6.1: Table 6.2: Table 6.3:

LIST OF TABLES Item of Works Covered .................................................................................................... 3 Summary of Rates for Major Construction Items............................................................... 3 Summary of Cost ............................................................................................................. 4

1


Feasibility Report 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 carried 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 material 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 anticipated 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, electrification, 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:

2

Feasibility Report


Cost Estimates

Table 6.1: Item of Works Covered Item

Site Clearance & Earthwork

Sub-base & Base Course

Bituminous Courses

Bridges/FO/VUP/PUP/ROB Cross Drainage Structures Drainage & Protective Works Road furniture and safety works Toll Plaza Miscellaneous Enviormental Plan

Detailed Description Clearing and Grubbing, Removal of stumps of felled trees Earth excavation Fill by excavated earth Sub-grade Earthen Shoulder Granular Sub-base Wet Mix Macadam Prime coat Tack Coat Dense Bituminous macadam Bituminous concrete Structures on Main Expressway with Service Road and Link Road RCC Box Culverts and Pipe Culverts Open Drain along with Expressway and Service Road Km stone, Hectometer stone Guard Stone Gantry Signs & Markings Lamp Posts Toll Plaza Photographic records, Vehicles, wireless systems Including plantation on median

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

6.2.3

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.

Repairs to Bridges & Culverts A study of the existing bridges and culverts has been carried out to ascertain the structure to be retained 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: Sl. No. 1 2 3 4

Summary of Rates for Major Construction Items Description

Embankment Sub-grade GSB WMM

Unit cum cum cum cum

Rate in Rs. 276 333 2216 2561 3

Feasibility Report


Sl. No. 5 6 7 8 9 6.3

Cost Estimates

Description

Unit Sq.m Sq.m Sq.m cum cum

Primer coat Tack coat with 0.275kg/ sqm Tack coat with 0.225kg/ sqm DBM BC (Grading-l)

Rate in Rs. 28 13 10 9166 10887

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

6.4

COST ESTIMATES The Cost Estimates have been estimated for the project expressway and link roads. Cost estimate includes 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 :

3

Bill No. 3 : Grannular Sub Base Courses and Base Courses ( Non- Bituminous )

17,549,609,091

4

Bill No. 4 : Bituminous Courses

17,762,721,962

5

Bill No. 5 : Culverts

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)

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)

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

19,224,101,904

Earth Work

573,809,371

8,397,328

227,047,862.87

757,403,050

Total Civil Cost

77,235,410,809 4

Feasibility Report


Cost Estimates

SUMMARY OF COST Sr. No.

Particulars

Amount

TPC (25% of Civil Cost)

96,544,263,511

5

Feasibility Report


Financial Analysis

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

1

Feasibility Report


Financial Analysis

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 Year Ending Year %age of cost incurred

Apr 1, 14 Mar 31, 15 1 20%

Apr 1, 15 Mar 31, 16 2 40%

Apr 1, 16 Mar 31, 17 3 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

Base Tax Rate

Corporate 30.00%

MAT 18.50% 2

Feasibility Report


Financial Analysis

Tax Component

Corporate 5.00% 3.00% 32.45%

Surcharge Education cess Effective Rate

MAT 5.00% 3.00% 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 End Date Escalation

01-Apr-14 01-Apr-15 01-Apr-16 31-Mar-15 31-Mar-16 31-Mar-17 1.00 1.05 1.10

Project Cost including Escalation & other charges IDC Total Project Cost 7.4

9,654 492 10,146

1,931 3 1,934

3,862 124 3,985

3,862 366 4,227

Y2 2,041 1,944 3,985

Y3 2,165 2,062 4,227

Funding

The funding of the project with 40% grant is as provided in the table below: Funding Debt Equity Grant Total 7.5

Y1 70% 30% 40%

4,262 1,826 4,059 10,146

55 1,826 52 1,934

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 3


Feasibility Report Financial Analysis

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 Equity IRR Project IRR

30 Years 16.26% 9.58%

4

Feasibility Report


Social Screening & Preliminary Assessment

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

Table 8.1: Table 8.2: Table 8.3: Table 8.4: Table 8.5:

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

i

Feasibility Report



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 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 Social 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 study was carried out within existing policy, legal and administrative framework considering the applicable legislation, regulations and guidelines. The screening report covers the following: • •

8.2

Baseline Social Scenario Probable Social Impact & suggestive mitigations

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 utmost 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 objective is to undertake prepare a Feasibility Report to suit the Authority’s requirement for development and construction of the project highway 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 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 requiring 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 social assessment for the feasibility report for the project.

2


8.4

Feasibility Report Social Screening & Preliminary Assessment

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 Government 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 (under 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 Government of India in 31st October, 2007 to address development-induced resettlement issues. The objectives of the National Rehabilitation and Resettlement Policy are as follows: • to minimize displacement and to promote, as far as possible, non-displacing or leastdisplacing alternatives; • to ensure adequate rehabilitation package and expeditious implementation of the rehabilitation 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 sensitivity; • to provide a better standard of living, making concerted efforts for providing sustainable income to the affected families; • to integrate rehabilitation concerns into the development planning and implementation process; and • Where displacement is on account of land acquisition, to facilitate harmonious relationship between the requiring body and affected families through mutual cooperation. 3


•


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 vacancies 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 other 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 women, or persons above 50 years of age (who are not provided or cannot immediately be provided 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 alternate fuel which will also include a program for development for alternate fuel and nontimber forest produce resources, consultations with Gram Sabhas and Tribal Advisory Councils, 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 affected families including women, voluntary organizations, Panchayats, local elected representatives, 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 information 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 information on displacement, rehabilitation and resettlement, with names of the displaced persons 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 resettlement of the affected families. Under the new Policy, no project involving displacement of families beyond defined thresholds2 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 community 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 4


•

•

•


what is provided under any scheme or program of the Central or State Government in operation 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 conditions 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 public hearings in the affected areas for social impact assessment, wide dissemination of the details 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 others. 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 Government. 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 concerned. When land acquired is transferred for a consideration, eighty per cent of any net unearned 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 rehabilitation grant and compensation amount in the form of shares, if the Requiring Body is a company 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 authority” 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, ration card, or telephone/ electricity bills will be verified to establish their proof of residence. In the absence 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 assessment 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 assessment 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 Expressways and Industrial Development Authority, GoI has been considered. The major issues identi5



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 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 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 screening 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 administrators 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 & agriculture, land use and socio-economic and also occurrence of related district profile. Following are some important information available from secondary sources.

6



Table 8.1: Type of Information and Sources Information Demography Land use District Profile Geological Data 8.5.4.2

Source Census of India, Government of Uttar Pradesh websites District Census Handbook, Government of Uttar Pradesh websites Government of Uttar Pradesh websites Government Uttar Pradesh websites

Field Study

Field study shall be carried out to generate and collect primary data in the study corridor, which shall involve: • • • 8.6

Census survey Socio-economic survey Common Property Resources

WEIGHTAGE / RANKING SYSTEM A weight-age and ranking system has been developed so as to rank / weigh the various social attributes shall be identified during the reconnaissance survey. The details are as below: Table 8.2: Weight-age and Ranking System Adopted Social Attribute

Settlements

Sensitive Receptors

Total Weight

5

Total length of settlement sections (both towns and villages) abutting the road corridor

5

Number (total) of sensitive receptors within 50m on either side of the road (such as educational and health facilities)

Drinking water sources

4

Religious Structures

4

Cultural Properties

4

Market Places

Scoring Criteria

4

Total number of drinking water sources (wells, hand pumps, community water points/taps etc.) within COI Number (total) of religious structures (temples, shrines, mosque, church, gurudwara) within COI Number (total) of cultural properties (protected / unprotected archaeological monuments) within 500m from the road Number (total) of weekly market places / haats; grain / fruit / vegetable / fish market; cat-

Score 10 Km or less 10 to 20 Km 20 to 30 Km 30 to 40 Km 40 Km or more 10 or less 11 to 20 21 to 30 31 to 40 41 or more 10 or less 11 to 20 21 to 30 31 or more 10 or less 11 to 20 21 to 30 31 or more 2 or less 3 to 5 6 to 8

1 2 3 4 5 1 2 3 4 5 1 2 3 4 1 2 3 4 1 2 3

More than 8

4

5 or less 6 to 10 11 to 15

1 2 3 7

Feasibility Report



Total Weight

Social Attribute Common Property Resources (All CPRs other than religious structures, drinking water sources and bus stops) Total

Scoring Criteria tle market within COI Number (total) of CPRs (such as pastures / grazing lands; seating areas of the community; cremation / burial grounds etc.) within / along the COI -

4

30

Score 15 or more 5 or less 6 to 10 11 to 15

4 1 2 3

15 or more

4

-

-

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 Literacy Rate (pop./sq.km) Total Rural Urban 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 State/ District

Year

Table 8.4: State/ PIA Uttar Pradesh

Year 2001

Workforce Participation in State and PIA Total Workers 53,983,824

Main 39,337,649

Marginal 14,646,175

Non workers 112,214,097 8

Feasibility Report


State/ PIA Agra Firozabad Mainpuri Etawah Auryia Kanauj Kanpur Dehat Unnao Hardoi Lucknow Source: Census 2001

Year 2001 2001 2001 2001 2001 2001 2001 2001 2001 2001


Total Workers 984305 558941 439198 368609 388260 457591 513211 926335 1097661 1086400

Main 814102 455028 365115 298612 285149 347072 377230 685498 904115 900181

Marginal 170203 103913 74083 69997 103111 110519 135981 240837 193546 186219

Non workers 2636131 1494017 1157520 970262 791733 931332 1050125 1773989 2300645 2561434

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. However, 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 9



any adverse impacts on the various Social components. Where the impacts on various Social components 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 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 Authority, can exercise 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 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 Social provisions within the construction contracts becomes 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 maintenance 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 required for widening of the existing road and acquisition to provide a 60/45 m wide RoW for the project 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 comprehensive package of compensation and assistance to entitled persons, families groups suffering losses as a result of the project.

10

Feasibility Report



Table 8.5: Entitlement Matrix Type of Losses

Definition of DPs

Entitlement 1. Loss of Land

Details

a). Replacement land as per the law or cash compensation at replacement cost as determined according to the formula proposed in Land Acquisition ResetCompensation tlement & Rehabilitation Policy Loss of agricultural based on re(LARRP) - 2007 Title owners land placement cost b). All fees, stamp duties, taxes and other charges, as applicable under the relevant laws, incurred in the relocation and rehabilitation process, are to be borne by the EA. 2. Loss Of Income & Income Source DPs losing strip of land (insignificant) due to acquisition will be eligible to set ex-gratia payment of Rs. 20,000. Rehabilitation Loss of primary Titleholders losing inTransitional allowance equivalent Assistance for source of income come through agriculincome restora- 250 days of Minimum Agriculturfor the titleholders ture al Wage (MAW) in the state at tion 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 Agricultural Wage (MAW) in the state at the time of Section 4 notification under LA Act Loss of primary Non-titleholders nameTraining AssisIncome restoration support source of income ly landless encroachers tance for income equivalent to Rs. 20,000 per for the non- title- losing primary source restoration household for undertaking skill holders of income 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 compensaand trees as per the market rate up of transmission Affected household tion for standing Restoration of land to its previlines 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 agricul11

Feasibility Report


Type of Losses

Additional assistance to vulnerable groups

Temporary impact during construction like damage to adjacent parcel of land/assets due to movement of machinery and plant site for contractor etc

8.10

Definition of DPs


Entitlement

Details tural crops at current market value of mature crops based on average production. 3: Additional Support To Vulnerable Households categoa). Additional one-time lump sum rized as vulnerable assistance of Rs. 10,000 per (BPL households, fe- One time Lump household to vulnerable housemale-headed house- sum assistance holds. This will be over and 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 or land due to movement of machinery during construction or establishment of construction Owner / Titleholder / Cash compensa- plant. traditional rights of the Compensation for standing crops tion for loss of affected plot Commuincome potential and trees as per the market rate nity Restoration of land to its previous or better quality The contractor will negotiate a rental rate with the owner for all temporary use of land.

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 detrimental 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 explored in consultation with community leaders, religious leaders and other prominent persons in the local area. It will be ensured that the likely affected common properties used by local people are suitably 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.

12

Feasibility Report


Project Description

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

Table 9.1: Table 9.2: Table 9.3: Table 9.4: Table 9.5: Table 9.6: Table 9.7: Table 9.8: Table 9.9: Table 9.10:

LIST OF TABLES Administrative Features of Project Road........................................................................... 2 Type of Information and Sources ...................................................................................... 4 Valued Ecosystem Components........................................................................................ 5 Weight age and Ranking System Adopted......................................................................... 6 Relevant Environmental Laws & Regulations .................................................................... 9 Summary of Clearances & NOCs Applicable .................................................................... 12 Summary of Clearances & NOCs Not Applicable .............................................................. 13 Demographic Features of State & PIA ............................................................................. 15 General Impacts on Environment ................................................................................... 17 Summary of Mitigation .................................................................................................. 19

i


Feasibility Report 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 administrative framework considering the applicable environmental legislation, regulations and guidelines. The environmental screening report covers the following: • •

9.2

Baseline Environmental Scenario Probable Environmental Impact

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 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 social 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 Expressway (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 requirements 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 viability. The EIA has been included in project preparation to streamline environmental issues in project design, 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 impact 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 report for the project. The primary baseline data are being generated for air, water, noise & soil 1


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, crossing 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.), meeting 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 From To Agra 0.000 34.900 Firozabad 34.900 82.900 82.900 85.200 Mainpuri 86.900 96.00 85.200 86.900 Etawah 96.000 137.700 Uttar Pradesh Auryia 137.700 142.300 Kanauj 142.300 189.200 Kanpur Dehat 189.200 199.700 199.200 236.800 Unnao 238.700 266.900 Hardoi 236.800 238.700 Lucknow 266.900 270.000 Total Length (Km) Source: Primary Survey Data

9.7

Total 34.900 48.000 2.300 9.100 1.700 41.700 4.600 46.900 10.500 37.100 28.200 1.900 3.100 270.000

EXPECTED BENEFITS FROM THE PROJECT The major benefits of the project are: 2


•

• • • • • • • •

9.8


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 welfare, or even maintenance of law and order and security Fast and safe connectivity resulting in savings in Fuel, Travel time and Total Transportation 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.

PROPOSED IMPROVEMENTS As per the project development the following improvements are proposed: • • • •

9.9

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 required shall be provided

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 issues identified in the scope in brief are: i) ii) iii) iv) v) vi)

Baseline scenario; Co-ordination of environmental screening with the feasibility study; Legal and policy framework; Important environmental features along the road alignment; Assessment of potential impacts; and 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 3

Feasibility Report


Environmental Screening and Preliminary Assessment

Pradesh state relevant to road construction and environment were studied. Study of Guidelines, Standards etc.: Various documents and publications of the Ministry of Environment 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 resources, cultural sites, high pollution zone, accident-prone areas etc. along the corridor shall be identified. On the basis of background information, legal and policy positions etc. a checklist was prepared to conduct screening exercise. Discussions with local people and administrators were also conducted 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 project 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 information 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: Information Demography Land use Meteorology Forest District Profile Geological Data

Type of Information and Sources

Source Census of India, Government of Uttar Pradesh websites Survey of India Toposheets, Government of Uttar Pradesh websites Primary Surveys, Meteorology Department, Government of Uttar Pradesh websites Department of Forest, Government of Uttar Pradesh Government of Uttar Pradesh websites 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 corridor, which shall involve:

4


• • • •


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 ecosystem components (VECs) in the project study area. Table 9.3: Valued Ecosystem Components Sl. No. 1

Environmental Attributes Topography

2

Land use

3

Water resources

4

Forests & Wild Life

5

Road side Plantations Settlements

6

Sensitive Receptors

7

Drinking water sources

8


10

Cultural Properties

11

Market Places

12

Common Property Resources

13

Other features

Valued Ecosystem Components Terrain (Hilly to Plain) Agriculture: (Irrigated, Un-irrigated); Settlements; Forest; Notified Industrial Area / Estate; Grazing; Fallow; No Development zone etc. Water bodies like rivers, canals, reservoirs, lakes and 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 proposed project location boundary • Migratory route / crossing of wild animals and birds crossing project road • Presence of RF, PF other forests within project area Green Tunnels, Strip Plantation Towns and villages abutting the road corridor Sensitive receptors such as educational and health facilities within COI Total number of drinking water sources (wells, hand pumps, community water points / taps etc.) within COI Temples, shrines, mosque, church, gurudwara etc. within COI Number (total) of cultural properties (protected/ unprotected archaeological monuments) within 500m from the road Number (total) of weekly market places / haats; grain / fruit / vegetable / fish market; cattle market within COI CPRs such as pastures / grazing lands; seating areas of the community; cremation/burial grounds etc. within / along the RoW (All CPRs other than religious structures, drinking water sources and bus stops) within COI Flood Plains; Soil Erosion; stone quarries etc.

5

Feasibility Report



Identification of valued eco-system components (VECs) By combined local knowledge, scientific evidence and expert opinion, VECs that are termed as ecological, 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 construction would affect each VEC has been made. To arrive at the nature and significant impacts, numerical 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 science. 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 identified during the reconnaissance survey. The details are as below: Table 9.4: Environmental Attribute

Total Weight

Topography

4

Vulnerability to natural hazards (such as floods, cyclones, cloud burst, landslide, subsidence, earthquake etc.)

4

Weight age and Ranking System Adopted Scoring Criteria Natural Environment Plains Rolling terrain Flood plains/coastal belt Hilly/mountainous terrain Not prone at all Rare occurrence Prone to natural disasters/risks Highly prone to natural disasters (regular occurrence)

5

Number (average) of water bodies per km crossings as well as water bodies within 100m on either side of the road

Drainage Conditions

5

Over-topping and / or water logging within 100m on either side of the existing Centre line

Ground water resources

4

Is ground water availability / extraction an issue in project?

Surface water resources

Materials Availability

Score

4

Availability of stone quarries

5 or less 6 to 10 11 to 15 16 to 20 21 or more 2 or less 3 to 4 5 to 6 6 to 7 7 or more Yes (if the project falls partially or fully within ‘dark’ or ‘over-exploited’ blocks ) No Within 50 km 50 to 100 km

1 2 3 4 1 2 3 4 1 2 3 4 5 1 2 3 4 5

4

0 1 2 6

Feasibility Report


Environmental Attribute

Total Weight

Soil Erosion

4

Sub Total

30

Designated Protected Areas

10

Wildlife habitats

6

Migratory route / crossing of wild animals and birds

6

Reserved Forests

5

Protected or Other Forests

Green tunnels Road side trees (broad estimate, specific numbers, girth and species details etc. shall be presented) Total


Scoring Criteria

Is soil erosion an issue in / along the sub-project road? Biological Environment Presence of designated protected areas within 15 Km from the proposed project location boundary Occurrences outside designated protected areas from the proposed sub-project location boundary Crossing project road or within 500 m from the proposed project location boundary Presence of RF within 100m from either side of the existing Centre line

5

Length of forests along the road within 100m from either side of the existing Centre line

4

Length of green tunnel/s within 30m (on either side) along the road

4

Number of trees likely to be affected

40

Social Environment

5

Total length of settlement sections (both towns and villages) abutting the road corridor

Sensitive Receptors

5

Number (total) of sensitive receptors within 50m on either side of the road (such as educational and health facilities)

Drinking water

4

Total number of drinking water

Settlements

Score 100 to 200 km More than 200 km Not at all To some extent Critical Very critical -

3 4 1 2 3 4 -

Yes

10

No

0

Within 5 Km 5 To 10 Km

6 4

10 km or more

2

Yes

6

No

0

Yes

5

No

0

Less than 5 Km 5 To 10 Km 10 To 15 Km 15 To 20 Km 20 Km or more 2 Km or less 2 Km To 5 Km 5 Km To 10 Km 10 Km or more Up to 1000 1000 to 2000 2000 to 4000

1 2 3 4 5 1 2 3 4 1 2 3

More than 4000

4

-

-

10 Km or less 10 to 20 Km 20 to 30 Km 30 to 40 Km 40 Km or more 10 or less 11 to 20 21 to 30 31 to 40 41 or more 10 or less

1 2 3 4 5 1 2 3 4 5 1 7

Feasibility Report


Environmental Attribute sources


Total Weight

Scoring Criteria sources (wells, hand pumps, community water points/taps etc.) within COI

4

Cultural Properties

4

Market Places

4

Common Property Resources (All CPRs other than religious structures, drinking water sources and bus stops) Total Grand Total


4

Number (total) of religious structures (temples, shrines, mosque, church, gurudwara) within COI Number (total) of cultural properties (protected / unprotected archaeological monuments) within 500m from the road Number (total) of weekly market places / haats; grain / fruit / vegetable / fish market; cattle market within COI Number (total) of CPRs (such as pastures / grazing lands; seating areas of the community; cremation / burial grounds etc.) within / along the COI

30 100

-

Score 11 to 20 21 to 30 31 or more 10 or less 11 to 20 21 to 30 31 or more 2 or less 3 to 5 6 to 8 More than 8 5 or less 6 to 10 11 to 15 15 or more 5 or less 6 to 10 11 to 15

2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3

15 or more

4

-

-

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 environmental 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 required 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 performed. Following aspects will be given due importance during assessment of impact and recommending remedial measures:

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Feasibility Report


9.12


•

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

REGULATORY AND INSTITUTIONAL REGIME This section elaborates on the various clearance requirements for the project from the State Government 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 protection and enhancement of environmental resources. The following table surmise the existing legislations pertaining to the project, the various clearances required for the project and the status as on date. Table 9.5: Relevant Environmental Laws & Regulations

Sl. Law / Regulation / Guidelines No.

1

The Environmental (Protection) Act. 1986, and the Environmental (Protection) Rules, 1987-2002 (various amendments)

2

The EIA Notification, 14th September 2006 & subsequent amendments

3

Taj Trapezium Zone Pollution

Relevance

Umbrella Act. Protection and improvement of the environment. Establishes the standards for emission of noise in the atmosphere. Identifies expansion of National highways greater than 30 Km involving additional ROW greater than 20m involving Land Acquisition and all new state highway projects & state highways expansion project in hilly terrain (above 1000 MSL) and or ecologically sensitive areas and (item 7 (f) of schedule) as one of the projects requiring prior clearance. Projects falling within the Taj Trapezium Zone (TTZ) needs to

Applicable Yes / No

Reason for application

Implementing / Responsible Agency

Yes

All environmental notifications, rules and schedules are issued under the act

MoEF, State Department of Environment & Forest, CPCB and SPCB

Yes

The project road is a new state highway project

MoEF / SEIAA

Yes

Project passes through TTZ ar-

TTZ Authority 9

Feasibility Report


Sl. Law / Regulation No. / Guidelines (Prevention and Control) Authority under EP Act

Relevance


Applicable Yes / No

obtain permission prior to start of the work Reuse fly ash discharged from Thermal Power Station to minimise land use for dispersal and minimise borrow area material. The onus shall lie with the implementing authority to use fly ash unless it is not feasible as per IRC Central and State Pollution Control Board to establish/enforce water quality and effluent standards, monitor water quality, prosecute offenders, and issue licenses for construction/operation of certain facilities.

Yes

Panki Thermal Power stations located in 100 Km radius of road

MoEF, SPCB

Yes

Consent required for not polluting ground and surface water during construction

State Pollution Control Board

4

5

The Water (Prevention and Control of Pollution) Act, 1974

6

The Air (Prevention and Control of Pollution) Act. 1981

Empowers SPCB to set and monitor air quality standards and to prosecute offenders, excluding vehicular air and noise emission.

Yes

7

Noise Pollution (Regulation And Control) Act, 1990

Standards for noise emission for various land uses

Yes

8

Forest (Conservation) Act, 1980

Conservation and definition of forest areas. Diversion of forest land follows the process as laid by the act

Yes

9

Coastal Regulatory Zone Notification, 1991

Protect and manage coastal areas

10

Wild Life Protection Act, 1972

Protection of wild life in sanctuaries and National Park

11

12

Implementing / Responsible Agency

ea

Notification for use of Fly ash, 3rd November 2009

Ancient Monuments and Archaeological sites and Remains Act 1958 The Motor Vehicle Act. 1988

Reason for application

No

No

Consent required for establishing and operation of plants and crushers Construction machineries and vehicles to conform to the standards for construction Involvement of forest land diversion for the project The project area is not within designated coastal zone No sanctuaries / national park within 10 Km

To protect and conserve cultural and historical remains found.

No

No Archaeological monument along the project road

Empowers State Transport Authority to enforce standards for

Yes

All vehicles used for construction



State Forest Department, MoEF MoEF, State Department of Environment State Forest Department, MoEF Archaeological Survey of India, State Dept. of Archaeology State Motor Vehicles De10

Feasibility Report


Sl. Law / Regulation No. / Guidelines

Relevance


Applicable Yes / No

vehicular pollution. From August 1997 the "Pollution Under Control Certificate is issued to reduce vehicular emissions.

13

The Explosives Act (& Rules) 1884 (1983)

Sets out the regulations as to regards the use of explosives and precautionary measures while blasting & quarrying.

Yes

14

Public Liability And Insurance Act,1991

Protection to the general public from accidents due to hazardous materials

Yes

15

Hazardous Wastes (Management and Handling) Rules, 1989

Protection to the general public against improper handling and disposal of hazardous wastes

Yes

16

Chemical Accidents (Emergency Planning, Preparedness and Response) Rules, 1996

Protection against chemical accident while handling any hazardous chemicals resulting

Yes

17

The Building and Other Construction Workers (Regulation of Employment and Conditions of Service) Act, 1996

Employing Labour / workers

Yes

9.14

Reason for application will need to comply with the provisions of this act. If new quarrying operation is started by the concessionaire / contractor Hazardous materials shall be used for road construction Hazardous wastes shall be generated due to activities like of maintenance and repair work on vehicles Handling of hazardous (flammable, toxic and explosive) chemicals during road construction

Employing Labour / workers

Implementing / Responsible Agency partment

Chief Controller of Explosives State Pollution Control Board


District & Local Crisis Group headed by the DM and SDM

District Labour Commissioner

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:

11

Feasibility Report


Table 9.6:


Summary of Clearances & NOCs Applicable

Sl. No

Type of clearance

Statutory Authority

1

Prior Environmental Clearance

SEIAA

Time required Is a category B Pre construc7-12 project tion months Applicability

Taj Trapezium Zone Pollution Projects within Taj Trapezium Permis2 (Prevention and the Taj Trapezision Control) Authorum ity Project road Diversion of Sanctuary Chief Wild Life passes within 3 land / Permission for 10 Km of xxx / Warden road construction any sanctuary State Department of Envi- Applicable for 4 Forest Clearance ronment and diversion of Forest and forest land MoEF State Department of Envi5 Tree felling permission Felling of trees ronment and Forest NOC And Consents UnState Pollution For establishing 6 der Air , Water, EP Acts plants Control Board & Noise rules of SPCB For operating NOC And Consents UnState Pollution Hot mix plants, 7 der Air , Water, EP Acts Control Board Crushers and & Noise rules of SPCB batching plants Storage and Transportation Permission to store Haz- State Pollution 8 Of Hazardous ardous Materials Control Board Materials and Explosives Storage of exChief controller 9 Explosive license plosive materiof explosives als NOC under Hazardous Disposal of biWaste (Management State Pollution 10 tuminous and Handling) Rules, Control Board wastes 1989

Project stage

Responsibility UPEIDA

Pre construc3-6 tion months

UPEIDA


UPEIDA


UPEIDA

Pre construcConcessionaire / 15 days tion Contractor Construction 2-3 Concessionaire / (Prior to work months Contractor initiation) Construction 1-2 Concessionaire / (Prior to work months Contractor initiation) Construction 2-3 Concessionaire / (Prior to work months Contractor initiation) Construction 2-3 Concessionaire / (Prior to work months Contractor initiation) Construction 2-3 Concessionaire / (Prior to work months Contractor initiation)

Construction 1-2 Concessionaire / PUC certificate for use of Department of For all construc(Prior to work months Contractor vehicles for construction Transport tion vehicles initiation) Quarrying and Construction 2-3 Concessionaire / Quarry lease deeds and Dept. of Geolo12 borrowing op- (Prior to work months Contractor license gy and Mines initiation) erations NOC for water extracConstruction Ground Water Ground water 2-3 Concessionaire / 13 tion for construction and (Prior to work Authority extraction months Contractor allied works initiation) 11

12

Feasibility Report



Table 9.7: Sl. No 1

2

9.16

Summary of Clearances & NOCs Not Applicable

Type of clearance

Statutory Authority Reason Archaeological survey of InNo Archaeological structures Permission for Activities near dia / the state department of in the project road archaeological protected area Archaeology Diversion of Sanctuary land / Project road doesn’t passes Permission for road construcWild Life Authorities within 10 Km of any sanctution ary

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 legislations are: o

o o o 9.17

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 Central Pollution Control Board (CPCB) monitors and implements pollution related legislations 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 State Department of Forests gives permission for forest diversion and felling of trees

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 o o

Summer season Monsoon season Winter Season

: : :

April to June June to September 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 temperature 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 temperature of 22.2°C. The mean monthly maximum temperature is 32.4°C and mean monthly minimum 13



temperature is 19.1°C. Rains in the region are concentrated in the monsoon season. The region receives rainfall mainly under 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 velocity 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 rivers. 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 assess 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. However, 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 obtaining soil samples from selected areas and analysing the same for establishing the baseline data. 14

Feasibility Report


9.18


BIOLOGICAL ENVIRONMENT Protected Natural Habitats There are no Protected Natural Habitats (Biosphere Reserves; National Parks and Sanctuaries) or forest 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 district, 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 officinalis, Terminalia arjuna, Polyalthia longifolia, Terminalia alata, Terminalia bellirica, Ficus bengalensis, 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, tortoises, cobra, krait, avifauna like partridge or titar (Francolines pondicerianus), black partridge (F. vulgaris), 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 tragocamelus), 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 Mainpuri 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 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 9.8: State/ District

Year

Total

Demographic Features of State & PIA Population Avg. Density (pop./sq.km) Rural Urban

Literacy Rate 15



Uttar Pradesh 2011 199581477 155111022 44470455 828 Agra 2011 4380793 2371296 2009497 1084 Firozabad 2011 2496761 1644491 832270 1037 Mainpuri 2011 1847194 1562861 284333 669 Etawah 2011 1579160 1212850 366310 683 Auryia 2011 1372287 1138082 234205 681 Kanauj 2011 1658005 1377419 280586 792 Kanpur Dehat 2011 1795092 1621654 173438 594 Unnao 2011 3110115 2577332 533263 682 Hardoi 2011 4091380 3550389 540991 683 Lucknow 2011 4588455 1550737 3037718 1815 Source: Provisional Population Totals, Paper -2 (volume -1) of 2011, Census of India 9.20

69.72 69.44 74.60 78.26 79.99 80.25 74.01 77.52 68.29 68.89 79.33

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 construction 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 o o o o o o o

Dumping of construction waste Air quality Water pollution, drinking water sources, water scarcity in non-monsoon months and construction water requirements Roadside trees, tree plantation Employment opportunity during civil works Location of labour camp and hot mix plant sites Impact on property and land acquisition Resettlement options

The table below shows the general impact on the environmental components due to the project.

16

Feasibility Report



Table 9.9:

Env. Component Affected

Air

Land

Planning and Design / Pre construction Phase

General Impacts on Environment

Construction Phase Project Activity Laying of Pavement

Vehicle & Machine Operation & maintenance

Asphalt & Crusher plants

Sanitation & waste (labour campus)

Vehicle operation

-

Dust generation

Asphalt odour

Noise, dust pollution

Noise, soot, odour, dust pollution

odour/Smoke

Noise, dust pollution

Other pollution

Erosion and loss of top soil

Erosion and loss of top soil

Reduction of ground water recharge area

Contamination by fuel & lubricants compaction

Contamination compaction of soil

Contamination from wastes

Spill from accidents Deposition of lead

Change in cropping pattern

Siltation due to loose earth

Alteration of drainage, break in continuity of ditches Siltation, Stagnant water pools in quarries

-

Contamination by fuel & lubricants compaction

Contamination by asphalt leakage or fuel

Contamination from wastes Overuse

Spill Contamination by fuel, lubricants & washing of vehicles

Increased Contamination of ground water

Noise pollution due to machinery

Noise pollution

-

Noise pollution

Noise pollution

-

Noise pollution

Noise Pollution

-

Removal of Vegetation

Lower productivity Use as fuel wood

Felling trees for fuel

Disturbance

Disturbance

Poaching

Land acquisition

Removal of structures

Removal of trees and Vegetation

-

Dust generation during dismantling

Reduced buffering of air & noise pollution, Hotter, drier microclimate

Loss of Productive Land

Generation of Debris

Water

Loss of water resources

Siltation due to loose earth

Noise

-

Noise pollution

Earth works including quarrying

Flora

-

Loss of Biomass

-

Lowered productivity loss of ground for vegetation

Fauna

-

-

Disturbance habitat loss

Disturbance

-

Change in land use

Loss of land economic value

Loss of standing crops

Loss of productive land

Agricultural land

Road Operation

Indirect effects of Operation or Induced Development

Impact of pollution on vegetation Lowered productivity Toxicity of vegetation Collision with traffic

-

Distorted habitat Conversion of agricultural land

17

Feasibility Report


Env. Component Affected

Planning and Design / Pre construction Phase

Buildings and builtup structures

People and community


Anxiety and fear among community

Construction Phase

Loss of structures, Debris generation, noise and air pollution Displacement of people psychological impact on people loss of livelihood

Cultural assets

Displacement of structures from Row

Utilities & amenities

Interruption in supply

Labour's health & safety

Project Activity Noise vibration may cause damage to structures Loss of shade and community trees, loss of fuel wood and fodder, loss of income

Noise & air pollution

loss of sacred trees

Noise vibration may cause damage to structures

Increase of stagnant water and diseases

Road Operation

Noise vibration - damage to structures

Odour and dust

Noise & air pollution collision with pedestrians livestock and vehicles

Community clashes with migrant labour

Damage from vibration and air pollution

Asphalt odour and dust

Damage to utility and amenities collision with pedestrians livestock and vehicles

Indirect effects of Operation or Induced Development

Vibration and Noise

Change in building use and characteristics

Noise pollution, Risk of accidents

Induced pollution

Damage from vibration and air pollution Pressure on existing amenities Increase in communicable diseases

collision with pedestrians livestock and vehicles

18


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 discharge from the harmful activities at source or protecting the sensitive receptor. 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 any adverse impacts on the various environmental and social components. Where the impacts on various environmental components shall be unavoidable, suitable mitigation designs Table 9.10:

Summary of Mitigation

Sl. No 1

Potential impact

Mitigation / Enhancement

Change in Geology

2

Change in Seismology

3 4

Loss of land Generation of Debris

5

Soil Erosion

6

Contamination of Soil

7

Soil quality monitoring

8

Scarified Bituminous Wastes

• Quarry Development Plan shall be enforced. • All structures to be checked and complied with the seismological settings of the region (Zone) • Alignment selected to have maximum exposure of govt. & barren land • Disposed properly to avoid contamination. • Embankment protection through stone pitching & Turfing • Residual spoil need to be disposed properly • Silt Fencing need to be provided • Quarries need to be reclaimed • Hazardous Wastes (Management and Handling) Rules, 1989 to be enforced. • 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. • Measures will be revised & improved to mitigate / enhance environment due to any unforeseen impact. • No scarification involved. • In case concessionaire decides to scarify then the material to be reused in the GSB layer. • Non reusable Bituminous wastes to be dumped in 30cm thick clay lined pits with the top 30cm layer covered with good earth for supporting vegetation growth over a period only after obtaining permission of Independent Consultant.

9

Scarified Non Bituminous Material

10

Cut material

• Reused as embankment, median & shoulder fill materials • Excess material to be used for filling up of borrow areas identified by the concessionaire and approved by the Independent Consultant

11

Construction debris generated from dismantling of structures

• Guidelines for Identification of Debris Disposal Sites & Precautions and Guidelines for Rehabilitation of Dumpsites, Quarries and Borrow Areas shall be framed

12

Soil Contamination due to accident spills

• An emergency response team to be created. The team shall contain members of the district and police administration and also have specialist in remediation. Responsibility of Concessionaire to inform the team to take

• Used in the normal GSB layer (not the drainage layer)

19


Sl. No

Potential impact


• •

• • 13

Runoff and drainage

14

Operation of residential facilities for labour camps, Vehicle parking areas

15

Meteorological factors and climate

16

Dust generation

17

Gaseous pollutants

18 19

Air quality emissions Air quality monitoring Alteration of Cross Drainage

20

• • •

• • • • • • • • • • • • •

21

Water requirement for project

22

Increased sedimentation

23

24 25


• • • • •

Contamination of Wa• ter • • Water quality moni- • toring Noise mitigation for • Sensitive receptors •

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 contamination, health hazards in the vicinity of the accident spot, fire and explosions 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 accordance 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 Silt fencing to be provided Recharge well to be provided to compensate the loss of pervious surface Vehicle parking area will be made impervious using 75 mm thick P.C.C. bed over 150 mm thick rammed brick bats. The ground will be uniformly sloped towards to adjacent edges towards the road. A drain will take all the spilled material to the oil interceptor Comprehensive afforestation Avenue plantation Shrub plantation in the median / island Sprinkling of Water 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. Local people will be educated on safety and precaution on access roads, newly constructed embankment etc. Compliance with future statuary regulatory requirements Measures will be revised & improved to mitigate enhance Widening & construction of bridges, there will be an improvement in the drainage characteristics of the project area. Contractor needs to obtain approvals for taking adequate quantities of water from surface and ground water sources. This is required to avoid depletion of water sources. Water harvesting structures to be provided. Silt fencing to be provided Guidelines for Sediment Control to be framed Hazardous wastes (Management and Handling) Rules, 1989 to be enforced. Oil Interceptor will be provided for accidental spill of oil and diesel. Rejected material will be laid as directed by IC. Septic tank will be construction for waste disposal. Measures will be revised and improved to mitigate / enhance environment due to any unforeseen impact. Options for Noise barriers to be analysed No Horn Zone sign Post. 20



Sl. No

Potential impact


26

Noise Pollution (PreConstruction Stage)

27

Noise Pollution (Construction Stage)

• Machinery to be checked and complied with noise pollution regulations. • 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 direction. • Noise pollution regulation to be monitored and enforced. • Temporary as the work zones will be changing with completion of construction.

28 29

Noise Pollution (Operation Stage) Noise Pollution Monitoring

30

Forest area

31

Trees Cutting

32

Vegetation

9.23

Will be compensated with the uninterrupted movement of vehicles Measures will be revised and improved to mitigate / enhance environment due to any unforeseen impact. • Minimum acquisition of land • 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. • 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 pitching and turfing. • Open land in and around plant will be vegetated.

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. Adherence 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 construction 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.

21


9.25


HOTSPOT MITIGATION There are several locations where undesirable impacts of the project occur which can be easily distinguished 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 difficult 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 ‘selling’ 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 required 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 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: o o o o o

9.27

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 comprehensive package of compensation and assistance to entitled persons, families groups suffering losses as a result of the project.

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 22


• 9.29


Grade separation at interchanges

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 enhancement 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: • • • • •

• • 9.31

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 arrangement at required locations Water harvesting structures shall be provided

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 impacts 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 23



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 require 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 environment With the above approach to design, construction and operation the project will be environmentally feasible.

24

Agra Lko Expressway Feasibility Report

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