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

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.
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Feasibility Report
Project Description
In view of above the total length of the Expressway from proposed Agra Link
Road (Start point)to end point at Lucknow on SH 40 is 301 Km
The Consultants have undertaken feasibility studies for the project which includes
costing to assess technical, financial & economic viability, and social assessment
studies, their analysis etc. As a part of the study to establish the viability, a Feasibility
Report has been prepared after carrying out Engineering Surveys and appropriate
assessment of a preliminary design considering the engineering conditions, the present
traffic and its growth, the environmental impact assessment as well as the social aspects
along with cost assessment.
This report among other aspects covers the details on finalization of alignment, grade
separator interchanges and structures along the proposed Expressway & Link roads,
digitization of the Khasra maps of ROW and marking of alignment on digitized maps,
identification of Tourist spots, eco-friendly structures, water bodies etc. along the
expressway.
1.2
SCOPE OF SERVICES
As per the Terms of Reference (TOR), the project study consists of preparation of the
following:
Stage 1 - Inception Report
Stage 2 - Feasibility Report
Sets of Drawings
Investigation Reports
Preliminary Designs
Preliminary Costing
Financial Analysis
The Feasibility study will include the following:
Project proposals
Traffic survey, analysis and Report
Utility Relocation Plans
Land Plan Schedules
Stage 2(a) - Environment and Social Impact Assessment Reports and getting 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
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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
Section 1 (km 0.000 to km 24.000)
10228
24504
Section 2 (km 24.000 to km 72.000)
9726
23849
Section 3 (km 72.000 to km 87.000)
9080
22591
Section 4 (km 87.000 to km 109.000)
9365
23423
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
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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
Section 1
24504
40628
59304
76110
98077
Section 2
23849
39086
56703
72884
94022
Section 3
22591
38690
57427
73162
93683
Section 4
23423
40866
61216
77784
99317
Section 5
27419
46866
69506
88724
113789
Section 6
26570
46327
69379
88230
112797
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
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
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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.
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
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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.
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
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.
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Feasibility Report
Project Description
After studying the concept report completing the reconnaissance survey and detailed
discussions with the Government Officials it was decided to include the above two link
roads to the Expressway Length. The remaining two links will still be part of the project and
will be developed to the standard of two lanes with paved shoulder.
2.4
PROJECT AREA
2.4.1
Location define
The Project expressway and link roads traverse in the state of Uttar Pradesh, with total
length of 324.00Kms (Approx). The project stretch passes through Agra, Firozabad,
Mainpuri, Etawah, Kanpur, Kannauj, Hardoi, Unnao and Lucknow districts. Index Map given
in Figure 2.1 refers to the location of the Project stretch.
Figure 2.1: Location Map of Project Road

2.4.2
Terrain and Land Use
The terrain on this stretch can be termed as Plain and flat throughout. Important places and
3

Feasibility Report
Project Description
districts along the project stretch are Agra, Firozabad, Etawah, Mainpuri, Kannauj, Kanpur,
Hardoi, Unnao and Lucknow.
2.4.3
Alignment
The proposed alignment of the Expressway is a Greenfield alignment. The two link roads to
be developed / widened on the existing alignment. Horizontal sharp curves of 2 numbers
are present along the proposed Expressway which have absolute minimum curve radii but
would cater for proposed design speed; adequate traffic management schemes needs to
be provided so as to avoid accident at this location.
The alignment of project link road passes through built up sections. These urban / village
stretches act as bottlenecks to the free flow of traffic due to mixed local and through traffic,
presence of ribbon development on either side and uncontrolled access from side
road/cross roads, lack of traffic segregation and pedestrian facilities.
2.4.4 Existing Road Width
The existing carriageway of the project link road is 3.5m single lane for the Firozabad Link
and 2 lanes (7.0m) for the Kannauj Link road.
2.4.5 Major Intersections
Proposed alignment intersects with 11 major roads along the road across the following
locations:
Agra Ring Road

ODR-Firozabad to Fatehabad
NH-2
SH-83(Etawah Manpuri)
SH-29 (Kariban-Simra)
NH-92(Kusmara-Etawah)
NH-91A (Sikari-Urmada)
NH-91 (Kannauj-Kanpur)
SH-38 (Ganj Muradabad-Bangermau)
MDR (Sandila to Bangermau)
NH-25A
2.4.6
Right of Way
The ROW has been taken as 110m for the proposed expressway; 18m (60 feet) Firozabad
Link road and 36m (110 feet) for Kanauj Link road.
2.4.7 Bridges and Cross Drainage Structures
There are 10 major bridges, 49 minor bridges, 1 overpass, and 9 flyovers, 3 ROB, 1 ROB
cum major bridge, 52 VUP and 138 PUPs have been proposed along the project corridor.
In addition to above, Firozabad Link road has 1 major bridge, 29 culverts and Kannauj Link
road has 1 major bridge, 3 minor bridge and 38 culverts.
The detailed list of structures is given in chapter 4.
2.4.8
Utilities
As the proposed expressway alignment traverses through agricultural land chances of

having underground utilities for most of the stretch is remote. There are a few existing
electrical poles along the Green field section which would require relocation.
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Feasibility Report
Project Description
There are several utility lines like electric, telephones lines, gas pipe line, OFC lines and
irrigation canals which are running parallel to the project link roads and cross at many
locations and may require relocation especially on the Firozabad and Kannauj Link road.
2.5
EXISTING PROJECT FACILITIES

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

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
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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
Feasibility Report

Chapter 3
3.1
GENERAL
All the services are carried out strictly as per TOR and within the timeframe given for each
activity/ submission. In general, the Specifications and Standards primarily based on the
Guidelines for Expressway by Ministry of Road Transport and Highways (MOSRT&H) have
been followed. Specific Codes and Guidelines of the IRC and publications of the
MOSRT&H including circulars & general/special publications, technical Specifications &
Standards have been kept in view.
For special cases where our guidelines/codes are silent international codes/manual such
as DMRB and AASHTO are referred. All the field activities have been completed in
accordance with the QAP submitted along with the Inception Report and as discussed in
detail with Client.
For Topographic survey latest electronic instruments like Global Positioning System and
Total Station were used. Data was collected as per formats and procedures approved by
the MOSRT&H and analyzed using in-house developed software. MX software for the
highway designs and STADD-proV8i for the structure designs are used. For the pavement
designs standard software/programs developed in-house have been used. Financial
analysis is based on software developed in-house and time tested for various BOT and
Annuity projects.
In depth consultation process with various stakeholders including UPEIDA, ADA, LDA,
MORT&H, Railways, NGOs and other consultants working in project influence area was
held on a regular basis apart from regular discussion between the consultant & UPEIDA on
the progress of the work. As time and quality are the essence of the project, before any
analysis and designs, all the parameters to be used were got approved by the Client during
preparation of draft reports so there is minimum changes later on, i.e. minimum time
requirement in the finalization of final reports without compromising quality.
The idea is to seek prior approval from client through meeting/discussion on
Inception/QAP, alignment finalization, bid evaluation, pre-bid conference etc. Before the
submission of the alignment report the radial link roads were identified and discussed with
UPEIDA for their comments, suggestion and approval. Similarly various traffic scenarios
will be developed and presented to client for discussion and approval.
3.2
DESIGN BASIS
The broad methodology has been generally developed keeping standard practices / IRC
guidelines, with certain additions and modifications as felt necessary and discussed with
Uttar Pradesh Expressway and Industrial Development Authority (UPEIDA) during various
review meetings.
3.3
COLLECTIONS AND REVIEW OF EARLIER REPORT

The Consultants have collected and reviewed the relative study reports to have a better
understanding of the project & also for getting some inputs as a part of the Services. The
study reports thus considered for review are:
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Feasibility Report
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
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Feasibility Report
on this. To establish the realistic growth rates, road transport data, population growth rates
and socio-economic parameters have been studied and analyzed. The growth rates for
passenger vehicles have been worked out on the basis of annual growth rate of population
and per capita income while the growth rates of freight vehicles have been based on the
rate of growth in agricultural, industrial and tourism sectors and historical traffic data. These
growth rates have been used to arrive at the traffic projections for the design period. After
the development of project corridor to six/eight lane standard configuration, greater amount
of traffic is expected to be diverted from the peripheral road network. Appropriate traffic
diversion models have been used for assessment of diverted traffic to this road. Details on
traffic data & projections have been discussed in Chapter 5 of this Report.
3.6
ENGINEERING SURVEYS AND INVESTIGATIONS

3.6.1
Reconnaissance Survey of the Project Road
Reconnaissance survey has been carried out immediately before the kick off meeting to
examine the general characteristics of the Project Corridor. Consultants have undertaken a
site visit along with the experts in the field of Highway, Pavement and Bridge Engineering.
This has helped in the detailed appreciation of the project corridor in terms of traffic and
other engineering measures and judicious assessment of the following salient factors have
generally been made:
Topography of the area
Terrain and soil conditions
Climate and Rainfall
Drainage Characteristics
Traffic patterns and preliminary identification of traffic homogeneous
sections of road in the area.
Railway lines and other critical utilities/services having impact on road
alignment
Land use (agricultural, build-up, forest land, etc.,)
Environmental factors
Availability of materials
Any other useful information
The findings are documented in this report.
3.6.2
Road Inventory and Pavement Condition for Link Roads
3.6.2.1 Road Inventory Survey

The purpose of the road inventory survey was to characterize and record the essential
elements and features of the project link roads along its existing alignment. The inventory
survey has been carried out from Firozabad Link Road from Ch. 0 + 000 to Ch. 15+000 and
Kannauj Link Road from Ch. 0 + 000 to Ch. 26+000 of NH-91A for collection of existing
road side features at every 200m interval or every change of feature whichever is earlier.
The road inventory has been referenced to the existing kilometre posts established along
the roadside. Road inventory of the project road has been carried out by actual
measurements or visual observations supplemented with measurements using tape etc.
using format as given in the latest IRC-SP 19 covering the following elements.
Terrain
Land Use (Built-Up / Agricultural / Forest / Industrial / Barren)
Village / Town
Carriageway Width (Type / Width / Condition)
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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)
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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
Excellent
Good
2
3
4
5
Cracking
(%)
Patching
(%)
Ravelling
(%)
Nil
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

Feasibility Report
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 cant be decided by Bridge Inventory. This will help in determination of
substructure type for the project structure at a preliminary stage. Inventory & condition of
bridges, culverts and other structures will focus on the following items:

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

configurations and materials used in the construction;
Geometric aspects, including bridge widths and whether the existing structure can
be economically incorporated into the new road geometry;
Condition of each element of the structure viz. foundation, sub-structure, Expansion
joint, bearings, super-structure, railings, drainage spouts, river protection works,
returns and wearing course;
Approach road conditions;
Waterway conditions;
The capability of the structure to meet the proposed design standards for traffic
loading;
Repair needs or the requirement of reconstruction of one element or the complete
structure based on the present distress level.
Ease of maintenance and future maintenance costs;
Visual observations have been carried out during the condition survey will be mainly to
identify degree of distresses. For any distress observed, the extent or the magnitude plays
a vital role, and consequently the extent of the distress needs to be recorded as its
evaluation is of paramount importance. The super-structures and the sub-structures has
been inspected to identify cracks, exposed reinforcement, bulging and loose mortar in
joints. The wing walls and the return walls has been inspected to identify any separation of
these from the abutment. Any unusual differential settlement, which gives rise to cracks in
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Feasibility Report
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 12K in mm, where K is the distance in
kilometres between two primary control stations. Any errors within permissible limits are
distributed in rational manner to establish the accurate and effective horizontal control grid.
These are established on reference pillars having configuration similar to primary control
station with an arrow painted on the surface of existing road indicating their location.
3.6.4.1 Pillar Construction
Benchmark pillars at every 1000m along the route within the ROW have been constructed.
All these pillars will have to be furnished with X, Y, Z co-ordinates. The pillars are of size
150 x 150 x 600mm long. The pillar is concreted and embedded in a manner that 150mm is
remain above ground. A steel rod has been fixed in the centre for punching the point and
finally these are to be painted yellow.
3.6.4.2 Total Station Traverse
A closed traverse is run for a loop length of 5km. While traversing, station is established
200 to 250mts apart. The pillars constructed along the route are connected. These points
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Feasibility Report
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 12k mm, where K is the distance in kilometres between two Bench Marks
available in the project area, and error, if any, within permissible limits is distributed in
rational manner to establish the accurate and effective vertical control grid.
The topographic survey has been extending up to the proposed Right of Way (ROW).
Wherever necessary, the survey corridor width is further increased to accommodate
situations arising out of encroachments and any other contingencies. The survey areas at
the locations of intersections cover up to a minimum of 500m on the either side of the
centreline and have sufficient width to accommodate improvement measures. Necessary
surveys are also carried out for determining the requirements of service roads for local
traffic, where appropriate.
3.6.4.4 Detailed Survey
Using the horizontal and vertical control points established accurate data in the digital
format in terms of Northing (Y). Easting (X) and Elevation (Z) co-ordinates for all breaks in
terrain such as ridges and ditches are collected perpendicular to the centre line at 50m
intervals in tangent sections and 20-25m in curve sections using Total Stations. Cross
sections are taken for the specified corridor width of 110m; however this corridor width is
increased to 150m on the inside of sharp curves to account for minor adjustments.
All natural and man-made features such as buildings, irrigation channels, drainage
structures, temples, mosques, trees and utility installations etc. are captured during the
survey. Spot level on the existing carriageway are captured at five points namely at
centreline, mid points of both lanes of traffic movement and pavement edges at both ends
to calculate the profile corrective courses more realistically. Trees with girth wise are
captured with areas of plantation. Wherever there are groups of trees/plantations, they are
picked with the areas of plantation. Boundaries of Agricultural Land area have been
surveyed to demarcate the cultivation land limit.
Where existing major roads cross the alignment, the survey has been extended to a
maximum of 500m on either side of the road centreline to allow improvements including
grade separated intersections to be designed. Apart from this, the survey has covered a
maximum of 1000m and 500m on either side of centreline in cases of major and minor
bridges respectively.
3.6.4.5 Data Processing
The field survey data are processed in the office to provide a digital output file for the
design engineers. The data is structured so that the existing vertical profile along the
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Feasibility Report
proposed alignment can be produced automatically. The format of the resulting data readily
promotes the calculations of earthworks and other quantities required for the evaluation of
cost estimates.
Roadway plans have been produced from the survey data, which identify the available
Right of Way (ROW) along the existing road corridors. In addition, the plans identify all
existing utilities /installations within the corridor/ROW that require re-location by the new
road design. Action Plans for covering the relocation of these obstructing installations and
public utilities are to be prepared on a km to km basis.
3.6.4.6 Material Investigations
The Material Investigation for road construction has been carried out to identify the
potential sources of construction materials and to assess their general availability,
mechanical properties and quantities. This is one of the most important factors for stable,
economic and successful implementation of the road program within the stipulated time for
improvement work as well as for new carriageway / bypass the list of materials includes the
following:
a) Granular material for lower sub-base works.
b) Crushed stone aggregates for upper sub-base, base, surfacing and cement
concrete works.
c) Sand for filter material and cement, concrete works, sub-base and filling material.
d) Borrow material for embankment, sub-grade and filling.
e) Manufactured material like cement, steel, bitumen, geo-textiles etc. for other
related works.
The Information on material sources has been carried out with the following basic
objectives:

Source location, indicating places, kilometerage, availability and the status whether
in operation or new source.
Access to source, indicating the direction and nature of the access road i.e. left / right
of project road, approximate lead distance from the gravity centre and type of access
road.
Ownership of land / quarries, either government or private.
Probable uses indicating the likely use of materials at various stages of construction
work i.e. fill materials, sub-grade, sub-base, base and wearing course and cross
drainage structures.
During the process of investigation, due consideration has been given to the locally
available materials for reducing the cost of construction.
The samples have been collected as described below:
From quarry sites for aggregate characteristics like, aggregate impact value,
gradation, soundness, flakiness index and elongation, stripping value and water
absorption etc.
From random pits (farmland) along the proposed alignment for availability of suitable
embankment and sub grade material, and identification of the borrow areas and tested
in line with relevant IRC code. The summary of laboratory test results is given as
Annexure VIII.
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Feasibility Report
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 reports 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
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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
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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)
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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
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Feasibility Report
Say 1, 80,000 PCU/day at LOS-B for 8-lane expressway.

3.7.1.2 Recommended Design Service Volume for Eight lane Expressway
Capacity on dual carriageway roads can be affected by factors like kerb shyness on the
median side, vehicle parking etc. A volume of four lane dual roads can be taken up to
180000 PCUs. The capacity value mentioned above relate to LOS B on dual carriageway.
3.8
ENGINEERING DESIGN
3.8.1
Geometric Design of the Alignment
The Preliminary Design has been carried out on the selected alignment so as to have
optimum Construction and Operation & maintenance cost and Vehicle Operation Cost;
minimum Social Impacts and Social Costs and Environmental Impacts and Environmental
Mitigation Costs.
The preferred alignment would definitely have minimum Rehabilitation and Resettlement
i.e. it would utilize to the maximum possible barren / agriculture / government land to
minimize Land Acquisition in villages / habited areas. A thorough consultation with
stakeholders including industries, relevant government agencies, NGOs, project affected
persons (including farmers & people having property) and other consultants working in the
region will be made.
Geometric Design Control
The detailed design for geometric elements covers, but not limited to the following major
aspects:

Horizontal alignment
Longitudinal profile
Cross-sectional elements
Junctions, intersections and Interchanges
Service road on either sides of carriageway
Different options for providing grade separated interchanges and at grade intersections
were examined and the geometric design of interchanges has taken into account the site
conditions, turning movement characteristics, level of service, overall economy and
operational safety.
Indicative Design Standards
The indicative design standards for geometric design of road are illustrated in the
Tables 3.5, 3.6 & 3.7 as Indicative design standards for main carriageway, geometric
standards for Interchange elements and Length of speed change lanes. Ruling design
speed is adopted for designing the Project Highway in conformity with the provisions of the
Guidelines for Expressway Manual. The following Design Parameters are used:
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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
Raised Median
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
250
185
95
Stopping
distance
140
105
65
Maximum gradient
Minimum
vertical
curve length
70
60
50
Carriageway width
7.5
7.5
7.5
Shoulder width
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
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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
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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
=
=
=
=
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:
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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.
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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.
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Feasibility Report
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 Westergaards 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 Bradburys 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

Feasibility Report
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

Feasibility Report
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.
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Feasibility Report
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.
Mannings 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

Feasibility Report
During calibrating, the Mannings n values were adjusted. Originally, the Mannings 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 Mannings n values were adjusted. Originally, the Mannings 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

Feasibility Report
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

Feasibility Report
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--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

Feasibility Report
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
: = 30O
Angle of Wall Friction
: = 20O
Coefficient of Friction at base
: tan (2/3 ), while 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)
Feasibility Report
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

Feasibility Report
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

Feasibility Report
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
Feasibility Report
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
Feasibility Report
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

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.
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
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
Design MSA
Design CBR (%)
10
10
BC
DBM
WMM
GSB
Total Thickness
40
50
250
200
540
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
34+936
Yamuna River
600
12 x 50
85+600
Sengar Nadi
60
2 x 30
47
0
3
4
100+834
146+030
canal
canal
75
60
1 x 60 + 1
x 15
3 x 20.0m
213+200
Isan Nadi
70
2 x 35
219+382
Ganga River
750
222+765
Sharada Canal
75
15x50
1 x 60 + 1
x 15
35
256+244
Sai River
70
2 x 35
45
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
Proposed
Chainage (Km)
Crossing
Total Length
(m)
Span (m)
Skew
10
265+785
Sai River
70
2 x 35
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
Proposed
Chainage
(Km)
10+400
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
58+148
Jhirna Nala
Canal
Madanpur
Drain
10
1 x 10
63+978
Patsui Drain
20
1 X 20
67+180
Canal
69+067
Sirsa Nadi
60
S.No
Crossing
Total Length
(m)
Span (m)
Skew
Ghati
10
1 x 10
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
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
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
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
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
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
Proposed
Chainage
(Km)
Structure
type
Crossing
Total
Length
(m)
Span
(m)
Skew
Span
(straight)
Super Structure
Total
Width
Foundation
type
8+773
Minor bridge
Canal
10
1 x 10
RCC Box
2 x 19.750
Open
0+550
Minor bridge
Canal
30
1 X10
Pre-cast PSC
Girder
2 X 19.750
Open
0+930
VUP
1 x 19.750
Open
4+264
VUP
1 x 19.750
Open
5+590
VUP
1 x 19.750
Open
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
Proposed
Chainage
(Km)
Structure
type
Crossing
Total
Length
(m)
Span
(m)
Skew
Culvert
1x2x2
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
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
16
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
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
17
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
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-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- 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

Alternative Routes for Link 5 6 ......................................................................................... 50
Alternative Routes between Link 5 - 7 ................................................................................ 51
Alternative Routes between Link 5 and 9 ............................................................................ 51
Diversion Curves ................................................................................................................ 53
iii
Feasibility Report

Chapter 5
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
OriginDestination
NH-91 near Araul
SH-40 near Maharajganj Bridge (6 Km from Mohan)
1
1
1
1
1
1
1
Feasibility Report

Figure 5.1:
Traffic Survey Location Map

5.2.
Feasibility Report
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-91 near Araul
The identified classified traffic volume count locations for 3 days count are given below:
1
2
3
4
5

MDR Firozabad Fatehabad Road near Yamuna
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

Feasibility Report

3
4
5
6
7
5.4.
NH-91 near Araul

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
Cycle Rickshaw
Animal / Hand Drawn
4.0*
Other (HCM/EME)
4.5
2 Wheeler
0.5
Taxi
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
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
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
308
10
281
363
312
581
242
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
91
10
29
14
23
14
15
38
28
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
Feasibility Report

Near Nangal
Dalap_NH2
Near Araul_NH-91
Near Nidhasan
_NH 24
Near Fatehabad
SH-62
Firozabad
Fatehabad
Road_MDR
Near Tirwaganj
_SH21
Near Amarpali Co
tages_SH-25
Near Maharajganj
Bridge_SH-40
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
39
23
36
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.

Feasibility Report

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Feasibility Report

Feasibility Report
10

Feasibility Report
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
598
7.55
14:00-15:00
MDR Firozabad Fatehabad Road
377
8.53
17:00-18:00
near Yamuna
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

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13

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14

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15
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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%
Near Nangal Dalap_NH2
24%
22%
2%
3%
5%
35%
7%
2%
Near Araul_NH-91
15%
21%
6%
5%
10%
25%
13%
5%
Near Nidhasan_NH-24
24%
35%
9%
3%
7%
10%
11%
1%
Near Fatehabad_SH-62
17%
49%
1%
6%
7%
5%
10%
5%
Firozabad Fatehabad
Road_MDR
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
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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%
Near Nangal
Dalap_NH2
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

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18

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19

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20

Figure 5.4:
Feasibility Report
Tollable Traffic Composition at Various Count Stations
21
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5.4.6
Annual Average Daily Traffic (AADT)
Seasonal variation factors by vehicle types are required to account for variations in the pattern of
traffic volume on the project road sections over different seasons of the year. These factors are
worked out based on the month wise fuel sales data collected along the roads where the survey
was carried out. The vehicle wise seasonal correction factors adopted are presented in Table 5.7.
Near Nangal
Dalap_NH2
Near Araul_NH-91
Near
Nidhasan_NH-24
Near
Fatehabad_SH62
Firozabad
Fatehabad
Road_MDR
Near
Tirwaganj_SH-21
Near Amarpali
Cottages_SH-25
Near Maharajganj
Bridge_SH-40
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.)
Near Nangal
Dalap_NH2
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
183
357
284
25
147
57
39
14
91
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
22
Feasibility Report

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
Near Nangal
Dalap_NH2
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
262
683
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
11
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-91 near Araul
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.
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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
Feasibility Report
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
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 13.78 30.93 23.88 26.92
4.01
0.48 14.42 42.34 17.34 22.08
2.92
0.91
Bus
0.00 0.00 6.67 93.33
0.00
0.00 0.00 0.00 10.00 50.00 40.00 0.00
LCV
4.30 10.75 22.31 39.25 18.01 5.38 1.73 17.63 16.18 46.82 14.45 3.18
2 Axle
2.68 13.99 16.67 37.20 17.86 11.61 2.03 23.19 15.36 39.71 14.49 5.22
3 Axle
1.75 7.38 11.07 32.04 29.13 18.64 2.32 15.19 6.12 36.29 20.46 19.62
4-6 Axle
2.13 10.64 14.18 32.62 18.44 21.99 8.94 17.89 36.59 36.59
0.00
0.00
Vehicle Type
Table 5.15:
Lead Distribution of Passengers and Freight Vehicles at NH-24 Near Nidhasan
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 38.37 26.23 24.07 8.91
2.43
0.00 38.78 27.46 17.37 11.59
4.04
0.75
Bus
41.98 24.69 20.99 9.88
2.47
0.00 15.15 62.12 13.64 7.58
1.52
0.00
LCV
53.76 27.50 6.30
8.76
1.23
2.46 60.00 22.26 17.74 0.00
0.00
0.00
2 Axle
16.08 32.16 10.52 27.63
7.63
5.98 22.33 23.95 24.92 13.59
8.74
6.47
3 Axle
7.96 15.92 17.72 26.58 22.97 8.86 8.39 12.99 21.22 18.59 16.61 22.20
4-6 Axle 13.86 19.80 15.84 31.68
9.90
8.91 12.45 12.45 4.03 25.27
4.03 41.76
Vehicle Type
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
Feasibility Report
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
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 58.31 41.21 0.48
0.00
0.00
0.00 49.97 3.47 45.85 0.71
0.00
0.00
Bus
39.29 5.36 53.57 0.00
1.79
0.00 20.00 5.71 71.43 2.86
0.00
0.00
LCV
98.21 1.79 0.00
0.00
0.00
0.00 65.71 17.14 17.14 0.00
0.00
0.00
2 Axle
33.51 20.52 35.58 6.23
4.16
0.00 34.29 17.14 42.45 4.49
0.82
0.82
3 Axle
31.60 29.25 24.53 10.38
3.30
0.94 34.67 19.10 35.68 8.04
2.51
0.00
4-6 Axle 20.37 20.37 42.59 0.00
16.67 0.00 35.11 20.21 35.11 9.57
0.00
0.00
Vehicle Type
Table 5.18:
Lead Dist. of Passengers and Freight Vehicles at SH-40 Near Maharajganj
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 75.85 20.50 3.64
0.00
0.00
0.00 72.93 27.07 0.00
0.00
0.00
0.00
Bus
71.43 14.29 14.29 0.00
0.00
0.00 44.44 11.11 0.00 44.44
0.00
0.00
LCV
97.06 2.94 0.00
0.00
0.00
0.00 39.93 33.22 23.49 3.36
0.00
0.00
2 Axle
28.17 45.07 11.97 11.97
1.41
1.41 17.05 26.14 10.80 36.93
4.55
4.55
3 Axle
25.53 45.53 13.62 13.62
0.85
0.85 13.79 32.76 27.16 22.84
2.59
0.86
4-6 Axle
0.00 87.50 0.00 12.50
0.00
0.00 0.00 0.00 0.00 76.47 23.53 0.00
Vehicle Type
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.
Feasibility Report
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
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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%
33
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 variables 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 isnt 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 elasticitys for the project road; various factors relating to
35
Feasibility Report

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 countrys 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;
38
Feasibility Report

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
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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.
40
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.
42
Feasibility Report

Figure 5.6:
Alternative Routes for Link 1 - 7
Figure 5.7:
43
Feasibility Report

Figure 5.8:
Alternative Routes for Link 1- 5
Figure 5.9:
44
Feasibility Report

Figure 5.10:
Figure 5.11:
45
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
NH-2 +
NH-91
191
214
NH-2 +
SH-40
167
164
NH-2 + SH
120
103
SH-62
115
121
NH-2
115
110
NH-2
39
30
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
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.
46
Feasibility Report

Figure 5.12:
Figure 5.13:
47
Feasibility Report

Table 5.42:
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)
Road
Road
Toll Plaza Nos

Via Project
Alternate
Road
Road
200
213
217.86
263
217.86
293

(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
5.15.
48
Feasibility Report

Figure 5.14:
Figure 5.15:
49
Feasibility Report

Table 5.44:

Length (km)
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
SH-83+Link 4 - 9
NH-91+SH-40
222.86
222
Table 5.45:

(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)
5.18.
Figure 5.16:
Alternative Routes for Link 5 6
50
Feasibility Report

Figure 5.17:
Figure 5.18:
Alternative Routes between Link 5 - 7
Alternative Routes between Link 5 and 9
51
Feasibility Report

Table 5.46:

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
NH-2 + NH-91
169
202
NH-2
169
153
NH-91+SH-40
NH-2+NH-25
185.86
185.86
235
233
1
1
0
4

(Expressway)
Link 5-6
68.42
78.44
65.74
66.31
60.57
64.44

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:

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

Road
Road
1

(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.
54
Feasibility Report

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)
Car
1860
225
624
131
439
161
975
670
1718
Std. Bus
209
35
32
12
16
42
90
LCV
428
22
180
53
87
35
210
206
732
2 Axle
845
17
130
56
138
69
213
96
780
3 Axle
1246
11
174
59
151
95
356
85
1436
MAV
733
11
77
26
70
31
135
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
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
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 196km
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 196km
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
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
Share
of Vehicles
(%)
4-1
Share
of Vehicles
(%)
5-1
Share
of Vehicles
(%)
6-1
Share
of Vehicles
(%)
7-1
Share
of Vehicles
(%)
8-1
Share
of Vehicles
(%)
9-1
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
Share
of Vehicles
(%)
3-1
Share
of Vehicles
(%)
4-1
Share
of Vehicles
(%)
5-1
Share
of Vehicles
(%)
6-1
Share
of Vehicles
(%)
7-1
Share
of Vehicles
(%)
8-1
Share
of Vehicles
(%)
9-1
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%
Share of
Vehicles
(%)
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
Share
of Vehicles (%)
3-2
Share
of Vehicles (%)
4-2
Share
of Vehicles (%)
5-2
Share
of Vehicles (%)
6-2
Share
of Vehicles (%)
7-2
Share
of Vehicles (%)
8-2
Share
of Vehicles (%)
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
Share
of Vehicles (%)
1-2
Share
of Vehicles (%)
3-2
Share
of Vehicles (%)
4-2
Share
of Vehicles (%)
5-2
Share
of Vehicles (%)
6-2
Share
of Vehicles (%)
7-2
Share
of Vehicles (%)
8-2
Share
of Vehicles (%)
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)

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

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

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

Share
of Vehicles
(%)
1-7
Share
of Vehicles
(%)
2-7
Share
of Vehicles
(%)
3-7
Share
of Vehicles
(%)
4-7
Share
of Vehicles
(%)
5-7
Share
of Vehicles
(%)
6-7
Share
of Vehicles
(%)
8-7
Share
of Vehicles
(%)
9-7
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)
Share
of Vehicles
(%)
1-7
Share
of Vehicles
(%)
2-7
Share
of Vehicles
(%)
3-7
Share
of Vehicles
(%)
4-7
Share
of Vehicles
(%)
5-7
Share
of Vehicles
(%)
6-7
Share
of Vehicles
(%)
8-7
Share
of Vehicles
(%)
9-7
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
Monthly
Through
Monthly
Through
Monthly
Through
Monthly

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

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

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

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:
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
Bill No. 1: Site clearance and Dismantling
163,571,209
Bill No. 2 :
Bill No. 3 : Grannular Sub Base Courses and Base Courses ( Non- Bituminous )
17,549,609,091
Bill No. 4 : Bituminous Courses
17,762,721,962
Bill No. 5 : Culverts
Bill No. 6A : Minor Bridges
2,663,005,361
Bil No. 6B : Major Bridges
4,517,061,706
Bill No. 6C :Repair & Rehabilitation (Bridges and Culverts)
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
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
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%
Feasibility Report

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
Feasibility Report

Chapter
Chapter 8
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 countrys
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 Authoritys 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.

8.4
Feasibility Report
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 Governments 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

Feasibility Report
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

Feasibility Report
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

Feasibility Report
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.

Feasibility Report
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
Total length of settlement sections (both towns and villages)

abutting the road corridor
Number (total) of sensitive

receptors within 50m on either
side of the road (such as educational and health facilities)
Drinking water sources
Religious Structures
Cultural Properties
Market Places
Scoring Criteria
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
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
-
30
Score
15 or more
5 or less
6 to 10
11 to 15
4
1
2
3
15 or more
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

Feasibility Report
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

Feasibility Report
Environmental Screening and Preliminary Assessment
Chapter 9
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 countrys
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
Feasibility Report
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
Feasibility Report
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

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
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:

Feasibility Report
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
Land use
Water resources
Forests & Wild Life
Road side Plantations

Settlements
Sensitive Receptors
Drinking water sources
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.
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
Vulnerability to natural hazards (such as

floods, cyclones, cloud
burst, landslide, subsidence, earthquake
etc.)
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)
Number (average) of water bodies

per km crossings as well as water
bodies within 100m on either side
of the road
Drainage Conditions
Over-topping and / or water logging within 100m on either side of

the existing Centre line
Ground water resources
Is ground water availability / extraction an issue in project?
Surface water resources
Materials Availability
Score
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
0
1
2
6
Feasibility Report

Total
Weight
Soil Erosion
Sub Total
30
Designated Protected
Areas
10
Wildlife habitats
Migratory route /
crossing of wild animals and birds
Reserved Forests
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
Length of forests along the road

within 100m from either side of
the existing Centre line
Length of green tunnel/s within

30m (on either side) along the
road
Number of trees likely to be affected
40
Social Environment
Total length of settlement sections

(both towns and villages) abutting
the road corridor
Sensitive Receptors
Number (total) of sensitive receptors within 50m on either side of

the road (such as educational and
health facilities)
Drinking water
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
Within 5 Km
5 To 10 Km
6
4
10 km or more
Yes
No
Yes
No
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
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

sources
Total
Weight
Scoring Criteria
sources (wells, hand pumps,
community water points/taps etc.)
within COI
Cultural Properties
Market Places
Common Property
Resources (All CPRs
other than religious
structures, drinking
water sources and bus
stops)
Total
Grand Total
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
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:
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.
The Environmental (Protection)

Act. 1986, and
the Environmental (Protection)
Rules, 1987-2002
(various
amendments)
The EIA Notification, 14th September 2006 &

subsequent
amendments
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


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
The Water (Prevention and Control of Pollution)

Act, 1974
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
Noise Pollution
(Regulation And
Control) Act,
1990
Standards for noise emission

for various land uses
Yes
Forest (Conservation) Act, 1980
Conservation and definition of

forest areas. Diversion of forest
land follows the process as laid
by the act
Yes
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
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 Pollution Control

Board
State Pollution
Control Board
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


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

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

Board

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
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
Pre construc3-36
tion
months
UPEIDA
Pre construc6-8
tion
months
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
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 doesnt 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 41.8C and the mean daily minimum is
7.4C in the month of January. May is the hottest month, the mean maximum temperature is 41.8C
and in June temperature may reach over 48C with onset of the monsoon in June, the day temperature decreases 5C to 6C. In November day and night temperature steadily drops and January is the
coldest month with mean daily minimum temperature of 7.4C and mean daily maximum temperature of 22.2C. The mean monthly maximum temperature is 32.4C and mean monthly minimum
13

Feasibility Report
temperature is 19.1C.
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

Feasibility Report
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
Feasibility Report
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
Change in Seismology
3
4
Loss of land
Generation of Debris
Soil Erosion
Contamination of Soil
Soil quality monitoring
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.
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
Feasibility Report
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

Feasibility Report
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
Feasibility Report
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
Feasibility Report
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

Feasibility Report
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 doesnt 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

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UTTAR PRADESH EXPRESSWAYS INDUSTRIAL DEVELOPMENT

DEVELOPMENT OF AGRA TO LUCKNOW ACCESS CONTROLLED

INTERNATIONAL COMPETITIVE BIDDING (ICB)

REQUEST FOR PROPOSAL (RFP)

C-13, 2nd Floor, Paryatan Bhawan,

Assistance to UPEIDA on Technical Studies for

Summary of AADT (2012-2013) .................................................................................. 4

Assistance to UPEIDA on Technical Studies for

Assistance to UPEIDA on Technical Studies for

Assistance to UPEIDA on Technical Studies for

KEY TRAFFIC STUDY FINDINGS

Section 1 (km 0.000 to km 24.000)

Section 2 (km 24.000 to km 72.000)

Section 3 (km 72.000 to km 87.000)

Section 4 (km 87.000 to km 109.000)

Section 5 (km 109.000 to km 165.000)

Section 6 (km 165.000 to km 196.000)

Assistance to UPEIDA on Technical Studies for

KEY ENGINEERING SURVEY FINDINGS

Assistance to UPEIDA on Technical Studies for

Typical Cross Section

New Flexible Pavement Design

Design Life 10 Yrs

Assistance to UPEIDA on Technical Studies for

Start to end of Expressway

Firozabad Link Road

Kanauji Link Road

Table 1.4: Flexible Pavement Composition for New Construction

Start to end of Expressway

Firozabad Link Road

Kanauji Link Road

Dense Graded Bituminous Macadam (DBM)

Wet Mix Macadam (WMM)

Granular Sub-Base (GSB)

Assistance to UPEIDA on Technical Studies for

INITIAL ENVIRONMENTAL IMPACT ASSESSMENT

Assistance to UPEIDA on Technical Studies for

Bill No. 6D : FO, ROB

Link Road (Structure Cost)

Bill No. 7 : Drainage & Protective Works

Bill No. 11 : Enviormental Plan

Bill No. 12 : Miscellaneous Works

TPC (25% of Civil Cost)

Assistance to UPEIDA on Technical Studies for

Assistance to UPEIDA on Technical Studies for

STRUCTURE OF FEASIBILITY REPORT

REVIEW OF CONCEPT REPORT

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Figure 2.1: Location Map of Project Road

Terrain and Land Use

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Agra Ring Road

As the proposed expressway alignment traverses through agricultural land chances of

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EXISTING PROJECT FACILITIES

Assistance to UPEIDA on Technical Studies for

Methodology and Design Standards

Summary of Land use along the Link Roads ........................................................... 6

Assistance to UPEIDA on Technical Studies for

Methodology and Design Standards

Summary of Pavement Condition for Fatehabad to Firozabad Link Road ........... 7

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

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Methodology and Design Standards